Perez Blanco - Jon - 904869 - IE

Proyecto Fin de Grado
INGENIERIA ELÉCTRICA
Design of the systems of an Electric Powertrain
for a Formula Student
Jon Pérez Blanco

San Sebastián, junio de 2020
Pº Manuel Lardizabal, 13. 20018 Donostia-San Sebastián, Gipuzkoa

Tel. 943 219 877 · Fax 943 311 442 · www.tecnun.es
CAMPUS TECNOLÓGICO DE LA UNIVERSIDAD DE NAVARRA. NAFARROAKO UNIBERTSITATEKO CAMPUS TEKNOLOGIKOA
Paseo de Manuel Lardizábal 13. 20018 Donostia-San Sebastián. Tel.: 943 219 877 Fax: 943 311 442 www.esi.unav.es informacion@tecnun.com
Jon Pérez Blanco
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Agradecimientos
A mis padres y hermana, por apoyarme y ayudarme cuando lo necesitaba. Gracias por todo.
A Joaquín de Nó, por su guía, por sus consejos y por estar siempre disponible para resolver
cualquier duda. Muchas gracias.
A Andoni Medina, Manu Sánchez y Jose Macayo, por su implicación en el equipo y por estar
siempre dispuestos a prestar su ayuda. Muchas gracias.
A mis compañeros de Tecnun eRacing por darme la oportunidad de aprender de este mundo
que es la Formula Student. Especialmente a mis compañeros de la temporada de 2018, Ima, Unai,
Koldo y Paula, muchas gracias. Gracias también a Éric, Ignacio, Javi y Aitor por apoyarme y
ayudarme estos últimos dos años.
Por último, pero no menos importante, a todos mis amigos del equipo, que siempre me han
apoyado y han estado dispuestos a ayudarme en mi trabajo o sacándome del taller cuando ya era
tarde: Lourdes, Arrate, Joannes, Jaime, Borjita y Elisa. Muchísimas gracias por todo.
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Contents
Agradecimientos ......................................................................................................................... i
List of figures ...............................................................................................................................v
List of tables ............................................................................................................................... ix
List of equations ......................................................................................................................... ix
Resumen .................................................................................................................................... xi
Abstract .................................................................................................................................... xiii
Abbreviations ............................................................................................................................ xv
1. INTRODUCTION .................................................................................................................. 1
1.1 Formula Student ......................................................................................................... 1
1.2 Motivation .................................................................................................................. 2
1.3 Project scope, objectives and structure ..................................................................... 2
2. STATE OF THE ART .............................................................................................................. 5
2.1 Electric Powertrain ..................................................................................................... 5
2.2 Battery Management System..................................................................................... 7
2.2.1 BMS in Formula Student..................................................................................... 7
3. ELECTRIC POWERTRAIN...................................................................................................... 9
3.1 Motor and Inverter..................................................................................................... 9
3.1.1 Electrical installation ........................................................................................ 11
3.1.2 Setting of the parameters ................................................................................ 13
3.1.3 Problems........................................................................................................... 13
3.2 Accumulator Container ............................................................................................ 15
3.2.1 Battery and assembly ....................................................................................... 17
3.2.2 Shutdown Circuit .............................................................................................. 19
3.2.3 High Voltage Components................................................................................ 20
3.2.4 Current sensing ................................................................................................ 28
3.2.5 Voltage Indicator .............................................................................................. 29
3.2.6 High Voltage measurement circuit ................................................................... 31
3.2.7 Pre-charge ........................................................................................................ 35
3.2.8 Discharge .......................................................................................................... 39
3.2.9 Insulation Monitoring Device ........................................................................... 43
4. BATTERY MANAGEMENT SYSTEM .................................................................................... 45
4.1 Master module ......................................................................................................... 45
4.1.1 Shutdown Circuit .............................................................................................. 45
4.1.2 Tractive System Active Light............................................................................. 49
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4.1.3 Current sensing................................................................................................. 55

