Non-Year-Specific Rules September 16, 2013 Rev: M€¦ · Non-Year-Specific Rules September 16,...

THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT NUMBER

17665. YOU MUST RECEIVE WRITTEN AUTHORIZATION FROM ARGONNE NATIONAL LABORATORY LEGAL DEPARTMENT FOR ANY USE OF THIS INFORMATION BEYOND

THE ECOCAR COMPETITION. APPROPRIATE ATTRIBUTION MUST BE ACKNOWLEDGED IN ANY USE OF THIS INFORMATION. © 2009. All RIGHTS RESERVED.

Non-Year-Specific Rules

September 16, 2013 Rev: M

About Argonne National Laboratory Argonne is operated by The University of Chicago for the U.S. Department of Energy Office of Science, under contract W-31-109-Eng-38. The Laboratory’s main facility is outside Chicago, at 9700 South Cass Avenue, Argonne, Illinois 60439. For information about Argonne and its pioneering science and technology programs, see www.anl.gov. ©U.S. Department of Energy and General Motors Advanced Vehicle Technology Competition, Managed by Argonne National Laboratory

i THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT NUMBER



Table of Contents

TABLE OF CONTENTS.............................................................................................................................I LIST OF TABLES ......................................................................................................................................IV

LIST OF FIGURES ....................................................................................................................................V

LIST OF EQUATIONS ..............................................................................................................................VI A ECOCAR 2 ADMINISTRATIVE POLICIES ...............................................................................................1

A-1 Introduction to EcoCAR 2: Plugging In to the Future ...............................................................1

A-2 EcoCAR 2 Mission and Goals ....................................................................................................1

A-3 Technical Goals .........................................................................................................................2

A-4 Competition Format .................................................................................................................2

B ADMINISTRATION ..............................................................................................................................5

B-1 Competition Management .......................................................................................................5

B-2 Competition Sponsorship .........................................................................................................5

B-3 Responsibilities of Participating Schools ..................................................................................6

B-4 Advertising, Promotion, and Publicity ......................................................................................8

B-5 Rules: Revisions, Acceptance, and Spirit Thereof.....................................................................9

B-6 Event Officials ...........................................................................................................................10

B-7 Protest Procedure and Information .........................................................................................10

B-8 University Participation Guidelines ..........................................................................................12

B-9 GM Mentor Program ................................................................................................................15

B-10 GM Production Parts Team Allowance (Blue Dollars) ............................................................16

C COMPETITION SAFETY AND CONDUCT ..............................................................................................18

C-1 Safety Policies ...........................................................................................................................18

C-2 Team Member Conduct ............................................................................................................19

C-3 Driving Conduct ........................................................................................................................20

D PROVING GROUND RULES .................................................................................................................22

D-1 Participants at the Proving Ground ..........................................................................................22

D-2 Pit Assignments ........................................................................................................................22

D-3 Hoists ........................................................................................................................................22

D-4 Hoist Operation ........................................................................................................................22

D-5 Welding Equipment ..................................................................................................................22

D-6 Machining and Fabrication Equipment ....................................................................................22

D-7 High Voltage Electrical Work in the Pits ...................................................................................22

D-8 Charging Supervision ................................................................................................................23

ii THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT NUMBER



D-9 Reporting Accidents .................................................................................................................23

D-10 Observers ...............................................................................................................................23

D-11 Chemical and Hazardous Material Spills ................................................................................23

D-12 Vehicle Security ......................................................................................................................23

D-13 Event Queue ...........................................................................................................................23

D-14 Vehicle and Pedestrian Movement ........................................................................................24

D-15 Observation of Pit Hours ........................................................................................................24

D-16 Impounding ............................................................................................................................24

E ECOCAR 2 VEHICLE DEVELOPMENT PROCESS AND VEHICLE TECHNICAL SPECIFICATIONS ...............25

E-1 Global Vehicle Development Process .......................................................................................25

E-2 EcoCAR 2 Vehicle Development Process ..................................................................................26

E-3 Deviations from the Vehicle Development Process and Resulting Penalties...........................27

E-4 General Penalties ......................................................................................................................30

E-5 EcoCAR 2 Vehicle Technical Specifications (VTS), Requirements, and Targets ........................36

E-6 EcoCAR 2 Waiver Process .........................................................................................................38

F VEHICLE DESIGN RULES ......................................................................................................................43

F-1 Production Hybrid Vehicle Powertrain Swaps ..........................................................................43

F-2 Drilling .......................................................................................................................................43

F-3 Welding .....................................................................................................................................43

F-4 Air Bags .....................................................................................................................................43

F-5 Energy Storage System (ESS) and Fuel Tank Mounting ............................................................44

F-6 Vehicle System Safety Level (SSL) .............................................................................................46

F-7 Required In-Vehicle Documentation ........................................................................................50

F-8 Chassis .......................................................................................................................................54

F-9 Body ..........................................................................................................................................56

F-10 Interior ....................................................................................................................................62

F-11 Vehicle Mass, Mass Distribution, and Center of Gravity ........................................................64

F-12 Fuels and Fuel System Design .................................................................................................64

F-13 Brake System ...........................................................................................................................73

F-14 General Vehicle Operation .....................................................................................................73

F-15 Electrical Guidelines ................................................................................................................77

F-16 Tires and Rims .........................................................................................................................96

F-17 Exhaust System .......................................................................................................................98

F-18 Data Acquisition System (DAQ) ..............................................................................................100

F-19 Vehicle Display ........................................................................................................................102

F-20 Miscellaneous .........................................................................................................................103

iii THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT NUMBER



G EMISSIONS AND ENERGY CONSUMPTION (E&EC) ............................................................................106

G-1 Well-to Wheels Analysis ...........................................................................................................106

G-2 Simulating EcoCAR 2 Utility Factor (UF) Corrected Energy Consumption ...............................106

G-3 Fuel Properties, Gasoline Equivalent, and Vehicle Technical Specifications ...........................109

G-4 Calculating Greenhouse Gas Emissions....................................................................................110

G-5 Calculating Petroleum Energy Use ...........................................................................................111

G-6 Criteria Emissions .....................................................................................................................111

G-7 EcoCAR 2 Drive Schedule .........................................................................................................112

H BODY PAINT AND COMPETITION DECAL LAYOUT .............................................................................114

H-1 Procurement of Competition Logos and Decals ......................................................................114

H-2 Decal Specifications ..................................................................................................................114

I GLOSSARY ............................................................................................................................................118

I-1 Definitions of Competition Sites ................................................................................................118

I-2 Architectures..............................................................................................................................118

I-3 Terminology ...............................................................................................................................119

I-4 Vehicle Operation Modes ..........................................................................................................121

I-5 Acronyms ...................................................................................................................................122

J CHANGE LOG .......................................................................................................................................125

iv THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT NUMBER



List of Tables

Table 1: EcoCAR 2 Acceptable Fuels ....................................................................................................................... 4

Table 2: List of EcoCAR 2 Universities ..................................................................................................................... 4

Table 3: Argonne Contact Information ................................................................................................................... 5

Table 4: Range Penalty Structure.......................................................................................................................... 31

Table 5: SAE J1100 Luggage Piece Sizing .............................................................................................................. 32

Table 6: Summary of eligibility requirements and burden of proof for all competition penalties ...................... 36

Table 7: EcoCAR 2 Competition Design Targets and Requirements ..................................................................... 37

Table 8: Examples of Switch Uses ......................................................................................................................... 75

Table 9: HV Test Connector Bill of Materials ........................................................................................................ 82

Table 10: HV Test Connector Pin Assignments ..................................................................................................... 83

Table 11: Tyco Electronics Manual Service Disconnect Positive/Negative List .................................................... 84

Table 12: Copper Bus Current Ratings .................................................................................................................. 85

Table 13: Minimum Spacing to Prevent Accidental Contact ................................................................................ 88

Table 14: Required Battery Management System Sensors .................................................................................. 89

Table 15: European Tyre and Rim Technical Organisation (E.T.R.T.O.) Standard Tire Load Rating Index ........... 97

Table 16: Presentation Format Example for Required Vehicle Data .................................................................. 101

Table 17: Complete List of Required Data Signals .............................................................................................. 101

Table 18: CAN data required to be available at the OBD port ........................................................................... 103

Table 19: Fuel Material Properties: Fuel-Specific Energy (FSE), Fuel Density, and Fuel Energy Density (FED) .. 109

Table 20: Upstream GHG Factors (g/kWh of fuel consumed) ............................................................................ 110

Table 21: Approximate PTW GHG Factors for EcoCAR 2 Fuels ........................................................................... 110

Table 22: Approximate WTW GHG Factors for EcoCAR 2 Fuels ......................................................................... 110

Table 23: Petroleum Energy Use (PEU) Factors (kWh of petroleum energy/kWh of fuel energy consumed) .. 111

Table 24: Upstream Criteria Emission Factors for EcoCAR 2 Fuels ..................................................................... 112

Table 25: Drive Cycle Characteristics and Blending for EcoCAR 2 Four-Cycle Drive Schedule ........................... 113

Table 26: Sponsor Decal Size Chart ..................................................................................................................... 115

v THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT NUMBER



List of Figures

Figure 1: Dimensions of a Standard Shipping Pallet ............................................................................................... 8

Figure 2: EcoCAR 2 Vehicle Development Process ............................................................................................... 27

Figure 3: EcoCAR 2 VDP Penalty Flowchart .......................................................................................................... 28

Figure 4: Range Penalty ........................................................................................................................................ 31

Figure 5: Waiver Flowchart ................................................................................................................................... 40

Figure 6: Airbag Canister Position, Side View ....................................................................................................... 44

Figure 7: Airbag Canister Position, Rear View ...................................................................................................... 44

Figure 8: Fuel and ESS Mounting Limits, Rear ...................................................................................................... 45

Figure 9: Fuel and ESS Mounting Limits, Front ..................................................................................................... 46

Figure 10: Examples of System-Level Safety Placards .......................................................................................... 50

Figure 11: Example of a Starting Placard .............................................................................................................. 52

Figure 12: Safety Diagnostic Modules .................................................................................................................. 56

Figure 13: Vehicle Safety Cage, with Unmodifiable Sections in Red .................................................................... 57

Figure 14: Vehicle Front, with Unmodifiable Sections in Red .............................................................................. 58

Figure 15: Red/Yellow/Green Body Modifications Chart, Bottom View .............................................................. 58

Figure 16: Red/Yellow/Green Body Modifications Chart, Top View .................................................................... 59

Figure 17: Curt 12001 Class II Trailer Hitch with 1-1/4 in. Receiver Tube Opening ............................................. 61

Figure 18: Example of “Flat Four” Connector Required for Trailer Towing ......................................................... 62

Figure 19: Example of a Compressed Hydrogen Vehicle Label ............................................................................ 70

Figure 20: Underbody of the Malibu Showing Framerails in Red ......................................................................... 81

Figure 21: Front E-Stop Location (outlined in green) ........................................................................................... 86

Figure 22: Rear E-Stop Location (outlined in green) ............................................................................................. 87

Figure 23: EcoCAR 2 Rear Crush Zone ................................................................................................................... 90

Figure 24: Example Split Pack Configuration Schematic (FOR REFERENCE ONLY). .............................................. 93

Figure 25: Example Split Pack Configuration Schematic #2 (FOR REFERENCE ONLY) .......................................... 93

Figure 26: Exhaust Leak Check Fixture .................................................................................................................. 99

Figure 27: Required Exhaust Tip Location .......................................................................................................... 100

Figure 28: Utility Factor Plot Based on SAE J2841 (2005 NHTS data) ................................................................. 107

Figure 29: Decal Locations, Side ......................................................................................................................... 116

Figure 30: Decal Locations, Front ....................................................................................................................... 117

Figure 31: Decal Locations, Rear ......................................................................................................................... 117

vi THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT NUMBER



List of Equations

Equation 1: Utility Factor Curve .......................................................................................................................... 107

Equation 2: UF-Corrected Energy Consumption ................................................................................................. 108

Equation 3: Charge Depleting Energy Consumption .......................................................................................... 108

Equation 4: Charge-Sustaining Energy Consumption ......................................................................................... 108

Equation 5: Equivalent Fuel Energy Consumption ............................................................................................. 108

Equation 6: SOC Corrected Fuel Consumption ................................................................................................... 108

Equation 7: Actual Fuel Consumption, mass ...................................................................................................... 109

Equation 8: Actual Fuel Consumption, volume .................................................................................................. 109

Equation 9: Fuel Consumption, Gasoline Equivalent .......................................................................................... 109

Equation 10: Fuel Energy Conversion ................................................................................................................. 110

Equation 11: WTP Equivalent GHG Emissions .................................................................................................... 110

Equation 12: WTP GHG Emissions ...................................................................................................................... 110

Equation 13: PTW GHG Emissions ...................................................................................................................... 111

Equation 14: WTW GHG Emissions ..................................................................................................................... 111

Equation 15: WTW PEU Calculation.................................................................................................................... 111

Equation 16: Upstream Criteria Emissions Calculation ...................................................................................... 112

1 THIS DOCUMENT IS THE INTELLECTUAL PROPERTY OF ARGONNE NATIONAL LABORATORY PREPARED FOR THE OF U.S. DEPARTMENT OF ENERGY – CONTRACT

NUMBER 17665. YOU MUST RECEIVE WRITTEN AUTHORIZATION FROM ARGONNE NATIONAL LABORATORY LEGAL DEPARTMENT FOR ANY USE OF THIS

INFORMATION BEYOND THE ECOCAR COMPETITION. APPROPRIATE ATTRIBUTION MUST BE ACKNOWLEDGED IN ANY USE OF THIS INFORMATION. © 2009. All RIGHTS

RESERVED.

A EcoCAR 2 Administrative Policies

A-1 Introduction to EcoCAR 2: Plugging In to the Future

EcoCAR 2: Plugging In to the Future (EcoCAR 2) is the latest U.S. Department of Energy (DOE) Advanced Vehicle Technology Competition (AVTC) series. Headline-sponsored by DOE and General Motors Company (GM), EcoCAR 2 is a groundbreaking competition that gives universities an opportunity to participate in hands-on research and development with leading-edge automotive propulsion systems, fuels, materials, and emissions-control technologies. Participation in EcoCAR 2 will enable universities to help develop highly skilled student engineers and communicators who have a strong understanding of advanced vehicle technologies, preparing them to lead the automotive industry into the 21st century and ensuring that North America remains competitive in the global marketplace.

The general goals of the competition are as follows:

Educate participants in the methods and processes involved in automotive vehicle development through a coordinated and structured research, development, and validation program;

Provide a high-quality engineering educational experience for all participants;

Build popular awareness of and support for improving the energy efficiency and reducing the environmental impacts of automotive transportation;

Ensure that vehicle conversions are performed safely and that competition operations are conducted safely;

Project a positive image of the participants, organizers, and sponsors and their respective institutions; and

Build a foundation of understanding concerning energy security for the nation.

A-2 EcoCAR 2 Mission and Goals

The mission of EcoCAR 2 is to provide an opportunity for students to participate in hands-on automotive research and development that uses leading-edge technology and contemporary industrial practices to achieve the following ends:

Develop the potential of sustainable mobility technologies and move technical progress forward toward reducing the energy consumption and environmental impact of vehicles;

Provide a hands-on, real-world engineering experience that incorporates the use of math-based tools to improve engineering education, reduce development time, foster practical learning, and better prepare students to work in the domestic automotive and electronics industries;

Develop highly skilled students with a strong understanding of advanced vehicle and simulation technologies that will prepare them to lead the automotive industry into the 21st century and ensure that North America remains competitive in the global marketplace; and

Incorporate the EcoCAR 2 Vehicle Development Process (VDP), which mimics GM’s Global Vehicle Development Process (GVDP), into the dedicated educational curriculum for EcoCAR 2 at participating universities and colleges;




RESERVED.

Meet demanding schedules for deliverables such as working vehicles, reports, simulation results, and student-collected test data, which will be coordinated with the milestone timing of the EcoCAR 2 VDP;

Achieve a demonstrated understanding of competition team structure and complete program deliverables that will be due throughout each competition year;

Showcase the efforts of the teams and sponsors to the team’s local educational systems, to the media, and to various stakeholders;

Foster networking between teams to build relationships that the participants can maintain throughout their careers.

A-3 Technical Goals

The technical goals involve constructing vehicles that, when compared to the production vehicle:

Significantly reduce well-to-wheel petroleum energy consumption;

Incorporate technologies that increase energy efficiency and reduce fossil energy consumption and emissions on the basis of a total fuel cycle (well-to-wheel) analysis;

Significantly reduce tailpipe emissions and greenhouse gases (GHGs); and

Maintain consumer acceptability in the areas of performance, utility, and safety.

While using and following a structured plan that is based on the EcoCAR 2 VDP, each participating team will design and develop a vehicle that minimizes energy consumption, criteria emissions, and GHGs on a well-to-wheel basis while considering vehicle utility and performance as defined in the EcoCAR 2 Vehicle Technical Specifications (VTS).

A-4 Competition Format

A-4.1 Process-Oriented Three-Year Competition

EcoCAR 2 is a three-year competition in which the engineering goals evolve with each succeeding year. For participating colleges/universities to remain competitive in EcoCAR 2, they must demonstrate a high degree of technical prowess, vehicle preparation effort, and team effort during each year of the competition. These are the qualities that allow the participating schools to develop viable designs in Year 1, leading to functional and reliable vehicles in Years 2 and 3.

Year 1 of EcoCAR 2 focuses on modeling and simulation of advanced vehicle powertrain design and powertrain subsystem testing and development. Students use math-based models and modeling tools, with special emphasis given to the team’s decision making and selection process to choose the vehicle powertrain and subsystems that meet the competition’s goals and the team-specific goals of EcoCAR 2. Teams will also bench test hardware and develop control software for future migration to their vehicles. Only the EcoCAR 2 teams that demonstrate their viability will receive a donated 2013 Chevrolet Malibu at the conclusion of Year 1.

Year 2 of EcoCAR 2 builds upon the efforts of Year 1. Teams integrate their designs, thus converting their production vehicles into a 65%-buyoff level of vehicle readiness in terms of production-ready hardware/software, vehicle performance, vehicle integration, consumer appeal (known as mule vehicles).




RESERVED.

Teams are required to deliver a working mule vehicle to the Year 2 competition that demonstrates their advanced powertrain. Emphasis is placed on basic functionality, since the vehicles are in an unrefined state. However, vehicles are still put through rigorous dynamic testing and evaluated for consumer appeal and drive quality.

The third and final year of EcoCAR 2 challenges teams to reach a 99%-buyoff level of vehicle readiness. The vehicle’s utility and performance are further developed by using off-board math modeling tools developed in the previous years, along with on-board testing and development. The emphasis shifts toward consumer-driven aspects, showroom qualities, and the seamless operation of the vehicle’s powertrain and control subsystems.

A-4.2 Well-to-Wheel Emphasis

EcoCAR 2 seeks to minimize the environmental impacts of vehicles. To do this, EcoCAR 2 participants use a well-to-wheel approach to determine the petroleum energy use and GHG emissions production associated with their competition vehicles. The fuel-cycle impact of each vehicle will be evaluated by the use of the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model (for U.S. mixes) and GHGenius (for Canadian mixes).

Teams use their modeling tools to predict the vehicle’s energy consumption. These values are then combined with those from the GREET model to examine the energy use and emissions of their vehicles from a full fuel-cycle (well-to-wheel) perspective, which includes the amount of energy consumed and the emissions generated from the following steps in the fuel cycle:

Collection of fuel feedstock,

Processing of the feedstock into a vehicle fuel,

Transportation of both fuel and feedstock, and

Final consumption of the fuel.

GREET has developed a path for individual fuels that defines the energy consumption and emissions associated with the well-to-wheel analysis. EcoCAR 2 will use the 2018 assumptions provided in GREET for the paths associated with the competition fuels. For more information regarding GREET, see http://greet.es.anl.gov/.

The fuels and energy carriers listed in Table 1 have been chosen as acceptable for use in EcoCAR 2.

During the competition, any individual fuel or combination of two (2) fuels may be used as part of the vehicle design. Water injection and urea Selective Catalytic Reduction (SCR) after-treatment systems are permissible as well. See Section F-12 for more information regarding fuel selection and fuel tank design. All fuel used during competition events will be supplied by competition organizers.

http://greet.es.anl.gov/




RESERVED.

Table 1: EcoCAR 2 Acceptable Fuels

Biodiesel (B20) 20% methyl soy ester, 80% low-sulfur

diesel (<15 ppm S)

Gasoline (E10) 90% gasoline, 10% ethanol

Ethanol (E85), 85% denatured ethanol, 15% gasoline

Gaseous hydrogen (H2) (70 MPa, 10,000 psig)

Electricity North American grid average

A-4.3 Universities Participating in EcoCAR 2

The schools listed in Table 2 were selected to participate in EcoCAR 2 through a Request for Proposal (RFP) process at the beginning of the 2011 calendar year.

Table 2: List of EcoCAR 2 Universities

1 California State University, Los Angeles

2 Colorado State University

3 Embry-Riddle Aeronautical University

4 Wayne State University

5 North Carolina State University

6 The Ohio State University

7 Pennsylvania State University

8 Purdue University

9 Rose-Hulman Institute of Technology

10 University of Tennessee, Knoxville

12 University of Victoria

13 University of Waterloo

14 University of Washington

15 Mississippi State University

16 Virginia Tech




RESERVED.

B Administration

B-1 Competition Management

B-1.1 Internet Address

EcoCAR 2 has a website on the internet to facilitate the public inspection of information and to act as a communication device for participating teams, sponsors, and organizers. The URL is http://www.ecocar2.org. The EcoCAR 2 blog can be found at http://www.greengarageblog.org.

B-1.2 File-Sharing Website

EcoCAR 2 will use Microsoft SharePoint as a tool to share information with student teams. The SharePoint site is located at https://sharepoint.anl.gov/Projects/ecocar2/students/default.aspx. Information that includes important dates, vehicle technical data, rules, and other announcements will be posted here. It is critical that teams regularly monitor this site for changes and updates. EcoCAR 2 teams have a unique file upload site to which only they and competition organizers have access. Teams will upload all deliverables, in both areas of technical and outreach, to this site. Each upload site has a unique URL and password, ensuring exclusive access.

B-1.3 Electronic Mailing List

The electronic mailing list (LISTSERV) is the primary method of communicating with participants. To become a subscriber, go to https://lists.anl.gov/mailman/listinfo/ecocar2 and follow the instructions. From then on, messages can be sent to [email protected] to post to the LISTSERV. Any time a message is sent to this address, it is sent to the organizers for approval and then to all subscribed parties. It is recommended that all team members are subscribed to the LISTSERV, since all time sensitive information will be posted there.

B-1.4 Telephone, Fax, and Mailing Address

Use the contact information shown in Table 3 for official correspondence.

Table 3: Argonne Contact Information EcoCAR 2 rules Nicole Lambiase (561) 379-8918

General EcoCAR 2 questions/sponsorship information:

Kristen De La Rosa (512) 845-4319

Official fax number c/o EcoCAR 2 (630) 252-3443

Official mailing address c/o Nicole Lambiase 9700 S. Cass Ave Bldg. 362

Lemont, IL 60439

B-2 Competition Sponsorship

B-2.1 Headline Sponsors

The headline sponsors of EcoCAR 2 are the U.S. Department of Energy (DOE) and General Motors Company (GM). The competition is managed by Argonne National Laboratory, a DOE national laboratory.

http://www.ecocar2.org/

http://www.greengarageblog.org/

https://sharepoint.anl.gov/Projects/ecocar2/students/default.aspx

https://lists.anl.gov/mailman/listinfo/ecocar2

mailto:[email protected]




RESERVED.

B-2.2 Definition of a Competition Sponsor

A competition-level sponsor is defined as any organization that donates financial and in-kind support directly to the EcoCAR 2 Program that is intended to support both the overall program and all participating teams. The organizers work directly with competition-level sponsors to coordinate the distribution of the sponsor’s products and other support to the teams. In contrast, team-level sponsors (also called local sponsors) provide support directly to individual teams. Teams are responsible for recruiting their own local sponsors and for securing the local sponsor’s products and support.

B-2.3 Team and Local Sponsors

Sponsors who contribute their products, services, or cash directly to the teams (and not through the competition program) are considered team or local sponsors. It is the team’s responsibility to promote its local sponsors or provide any other benefits agreed upon by the team. However the competition will provide the following benefits to local sponsors:

Sponsors will have the opportunity to donate their products and/or services to one or multiple teams.

Teams may display a local sponsor decal on their competition vehicle (per Section H-2 describing decal display guidelines).

Teams may include local sponsor names and/or logos on their online or printed materials.

Teams may invite local sponsors to any public events held at the competition, excluding Sponsor Socials and other closed events.

Team-level sponsors should be appropriate and in good taste and may not include alcohol or tobacco companies.

B-3 Responsibilities of Participating Schools

B-3.1 Detailed Responsibilities

Teams have a responsibility to honor the role of sponsors and their support by:

Acting in good faith to ensure that no major vehicle system or subsystem is designed or built by a sponsor, contractor or a faculty advisor. This provision does not preclude schools from obtaining components (e.g., engines, motors, batteries) from sponsors or from hiring a contractor to fabricate a minor component; it is aimed at discouraging sponsors from custom-building a significant portion of the vehicle for the student members of the team.

Verifying that sponsor vehicle decals conform to EcoCAR 2 Non-Year Specific Rules per Section H-2

Honoring Headline Sponsors by not placing competitor logos on any EcoCAR 2 printed material or on competition vehicles. This applies specifically to any automotive manufacturers other than GM.

Acknowledging Headline Sponsors in all team publicity efforts.

Acknowledging all other competition-level sponsors that donate products directly to the teams on the team’s website and other publicity efforts whenever possible.

Teams may not solicit additional donations (funds, hardware, etc.) from GM or DOE without invitation; however, they may, receive donations from privately owned dealerships and subsidiaries of the auto companies’ other




RESERVED.

competition sponsors. To request additional donations from GM, teams shall notify their mentor and not go through any additional channels.

B-3.2 Travel Stipends

B-3.2.1 Air and Ground Transportation

All teams are responsible for arranging their own air and ground transportation. Travel stipends will be specified for either air travel or ground transportation and relayed to the team in advance. Should a team receive a stipend for one form of transportation but then choose another to take advantage of a cheaper price, the team shall notify the organizers immediately. The team will have to reimburse the organizers for any difference from the provided stipend or arrange for it to be deducted from future team stipends. Team travel stipends will be provided in advance whenever possible; when this is not possible, some travel reimbursements may be provided after the events.

B-3.2.2 Event Hotel Accommodation

All teams are responsible for arranging their own lodging accommodations. All teams are responsible for arranging their own lodging accommodations. The organizers will establish a hotel room block for workshops and competitions and the information will be provided to teams on the lodging page of the online registration site for each competition event. It is the responsibility of the team to book their lodging accommodations before the room block expires and as quickly as possible after the information is released. It is the organizers responsibility to ensure that enough lodging is made available to the teams through the room block and if the room block has filled, the organizers will make arrangements at another hotel. Teams should contact the organizers if they are unable to secure accommodations at the competition hotel before the room block expiration date, so that adjustments to the room block or other accommodations can be made available.

Any time teams receive travel stipends, they are required to stay at the competition hotel(s), unless the room block is oversold and no other accommodations can be provided by the organizers. If a team wants to supplement their lodging needs with accommodations outside the hotel to allow for additional students/faculty to attend, that is acceptable. If a team does not use the competition hotel, resulting in hotel attrition penalties for the organizers, teams in violation of this policy may be required to reimburse the organizers for any difference from the provided stipend or arrange for it to be deducted from future team stipends.

B-3.3 Material and Vehicle Shipping for Competition Events

Material and vehicle shipping rules, requirements and guidelines for specific competition events may be found in the Yearly Event Rules. Vehicles must always be shipped by the organizers to any competition event and may not be driven or trailored to the event. For competition events where teams are allowed to ship materials on pallets, the pallets most conform to the criteria specified below:

Maximum height of the pallet AND material must not exceed 48 in. from the ground,

Maximum weight of the pallet AND all materials must not exceed 500 lbs.,

Maximum weight of any single item on the pallet must not exceed 150 lbs., and

See Figure 1 below for the required dimensions of the pallet. Tolerance on all dimensions is +/- 0.5 in.




RESERVED.

Figure 1: Dimensions of a Standard Shipping Pallet

Teams constructing their own pallets may reference the following resource for guidance: http://www.ehow.com/how_4796979_make-wood-pallets.html.

B-4 Advertising, Promotion, and Publicity

B-4.1 Rights to Promotional Activities

Teams will be required to sign a photography waiver at EcoCAR 2 events, which will allow the organizers to film, videotape, or photograph the events, vehicles, and participants. All video and still photography captured may be used in subsequent promotional activities related to EcoCAR 2 or future competitions.

B-4.2 Event Reference

In promoting EcoCAR 2 and its related activities, the participating schools should refer to the event as “EcoCAR 2” or “EcoCAR 2: Plugging In to the Future.”

http://www.ehow.com/how_4796979_make-wood-pallets.html




RESERVED.

B-4.3 Use of Event and Sponsor Logos

The trademarks, service marks, or logos of the organizers and sponsors may not be used without obtaining express written consent from the organization or company that owns the trademark, service mark, or logo. The EcoCAR 2 logo, however, may be used by participating teams and designated sponsors to promote their activities in EcoCAR 2. Teams must also obtain written consent to modify the EcoCAR 2 logo for promotional purposes.

B-5 Rules: Revisions, Acceptance, and Spirit Thereof

B-5.1 Application of Rules and Regulations

The rules and regulations set forth in this document and supplemental-year-specific documents (to be known as “the EcoCAR 2 rules” or “the rules”) shall apply to EcoCAR 2.

B-5.2 Effective Date

The rules become effective immediately upon release and replace any previously released drafts.

B-5.3 Right to Revise

The organizers reserve the right to revise the rules at any time. Participants in EcoCAR 2 will be notified of changes via the LISTSERV e-mail system. A final version of the rules will be sent out prior to the competition. All event details and logistics will be released in a separate document before the competition.

B-5.4 Acceptance of EcoCAR 2 Rules

All persons and groups selected to participate in EcoCAR 2 are assumed to be familiar with the rules, including, but not limited to, nondisclosure and donation agreements, safety and vehicle usage agreements, architecture/component review policies, and the event details and logistics documentation – all of which are important documents that are separate from the competition rules. Participation in EcoCAR 2 shall constitute acceptance of the Rules.

B-5.5 Spirit of the Competition

It is expected that the competing teams will attempt to achieve the goals of the competition by working within the limits of these competition rules. The organizers’ desire is to provide an unparalleled educational experience for the participants in as fair and equitable a manner as possible. The organizers, recognizing the near impossibility of definitively addressing all vehicle design variations in these rules, reserve the right to modify the competition rules at any time in order to maintain the spirit of the competition. If a team works outside the spirit of the competition with regard to its vehicle design or otherwise takes an approach that falls outside the limits stated in or implied by these rules, the team may incur an action that is determined at the discretion of the competition organizers. Teams should engage in an active dialog with the organizers if they feel that they might be working outside the spirit of the competition.

B-5.6 Clarification of Rules

At the event, if a team member has questions with regard to the rules, scoring, or vehicle specifications, he or she should ask a competition organizer. If the response requires interpretation or special circumstances, it must




RESERVED.

be presented in writing. A decision will be made at the next organizers’ meeting, and the results will be available immediately afterwards.

B-6 Event Officials

The organizers shall select officials for EcoCAR 2, who will be instructed on and responsible for the duties outlined in this section. The officials will have the authority and responsibility to apply and enforce the Rules described herein. They will be responsible for reporting all scores and non-compliances to the organizers. They will make all judgments and take all measurements, including, but not limited to, those related to times, emissions content, energy usage, and vehicle compliance. Event officials will also have the right to inspect or re-inspect competition vehicles at any time during the competition. Other officials, such as safety inspectors or vehicle qualifying inspectors, will be selected as the organizers deem appropriate.

B-7 Protest Procedure and Information

B-7.1 Who May Protest and Why

A protest can be filed with the jury by any participating team. A team can protest things such as an event score or decisions pertaining to event qualifications and conformity to rules.

B-7.2 Jury

The EcoCAR 2 competition rules include provisions for protesting organizer decisions, which include, but are not limited to, scoring penalties. At the center of this process is the jury, which hears issues, deliberates, and hands down recommendations. In the event of an unsuccessful protest, the jury shall also determine if the point bond should be taken, per the reasonableness of the protest.

A jury is made up of one senior representative from at least three of the organizations serving as competition organizers (i.e., a total of at least three senior representatives) and of one faculty advisor who serves as the voice or representative of the competing universities. To promote objectivity, efforts will be made to select representatives who are marginally involved in the day-to-day EcoCAR operations. The university representative will take part in jury deliberations but will not vote on the outcome.

Each university will have one vote in the selection of the university jury representative; only the advisors shall cast votes. The university advisor with the most votes will be the primary representative; the university advisor receiving the second-highest number of votes will be the alternate representative. Only those individuals who want to be considered for the role of university representative or alternate will be included on the ballot. Only university advisors who are employees of their schools are eligible to be a university representative or alternate. The alternate faculty representative will sit in for the faculty representative on the jury in cases in which the jury is reviewing a protest from that faculty representative’s university.

