Craig you are the real hero, not all heroes wear capes and u have proven that I am currently the ESM (electrical safety manager) and my team have been suffering with the fundamentals of the safety system (shutdown circuit in particular ) . great job man 👨 👨
I'm glad you find them useful. They are aimed at newer teams. I am always saddened when a team fails scrutineering due to a fundamental but catastrophic mistake.
Hi Craig, thanks for the video! At 3:06 you mentioned that the TSAL logic has to detect the position of the AIRs, doesn't EV 4.10.12 imply that we can assume that the TS is deactivated as long as there is
You need to be able to detect an AIR (or Precharge) contact that is closed when it shouldn't be. You have two AIRs as a dual protection, but it is vital that you know if one has contact is stuck in the closed position (e.g. welded) because you have then lost one layer of protection. Read EV 4.10.2 / 3 / 4.
Do "power stages" refer to DC/DC converters? If so, are the rules suggesting that IMD, AMS, BSPD, APPS, etc should all be independently powered (with a shared ground), as opposed to having, for example, a common a LV battery to 12V converter powering all systems? It partially makes sense to do this to avoid the single failure affecting multiple systems, but if it is the same output that powers the AIRs I'm not sure what difference it would make. Thanks!
Most teams use 12v, some use 24v. The choice will be partly dictated by the AIR coil voltages that are available, plus the voltage requirements of the ancillary equipment such as the IMD. You need to go through the equipment specs to decide on a suitable voltage.
@@craiguk62 I mean contact named "Activation Logic" on shutdown circuit schematic (EV6.1). I came that this contact has something common with precharge and discharge systems (Am I right?) but I don't know how should this work?
@@PaddyVW I think it may refer to this extra rule.... EV4.11.3 Closing the shutdown circuit by any part defined in EV6.1.2 must not (re-)activate the TS. Additional action must be required.
I've just looked in the 2020 rules and the only clarification is T11.6.5 "To detect hard braking, a brake system pressure sensor must be used. The threshold must be chosen such that there are no locked wheels and the brake pressure is 30bar." So enough to cause mechanical braking (not regen braking), significant impact on brake fluid pressure, but without the brakes locking.
Craig you are the real hero, not all heroes wear capes and u have proven that
I am currently the ESM (electrical safety manager) and my team have been suffering with the fundamentals of the safety system (shutdown circuit in particular ) .
great job man 👨 👨
I'm glad you find them useful. They are aimed at newer teams. I am always saddened when a team fails scrutineering due to a fundamental but catastrophic mistake.
Hi Craig, thanks for the video!
At 3:06 you mentioned that the TSAL logic has to detect the position of the AIRs, doesn't EV 4.10.12 imply that we can assume that the TS is deactivated as long as there is
You need to be able to detect an AIR (or Precharge) contact that is closed when it shouldn't be. You have two AIRs as a dual protection, but it is vital that you know if one has contact is stuck in the closed position (e.g. welded) because you have then lost one layer of protection. Read EV 4.10.2 / 3 / 4.
@@craiguk62 thanks for the reply! I understand now and will implement AIRs with aux contacts for additional monitoring and protection :)
Hi Craig, do you have any written document which explain electrical materials & circuits on the car
Do "power stages" refer to DC/DC converters? If so, are the rules suggesting that IMD, AMS, BSPD, APPS, etc should all be independently powered (with a shared ground), as opposed to having, for example, a common a LV battery to 12V converter powering all systems? It partially makes sense to do this to avoid the single failure affecting multiple systems, but if it is the same output that powers the AIRs I'm not sure what difference it would make. Thanks!
low voltage batter should be of how much voltage?
Most teams use 12v, some use 24v. The choice will be partly dictated by the AIR coil voltages that are available, plus the voltage requirements of the ancillary equipment such as the IMD. You need to go through the equipment specs to decide on a suitable voltage.
@@craiguk62 how much A/h ?
Volt-free contact = relay?
Yes, a relay contact. Sorry if it caused confusion.
Could you explain what does "Activation Logic" stand for?
can you please clarify which part of the video that relates to Paddy and I will try to assist.
@@craiguk62 I mean contact named "Activation Logic" on shutdown circuit schematic (EV6.1). I came that this contact has something common with precharge and discharge systems (Am I right?) but I don't know how should this work?
@@PaddyVW I think it may refer to this extra rule....
EV4.11.3 Closing the shutdown circuit by any part defined in EV6.1.2 must not (re-)activate the TS.
Additional action must be required.
@@craiguk62 Oh, I got this now. Thank you :)
Is there a clear definition of "hard braking"?
I've just looked in the 2020 rules and the only clarification is T11.6.5
"To detect hard braking, a brake system pressure sensor must be used. The threshold must be
chosen such that there are no locked wheels and the brake pressure is 30bar."
So enough to cause mechanical braking (not regen braking), significant impact on brake fluid pressure, but without the brakes locking.
@@craiguk62 Thank you. Do you use you Linkedin account? I have sent you an invitation, perhaps we could have some mutual interests.
@@alonkuperman8321 just curious what your interest in FS/EV is?