4.1.4 Voltage sensing................................................................................................. 57
4.1.5 Controller Area Network .................................................................................. 57
4.1.6 Layout and PCB design ..................................................................................... 60
4.2 Slave Module ............................................................................................................ 63
4.2.1 Previous design................................................................................................. 63
4.2.2 Objectives ......................................................................................................... 64
4.2.3 Definition of the system ................................................................................... 65
4.2.4 Voltage sensing................................................................................................. 67
4.2.5 Temperature sensing ........................................................................................ 68
4.2.6 Cell balancing.................................................................................................... 69
4.2.7 Low Voltage ...................................................................................................... 72
4.2.8 Galvanic Isolation ............................................................................................. 73
4.2.9 Layout and cell stack integration...................................................................... 75
4.2.10 Testing .............................................................................................................. 76
4.3 Software ................................................................................................................... 79
4.3.1 Master module ................................................................................................. 79
4.3.2 Slave module .................................................................................................... 81
4.3.3 Battery interface............................................................................................... 82
5. FUTURE LINES ................................................................................................................... 85
6. CONCLUSIONS .................................................................................................................. 87
7. BUDGET ............................................................................................................................ 89
7.1 Assets budget ........................................................................................................... 89
7.2 Expendable equipment budget ................................................................................ 90
7.3 Non-expendable equipment budget ........................................................................ 90
7.4 Software budget ....................................................................................................... 90
7.5 Labor budget ............................................................................................................ 91
7.6 Budget summary ...................................................................................................... 91
8. REFERENCES ..................................................................................................................... 93
Appendix A: Schematics ........................................................................................................... 97
Appendix B: Auto-tuning of the inverter ............................................................................... 105
Appendix C: CANoe code ....................................................................................................... 109
Appendix D: Datasheets ......................................................................................................... 111
Appendix E: PCB schematics and masks ................................................................................ 115
Appendix F: Slave module code ............................................................................................. 157
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List of figures
Figure 1: TER18 and TER19 ........................................................................................................ 2
Figure 2: Powertrain of the Audi e-tron..................................................................................... 5
Figure 4: Powertrain of the KIT D19, Karlsruhe Institute of Technology ................................... 6
Figure 3: In-Wheel motor of a Formula Student ........................................................................ 6
Figure 5: BMS from Revolve NTNU, Trondheim NTNU .............................................................. 8
Figure 6: Powertrain of the TER19 ............................................................................................. 9
Figure 7: Inverter of the TER19. Control board and shielding ................................................. 10
Figure 8: Inverter of the TER19. Power circuit ......................................................................... 10
Figure 9: Connections of the resolver ...................................................................................... 12
Figure 10: EMRAX 188HV with resolver ................................................................................... 12
Figure 11: NDrive ..................................................................................................................... 13
Figure 12: Inverter of the TER20. Upper view.......................................................................... 14
Figure 13: Inverter of the TER20. Perspective view ................................................................. 14
Figure 14: Fuse example .......................................................................................................... 15
Figure 15: Detailed accumulator container ............................................................................. 16
Figure 16: TER19 and TER20 accumulator container ............................................................... 16
Figure 17: Cell connections ...................................................................................................... 18
Figure 18: Deformed bolt ......................................................................................................... 18
Figure 19: Shutdown Circuit example ...................................................................................... 20
Figure 20: Estimated make and break power switching ratings from the AIR ........................ 22
Figure 21: HV cable .................................................................................................................. 23
Figure 22: Maintenance plug ................................................................................................... 24
Figure 23: Maintenance plug derating curve ........................................................................... 25
Figure 24:HV Connector. HVP 800 ........................................................................................... 25
Figure 25: HVD. EM30MSD ...................................................................................................... 26
Figure 26: Current sensor measuring range in function of Vref ................................................ 29
Figure 27: Voltage Indicator schematic ................................................................................... 30
Figure 28: Hall Effect sensor schematic ................................................................................... 33
Figure 29: Hall Effect sensor PCB ............................................................................................. 33
Figure 30: Voltage divider circuit schematic ............................................................................ 35
Figure 31: Pre-charge circuit schematic ................................................................................... 36
Figure 32: Pre-charge resistor power overload graphic .......................................................... 37
Figure 33: Pre-charge Voltage VS Time graphic ....................................................................... 38
Figure 34: Pre-charge Current VS Time graphic ....................................................................... 38
Figure 35: Pre-charge Power VS Time graphic ......................................................................... 39
Figure 36: Discharge circuit schematic .................................................................................... 40
Figure 37: Discharge resistor ................................................................................................... 41
Figure 38: Discharge Voltage VS Time graphic......................................................................... 41
Figure 39: Discharge Current VS Time graphic......................................................................... 42
Figure 40: Discharge Power VS Time graphic........................................................................... 42
Figure 41: Wiring diagram of the IMD ..................................................................................... 44
Figure 42: Connection of the IMD in the vehicle ..................................................................... 44
Figure 43: IMD and BMS fault schematic................................................................................. 46
Figure 44: Latching circuit full schematic ................................................................................. 47
Figure 45: Relay schematic ...................................................................................................... 47
Figure 46: IMD and BMS powerstages ..................................................................................... 48
Figure 47: Reset logic schematic .............................................................................................. 49
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Figure 48: TSAL location in the main hoop .............................................................................. 50

Figure 49: Auxiliar contacts of the AIR and pre-charge relay .................................................. 51
Figure 50: TSAL enable red schematic ..................................................................................... 52
Figure 51: TSAL auxiliar contact implausibility circuit schematic............................................. 53
Figure 52: TSAL HV measurement connector implausibility circuit schematic........................ 53
Figure 53: TSAL HV measurement signal implausibility circuit schematic ............................... 54
Figure 54: TSAL implausibility circuit ....................................................................................... 55
Figure 55: Hall sensor Vref schematic ....................................................................................... 56
Figure 56: Hall sensor filters and protections .......................................................................... 56
Figure 57: HV Measurement full schematic ............................................................................. 57
Figure 58: Typical CAN bus arquitecture.................................................................................. 58
Figure 59: CAN bus split termination ....................................................................................... 58
Figure 60: CAN bus schematic .................................................................................................. 59
Figure 61: LAUNCHXL - f28379D .............................................................................................. 60
Figure 62: BMS master PCB. Top view ..................................................................................... 60
Figure 63: BMS master PCB. Bottom view ............................................................................... 61
Figure 64: BMS master. Planes. Bottom view .......................................................................... 61
Figure 65: BMS master PCB. Planes. Top view ......................................................................... 62
Figure 66: First prototype of the BMS master. Assembly of the LAUNCHXL – f28379D.......... 62
Figure 67: Voltage measurement............................................................................................. 64
Figure 68: Battery connections. Filters and protections. ......................................................... 67
Figure 69: TO-92-3 package ..................................................................................................... 68
Figure 70: LM35DZ sensor signal conditioning ........................................................................ 68
Figure 71: Temperature sensor with thermal paste ................................................................ 69
Figure 72: Unbalanced cells charging process ......................................................................... 70
Figure 73: Unbalanced cell discharging process ...................................................................... 70
Figure 74: Battery connections. Balancing circuit .................................................................... 72
Figure 75: Balancing circuit in the PCB..................................................................................... 72
Figure 76: Low Voltage zone in the PCB................................................................................... 73
Figure 77: Galvanic isolation schematic ................................................................................... 74
Figure 78: Galvanic isolation in the PCB................................................................................... 75
Figure 79: Cell stack integration............................................................................................... 75
Figure 80: Detailed BMS slave PCB .......................................................................................... 76
Figure 81: BMS slave module test bench ................................................................................. 76
Figure 82: Voltage measurements from the GUI ..................................................................... 77
Figure 83: Voltage measurements from CANoe ...................................................................... 78
Figure 85: Cell balancing in the evaluation module ................................................................. 78
Figure 84: Manual command window ..................................................................................... 78
Figure 86: Pre-charge status .................................................................................................... 79
Figure 87: Pre-charge command code ..................................................................................... 80
Figure 88: BMS slave code flow chart ...................................................................................... 81
Figure 89: Battery interface. General tab ................................................................................ 83
Figure 90: Battery interface. Temperature tab ........................................................................ 83
Figure 91: Battery interface. Voltage tab ................................................................................. 83
Figure 92: Step 5 .................................................................................................................... 106
Figure 93: Step 8 .................................................................................................................... 106
Figure 94: Step 14 .................................................................................................................. 107
Figure 95: Steps 10 and 11 ..................................................................................................... 107
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Figure 96: Step 9 .................................................................................................................... 107