B-7.3 Meeting Time

The jury will meet at scheduled times and/or as necessary on each day that competition events are held. Involved parties will be notified of the time and place of the hearing.




RESERVED.

B-7.4 Jurisdiction

The jury will make judgments on issues requiring impartiality, including protests about conformance to the rules and about incidents or penalties incurred during the competition. The jury is further empowered to rule on cases not specifically covered in the rules and has the authority to uphold or overrule the decision or allocation of points of any event official, except in cases directly involving the safety of the vehicles or participants. Any changes to a decision made by a safety inspector or vehicle qualifying inspector must have the concurrence of that particular inspector. The jury’s ruling is final.

B-7.5 Point Bond

It is expected that any protests will be reasonable, logical, and based on sound evidence. To avoid frivolous or unnecessary protests, teams are required to bring any issues up with the organizers prior to filing a protest form. To discourage unreasonable protests by participants, the protesting team must post bond of 50 points per protest to the jury. However, teams or individuals should not hesitate to protest if the issue is worth investigating. Any reasonable protest may be filed without fear of losing points. In order for a problem to receive official consideration, a protest must be filed with the jury.

B-7.6 Unsuccessful Protests

If the jury finds the protest invalid, the request(s) will be denied, but no points will be deducted from the team’s score. If the protest is found to be frivolous, up to the 50 points submitted as bond may be subtracted from the team’s overall score per the jury’s decision.

B-7.7 Protest Procedure

A protest shall be made by submitting a completed protest form, signed by the faculty advisor (or other official school representative) and team leader, to the jury. The protest shall be filed at the organizer headquarters. The jury will hear the protest as soon as practical, and all parties concerned will be given adequate notice of the time and location of the hearing. The jury is the only authority to hear and rule on a protest. The jury’s decision cannot be appealed.

During deliberations, the university jury representative shall offer a team perspective to the jury. This person is not expected to take the position of the team submitting the protest, nor should a team submitting a protest expect the representative to make its case to the voting members. If the advisor’s team is involved in the protest, the alternate will act in place of the primary representative. Any discussion, aside from the formal ruling during jury deliberations, shall be kept confidential by all parties.

B-7.8 Vehicle Inspection to Investigate Protest

If, during the course of investigating a protest, the jury determines that a vehicle inspection is necessary, the jury will select which portions of the inspection and/or disassembly may be observed and by whom. If the team responsible for the vehicle involved in the protest refuses to allow inspection and/or disassembly under the supervision of the jury at the earliest convenient time, that team will be immediately disqualified from the competition.




RESERVED.

B-7.9 Official Protest Form

Copies of the official protest form will be available at the competition. All information must be provided on the form. Any incomplete forms or forms not signed by the faculty advisor (or other official school representative) and team leader will be discarded.

B-7.10 Time Limit

The following time limits apply to official protests:

A protest against any driver’s action or any incident during a competition event must be made within ONE HOUR after the conclusion of the event.

A protest against the raw results of a competition event must be made within ONE HOUR after the team’s raw data have been released.

A protest against any other occurrence or penalty must be made within ONE HOUR of the notification or occurrence.

Final standings are considered official 45 days after the end of the competition.

Protests occurring less than one hour from the time of the pits closing can be filed the following day within one hour of the pits opening. Organizers must be alerted by pit closing the day of the occurrence that a protest is being considered. This will give the organizers every opportunity to take corrective actions if necessary.

B-8 University Participation Guidelines

B-8.1 Team Member and Driver Eligibility

Each team must consist entirely of students and faculty. At least 50% of the students should be undergraduates, and each team must have a minimum of one faculty advisor. Student status is fulfilled by the successful completion of one of two semesters or two of three quarters of full-time credit, or participation in a co-op at a sponsoring university during the period immediately prior to each year end competition. Event drivers must fulfill the previous criteria and be eligible, licensed drivers.

B-8.2 License Plate, Registration, and Insurance

It is the responsibility of each team to be in compliance with the following requirements. Each competition vehicle must possess a valid vehicle license plate and registration from its home jurisdiction, as well as the required automobile liability insurance for the place where the vehicle is registered. This information must be with the vehicle whenever it is on public roads, and it must be shown to the organizers at during Safety/Tech Inspection and in various reports throughout the year.

B-8.3 Technical Advisors

Teams may solicit assistance from industry technical advisors, but such advisors are not considered team members and are not allowed to perform the duties of a team member. The role of a technical advisor is to answer questions and provide guidance and technical support; technical advisors may not act as team leaders or make team decisions. Outside technical advisors are not permitted to attend EcoCAR 2 events unless explicit approval is obtained from the organizers.




RESERVED.

B-8.4 Faculty Advisor or University Representative

The official university representative is defined as the lead faculty advisor who has been assigned the leadership and responsibility for the students participating in the AVTC program on behalf of the university. The lead faculty advisor must be an employee of the university with the authority and capability to assume responsibility for the students on the university’s behalf. The lead faculty advisor is also responsible for ensuring that students test and operate the team’s competition vehicle safely and according to all team, university, and EcoCAR 2 safety procedures while working on-campus at university facilities as well as offsite at competition events. Additionally, the faculty advisor is responsible for ensuring that students follow all safety and personal conduct procedures for facilities hosting EcoCAR 2 events.

An engaged and involved faculty advisor is critical to an EcoCAR 2 team’s success. Therefore, EcoCAR 2 requires a team’s faculty advisor, who is entrusted with team operation, facilitation, and mentorship by the university administration, to attend all EcoCAR 2 events throughout the year. Teams with multiple faculty advisors may have any one or all of their advisors attend events as they so choose. Typically, EcoCAR 2 offers to pay for a certain number of team members and advisors. If a team wishes to bring more advisors than EcoCAR 2 will financially support, the team will bear the cost. For teams with multiple faculty advisors in attendance at EcoCAR 2 events, the team shall define who the lead faculty advisor is to the organizers.

Should the lead faculty advisor not be available to attend competition events that are held offsite (workshop, competition, etc.), the university must obtain a replacement to serve as the official university representative who meets all of the above criteria. Such an occurrence should be reserved for rare instances in which a conflict is unavoidable. Continual requests by a university to replace faculty advisors will be interpreted as a lack of required support by the university. To obtain approval for a faculty replacement, a signed letter from a university administrator identifying the replacement who will serve as the official university representative must be sent to the AVTC Director (Kristen De La Rosa, [email protected]) in advance of the competition event and must reiterate that the replacement will assume responsibility and liability for the student participants on behalf of the university. A team that is not accompanied by a faculty advisor or appropriate designated replacement for the duration of the event will NOT be allowed to participate in the EcoCAR 2 activity.

B-8.5 Withdrawals

If, in good faith, a team believes that it must withdraw from EcoCAR 2, a formal letter of withdrawal is required; it must be addressed to the organizers of EcoCAR 2. The letter must state that the team wishes to formally withdraw from EcoCAR 2 and state the reason(s) for the decision to withdraw. The letter must be signed by the team’s faculty advisor and college dean or department head. All withdrawals are final. The withdrawing team must return all seed money and competition-level, sponsor-donated components and equipment as soon as possible after the withdrawal letter is submitted. The competition vehicle must be returned or destroyed as directed by the organizers.

B-8.6 Good Faith Agreement

Teams submit a Good Faith Agreement prior to Year 1. They must also submit a Good Faith Agreement renewal in subsequent years to reaffirm their commitment to their Request for Proposal and to restate their intentions

mailto:[email protected]




RESERVED.

to participate in each year of the EcoCAR program. Good Faith Agreement renewals are necessary to earn an invitation to the EcoCAR 2 yearly competitions and to be eligible for travel stipends, donated components, etc.

B-8.7 Minimum University Administration Requirements to Remain in Good Faith

Teams must meet and maintain the following minimum requirements for the current academic year to remain in Good Faith and to be eligible to compete in the upcoming competition:

Academic credit for students participating in EcoCAR 2 in each competition year;

A minimum of $25,000 matching funds from the university or outside sponsor over the course of the EcoCAR competition series;

Teaching release time or university faculty support that is equivalent to one academic course per semester or quarter, for a minimum of one faculty advisor (includes the required on-site participation of faculty in EcoCAR workshops and competition); and

Access to sufficient laboratory and garage facilities to construct, develop, and test the EcoCAR competition vehicle.

B-8.7.1 Minimum Vehicle Readiness Requirements to Remain in Good Faith

Competition organizers expect that teams will, at a minimum, bring running vehicles to Years 2 and 3 of the competition and other vehicle testing events completed during the competition year to remain in Good Faith. Teams that encounter component failures that keep them from running in the competition will be considered on a case-by-case basis.

B-8.7.2 Special Considerations Affecting Vehicle Readiness at Pre-Competition Inspection

The competition organizers acknowledge special situations that affect the critical readiness and operation requirements listed above. The competition organizers will allow pre-negotiated modifications to the readiness and operational requirements in order for teams to remain in compliance with the Good Faith Agreement.

B-8.8 Phase-Out Policy

Teams that do not meet the minimum university or vehicle readiness requirements to remain in good faith, or teams that are under-performing as defined in Section B-8.8.1, will receive a Phase-Out Warning Letter. The Phase-Out letter will be sent to the President of the University or Dean of the College of Engineering (depending on the circumstance), with a copy to the Engineering Dean or Department Head and the EcoCAR 2 Faculty Advisor(s). The team will have until the stated due date to respond to the letter and to comply with the competition’s expectations. The team response must address the organizer’s concerns in order for the team to be allowed to continue participating in the program. The executive steering committee will review the team’s response, as well as related circumstances, and then determine if the team will be allowed to continue in the program. If the team is Phased Out of the program or if it withdraws, the normal withdrawal procedures will be followed with regard to seed money and vehicle disposal (see Section B-8.8). If a team is phased out, they may not be accepted into future Advanced Vehicle Technology Competitions.




RESERVED.

B-8.8.1 Identification of Under-Performing Schools/Teams

Teams will be considered under-performing and be subject to Phase-Out if they meet any of the following criteria:

Teams that do not meet minimum requirements as specified in these rules;

Schools that do not submit required reports or complete any major competition deliverables on time or that fail to submit them at all;

Schools that fail to appear at required competition functions and events;

Teams whose vehicles do not pass Safety/Tech Inspections or do not meet qualifying requirements within the specified time at a competition event; or

High absentee rate at tech talks.

B-8.8.2 Intent of the Phase-Out Policy

The primary intent of this policy is to encourage all teams to meet the competition’s qualifying requirements so that all teams may participate fully. This policy also serves as a predefined procedure for the organizers to follow in working with teams that are unable to meet the competition requirements. Every effort will be made to allow a team to correct its deficiencies. Each situation will be carefully reviewed by the executive steering committee before the decision is made to remove a team from the competition.

B-8.8.3 Considerations Affecting Phase-Out Status

Record of the team’s submittal of pre-competition reports or other deliverables (timeliness, level of completeness);

Consistent participation in tech talks and other communications with the competition organizers;

Level of readiness (with regard to both vehicle and team preparation);

Level of school support (compared to past years’ support for available facilities, support of faculty, support of students, credit offered, financial support provided, etc.)

Level of competition readiness (equipment failure vs. unfinished vehicle);

Level of team’s involvement/participation at the competition; and

Team’s response to the “intent to phase out” letter from the executive steering committee.

B-9 GM Mentor Program

GM will provide an experienced engineer to each team to mentor and guide them through the three-year competition; he or she is known as the GM Mentor. The key roles of the GM Mentor are to serve as a liaison to other GM engineering resources and to provide feedback and instruction on the team’s designs and development progress. GM Mentors make on-site visits to the schools and provide progress reports to the competition organizers. Participating universities will receive additional mentoring support from other competition sponsors to help the teams effectively use donated components, software, and other products.




RESERVED.

B-9.1 Mentor Prime Directives

GM Mentors will be the teams’ contacts at the sponsoring automotive company and will serve as industry guides to each team with regard to the validity of its overall project goals. Specifically, GM Mentors will be tasked to do the following for their team(s):

Maintain a sense of whether teams are progressing appropriately with regard to their defined project plans, via conference call or e-mail contact, as necessary;

Act as a sounding board for major technical issues encountered by teams;

Schedule and participate in site visits with teams at their universities; and

Act on behalf of the schools during organizer meetings and discussions.

B-9.2 Reporting

GM Mentors will report on their teams’ status to the competition organizers twice a month and following each team visit.

B-10 GM Production Parts Team Allowance (Blue Dollars)

GM is providing a wide variety of current North American service parts to EcoCAR 2 schools. The components can be purchased at retail prices with virtual GM “Blue Dollars.” GM is granting $2,500 in virtual Blue Dollars to each EcoCAR 2 team each competition year, without rollover. One exception to this grant pertains to schools receiving GM-donated equipment in Year 1. Schools receiving GM-donated powertrain components in Year 1 will receive those items in lieu of their Blue Dollar allocation for that year.

Year 1 Blue Dollar requests may be submitted after Report 3 has been accepted and team architectures have been confirmed.

Year 2 Blue Dollar requests may be submitted after Report 5 in Year 1, but requested parts will not be shipped to schools until after June 1, 2012.

Year 3 Blue Dollar requests may be submitted four weeks following the conclusion of the Year 2 competition.

B-10.1 Guidelines for Use of Blue Dollars

Blue Dollar orders shall:

Only source North American service parts and replacement parts (non-North-American service parts will be handled on a case-by-case basis);

Not include fluids, accessory, and other maintenance/consumable shop materials;

Not include parts that appear to be outside the scope of EcoCAR 2; and

Only include parts that will be used on a team’s EcoCAR 2 vehicle entry or be consumed in EcoCAR 2 testing.

All Blue Dollar orders will be reviewed with regard to both the above requirements and quantity limits, which may constitute a vehicle architecture change. If flagged, the order will either be rejected or put on hold pending an explanation from the requesting team.




RESERVED.

This part allowance program is a special privilege granted by GM to EcoCAR 2 teams. Any abuse of this privilege represents a breach of the Good Faith Agreement and may result in penalties up to and including disqualification from EcoCAR 2. GM reserves the right to modify or cancel any of the provisions in this section at any time.

B-10.2 Blue Dollar Order Process

The GM Blue Dollar request form will be posted on the EcoCAR 2 SharePoint site. To maximize efficiency, a single team leader or faculty advisor shall do the following to initiate a Blue Dollar purchase:

Electronically complete the provided Part Order Form located on the SharePoint site. The form should be entirely completed, including a valid service parts organization (SPO) part number, description, SPO part cost, etc., for each part and be submitted as a .xlsx document.

Have both the faculty advisor and team leader electronically sign the Blue Dollar form prior to submittal. GM treats the electronic signature(s) as the team’s intent to receive and have Blue Dollars deducted from the teams account.

Send the completed form to GM (via e-mail) to the contact listed on the form. Also provide an electronic copy of the part request to the team’s GM Mentor.

If the team leader or faculty advisor does not receive an e-mail with confirmation of receipt of the Blue Dollar order, he or she should call the Blue Dollar contact promptly.

EcoCAR 2 teams should rely on their GM Mentors and local GM dealerships to find correct SPO part numbers. Failure to do so will result in rejected Blue Dollar orders. EcoCAR 2 teams are individually responsible for the application and integration of parts provided under this allowance. Teams can only use the Blue Dollars for this program and cannot supplement purchases with cash. Teams cannot trade, sell, or otherwise transfer Blue Dollars between themselves. Teams cannot sell or trade parts purchased with Blue Dollars with any entity at any time. All unused Blue Dollars will be forfeited at the end of the competition year. If teams wish to purchase spare parts for competition, it is strongly suggested they order well ahead of time. The last opportunity for submitting Blue Dollar part requests is 6 weeks prior to the competition because there is a 4- to 6-week lead time for part processing and shipment.




RESERVED.

C Competition Safety and Conduct

C-1 Safety Policies

C-1.1 Required Equipment at EcoCAR 2

Each team should provide safety-related materials for its members at the competition. At a minimum, this equipment should include the following:

Safety glasses or goggles for every team member, faculty advisor, and team guest;

Helmets, as described in Section F-10.1.1;

Chemical-resistant gloves applicable for different uses;

Face shield for use when fluids might splash or when cutting and grinding;

Electrical safety gloves applicable for high voltage uses; and

Sun block with a minimum SPF in the 30s and a chap-stick-type lip balm for team members.

C-1.2 Recommended Team Safety Training for EcoCAR 2

Each team should provide safety-related training to team and crew members. At a minimum, the training should cover the following:

Fire extinguisher/emergency response;

Electrical safety (grounding, shielding, use of insulated hand tools, etc.);

Control of hazardous high voltage energy sources (lockout/tag-out procedures);

Chemical spill control/cleanup procedures; and

Hazard communication (covering precautionary measures to minimize exposure to hazardous materials, labeling, storage, transportation, dispensing, disposal, material safety data sheet [MSDS] interpretation, etc.).

C-1.3 Use of Safety Equipment

Safety glasses must be worn when one is working on vehicles and whenever one is in garage areas.

Safety goggles and properly rated high voltage gloves must be used for high voltage electrical work (see Section F-15.3.1 for voltage limits).

o High voltage gloves are not required for electrical work below 50 V exposed.




RESERVED.

C-1.4 Proper Attire

All persons entering the proving ground or any other competition site event where vehicle work might occur must have the following minimum attire:

Shirt with at least 1/4-length sleeves;

Long pants when working in the pits;

Closed-toe shoes (no open weaves);

Safety glasses with side shields; and

Appropriate sun protection (hat, sun block, etc.).

Other event attire requirements (social events, etc.) will be addressed on an event-by-event basis.

C-2 Team Member Conduct

C-2.1 Controlled Substances

Alcohol, drugs, and other controlled substances are not allowed at the competition location(s) or on any other event property. Furthermore, the use of alcohol, drugs, or other controlled substances during the event will be grounds for the immediate removal of the individual or team from the event property and disqualification from EcoCAR 2.

C-2.2 Firearms

Firearms are not allowed on any event grounds or property.

C-2.3 Smoking

Smoking is prohibited in all event, pit, refueling, and recharging areas.

C-2.4 Open Fires

Open fires of any sort (including charcoal and gas grills) are not allowed on event property.

C-2.5 Cell Phones and Cameras

Dedicated imaging devices such as cameras or camcorders are prohibited on all General Motors Proving Grounds.

Devices required for competition use, such as cell phones with cameras, personal digital assistants (PDAs) with cameras, or any integrated multi-use digital imaging devices must be declared upon entry. Additionally, such devices must have a camera-obstructing sticker applied over the camera’s lens by GM security, thus disabling the photographic function.

All persons with cameras of any type, or those with camera phones missing stickers, will have that equipment confiscated and will be ejected from the proving ground immediately. NO EXCEPTIONS. In the event that a camera obstructing sticker is removed while on a GM Proving Ground, the camera owner shall inform any GM person immediately to obtain a replacement sticker.




RESERVED.

C-2.6 Parking

Only EcoCAR 2 vehicles and authorized organizer vehicles will be allowed in the event areas. Team support vehicles will be parked in designated parking lots.

C-2.7 Material Declaration Forms and Property Passes

Any property that teams take into the facility must be recorded on a Material Declaration Form (MDF). This form, along with a list of the types of items that should be recorded on it, will be provided with the pre-registration materials. Any components that a team wishes to take out of the grounds must either be recorded on an MDF, or the team must consult with a GM representative to acquire a property pass, according to proving ground regulations. Teams that violate this regulation may have the component confiscated for the duration of the competition and may be expelled from the proving ground.

C-3 Driving Conduct

Safety during the competition will be considered the ultimate responsibility of the competitors. Thus, aggressive driving, running vehicles off the course, not yielding to passing signals, etc., may result in a loss of points, possible disqualification from the competition, and/or removal from the proving ground. EcoCAR 2 is an advanced vehicle technology competition that requires the performance of the vehicles to be demonstrated. It is not a race. At any time during the competition, violation of the intent of the rules will be considered a violation of the Rules. Rules on event safety are final and must be adhered to. Person(s) not in compliance will be removed from the competition

C-3.1 Driving in the Pit Area

In the pit area, all vehicles must be driven at a walking pace, with a team member or organizer walking beside the vehicle while it is in motion. Front driver and passenger windows must be rolled down and any audio systems must be shut off. Vehicles many not exceed 5 mph in any GM garage facility.

C-3.2 Driving at the Proving Ground

Except during competition events, team vehicles may not be driven out of the pit area unless (1) the vehicle is driven by GM personnel or competition organizers authorized to operate vehicles on the proving ground road system, (2) the team driver is accompanied by GM personnel or a competition organizer authorized to operate vehicles on the proving ground road system, or (3) the team vehicle is escorted by another vehicle driven by an authorized proving ground road system driver. Seat belt use is mandatory at the proving ground. Vehicles are required to have headlights (either headlights or daytime running lights) on at all times while driving on the proving ground. While driving on a GM proving ground, the driver may not use any portable communications devices. All posted speed limits must be adhered to on GM property, as well as all traffic laws and normal road rules.

C-3.3 Driving on Public Roads

When a competition vehicle must travel on public roads, the driver must obey all traffic laws and drive in accordance with normal rules of the road. The driver and any passengers must wear safety belts whenever the vehicle is in motion outside the garage area. Teams must notify competition officials before driving on any public roads, except during sanctioned events at which the action has already been accounted for.




RESERVED.

C-3.4 Drafting

Drafting or slipstreaming is not allowed. Each vehicle should stay at least three seconds behind any vehicle it is following, as determined by the time interval between the leading vehicle passing a stationary landmark and the trailing vehicle passing the same landmark. Similarly, pressure wave pushing with any chase vehicle is not allowed; the same three-second interval must be maintained between the competition vehicle and any following vehicle.

C-3.5 Passing

Locations where passing is allowed during events will be announced at driver meetings. Turn signals must be used for any lane change or passing maneuver.




RESERVED.

D Proving Ground Rules

D-1 Participants at the Proving Ground

Competition participants and visitors will remain in the competition area at all times, unless they are being escorted to a competition event or leaving/entering the property. When leaving/entering the property, participants and visitors must follow defined routes from the parking lot to the competition area.

D-2 Pit Assignments

Pits will be pre-assigned. The pit bosses may reassign teams on the basis of pit equipment needs.

D-3 Hoists

Each team whose pit does not have a hoist will be assigned two partner teams with hoists, so a hoist will be readily available, if needed.

D-4 Hoist Operation

Technicians will be provided to operate lifts and hoists. Team members will not be allowed to operate this equipment.

D-5 Welding Equipment

Vehicles should be shipped to the competition with all welding completed. Welding equipment will be provided as necessary for minor repairs during the competition. No team welding equipment will be allowed on proving ground property.

D-6 Machining and Fabrication Equipment

Vehicles should be shipped to the competition with all machining and fabrication completed. Machining, welding, and fabrication support will be provided as necessary for minor repairs during the competition. No team machining and/or fabrication equipment will be allowed on proving ground property.

D-7 High Voltage Electrical Work in the Pits

High voltage (HV) electrical work at competition requires the explicit permission from the pit coordinator. High voltage electrical work is considered to be any work that would expose energized high voltage (>50 V). This includes, but is not limited to, opening an always-energized high voltage enclosure or energizing a high voltage system with any high voltage enclosure open. Any work that exposes de-energized high voltage conductors (for example, opening a distribution box downstream of the contactors) requires removal of the manual service disconnect (MSD). The MSD must be locked out according to the team’s lock-out/tag-out procedure. HV work practices at the competition location will be communicated by the Pit Coordinator and shall be adhered to.




RESERVED.

D-8 Charging Supervision

There will be no unattended battery charging at the competition. At least one member of the team with knowledge of the vehicle’s charging process must be present throughout the charging process. During charging, no other activities involving the vehicle will be allowed, including mechanical, electrical, or computer work.

D-9 Reporting Accidents

All accidents must be reported immediately to an EcoCAR 2 representative and the organizers. Emergency contact individuals to be contacted will be identified at registration. In the event of an accident involving personal injury and/or property damage, the EcoCAR 2 organizers will contact the appropriate public safety officials. Phone numbers of EcoCAR 2 officials will be distributed at registration.

D-10 Observers

The organizers reserve the right to require that an observer (an organizer or volunteer) ride in teams’ vehicles at any point during the competition. Observers may be asked to monitor driver behavior, vehicle lap speed, or other event-specific or competition-related points of interest.

D-11 Chemical and Hazardous Material Spills

Any hazardous material spill must be immediately reported to event safety officials. In reporting hazardous material spills, teams must identify the type and quantity of the spill, as well as any personnel who may have come into contact with it. Following this verbal report, a written report describing the incident and those involved must be submitted to event safety personnel. Potentially hazardous materials should be properly contained and labeled, and proper procedures for handling these materials must be followed at all times. In addition, competitors must notify event organizers in writing prior to the event of any potentially hazardous or dangerous materials that may be contained within the vehicle or support vehicles. This information should be submitted with the team’s pre-registration materials. Each team must also submit two (2) hard copies of all MSDS information to the organizers at registration. Teams should also retain copies of all of these materials for their reference and keep one copy with their vehicle. Where applicable, teams shall supply MSDS sheets with any material that is shipped to a GM Proving Ground.

D-12 Vehicle Security

Security will be provided for the vehicles overnight during the competition. Security personnel will also be present during regular competition hours. However, individual vehicle insurance policies are required to be up to date and in effect. The competition organizers and sponsors do not assume liability for team vehicles. The team’s vehicle insurance policy is expected to cover its vehicle at the competition just as it does when the vehicle is not at the competition.

D-13 Event Queue

Often, more vehicles are prepared to take part in an event than can be run at the same time. In this case, the vehicles are put into queues. Which queue a vehicle is assigned to depends on numerous factors. The factors below generally guide event queue stacking:




RESERVED.

Completion of Safety/Tech Inspection.

Completion of fueling.

Completion of the on-road safety evaluation (ORSE).

State of charge (SOC) of the Energy Storage System (ESS): o Some events, like emissions and energy consumption (E&EC) and towing, often require a high

SOC. o ALL vehicles with an SOC of >90% will be eligible for ALL events and must proceed to the event if

directed by the pit coordinator.

Point value of the event: o Teams that are prepared sooner will be given the opportunity to run higher-point events first.

Events that the team has completed.

Event availability.

The overall goal is to get vehicles through events as quickly and fairly as possible. A team will approach the pit coordinator and announce its readiness to begin an event. The pit coordinator will assign the team to an event queue. The team will immediately begin the steps involved in that event. The pit coordinator has final say with regard to in what event the team competes. Should a team take too long to enter or refuse to enter the assigned queue, the team will be given the lowest priority with respect to the other teams ready to enter events.

D-14 Vehicle and Pedestrian Movement

Vehicle movement into and out of pit stalls must be approved by the pit bosses. Pedestrian movement into and out of the garage area must be through designated person-doors.

D-15 Observation of Pit Hours

The pits open and close at scheduled times that are documented in the competition program. Since proper pit conduct requires work areas to be clean and orderly at pit closing, teams need to take care to begin cleanup early enough to vacate their pits on time. Leaving the pits dirty or in an unsafe condition or entering the pits without a competition organizer escort will incur the team a penalty, at the discretion of the organizers.

D-16 Impounding

All vehicles will be impounded each evening, and they may not be worked on during the impounding period. Vehicles may not be removed from the pit area during this period under any circumstances. Teams whose vehicle is not in the pit area for the impounding must inform the organizers of the vehicle’s location as early as possible in order for other arrangements to be made. If the organizers are not notified of the vehicle’s location and/or the team does not provide a reasonable excuse for its absence, the team will likely face disciplinary action. Security personnel will be present during the entire impounding period.




RESERVED.

E EcoCAR 2 Vehicle Development Process and Vehicle Technical Specifications The Global Vehicle Development Process (GVDP) is a process that GM uses for its vehicle development. Adhering to a common process allows better use of GM's worldwide resources. The GVDP is a detailed process that allows for truly decoupled development of subsystems and international work sharing.

E-1 Global Vehicle Development Process

The GVDP process is used by GM to plan and execute the vehicle development process (VDP) in a repeatable, high-quality manner. Each job function in the GVPD has a list of work instructions that have been developed over time to maximize the efficiency of the development personnel. These detailed work instructions are a vital part of the scheduling of particular developmental activities and allow GM to function with engineering support at very lean levels.

E-1.1 Information Sharing

One of the key requirements of a decoupled development plan is that each subsystem group works with the latest hardware designs from other groups, with key program direction being communicated very quickly. For GM design teams, this means the uploading of countless design files on a weekly basis to ensure that all groups are working from the same math modeling data.

As an example, suppose the team working with the door handles for the vehicle is ready to release its design for production. Once it is released, the purchasing team can spend money to obtain the parts through a supplier. The members of the design team for door handles would probably not be involved in vehicle content meetings on a weekly basis, but if the program team made a decision to make remote-power locks standard for the program, this decision could eliminate the need for a keyhole on the side of the vehicle. Not having a keyhole might allow the team to use a standard latch mechanism, as long as the standard latch can fit into the current plan for the door sheet metal and inner door structure. The decision notices for the program come from one channel of information (program management), and the current design intent hardware comes from another channel (systems management). This type of communication/information sharing allows GM to develop vehicle systems quickly and more cost effectively. A cost savings of $2–$3 per vehicle, when totaled in a program having a yearly production of 100,000 vehicles and a life cycle of four years, can result in a savings of nearly $1 million. The quick development of a technology or market segment can have an even more substantial impact.

E-1.2 Program Scheduling and Deliverables

Another key requirement is the understanding of release timing (program timing deliverables). In the above example, if the program team is late in agreeing on the content change, or if the styling team has a late change to the door sheet metal that intrudes into the area of the currently released door latch hardware, then late changes will need to be made. If purchase orders with suppliers have already been made, or expensive tooling has already been done and can no longer be used, the cost could drive a program to reduce content in another area or lose profits due to unnecessary rework.

A subsystem that is optimized after the proper deliverable timing may actually reduce the effectiveness/value of the overall system, as a result of rework or contractual obligations. Subsystems can also be optimized on time




RESERVED.

yet still reduce the overall efficiency of the vehicle; this balancing is discussed in the VTS section of this document.

E-2 EcoCAR 2 Vehicle Development Process

The EcoCAR 2 VDP will mimic the GVDP, although many/most of the deliverables currently required by the GVDP are not required by the EVDP. There are many areas of a full VDP that EcoCAR 2 will not address. They include body structure, interior, and vehicle styling. The body structure tooling can have lead times of close to a full year, and the analysis of body subsystems can be complex. Vehicle durability and crashworthiness are other program areas that take a great deal of time and resources in the GVDP, and although they should be considered in the EcoCAR 2 design, they will not be accounted for in the EcoCAR 2 VDP.

E-2.1 Areas of Concentration

The EcoCAR 2 VDP will concentrate on advanced technology powertrain development; it will use milestones and key planning deliverables from the GVDP and add some unique deliverables as well. It will help to establish a plan for the research, development, analysis, and validation of the EcoCAR 2 vehicle design. The EcoCAR 2 VDP assigns time and resources to the pre-hardware and data-acquisition stages of subsystem development that the teams will use initially for architecture selection and will then will continue to use as they progress through the entire competition. The pre-hardware stage of EcoCAR 2 vehicle development will set up teams’ processes for hardware selection and the instrumentation of hardware once it has been received. The EcoCAR 2 VDP will demonstrate the team’s commitment and understanding of the plan by the team’s prompt and well-executed completion of deliverables prior to the competition dates.

E-2.2 Basic Plan

The EcoCAR 2 VDP is a basic plan showing how subsystem teams will interact throughout the many stages of the competition to ensure that the analysis tools are used to complement the hardware phases, not just to gain initial design approval. It will put in place a long-term, top-level plan for the three years of the competition to help ensure that teams do not rush to design conclusions so they can simply get to work on the physical hardware. In fact, the EcoCAR 2 VDP will be a tool that stresses the importance of team members who may never touch a wrench or spin the wheels of the vehicle.

The EcoCAR 2 VDP requires schools to use a formal plan that shows their commitment to the design that will be selected through analysis in the first year. This EcoCAR 2 VDP will be a living document to some extent, as the teams will have some input into the EcoCAR 2 VDP, but it will not allow for wholesale changes of vehicle architecture without requiring significant work to gain approval from the EcoCAR 2 organizers and also, likely, a points penalty. The EcoCAR 2 VDP will not be a strictly detailed plan for development; rather, it will be a guide that the team will follow to help ensure that it meets its subsystem deliverable requirements and has a competitive, fully operating vehicle at the various competitions. Figure 2 below shows an example of the EcoCAR 2 VDP.




RESERVED.

Figure 2: EcoCAR 2 Vehicle Development Process

E-3 Deviations from the Vehicle Development Process and Resulting Penalties

Teams that do not follow the EcoCAR 2 VDP at any point in the competition could incur various penalties or even a Phase-Out (Section B-8.8), as described in Figure 3. To reduce the risk of a penalty, teams can submit a waiver (as described in Section E-6) or a course correction (as described in Section E-3.3), depending on their situation.




RESERVED.

Figure 3: EcoCAR 2 VDP Penalty Flowchart

E-3.1 Run-as-Intended (RAI) Penalty

The run-as-intended (RAI) penalty is meant to encourage teams to operate their vehicle in accordance with the intent of the vehicle’s design, in a fully functional manner. The penalty applies to components that are not functioning as intended and impact the:

Electrical or mechanical power flow,

Emissions control systems,

Architecture (e.g., parallel hybrid changes to a series hybrid), or

Fuel selection(s).

Teams must pass ORSE after any re-flash or calibration change to any controller. Any reflash or calibration performed without the prior approval of the organizers is not permitted and will result in the team being disqualified from all dynamic events. After an approved reflash or calibration change, teams will follow one of two paths, assuming the items listed in the previous bullets were not violated:

1. Time permitting, the team can re-run all of the previously run events and not incur the RAI penalty 2. The team can choose not to re-run the events and incur the RAI penalty for those specific events




RESERVED.

The RAI penalty is worth 15% of the team’s final score and applies only to individual events that were completed without one of the aforementioned systems working, as described in the examples below. Additionally, a team is not eligible for awards or prize money for any event in which an RAI penalty was incurred.

If a team begins an event running as intended, experiences a fault that prevents a major component from functioning, mitigates the fault, and successfully completes the event, the team will not receive the RAI penalty for the event in which the fault occurred.

If the team begins another event with the major component nonfunctional, it will receive the RAI penalty for this and all subsequent events in which the offending component(s) is(are) not running as intended.

E-3.2 Run-as-Designed (RAD) Penalty

The run-as-designed (RAD) penalty is intended to encourage teams to follow the EcoCAR 2 VDP through the entire competition. Teams incur this penalty for:

Deleting powertrain components (engine, motors, batteries, fuel delivery system, etc.) donated by the competition sponsor. This does not include control hardware, nor does it include items from the team’s local sponsors or sponsors that are not sponsoring the current year of competition.

Removing or replacing components that result in changes in the: o Effective electrical or mechanical powerflow to the ground, o Emissions control systems, o Architecture (e.g., parallel hybrid changes to a series hybrid), or o Fuel selection(s):

Teams that have selected two fuels must run the original two fuels selected.

Teams might have justification for swapping components under the following circumstances:

Irreplaceable components (i.e., prototypes or discontinued components) have failed.

A newer design model has incremental improvements in performance (efficiency, power, weight reduction, etc.), as long as the following have not changed:

o Fuel type and o Fundamental changes in technology.

The team wishes to migrate to a different control system platform.

The RAD penalty is worth 10% of the team’s final score and is applied to all of the static engineering design events and the Final Technical Report. For example, if a team receives 50 points for an event that has a possible total of 65 points and the 10% penalty applies, the final score for the team for that event will be 45 points. Additionally, a team is not eligible for awards or prize money for these events if a RAD penalty is incurred.

E-3.3 Course Corrections

A course correction is an approval process that allows a team to deviate from the EcoCAR 2 VDP. There are events that can take place that can necessitate a course correction. For example, funding may fall short, a




RESERVED.

previously specified component may no longer be available, or some other event might take place that causes a team to re-evaluate its plans.

E-3.3.1 Approval Process

The team and organizers will come to an agreement as to whether this course correction is advisable, and the team will put together a comprehensive petition for course correction. Teams should use the waiver template, described in Section E-6, for all course corrections. Once the petition has been submitted, the Technical Steering Committee (TSC) will review the course correction and either approve it, reject it for more information, or reject the proposal. Any of these outcomes might cause the team to incur a penalty, which is up to the discretion of the organizers. If the course correction is accepted, the team may continue and modify its Year 1 design per the course correction, along with any applied penalty. If the course correction is rejected, the team must continue to build its Year 1 design.

When the vehicle arrives at the competition, it will be thoroughly inspected for safety and compliance. If the design of the vehicle architecture does not reflect that which was agreed upon by the team and organizers in the form of an approved design proposal or gateway review, an RAD penalty will be applied. Teams that abuse this policy can be penalized at the discretion of the organizers.

E-3.3.2 Timeline

Course corrections should be approved and implemented by the Year 2 Final Competition. In the event that a team’s course correction falls outside the flowchart depicted in Figure 3: EcoCAR 2 VDP Penalty Flowchart, the organizers will handle the scenario on a case-by-case basis. Not all course corrections entail the same amount of work, so it is therefore difficult to specify the timing for approving and implementing a course correction. Teams shall immediately inform the competition organizers of any course corrections and work with them to design an appropriate timeline.

E-4 General Penalties

E-4.1 Range Penalty

A team that fails to meet the range requirement stated in Table 7Table 7 will incur a range penalty. This penalty is stepped and separated by range “bins” and includes a point penalty of up to 15% applied against ALL dynamic events. Additionally, the penalty may also include ineligibility for prizes and awards, depending on the range of the vehicle. The range penalty bin structure, along with the corresponding point, prize, and award penalties, is described in Table 5 and the chart shown in Figure 4. The calculated range of a vehicle will be rounded up or




RESERVED.

down on the basis of the tenths place of the range. Hence, a vehicle with a range of 194.4 miles will fall into bin 4 (as described in Table 4) and receive a 5% penalty on all dynamic

Table 4: Range Penalty Structure

Bin # Range (mi) Point penalty Eligible for prizes & awards?

1 < 124 15% No

2 125-149 10% No

3 150-174 5% No

4 175-194 5% Yes

5 > 195 0% Yes

Figure 4: Range Penalty

Vehicle range is calculated on the basis of the results of the Emissions and Energy Consumption (E&EC) event. Completing the E&EC event is not a prerequisite for calculating range; a team must only complete enough of the E&EC event to provide the data needed to calculate range. The following data are needed to calculate range and provide teams with guidelines as to how much of the E&EC event must be completed before range can be calculated:

1. Data from the entire breadth of charge-depleting mode (i.e., deplete battery from fully charged until the vehicle transitions to charge-sustaining mode)

2. Data from enough of charge-sustaining mode to calculate 4-Cycle energy consumption

Teams are eligible for this penalty after completing the first scored dynamic event. Additionally, the burden of proof is on the team to prove that their vehicle has met the competition minimum requirement for range (see Section E-5.1). Thus, if a team becomes eligible for the range penalty but does not provide enough data to calculate range, they will fall into bin 5 of Table 4 and receive the full range penalty. If a vehicle’s range is suspect,

0

5

10

15

100 125 150 175 200

Pen

alty

(%

)

Range (miles)

Range Penalty




RESERVED.

the team will have the option of presenting an argument to the technical steering committee (TSC), justifying the range of the vehicle.

E-4.2 Gradeability Penalty

Details on this penalty will be released at a later date.

E-4.3 Insufficient Cargo Capacity

Trunk cargo will be measured using the SAE J1100 luggage piece sizing, described in Table 5: SAE J1100 Luggage Piece Sizing. To evaluate teams while maintaining a standard of utility for the trunk volume, one of each B, C, D, E, F and H pieces will be loaded in to each teams vehicle in the following order: C, D, F, B, E, H. The teams cargo volume will be determined to be the volume of pieces where the next smallest piece (from the order listed above) cannot fit into the trunk with the deck lid closed.

Table 5: SAE J1100 Luggage Piece Sizing

Teams that fail to meet this criterion as stated in Table 7: EcoCAR 2 Competition Design Targets and Requirements will incur a 35-point reduction in their overall competition score.

E-4.4 Insufficient Passenger Capacity

The passenger capacity target is listed in Table 7: EcoCAR 2 Competition Design Targets and Requirements. Capacity itself is defined by the presence of a seat, seatbelt, space, and adequate foot-well structure for each passenger, regardless of vehicle mass. If a vehicle can seat only three passengers, 25 points will be deducted from the team’s overall competition score. If a vehicle can seat only the required minimum of two persons, 50 points will be deducted from the team’s overall score. If the passenger capacity falls below two, the vehicle will not be permitted to take part in dynamic testing.




RESERVED.

E-4.5 Air Conditioning Penalty

Vehicles that do not demonstrate functional air conditioning will incur a 10-point penalty applied against the team’s overall competition score in Year 2; the penalty will be 25 points in Year 3. For air conditioning test information, see Section F-14.2.1.

E-4.6 Ground Clearance Penalty

Teams who violate the ground clearance are subjected to a penalty, as described below, from their overall competition score. See Section F-8.1 for more details on ground clearance and how it is measured. Scoring reductions apply as follows:

X is ≥ 5 in. (127 mm): 0 pt.

X is < 5 in. (127 mm) and ≥ 4.75 in. (120.65 mm): 15 pts.

X is < 4.75 in. (120.65 mm) and ≥ 4.5 in. (114.3 mm): 25 pts.

X is < 4.5 in. (114.3 mm) and ≥ 4.25 in. (107.95 mm): 40 pts.

X is < 4.25 in. (107.95 mm): Not allowed to take part in dynamic events.

Vehicles violating the minimum ground clearance limits listed above will not be permitted to take part in dynamic events, thereby incurring a severe reduction in score that varies from year to year. See the Yearly Event Rules for the points breakdown.

E-4.7 Fuel Tank Removal Penalty

Per Section F-12.2.3, teams are required to remove or install their tank within 15 minutes (30 minutes combined for both removal and installation). If a team requires more than 40 minutes to remove and re-install their fuel tank, a 35 point penalty will be incurred. This penalty will be deducted from their overall competition score. Total time to remove and re-install their fuel tank will be officially measured at competition after teams pass Safety/Tech Inspection.

Teams are not permitted to leave tanks removed from their vehicle overnight and must re-install their tank before leaving the pits for the day. In addition, teams who incur this penalty will not be granted pit extensions (see Section D-15) to finish re-installing their tanks and will not be allowed to begin tank removal if they cannot finish re-installation before the pits close. This decision will be based upon the officially recorded time required to remove and install the fuel tank and is ultimately at the discretion of the organizers.

E-4.8 Vehicle Startup Time Penalty

If the vehicle operation ready indicator does not turn on within 15 seconds from the time the vehicle is keyed on, teams will have 5 points deducted from their overall competition score.

E-4.9 Failure to Provide Data

Teams that provide partial, incorrect (with regard to event or format), or no data to the organizers at the conclusion of a dynamic event will receive a 20% reduction from that event’s score and will be ineligible to win awards or prize money for that event. The teams must provide their data at the team leader meeting that takes




RESERVED.

place in the morning on the day after events are completed. For information on required data and format, see Section F-18.1.

E-4.10 Failure to Meet Competition Technical Requirements

In events that measure technical specifications laid out in Table 7, a team is subject to a penalty should it fail to meet a requirement. In some cases, such as braking, the team will fail the ORSE, forfeiting many points. In other cases, the team will receive only 40% of available points for that event, or reduced points on a performance weighted scale. More details can be found in the Yearly Event Rules.

E-4.11 Formatting Penalty

Any submission that does not meet the page or time limit determined for that deliverable will be subjected to a penalty. Technical submissions will be subjected to a one point penalty, and Outreach or Business submissions will be subjected to a 10% penalty. As a reminder, all penalties are applied to the team’s normalized score (see the Event Rules for more information on normalization).

E-4.12 Vehicle and Material Shipping Penalty

Teams that do not follow the shipping rules outlined in Section B-3.3 and in the Yearly Event Rules may be subject to the penalties that are outlined in the Yearly Event Rules.

E-4.13 Conduct-Related Penalties and Disqualifications

Competition organizers reserve the right to assess penalties for situations not specifically covered in these Rules. The following actions may be taken if, during the competition, officials determine a team is not complying with the rules:

Noncompliance Affecting Safety: If a team’s misconduct has, or may have, a direct effect on the safety of vehicle occupants, spectators, other competitors, event officials, or facilities, that team or specific members of it might be ejected from the competition and related facilities.

Other Noncompliance: If the vehicle is not in compliance with the rules and cannot be brought into compliance (but if it is determined that the noncompliance does not affect the safety of the occupants, spectators, other competitors, or event officials) the vehicle may be allowed to participate but not to earn points in some or all events, on the basis of the judgment of the event officials. The organizers reserve the right to withhold any or all points during any event if the vehicle cannot be brought into compliance.

Meeting Attendance: If teams are late for meetings (including, but not limited to, the team leader and the driver and related event coordination meetings) 5 points will be deducted at the conclusion of roll call.

Pit Hour Violations: Teams that violate the pit guidelines will suffer a 25-point penalty, and the matter will be brought to the competition jury for further review. See section D-15 for rules concerning pit hours.




RESERVED.

E-4.14 Multiple Penalties

As vehicles move through the various events at the competition finals, circumstances could occur by which a team might incur more than one penalty. EcoCAR organizers will enforce only the most severe penalty of any combination of penalties a team might incur for any given event. The following list gives examples of how the TSC will handle such situations:

If a vehicle begins but does not complete an event and is eligible for the run-as-intended penalty, only the participation points penalty will be applied.

If a vehicle incurs both range, and run as intended penalties, only the most severe of the two penalties will be applied, not both together.

E-4.15 Penalty Eligibility and Burden of Proof

For each competition penalty, there are requirements that must be met for a team to be eligible for the penalty. These requirements are summarized in Table 6 and vary by penalty. For example, a team is eligible for the Run-as-Designed or cargo capacity penalty as soon as the vehicle ships to competition, but a team is not eligible for the gradeability penalty until they attempt their first scored dynamic event. This means that a team is not eligible to incur the gradeability penalty unless they pass Safety/Tech inspection, pass ORSE, and attempt a scored dynamic event. Some penalties may have eligibility nuances, described in the section of the rules where the penalty is defined.

For each penalty, there is also a burden of proof that must be met to either prove or disprove that the penalty should be applied. For some penalties, the burden of proof is on the team to prove that the requirements to avoid the penalty have been satisfied. For these penalties, the penalty will be assessed if the team is eligible for the penalty and the team fails to prove the requirements to avoid the penalty have been met. For other penalties, the burden of proof is on the organizers to prove that the requirements to avoid the penalty have not been satisfied. For these penalties, the penalty will not be assessed unless the team is eligible for the penalty and the organizers prove that the requirements to avoid the penalty have not been met.




RESERVED.

Table 6: Summary of eligibility requirements and burden of proof for all competition penalties

Penalty Penalty Eligibility Requirements Burden of Proof

Run-as-Designed penalty After the vehicle is shipped to year-end competition Organizers

Run-as-Intended penalty Applied per event – teams are eligible for this penalty for

an event after completing that event Organizers

Range penalty After attempting the first scored dynamic event Teams

Gradeability penalty After attempting the first scored dynamic event Teams

Cargo capacity penalty After the vehicle is shipped to year-end competition Teams

Passenger capacity penalty After the vehicle is shipped to year-end competition Teams

Air conditioning penalty After the vehicle is shipped to year-end competition Teams

Ground clearance penalty After the vehicle is shipped to year-end competition Teams

Fuel tank removal penalty After completing the official timed fuel tank drop & weigh Organizers

Vehicle startup time penalty After the vehicle is shipped to year-end competition Teams

Data penalty Applied per event – teams are eligible for this penalty for


Failure to meet minimum requirements

Applied per event – teams are eligible for this penalty for an event after completing that event

Organizers

Formatting penalty Applied per event – teams are eligible for this penalty for


Shipping penalty After the vehicle and/or materials are shipped to a

competition event Organizers

Conduct-related penalties After the first team member arrives at a competition event

and until all team members depart Organizers

E-5 EcoCAR 2 Vehicle Technical Specifications (VTS), Requirements, and Targets

E-5.1 EcoCAR 2 VTS

A team selects its VTS by taking into account competition requirements and targets as well as its own design goals. The team VTS is defined through modeling and design and should be listed in the fourth column in Table 7: EcoCAR 2 Competition Design Targets and Requirements whenever its VTS is presented in a report or live presentation. This allows both organizers and teams to compare a proposed design with competition requirements and targets.

E-5.2 EcoCAR 2 Competition Design Targets and Requirements

To encourage teams to produce vehicles exhibiting both fuel economy and utility, EcoCAR 2 competition requirements have been defined. These are technical specifications that each vehicle is expected to meet. Different events test different requirements, and failing to meet a requirement will incur a scoring penalty for that event. These requirements are the lowest desired level of performance; to produce well-rounded vehicles, teams should design their vehicles to meet or exceed all of them. Specific details on penalties related to competition requirements are discussed in Section E-4.




RESERVED.

To go above and beyond the minimum requirements of the competition, teams should design their vehicles to meet the competition design targets. EcoCAR 2 competition design targets are design guidelines, which differ from requirements in that a failure to meet them does not necessarily carry an immediate fixed penalty. However, failing to make these targets will very likely reduce a team’s score in the affected areas. For example, a vehicle may fail to meet the 0–60 miles-per-hour (mph) acceleration target yet still meet the minimum requirement; however, that vehicle’s team would probably not win the event and thus not receive the maximum amount of points available.

Table 7: EcoCAR 2 Competition Design Targets and Requirements

Specification Production 2013

Malibu Competition

Design Target Competition Requirement

Acceleration 0–60 mph 8.2 sec 9.5 sec 11.5 sec

Acceleration 50–70 mph (Passing) 8.0 sec 8.0 sec 10 sec

Braking 60–0 mph 143.4 ft. (43.7 m) 143.4 ft. (43.7 m) 180 ft. (54.8 m)

Highway Gradeability @ 20 min 10+% @ 60 mph 3.5% @ 60 mph 3.5% @ 60 mph

Cargo Capacity 16.3 ft3 16.3 ft3 7 ft3

Passenger Capacity 5 >=4 2

Mass 1,589.6 kg <2,250 kg <2,250 kg

Starting Time <2 sec <2 sec <15 sec

Ground Clearance 155 mm 155 mm >127 mm

Vehicle Range 736 km [457 mi] (CAFE)

322 km [200 mi]* 322 km [200 mi]*

Charge-Depleting Range* N/A ** N/A

Charge-Depleting Fuel Consumption* N/A ** N/A

Charge-Sustaining Fuel Consumption* N/A ** N/A

UF-Weighted Fuel Energy Consumption* 8.83 (lge/100 km) [787 Wh/km]

7.12 (lge/100 km) [634 Wh/km]

N/A

UF-Weighted AC Electric Energy Consumption* N/A ** N/A

UF-Weighted Total Energy Consumption* 787 (Wh/km) 634 (Wh/km) N/A

UF-Weighted WTW Petroleum Energy (PE) Use* 774 (Wh PE/km) 624 (Wh PE/km) N/A

UF-Weighted WTW GHG Emissions* 253 (g GHG/km) 204 (g GHG/km) N/A

Criteria Emissions Tier 2 Bin 5 Tier 2 Bin 5 N/A

*Evaluated by using the EcoCAR 2 combined “4-Cycle” weighting method. **There is no competition design target, but teams are expected to report their predictions in these categories for their VTS.

E-5.3 VTS and Competition Scoring

Teams are scored against how well they meet all of their VTS during the Year 2 and Year 3 competitions. See Yearly Event Rules for more scoring details. Penalties for failing to meet VTS are listed in Section E-4.




RESERVED.

E-5.3.1 Changing VTS

EcoCAR 2 participants are allowed and encouraged to specify their own VTS, provided they have technical, practical, or aesthetic merit. Additional VTS requirements are allowed to be made on the basis of the team’s needs. Teams will have an opportunity to change their VTS during each competition year, and they must submit their VTS by the dates listed in the EcoCAR 2 Event Rules.

E-6 EcoCAR 2 Waiver Process

The purpose of a waiver is to define a process in which teams can request allowances to the safety and technical requirements documented in the competition rules. Teams should assume that waivers are not granted unless written or electronic communications confirm the waiver has been accepted.

E-6.1 General Guidelines

There are two types of waivers: structural and non-structural. Structural waivers pertain to designs that focus on structure and mechanical integrity and require some kind of structural analysis (FEA or otherwise). In general, a structural waiver will be required to do any of the following:

Cut any structural member,

Make structural modifications that affect safety, or crashworthiness, and

Implement a structural design that is in direct contradiction to any EcoCAR 2 rule.

Non-structural waivers pertain to designs that do not affect the structure of the vehicle. These modifications do not require structural analysis but may require other analysis. In general, non-structural waivers will be required to do any of the following:

Make modifications that directly affect the dynamic handling and response of the vehicle (steering, suspension geometry, suspension dynamics etc.),

Make non-structural changes that affect safety or crashworthiness (such as modifying a Yaw sensor), and

Implement a non-structural design that is in direct contradiction to any EcoCAR 2 rule.

Teams shall use a minimum factor of safety of two for waivers requiring structural analysis (using Computer Aided Engineering (CAE), hand calculations, or another method) for parts where loads and stresses are known. The waiver process may require an increased factor of safety in cases where there is low confidence in confirming appropriate load cases for or material properties of the design.

Body structure modification requirements are listed in Section F-9 and the red/yellow/green body modification charts are shown in Figure 15 and Figure 16. To prevent unnecessary work, teams will discuss waiver applications with the EcoCAR 2 organizers before starting the application to ensure that both sides understand what analysis is required and what level of analysis is needed. Teams are strongly encouraged to communicate early and often with the organizers throughout the waiver process. It is important that teams do NOT start work that may require a waiver before a waiver is approved. Doing so could put a team in violation of the Good Faith Agreement, forcing it to perform costly re-work and repair in order to avoid Phase-Out risk.




RESERVED.

E-6.2 Approval Process

The waiver process is outlined in the flowchart shown in Figure 5. This process is valid for both structural and non-structural waivers. Teams should first identify and define their desired modifications and contact the organizers. The organizers will then determine if the proposed change requires a waiver. If the organizers determine that a waiver is not necessary, the proposed changes may be made to the vehicle. If a waiver is required, the team should write a waiver application. Once the waiver is approved, the team may proceed to implement the proposed modifications into their vehicle.

Teams shall carefully read and thoroughly understand all the pertinent rules associated with the proposed vehicle modification, since these rules will need to be cited in the application template and referenced in pre-waiver discussions. The team shall review the proposed changes and impacted rules with its faculty advisor and GM Mentor. The faculty advisor’s signature will be required later, as will an endorsement from the team’s mentor. The team’s mentor endorsement can be an e-mail to the technical coordinators that simply states that the mentor has reviewed the waiver and approves it. After endorsements from both the Faculty Advisor and GM Mentor, the waiver shall be submitted to the organizers for official review.

For scheduling purposes, teams should allow for a two (2)-month review period after submitting a waiver for approval. Some waivers might take less time, and some might take more; this is the general guideline. If a team does not receive a response from the organizers in the timeframe listed above, the team should request an update. Once a waiver is reviewed by the technical steering committee (TSC), one of four outcomes is possible: The waiver is approved, approved with conditions, rejected for more information, or denied. The team will proceed according to the waiver flowchart shown in Figure 5.




RESERVED.

Figure 5: Waiver Flowchart

E-6.3 Structural Waiver Template

The following content must be included in every structural waiver, with no page limit.

E-6.3.1 Background

Teams need to provide the necessary background information that is required for the reader to understand the waiver. State the problem, including not only why the team wants to make this change but also why this path is more desirable than others (assuming there are other potential solutions). Assume the reader is familiar with the Malibu and has an engineering background. Include pictures of interferences and other supporting graphics.

E-6.3.2 Impacted Rules

Discuss what rules are impacted by this proposed modification. State the rules, and explain how you believe they apply to your waiver.

E-6.3.3 Proposed Modification

Describe the proposed modification by using both pictures and text. Include enough details to ensure that the person who is evaluating the waiver can clearly see how the new part addresses the problem. Show before and after computer-aided design (CAD). Remember to assess and show how the modification does not cause new




RESERVED.

issues, or, if it does, show how those issues are a worthwhile tradeoff. Address manufacturability and list the part(s) that will be affected by this modification.

E-6.3.4 Boundary Condition and Load Case Justification

Teams must clearly define all boundary conditions and loads used in the analysis with pictures and text. Teams are also strongly encouraged to use tables to summarize their boundary conditions and loads. Define which of the 6 degrees of freedom (translation along the x, y, and z axes and rotation around the x, y, and z axes) are constrained and where these boundary conditions are applied. Also define and justify the magnitude of the applied load and clearly define where and in what direction the load is applied. Any calculations used to determine the applied loads must also be documented.

E-6.3.5 Physical Constants and Material Properties

Teams must document all material properties and physical constants required for the structural analysis. This includes materials for both the proposed design and the stock part (if applicable). At a minimum, this includes Young’s modulus, Poisson’s ratio, and yield strength. Other properties such as ultimate tensile strength or mass density may be included and teams are encouraged to do so. If a team plans on using a special material with exceptional material properties, the team may be required to provide documentation of the origin of the material to prove that the material is obtainable in the size, shape, and quantity required for their design.

E-6.3.6 Analysis Results and Discussion of Results

Finite Element Analysis (FEA) should be the last stage in a layered analysis that includes a clear problem definition, an understanding of the expected results, well-posed boundary conditions, and supporting hand calculations or simplified analysis, if possible. The following content should be included to document any FEA performed by the team. Structural stress analysis may be done with FEA software, such as NX or NeiNASTRAN.

Teams must document the results of their analysis and provide images that illustrate the results. At a minimum, teams should include the following CAD images of each structure in their analysis: overall stresses and a detailed view of critical area(s) of stress. A table should be used to summarize the FEA results and to compare between the stock and modified structures (if applicable) and to compare between FEA results and hand calculations (if applicable). Teams should also state clearly what stresses are reported (Von Mises, Principle Stress, Normal Stress, etc.). Also summarize any assumptions underpinning the analysis.

Teams should also discuss the results of their FEA work. Discuss how the chosen boundary conditions and loads affected the solution. If there were any stress concentrations present in the results, discuss if they are the result of loads or boundary conditions, or if they are the result of the geometry of the structure and if they are legitimate concerns or if they can be ignored.

E-6.3.7 Conclusion

Summarize the structural waiver in a conclusion.

E-6.4 Non-Structural Waiver Template

The following content must be included in every non-structural waiver, with no page limit.




RESERVED.

E-6.4.1 Background

Teams need to provide the necessary background information that is required for the reader to understand the waiver. State the problem, including not only why the team wants to make this change but also why this path is more desirable than others (assuming there are other potential solutions). Assume the reader is familiar with the Malibu and has an engineering background. Include pictures of interferences and other supporting graphics.

E-6.4.2 Impacted Rules

Discuss what rules are impacted by this proposed modification. State the rules, and explain how you believe they apply to your waiver.

E-6.4.3 Proposed Modification

Describe the proposed modification by using both pictures and text. Include enough details to ensure that the person who is evaluating the waiver can clearly see how the new part addresses the problem. Remember to assess and show how the modification does not cause new issues, or, if it does, show how those issues are a worthwhile tradeoff. Address manufacturability (if applicable) and serviceability and list the part(s) that will be affected by this modification.

E-6.4.4 Analysis and Discussion of Results

Teams should provide any analysis required to justify their required change and present a thorough discussion to support their decisions.

E-6.4.5 Conclusion

Summarize the non-structural waiver in a conclusion.

E-6.5 Submission

All waivers must be uploaded to the team’s SharePoint site, and an Argonne organizer must be notified immediately.

E-6.6 Documentation Approved waivers must be included in the competition vehicle safety documents kept in the vehicle during the competition (see Section F-7).Modifications are often called into question during Safety/Tech Inspections. This documentation allows the inspector to verify that the modifications were approved and performed according to the waiver. If these documents are not present, a vehicle will fail the inspection, and passing it is a requirement for taking part in dynamic competition events.




RESERVED.

F Vehicle Design Rules This section of the EcoCAR 2 rules applies to all aspects of the EcoCAR 2 competition. All competition vehicles will be inspected for compliance, as outlined in the following sections. Restrictions have been set so that the competition will be safe and so that relative equality will be maintained among the teams and vehicles. Efforts have been made to consider the impacts of the specifications on design and creativity. Vehicles not meeting the guidelines in this document, as determined by the organizers and technical inspectors, will not be allowed to participate in any dynamic portion of the competition. For more information on the Safety and Technical Inspections that take place at the competition, see the Event Rules.

F-1 Production Hybrid Vehicle Powertrain Swaps

Because of the availability of production hybrid vehicles, no complete production hybrid electric powertrain “swaps” are allowed without changing the fuel type and adding additional hybridization. The mixing and matching of production components are, however, allowed. When the teams have any question or doubt about compliance with this rule, they are required to discuss with the organizers as soon as possible.

F-2 Drilling

Holes may be drilled, but with the following restrictions:

The minimum edge distance between any two (2) holes, a hole and the edge of the material, or a hole and a weld, must be larger than twice the diameter of the (larger) hole.

No holes should exceed 20 mm (0.75 in.) in diameter.

All holes should be drilled in the frame by following appropriate drilling practices and safety precautions.

F-3 Welding

When subframes, the chassis, or brackets are welded, the emphasis shall be on weld application techniques to avoid stress risers that may adversely affect frame operating stresses. When welding is done anywhere on the vehicle, precautionary measures should be taken to prevent damage to electrical system wiring or components.

F-4 Air Bags

Airbags must be in place, intact, and functional, with no supplemental restraint related to vehicle diagnostic trouble codes (DTCs) present. Interior modifications must not interfere with an unobstructed front and side airbag deployment path. Vehicles with nonfunctional airbags or with airbag-related DTCs will not be permitted to run dynamic events. Teams are not permitted to move or alter the air bag canisters in the vehicle, as shown in Figure 6 and Figure 7. Section F-8.4 describes the position of the safety diagnostic modules for the air bags, which also cannot be altered or moved.




RESERVED.

Figure 6: Airbag Canister Position, Side View

Figure 7: Airbag Canister Position, Rear View

F-5 Energy Storage System (ESS) and Fuel Tank Mounting

The 2013 Malibu has a frame rail seam that is ~25 mm lower than the framerail itself. This seam, although a lift point, is not structural. Therefore, fuel tank and ESS mounting must be above the joining of the seam. As seen in Figure 8: Fuel and ESS Mounting Limits, Rear and Figure 9: Fuel and ESS Mounting Limits, Front, the following mounting restrictions are in place:




RESERVED.

Fuel and ESS systems MUST be at or above the BLACK line, and

Other components MUST be at or above the YELLOW line, as it will dictate ground clearance.

Figure 8: Fuel and ESS Mounting Limits, Rear




RESERVED.

Figure 9: Fuel and ESS Mounting Limits, Front

No fuel system component will be located outside the frame rail (or equivalent unibody component) or behind the rear or front axle. Fuel components cannot be run in the passenger compartment. Refueling receptacles must be isolated from the passenger compartment and located in or near the stock vehicle location. Skid plates are admissible with a waiver, but the skid plate must withstand a 1G load equal to the GVWR of the vehicle applied to a 10 mm by 10 mm area at the geometric center of the skid plate. The skid plate must attach to the framerails and must fully cover all surfaces that are below the black line in Figure 8 and Figure 9. If the skid plate attaches to any structure other than the framerails, that structure must also be evaluated under the previously described loading.

F-6 Vehicle System Safety Level (SSL)

A process for determining and tracking vehicle System Safety Level (SSL) has been established based on GM’s own process for tracking the SSL of prototype vehicles. The purpose of the EcoCAR SSL is to inform anyone in contact with the vehicle of its current integration and validation status so that safe and well-informed decisions can be made about vehicle operation. The SSL will be documented by teams throughout years 2 and 3 of competition and shall always be kept up-to-date and in the in-vehicle safety documentation binder (see Section F-7).




RESERVED.

The SSL will be determined by the organizers during competition events and by the teams in-between those events. Some requirements may be self-verified, whereas others must be verified by the organizers.

F-6.1 Safety Level Definitions

The SSL is determined based upon the current state of both hardware and vehicle supervisory software integration and validation in the vehicle. There are three levels for both software and hardware systems: Red, Yellow, and Green. Vehicles are allowed the following operation in each SSL:

Red: the vehicle cannot be driven by any person. Only lift testing is allowed for sub-system validation. No axle may be powered while the vehicle is on the ground, however the vehicle may be operated on a dynamometer in a properly secured and safe environment. At this SSL, the supervisory control software is unverified and/or vehicle integration is in progress and has not been verified to be safe.

Yellow: the vehicle may be driven on a closed course by the approved “technical community” only. Technical community is defined as approved and qualified team members (as defined by the team), competition steering committee members, and/or qualified drivers at GM proving grounds.

Green: the vehicle may be driven on public roads by the approved “technical community” only. The vehicle may also be driven on a closed course by members of the press.

F-6.2 Transitioning Between Safety Levels

When the vehicle is initially received by the team and no modifications have been made, the SSL is Green. However, the instant any software or hardware change is made to the vehicle, the SSL becomes Red. The overall vehicle SSL is determined based on BOTH the hardware and software safety level. The lowest individual level defines the overall vehicle SSL. For example, if the hardware safety level is Yellow but the software safety level is Red, the overall vehicle SSL is Red. The default safety level is Red, and the safety levels are assumed to be Red until verified otherwise.

F-6.2.1 Hardware

For hardware in the vehicle to transition from Red to Yellow, the following requirements must be met:

All critical fasteners are torqued and marked. This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

Functioning ground fault indicator (if HV systems are installed). This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

Both E-Stop buttons are verified to function correctly (as defined in Section F-15.3.12). This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

For hardware in the vehicle to transition from Yellow to Green, the following requirement must be met:

The vehicle has successfully passed ORSE and completed the E&EC event without a breakdown (excluding the recharging leg of the event). This requirement can be verified ONLY by the organizers.




RESERVED.