Figure 97: CAPL code from CANoe ......................................................................................... 109
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List of tables
Table 1: Control connector of the inverter .............................................................................. 11
Table 2: Battery cell specifications........................................................................................... 17
Table 3: AIR specifications ....................................................................................................... 21
Table 4: Current ratings of the TS components ....................................................................... 27
Table 5: Advantages and disadvantages between Hall Effect and voltage divider ................. 31
Table 6: TSAL states ................................................................................................................. 52
Table 7: XOR truth table........................................................................................................... 54
Table 8: BMS slave module objective specifications ............................................................... 65
Table 9: Battery monitoring IC comparison ............................................................................. 66
Table 10: Bleed resistor comparison........................................................................................ 71
Table 11: BQ76PL455 Command list ........................................................................................ 82
Table 12: Assets budget ........................................................................................................... 89
Table 13: Expendable equipment budget ................................................................................ 90
Table 14: Non-expendable equipment budget ........................................................................ 90
Table 15: Software budget ....................................................................................................... 90
Table 16: Labor budget ............................................................................................................ 91
Table 17: Budget summary ...................................................................................................... 91
List of equations
Equation 1: Energy of the accumulator container ................................................................... 17
Equation 2: Short-circuit current ............................................................................................. 27
Equation 3: Current sensor output .......................................................................................... 29
Equation 4: Voltage divider...................................................................................................... 34
Equation 5: Capacitor pre-charge voltage ............................................................................... 36
Equation 6: Cut-off frequency of an RC filter........................................................................... 58
Equation 7: Voltage resolution ................................................................................................ 67
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Resumen
Ante los problemas que sufría el powertrain eléctrico del monoplaza Formula Student del
equipo de la Universidad de Navarra, Tecnun eRacing, un rediseño del mismo era necesario, con el
fin de conseguir un monoplaza fiable y competitivo.
Este proyecto recoge el trabajo realizado durante la temporada 2019-2020 sobre los sistemas
que componen un powertrain eléctrico además de dar pautas de desarrollo para futuras
temporadas. Por tanto, en este documento se definen los motores e inversores utilizados en el
monoplaza, detallando la problemática de las últimas dos temporadas y proponiendo soluciones.
Además, también se dimensionan todos los componentes intermedios del bus DC para poder
conseguir la potencia máxima permitida por la normativa de la Formula Student Germany: 80 kW.
Por otro lado, el documento también recoge el sistema de monitorización de las baterías
(BMS) del vehículo. Incluye las adiciones y rediseños realizados al módulo maestro para cumplir con
la nueva normativa. Además, se detalla un nuevo diseño del módulo esclavo más moderno y con
mejores prestaciones mediante el uso de componentes con estándares de automoción, junto con
las pruebas realizadas. También incluye una guía con los pasos a seguir para poder configurar el
inversor, acompañando cada paso con su respectiva fotografía del programa utilizado para la
configuración.
Por último, este proyecto sirve el propósito de definir el método de trabajo que se ha de
realizar en la fase de diseño para poder dimensionar y definir correctamente todos los
componentes utilizados, evitando así problemas a futuro en el monoplaza.
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Abstract
In response to the problems suffered by the electric powertrain of Tecnun University of
Navarra’s Formula Student single-seater racing car from Tecnun eRacing, a redesign of itself is
necessary in order to achieve a reliable and competitive vehicle.
This project gathers the work carried out during the 2019-2020 season on the systems that
compose an electric powertrain in addition to setting work lines for development in future seasons.
Thus, in this document the motors and inverters used are defined, detailing the failures of the
powertrain in the last two seasons and proposing solutions. Furthermore, the components that
compose the intermediate DC bus are dimensioned in order to achieve the maximum power
allowed by the Formula Student Germany rules: 80 kW.
On the other hand, this document also gathers the Battery Management System (BMS) of the
vehicle. It includes additions and redesigns made to the master module for complying the new set
of rules. In addition, a new slave module is designed and tested, more modern and with better
performance by using components with automotive standards. Moreover, the document includes
a guide for configuring the inverter, step by step and with a photograph of the program used for
the configuration in each required step.
Finally, this project has served the purpose of defining the work line which should be followed
in order to dimension and define correctly every used component, avoiding future problems in the
vehicle.
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Abbreviations
ADC: Analogic to Digital Converter LiPo: Lithium-ion Polymer
AIR: Accumulator Isolation Relay LV: Low Voltage
AMS: Accumulator Management System NC: Normally Closed
BMS: Battery Management System NO: Normally Opened
CAN: Controller Area Network PCB: Printed Circuit Board
CV: Internal Combustion Engine Vehicle PMSM: Permanent Magnet Synchronous
DoD: Depth of Discharge Motor
DV: Driverless Vehicle PWM: Pulse Width Modulation

ECU: Electronic Control Unit SAE: Society of Automotive Engineers
EMI: Electro-Magnetic Interference SC: Shutdown Circuit
EV: Electric Vehicle SCS: System Critical Signal
FSG: Formula Student Germany SoC: State of Charge
FSS: Formula Student Spain SPST: Single Pole Single Throw
GND: Ground TS: Tractive System
GUI: Graphic User Interface TSAL: Tractive System Active Light
HV: High Voltage TSMP: Tractive System Measurement Point
HVD: High Voltage Disconnect TSMS: Tractive System Master Switch
IC: Integrated Circuit TVS: Transient Voltage Suppression
IMD: Insulation Monitoring Device
ISO: International Standard Organization
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1. INTRODUCTION
We are living the change of an era. Now more than ever, there is a great awareness regarding
the protection of the environment. Ecological movements and governments’ new emission
regulations regarding traditional internal combustion engine vehicles (CV) have made inevitable a
transition to the electrification of the automotive industry.
This transition is happening a lot faster than it was expected, and so, the industry is
determined to abandon the CVs and step into the field of the electric vehicles (EV). The principal
car manufacturers and important electricity production, distribution and commercialization
companies, as well as governments from all over the world, have made great economic investments
and have started to participate in new global initiatives, such as the EV100 initiative, in order to
accelerate this transition.
The racing and competition industry is no less committed to this transition. New competitions,
such as Formula-E, have emerged in the last few years to push the I+D on electric vehicles. Same
happens for the Formula Student competitions, in the last few years the organizers of this
competition have encouraged the teams to focus in the electrification of the vehicles alongside the
Driverless Vehicles (DV).
1.1 Formula Student

Formula Student is an international level engineering student competition which consists in
the design, manufacturing and testing of a racing single-seater car. Teams are composed by
students from different engineering disciplines (e.g. mechanical, electricity, electronics, etc.). Every
year, each team can attend different competitions around the world, placed in many famous
circuits.
These competitions are organized by the Society of Automotive Engineers (SAE). In Europe,
many competitions are held during summer, such as Formula Student Germany (FSG) in
Hockenheimring circuit or Formula Student Spain (FSS), held in the Circuit of Catalunya Montmeló.
Furthermore, the competitions give the opportunity to many engineering students to acquire
knowledge and formation in the field of the racing vehicles, and for many it is the first step into the
electric vehicles field.
The competition is divided in three main categories: CV, EV and DV. Each category has two
main event types: static events and dynamic events. The former consists in three events, Business
Plan, Cost & Manufacturing and Design where each team has to defend and show the judges the
design, documentation and decisions taken through the season, while the latter consists in five
events, Skidpad, Acceleration, Autocross, Endurance and Efficiency, where the car competes in the
circuit to obtain the best score possible within its category.
Before the dynamic events, each team must go through a technical inspection or scrutineering
to verify that the designed vehicle is rule compliant and it is secure to pilot. This technical inspection
is divided in five parts: mechanical inspection, accumulator inspection, electrical inspection, rain
test, tilt test and brake test.
The team from Tecnun University of Navarra is Tecnun eRacing, which was born in 2017 from
the union of the previous two teams from the university: Tecnun Seed Racing (EV) and Tecnun
Motorsport (CV). From that point, Tecnun eRacing has manufactured two vehicles, the TER18 and
TER19, and is still manufacturing the third prototype.
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The team’s philosophy and work focus are grounded in three principal features: Reliability,
simplicity and effectiveness. In order to get a decent place in the competitions, participating and
finishing the dynamic events are of paramount importance. The team has struggled to participate
in the dynamic events due to problems in the electric powertrain and rule compliance. The focus
should be pointed to the reliability of the electric powertrain, while being compliant with the
competition rules.
Figure 1: TER18 and TER19
1.2 Motivation
This project arises from the necessity of Tecnun University of Navarra’s Formula Student team
to improve the reliability of the vehicle in the field of the electric powertrain focusing on the
electronics inside the accumulator container.
The lack of reliability in the inverters and in the cell voltage and temperature measurements,
imprecision in the voltage and current measurements in the battery and the compliance with the
Formula Student Germany rules have not allowed the team to successfully complete the technical
inspection in little time during competition, depriving the team from participating in all dynamic
events in the last two years.
This has forced the team to redesign some critical systems in the electric powertrain which
include the electronics of the accumulator container and the distribution of the inverters. In the
last two years great progress has been made in this field, but still, a lot of research and development
from the team is needed.
1.3 Project scope, objectives and structure

One of the objectives of this project is to document the knowledge acquired in the last three
years by gathering the failures of previous designs, solutions, improvements for better performance
and by stating future objectives and work lines the team should focus on when developing the
electric powertrain of the vehicle. Every component selection and design has been justified either
by the need to comply with the FSG 2020 rules or by past experiences of the team, positive and
negative.
However, the main objective is to design and manufacture the systems of an electric
powertrain with the premise that it has to be a reliable design for the team to be able to compete
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as it should, following the team’s philosophy. To achieve this, each system explained in this project
has followed the same structure: first, the respective system’s features are briefly commented, the
relevant rule set for that part is listed and if the respective system is a redesign of previous designs,
the experiences and failures of them are documented, justifying the need for a new design.
Afterwards, the new design is explained and justified. Finally, if applicable, the new design is tested.
This will also help the team to set lines of work that will help to achieve good results (definition of
the system, required rule set, previous experiences and justification of new designs).
Furthermore, the last vehicle manufactured by the team, has a maximum power of 48 kW.
Another objective is to design the powertrain with 80 kW of power, the maximum permitted by the
FSG rules. This objective will be taken into account for the selection and design of many
components.
This document is separated in two fundamental parts:
• Electric Powertrain: the systems involving the electric powertrain, this is, motors,
inverters, accumulator container and intermediate systems are explained.
• Battery Management System: the additions and redesigns regarding the BMS (master
and slave) are explained.
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2. STATE OF THE ART

The state of the art of the electric powertrain and BMS of commercial and Formula Student
EVs will be analyzed in this chapter.
2.1 Electric Powertrain

An electric vehicle is a vehicle that uses one or more electric motors for propulsion. This vehicle
can either be powered through an energy storage system such as electrochemical batteries, or
through an electric generator to convert petrol into electricity for hybrid vehicles.
The electric powertrain is the most important part of an electric vehicle and consists of three
main parts: the electric motors, the DC/AC inverters and a battery accumulator.
Depending on the vehicle and the use-case scenario, the vehicle can have one or more motors
distributed in the front and rear axle of the car. These electric motors can be induction motors or
Permanent Magnet Synchronous Motors (PMSM). The PMSM is the most usual choice for electric
mobility since they are more efficient and have the highest torque density, therefore, they are the
most interesting choice for lightweight, high torque and high autonomy vehicles.
On the other hand, an element which converts the stored or generated DC current to AC
current is also needed: the DC/AC inverter. This device is the responsible for controlling the electric
motors and one inverter per motor is needed.
Furthermore, in order to store the electric energy in EVs, a battery accumulator is used. The
battery accumulator, accumulator container from now on, is the responsible for storing the electric
energy needed for the propulsion of the vehicle. This can be done with many different storing
elements, but the most used ones are electrochemical cells or electrochemical cells with
supercapacitors.
Figure 2: Powertrain of the Audi e-tron
In the case of Formula Student teams, there are many powertrain topologies. Regarding the
electric motors, there are three main options: single rear motor with a differential, two
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independent rear motors or four independent in-wheel motors, being the most popular the last
two. On the other hand, depending on the chassis and motor choice each team has either one or
two accumulator containers, but using a single accumulator container is the most common option.
Using two independent motors or four in-wheel motors allow the teams to use a torque
vectoring logic, thanks to the independence in the torque command of each motor. This gives a lot
of advantage and greatly improves the handling of the vehicle, reducing the lap time of the car.
Even though the four in-wheel motor option is the one used by the top teams and it is the ultimate
objective for the design of the car, many teams still use the double rear motor topology.
Figure 4: In-Wheel motor of a Formula Student
Figure 3: Powertrain of the KIT D19, Karlsruhe Institute of Technology
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2.2 Battery Management System