The hardware systems of the vehicle will regress in safety level if any previously verified component in the system changes in a way that has the potential to make that system unsafe. In particular, the following occurrences constitute a regression in safety level for hardware systems:

Removing any critical fastener (as defined in Section F-20.2). Such an event will cause the vehicle hardware safety level to regress to Red (regardless of current software safety level). This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

Changing any critical wiring. Critical wiring includes any LV wire to any powertrain component, component controller, or the supervisory controller. Such an event will cause both the supervisory controller software safety level and the vehicle hardware safety level to regress to Red (regardless of current software safety level). This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

F-6.2.2 Vehicle Supervisory Controller Software

For supervisory controller software in the vehicle to transition from Red to Yellow, the following requirements must be met:

A minimum score of 50% has been earned in both the Modeling and Simulation and Controls Update sections of any Progress Report. This requirement can be verified ONLY by the organizers.

Control of torque-producing components has been verified to operate safely and as expected via lift testing. The vehicle may be propelled only by components that have been verified. For example, if a vehicle has both a motor and an engine physically integrated, but the only the operation of the motor has been verified, the vehicle SSL may progress to Yellow (assuming all other criteria are met); however, the controller software may not interact or command the engine in any way. This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

For supervisory controller software in the vehicle to transition from Yellow to Green, the following requirement must be met:

The vehicle has successfully passed ORSE and completed the E&EC drive cycle without a breakdown (excluding the charging leg of the event). This requirement can be verified ONLY by the organizers.

The software systems of the vehicle will regress in safety level if any previously verified part of the system changes in a way that has the potential to make that system unsafe. In particular, the following occurrences constitute a regression in safety level for software systems:

Recalibrating, recompiling, or reflashing of vehicle supervisory controller software. Such an event will cause the supervisory controller software safety level to regress to Red (regardless of current software safety level). This includes (but is not limited to) ANY changes made to calibration parameters such as component temperature limits, torque limits, slew rates, and algorithm enabling/disabling. This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.




RESERVED.

Activating an E-Stop button due to loss of vehicle control, which results from unsafe vehicle behavior. Such an event will cause the supervisory controller software safety level to regress to Red (regardless of current software safety level). This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

Changing any critical wiring. This includes any LV wire to any powertrain component, component controller, or the supervisory controller. Such an event will cause both the supervisory controller software safety level and the vehicle hardware safety level to regress to Red (regardless of current software safety level). This requirement must be verified and documented by the Faculty Advisor and does not require Organizer approval.

F-6.2.3 Team Self-Certification for Driving on Open Roads

For year 3 of EcoCAR 2, teams are permitted to certify their vehicles as safe to be driven on open roads by qualified team members only. It is the full responsibility of the team and the university to develop and execute a testing process to properly and thoroughly validate all vehicle systems and modes to qualify the vehicle as safe for open-road driving. At a minimum, this must include:

At least 10 hours of closed-course testing, without activating an E-Stop button or making software changes, that accomplishes the following:

o Fully test all vehicle systems, modes and mode transitions o Validate braking systems and dynamic vehicle stability

An adequate method for validating all functions of the vehicle control software (this can be done virtually)

In addition, a vehicle must first be rated at SSL yellow before a team can certify it to drive on open roads. The vehicle may not drive on open roads if:

The team has made any unvalidated hardware or software changes that could negatively impact vehicle dynamic stability, braking or any other safety-critical system, or

The vehicle contains any parts or systems that do not fully meet all competition rules.

Before the vehicle may drive on open roads, the faculty advisor must sign off that all of the requirements described in this section have been met. Any time the vehicle achieves this certification, documentation of faculty sign-off must be included in the In-Vehicle Safety Binder (see Section F-7.1). A record of all such certifications, not just the most recent certification, must be kept in the In-Vehicle Safety Binder.

Per Section F-6.1, competition vehicles must be certified as SSL green for anyone other than the “technical community” to drive the vehicle. The self-certification process described in this section does not permit teams to certify their vehicle as SSL green; only the organizers can certify the vehicle as SSL green. The process described in this section only permits the team to certify the vehicle to be driven by qualified team members on open roads.




RESERVED.

F-6.3 System Safety Level Indication

Teams are required clearly display the overall System Safety Level of their vehicle at all times. The SSL shall be communicated via a placard mounted on the dash within clear view of both the passenger and the driver. This placard shall clearly communicate the SSL, the driving restrictions entailed by that SSL, a phone number for the team leader or faculty advisor and instructions for how to react to undesired vehicle operation. The background color of this placard must correspond to the SSL (Red, Yellow or Green). Examples of SSL placards are provided in Figure 10. Teams must define the procedure for handling undesired vehicle operation for their vehicle (the procedures provided below are examples only and do not apply to any competition vehicle).

Figure 10: Examples of System-Level Safety Placards

F-7 Required In-Vehicle Documentation

This section defines the documents that must be updated and submitted to the organizers prior to the competition’s Safety/Tech Inspections. These documents are required to be in the team vehicles at all times; they inform the organizers of the specifics of the vehicle design with regard to safety. Every document must include the name of the author and the date of the revision.

F-7.1 Documents Required for the In-Vehicle Safety Binder

The following documents need to be kept current and reflect the design of the vehicle “as built”:

Vehicle registration;

Vehicle insurance;




RESERVED.

Vehicle logbook (includes the following for each test, at a minimum: date of test, purpose of test, start mileage, end mileage, team members present, current SSL, and any comments);

Vehicle open-road driving self-certification log (see Section F-6.2.3);

Stock Critical Fastener Inspection Log (to be filled out before the pre-competition Safety/Tech Inspection and before the vehicle is shipped to the competition – see Section F-7.3);

Team Critical Fastener Inspection Log (to be filled out before the pre-competition Safety/Tech Inspection and before the vehicle is shipped to the competition – see Section F-7.3);

System Safety Level placard mounted to the dashboard (see example in Figure 10);

CAD documents: o First responder no-cut zones (isometric CAD view of vehicle, with areas highlighted in red boxes)

and o Component location document (based on packaging CAD: bottom, front, rear, and isometric

views showing components and labels);

Schematics (see Section F-15.3.18): o HV schematic (including isolation meter, ground fault indicator testing point, HVIL circuit, and

emergency disconnect system [EDS]), o ESS schematic with battery chemistry, o EDS schematic, o 12 V power schematic clearly calling out the location of the 12 V disconnect switch and DC/DC

converter (only for team-added components);

Fuel system documents: o Fuel tank specifications, o Pressure test document, o Fuel system safety plan (see Section F-12.1.1), o Fuel system schematic, and o Fuel tank mounts structural justification (see Section F-12.3.4.1);

Component location pictures: o Picture of the engine bay describing the location of the 12 V disconnect switch, 12 V charge point

and 12 V ground point, o Picture and description of the HV charge port, and o Picture and description of the location of the MSD;

Procedures: o Service procedure for non-HV vehicle systems (see Section F-7.2.1), o Service procedure for HV vehicle systems (see Section F-7.2.2), o Service procedure for ESS (see Section F-7.2.3), and o Starting placard mounted to the sun visor (see Figure 11: Example of a Starting Placard);




RESERVED.

Figure 11: Example of a Starting Placard

MSDSs for non-conventional materials (including ESS, urea, ESS coolant, unconventional lubricants or oils, etc.);

Waiver summary (include each waiver, unabridged and as-approved, that was submitted by the team);

Justification of ESS mounting structure integrity (see Section F-15.3.16)

F-7.2 Required Safety Procedures

The procedures defined in this section are necessary to safely service vehicle systems and must be kept in the In-Vehicle Safety Binder.

F-7.2.1 Non-HV Vehicle System Service Procedure

This procedure is intended for all vehicle servicing that does not involve HV (energized or otherwise). At a minimum, this procedure must include the following:

Steps to disable the vehicle for service: o Guidelines for required PPE, o Notification to other team members that work is being performed (include anticipated scope and

duration of work), o Qualifications for team members to service the vehicle, o Prevention of energy flow with proper Lockout/Tagout measures, and o Verification of zero energy potential (must also define the procedure used for this step)

Steps to re-enable the vehicle after service is complete

F-7.2.2 HV Vehicle System Service Procedure

This procedure is intended for servicing vehicle HV systems. Teams must always assume that any exposed part of the HV system is live. Therefore, this procedure must include proper steps to verify that HV systems are de-




RESERVED.

energized. Additionally, the procedure must mandate that only HV-certified team members may execute the procedure. At a minimum, this procedure must also include the following:

Steps to disable the HV vehicle systems for service: o Guidelines for required PPE, o Certification procedure for training team members to work on HV (see Section F-7.2.4), o A list of team members certified to work on HV (see Section F-7.2.4), o Notification to other team members that work is being performed (include anticipated scope and

duration of work), o Prevention of energy flow with proper Lockout/Tagout measures, and o Verification of zero energy potential (must also define the procedure used for this step)

Steps to safely re-enable the vehicle after service is complete

F-7.2.3 ESS and Always-Energized HV System Service Procedure

This procedure is intended for servicing the ESS in or out of the vehicle. The procedure for servicing the ESS in-vehicle must also provide directions for servicing any parts of the HV system that must be accessed while energized. At a minimum, this procedure must include the following:

Procedure to safely access and service the ESS or other live HV in-vehicle o Guidelines for required PPE, o A list of approved HV-rated tools, o Certification procedure for training team members to work on HV (see Section F-7.2.4), o A list of team members certified to work on HV (see Section F-7.2.4), o Notification to other team members that work is being performed (include anticipated scope,

duration of work, and guidelines for creating a step-by-step plan for each new service activity), o Procedure for establishing a safe area to work with energized HV in-vehicle, o Procedure for accessing the ESS internals in-vehicle, o Method(s) to be used to minimize the amount of exposed HV (i.e., HV blankets,

secondary/protective covers, etc.), o Emergency response plan, and o Steps to safely re-assemble the ESS in-vehicle

Procedure to safely access and service the ESS outside the vehicle o Guidelines for required PPE, o A list of approved HV-rated tools, o Certification procedure for training team members to work on HV (see Section F-7.2.4), o A list of team members certified to work on HV (see Section F-7.2.4), o Notification to other team members that work is being performed (include anticipated scope,

duration of work, and guidelines for creating a step-by-step plan for each new service activity), o Procedure for establishing a safe area to service the ESS outside the vehicle, o Procedure for removing the ESS from the vehicle, o Procedure for accessing the ESS internals while out of the vehicle,




RESERVED.

o Method(s) and or best practice(s) to be used to minimize the amount of exposed HV (i.e., HV blankets, secondary/protective covers, etc.),

o Emergency response plan, and o Steps to safely re-assemble the ESS and re-install it back into the vehicle

F-7.2.4 HV Training Procedures and Certification

It is the responsibility of each university to develop and maintain its own HV training and certification procedures. It is the full responsibility of each university to ensure the adequacy, technical relevance, and quality of the HV training material. Teams must also maintain an up to date list of team members who have taken this HV training and are certified to work with HV. The faculty advisor is required to sign off on this list.

F-7.3 Critical Fastener Inspection Logs

Teams are required to keep a list of the torque specifications for all critical fasteners on the vehicle (as defined in Section F-20.2). The Stock Critical Fastener Inspection Log is provided by the organizers and includes critical fasteners present on the stock vehicle only. Any critical fasteners used on team vehicles but not included in the Stock Critical Fastener Inspection Log (including fasteners for all HV connections) must be included in the Team Critical Fastener Inspection Log. Teams should use the Stock Critical Fastener Inspection Log as a template for the format of the Team Critical Fastener Inspection Log. The team may define the format of their critical fastener log, but at a minimum, each critical fastener in the log must have an accompanying torque specification, descriptive picture, and space for faculty initials.

F-8 Chassis

F-8.1 Static Ground Clearance

The ground clearance requirement is provided in Table 7: EcoCAR 2 Competition Design Targets and Requirements. It is measured from the lowest sprung component to the ground by sweeping progressively shorter blocks under the vehicle until one that clears is found. Lower control arms are measured only at their inboard mounts because they are partially unsprung mass. For mounting restrictions of components (such as after-treatment devices, oil pans, and other components that can discharge energy, fluids, or parts if damaged), see section F-15.3.16.1. Teams who violate ground clearance requirements are subjected to a penalty, as described in Section E-4.6. Teams who violate the minimum ground clearance requirement of 4.25 in. will not be permitted to take part in dynamic events.

F-8.2 Static Ramp Angle

The ramp angle is defined as the plane formed between the contact patch of the tires and the lowest, furthest point of the vehicle structure (usually the bottom of the bumper or trailer hitch) when the vehicle is on a flat surface. The approach ramp angle refers to the front of the vehicle, and the departure angle refers to the rear. EcoCAR 2 recommends that the production ramp angles be maintained so as to avoid problems associated with loading vehicles on shipping trucks and navigating uneven surfaces.

The approach and departure angles are defined by placing a large rectangular or square sheet of plywood, or some other rigid sheet of material, underneath the front or rear of the vehicle. The rear edge of the wood must




RESERVED.

come in contact with both tires. The wood is then lifted until it meets the lowest surface underneath the vehicle. Care is taken to make sure that the front edge of the plywood remains level between the passenger side and the driver’s side of the vehicle.

Minimum requirements for vehicle approach and departure angles are 13 degrees. This is a measurement to the lowest hanging non flexible part. Air dams and the exhaust tip will be pushed until they contact the next fixed object (Note: Fascias count as non-flexible parts as shippers will not cover scraping damage to them.) Teams that do not meet these requirements will not be permitted to compete in dynamic events. Since the angles will be measured after the vehicles arrive at the competition, the teams that have vehicles with damage that occurred during the shipping process because of not meeting these requirements (not EcoCAR 2) will be liable for any damage.

F-8.3 Wheelbase and Track Width

No modifications to the wheelbase or track width are allowed, except for small changes associated with replacement tires or wheels or with the redesign/replacement of the rear drive system/suspension components. Note that waivers must be submitted and approved before any of these changes are made. The wheelbase and the track width of the production vehicle are:

Wheel base: 2,737 mm,

Track width, front: 1,577 mm, and

Track width, rear: 1,574 mm.

If modifications to the front or rear suspension are implemented, production wheelbase shall be maintained.

F-8.4 Safety Diagnostic Modules (SDM)

Figure 12: Safety Diagnostic Modules depicts modules mounted securely to the Malibu’s floor pan that sense vehicle dynamics in order to help the vehicle decide when seatbelts must be pre-tensioned and when and which air bags need to be deployed. The modules are tuned and calibrated to the piece of floor to which they are attached; thus, floor modifications in this area are prohibited. This is done because changing the resonance characteristics of this area can have radical and unpredictable effects on safety system functionality. Should a team wish to mount objects to this area of the vehicle, a waiver is required, so that risks and solutions can be assessed.




RESERVED.

Figure 12: Safety Diagnostic Modules

F-8.5 Suspension

F-8.5.1 Suspension Modifications

Teams shall make every effort to maintain the stock suspension assemblies and geometries. If teams wish to modify the suspension, they shall demonstrate, through FEA and other applicable analyses, that parts can adequately substitute for the production parts through the waiver process. The original front suspension geometry must be maintained with original mounting points. Dynamic modeling of roll center, understeer/oversteer, critical speed, etc., must ensure that the new suspension can perform safely under all normal driving conditions. This modeling information must be provided to the organizers prior to the competition for approval. Active suspension is allowed as long as it is passive in control, does not compromise minimum ground clearance, and is activated only at speeds faster than 32.2 km/h (20 mph).

F-8.5.2 Suspension Subframes

Front and rear subframes are used to attach powertrain and suspension components to the chassis. These subframe assemblies may be modified for the purpose of attaching components. Any modifications that impact subframe integrity will need to proceed through the waiver process.

F-9 Body

F-9.1 Body Structure Modifications

The competition vehicle utilizes a body-frame integral (BFI) style of construction. Modifications to the body metal (non-load-bearing components such as fenders, hood, and most floor sheet) for component packaging are allowed, but modifications that affect structural integrity made to most of the structure are not.




RESERVED.

Furthermore, attaching heavy components to the body structure and/or sheet metal will likely require analysis and assessment through the waiver process. To help guide design, the following components and/or structures cannot be modified:

The Malibu’s safety cage and roof pillars, per Figure 13: Vehicle Safety Cage, with Unmodifiable Sections in Red;

The front structure around the engine bay, per Figure 14;

The body side rings or rear door ring;

The front roof bow;

The floor pan, within 200 mm (7.87 in.) of the package protected seat and seat belt attachment areas, or modifications that adversely affect the strength of the attachment, and

The front unibody structure

Please note that during the competition, the organizers will perform inspections to check for changes that affect structural integrity and implementation of any modifications. Teams should be prepared to access any modified area.

Figure 13: Vehicle Safety Cage, with Unmodifiable Sections in Red




RESERVED.

Figure 14: Vehicle Front, with Unmodifiable Sections in Red

Figure 15 and Figure 16 depict the underside of the Malibu and describe what can be modified. Items are color-coded; red parts cannot be modified, while yellow parts can, through the waiver process. Green parts can be modified without a waiver but should be discussed in teams’ design reports.

Figure 15: Red/Yellow/Green Body Modifications Chart, Bottom View




RESERVED.

Figure 16: Red/Yellow/Green Body Modifications Chart, Top View

F-9.2 Floor and Integrated Frame Rail

Figure 15 and Figure 16 describe what can and cannot be modified. For the cases in which modifications are permitted, waivers must be submitted and approved before any physical vehicle modification begins (see Section E-6). The design outlined in the waiver must be implemented according to that document.

F-9.3 Body Sheet

The outer body skin sheet metal may be modified for the purposes of venting, controlling aerodynamic air flow, and reducing weight. Teams have the freedom to make minor changes to the general body shape within the following constraints:

The crashworthiness of the vehicle must remain intact or be improved. Evidence that this criterion is being met must be given, in the form of appropriate engineering calculations and an analysis, to the organizers prior to the competition. The modification MUST be approved by the organizers in order for the team to utilize it at the competition.

The hood can be modified or replaced, but the new design must still fold or crush, as opposed to being pushed, into the passenger compartment in the event of a crash (reference Federal Motor Vehicle Safety Standards [FMVSS] 212 and 219).

The overall length of the vehicle must remain within 50 mm of the length of the stock vehicle.

The size, angle, and configuration of the windshield and side windows must remain identical to those of the production vehicle.

The head lamps can be changed if the new design meets FMVSS 108.




RESERVED.

Nonproduction belly pans may be added to smooth air flow under the vehicle, but they must not impair vehicle operation (suspension movement, steering, etc.) in any manner or allow fluids to collect under the engine and transmission.

Ground effect skirts around wheels can be used if they are flexible and will not cause tire or wheel damage if they are dislodged. Wheel skirts must be suitably attached to the vehicle such that they do not fall off the vehicle during dynamic events (in fact, this often happens). Vehicles with parts falling off will be subject to a further safety inspection, and use of the parts will be prohibited in future events.

Aerodynamic improvements are allowed as long as they do not pose additional risks for pedestrians or occupants or reduce the functionality of the vehicle. All aerodynamic aids must meet all other safety and competition rules.

F-9.4 Windows and Wipers

The windshield may not be removed or replaced with a lighter component. Any windows other than the windshield may be replaced with laminated safety glass or 0.125-in.-minimum-thickness shatter-resistant plastic (like polycarbonate) that complies with FMVSS 205 requirements. The windshield wipers must be operational and in compliance with FMVSS 104.

F-9.4.1 Occupant Visibility

Tinting, shading, or any process that alters the transmission of visible light through the glass to a greater extent than permitted by law for new vehicles is prohibited. Dynamic tinting is acceptable as long as the aforementioned requirement is met and the tinting complies with FMVSS 205. Removable window shades are not allowed. All window decals and graphics must comply with Section H-2.

F-9.5 Mirrors

All vehicles must have adjustable, central rear-view and right-hand and left-hand side-view mirrors that can be adjusted for use by all drivers. If the original equipment manufacturer (OEM) mirrors are replaced, the replacement system must meet the following criteria:

By using the mirrors, the driver can see headlamps that are 0.61 m (2 ft.) above the ground and 15.25 m (50 ft.) behind the rear bumper of the vehicle.

When the driver’s mirrors are in a fixed position, a small vehicle passing on a parallel path 3.7 m (12 ft.) away (measured between the vehicle centerlines) on either side of the competition vehicle should never completely disappear from the driver’s direct or peripheral view. The driver’s head rotation is limited to that necessary to look directly at the side-view mirrors.

A pedestrian must not be hidden from view by either A-pillar when the pedestrian is walking along a path that is 7.3 m (24 ft.) to either the left or right of the centerline of the vehicle, that starts even with the front bumper, and that extends 7.3 m (24 ft.) ahead of the front bumper. The driver is allowed lateral head movement of 5 cm (2 in.) left or right.

The driver’s-side outside mirror must be a plane mirror. The inside rear-view mirror must be a plane mirror. The passenger-side outside mirror may be a convex mirror, if there is an inside rear-view mirror in the vehicle. If not, the passenger-side outside mirror must be a plane mirror.




RESERVED.

If a convex mirror is used, the average radius of curvature may not be less than 90 cm (35 in.) and not more than 165 cm (65 in.). In addition, the mirror must be permanently marked at the lower edge of the mirror’s reflective surface, in letters not less than 0.48 cm (3/16 in.) and not more than 0.64 cm (1/4 in.) high, with the words “Objects in Mirror Are Closer Than They Appear.”

F-9.6 Rear-View Cameras

Rear-view cameras are allowed but shall not have the ability to record images. Any rear-view camera system that is intended to replace the production mirrors must provide the same field of view as the production mirrors and meet the requirements specified in Section F-9.5. Please refer to FMVSS 111 for general guidelines for rear-view mirror requirements and maintaining the 1:1 ratio aspect.

F-9.7 External Lighting

The external lighting on vehicles may be modified, provided the lamps are designed for automotive use, are in compliance with FMVSS 108, and are as secure as the original units. All lamps must retain their original function. Visibility must not be obstructed by any vehicle modifications or additional hardware.

F-9.8 Weatherproofing

It is the team’s responsibility to ensure that the vehicle body provides protection from inclement weather for all sensitive components. All sensitive equipment must be housed in sealed enclosures or in locations where water (or other environmental effects) cannot damage the component or cause a hazardous situation (such as ground faults). For example, proper routing of air flow to the battery box must prevent entrapment of water flowing into the enclosure.

F-9.9 Vehicle Trailer Hitch

Teams are required to install a competition-approved, Class II trailer hitch on the vehicle, with a 1-1/4 in. receiver tube opening. The Curt Class II hitch for this vehicle platform, product #12001, is approved and required by the TSC. To the best of the knowledge of the TSC, the hitch will fit with minimal issues on a 2013 Malibu. The required hitch can be found on Curt’s website at www.curtmfg.com. A picture of the required hitch is shown in Figure 17.

Figure 17: Curt 12001 Class II Trailer Hitch with 1-1/4 in. Receiver Tube Opening

http://www.curtmfg.com/




RESERVED.

Should a team wish to install a different trailer hitch, professionally manufactured (“off the shelf”) or custom, a waiver must be submitted proving that the design meets Class II towing requirements. The Curt hitch must not be modified in any way, and any custom hitch must position the receiver tube directly centered between the two frame rails and in the same vertical and longitudinal position as the Curt hitch. All hitches are subject to a minimum ground clearance requirement that is separate from the vehicle ground clearance requirement (see Section F-8.1). The receiver opening must have a ground clearance of AT LEAST 7 inches, measured from the ground to the bottom of the receiver opening.

F-9.10 Trailer Wiring

All teams must install the wiring for trailer taillights to support hauling a trailer behind their vehicle. A “flat-four” 4 pin connector must be used. An example of this type of connector is shown in Figure 18. Teams will not be allowed to tow a trailer on GM proving ground without functioning trailer lights, which includes both brake lights and turn signals. Figure 18 also calls out the function of each pin in the connector.

Figure 18: Example of “Flat Four” Connector Required for Trailer Towing

F-10 Interior

The interiors of the vehicles may be modified, except for the items below. The resulting interior will be scrutinized for appearance and consumer acceptability. Sufficient padding in and on the backs of seats should not be overlooked. Sharp edges or loose panels are not acceptable and will not pass Safety/Tech Inspection.

F-10.1 Interior Safety Requirements

F-10.1.1 Occupant Safety Equipment

Safety helmets must be worn during specified competition events and must be supplied by the individual teams to their drivers. Helmets will be inspected during Safety/Tech Inspection and must meet Snell auto racing standards SA-2005 or SA-2010. Open faced helmets are acceptable. A list of certified helmets can be found here at http://www.smf.org/cert.

http://www.smf.org/cert




RESERVED.

F-10.1.2 Fire Protection

All vehicles must have a 5 lb. (minimum) Class ABC fire extinguisher onboard. It must be securely mounted and readily accessible to a belted-in driver. Teams must provide metal mounting brackets that are strong enough to retain the extinguisher in the event of a collision. DuPont FE-36 systems are required for Year 2 ONLY, and can/should be removed for Year 3 competition.

F-10.1.3 Vehicle Egress

Modifications to the seats, door handles, latches, seat belts, etc., should not in any way or in any situation impede occupant egress.

F-10.2 Instrument Panel

The instrument panel, gauges, control dials, and switches may be altered to suit the needs or tastes of the teams, as long as they remain in compliance with FMVSSs 101 and 102. Teams are required to have a working speedometer with an accuracy of within 2.5 mph to pass ORSE. If the production speedometer does not function, a replacement is required. This replacement must remain in the vehicle for the duration of the competition and be powered and functional for events in which a speedometer is required.

F-10.3 Dashboard

The production dashboard may not be altered in any way that may render occupant crash protection less effective. Small cosmetic changes or emblems may be added. Because the dash provides critical crash protection, the dash and instrument panel should not be considered locations for vehicle weight reduction. Any modifications to the dash that are deemed unsafe by the organizers may result in the team not being allowed to compete in dynamic events.

F-10.4 Accessory Power Outlets

All production 12 V accessory power outlets must be operational and located at or near the production locations. They will be checked and tested at the competition during Safety/Tech Inspection. These outlets may be required for instrumentation for specific events.

F-10.5 Seats and Belts

The production seats may not be altered in any way that may render occupant crash protection less effective. The seats may be replaced if: the seating position and location are similar to those of the production vehicle, the seats are as strong as or stronger than the original seats, and the replacement seats meet all requirements of FMVSSs 207, 208, 209, and 210, which can be found at: http://www.crash-network.com/Regulations/FMVSS/fmvss.html. The padding on the back of the front seats must prevent injuries to rear occupants in the same way that the original seats do. Front seatbelts should remain in the same position and use the original mounts. Rear seatbelts may not be modified unless explicit approval is given by the organizers. Teams shall maintain the front two production seats (locations and belt-mounting structure) in the vehicle.

F-10.6 Doors

Teams must not alter the side-impact structure or energy-absorbing padding.

http://www.crash-network.com/Regulations/FMVSS/fmvss.html

http://www.crash-network.com/Regulations/FMVSS/fmvss.html




RESERVED.

F-11 Vehicle Mass, Mass Distribution, and Center of Gravity

F-11.1 Requirements

To ensure that vehicles can perform avoidance maneuvers safely and effectively, restrictions are placed on their maximum mass and the distribution thereof. At the competition, vehicles will be driven onto a scale where each one will be weighed. Vehicles with mass properties that exceed these limits will be subject to the penalties outlined in section F-11.2 Gross Vehicle Weight Rating (GVWR):

o Total vehicle weight with passengers and cargo, allowing two passengers at 91 kg each, o 2260 kg;

Maximum Curb Weight: o Total vehicle weight with all fuel and fluids filled, no passengers or cargo, o 2078 kg;

Maximum Front Axle Limit: o The same loading conditions as those for GVWR, o 1180 kg;

Maximum Rear Axle Limit: o The same loading conditions as those for GVWR, o 1270 kg;

Production Weight Distribution: o F/R 60%/40%, measured at curb conditions;

Maximum Forward Weight Distribution o F/R 67%/33%, measured at curb conditions;

Maximum Rearward Weight Distribution: o F/R 43%/57%, measured at curb conditions.

Teams will need to supply a vehicle to competition that can drive on a Ride & Handling course with no rollover concern. Therefore, teams should keep mass low as mounted in the vehicle.

F-11.2 Excessive Mass, Unacceptable Weight Distribution

Vehicles violating the mass and weight distribution limits described above will not be permitted to take part in dynamic events, thereby incurring a severe reduction in score that varies from year to year. See Yearly Event Rules for the points break down.

F-12 Fuels and Fuel System Design

F-12.1 General

F-12.1.1 Fuel System Safety Plan

Teams should provide a safety plan and procedures document that addresses the following topics:

Fuel system refueling;




RESERVED.

Maintenance of system;

Fuel system hazards and associated safety systems;

Procedure for certifying fuel system as leak-free;

Response to leaks in system, both in-vehicle and in a test bench environment;

Response to unwanted combustion; and

Material safety data sheets.

F-12.1.2 Vehicle Refueling Locations

Regardless of fuel type, under no circumstances will fueling receptacles be acceptable within the engine bay or passenger compartment. Vehicles must have the ability to be filled by way of standard filling methods. For liquid fuels, this means teams must either retain the production fill neck or make sure the alternate location functions identically. Gaseous fill ports must be compatible with standard filling methods.

F-12.1.3 Fuel Delivery Emergency Disconnect Switch (EDS)

For applications that use an electric-motor-driven fuel pump, the EDS, which is discussed in more detail in Section F-15.3.12, must interrupt fuel delivery in addition to disconnecting the high voltage bus. When the switch is activated, power should be cut to fuel pumps and valves such that no fuel (liquid or gaseous) is delivered to the powertrain. For fuel systems that have a mechanical pump, the engine shall be disabled through appropriate means (electronic control unit [ECU] disablement, etc.)

F-12.2 Fuel System Design

F-12.2.1 Fuel Lines

To prevent issues with transporting fuel tanks after they are removed from the vehicle, only a short length of flexible fuel line may be left attached to the tank when it is removed from the vehicle. All flexible fuel lines left attached to the tank must be less than 12 in. long. All fuel-line-to-tank connections shall use double disconnect-type connectors that minimize fuel spillage. The use of barbed fittings or hose clamp connections is not permitted for fittings associated with tank removal. This rule does not apply to the traditional fuel nozzle line, which may be used by teams as long as it is attached to the stock filler neck while installed in the vehicle.

F-12.2.2 Pressure Relief Valve

All liquid fuel tanks are required to have a gaseous pressure release valve set to less than 3 pounds per square inch gauge (psig).

F-12.2.3 Design for Removal and Installation

All liquid fuel tanks shall be able to be safely removed or installed within 15 minutes, beginning after the vehicle has been raised on a hoist. This is required for participation in the E&EC event. Twenty-five millimeters of clearance around adjacent solid structures shall be observed to aid in ease of installation. The removal of the tank shall not require the removal of the exhaust or other major vehicle components. The installation or removal of the tank shall not require the simultaneous connection of fuel lines and placement/removal of the tank in the vehicle. For example, the tank can be mounted and secured in the vehicle, and then the fuel lines can be connected. The tank removal and installation time will be evaluated at Competition Safety/Tech




RESERVED.

Inspection each year. If teams do not meet the time requirements for installation and removal, a penalty will be applied as defined in Section E-4.7.

F-12.2.4 Refueling Requirements for E85 Fuel Systems

Vehicles using E85 are required to have a flash arrestor installed in the fuel filler neck of the vehicle. The flash arrestor must be an OEM or replacement OEM replacement production part and teams must include documentation for the part in their safety binder (see Section F-7). This item will be inspected during Safety/Tech Inspection. Teams using E85 who do not have a flash arrestor installed in their filler neck will not be permitted to refuel using the filler neck. Instead, all fueling must be done by dropping the fuel tank.

F-12.3 Fuel Tank Design

F-12.3.1 General

F-12.3.1.1 Labeling

The team name, vehicle number, and vehicle fuel type must be clearly written on the tank. These labels must be applied such that they are not easily erased or defaced by contact with the team’s fuel.

F-12.3.1.2 Evaporative Emissions System

To recover evaporative emissions, teams using E10 or ethanol blended fuels must utilize an evaporative emissions system. If a system other than that which came with the vehicle is used, documentation pertaining to its original use, design, routing, and interaction with the new vehicle systems will be required.

Teams using diesel fuel are not required to have an evaporative emissions system.

F-12.3.2 Traditional Fuel Nozzle Port

All tanks shall have a unique connection to fill the fuel tank from the stock vehicle fuel door location utilizing the stock filler neck. This location should be maintained for quick vehicle refueling outside of E&EC, including at a team’s university, using standard fuel station pumps.

To comply with this section of the rules, teams must ensure that their fuel tank design meets the following two criteria:

1. This port must not allow for any spills during the tank removal and filling process while the fuel tank is not in the vehicle.

2. This port must be able to be sealed during E&EC while the fuel tank is installed.

The stock one-way ‘flapper’ valve is acceptable for #1; it is acceptable for #2 as long as it is attached to the stock filler neck when the tank is installed in the vehicle. Teams may instead use a self-sealing quick connect rated for fuel in lieu of the stock flapper valve; this type of valve would be acceptable for #1 and #2 without the need to attach to the filler neck.