The BMS is used to monitor the state of the battery cells, ensuring the right operation and the
security of them. Many cell chemistries do not need any BMS system for their safety, such as lead-
acid batteries used in current combustion cars for the low voltage system. This is not the case for
most EVs, since they usually use Lithium-Ion Polymer (LiPo) cell chemistry.
The LiPo cells have a high energy density, they have no memory effect and have low self-
discharge, so, these cells are light, small and loose very little charge if they are not used for a while.
Despite these benefits, LiPo battery cells use flammable electrolyte, and so, a fault in the cell can
cause an explosion or fire. These cells have a safe operation range between 3 V and 4.2 V, and if
they are overheated or overcharged, they may suffer thermal runaway or rupture, which causes
the electrolyte to be pressurized and so they can explode or catch fire.
For a safe operation, a system which monitors the operating ranges of the cells is needed: the
BMS. This device needs to monitor the voltages of each battery cell in the accumulator container
and their temperature If a value is out of range, the BMS must shut-down the battery and
disconnect it from the load before it gets damaged. Furthermore, a BMS can have additional
features, such as State of Charge (SoC) estimation, Depth of Discharge (DoD) estimation, cell
balancing and current measurements.
The design of a BMS depends on the layout of the battery cells and their distribution, thus,
there are different BMS topologies:
• Centralized: It is the most simple and cheap solution. Every cell is connected to the
same PCB. This makes it difficult to use this topology in batteries with large number of
cells, since a big wiring harness is needed.
• Distributed: This is the contrary of the centralized topology. A single cell is monitored
with one PCB, denominated “slave” modules, and then it sends the measurements
through a communication protocol (e.g. CAN bus, SPI, I2C, UART) to the “master” PCB.
• Modular: This topology is similar to the distributed topology, but the slaves used in
this topology measure a stack of battery cells instead of a single cell. As in the
distributed topology, the measurements of the cell stack are sent through a
communication protocol to the master device. This topology is the most expensive,
but the assembly is much simpler than the other two topologies.
There are many commercial solutions, such as the LTC6804 from Analog Devices or BQ76
series from Texas Instruments, used in the Tesla Model S.
2.2.1 BMS in Formula Student

In the 2019 FSS edition, 100 team attended the competition. Every year, it is expected for
every team to present different solutions for their BMS system. Many teams design their own BMS
since this allows the designer to design a specific BMS that fits perfectly in the system definition of
their vehicle, designing a less bulky and optimized solution against a commercial one. On the other
hand, there are teams which prefer to use a commercial solution as it is a plug-and-play solution.
Examples of the commercial BMS are the Elithion Lithiumate pro (used previously by the team,
distributed topology) or ORION (centralized topology).
The teams who design their own BMS usually select the modular topology. Among the
characteristics for the design of the system, the most relevant choices are the communication
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protocol, current measurement method and the voltage measurement method. In figure 5, the
BMS from Revolve NTNU team can be seen.
Figure 5: BMS from Revolve NTNU, Trondheim NTNU
The last BMS used by the team has been the BMS designed by Imanol Etxezarreta and Unai
Echeverria and has been taken as reference. Some additions, changes and improvements have to
be made due to the change in the FSG rules or problems in the operation.
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3. ELECTRIC POWERTRAIN
The electric powertrain of the three cars manufactured by the team is composed of two
independent PMSM with a gearbox attached, two DC/AC power converters, one per motor and a
single accumulator container containing the batteries. In appendix A, schematics of the electric
powertrain circuit can be seen. In figure 6, a picture of the current powertrain can be seen.
Figure 6: Powertrain of the TER19
The focus of the project is on the electronics of the accumulator container and the assembly
of the powertrain rather than the powertrain itself, and so, the reasons and studies completed for
the selection of the inverter and motor will not be covered thoroughly. Nevertheless, a description
of the rest of used components is needed to understand the whole background and the system
which the electronics will be assembled to. For this, a brief description of the actual inverter-motor
topology will be made. In addition, the assembly of these components, the problems of this design
and the systems inside the accumulator container will be explained.
3.1 Motor and Inverter

The used motors are the EMRAX 188HV from Enstroj and the inverters are the BAMOCAR D3
700-400 RS from Unitek Industrie Elektronik GmbH. Among other things, the main reason for using
this inverter-motor configuration is that these two are tested together by the manufacturers, and
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so the inverter manufacturer can provide the team with better support and also the best
configuration of the inverter, which is very helpful as a starting point.
Due to space restraints and weight reduction purposes, both inverters are placed inside the
same container. Although both inverters are independent, they share the same DC link capacitors
and DC bus through two long copper bus-bars, HV+ and HV-. The DC bus is then connected to both
IGBT boards and afterwards, the motor connections are driven to a HV connector with more copper
bus-bars. The mounting of the inverters can be seen in figures 7 and 8.
Figure 7: Inverter of the TER19. Control board and shielding
Figure 8: Inverter of the TER19. Power circuit
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3.1.1 Electrical installation