RESERVED.

F-12.3.3 Dedicated E&EC Refueling Port

All tanks shall have a circular, sealable fueling port between 1.5 in. and 2 in. in diameter that is located so that the maximum fueling fluid capacity of the tank can be achieved while the tank is lying on a flat surface outside the vehicle. Additionally, the flapper valve described in Section F-12.3.2 SHALL NOT be used for the E&EC refueling port.

F-12.3.4 Fuel Tank Structure

F-12.3.4.1 Material

All team-fabricated custom tanks must be made of steel or aluminum. Custom fabricated tanks are acceptable. SFI-rated motorsports fuel tanks are highly recommended. The mounting of all tanks must be designed to withstand an 8g vertical loading scenario and a 20g longitudinal and lateral loading scenario. A waiver is not required, but justification of the integrity of the mounting structure is required to be included in the required In-Vehicle Documention Binder (see section F-7). STOCK 2013 MALIBU TANKS ARE NOT PERMISSABLE IN EcoCAR 2. To promote safety and long fuel-tank life and prevent contamination of the fuel system, teams need to ensure that all materials they use to fabricate their fuel tanks are compatible with their fuel. This includes not only the tank material but plastics, seals, and components, such as fittings and fuel pumps. Part of a team’s fuel tank design should include references to information and/or literature, such as manufacturer certification supporting compatibility claims. Any materials that are not certified compatible by the manufacturer will require documented soak testing.

F-12.3.4.2 Size

Fuel tanks shall be limited to two tanks at a combined maximum of 10 gallons so they are manageable in weight and size.

F-12.3.4.3 Fuel Tank Capacity

Fuel tank total capacity is defined as the amount of liquid fuel that a team’s fuel tank can hold. Fuel tank usable capacity is defined as the amount of fuel that can be pumped out of the tank and used in propulsion.

After the team’s fuel tank has been taken out of the vehicle and drained, it will be weighed then filled with the appropriate competition fuel, sealed and weighed again. All fuel line plugs and all internal fuel pump assemblies will be installed for both measurements. The difference between the two measurements will be recorded as the tank total capacity, which must equate to 10 gallons or less of the team’s fuel. The usable capacity of the tank will be determined by converting the mass measurement of total capacity to volume using the properties of the competition fuel, and subtracting 300 mL; 300 mL is the amount of fuel, as defined by the competition, that cannot be fully pumped out of the tank and up to the fuel rail. If a team believes that their fuel tank design will pose challenges in this method of calculation, they must contact the organizers immediately.

F-12.3.4.4 Leak-Free Operation

All tank connections both inside and outside the vehicle shall be leak free. A recommended connector to use is found here: http://www.jiffy-tite.com/products.cfm?subpage=511256. Inverting the tank must not result in a spill with all of the plugs. All plugs and connections must not be temporary and cannot be a “cork” to prevent

http://www.jiffy-tite.com/products.cfm?subpage=511256




RESERVED.

fuel spillage. The tank must be able to be taken to and from the fueling and tank weighing areas at competition with absolutely no potential for fuel leaks while the tank is being transported. This is a safety issue, and if not addressed will result in a team failing to pass Safety/Tech Inspection until the tank is repaired.

To ensure leak-proof operation and overall robustness, fuel tanks will be pressure tested at 6 psig. The upper limit is set to prevent fuel tanks from acting as pressure vessels. During Safety/Tech Inspections, teams will be required to provide documentation stating the tank meets these specifications. This documentation can be supplied by the tank manufacturer or, in the case of school-made tanks, as a statement signed by the team faculty advisor.

F-12.3.4.5 Venting Bung

For ALL liquid fuel tanks, a venting bung at the top of each tank is required. This venting bung will serve to improve safety while the tanks are being filled and reduce the time needed to fill them. The bung must measure between ¾ in. and 1 in. in diameter, and it must be able to be fully sealed when not in use. A threaded bung with a sealing cap is a possible option.

F-12.3.4.6 Tank Straps

Teams that employ tank straps must provide a wear-resistant barrier (i.e., rubber or plastic) between the metal tank and the strap.

F-12.3.4.7 Ground Point

A grounding point is required on all tanks. The grounding point must be between 1/4 in. and 3/8 in. in diameter or the maximum plate thickness, and it must have 2 in. of clearance for the clamp surrounding the lug. The stock filler neck grounding to the vehicle must be maintained, as well.

F-12.4 Hydrogen and Other Gaseous Fuels

This section applies to those fuels that are in a gaseous form under standard pressure and temperature (25 °C and 1 atm). Vehicles using hydrogen as the fuel for the competition must comply with most of the safety regulations in National Fire Protection Association (NFPA) standard NFPA-52, Standard for Compressed Natural Gas (CNG) Vehicular Fuel Systems. The 2010 edition of NFPA-52 will be used as the standard for vehicular gaseous fuel systems for the duration of EcoCAR 2. The use of components that are specific to the vehicle conversion system (i.e., fuel metering device “injectors”) but do not meet the previous standard(s) will be allowed. The maximum refueling pressure allowed during the competition will be 35 MPa (5,000 psig). To ensure that the hydrogen fuel system is safe, the fuel system must pass a design review and be approved by the organizers.

F-12.4.1 Hydrogen Safety References

The following sites are highly recommended as references for hydrogen use and safety:

California Fuel Cell Partnership: http://cafcp.org/about-us/what-we-do,

California Fuel Cell Partnership – Emergency Responders Resources: http://cafcp.org/outreach/emergency-responders/resources,

http://cafcp.org/about-us/what-we-do

http://cafcp.org/outreach/emergency-responders/resources




RESERVED.

DOE – Hydrogen Program: http://www.hydrogen.energy.gov/, and

DOE – Fuel Cell Technologies Program: http://www.eere.energy.gov/hydrogenandfuelcells.

F-12.4.2 Leak Sensors

Leak sensors must be installed on vehicles using hydrogen. A minimum of six leak sensors should be installed in the vehicle, two under the hood, two in the passenger compartment, and two near the hydrogen storage tank. Note that this system has sensors in three locations, and each location requires two sensors: one is primary, and one is secondary as backup. The sensors must be packaged in the uppermost region of the respective compartment to ensure proper detection of leaks. Lateral separation of the two sensors is encouraged.

Sensors should have two distinct audible alarms. The first alarm will sound at an H2 minimum detection limit of 2,000 parts per minute (ppm) (level 1); the second alarm will sound at a minimum 4,000 ppm (level 2). The passenger compartment should have appropriate safety information that alerts the occupants of leak sensor alarms.

The leak sensor strategy must include a dash-mounted light-emitting diode (LED) indicator light that illuminates during level 1 detection (2,000 ppm) and a complete powertrain shutdown at level 2 detection (4,000-ppm). The hydrogen leak indicator light must be labeled “Hydrogen Leak” or “H2 Leak.” It is recommended that the leak sensor strategy also include a reduced power mode that is activated during level 1 detection.

F-12.4.3 Leak-Free Operation

Some permeation leakage is normal and expected during system operation; however, the system must be checked for gas leaks before initial operation. It is critical that the system be leak tested with hydrogen or an inert gas with small molecule content (i.e., helium or nitrogen/helium mix). To test for leaks, a surface agent should be applied to all fittings and interfaces and the pressure ramped up in increments to the maximum allowable working pressure. Interfaces should be bubble-free after 3 minutes. Equivalent methods may be considered acceptable. This testing should be conducted before system operation or live testing and after any service events. Teams will be required to provide documentation stating that the system has met the leak-tightness specifications. A third-party or signed statement from the faculty advisor will be required.

F-12.4.4 Hydrogen Venting

The following NFPA-52 (http://www.nfpa.org/index.asp) sections shall apply:

NFPA-52, Section 5.4.1: All pressure relief devices and connections between pressure-carrying components installed within the driver, passenger, or a closed compartment shall be vented to the outside of the vehicle. This requirement shall not include plugs in the ends of containers with openings at each end.

NFPA-52, Section 5.4.2: The venting system for the discharge of pressure relief devices (pressure relief device channels) shall be constructed of metallic tubing with threaded, compression, or flare fittings. The system shall be secured at intervals in such a manner as to minimize the possibility of damage, corrosion, or breakage due to expansion, contraction, vibration, strains, or wear and to preclude any loosening while in operation.

http://www.hydrogen.energy.gov/

http://www.eere.energy.gov/hydrogenandfuelcells

http://www.nfpa.org/index.asp




RESERVED.

NFPA-52, Section 5.4.3: The venting system shall not exit into a wheel well.

F-12.4.5 Vehicle Labeling

Blue diamond identification symbols identify the type of fuel stored in the fuel tank and are applied to the exterior of the vehicle (typically on its rear) to warn emergency responders of the unique fuel hazards associated with hydrogen-fueled vehicles (fuel cell or internal combustion engine). The diamond, which should be blue with white lettering (Figure 19: Example of a Compressed Hydrogen Vehicle Label), is required for all hydrogen vehicles (for further information, see NFPA-52).

Figure 19: Example of a Compressed Hydrogen Vehicle Label

F-12.4.6 Electrostatic Grounding and Discharge

Conductive material should be used to ensure that hydrogen fuel storage and handling components are grounded to alleviate electrostatic discharge. Components shall not create electrostatic-discharge-related incidents in adjacent or downstream components. In the case that a composite tank is used, the tank itself cannot be considered electrically conductive, and any metallic valves, bosses, or plugs must be grounded to the vehicle chassis.

F-12.4.7 Heat Transfer

The hydrogen fuel storage and transfer system should be designed to minimize heat input to the fuel.

F-12.4.8 Installation of Cylinders

No modifications to the cylinder shell (i.e., welding) will be allowed. Other brazing or welding is permitted only on saddle plates, lugs, or brackets attached by the manufacturer of the cylinder. The mounting mechanism must ensure that no container weight is supported by the outlet valves, manifolds, or other fuel connections. Cylinders shall be placed at least 203 mm (8 in.) from any exhaust component, unless a shield with a minimum of 3.2-mm (1/8-in.) steel is employed, which will allow the cylinder to be placed no closer than 51 mm (2 in.) from exhaust components. Cylinders shall not be placed closer than 51 mm (2 in.) from any moving suspension component (through the entire range of travel), and must be shielded from road debris by a firmly supported shield. The cylinder manufacturer’s guidelines shall be followed.

F-12.4.9 Hydrogen Storage System Packaging

Hydrogen storage systems always have some permeation of hydrogen and design considerations should be made accordingly. All mounting and shielding installed around the fuel tanks must allow sufficient ventilation of the space that the hydrogen storage system occupies. Interfaces to any tank must be located outside the




RESERVED.

passenger compartment and they should also be located outside the luggage compartment, if at all possible. If not possible, the compartment should be partitioned such that leaks will be diverted to the atmosphere and not into the luggage or passenger compartment. Additionally, the passenger compartment should have a “relative tightness” to hydrogen intrusion, so that the leak sensors are activated in a much shorter time than it takes for the compartment to reach 4% hydrogen (by volume).

F-12.4.10 Fuel Lines

Fuel lines shall be routed outside of the passenger compartment and shall maintain a minimum distance of 51 mm (2 in.) from the driveshaft tunnel, exhaust components, and moving suspension components (through the full range of travel). Lines shall be supported every 610 mm (24 in.) by metal corrosion-resistant hangers covered by rubber surfaces where they contact the metal fuel-line tubing. Lines shall be routed such that they make no contact with the vehicle except at mounting points and are protected from road debris (use shielding, where necessary). If there is any relative motion between two components in the hydrogen system, the fuel line connecting those two components must have a flexible element to compensate for the relative motion and to reduce the likelihood of developing a leak.

F-12.4.11 Fuel Gauges

If fuel gauges are used (i.e., for the vehicle instrument panel), they must not allow gas flow into the passenger compartment. All gauges shall be mounted securely to the vehicle body.

F-12.4.12 Evaporative Emissions System

The existing evaporative emissions system may be removed.

F-12.4.13 Hose and Hose Connections

Hoses and metallic hoses shall be constructed of or lined with materials that are resistant to corrosion and exposure to the gaseous fuel. Hose assemblies and connections shall be certified by the manufacturer as meeting the design intent of the gaseous fuel being used, design pressures and temperatures, and applicable standards.

F-12.4.14 Pressure and Temperature Relief

Each cylinder shall be fitted with a pressure-relief and temperature-relief valve that is in direct contact with the fuel and will vent directly to the atmosphere. The venting mechanism must be able to withstand the maximum pressure that will result from operation of the pressure-relief valve and ensure that all fuel is vented outside the vehicle. To ensure proper operation of the venting mechanism, it must be packaged in such a way that it heats up at a rate equal to or greater than the fuel tank (i.e., a heat shield may not be placed only around the venting mechanism). When designing to this requirement, three failure scenarios should be considered: the tires on the vehicle catch fire, the ground underneath the vehicle catches fire, and the passenger or luggage compartment catches fire.




RESERVED.

F-12.4.15 Pressure and Temperature Monitoring

Each tank in the hydrogen storage system must have pressure and temperature monitoring. High-side gas temperature and pressure monitoring must be actively performed during refueling and defueling events to detect over- and under-temperature events and over-pressure delivery from a filling source.

F-12.4.16 Excess-Flow Limiting Device

The vehicle shall have a device that will limit the flow of hydrogen to downstream components in the event of a large leak such as a component failure, line shear, or line rupture. This device will limit gas flow to protect downstream components and prevent ignitable conditions. As a note, high-side temperature monitoring is a requirement of the SAE J2601 standard.

F-12.4.17 Piping and Fittings

Teams are required to use hydrogen-compatible piping and fittings, rated for the correct temperature, pressure, and durability for the application. Carbon steel, aluminum, brass, or polymer fittings cannot be used in hydrogen delivery systems. The only appropriate material for connections is 316 stainless steel fittings. It is recommended that teams use 316 stainless steel tubing for the hydrogen plumbing. If flexible tubing is recommended by the manufacturer for hydrogen use, teams may use it at the required temperature and pressure.

F-12.4.18 Vehicle Fueling Connection

The fill receptacle for the hydrogen vehicle shall be designed to Society of Automotive Engineers standard SAE J2601, Compressed Hydrogen Surface Vehicle Refueling. Each hydrogen vehicle will use the standard WEH GmbH hydrogen refueling connector. This connector must be located under the production fuel-filler door and must be securely mounted to the vehicle body. The defueling port must be securely mounted to the vehicle body or chassis in a location that is easily accessible from outside the vehicle. The packaging of the defueling port must be reviewed and approved by the organizers. Hydrogen fills include communication as per the California Fuel Cell Partnership standard.

F-12.4.19 Fuel System DFMEA

The fuel system must be designed such that downstream pressures cannot exceed component maximum pressures during a single-point failure anywhere in the system. The system must also be designed such that the vehicle can be safely defueled after such a failure event. These requirements apply only to the high- and mid-pressure portions of the system.

F-12.4.20 Fuel Shutoff Valve

Each cylinder shall be fitted with an individual shutoff valve that will completely isolate the cylinder from the rest of the vehicle fueling system, yet not interfere with or prevent the operation of the pressure-relief device. These valves will be used to isolate hydrogen tanks while shipping the vehicle. The valves may be either manual or automatic, but must default to a closed state when power is removed such that no hydrogen is allowed to flow.




RESERVED.

F-12.4.21 Automatic Fuel Lock-off Valve

Each vehicle shall be equipped with an automatic fuel shutoff valve placed on the high-pressure side of the first-stage regulator, as close to the fuel cylinder(s) as possible. This valve must automatically prevent fuel flow when the vehicle key is removed or the EDS system is activated (see Section F-15.3.12). This valve must also default to a closed state when power is removed such that no hydrogen is allowed to flow.

F-12.4.22 Master Manual Shutoff Valve

Each vehicle shall have a 1/4-turn manual valve mounted so that it is accessible from outside the vehicle. When closed, this valve must prevent all flow of hydrogen. A suggested location is below the vehicle refueling receptacle. This valve must be located so that it is open when it is pointing toward the front of the vehicle. The location and operation of the valve shall be clearly marked on the side of the vehicle, directly above the valve. The label shall be a minimum of 7.6 x 7.6 mm (3 x 3 in.), colored to contrast with the vehicle color, and contain the words “Manual Shutoff Valve.”

F-13 Brake System

F-13.1 Primary Brake System

All vehicles must incorporate the production braking system or a substitute system intended for automotive use (split hydraulic system) that is at least as effective as the original system and complies with FMVSS 105. All brake systems must be operated by a common pedal and act directly on the wheels. Double flare fittings must be used in the fabrication of vehicle brake lines; compression fittings are prohibited. Power-assisted braking systems must not rely on the engine for vacuum or power if the vehicle can ever be driven without the use of an engine. The brake pedal must not go to the floor. Regenerative braking is allowed but cannot be employed as the primary braking system. It must be blended over the top of or in addition to the hydraulic system. The primary braking system is the system that is relied upon for safety considerations and is the primary provider of stopping force during a panic-stop event.

F-13.2 Antilock Braking System (ABS)

The ABS is required to be functional. Vehicles that do not have a functional ABS or exhibit limited ABS functionality will be deemed unsafe and excluded from competing in dynamic events.

F-13.3 Parking and Emergency Brake

All vehicles must have a manual parking brake that can hold the vehicle’s weight at rest on a 20% grade and that can be used while the vehicle is being driven if the primary brake system fails.

F-14 General Vehicle Operation

The vehicles must represent sedans ready for consumer use on the road today. Vehicle controls and response should resemble those of the production vehicle. Gains in efficiency should not be at the expense of vehicle drivability or utility.




RESERVED.

F-14.1 Horn

All vehicles must be equipped with a production electric automotive horn capable of steady, uninterrupted sound at a level of 82 to 102 dB at a distance of 15 m (49 ft.).

F-14.2 Air Conditioning

F-14.2.1 Testing Procedure

All vehicles are required to have functional air conditioning (A/C). To pass the test, the output air of the vents must reach a temperature of at least 5.5 °C (10 °F) under initial ambient temperature within 5 minutes. Teams that do not meet this requirement will be assessed a penalty as defined in Section E-4.5. Vehicle air conditioning functionality will be tested per the following procedure:

1. Close all vehicle windows. 2. Set the

a. AC system controls at maximum; b. Air flow setting at “Recirculate,” if vehicle is so equipped; c. Fan at the highest setting; and d. AC temperature at full cool, or, for automatic systems, set at it at 5.5 °C (10 °F) below ambient.

3. Observe the vent outlet temperature for up to 5 minutes.

F-14.3 Vehicle Controls

All vehicles must have conventional automotive controls, including a key-operated powertrain activation switch. For vehicles equipped with an automatic transmission, the powertrain may be switched off in any gear, but the key must not be able to be removed unless the powertrain is switched off and the transmission is in park. Additional controls for vehicle operation may not be used during the competition.

F-14.4 Vehicle Starting Requirements

Teams are required to implement a starting method that is similar in type and difficulty to the methods and difficulty (or lack thereof) found in current production vehicles. The starting method should be intuitive and able to be performed by a person unfamiliar with the vehicle, utilizing simple instructions if necessary. Vehicles need to be started from the driver seat by the driver. The maximum time between key-on until the vehicle is ready to move itself is listed in Table 7: EcoCAR 2 Competition Design Targets and Requirements.

F-14.5 Parking Pawl

When the powertrain activation key is switched to the “off” position, the vehicle must be capable of being restrained from rolling on any grade up to 20%. For vehicles equipped with an automatic transmission, this can be accomplished with a parking pawl activated by placing the gear selector in the park position. For vehicles equipped with an automated manual transmission or a single-speed gear reduction transaxle, this can be accomplished with either the parking brake or a parking pawl. However, placing the shifter in park must immobilize the vehicle by either engaging a parking pawl or the parking brake.




RESERVED.

F-14.6 Steering Mechanism

Steering mechanisms must have positive stops at the end of travel, such that the wheels responsible for steering do not contact the vehicle body, chassis, or components throughout their range of motion. If the original steering rack is replaced, a suitable automotive replacement must be used. “Steer-by-wire” systems are not allowed. If power-assisted steering mechanisms are used, they must not rely on the engine for power unless the vehicle operation strategy requires the engine to be running full-time. The steering function must be unaffected by the selection of any possible operational mode.

F-14.7 Brake Pedal “Park” Lock

The vehicle must employ a brake pedal “park” lock similar to that of a production vehicle, for which the brake pedal must be depressed to shift the vehicle out of park.

F-14.8 “Park” Start Lockout

The vehicle must start only when the gear selector is in the “park” position.

F-14.9 Key “Park” Lockout

The vehicle must not shift in or out of “park” unless the ignition key is in the accessory or on position.

F-14.10 Switches

The switches described in the following sections are required for a vehicle to run dynamic events at the competition. Examples of when these switches will be used are provided in Table 8:

Table 8: Examples of Switch Uses

Event State

On-Road Safety Evaluation Regenerative braking disabled and enabled

Drive Quality Charge-Sustaining switch enabled

E&EC Fuel Converter On switch enabled

F-14.10.1 Charge-Sustaining Switch

The following section applies only to vehicles that are designed to be plug-in hybrid electric vehicles (PHEVs) and extended-range electric vehicles (EREVs). This includes vehicles that do use a blended CD strategy and do not have a true Charge-Sustaining mode.

F-14.10.1.1 Requirements

EcoCAR 2 requires participants to put a manual toggle switch from normal mode to charge-sustaining (or blended) mode within the safe and accessible reach of the vehicle driver.

When the switch is on, the current SOC shall be artificially interpreted by the supervisory controller as the lower limit of the SOC window or the minimum allowable battery SOC, whichever is higher. The vehicle must then enter into Charge-Sustaining mode, where the fuel converter is activated and attempts to maintain or build SOC. If a vehicle does not have a true Charge-Sustaining mode and instead uses a “blended” strategy, the vehicle shall enter blended mode.




RESERVED.

F-14.10.1.2 Implementation

These switches will be activated when instructed by an organizer. Because inappropriate activation of this switch will have negative repercussions, teams should take care to place the switch within reach but not in a place where it could be accidentally bumped.

F-14.10.2 Regenerative Braking Disable Switch

To test the mechanical (friction) brakes, vehicles with a regenerative braking system must have a manual switch to disable it for the On Road Safety Evaluation (ORSE). The disabling method must be employed in a manner that does not prevent the vehicle from performing the ORSE. The switch must be within the safe and accessible reach of the vehicle driver.

F-14.10.3 Fuel Converter On Switch

All vehicles must include a manual toggle switch such that while the vehicle propulsion system is active, and this switch is activated, the fuel converter (e.g., engine, fuel cell, etc.) shall be fueled, start, and continue to run. The fuel converter must run until the switch is deactivated. When the switch is activated, the fuel converter must on and consuming fuel when the vehicle is stationary and provide power for vehicle propulsion when the vehicle is moving.

The driver will activate this switch only when instructed to do so by an organizer. Because inappropriate activation of this switch will have negative repercussions, take care to place the switch within the safe and accessible reach of the vehicle driver, but not in a place where it could be accidentally bumped.

F-14.10.4 Neutral Safety Switch

To thwart unintended acceleration, the vehicle’s wheels shall not, under any circumstances, produce motive power or torque when the vehicle’s gear selector is in “neutral” or “park.” Furthermore, indigenous safety functions, such as the ability to insert or remove the ignition key only when the gear selector is in “park,” must be retained even when teams have automated a manual transmission.

F-14.11 Indicator Lights

F-14.11.1 Ground Fault Indicator Light

The output of the vehicle ground fault monitor should light up an indicator on the dashboard that is visible to a driver seated in a normal driving position behind the steering wheel. This light must be labeled “Ground Fault.” The ground fault indicator light MUST be functional any time the ESS contactors are closed, including during charging. Refer to Section F-15.3.4 for high voltage isolation requirements.

F-14.11.2 Vehicle Operation Ready Indicator

Each vehicle must have some indicator visible to the driver showing that vehicle is in a driving state and will respond to control inputs. This indicator light must be labeled “Vehicle Ready.” The indicator operation will be evaluated during Safety/Tech Inspection at competition. This indicator must be documented in the vehicle’s safe operation documents.




RESERVED.

F-14.11.3 HV Charging Indicator Light

Each vehicle must have a light that indicates the charging state of the vehicle when the charger cord is connected: charging and done charging. This light shall be a physical green LED mounted in plain sight and shall be labeled “ESS Charging.” The light shall have the following states:

Off when the charger plug is disconnected,

On when the vehicle is charging, and

Blinking in 0.5-second intervals when the vehicle is done charging and still plugged in.

F-15 Electrical Guidelines

F-15.1 General

The entire electrical system must follow accepted electrical practices. When applicable, teams should use reference sources such as the, Underwriters Laboratory (UL), and Institute of Electrical and Electronic Engineers (IEEE) and FMVSSs in their design efforts. By providing the rules in this section and promoting careful design and work practices, it is our intention to prevent electric shocks, overcurrents, chemical spills, fires, and other hazards. Teams are encouraged to research works on human exposure to electrical currents, such as the studies conducted by Charles Dalziel (IEEE Publication, Reevaluation of Lethal Electrical Currents, 1970). Teams are also encouraged to review NFPA 70E, Part II, Chapter 2, “Personal and Other Protective Equipment,” and Chapter 3, “Specific Safety-Related Work Practices.”

F-15.1.1 Fusing

All components and wiring must be appropriately protected by overcurrent protection. The ampacity of the smallest wire protected by an overcurrent protection device must be greater than or equal to the continuous rating of the protection device. The voltage rating of the overcurrent protection device must be greater than the voltage on the circuit it is protecting and must carry the appropriate alternate current (AC) or direct current (DC) rating.

F-15.1.2 Environmental Rating

All components used must have appropriate ratings for the environments in which they are used. The ratings include those for temperature, waterproofing, chemical compatibility, etc. The environments in which the components are placed must be compatible with the ratings under which these components may operate. For example, if a wire is fused for its ampacity at 150 °C, it must be in an environment that can handle a wire that reaches 150 °C. (Note: The vehicle engine will produce extremely high temperatures that must be considered.)

F-15.1.3 Parallel Circuits and Conductors

Parallel circuits are defined as multiple circuits that are connected at common nodes (positive and negative). All parallel circuits must be individually protected by an overcurrent protection device.

Parallel conductors are defined as multiple conductors (of the same polarity) that are connected between any two nodes. If multiple parallel conductors are used, each conductor must be individually protected by an overcurrent protection device.




RESERVED.

F-15.1.4 Solar Cells

Photovoltaic (PV) cells are limited to a potential of 50 V with respect to all nodes of the PV circuitry. No high voltage may be produced from the low voltage cells. The cells should be protected from damage (e.g., rain, physical contact) and must be completely covered to prevent electrical contact. Solar panels used to charge/augment the 12 V system must be disconnected from the system when the ignition key is in the off position. It is recommended that the solar cells be kept covered while the vehicle is being serviced to de-energize all circuits powered from the solar cells.

F-15.1.5 Components

Teams should use electrical systems, parts, connectors, wires, lights, etc., designed for automotive applications, wherever practical. These are systems that were designed with harsh environments in mind and are in compliance with FMVSS. These components include, but are not limited to, motors, controllers, converters/inverters, generators/alternators, fuses, switches, conductors, connectors, terminal strips, insulators, and electrical tape.

F-15.1.6 Connections

All electrical connections must be made with appropriate terminals. Terminals should be crimped or soldered, depending on the type of connection, and must be correct for the wire size being inserted. Holes in electrical lugs may not be modified to enlarge the holes. Bolted connections must use a locking means (lock washer, nyloc, etc.), and terminals must not have oversized holes for the bolt connecting them.

F-15.1.7 Spare Battery Modules

If a team brings a spare battery or battery module to the competition, it will be checked during Safety/Tech Inspection. The organizers must approve all traction battery changes. The battery may be changed only in the event of a failure or malfunction, such as physical damage or an internal short circuit. The battery must be stored in a safe condition (i.e., protected from short circuit and physical damage). An MSDS sheet for the battery must be kept with it.

F-15.2 Low Voltage Circuits

This section pertains to the 12 V electrical accessory system or other ancillary equipment used in the vehicle. More specifically, this section applies to any system at 50 V or less.

F-15.2.1 Protection

All wiring inside the vehicle must not be run in paths where it may get crushed or otherwise damaged. All wiring on the exterior of the vehicle must be run through split loom or an equivalent protective conduit. All wiring must be protected from chafing on sharp edges or when they pass through a panel. When a wire must pass through a frame, panel, or bulkhead, it must be protected by cable grips or grommets securely fastened to the opening.

Wires that may be damaged by moving parts, bending, chafing on corners or surfaces, pinching, crushing, high temperatures, or corrosive liquids must be protected by an appropriate nonmetallic protective conduit or similar protection. Such wiring includes all wiring in the underbody and in the under-hood areas of the vehicle.




RESERVED.

Wires must be secured to prevent them from getting caught in rotating parts, falling on hot surfaces, or snagging on road features (e.g., during an off-road event).

F-15.2.2 Exposed Terminals

All electrical components must be covered or shielded to prevent any tool or small metal part from falling onto exposed energized surfaces and causing a short circuit. For 12 V system components, all positive energized surfaces (terminal, battery post, bolt, etc.) must be covered to satisfy the “drop-proof” criteria.

All portions of an electrical system that are inside the same compartment as components that use liquids or corrosives must be shielded from spills, leaks, or corrosive vapors. The shielding must be able to withstand the temperature and corrosive conditions that the nearby liquids can cause. Do not put electrical components directly below components that contain fluids or below liquid-fill areas without barriers that must, under any conditions, prevent fluids from reaching the electrical components. Any system that may generate arcs must be fully shielded or enclosed in a sealed, flame-resistant enclosure to prevent the possibility of fused material contacting flammable substances.

F-15.2.3 Automotive Standard Wiring

All wiring, fusing and other components used in any low voltage circuits must be rated for automotive use. Automotive stranded copper wiring (such as GPT, TWP, HDT, GXL, SXL, or TXL) must be used and meet the manufacturer’s recommended current ratings. Note: Insulation on wire must be automotive rated. All small electrical connections and parts (terminal strips, junctions, shunts, relays, etc.) should be contained in an enclosed box, whenever practical. If the box is exposed to the outside, the enclosure should be designed to seal out spills, rainwater, road dust, and debris. All wiring must be strain-relieved and securely fastened throughout the vehicle to minimize movement.

F-15.2.4 12 Volt Disconnect Switch

Teams are required to install a 12 V battery disconnect switch (red key). The primary purpose of the 12 V disconnect switch is to isolate any “phantom loads” that may discharge the 12 V battery over time. The secondary purpose of the 12 V switch is to disconnect all power sources from the 12 V bus of the vehicle. Therefore, the 12 V disconnect switch must disconnect the 12 V battery and any other power sources (such as a DC/DC converter) from the 12 V bus of the vehicle.

Teams must ensure that the 12 V disconnect switch properly disconnects everything powered downstream of the switch once it is engaged. A “keep-alive” circuit is allowed to connect before the disconnect switch, but this is limited to a 1-A fuse and must draw a current of less than 100 mA within 2 minutes of the time when the vehicle is shut down (i.e., key has been removed and door has been opened and closed). The total energy draw through the keep-alive wire over 5 days must be less than 50% of the battery capacity. The 12 V disconnect switch must be located under the hood in the front driver’s side quadrant. Each team must use the switch that can be purchased at http://bluesea.com/products/6006. The switch terminals need insulation/shielding if they are not on the negative battery lead (i.e., at other than ground potential).

http://bluesea.com/products/6006




RESERVED.

F-15.2.5 Grounded to Frame

All low voltage circuits must be grounded to the vehicle chassis. All major chassis components must be electrically connected with a resistance of <300 mOhm.

F-15.2.6 Advanced Chemistry Batteries

Teams may use advanced chemistry batteries other than lead acid for the low voltage accessory electrical system in their vehicle. If a battery other than a lead acid battery is used, a battery management system to protect overcharge and undercharge and over- and under- temperature of the battery that is appropriate for the battery must be used. For example, lithium (Li) ion batteries require per-cell monitoring to prevent overcharge. The monitoring system must monitor and protect the battery any time energy can flow into or out of the battery. This time includes when an external charger is connected.

F-15.2.7 Low Voltage Charging

The 12 V electrical system must be compatible with standard automotive 12 V chargers. This requirement applies but is not limited to jump-starting the vehicle. Teams must use a production, off-the-shelf, low voltage charger, like one that can be purchased at an auto parts or equivalent store. Teams must bring the charger operating manual and any safety documentation to the competition in their competition safety document folder. This charger may be an off-board charger, as is standard for this type of equipment. Teams will not be allowed to leave a battery that is charging unattended.

Every vehicle must have a charge/jump point. This charge point must be accessible without tools and located in the under-hood area preferably in the same quadrant as the 12 V disconnect switch. The positive terminal must be clearly labeled positive, with the words “Charge Point” in 0.5-in. letters in red and an arrow, and easily connected with a standard jumper cable clamp. The charge point must be electrically located downstream of the 12 V disconnect switch. If the 12 V battery is packaged in the engine compartment and the positive terminal is easily accessible, the positive terminal of the 12 V battery satisfies the charge/jump point requirement.

Every vehicle must also have an adequate and clearly labeled ground point in the engine bay, with the words “Ground Point” in 0.5-in. letters in red and an arrow, and easily connected with a standard jumper cable clamp. If the 12 V battery is packaged in the engine compartment and the negative terminal is easily accessible, the negative terminal of the 12 V battery satisfies the charge/jump point requirement.

F-15.3 High Voltage Circuits

High voltage is defined as any circuit creating a potential of 50 V or more between any two nodes. It also includes any circuit with a connection to a high voltage circuit not containing isolation (for example, shunt sense leads).

F-15.3.1 Maximum Voltage

The maximum open-circuit voltage of any part of an electrical system may not exceed 400 V. The peak voltage limit is 450 V during charging or regeneration, but the voltage must return to below 400-V open circuit within 24 hours of rest after the charging period. Designs using a boost converter or that exceed this voltage limit in power electronics may be approved by using the non-structural waiver process outlined in section E-6. Waivers for systems that are always energized will not be accepted to meet this requirement.




RESERVED.

F-15.3.2 High Voltage Component Location

No high voltage components or wiring may be located within the passenger compartment. This area includes any location that a passenger could reasonably reach while seated and wearing his or her seatbelt. HV wires shall maintain a minimum distance of 51 mm (2 in.) from exhaust components and no wires may be routed in locations where they cannot be inspected, such as through the length of the framerails. Additionally, HV wires must be routed inside the framerails of the vehicle. The framerails are defined in red in Fig. 20, below.

Figure 20: Underbody of the Malibu Showing Framerails in Red

F-15.3.3 Loom

All high voltage wiring in the vehicle must be covered by a protective loom. Two layers of split loom at 180° of phase are allowed only for 6 in. on the end of a wire to aid with installation. Metal conduit requires proper fittings on the end of the conduit to protect the wire from exposed sharp edges. High voltage lines must avoid jack points and must not be the lowest point of the vehicle. If routed under the vehicle, solid loom or conduit must be used and must be sturdy enough to prevent the wire from being crushed by road debris. Solid, sturdy loom or conduit may also be required in other areas of the vehicle if tight clearances or hazardous environments exist.

F-15.3.4 Isolation

All high voltage circuits must be isolated from all low voltage systems and the vehicle chassis. The isolation level must be maintained at 500 Ω/V at all times. The actual resistance for any system can be calculated by multiplying the voltage of the high voltage circuit by 500.

All vehicles must be equipped with an on-board isolation monitor that constantly measures the isolation resistance between all high voltage circuits and low voltage circuits any time high voltage is energized. A ground fault indicator must be clearly visible at all times to a driver who is seated normally behind the steering wheel. The indicator must be clearly marked as “Ground Fault” and must illuminate any time the isolation level drops below 500 Ω/V for more than 1 minute continuously or the isolation meter is not functioning. This indicator must latch on when a fault occurs until the vehicle has been shut down. The ground fault indicator may not be integrated into a multifunction display, and it must be a separate light clearly visible in bright sunlight. To




RESERVED.

prevent electrical shock, it is strongly recommended that the teams frequently check for ground faults as they install the electrical system.

This isolation monitoring system will be tested at the competition by introducing a known resistance between any high voltage circuit and the vehicle chassis. The isolation monitoring system does not need to measure isolation on the AC input for charging the high voltage battery. Note: Multiple isolation monitoring systems that are active at the same time may interfere with each other and cause erroneous readings.

F-15.3.4.1 Insulation Test

An insulation testing device (commonly known as a Megger) will be used at competition to test the isolation of the HV system while the system is de-energized. Up to 500 volts will be applied across the positive HV bus and chassis ground and then across the negative HV bus and chassis ground. Teams should notify the organizers immediately if their vehicle contains components that are incompatible with this test.

F-15.3.5 High Voltage Test Connector

Teams are required to have a high voltage test connector on a HV enclosure in an easily accessible location and orientation. Table 9 contains the part numbers and descriptions for the High Voltage Test Connector assembly.

Table 9: HV Test Connector Bill of Materials

Mfg. P/N Newark P/N Description

788154-2 94C5447 Panel Mount Receptacle (connected to your HV system)

81665-3 25C3640 Gasket

796075-1 16H6243 Wire Entry Seal Plug (for unused pins)

208338-1 48F1672 Socket seal protector tool for terminal insertion (reusable)

208800-1 87F4119 Sealing cap

788153-2 25C0451 Plug (for your own measurement/debugging setup)

208337-1 48F1671 Pin seal protector tool for terminal insertion (reusable)

1-66101-9 52K3322 Socket terminal - 18-16 AWG type III, crimp, snap-in

1-66099-5 43K4721 Pin terminal - 18-16 AWG type III, crimp, snap-in

305183 44F8408 Extraction tool

The manufacturer catalog for the components in Table 9 can be found on the EcoCAR 2 SharePoint site. Teams should use the catalog/datasheet to get physical drawing and dimensions of the receptacle for design and integration purposes. The documentation should also provide information about how to assemble and insert terminals into the connectors. Please note that the receptacle flange mounts to the inner surface of the enclosure. If the enclosure wall thickness is too large, a bigger (and more intricate) hole will have to be cut in the enclosure to mount the receptacle.

Table 10 describes the pinout for the connect. Pin 1 must be connected to HV positive and pin 4 to HV negative. The wire size for the connections should be 16 or 18 AWG and fused appropriately. The remaining pins (2 and 3) should remain unpinned, and connector seals should be used to plug the opening.




RESERVED.

Table 10: HV Test Connector Pin Assignments

Pin No. Pinout

Pin 1 HV POS

Pin 2 blank

Pin 3 blank

Pin 4 HV NEG

The included sealing cap should be fastened near the receptacle with the attached chain and should be used to keep the receptacle from being exposed when not in use. No other connectors will be used for HV bleed down and ground fault insertion at safety technical inspections. Vehicles without this connector present will not pass Safety/Tech Inspection.

F-15.3.6 Exposed High Voltage

There may be no exposed high voltage in the vehicle. All energized high voltage systems must remain covered when systems in the vehicle that are not part of the high voltage system are being serviced. For example, it is not acceptable to design a brake system that requires exposing high voltage in order to be serviced.

All high voltage connectors and enclosures must be finger-proof. An insulated rod that is 1/4-in. in diameter and 4-in. long must not be able to contact any high voltage terminal in the vehicle. The high voltage system must also be drop-proof (i.e., protected from contact with loose, dropped items, such as a wrench or bolt). Enclosures containing permanently energized high voltage must meet the drop proof criteria when the outer cover is removed. The use of electrical tape and heat shrink alone is not an acceptable method for covering high voltage terminals. All high voltage connections in the under-hood and underbody area must be weatherproof. High voltage connections inside the vehicle must be sealed appropriately for the environment in which they are located and protected from heavy cargo.

F-15.3.7 Insulation

All insulation used in the high voltage electrical system must have an insulation rating appropriate for the voltage and environment in which it is used. Insulation that absorbs liquid is not permitted at any location where it may be exposed to liquids, including the exterior of the vehicle and inside liquid-cooled high voltage components. Insulation must be in good physical shape with no breaks or chafing. Electrical tape may not be used to fix compromised conductor insulation.

F-15.3.8 Manual Service Disconnect (MSD)

The high voltage system must include an MSD. The purpose of the MSD is to de-energize the battery terminals and lock out the high voltage electrical system in a completely failsafe manner while service is performed on the vehicle. The MSD must satisfy the following requirements:

The MSD must be disconnected by physically pulling and separating (not by electrically actuating) the contacts or terminals that lead to or are within the high voltage system.

The MSD must be located (near) mid pack electrically, such that the always-energized voltage is reduced by 50%.




RESERVED.

The MSD must be located in or on the battery pack enclosure.

The MSD must accommodate lock-out/tag-out procedures to be used every time the vehicle is being serviced.

The MSD must be in a location where a person who is knowledgeable about hybrid vehicles and not familiar with your vehicle (e.g., a safety inspector) can find it. Labels are strongly advised.

The MSD must be accessible without removing covers that would expose energized conductors with a potential of more than 50 V between them.

The MSD must be accessible and removable without using any tools to either remove or access the MSD.

Once removed, the high voltage electrical system must continue to meet the exposed high voltage rules.

The MSD is not required to interrupt the current at full load. The DC voltage ratings of the MSD must equal or exceed actual system voltage; ratings on systems with variable voltages must equal or exceed the maximum possible voltage. The current rating of the switch must exceed the current rating of the main fuse.

It is advisable to have a high voltage interlock (HVIL) circuit in the MSD that is the first contact to break and the last contact to make in order to avoid opening the MSD under load. A good example of an MSD that a team might decide to use is the MSD from Tyco, listed below in Table 11.

Table 11: Tyco Electronics Manual Service Disconnect Positive/Negative List

Tyco Part Name Tyco P/N GM P/N

Plug assembly, 350 A, MSD 1-2103172-1 13583086

Receptacle assembly, 350 A, MSD 1-1587987-1 13583087

F-15.3.9 Fusing

Each high voltage battery enclosure must have overcurrent protection in the form of a non-resetting current-limiting fuse connected in series roughly halfway through the battery string. The fuse must be located in the battery enclosure or MSD. The fuse must have a DC voltage rating greater than the maximum terminal voltage of the battery and be capable of interrupting the full short-circuit current of the battery.

The technical inspectors/organizers reserve the right to limit liability to the host of the competition by limiting the battery pack fuse rating on the basis of the battery type and size used during the competition. Teams must show fuse curve information in the design description reports. A fuse curve is defined as a current versus time plot showing when the fuse will blow. This information is available from the fuse manufacturer. Teams must show an engineering analysis of the blow characteristics of the fuse under fault conditions in the battery pack to justify their fuse selection.

F-15.3.10 Contactors

The proper sequence for opening and closing contactors must be adhered to, as described below for bus contactors under normal operating conditions.

Bus Contactors Opening Procedure: 1. Ensure that the battery current is less than 10 A, regardless of the direction of current. 2. Ensure that the bus voltage is equal to the battery voltage.




RESERVED.

3. Open bus positive main contactor. 4. Ensure that the bus voltage is NOT equal to the battery voltage. 5. Ensure that the voltage across the negative contactor is not zero.

Bus Contactors Closing Procedure:

1. Ensure that the voltage across the negative contactor is NOT zero. 2. Close the bus negative main contactor. 3. Ensure that the positive battery terminal and positive bus voltages are NOT equal. 4. Close the pre-charge positive contactor. 5. Wait for the positive battery terminal voltage to equal the positive bus voltage. 6. Close the bus positive main contactor. 7. Ensure that the battery voltage is still equal to the bus voltage. 8. Open the pre-charge positive contactor.

F-15.3.11 Bus Bars

Bus bars may be used as conductors, provided they have a direct insulation barrier to prevent accidental contact. (Note: Each bus bar must have its own insulation; shielding that covers multiple bus bars is not adequate.) Bus bars must use a positive connection, such as a rivet or bolt. In addition, connections must be made by using a spring washer or a split-ring lock washer and a flat washer. Table 12 below lists the current ratings for single copper bus bars.

Table 12: Copper Bus Current Ratings

Current Rating (A) Cross Section (mm2)

225 70.3

400 242.0

600 322.6

800 483.9

F-15.3.12 Emergency Disconnect System (EDS)

The vehicle must have an emergency disconnect system to shut down the high voltage and fuel systems. The purpose of the EDS is to stop all delivery of power to the vehicle as well as isolate high voltage to the smallest area possible minimizing exposure.

Triggers for the EDS system must include:

E-Stop button on the dashboard area, located within the sight and reach of a belted-in driver (see Figure 21 for exact location);

E-Stop button on the right rear bumper of the vehicle (see Figure 22 for exact location); and

Inertia switch that operates at >8g lateral acceleration.

All components required to activate the EDS system must open the EDS circuit and require external input to put them in the closed circuit position, such that a disconnected wire cannot keep the EDS system from




RESERVED.

disconnecting the vehicle. Components that respond to the EDS circuit shall transition to a safe state with EDS activation or loss of power. The EDS system must not rely on the proper functioning of any computer system in the vehicle. For a fuel valve, this means that the valve will be mechanically closed, thus allowing no fuel to flow in the absence of power.

The EDS buttons must meet the following requirements:

There must be a red mushroom-style activation button against a yellow background. The button must be one of the following:

o eao 61-3440.4/1 (Newark 95F7140, 95F7141) or o eao 704.064.2 (Newark 52F6442).

Both switches must be clearly labeled “Emergency Stop” Teams must use the production “Emergency Stop” label that comes with the switch:

o For the Newark 95F7140 or 95F7141 switch, the label comes with the switch o For the Newark 52F6442 switch, use the following accessory: eao 704.963.6 (Newark 52F6443)

The front E-Stop button must be located on the dashboard within the area outlined in green. (see Figure 21: Front E-Stop Location). The E-Stop must be located in this area to be within reach of both the driver and passenger.

Figure 21: Front E-Stop Location (outlined in green)

The rear E-Stop button must be located on the passenger side of the rear bumper within the area outlined in green (see Figure 22: Rear E-Stop Location). The E-Stop must be located in this area to avoid damage from incidental contact with the rear bumper.




RESERVED.

Figure 22: Rear E-Stop Location (outlined in green)

All competition vehicles must use the first inertia or an equivalent inertia switch. This switch will operate in the event of a vehicle crash exceeding 8g of acceleration (from first inertia data). Teams must mount the switch to a sturdy part of the vehicle structure. The first inertia switch can be purchased from http://www.sensata.com/download/resettable-crash.pdf. These switches will be tested, so they should be mounted in an accessible location. The test will consist of unplugging the switch to ensure it disables the vehicle in a manner consistent with EDS requirements. Switch documentation will be reviewed to ensure that the switch is capable of satisfying the acceleration requirements.

Activation of any of the EDS switches must, at a minimum, do the following to disable all energy sources without creating a greater hazard to vehicle occupants or bystanders and without disabling electric power steering or mechanical brake systems:

Open high voltage contactors on the most positive and most negative terminals of the battery,

Prevent any buck/boost converter from supplying power to the HV bus,

Disable fuel pumps for all liquid fuel sources (see Section F-12.1.3),

Disable the engine such that it shuts off immediately and does not continue to run on fuel remaining in the fuel lines (this may be accomplished by removing the run/crank signal from the engine controller) and

Close tank valves for all gaseous fuels (see Section F-12.4.20).

A high voltage-rated contactor must be used to implement the EDS in the high voltage electrical system. The EDS contactor must be located in the battery enclosure. The EDS must disconnect the system under a full-load current without part failure. “Full load” is defined as the battery pack fuse rating. The switch must fully disconnect the most positive and negative terminals of the battery pack. The DC voltage rating of the EDS must equal or exceed actual system voltage; ratings on systems with variable voltages must equal or exceed the maximum possible voltage. The EDS contactor must possess arc suppression. It is recommended that the contactor be replaced if it opened multiple times under load (check with the manufacturer for recommendations). There are instances in which the contactors can weld closed when the contacts open more

http://www.sensata.com/download/resettable-crash.pdf




RESERVED.

slowly than expected. A good choice is the hermetically sealed, electric-vehicle-rated contactor “Kilovac EV250.” Search for the part number EV250 at www.kilovac.com.

F-15.3.13 Segregation: Spacing and Barriers

High voltage must be physically segregated from any low voltage circuits. High and low voltages may not be run through the same conduit or cord grip, with the exception of an HVIL line. If both high and low voltages are present in an enclosure, they must be separated by an insulating barrier with adequate dielectric strength or maintain the following spacing:

If voltage is <100 V, spacing must be 1 cm (0.4 in.).

If voltage is >100 and <200 V, spacing must be 2 cm (0.75 in.).

If voltage is >200 V, spacing must be 3 cm (1.2 in.).

Wiring and components must be restrained to maintain the above spacing at all times. Table 13 specifies the minimum spacing to prevent accidental contact, or arcing, between any uninsulated, energized (positive or negative) part and conductive material or between any two parts having different polarities. A UL-listed insulating barrier or liner may be used in place of required spacing, but not as the sole support. The barrier must be at least 0.71-mm (0.03-in.) thick.

Table 13: Minimum Spacing to Prevent Accidental Contact

Potential, Volts RMS (peak)

Minimum Spacing (mm)

Between Any Two Uninsulated Live Parts of Opposite Polarity

Between Any Uninsulated Live Part and Any Conductive Material

Through Air Over Surface Shortest Distance

0 to 50 (0 to 70.7) 1.6 1.6 1.6

>50 to 150 (70.7 to 212.1) 3.2 6.4 6.4

>150 to 300 (212.1 to 424.2) 6.4 9.5 12.7

>300 to 400 9.5 12.7 12.7

F-15.3.14 Labeling

Any enclosures containing high voltage must be properly marked with signs labeled, “Warning High Voltage.” These signs should be clearly visible. Additionally all components containing high voltage that is not de-energized by the EDS must be labeled with “Warning High Voltage Always Energized.” Labels should be at least 17 square inches in size wherever possible. All high voltage wiring (positive and negative) must be marked with orange. Large conductors may have tape spiraled along their lengths or small pieces of orange tape may be periodically wrapped around smaller leads to easily identify them as high voltage. Several cable manufacturers make cable and conduit with orange insulation, which also covers this requirement.

F-15.3.15 Battery Management System (BMS)

High voltage battery packs require an active battery management system (BMS). The BMS must signal a problem and take measures to prevent a thermal incident through various means such as aggressively cooling the pack, reducing available power, or opening the contactors. The BMS must use an adequate number of temperature

http://www.kilovac.com/




RESERVED.

sensors to monitor all cells (Table 14). Any high voltage sensor wires must be appropriately protected from overcurrent. The BMS must monitor cell/module voltages as appropriate for the battery chemistry as well as the battery current. The BMS must be capable of detecting any single cell failure in the battery pack. It is highly recommended that battery voltage, minimum/maximum cell voltage, minimum/maximum cell temperature, current, and SOC be available for the driver. These signals must be available on one of the vehicle’s controller area network (CAN)-buses for monitoring, if necessary, during competition.

Table 14: Required Battery Management System Sensors

Chemistry Current Sense

Temperature Sense

Voltage Sense Cell Balancing

Lead acid X X Per module Optional

Nickel metal hydride (NiMH) X X Per module Optional

Li-ion X X Per cell Strongly recommended

The BMS must react to the following conditions:

Cell over-voltage,

Cell under-voltage,

Cell voltage difference,

Overcurrent,

Over-temperature,

Under-temperature, and

Temperature difference between cell/module.

F-15.3.16 Mounting

The battery pack enclosure must be constructed with a sturdy frame that can support the battery pack. The structure of the battery pack must be securely fastened to the vehicle frame at as many points as practical to distribute the load. The structure of the ESS enclosure must be designed to withstand an 8g vertical loading scenario and a 20g longitudinal and lateral loading scenario. Teams must provide justification that their ESS enclosure meets these requirements in the required In-Vehicle Safety Binder (see Section F-7).

The battery pack enclosure can be rigidly mounted to the vehicle. Vibration isolation is not required, although the structure shall be designed with a vibration profile determined and justified by the team. Hardened bolts (Class 10.9 or better) must be used with locking nuts to prevent loosening. The batteries must not be free to move up and down in the battery enclosure. Dedicated hold-downs must be used to secure batteries to the enclosure frame. No hardware or hold-down parts in the battery enclosure can have exposed conductive surfaces (this includes carbon composites). Hold-downs must be rated for a minimum of 8g vertical static force. Nylon straps can be used if they are rated for a minimum of 8g and coated with a material to prevent them from absorbing electrolyte, which could cause degradation or ground faults. The battery pack must not be placed in the crush zone of the vehicle, per Figure 23: EcoCAR 2 Rear Crush Zone.




RESERVED.

Figure 23: EcoCAR 2 Rear Crush Zone

F-15.3.16.1 Under-Vehicle Mounting Restrictions

Not only must energy storage integration comply with Section F-15.3.16, but, if a team wishes to mount these components underneath the vehicle, the components must be located above and on the inside of the frame rails regardless of vehicle ground clearance, and they must not be located in the exposed section where the rails do not intersect. Such placement prevents the components from contacting the ground during a high-center or break-over-angle situation. If a team wishes to lower the mounting threshold within the exposed section, the team can enclose the frame rail when it receives waiver approval. When components are elevated to either of these points, the front cradle will collide with road debris before the integrated ESS components do.

F-15.3.17 High Voltage Enclosures

All high voltage circuits must be in an enclosure designed for high voltage potentials, and current. Enclosures underneath the vehicle must be robust enough to remain in position after they come in contact with obstructions that are typically found in a vehicle’s path (rocks, brush, etc.). HVIL is required for any production, off-the-shelf component that has been designed for HVIL and already has HVIL integrated into the enclosure or connectors. Such components are required to be used according to their design intent. HV enclosures without HVIL shall be clearly labeled “Danger High Voltage” and contain access panels that can be removed only through the use of tools.

Enclosures containing permanently-energized high voltage components must also render the high voltage system (everything past the battery Electrical Distribution System [ElDS]) non-functional when the outer cover is removed. This shall be accomplished by ensuring that the MSD be physically removed before the cover to the enclosure can be removed.




RESERVED.

F-15.3.17.1 High Voltage Battery Enclosures

High voltage batteries must be located in an enclosure. The enclosure must perform two functions: It must (1) enclose the ESS (including liquids and fumes) and (2) secure individual batteries to the chassis. Each battery pack must be fully contained in a separate enclosure. The enclosure must be made of a reasonably strong and fire-resistant material.

F-15.3.17.2 Conductive Enclosures

When using conductive boxes and covers, teams must design the box/cover or lid so that it can never come in contact with the enclosed components. Covers, boxes, and shielding must not be designed or intended to carry current. All metal enclosures containing high voltage must be grounded to the chassis of the vehicle. The ground connection must be capable of full fault current. There must be an insulating material between any conductive high voltage component and enclosure. Insulating sprays are not acceptable. All insulating barriers and coatings must be tough enough to prevent high voltage parts from cutting through in the event of hard contact.

F-15.3.18 Documentation

Teams must prepare the following documentation on their high voltage electrical system and have it ready for each Safety/Tech Inspection. All electrical documentation must include the author’s name and date drawn.

F-15.3.18.1 High Voltage Electrical Schematic

The high voltage electrical schematic must show all parts of the high voltage electrical system, as built in the vehicle. The schematic must include conductor size and component ratings for all components in the high voltage system, including, but not limited to, fuses, connectors, motor drives, and DCDC converters. The schematic should be organized so that it is easy to read and so that power generally flows from left to right during propulsion.

F-15.3.18.2 EDS Electrical Schematic

The EDS schematic must show all components in the EDS system, as built. These may include, but are not limited to, the 12 V battery, EDSs, inertial switch, contactors, and fuel pump.

F-15.3.18.3 Component Location Diagram

The component location diagram must show the location of all high voltage components, as built. These include all conductors and enclosures that contain high voltage.

F-15.3.19 Multiple High Voltage Battery Packs

In a design with multiple battery enclosures containing always-energized high voltage, each pack must conform to the following, in addition to requirements in other sections of this document.

F-15.3.19.1 General

Teams must ensure that proper DFMEA & FTA is performed to detect and mitigate potential failures within inter-pack components that they will be controlling.




RESERVED.

F-15.3.19.2 Mid-Pack

Each battery enclosure must have a fuse and MSD (See Section F-15.3.8 for more information) located electrically in the middle of the pack (mid-pack). Electrical connections between packs must contain mid-pack contactors to de-energize the inter-pack high voltage cables upon both normal shutdown and emergency situations. A contactor must be placed on the most positive and most negative lead of each enclosure, such that when it is shutdown no high voltage is present outside of the enclosure. It is recommended that teams use contactors which contain a secondary pole (Tyco EV200HAANA is suggested) in order to perform weld checks before and after contactor operation. This is to ensure that the contactor is open before closing, and that the contactor opens when it is commanded.

Mid-pack contactors must open immediately upon the activation of the Emergency Disconnect System switch. The contactors must also be controlled using software (i.e., physical switches or buttons cannot be used to manually open or close the mid-pack contactors). However, when the Emergency Disconnect System is activated, the opening of any contactor must not rely on any computer system in the vehicle.

F-15.3.19.3 Mid-Pack Contactors

The proper procedure for opening and closing mid-pack contactors must also be adhered to, as described below under normal conditions.

Mid-Pack Contactors Opening Procedure: 1. Send the command to open the contactors. 2. Allow the battery controller to complete a normal shutdown sequence. 3. Disable the battery controller. 4. Incrementally open the contactors, starting with the highest voltage first.

Mid Pack Contactors Closing Procedure:

1. Send the command to close the contactors. 2. Ensure that the battery controller is not enabled. 3. Incrementally close the contactors, starting with the lowest voltage first. 4. Enable the battery controller. 5. Follow the normal closing procedure.

F-15.3.19.4 Electrical Distribution System (ElDS)

For teams with split packs, the existing A123 ElDS cannot be modified. Non-A123 packs must contain their own ElDS, which must contain a pre-charge resistor, pre-charge positive contactor, and one main contactor each at the most positive and most negative points of the pack. In addition to the required ElDS, at least three additional contactors are required to be added to the split pack design, in addition to contactors present in the existing A123 ElDS Module. At least one contactor must be connected in series between the highest (or lowest) voltage battery terminal and the cable that goes to the respective contactor within the A123 ElDS System (see Figure 24 and Figure 25Figure 24: Example Split Pack Configuration Schematic (FOR REFERENCE ONLY). Note: These example schematics are not meant to be a guide for development, nor are they a template for the level of detail that is required in team schematics.




RESERVED.

Figure 24: Example Split Pack Configuration Schematic (FOR REFERENCE ONLY).

Figure 25: Example Split Pack Configuration Schematic #2 (FOR REFERENCE ONLY)

Pack A

Pack B

ElDS

PosPchg

Example Split Pack Configuration Schematic #2

Mid

Mid

Mod2 Mod1Mod3

Mod5Mod4 Mod6 Mod7

R

Neg

Mid-pack fuse & MSD

Mid-pack fuse & MSD




RESERVED.

F-15.3.20 Exotic Energy Storage and Conversion Devices

Teams must contact the organizers in Year 1, Report 2 if they are considering using an energy storage system other than electrochemical batteries (flywheels, ultracapacitors, pressurized gas, pressurized liquid, etc.) or exotic energy conversion devices such as thermo-electrics. These systems require special approval from the organizers.

F-15.3.21 Battery Cooling

Battery packs must be cooled such that the pack can remain within acceptable limits under all design conditions with regard to ambient temperatures, root mean squared (rms) powertrain loads, and control strategies.

F-15.3.21.1 Forced Air-Cooled Battery Enclosures

Teams that choose to use forced-air ventilation must document thru analysis or results that their forced air system provides adequate heat rejection for the battery modules per the battery manufacturer’s specifications for operating parameters (i.e., discharge rate) and ambient conditions. Forced air systems must draw air from inside the passenger cabin and shall exhaust to the outside of the passenger cabin in order to prevent any gasses from being recirculated. The fan must induce a negative pressure in the enclosure and must draw, not push, gases out of the battery box. Forced air passages shall not allow the flow of gasses from the battery enclosure to the passenger compartment while the battery box fans are not powered. The fan motor must be a brushless type or have an explosion-proof rating such that it does not produce sparks. A control system must be in place that ensures the fan will be automatically switched on during vehicle operation and battery charging as needed; fan operation must not rely upon manual switching. The system must draw air from the bottom to the top in order to exchange all of the air in the battery box.

F-15.3.21.2 Liquid Cooled or Passively Cooled

The pack must have a vent hose or tube ducted outside the passenger compartment to vent any gases outside the vehicle. If the pack uses a burst disk or other pressure relief valve, the team must demonstrate that the valve opens to vent outside the vehicle before any other part of the pack leaks air within the cabin. The vent must have adequate flow to avoid excess pressure buildup in the battery pack during a cell failure. We recommend a system to detect leaks in a liquid-cooled battery system. Coolant leaks could lead to isolation faults and battery damage.

F-15.3.22 High Voltage Connections

Every effort must be made to prevent exposed high voltage improper connections which could result in fire, or hazardous electrical accidents. All connections must be made through proper connectors rated for the dimensional size, voltage, current, temperature, and environmental conditions that will be present. Proper connection techniques must be used. All high voltage leads must be made in such a manner that the energized side of the connection is finger-proof when the leads are separated. The use of wire nuts or twisting two wires together or enclosing them with electrical tape is not acceptable practice. Connectors on the dirty side of the vehicles must be properly sealed. All shielded connectors must follow proper grounding practices and should be checked for loss of isolation through the shielding.




RESERVED.

Teams are required to document in the In-Vehicle Safety Binder (see Section F-7) the torque specifications for all fasteners securing HV connections on their vehicles. This includes fasteners internal to the ESS as well as the rest of the HV system.

F-15.3.23 Capacitors

Capacitors may not develop pressures capable of causing injury to persons if the capacitors should malfunction. A capacitor containing flammable materials must not have the risk of a fire or electric shock under normal or abnormal conditions, including internal shorting. The capacitor must be constructed to reduce the risk of expelling hazardous materials, and it must be housed properly.

F-15.3.23.1 Energy Storage System Capacitors (Ultracapacitors)

All high voltage ESS capacitor devices must meet the design, fabrication, and cooling requirements outlined for batteries. Capacitors that remain energized must have an LED indicator that is clearly visible and becomes illuminated any time the capacitors are charged above 50 V.

F-15.3.23.2 High Voltage Bus Capacitors

All high voltage bus capacitors (like those in most motor controllers) must be equipped with an automatic means of discharging stored energy when they are disconnected from the supply source. For high voltage capacitor systems, the residual voltage must be reduced to below 50 V within 60 seconds of their being disconnected from the supply. This requirement includes vehicle on/off operation as well as EDS activation. This voltage level will be tested as a part of the Safety/Tech Inspection at competition.

F-15.3.24 HV Charging

F-15.3.24.1 High Voltage Charger/Charging Requirements

Teams must use a BRUSA NLG513 charger with 3.3 kW peak charging capability at 120 V, 208 V, and/or 240 V. Any deviations from this charger must be approved by the organizers. The charger must be securely mounted on-board the vehicle.

High voltage chargers must be located on board the vehicle.

Teams must provide high voltage charging instructions per the Yearly Event Rules pertaining to safety documentation.

Competition organizers will supply a minimum of 8 hours charging at 110 V, 15 A per day outside of the E&EC event.

F-15.3.24.2 HV Grid Charging Control Strategy

When the batteries are fully charged, the battery charge current must be automatically interrupted. Adjustments and controls for other critical parameters, such as temperature, must be automatic. The charging process must be fully automatic, requiring the user only to plug in the vehicle and unplug it when finished. Additionally, the vehicle must maintain charge in the 12 V battery during HV charging without the need for assistance from an off-board 12 V charger. The HV charging control strategy of the vehicle shall be compliant with SAE J1772 charging stations.




RESERVED.

F-15.3.24.3 Powertrain Disabling During Charging

The vehicle’s powertrain must be disabled during charging. Electric machines and engines must not respond to a key-on or an accelerator pedal request while the vehicle is plugged in.

F-15.3.24.4 Vehicle-Side Charge Receptacle

The vehicle-side charge receptacle must be SAE J1772-compatible and must properly implement the control pilot signal used to communicate with the electric vehicle supply equipment (EVSE) charging stations. Plugs must be located outside the vehicle and have a water tight sealing cover to prevent incidental contact and moisture intrusion. All receptacles must be solidly mounted. The vehicle-side receptacle must have a ground connection that is the first to make and last to break connection. The ground pin of the charging receptacle must be connected to the vehicle chassis/frame. The charge receptacle must be mounted 24-48 in. above the ground.

F-15.3.24.5 Electric Vehicle Supply Equipment (EVSE)

The competition organizers will supply a Level 2 J1772-compatible EVSE in the dedicated charging area for use with the E&EC event. It is recommended that teams bring a 120-V Level 1 EVSE for use in their pits. There may be additional Level 2 charging stations available on a first-come, first-served basis.

Any EVSEs brought by the teams will be inspected as a part of Safety/Tech Inspection. The EVSE must be less than 25 ft. long from plug to plug, and all cords must be in good condition.

F-15.3.24.6 Noisy Chargers

Chargers that exhibit a disruptive amount of total harmonic distortion (THD) will be unplugged at the event and not allowed to charge. Teams should have their chargers checked for THD (seek help from a local utility power quality group, if needed). It is highly recommend that the THD be below 10%. Significant noise can also cause ground fault circuit interrupters (GFCI) to trip. If this occurs at the competition, a team may not be allowed to charge its vehicle.

F-16 Tires and Rims

F-16.1 Tire Requirements

Teams can keep either of the tire sizes that the vehicle comes with:

For donated vehicle, 225/55 R17 tires; or

For production vehicle, 235/50 R18 tires.

Teams can use a non-stock tire size as long as it meets the following criteria:

Width is less than or equal to 235;

Sidewall height is equivalent to or greater than that of a 235/55 tire;

Overall tire diameter does not exceed the largest production diameter;

When nonproduction wheels are used, the wheel offset keeps the tire sidewall within the envelope of current production tires;




RESERVED.

Minimum tire speed rating: ‘S’ (112 mph); and

The load rating of each tire meets the load of its corner of the vehicle. See Table 15 for more details.