The electrical connections needed for the control board from the inverter are separated in
four connectors: control, motor feedback, CAN bus and RS232 for connections with a PC. The
control connector withholds the supply and enable pins, the motor feedback connector withholds
the motor temperature signals and resolver signals, the CAN bus connector withholds the two CAN
bus connections and the RS232 connector withholds the connections needed to stablish
communication with the PC for the parameter configuration. The connections needed for this use-
case are:
Control Connector
In table 1, the mandatory signals are described. There are 4 pins in the connector just for the
supply, two for 24V and two for GND. The other two signals, RFE and FRG/RUN, are two signals
which can disable the inverter if the input value is 0 V. This serves as a safety feature. When the
RFE signal is disabled, the rotating field will be blocked, and so, the motor will be free of torque. On
the other hand, the FRG/RUN acts as an enable signal for the inverter, if it is disabled, the servo-
drive is electronically disabled, this is, there will not be any PWM pulses. Also, the manufacturer
specifies that when switching on the inverter, at least 0.5 seconds after the RFE has been enabled
must pass to enable the FRG/RUN pin.
Control connector
Name Description
GND24 Auxiliary voltage ground
+24 Auxiliary voltage +
GNDE Logic ground
+24v Auxiliary voltage +
FRG/RUN Enable
RFE Rotating Field Enable
Table 1: Control connector of the inverter
Motor Feedback
One of the most important parameters for the motor control, is the position of the rotor. The
position is measured by a position sensor, in this case, the Emrax motor incorporates a resolver.
The manufacturers of the inverter and the resolver specify in their respective datasheets the
connections of the resolver. In figure 9, the connections are defined. In figure 10, the position of
the resolver in the motor axis can be seen.
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Figure 9: Connections of the resolver
Figure 10: EMRAX 188HV with resolver
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3.1.2 Setting of the parameters

Unitek provides a Graphical User Interface (GUI) for the configuration of parameters, called
NDrive. If a computer with this program is connected to the inverter via the RS232 connector and
the low voltage supply is switched on, different parameters of the inverter, such as switching
frequency or maximum revolutions per minute, can be tuned. Every parameter is explained in the
NDrive manual from Unitek. In figure11, a screenshot of this program can be seen.
Figure 11: NDrive
Furthermore, in figure 11 the highlighted area shows the Feedback sensor parameters. The
parameter that has to be configured every time the inverter or the motor is changed, is the offset
of the resolver, which is measured in degrees. In order to obtain this parameter, an auto-tuning
must be made, more about this process is explained in appendix B.
3.1.3 Problems
During the 2019 season, the inverter had numerous failures, damaging the IGBTs and needing
a repair. After doing some research and asking the manufacturer about this design, the issue that
most likely produced these failures seemed to be that the DC link capacitators were too far away
from the IGBTs, and that the long copper bus-bars driving the DC bus were too large. In addition,
the DC link capacitor values were also too low, the manufacturer suggested that each inverter
should have their own DC link capacitors.
To solve this problem, a new inverter container design has been made during the 2020 season
with the help of Jaime Jauregui, which is yet to be tested. In figures 12 and 13, this design can be
seen.
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Figure 12: Inverter of the TER20. Upper view
Figure 13: Inverter of the TER20. Perspective view
With this design, each inverter will have their own DC link capacitors, and are much closer to
the IGBTs than in the first design. Even so, the bus-bars driving the DC bus are most likely still too
large, if problems still happen because of this, using shielded cables or changing the distribution
again could be a solution, so that the bus-bars are much smaller.
Another problem that happened during the 2019 season was that whenever the accumulator
container’s fuse melted, some IGBTs were damaged and needed to be replaced. The only protection
the DC bus has, is the accumulator container’s fuse. There is no protection between the inverter
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and the motors, so, the failure could have happened in a motor. Since there is no protection until
the accumulator container, the overcurrent passing through the IGBTs could have been the reason
why they were damaged. Protections between inverter and motor have not been placed due to
space constraints, but it is strongly recommended to place a fuse for each motor phase, for
example, in the bus-bars connecting the IGBTs with the motor connectors, with a fuse similar to the
one in figure 14, which can be easily installed if there is enough space.
Figure 14: Fuse example
3.2 Accumulator Container

The accumulator container is the responsible for storing all the battery cells the vehicle needs
alongside the electronics to monitor and control these battery cells. The accumulator container is
one of the most important parts of the vehicle, from the point of view of the car’s performance but
also from the safety point of view and thus, this container is strictly regulated by the FSG rules.
The battery configuration has not changed since the 18th season due to the fact that the chassis
of the vehicle has barely changed, and the space reserved for the accumulator container has been
reduced. Even so, the configuration will be explained alongside future recommendations and
problems that have been noticed with it.
In this chapter, the systems of the accumulator container and other components that directly
affect the selection or design of the systems will be explained.
In figure 15 and 16, the actual accumulator container can be seen.
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Figure 15: Detailed accumulator container
Figure 16: TER19 and TER20 accumulator container
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3.2.1 Battery and assembly

The vehicle’s battery is composed by lithium-ion battery cells with a LiCoO2 chemistry. The
battery has a configuration of 96s1p, this is, 96 cells in series and no cells in parallel. The battery
cell used in this vehicle is the SLPBA375175 from Melasta. In table 2, the properties of this cell are
listed.
SLPBA375175
Nominal voltage [V] 3.7
Maximum voltage [V] 4.2
Cut-off voltage [V] 3
Capacity [Ah] 16
Max. Continuous discharge current [A] 240
Peak discharge current [A] 360 for 0.3 seconds
Max. Continuous charge current [A] 16
Table 2: Battery cell specifications
The configuration and assembly of the battery packs is restraint by the FSG rule listed below:
EV 5.3.2 Each TS accumulator segment must not exceed a maximum static voltage of 120
VDC, a maximum energy of 6 MJ, see EV 5.1.2, and a maximum mass of 12 kg.
As the rules state, each battery pack cannot have a voltage greater than 120 VDC and 6 MJ of
energy. With this limitation the battery has been distributed in 4 battery packs, with 24 cells each.
This configuration, per equation 1, gives an energy of 5.8 MJ and 100.8 V per stack.
𝑠
𝐸𝑛𝑒𝑟𝑔𝑦 [𝐽] = 𝑉𝑜𝑙𝑡𝑎𝑔𝑒 [𝑉]𝑥 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦[𝐴ℎ]𝑥 3600
ℎ
Equation 1: Energy of the accumulator container
Furthermore, this configuration will provide 403.2 V of maximum battery voltage, 288 V of
minimum battery voltage and an energy of 6.45 kWh.
The cell tabs are connected by two aluminum bus-bars placed between two bolts and then
pressed by two self-locking nuts. More about this connection method can be found in “Diseño e
implementación de la batería y del módulo esclavo del BMS para un vehículo eléctrico de Formula
Student” by Unai Echeverria. In figure 17, a CAD figure of the connections can be seen.
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Figure 17: Cell connections
The major issue of this design has been the use of self-locking nuts for the connection between
cells and the connection of the slave module of the BMS with the cells. If maintenance of the slave
modules or the change of a cell is needed, all self-locking nuts must be removed. This kind of nuts
can easily deform the bolt, making it impossible to re-introduce another nut. If this were to happen,
the battery pack has to be fully disassembled and the bolt must be changed. This is very time
consuming and can be dangerous since battery cells can easily be short-circuited between them
when removing them as there is little space. This issue can be seen in figure 18.
Figure 18: Deformed bolt
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3.2.2 Shutdown Circuit