Table 15: European Tyre and Rim Technical Organisation (E.T.R.T.O.) Standard Tire Load Rating Index

Load Index Pounds Kilograms Load Index Pounds Kilograms

71 761 345 84 1102 500

72 783 355 85 1135 515

73 805 365 86 1168 530

74 827 375 87 1201 545

75 853 387 88 1235 560

76 882 400 89 1279 580

77 908 412 90 1323 600

78 937 425 91 1356 615

79 963 437 92 1389 630

80 992 450 93 1433 650

81 1019 462 94 1477 670

82 1047 475 95 1521 690

83 1074 487 96 1565 710

For more details on the load index and other tire specifications, please see the following reference: http://www.tirerack.com/tires/tiretech/techpage.jsp?techid=33

Tire sizes that do not meet the above criteria can be used if a waiver is submitted and proper engineering calculations have been used to demonstrate the proper location of the tire contact patch and clearance. Only U.S. Department of Transportation (DOT) rated tires will be allowed. No racing compound tires are allowed.

F-16.2 Spare Tire

All teams are required to bring a spare tire and rim (wheel) that matches the other tires on their vehicle to the competition. It may not be possible to mount specialty tires at the competition; therefore, they should be shipped attached to the wheel. This tire does not need to be carried in the vehicle and does not count toward the vehicle’s mass. This wheel does not need to aesthetically match the four on the vehicle; however, it does need to match the guidelines in all other respects.

F-16.3 Matching Sizes

Teams are required to have matching sizes of tires and wheels on all four corners of the vehicle.

F-16.4 Tire Pressures

Tire pressures must be within the range defined by the vehicle placard as the minimum and by the tire manufacturer as the maximum. Tire pressures will be limited to the maximum pressure as stated on the sidewalls or according to the manufacturer’s recommendation as stated in a letter from the manufacturer.

http://www.tirerack.com/tires/tiretech/techpage.jsp?techid=33




RESERVED.

Letters indicating a recommended tire pressure greater than stated on the sidewalls must be submitted to the organizers with the Year 2 Progress Reports. Teams may not modify their vehicle’s tire pressure (unless the tire appears low, in which case it should be inspected for leaks and repaired if necessary) after the vehicle passes Safety/Tech Inspection. The tire pressure selected by the team at Safety/Tech Inspection will be noted on the vehicle. The organizers reserve the right to alter tire pressures to within acceptable limits at any time during the competition for safety reasons.

F-16.5 Tire Modifications

A minimum tread depth of 4 mm (5/32 in.) across the entire width of the tire will be required for safety. Markings on the tire sidewalls may not be altered or removed. Tires may not be re-grooved or altered in any way that reduces the minimum load rating.

F-16.6 Replacement

Wheels and tires may not be changed after the final Safety/Tech Inspection. If a change is necessary due to failure or excessive wear, replacement(s) must be identical to the wheel or tire being replaced, and any replacement tire must be inspected.

F-16.7 Softeners and Warmers

Teams may not use tires that have been subjected to chemical compounds that soften the tire or change its composition. Tire warmers may not be used.

F-16.8 Tire Chains

Teams may not use chains or other mechanical traction-enhancing devices at any time during the competition.

F-16.9 Rims

Teams may not manufacture their own wheels (rims) without authorization of the competition organizers. Wheel materials must be either steel or aluminum; other materials must be authorized by the competition organizers.

F-17 Exhaust System

F-17.1 Noise Abatement

Teams are required to have a muffler or after-treatment system capable of reducing exhaust noise to acceptable levels.

F-17.2 Leaks

All vehicles must have a leak-free exhaust system in order to pass Safety/Tech Inspection. If the exhaust system has excessive leaks, the vehicle cannot be emissions tested reliably during the competition.

Tip: Your vehicle’s exhaust system has leaks! Do not assume that the stock exhaust system is leak-free, even when it has been installed by professionals. In previous competitions, organizers have found that virtually all vehicles have exhaust leaks! Unless your team has tested for leaks and fixed the problems, 99 times out of 100,




RESERVED.

leaks will be found. Test for leaks by attaching a 3-psig regulated hose to the exhaust exit with a leak-checking fixture. One such fixture is shown in Figure 26. Large leaks can be found by the sound of the air escaping through gaps in the exhaust system, typically at clamps/flanges. Smaller leaks can be found by applying Snoop (http://www.swagelok.com/products/leak-detectors-lubricants-sealants/snoop-liquid-leak-detector.aspx) to all relevant joints. Welds to the exhaust system should be inspected thoroughly and should be checked prior to installation on the vehicle. Clamped joints specifically designed for exhaust systems should be used if possible. If bubbles appear, there is a leak.

Figure 26: Exhaust Leak Check Fixture

F-17.3 Design Safety Details

Exhaust piping for the engine must be heat-shielded where necessary and routed directly to the rear of the vehicle. Piping may not pass through the passenger compartment or battery compartment.

F-17.4 Exhaust Outlet (Tip)

The tailpipe of the vehicle must have a single exhaust exit near the stock location on the donated vehicle. The exhaust tip must be located on the driver’s side, 19.5 in. laterally from the trailer hitch (measured center-to-center). The tip must also extend rearward so that it is flush with the Curt hitch receiver opening (see Section F-9.9). In the vertical direction, the centerline of the exhaust tip must be in the same plane as the Curt hitch. Figure 27: Required Exhaust Tip Location highlights the position. The tip must be either a 2.125 in. or 2.5 in. OD straight, circular tube and shall be without flares or decorative tips that will interfere with connecting the emissions analysis equipment at competition. The tip must point straight back and NOT turn down as the stock tip does. An adaptive boot and accompanying exhaust measurement equipment will be fastened to the exhaust tip at competition.

http://www.swagelok.com/products/leak-detectors-lubricants-sealants/snoop-liquid-leak-detector.aspx




RESERVED.

Figure 27: Required Exhaust Tip Location Failure to meet these requirements will result in a team not passing Safety/Tech Inspection and therefore will prevent the team from participating in any dynamic events. All engine or fuel cell anode emissions (that may contain hydrogen), must exit the vehicle at this location.

F-17.5 Diesel Particulate Filter (DPF)

A functioning DPF is required on all diesel vehicles. Vehicles that do not have a DPF present not pass Safety & Technical Inspections and therefore will not be permitted to participate in any dynamic events. Vehicles that have a non-functioning DPF will not be permitted to run the E&EC event. The details of the test procedure used to verify DPF function are explained in the Emissions and Energy Consumption Event Operation Description document.

F-18 Data Acquisition System (DAQ)

All vehicles must have a functional on-board DAQ in order to run any competition event. Data from this DAQ system must be readily available, sampled at 1 Hz, and submitted to organizers following all events.

F-18.1 Format

The data file submitted by the teams must be a tab-delimited ASCII text, with the first row being column headers that contain the signal name and units. Excel files post-processed from ASCII format will also be accepted. The file name shall include the date, team name, and event in the following format: “05162013 WSU AVL DRIVE.” Each column will contain one signal, the first column being relative time in seconds. Table 16 is an example




RESERVED.

consisting of the first 6 columns of the text file that teams are required to submit. The complete list of data signals is shown in Table 17, with their required abbreviations for the output text file. Note that the data file that the teams shall submit during competition must be identical to Table 16 with regard to format and identical to Table 17 with regard to variable order, names, and units. Deviations may result in a data penalty (see Section E-4.9). Teams may omit columns that do not apply to their vehicle. For example, a team that is not using hydrogen does not need to include columns for fuel cell or hydrogen storage system data in their data file. Likewise, a team with only a P4 motor does not need to include data for P1, P2 or P3 motors.

Table 16: Presentation Format Example for Required Vehicle Data

Time (s) ESS Current

(A) FC Current

(A) FC Stack Temp (C)

FC Stack Pressure (kPa)

ESS Voltage (V)

Table 17: Complete List of Required Data Signals

Column Number Data Stream Units Column Header

1 Time Seconds Time (s)

2 ESS current Amps ESS Current (A)

3 Fuel cell current Amps FC Current (A)

4 Fuel cell stack temperature Degrees celcius FC Stack Temp (C)

5 Fuel cell pressure kPa FC Stack Pressure (kPa)

6 ESS voltage Volts ESS Voltage (V)

7 Fuel cell voltage Volts FC Voltage (V)

8 ESS temperature Degrees celcius ESS Temp (C)

9 Fuel cell temperature Degrees celcius FC Temp (C)

10 ESS state of charge Percent ESS SOC (%)

11 Engine temperature Degrees celcius Eng Temp (C)

12 P1 motor temperature Degrees celcius P1 Motor Temp (C)




16 Generator temperature Degrees celcius Gen Temp (C)

17 Vehicle speed km/h Veh Spd (km/h)

18 Engine speed RPM Eng Spd (RPM)

19 Engine torque Nm Eng Trq (Nm)

20 P1 motor speed RPM P1 Motor Spd (RPM)




24 Generator speed RPM Gen Spd (RPM)

25 P1 motor torque Nm P1 Motor Trq (Nm)




RESERVED.

Column Number Data Stream Units Column Header




29 Generator torque Nm Gen Trq (Nm)

30 Accelerator pedal position Percent Acc Ped Pos (%)

31 Brake On/Off 1/0 Brk Pos (1/0)

32 Commanded gear Integer Gear

33 Commanded ratio (if applicable) Number Ratio

34 Hydrogen storage system tank pressure kPa H2 Tank Pressure (kPa)

35 Hydrogen storage system tank temperature Degrees celcius H2 Tank Temp (C)

36 BRUSA charger AC-side voltage (V) Volts BRUSA AC Voltage (V)

37 BRUSA charger AC-side current Amps BRUSA AC Current (A)

The P1-P4 convention for motors applies to the position of a motor that can supply torque to the wheels as follows:

P1: motor delivers torque on the accessory side of the engine

P2: motor delivers torque between the engine and the transmission

P3: motor delivers torque post-transmission and on the front axle

P4: motor delivers torque post-transmission and on the rear axle

For hydrogen storage temperature and pressure signals, this file shall reflect the pressure and temperature at which all hydrogen is currently stored. If a team chooses a design in which tanks are isolated, individual tank temperatures and pressures will be required.

The data file must begin at the start of the event, which is defined on an event-by-event basis in the Yearly Event Rules, and it must end at the conclusion of the event or shortly thereafter.

F-19 Vehicle Display

F-19.1 Team Vehicle Display

Vehicles are required to display critical powertrain information not supplied by the factory gauges and readouts. This information must be located so that it is in the view of the driver and front passenger but does not obstruct the view through the windshield. All teams must display the following information:

Battery Temperature (C)

Battery SOC (%)

Battery Current (DC Amps)

Hydrogen teams must also display the following information:




RESERVED.

Hydrogen Storage Pressure (kPa)

Hydrogen Storage Temperature (C)

F-19.2 E&EC DAQ System Requirements

A competition-provided driver display will be used during the E&EC event to assist the driver in driving the competition drive schedule. To ensure the vehicle CAN bus can interface with this display, teams are required to provide the CAN data described in Table 18 at the OBD (ALDL) port via high-speed CAN. The CAN message transmit rate should be 10 ms for each message.

Table 18: CAN data required to be available at the OBD port

Message PPEI_Vehicle_Speed_and_Distance Team-created Team-created

CAN ID x3E9 x3D7 x1D8

Signal Vehicle Speed Battery Voltage Battery Current

Start Byte 0 0 6

Start Bit 6 1 3

Length 15 10 12

Data UNM UNM SNM

Range 0 to 511.984375 km/h 0 to 531.96 V -614.4 to -614.1 Amps

Conversion E = N * 0.015625 E = N * 0.52 E = N * 0.3

F-20 Miscellaneous

F-20.1 Avoidance of Hazardous Mechanical Failure

The competition vehicles will be on display throughout the competition. The vehicles are objects of interest to spectators, other teams, officials, and judges. Because people will be looking under the vehicles’ hoods and in other areas, the vehicles must be safeguarded for mechanical failure. Each vehicle should be safe while it is idling or running with the hood or trunk open. Shields and covers should prevent flying objects from injuring spectators. Every effort should be made to secure critical components that, in the event of failure, do not impact the control of the vehicle or endanger other vehicles on the road.

F-20.1.1 Covers

Rotating parts added by the teams must be properly shielded to prevent injury in the case of failure. The amount of shielding needed is broken down into two categories, described below.

F-20.1.2 High-Speed (above 1,000 rpm) or High-Mass Components

Heavy components of this type include flywheels, gears, chain drives, clutches, torque converters, and other devices having a substantial unshielded rotating mass (they do not include electric motors and similar devices). Components in this category (not enclosed in production bell-housing) must be shielded by a scatter-shield constructed of at least 12-gauge mild steel or a documented equivalent (such as a National Hot Rod Association [NHRA]-approved flywheel scatter-shield). Any exposed drivetrain, suspension, and steering components must




RESERVED.

be shielded from the occupants. Flywheel energy storage devices must be fully enclosed in a scatter-shield constructed of mild steel that is 9.5-mm (3/8-in.) thick. Light accessory drive belts, such as V-belts or small cog-belt drives that are similar to those used in OEM applications, do not require shielding. Upon request from the organizers, teams will be required to furnish engineering information that demonstrates that adequate protection has been applied to the rotating component(s).

F-20.1.3 Low-Speed (1,000 rpm or less) or Low-Mass Components

Low-speed components must be covered with a shield of 18-gauge mild steel or equivalent. Light accessory drive belts, such as V-belts or small cog-belt drives that are similar to those used in OEM applications, do not require shielding. Finger guards made of expanded metal or heavy screen may be used to shield low-speed components, if a flow of cooling air is required.

F-20.2 Critical Fasteners

All fasteners that require torque to fasten and affect safety-critical vehicle components are considered to be critical fasteners. The critical components include, but are not limited to, suspension, steering, brakes, battery containment, seatbelts, all HV connections and drivetrain. If these components or fasteners are nonproduction, they must be secured with lock nuts, double nuts, nuts secured by safety wires, or cotter pins. If the location precludes the use of one of these devices, products such as Loctite may be used.

F-20.3 Avoidance of Unintended Acceleration (Pedal Position)

To mitigate unintended accelerations, the pedal-by-wire position must be defined by two independent potentiometers with independent grounding. Alternatively, the pedal can operate the engine via cable. The accelerator pedal must be free-moving and, when released, return to a zero pedal position.

F-20.4 Vehicle Fluid Containment

F-20.4.1 Engine and Transmissions Leaks

The vehicle must not have any active fluid leaks while it is at rest or operating. A fluid leak is defined as being active if, after the fluid has been wiped away, it has dripped or appears to be wet enough to indicate an impending drip after 1 minute.

F-20.4.2 Collection of Flammable Fluids

There must be provisions to prevent the collection of engine oil (even if the engine is assumed to be, at present, oil-tight) on body panels, trays, or any flat surface below the engine. Panels must have leakage holes; flat surfaces must be inclined and channel fluid away. Care must be taken that the oil does not leak on any exhaust system component.

F-20.5 Passenger Compartment Isolation

If the engine, motor, and/or batteries intrude into the passenger compartment, they must be separated and isolated from the passenger compartment by a bulkhead of the same thickness and material as the production bulkhead or by securely fastened and sealed covers, in order to protect the occupants from mechanical failure,




RESERVED.

fluids, and fumes. The passenger compartment must also be sealed from road debris, weather, salt, fog and engine exhaust gas intrusion.

F-20.6 Crashworthiness

Many vehicle attributes contribute to the structural crashworthiness of a vehicle. The body panels that are “hung” to the main structure do not provide significant energy absorption. Teams must give careful attention to crashworthiness when they are packaging and fabricating the rest of the vehicle. Sharp edges or protruding parts (bolts) should not be pointed at fuel tanks, battery boxes, fuel lines, or high voltage lines in the vehicle. Components that create any type of hazard if crushed or broken must be in protected areas of the vehicle. Do not put these components in areas that may be crushed in a crash.

F-20.7 Passive Control Strategy

All vehicles must have a passive control strategy that dictates the normal operational mode of the vehicle. This control strategy is established after a vehicle has completed the ORSE as defined Section E-3.1. The only permissible human interface controller inputs are those from conventional vehicle controls, such as the accelerator pedal, brake pedal, and gear selector. The vehicle control system must interpret these and perform all events without additional input from nonstandard switches (virtual or otherwise) or laptop interfaces (with a few exceptions, as discussed in Section F-14.10). The gear selector must be placed in the same position during all events.

F-20.8 Off-Vehicle Electronics

Remote-controlled systems may not be used for motor and engine management systems, but telemetry systems may be used for data acquisition and monitoring by the team. Teams are forbidden to use any signal transmitted to the vehicle from a remote source to change operating strategies. For example, the use of a global positioning system (GPS) to determine a vehicle’s location and alter vehicle control in order to optimize for either emissions or fuel economy is not allowed. The intent of this competition is for teams to develop one specific control strategy that meets all of the competition goals all of the time.

The organizers may apply seals to appropriate control components to ensure that no adjustments are made after Safety/Tech Inspection. If these seals are damaged or removed, it will be assumed that the component was tampered with. If a team cannot successfully implement an operable passive control strategy to run a dynamic event, the team will be eligible to receive only participation points (if available), and it will not be eligible to receive the event award.

F-20.9 Erroneous Propulsion Signal Failure

The vehicle design must prevent high-power components, such as the electric motor, from carrying out an erroneous order that may cause a hazardous situation. If a power component receives an erroneous signal from a control device that has failed (such as an accelerator potentiometer with a short circuit), the control hardware for the propulsion system (for electric and fuel vehicles) or generator system (for series hybrids) must have a fail-safe system that prevents operation. For example, if the accelerator pedal has a potentiometer that normally provides a signal from 0.5 to 4.5 V, the motor control system must prevent the motor from operating when a 0-V (open-circuit) signal or a 5.0-V (full-scale) signal is received.




RESERVED.

G Emissions and Energy Consumption (E&EC) One of the most significant dynamic tests conducted on EcoCAR 2 vehicles is the emissions and energy consumption (E&EC) event, which measures vehicle environmental impact and energy use. Specifically, in the E&EC event, four categories of results are evaluated: energy consumption, greenhouse gas (GHG) emissions, criteria (regulated) emissions, and petroleum energy use (PEU). Criteria emissions, GHG emissions, and petroleum energy use are quantified on a well-to-wheels (WTW) basis, which means the upstream values (due to fuel production, refining, and transportation) are added to the downstream values.

The following sections describe the theory on which EcoCAR 2 E&EC testing is based and provide a method for teams to calculate values for applicable vehicle technical specifications (VTS) to be used for powertrain simulation and design. Actual on-road E&EC test methods, however, although based on the utility-factor-corrected (UF-corrected) philosophy, may involve a different way of incorporating this philosophy for evaluation in practice. The following sections provide guidelines that can be used for powertrain design and simulation. The Year 2 and Year 3 event rules and Event Operations Description (EOD) cover the logistics of the EcoCAR UF-based test methods. The mathematical equations presented here are the same as those used by organizers to determine raw scoring values for the E&EC event; however, the method used to determine the fuel and electrical consumption for the on-road event may differ from the method used to determine simulation results.

G-1 Well-to Wheels Analysis

To quantify the values for these four categories, the vehicles are run through drive cycles modeled after four U.S. Environmental Protection Agency (EPA) certification cycles: the 505 (Bag 1 or 3 of the Urban Dynamometer Driving Schedule [UDDS]), Highway Fuel Economy Test (HWFET), US06 City, and US06 Highway cycles. The fuel and electric energy consumption values for a team vehicle are combined with the fuel properties and upstream well-to-pump (WTP) factors to determine scores for the four categories. The WTP upstream factors are computed by using Argonne National Laboratory’s Greenhouse Gas, Regulated Emissions and Energy Use in Transportation (GREET) model combined with the Canadian model, GHGenius. The models produce upstream values such as grams of GHGs/kWh, grams of criteria emissions/kWh, and kWh of petroleum energy/kWh of fuel energy used at the vehicle (GREET only). GREET Version 1.8d is used and set for a 2018 prediction. Upstream factors for electric energy are determined on the basis of an electricity mix of 87% U.S. and 13% Canadian production. The resultant mix is integrated into GREET, and the numbers in the following sections are generated. These upstream values are combined with downstream data measured during testing to compile the overall WTW results. The downstream values provided for GHG and PEU for simulation purposes are based on fuel properties, and they are within 5% of the actual values of the fuels used at the competition, as indicated by laboratory tests done on EcoCAR 1 fuels.

G-2 Simulating EcoCAR 2 Utility Factor (UF) Corrected Energy Consumption

EcoCAR 2 bases vehicle energy consumption and derivative measurements on the Society of Automotive Engineers (SAE) J2841 definition of UF and the SAE J1711 test method. J2841 establishes a value for weighting fuel and electric energy consumption for plug-in hybrid electric vehicles (PHEVs) on the basis of National Household Travel Survey (NHTS) data from 2005. In essence, PHEV charge-depleting (CD) energy consumption is weighted against the percentage of vehicles that will use the CD range in a given day; the UF represents that




RESERVED.

percentage. The remaining percentage (1 – UF) is then used to weight the charge-sustaining (CS) energy consumption to represent the remaining drivers on that same day.

J1711 establishes a method for testing a vehicle to determine the point at which a CD PHEV transitions to its CS mode, so that the vehicle’s UF can be calculated. In the process, the CD and CS energy consumption values are quantified. Once the vehicle’s CD range and CS fuel consumption are measured, the UF can be assigned, and a value for the UF-weighted energy consumption can then be determined. The UF method used by EcoCAR 2 is a fleet-averaged, combined city and highway factor.

For purposes of modeling, simulation, and VTS prediction, teams can use the methods described in the following sections to calculate the CD range (if applicable), corresponding UF, CD energy consumption, and CS energy consumption. The values for energy consumption are used, along with the environmental impact factors from GREET and fuel properties, to estimate WTW PEU, GHG emissions, and criteria emissions.

G-2.1 Utility Factor Polynomial Fits

The various UF results can be found by entering the predicted CD range as “x” in the equation below. Note that the CD range is determined by the CD energy used and the useful CD capacity of the battery pack. The UF results are valid from 0 to 400 mi and are found by using a modified least squares approach, which ensures that the fits are monotonic and minimizes the relative errors in the fit to the raw data. The allowable error is less than 0.5%, providing a UF certainty with rounding errors within 0.01 throughout the equation range (the normalized distance). Note that the UF curve is intended to be used for dual-fuel vehicles (plug-in hybrids); an electric vehicle with a range of at least 200 mi will have a UF of 1 for EcoCAR 2 scoring purposes. The UF curve is plotted in Figure 28: Utility Factor Plot Based on SAE J2841 (2005 NHTS data) by using the following equation:

Equation 1: Utility Factor Curve

𝑈𝐹 = 1 − 𝑒−[𝐶1∗(

𝑥𝐷𝑛𝑜𝑟𝑚

)+𝐶2∗(𝑥

𝐷𝑛𝑜𝑟𝑚)

2…+𝐶6∗(

𝑥𝐷𝑛𝑜𝑟𝑚

)6

]

Where Dnorm = 399.9, and C1 through C6 = 10.52, –7.282, –26.37, 79.08, –77.36, and 26.07.

Figure 28: Utility Factor Plot Based on SAE J2841 (2005 NHTS data)

G-2.2 UF-Corrected Energy Consumption Equations

The value for UF-corrected energy consumption is used to calculate WTW GHG, PEU, and upstream criteria emissions. It is calculated by applying the UF to CD and CS modes, as follows:

0

0.5

1

0 20 40 60 80 100

Uti

lity

Fact

or

Trip Length (mi)




RESERVED.

Equation 2: UF-Corrected Energy Consumption

𝐸𝑛𝑒𝑟𝑔𝑦 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛𝑈𝐹 [𝑊ℎ

𝑘𝑚] = (𝐸𝐶𝐶𝐷) [

𝑊ℎ

𝑘𝑚] ∗ 𝑈𝐹 + (𝐸𝐶𝐶𝑆) [

𝑊ℎ

𝑘𝑚] ∗ (1 − 𝑈𝐹)

G-2.2.1 Charge Depleting Mode

For plug-in vehicles with a CD mode, the CD energy consumption (EC in equation) is calculated by using:

Equation 3: Charge Depleting Energy Consumption

𝐸𝐶𝐶𝐷 [𝑊ℎ

𝑘𝑚] = (𝐸𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐,𝐶𝐷 + 𝐸𝐶𝑓𝑢𝑒𝑙,𝐶𝐷) [

𝑊ℎ

𝑘𝑚]

For pure electric CD vehicles, the ECfuel,CD term (fuel energy consumed in CD mode) will be zero; for engine-blended CD vehicles, the ECfuel,CD term may be nonzero.

G-2.2.2 Charge-Sustaining Mode

For CS hybrids and vehicles with CS modes, the CS energy consumption is calculated as follows:

Equation 4: Charge-Sustaining Energy Consumption

𝐸𝐶𝐶𝑆 [𝑊ℎ

𝑘𝑚] = (𝐸𝐶𝑒𝑞𝑢𝑖𝑣𝑎𝑙𝑒𝑛𝑡 𝑓𝑢𝑒𝑙,𝐶𝑆) [

𝑊ℎ

𝑘𝑚]

Where the equivalent CS fuel energy consumption is calculated by taking into account any net direct-current (DC) electric energy used over a drive cycle. In other words, a change of battery state of charge (SOC) between the beginning and end of a drive cycle must be accounted for. To get equivalent CS fuel energy consumption (in Wh/km), multiply the SOC-corrected fuel consumption (in kg of fuel/km) by the energy density of the fuel (in Wh/kg). This calculation requires knowing the mass of fuel used over a drive cycle:

Equation 5: Equivalent Fuel Energy Consumption

𝐸𝐶𝑒𝑞𝑢𝑖𝑣𝑎𝑙𝑒𝑛𝑡 𝑓𝑢𝑒𝑙,𝐶𝑆 [𝑊ℎ

𝑘𝑚] = 𝐹𝐶𝑆𝑂𝐶−𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 [

𝑘𝑔

𝑘𝑚] ∗ 𝐿𝐻𝑉𝑓𝑢𝑒𝑙 [

𝑊ℎ

𝑘𝑔]

where the SOC-corrected fuel consumption (FC in equation) is calculated by using:

Equation 6: SOC Corrected Fuel Consumption

𝐹𝐶𝑆𝑂𝐶−𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 [𝑘𝑔

𝑘𝑚] =

𝑀𝑎𝑠𝑠𝑓𝑢𝑒𝑙[𝑘𝑔]+

𝐸𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐,𝐶𝑆[𝑊ℎ]

0.25

𝐿𝐻𝑉𝑓𝑢𝑒𝑙[𝑊ℎ𝑘𝑔

]

𝐶𝑦𝑐𝑙𝑒 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒[𝑘𝑚]

where the 0.25 factor represents the typical efficiency associated with generating electricity through an engine and electric machine. Note that any simulation model will likely be charge-balanced; the 0.25 correction is needed for on-road testing for the case in which the SOC balance may not be achieved.




RESERVED.

G-3 Fuel Properties, Gasoline Equivalent, and Vehicle Technical Specifications

For VTS reporting, convert CD, CS, and UF-corrected fuel consumption to liters (L) of gasoline equivalent/100 m by using the following equations. Note that these values must be reported in terms of watt-hours of the actual fuel per kilometer, as well. Table 19 shows fuel energy content values that can be used for these estimations. Note that all values in this table are conditional based on the actual fuel used at competition. They are intended to be used only as close approximations for simulation and design. EcoCAR 2 fuel values will be published when the competition fuel and corresponding documentation are received. As a general note, teams using hydrogen should expect to receive automotive-grade hydrogen. Ultimately, the actual fuel used during competition is at the discretion of the organizers.

Table 19: Fuel Material Properties: Fuel-Specific Energy (FSE), Fuel Density, and Fuel Energy Density (FED)

Gasoline E10 E85* B20* Electricity Hydrogen

Fuel-specific energy by mass (kWh/kg)

11.73 11.44 7.96 11.55 N/A 33.3

Fuel density (kg/L) 0.7583 0.746 0.7871 0.8552 N/A --

Fuel energy density by volume (kWh/L)

8.895 8.534 6.265 9.878 N/A --

Fuel energy density by volume (kWh/gal)

33.7 32.3 23.7 37.4 N/A --

(*) Values are based on the EcoCAR 1 competition fuel analysis.

Note: For hydrogen (H2), multiply the amount of H2 consumed (in kg) by the H2 kWh/kg value in Table 19 to get kWh of H2 consumed. Divide that value by the gasoline kWh/kg to get the gasoline equivalent mass (in kg). Use the gasoline equivalent mass value for the remaining equations.

Equation 7: Actual Fuel Consumption, mass

𝐹𝐶𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙 [𝑘𝑔

100 𝑘𝑚] =

(𝐹𝐶)[𝑘𝑔]

𝐶𝑦𝑐𝑙𝑒 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒[𝑘𝑚]∗ 100

Equation 8: Actual Fuel Consumption, volume

𝐹𝐶𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙 [𝐿

100 𝑘𝑚] =

(𝐹𝐶𝑎𝑐𝑡𝑢𝑎𝑙𝑓𝑢𝑒𝑙) [𝑘𝑔

100 𝑘𝑚]

𝜌𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙[𝑘𝑔𝐿

]

Equation 9: Fuel Consumption, Gasoline Equivalent

𝐹𝐶𝑔𝑎𝑠𝑜𝑙𝑖𝑛𝑒 𝑒𝑞𝑢𝑖𝑣𝑎𝑙𝑒𝑛𝑡 [𝑙𝑔𝑒

100 𝑘𝑚] = 𝐹𝐶𝑎𝑐𝑡𝑢𝑎𝑙𝑓𝑢𝑒𝑙 [

𝐿

100 𝑘𝑚] ∗

𝐹𝐸𝐷𝑎𝑐𝑡𝑢𝑎𝑙𝑓𝑢𝑒𝑙[𝐿]

𝐹𝐸𝐷𝑔𝑎𝑠𝑜𝑙𝑖𝑛𝑒 [𝑘𝑊ℎ

𝐿 ]

where FED (kWh/L) is the fuel energy density by volume.

G-3.1 Converting Fuel in kg/km to kWh/km

To calculate the following GHGs, PEU, and upstream criteria emissions, fuel consumption needs to be converted to kWh/km per the equation below.




RESERVED.

Equation 10: Fuel Energy Conversion

𝐹𝑢𝑒𝑙 𝐸𝑛𝑒𝑟𝑔𝑦 𝐶𝑜𝑛𝑠𝑢𝑚𝑒𝑑 [𝑘𝑊ℎ

𝑘𝑚] = 𝐹𝐶 [

𝑘𝑔

𝑘𝑚] ∗ 𝐹𝑆𝐸[

𝑘𝑊ℎ

𝑘𝑔]

where FSEkWh/kg = fuel-specific energy by mass.

G-4 Calculating Greenhouse Gas Emissions

EcoCAR 2 uses the following upstream factors for each competition fuel. The GHG factors in Table 20 relate the pump-to-wheels (PTW) vehicle energy use (in kWh) to the amount of upstream GHGs generated (in g).

Table 20: Upstream GHG Factors (g/kWh of fuel consumed)

E10 E85 B20 Hydrogen Electricity

GHGWTP (g/kWh) 61.09 0.67 11.16 391.9 648.3

Note that GHGWTP is based on a weighting of CO2, nitrous oxide (N2O), and methane (CH4), as follows:

Equation 11: WTP Equivalent GHG Emissions

𝐺𝐻𝐺𝑊𝑇𝑃 = (𝐶𝑂2)𝑊𝑇𝑃 + 21 ∗ (𝐶𝐻4)𝑊𝑇𝑃 + 310 ∗ (𝑁2𝑂)𝑊𝑇𝑃

where the values for CO2, N2O, and CH4 come from the 2018 values from GREET. The CO2 produced at the tailpipe is measured, and the upstream factors are calculated on the basis of the fuel energy used. Because of the difficulty in measuring CH4 and N2O and their negligible contributions, only CO2 is considered for the downstream contribution. For convenience during modeling and vehicle architecture selection, Table 21shows PTW GHG factors for the three hydrocarbon fuels. The actual values during the E&EC event will vary depending on the fuel composition and the operation of the vehicle.

Table 21: Approximate PTW GHG Factors for EcoCAR 2 Fuels


(CO2)PTW (g/kWh) 261 260 277 0 0

Summing the WTP and PTW factors results in approximate WTW factors for all fuels, as listed in Table 22.

Table 22: Approximate WTW GHG Factors for EcoCAR 2 Fuels


GHGWTW (g/kWh) 322 261 288 392 648

G-4.1 GHG General Equations

GHG factors use the UF-corrected total energy consumption to calculate the upstream GHGs for each contributing fuel, as well as the energy used downstream (at the vehicle):

Equation 12: WTP GHG Emissions

𝐺𝐻𝐺𝑊𝑇𝑃 [𝑔

𝑘𝑚] = 𝐹𝐶𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙,𝑈𝐹−𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 [

𝑘𝑊ℎ

𝑘𝑚] ∗ 𝐺𝐻𝐺𝑊𝑇𝑃,𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙 [

𝑔

𝑘𝑊ℎ]




RESERVED.

+ 𝐸𝐶𝐸𝑙𝑒𝑐𝑡𝑟𝑖𝑐,𝑈𝐹−𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 [𝑘𝑊ℎ

𝑘𝑚] ∗ 𝐺𝐻𝐺𝑊𝑇𝑃,𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦[

𝑔

𝑘𝑊ℎ]

where the UF-corrected fuel consumption includes any fuel used in CD mode (for plug-in vehicles with a blended CD mode).

Equation 13: PTW GHG Emissions

𝐺𝐻𝐺𝑃𝑇𝑊 [𝑔

𝑘𝑚] = (

𝐶𝑂2𝑚𝑒𝑎𝑠𝑢𝑟𝑒𝑑,𝐶𝐷[𝑔]

𝑑𝑖𝑠𝑡𝐶𝐷[𝑘𝑚]) ∗ 𝑈𝐹 + (

𝐶𝑂2𝑚𝑒𝑎𝑠𝑢𝑟𝑒𝑑,𝐶𝑆[𝑔]

𝑑𝑖𝑠𝑡𝐶𝑆[𝑘𝑚]) ∗ (1 − 𝑈𝐹)

To calculate WTW GHG emissions, simply sum the upstream and downstream factors:

Equation 14: WTW GHG Emissions

𝐺𝐻𝐺𝑊𝑇𝑊 [𝑔

𝑘𝑚] = 𝐺𝐻𝐺𝑊𝑇𝑃 [

𝑔

𝑘𝑚] + 𝐺𝐻𝐺𝑃𝑇𝑊[

𝑔

𝑘𝑚]

G-5 Calculating Petroleum Energy Use

EcoCAR 2 will use the petroleum energy factors listed in Table 23, which account for the amount of petroleum energy used in the manufacturing and use of the fuel.

Table 23: Petroleum Energy Use (PEU) Factors (kWh of petroleum energy/kWh of fuel energy consumed)


Upstream petroleum content (kWh PE/kWh)

0.044 0.056 0.049 0.01 0.034

Downstream petroleum content (kWh PE/kWh)

0.94 0.26 0.81 0 0

Vehicle petroleum energy use (kWh PE/kWh, WTW)

0.984 0.316 0.859 0.01 0.034

G-5.1 General PEU Equations

Much like the GHG calculation process, PEU factors use the UF-corrected total energy consumption to calculate the upstream PEU for each contributing fuel, as well as the energy used downstream (at the vehicle). The UF-corrected total energy consumption must be split up into each individual fuel. Each individual fuel (or electric) energy consumption is then multiplied by the PEU factor that corresponds to the fuel.

Equation 15: WTW PEU Calculation

𝑃𝐸𝑈𝑊𝑇𝑊 (𝑘𝑊ℎ 𝑃𝐸

𝑘𝑚) = 𝐹𝐶𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙,𝑈𝐹−𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 [

𝑘𝑊ℎ

𝑘𝑚] ∗ 𝑃𝐸𝑈𝑊𝑇𝑊,𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙 [

𝑘𝑊ℎ 𝑃𝐸

𝑘𝑊ℎ]

+ 𝐸𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐,𝑈𝐹−𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 [𝑘𝑊ℎ

𝑘𝑚] ∗ 𝑃𝐸𝑈𝑊𝑇𝑊,𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦[

𝑘𝑊ℎ 𝑃𝐸

𝑘𝑊ℎ]

G-6 Criteria Emissions

EcoCAR 2 will score vehicles on upstream and downstream emissions of three EPA criteria pollutants: total hydrocarbons (THC, similar to non-methane organic gases [NMOG]), carbon monoxide (CO), and nitrogen oxides (NOx). For EcoCAR 2, criteria emissions are split up into two categories: upstream criteria emissions (UCE) and




RESERVED.

tailpipe emissions. These two are summed together to get the total score. THC, CO, and NOx are the only three emissions that are scored, and they are scored in both upstream and tailpipe categories.

G-6.1 Tailpipe Emissions

EcoCAR 2 tailpipe emissions are measured modally on the road by using a portable emissions measurement system (PEMS). To score tailpipe emissions, the emissions measured at the tailpipe with the PEMS are added to the upstream emissions that result from producing the fuel.

G-6.2 Upstream Criteria Emissions

EcoCAR 2 accounts for the upstream criteria emissions (UCE) released as a result of producing the fuel used by the vehicle. Only the effects on urban air quality are accounted for in the upstream factors. The UCE factors that will be used for EcoCAR 2 scoring calculations are shown in Table 24. The factors are based on GREET 2018 estimates for fuel production.

Table 24: Upstream Criteria Emission Factors for EcoCAR 2 Fuels

Factor E10 E85 B20 Hydrogen Electricity

THC (g/kWh) 0.0612 0.0475 0.0101 0.0025 0.0031

CO (g/kWh) 0.0119 0.0050 0.0091 0.0142 0.0326

NOx (g/kWh) 0.0279 0.0141 0.0214 0.0324 0.1012

To calculate the grams of UCE per km traveled by the vehicle, the following calculation is used:

Equation 16: Upstream Criteria Emissions Calculation

𝑈𝐶𝐸𝑁𝑂𝑥,𝐶𝑂,𝑇𝐻𝐶 [𝑔

𝑘𝑚] = 𝑈𝐶𝐸 𝐹𝑎𝑐𝑡𝑜𝑟𝑁𝑂𝑥,𝐶𝑂,𝑇𝐻𝐶 [

𝑔

𝑘𝑊ℎ] ∗ 𝐸𝐶𝑎𝑐𝑡𝑢𝑎𝑙 𝑓𝑢𝑒𝑙𝑠,𝑈𝐹−𝑤𝑒𝑖𝑔ℎ𝑡𝑒𝑑[

𝑘𝑊ℎ

𝑘𝑚]

where the energy consumption for each fuel used by the vehicle is multiplied by the corresponding UCE factors.

G-6.3 EcoCAR 2 Criteria Emissions Scoring Structure

The tailpipe and upstream emissions are summed (in g/km) to get total criteria emissions for each of the three pollutants. The total values are then scored by using a relative scoring method involving a “square root of the sum of the squares” approach. To calculate a team’s score for total criteria emissions, the following equation is used:

𝑇𝑜𝑡𝑎𝑙 𝐶𝑟𝑖𝑡𝑒𝑟𝑖𝑎 𝐸𝑚𝑖𝑠𝑠𝑖𝑜𝑛𝑠 𝑆𝑐𝑜𝑟𝑒 = 1

√𝐶𝑂10

2

+ 𝑇𝐻𝐶2 + 𝑁𝑂𝑥2

The raw score will then be normalized against the field of teams that have valid scores for the event.

G-7 EcoCAR 2 Drive Schedule

The drive schedule for the EcoCAR 2 E&EC event mimics that for the EPA five-cycle fuel economy testing enacted in 2008, without having to directly address cold weather testing or air conditioning use. The EcoCAR 2 “four-




RESERVED.

cycle” drive schedule is based on a blend of four certification cycles meant to approximate the energy use seen in the EPA 5-cycle testing. The certification cycles modeled in the EcoCAR 2 drive schedule are the 505 (first 505 seconds, or Bag 1, of a UDDS cycle), HWFET, and US06 cycle (City and Highway split into two cycles). Table 25 shows the blending of each of the four cycles that should be used to calculate fuel and electric energy consumption for all modes of vehicle operation. The on-road drive schedule that is run at competition will be an approximation of this blending. Note that no true “cold starts,” as defined by the EPA, occur during testing.

Table 25: Drive Cycle Characteristics and Blending for EcoCAR 2 Four-Cycle Drive Schedule

Drive Cycle Characteristics Avg. Speed

(mph) Avg. Acceleration

(m/s2) Weighting Factor for

EcoCAR 2 Drive Cycle (%)

505 Low speed 25.5 0.51 29

HWFET Mid speed 48.3 0.19 12

US06 City Low speed, aggressive 27.5 1.29 14

US06 Highway High speed, aggressive 61.2 0.34 45




RESERVED.

H Body Paint and Competition Decal Layout Vehicle graphics and decals are required for the competition vehicles as specified below, including diagrams showing appropriate regions of placement for specific decals. Competition vehicles that do not have the appropriate decals in the appropriate sizes and locations will not pass Safety/Tech Inspection.

H-1 Procurement of Competition Logos and Decals

The organizers of EcoCAR 2 will provide a standard set of the following decals to all the competition teams. Teams may recreate the following logos; however, the overall quality, size and visibility of the logo must be as good as or better than those of the competition-supplied logo.

The following decals will be provided to teams:

EcoCAR competition logo,

Headline sponsors,

Diamond sponsors,

Platinum sponsors,

Gold sponsors,

Silver sponsors, and

Bronze sponsors.

Teams must provide the following decals and lettering for their competition vehicles:

University name,

Vehicle number,

Fuel identification, and

Local sponsors.

H-2 Decal Specifications

H-2.1 Competition Logo

The competition logo decal will be provided by the organizers and should be placed on the top portion of the front doors on each side of the vehicle. This logo decal will measure approximately 8 in. high by 20 in. wide.

H-2.2 Competition Sponsors

Competition sponsors support the entire competition, not just individual schools. The design and manufacture of the competition sponsors’ decals will be the responsibility of the organizers, unless the sponsor agrees to do so and can meet the minimum quality requirements. Competition sponsor decals will be made of high-quality, premium-cast vinyl and will be outlined in white. Argonne National Laboratory will provide all sponsor decals and forward them, along with detailed application instructions, to all participating teams.

Teams must reserve the side of vehicle below the window line for the competition sponsors’ decals. Decals cannot be placed on raised trim on the door panels (if retained). The sizes and placement locations of decals are




RESERVED.

illustrated in Figure 29, Figure 30 and Figure 31 and are determined by the sponsor’s classification: Headline, Diamond, Platinum, Gold, Silver, or Bronze. Each sponsor, except for Bronze-level sponsors, will receive a logo on each side of the vehicle per Figure 29. Bronze-level sponsors will receive only one total logo on the vehicle. Table 26: Sponsor Decal Size Chart summarizes the maximum allowable decal size for each sponsor level. The decal for Argonne National Lab will be the same size and in the same location as Gold sponsor decals.

Table 26: Sponsor Decal Size Chart

Sponsor Level Maximum Decal Size Example Size

(rectangular dimensions)

Headline 80 in.2 10 in. x 8 in.

Diamond 60 in.2 10 in. x 6 in.

Platinum 50 in.2 10 in. x 5 in.

Gold 40 in.2 8 in. x 5 in.

Silver 30 in.2 6 in. x 5 in.

Bronze 15 in.2 5 in. x 4 in.

H-2.3 Team and Local Sponsors

One decal per local sponsor is permitted in the designated areas. Local sponsors can have more than one decal on the vehicle, but any individual decal should be visible only once from any viewing angle (i.e., it should appear only once in a photograph). If additional room is needed for local sponsor decals, they can be displayed on an easel (2 ft. x 3 ft.) during media events and judged events. Teams will not pass Safety/Tech Inspection if their local sponsor decals are larger than 20 in.2 in size or if they appear in the area of their vehicle reserved for Headline, Diamond, Platinum, Gold, Silver, or Bronze sponsors. It is up to the team’s discretion as to which of its local/team sponsor decals appear on its vehicle.

Preliminary placement of local sponsor decals is described in Figure 29, Figure 30 and Figure 31. In addition to the areas shown in these pictures, teams may also place local sponsor decals on the top of the trunk and on the roof.

Teams are responsible to procure any local/team sponsor decals. It is also each team’s responsibility to solicit decals from its local sponsors that meet the same quality requirements as those that need to be met by competition-level sponsors. Decals must be made on high-quality, premium-cast vinyl film. All logos must appear on a translucent background, with either light or dark logos that contrast with the color of the vehicle. Logos on a white background must be trimmed to provide a level of quality consistent with the sponsor decals.

H-2.4 Direct Vehicle Competitor Logos

NO decal (picture, logo, or lettering) representing a direct competitor of General Motors or any other competition sponsor may be placed on the competition vehicle.

H-2.5 Vehicle Numbers

The school’s team number must be displayed on both front doors of the vehicle, the hood, and the rear bumper, per the layouts shown in Figure 29, Figure 30 and Figure 31. The numbers must be at least 17.8 cm (7 in.) in




RESERVED.

height, with a brush stroke of 2.85 cm (1.125 in.). The number must be displayed on an unobstructed background that is in a color that contrasts with the colors of both the number and the vehicle and has a border of at least 5 cm (2 in.) on all sides. The vehicle numbers must be in high contrast to the vehicle’s body paint color and be visible from 100 ft. away. The teams must supply their own vehicle number decals.

H-2.6 School Names

School names or approved abbreviations are mandatory and must be located on the hood, both sides, and the lift gate of the vehicle. The lettering on the sides must be at least 17.8 cm (7 in.) in height, with a brush stroke of 2.85 cm (1.125 in.). The lettering on the front and back must be at least 12.7 cm (5 in.) in height, with a brush stroke of 1.5 cm (0.6 in.). A team shall place its team name underneath the hood so that it shows when the engine bay is photographed.

IMPORTANT: Longer school names photograph better and are easier to identify in publications. Long team names are permissible and recommended when possible.

H-2.7 Vehicle Names

Vehicle names are optional, but they are encouraged to add a sense of pride and ownership. Vehicle names may be placed anywhere on the vehicles other than the restricted locations on the windows.

H-2.8 Fuel-Type Identification

All vehicles must display fuel-type identification wording on their front and rear of the vehicle. The fuel-type identification and team name must also be placed on the removable fuel tank, as described in Section F-12.3.1.1. Lettering must be displayed on an unobstructed background whose color contrasts highly with the colors of both the letters and the vehicle, with a border of at least 3 cm (1.2 in.) on all sides. The lettering must be clearly readable from a distance of 15 m (49 ft.) by the naked eye of a person standing on the same plane as the vehicle. The lettering may be no less than 8 cm (3.1 in.) in height, with a brush stroke of 2 cm (0.8 in.).

Figure 29: Decal Locations, Side




RESERVED.

Figure 30: Decal Locations, Front

Figure 31: Decal Locations, Rear

H-2.9 Shut-Off Valve Location Decal

Vehicles with gaseous fuel stored on board are required to have a shut-off valve that can be reached from outside the vehicle. A decal must indicate the location of this valve.

H-2.10 Decals on Windows

Teams are not allowed to place any decals on the windows between the A, B, and C pillars of the vehicle, except the rear fixed quarter window (Figure 29). Teams may not place any decals on the front or rear windshields, except for the competition windshield decal that must be placed on the top of the windshield.




RESERVED.

I Glossary

I-1 Definitions of Competition Sites

I-1.1 Competition Area

This is the area of the proving ground where the pit area, food area, team office area, and organizer headquarters are located.

I-1.2 Pit Area

This is the garage or tent area where competition vehicles are stored while events are not in progress and where minor repairs are performed.

I-1.3 Team Pits

These are designated spaces within the pit area for each team where vehicle support materials may be stored. Courtesy to other teams is expected, and teams whose materials are not well contained within their pits may be penalized.

I-1.4 Event Area

This is any area designated by the organizers as the site of a competition event. Event areas will be defined on the competition schedule, and maps to those areas will be provided in the competition program.

I-1.5 Restricted Area

This is any area designated by the organizers as being “off limits” to the teams. Teams or persons who enter restricted areas may be penalized severely and risk being dismissed from the competition.

I-1.6 Competition Vehicle

A competition vehicle as defined in this document is a Malibu that was donated by General Motors.

I-2 Architectures

I-2.1 Plug-in Hybrid Electric Vehicle (PHEV)

PHEVs function like HEVs but can be charged from an off-board energy source and/or an on-board generator. The systems may be combined in any configuration (e.g., series or parallel).

I-2.2 Parallel through the Road (PTTR)

Plug-in Hybrid vehicles that utilize electrical energy to power one axle, while an engine drives another axle.

I-2.3 Series

Plug-in Hybrid vehicles that consist of one or more electric motors driving the wheels, powered by a battery. An engine-generator is decoupled from the wheels at all times, and provides supplemental electrical power to drive the vehicle when needed.




RESERVED.

I-2.4 Series – Parallel

Plug-in Hybrid powertrains that have the ability to couple and de-couple the engine from the wheels while still providing electric power from the on-board battery to drive a motor.

I-2.5 Hydrogen Fuel Cell

Plug-in Hybrid vehicles that use an onboard hydrogen fuel cell to either propel the vehicle or recharge a battery pack. The battery pack can be charged using a standard wall outlet.

I-2.6 Split – Parallel

Plug-in Hybrids that utilize a belted-alternator starter (BAS) to charge the on-board battery, start the engine, and provide additional power for acceleration. A separate motor provides additional power to the wheels.

I-3 Terminology

I-3.1 Engine

For clarity in this document, the internal combustion engine is always referred to as “engine.” The terms auxiliary power unit (APU) and motor are not be used to describe the engine.

I-3.2 Motor

For clarity, all references to electrically driven motors are given as “motor,” “motor/generator,” or “generator,” depending on their method of use in the vehicle. The term “motor” is not used to describe the internal combustion engine.

I-3.3 Electric Drive, Electric Drivetrain, Electric Propulsion

These terms refer to the electric motor system (i.e., the electric motor and controller)

I-3.4 Energy Storage System (ESS)

The ESS consists of electrochemical batteries, flywheels, or capacitors that provide a single energy source for the vehicle’s electric drive system

I-3.5 Alternator

The alternator is a component usually connected to an engine that converts mechanical power into electrical power.

I-3.6 Generator Set

The generator set refers to the system of components that produces electrical power from consumable fuel (i.e., the engine and alternator).

I-3.7 Conductors

Conductors are current-carrying parts (e.g., large traction drive cables, high voltage or low voltage wiring, and bus bars).




RESERVED.

I-3.8 Conductor Sizes

Conductor sizes are expressed in American wire gage (AWG) or, for conductors over 4/0 AWG, in circular mil area (cmil). The circular mil area of a conductor is the diameter of the conductor (in mils) squared.

I-3.9 Bus Bars

A bus bar is a conductor of solid material, such as copper.

I-3.10 Rated Voltage

Rated voltage is the typical operating voltage of a device, such as a motor.

I-3.11 Breakdown Voltage

Breakdown voltage refers to the voltage at which the dielectric strength of a wire’s insulation is exceeded and the insulation ceases to be a high-impedance path to the flow of current.

I-3.12 High Voltage Surface

A high voltage surface is any part of a terminal, wire, bolt, nut, fuse, bus bar, resistor, etc., to which insulation has not been directly applied. The “surface” does not need to be flat. The term refers to the exposed metal surface of the part that is energized with either positive or negative high voltage with reference to the opposite polarity of the circuit.

I-3.13 Continuous Current Rating

This term refers to the maximum current that a device, such as a motor, can carry for three or more hours.

I-3.14 Peak or Full-Load Current Rating

This is the maximum current that a device, such as a motor, can carry at any time while operating normally. The peak or full-load current is usually defined by the current and the amount of time that the device can carry the current.

I-3.15 Ampacity

Ampacity is a value (measured in amperes) that expresses the maximum safe current-handling value for a particular wire and insulation combination. This value depends on the conductor type and its cross-sectional area, the insulator type and thickness, the desired maximum operating temperature, and the ambient temperature.

I-3.16 Passenger Compartment

This space is the seating area plus any compartment or volume that is in communication with the passenger’s air space.

I-3.17 Vehicle Structure

This is the structural part of the vehicle that bears loading from the suspension and component cradles, supports the drivetrain and energy storage system, provides structural stiffness for the vehicle, and provides crash protection by energy absorption.




RESERVED.

I-3.18 Supportable Components

These components are those that are supported by the competition. They are:

Those for which spare parts or a similar replacement can be sourced, and

Nonproduction parts.

Regardless of their manufacturer or source, components that are unsupportable are not allowed in EcoCAR 2, and integration of such components may result in a penalty that is up to the discretion of the organizers.

I-3.19 Critical Vehicle Components

A critical vehicle component is any part or component that, if it became unfastened, could cause the vehicle to lose control, or any part that could fall off the vehicle and cause a hazard to another vehicle.

I-4 Vehicle Operation Modes

I-4.1 Charge-Sustaining Mode

The charge sustaining mode occurs when, during vehicle operation during a given driving schedule, the vehicle no longer relies on the electrical energy originally supplied from an off-board source. Although the state-of-charge (SOC) of the energy storage system (ESS) may be rising or falling instantaneously during this type of operation, there is enough on-board charging occurring during driving for the SOC to remain level or increase when it is averaged over a sufficiently long series of repeated driving cycles. As a result, a hybrid vehicle that is charge-sustaining during a given driving schedule can be treated as if it were operating (on average) solely on its on-board consumable fuel (from SAE J1711).

I-4.2 Charge-Depleting Mode

The charge depleting mode occurs when, during vehicle operation during a given driving schedule, electrical energy originally supplied from an off-board source is depleted at the same time that the on-board consumable fuel is consumed. Although the State-of-Charge (SOC) of the Energy Storage System (ESS) may be rising or falling instantaneously during this type of operation, there is not enough on-board charging occurring during driving to prevent the SOC from progressively being depleted when it is measured over a sufficiently long series of repeated driving cycles. As a result, a hybrid vehicle that is charge-depleting during a given driving schedule can be treated as if it were operating on both “fuels” (off-board-charged electricity and a consumable fuel) simultaneously (from SAE J1711).

I-4.3 Electric-Only Operation

In this operational mode, the vehicle propels itself with electricity. No other energy source is used; for example, the engine or fuel cell does not operate during this time.

I-4.4 Engine-Only Operation

In engine-only mode, the engine provides all motive power; there is no electric drive assist.




RESERVED.

I-4.5 Engine-On Operation

In the engine-on mode, the engine is being fueled.

I-4.6 Breakdown

During competition finals, it is understood that vehicles might malfunction or stop functioning properly; this situation is known as a breakdown. If, during the course of an event, a vehicle breaks down, the team may fix the issue on site only if:

Fixing the issue does not result in returning the vehicle back to the pit area, and

The time to make the repair does not affect the ability to follow the process of the event as defined in the event operations description (EOD).

If the vehicle cannot be fixed under these conditions, then the vehicle must return to the pit area, and a breakdown will be noted. Scoring a breakdown is defined in each EOD, and differs per event.

I-5 Acronyms

A/C: air conditioning; AC: alternating current ABS: antilock braking system ALDL: assembly line diagnostic link AVTC: Advanced Vehicle Technology Competition BFI: body-frame integrated BMS: battery management system CAD: computer-aided design CAFE: Corporate Average Fuel Economy CAN: controlled area network CD: charge-depleting CH4: methane CNG: compressed natural gas CO: carbon monoxide CO2: carbon dioxide CS: charge-sustaining CSS: charge-sustaining switch DAQ: data acquisition system DC: direct current DCA: dynamic consumer acceptability DOE: U.S. Department of Energy DOT: U.S. Department of Transportation DTC: diagnostic trouble code E&EC: emissions and energy consumption EC: energy consumption (in equations) ECU: electronic control unit




RESERVED.

EDS: emergency disconnect system ElDS: electrical distribution system EOD: event operations description EPA: U.S. Environmental Protection Agency EREV: extended-range electric vehicle ESC: Executive Steering Committee ESS: energy storage system ETRTO: European Tyre and Rim Technical Organisation EVDP: EcoCAR 2 vehicle development process EVSE: electric vehicle supply equipment FC: fuel consumption (in equations) FEA: finite element analysis FED: fuel energy density (in equations) FMVSS: Federal Motor Vehicle Safety Standard FSE: fuel specific energy (in equations) FWD: front-wheel drive GFCI: ground fault circuit interrupter GFI: ground fault indicator GHG: greenhouse gas GPS: global positioning system GREET: Gases, Regulated Emissions, and Energy Use in Transportation (model) GVDP: Global Vehicle Development Process (GM) GVWR: gross vehicle weight rating H2: hydrogen HVIL: high voltage interlock loop HwFET: Highway Fuel Economy Test IEEE: Institute of Electrical and Electronics Engineers LED: light-emitting diode lge: liters gasoline equivalent Li: lithium MDF: Material Declaration Form mph: mile(s) per hour MSD: manual service disconnect MSDS: material safety data sheet NEC: National Electrical Code NFPA: National Fire Protection Association NHRA: National Hot Rod Association NHTS: National Household Travel Survey NiMH: nickel metal hydride NMOG: non-methane organic gases N2O: nitrous oxide NOx: nitrogen oxides




RESERVED.

NYS: Non-Year-Specific Rules OBD: on-board diagnostic OEM: original equipment manufacturer ORSE: On-Road Safety Evaluation PDA: personal digital assistant PEU: petroleum energy use PEMS: portable emissions measurement system PHEV: plug-in hybrid electric vehicle P/N: positive/negative PPE: personal protective equipment ppm: part(s) per million psig: pound(s) per square inch gauge PTW: pump to wheels PV: photovoltaic RAD: run as designed RAI: run as intended RFP: Request for Proposal rms: root mean squared rpm: revolution(s) per minute RWD: rear-wheel drive SAE: Society of Automotive Engineers SCA: Static Consumer Acceptability SCR: selective catalytic reduction SDM: safety diagnostic module SNM: signed numeric SOC: state of charge SPO: service parts organization SSL: system safety level THC: total hydrocarbons THD: total harmonic distortion TSC: Technical Steering Committee UCE: upstream criteria emissions UDDS: Urban Dynamometer Driving Schedule UF: utility factor UL: Underwriters Laboratory UNM: unsigned numeric VDP: vehicle development process VTS: vehicle technical specifications WTP: well to pump WTW: well to wheels




RESERVED.

J Change Log

Date Revision Section Change Description Initials

9/2/11 Original All Initial release NL

10/5/11 A A-4.3 Changed team numbers NL

F-4 Added air bag canisters

F-12.2 Added penalty for 15 minute fuel tank installation/removal time

F-12.3.4.2 Added two fuel tank maximum

F-14.11.2 Added startup time penalty

G E&EC Philosophy

Added Table of Equations

11/14/11 B Table 7 Changed base vehicle mass to match VPPS file for clarity NL F-9.5 Added link to FMVSS standards

F-12.4.1 Updated hydrogen safety references

F-15.3.10 Added proper contactor opening/closing procedure

F-15.3.19 Added more definition to split-pack requirements

F-16.1 Updated tire pressure requirements

12/2/11 C F-9.9 Added trailer hitch requirement NL

F-10.1 Removed duplicate Air bag section and combined with Section F-4

F-15.1.3 Clarified definition of parallel circuits and conductors

F-15.3.24.1 Added HV charger requirement

F-17.4 Added additional exhaust tip requirements

1/30/12 D F-9.9 More detailed trailer hitch location requirements NL

F-12.3.4.3 Added definition of fuel tank capacity

F-15.3.24.1 Updated charger information for more detail

F-17.4 More detail and picture of exhaust tip location requirement

2/14/12 E E-4.10 Formatting penalty added NL

F-14.5 Updated parking pawl language

F-15.3.6 Added more clear language about finger proofed enclosure

F-15.3.16 ESS can be rigidly mounted

F-15.3.17 HVIL must be incorporated into the enclosure

F-15.3.21.1 Forced air requirements added

I-3 Changed architecture definitions to match newly released architectures

3/14/12 F E-6 Added Factor of Safety clarification to waiver process NL

F-15.3.2 EDS clarification




RESERVED.


9/21/12 G B-3.2.2 Added restrictions for travel stipends RJA

B-9 Removed Mentor list (see SharePoint for contact list)

C-2.5 Clarified proving ground requirements for cameras

C-3.2 Clarified proving ground driving requirements

E-3.1 Clarified requirements for re-flashing controllers at competition

E-4 Added new section to group general penalties together and clarified prize/award implications for penalties

E-4.7 Added fuel tank removal penalty

E-6 Major changes to waiver process

F-5 Component mounting requirements clarified

F-6 Added requirements for system safety level

F-7 Updated requirements for in-vehicle documentation

F-9.9 Updated requirements for trailer hitch

F-9.10 Added requirements for trailer wiring

F-12 Various changes to liquid and gaseous fuels section

F-14.10 Updated requirements for competition required switches

F-14.11 Updated ground fault light requirements and added requirements for charging indicator light

F-15.2.7 Added requirements for 12 V jump ground point in engine bay

F-15.3.2 Added requirements for clearance around HV lines

F-15.3.4 Clarified HV isolation requirement (added time spec)

F-15.3.5 Removed spec for HV test connector

F-15.3.12 Clarified EDS requirements

F-15.3.17 Clarified requirements for HVIL on HV enclosures

F-15.3.24 Added requirements for HV charging and charging control strategy

F-17.4 Clarified exhaust tip position and revised Figure 25

F-18 Clarified wording, added required signals to data acquisition system, moved data penalty to section E-4

F-19 Added requirement for vehicle display data

F-20.7 Clarified passive control strategy defining normal mode

G-3 Clarified fuel properties for E&EC

H-2 Added size requirements and clarified placement for sponsor logos

11/28/12 H J Updated change log to include hyperlinks to sections RJA

B-3.3 Added requirements for competition shipping




RESERVED.


C-2.7 Updated requirements for material declaration forms (for GM proving grounds)

E-4.8 Moved vehicle startup time penalty to penalties section

F-2 Updated requirements for drilling holes in the vehicle

F-12.4.2 Clarified requirements for Hydrogen leak sensors and leak indicator light labeling

F-13.1 Clarified requirements for regen braking and primary braking system

F-14.11.1 Added requirement for labeling ground fault indicator light

F-14.11.2 Added requirement for labeling vehicle operation ready indicator light

F-14.11.3 Added requirement for labeling HV charging indicator light

F-15.3.2 Clarified requirements for HV routing

F-15.3.12 Clarified requirements for E-Stop switch labeling

F-17.5 Moved DPF section here

12/19/12 I F-7

Added requirements for justification of fuel tank mounts and ESS mounts. Clarified MSDS requirements

RJA

F-12.1.1 Removed fuel MSDS from fuel system safety plan

F-12.3.4.1 Clarified requirement for justification of fuel tank mounts

F-15.2.4 Clarified the operational purpose of the 12 V disconnect switch

F-15.3.5 Clarified requirement for the location of the HV test connector

F-15.3.12 Clarified requirement for E-Stop mounting location

F-15.3.16 Clarified requirement for ESS mounting structure justification

F-20.5 Clarified requirements for passenger compartment isolation

1/18/13 J H-2.8, Figure 30, Figure 31

Removed requirement for ESS chemistry and voltage vehicle decals

RJA

3/1/13 K F-5 Clarified requirements for skid plates RJA

F-6.1 Clarified SSL red definition

F-7 Renamed Faculty Advisor Inspection Sheet to Critical Fastener Inspection Sheet

F-12.2.1 Clarified requirements for flexible fuel lines on fuel tanks

F-12.2.4 Added requirement for flash arrestor for E85 systems

F-14.10 Clarified requirements for the location of CS switch




RESERVED.


F-14.10.3 Clarified function of Fuel Converter On Switch

F-15.3.5 Clarified requirement for HV test connector

F-15.3.12 Added requirement for buck/boost converter shutdown for EDS

F-15.3.24.4 Clarified requirement for HV charge port mounting height

F-16 Clarified tire rating requirements

F-17.5 Clarified requirements for a functioning DPF

G-6.3 Changes to emissions scoring and bin structure

H-2.2 Changed Sponsor decal sizes in Table 26, updated size and location for ANL decal

3/1/13 L E-4.14 Clarified rules for application of multiple penalties RJA

F-14.5 Clarified requirements for parking pawl and parking brake

F-15.3.2 Clarified requirements for routing HV underbody

F-15.3.3 Clarified requirements for loom on HV wires

F-15.3.4.1 Clarified requirement for HV isolation test performed at competition

F-15.3.12 Clarified requirements for EDS operation

9/16/13 M

B-8.4 Clarified requirements and definition of university representative

RJA

B-10.2 Clarified GM Blue Dollar form submission requirements

E-4.1 New range penalty structure

E-4.2 Added reference to gradeability penalty

E-4.10 Moved from Section E-5.2.1

E-4.12 Added reference to shipping penalty

E-4.15 Added penalty eligibility and burden of proof requirements for penalties

F-6.2.3 Added section defining procedure for teams to certify vehicle for open-road driving

F-6.3 Added requirements to define procedure for handling undesired vehicle operation

F-7.1 Added requirements for open-road driving self-certification log, team critical fastener log, clarified requirements for electrical schematics and safety procedures

F-7.2 Added section defining requirements for safety procedures

F-7.3 Added section defining requirements for critical fastener inspection logs




RESERVED.


F-9.10 Clarified requirements for trailer wiring

F-13.1 Clarified requirements for brake lines (must be flare-type fittings)

F-15.2.4 Clarified requirements for 12 V disconnect switch, 12 V battery and DC/DC converter

F-15.3.22 Added requirement to document torque specifications for all HV connections

F-16.5 Corrected tire tread depth requirement

F-18.1 Updated and clarified requirements for the DAQ systems required for competition events

F-19.1 Clarified requirements for team vehicle information display

F-19.2 Added requirements for CAN signals necessary for competition-provided E&EC DAQ system

F-20.2 Clarified definition of critical fasteners – now explicitly includes HV connections

Non-Year-Specific Rules September 16, 2013 Rev: M€¦ · Non-Year-Specific Rules September 16,...

Documents

Transcript of Non-Year-Specific Rules September 16, 2013 Rev: M€¦ · Non-Year-Specific Rules September 16,...