The shutdown circuit is a safety line which drives important devices, such as the Accumulator
Isolation Relays (AIR). The shutdown circuit, SC from now on, is made up of relays, shutdown
buttons and interlocks, supplying the AIR’s coils in the end of the line. The SC is a Low Voltage (LV)
line of 24 V whose task is to shut down the supply of the AIRs in the event of a failure, disconnecting
the battery from the rest of the vehicle. This is, if the SC is opened, the AIRs coils will not be supplied
and they will open, since they are Normally Open (NO) type relays.
The specifications of the SC are defined in the FSG rules:
EV 6.1.1 The shutdown circuit directly carries the power driving the AIRs, see EV 5.6, and
the pre-charge circuitry, see EV 5.7.
EV 6.1.2 The shutdown circuit is defined as a series connection of at least two master
switches, three shutdown buttons, the BOTS, see T 6.2, the IMD, the inertia switch,
see T 11.5, the BSPD, see T 11.6, all required interlocks and the AMS.
EV 6.1.4 The Tractive System Master Switch (TSMS), see EV 6.2, must be the last switch
before the AIRs except for pre-charge circuitry and hardwired interlocks.
EV 6.1.5 If the shutdown circuit is opened, the TS must be shutdown by opening all AIRs
and the voltage in the TS must drop to below 60 VDC and 25 VACRMS in less than
five seconds. All accumulator current flow must stop immediately. The action of
opening the AIRs may be delayed by ≤250 ms to signal the action to the motor
controllers and reduce the TS current before the AIRs are opened. The AIR supply
must be abruptly switched off before reaching the minimum AIR supply voltage.
EV 6.1.7 All circuits that are part of the shutdown circuit must be designed in a way, that in
the de-energized/disconnected state they open the shutdown circuit.
EV 6.1.9 Every system that is required to or is able to open the shutdown circuit must have
its own, non-programmable, power stage to achieve this. The respective power
stages must be designed to be able to carry the shutdown circuit current, e.g. AIR
inrush currents, and such that a failure cannot result in electrical power being fed
back into the electrical shutdown circuit.
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In figure 19, a detailed schematic of the shutdown circuit of a Formula Student vehicle is
shown.
Figure 19: Shutdown Circuit example
The elements that matter for the study of the HV circuit, also known as Tractive System (TS),
are the IMD, AMS (BMS), HVD, TSMS, AIR and interlocks from all the HV connectors in the vehicle.
The IMD and AMS have their own power stage to open the shutdown circuit and will be covered in
chapter 4.1.1. The High Voltage Disconnect (HVD) is a manual switch located in the HV circuit so
that it can be opened manually. This is useful to disconnect the battery from the vehicle if the AIRs
are stuck or to make maintenance to the vehicle with visual indication that the HV circuit is opened
and that there is not HV present in the rest of the vehicle.
The HVD and the HV connectors have an interlock integrated in them so that the shutdown
circuit can be driven into them, this way, if any connector is not correctly connected or fully
disconnected, the shutdown circuit will remain opened and the closing of the AIRs will not be
possible.
The Tractive System Master Switch (TSMS) is a manual switch located in the right side of the
vehicle. This is the last switch the person responsible for switching on the car will manually activate
and, as the rules specify, it must be the last element in the SC.
3.2.3 High Voltage Components

In this chapter, the HV components which are either inside the accumulator container or affect
directly on the components inside the accumulator container will be explained.
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Accumulator Isolation Relays

The AIRs are a mandatory feature in the vehicle as the rules state:
EV 5.6.2 The AIRs must open both poles of the TS accumulator. If the AIRs are open, no TS
voltage may be present outside of the accumulator container and the vehicle side of the
AIRs must be galvanically isolated from the accumulator side, see EV 1.2.1.
EV 5.6.3 The AIRs must be mechanical relays of a “normally open” type. Solid-state relays are
prohibited.
Each accumulator container must have two AIRs, one for each battery pole. These contactors
must be mechanical type NO relays which are powered by the shutdown circuit, so if there is any
fault in the shutdown circuit, or the vehicle is powered off, the supply to the AIRs will be interrupted
leading to their opening and disconnection of both battery poles.
When selecting the contactors, the rated voltage, rated current, isolation capacity and number
of cycles must be considered. If the rated current is below the maximum current flow of the vehicle,
the contacts will surely degrade and the contactors may not be able to open, as the contacts may
get stuck. The contactors are of paramount importance to ensure the safety and reliability of the
car, and so, the selected contactors will be oversized. So, the selected contactors must meet these
principal specifications:
- Rated voltage ≥ 403.2V
- Rated current ≥ 240 A
- Coil voltage = 24 V
With these specifications, the contactor KILOVAC EV200 HAANA from TE Connectivity has been
selected. In table 3, the characteristics of the selected contactor can be seen:
Contact arrangement Form A SPST-NO

Rated operating voltage 900 VDC
Continuous carry current 500 A
Coil voltage 24 VDC
Mechanical life 1 million cycles
Mounting of power terminals M8 Threaded rod
Table 3: AIR specifications
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Figure 20: Estimated make and break power switching ratings from the AIR
For the Tractive System voltage of the vehicle (403.2 V) and maximum current (240A), the
estimated life of the contactors is about 2000 cycles, which is quite enough for a formula student
type vehicle.
In addition, this contactor has an extra feature which is very helpful for the safety systems of
the car: auxiliary contacts. These auxiliary contacts serve the purpose of monitoring the mechanical
state of the power contacts of the relay, this is, if it is open or closed, making it easy to detect if the
relay gets stuck. This feature will be extremely helpful for the Tractive System Active Light, which
will be covered in chapter 4.1.2.
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High Voltage cables

The FSG rules specify a minimum requirements the high voltage cables must meet:
EV 4.5.5 All TS wires must be marked with wire gauge, temperature rating and insulation
voltage rating or a serial number/norm printed on the wire if clearly bound to the
wire characteristics for example by a data sheet.
EV 4.5.8 All TS wiring that runs outside of TS enclosures must be enclosed in separate
orange non-conductive conduit or use an orange shielded cable. The conduit must
be securely anchored to the vehicle, but not to wire, at least at each end.
EV 4.5.9 Any shielded cable must have the shield grounded.
The maximum power allowed by the FSG rules is 80 kW and the maximum current of discharge
of the cells is 240 A, so, this current may be discharged when the battery is below 333V, thus, the
wire section selected should be able to withstand this current. Although the wire will be selected
for 240A, the current will never reach this current as it is the maximum current of the cells, it will
be limited by software.
In addition, the wires must also have a shield if they are placed outside an enclosure. This is
typical in electric vehicles, so electric vehicle suppliers offer a wide range of high voltage automotive
cables. In figure 21, this kind of wires can be seen.
The selected cable has been a copper 35 mm2 shielded cable, the FHLR2GCB2G from Coroplast.
The maximum voltage this wire can withstand is 1000V, well above the battery voltage for this
vehicle and the operating temperature goes up to 180°C. Furthermore, the manufacturer provides
a graphic comparing the conductor’s temperature against the continuous current of the wire for
different ambient temperatures. Since the car will be competing in summer, in competitions such
as Formula Student Spain in Montmeló, where the temperatures can go up to 40°C during the
competition, this temperature may be taken as ambient temperature. So, for this ambient
temperature, the wire can withstand currents up to 310 A until reaching the 180°C in the conductor,
so this wire is valid for this application.
The selected cable could have also been a 25 mm2 wire, but the current rating of the
maintenance plug and the HV connector are much lower than the ones needed for this application
with a 25 mm2 wire. Using a 35 mm2 wire, this problem disappears. Nevertheless, for a proper
section selection, a thermal study inside the accumulator container with its cooling should be made.
The graphic of the temperature can be seen in appendix D.
Figure 21: HV cable
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Maintenance Plugs
If the battery segments were connected in series permanently, it would be dangerous to work
with the segments, as the voltage would be very high. To solve this problem, maintenance plugs
are placed in the poles of each battery pack, which allows the user to connect and disconnect the
segments from each other and lower the voltage to be safer to work.
The FSG rules regarding this element are listed below:
EV 5.4.4 Maintenance plugs must allow electrical separation of all TS accumulator
segments, see EV 5.3.2. The separation must affect both poles of all
segments including first and last segment.
EV 5.4.5 Maintenance plugs must:
• not require tools to separate the TS accumulator segments.
• be non-conductive on surfaces that do not provide any electrical
connection.
• be designed in a way, that it is physically impossible to electrically
connect them in any way other than the design intent
configuration.
• be designed such that it is clearly visible whether the connection is
open or closed. Electrically controlled switches must not be used.
With these requirements, the SLPPB50BSO connector from Amphenol Industrial has been
selected. These connectors are specially designed for electric or hybrid vehicles, battery
management systems and energy storage amongst others. In addition, these maintenance plugs
have a flammability rating of UL94 V-0, which is also needed for the battery segments. In figure 22,
these connectors can be seen.
Figure 22: Maintenance plug
Furthermore, the manufacturer provides a graphic comparing the maximum operating current
against the ambient temperature. The maximum temperature the cells can withstand is 60°C, so
the ambient temperature will not go higher than this. With this temperature, the maximum current
of this maintenance plug is about 260A, greater than the cells maximum discharge current (240A).
In figure 23, in orange, the curves for the selected connector can be seen.
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Figure 23: Maintenance plug derating curve
High Voltage Connector

A HV connector is needed in the accumulator container to plug it and unplug it from the
charger or the vehicle. This connector must be able to withstand the maximum battery voltage and
the maximum current. Furthermore, the connector must also include an interlock (also known as
HVIL) to open the shutdown circuit when the connector is not connected. Then again, there is a
wide range of HV connecters designed for electric mobility available in the market. The maximum
battery voltage is 403.2V, and the maximum discharge current of 240A, with these requirements,
the HVP800 connector from TE Connectivity has been selected. This connector withstands 850 VDC
and 250A. In figure 24, the connector can be seen.
Figure 24:HV Connector. HVP 800
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High Voltage Disconnect

There is a possibility for the HV to be touching the chassis, in that case, anyone who touches
the chassis will electrocute themselves. Because of this, an element which disconnects at least one
pole of the battery is needed, so that if this happens, the circuit can be opened quickly.
The FSG rules regarding the HVD are listed below:
EV 4.8.1 It must be possible to disconnect at least one pole of the TS accumulator
by quickly removing an unobstructed and directly accessible element, fuse
or connector. It must be possible to disconnect the HVD without removing
any bodywork. The HVD must be above 350 mm from the ground and easily
visible when standing behind the vehicle. Remote actuation of the HVD
through a long handle, rope or wire is not permitted.
EV 4.8.2 An untrained person must be able to remove the HVD within 10 s when
the vehicle is in ready-to-race condition.
EV 4.8.3 A dummy connector or similar may be required to restore the system’s
isolation, see EV 4.5. The dummy connector must be attached to the push
bar, see T 13.1, if not in use.
EV 4.8.4 The HVD must be clearly marked with “HVD”.
EV 4.8.5 No tools must be necessary to open the HVD. An interlock is required, see
EV 4.5.10.
The rules state that it must be an accessible element, which allows its removal without any
tools and has to feature an interlock. With these premises, two connectors used in electric vehicles
were chosen for analysis: the EM30MSD from Hirose and the MSDM2502 from Amphenol Industry.
Both withstand currents up to 250A and greater voltages than the battery voltage, but since the
HVD from Hirose is smaller, this has been the one selected. In figure 25, this HVD can be seen.
Figure 25: HVD. EM30MSD
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Fuse selection
The components of the HVDC circuit must be protected from overcurrents or short-circuits
since they are very expensive products. In order to select the right fuse, two things must be
considered the maximum current of the elements placed in the HVDC circuit and the short-circuit
current to know the maximum breaking current the fuse must have.
The current ratings of the HV elements are listed in the table 4:
Component Continuous [A] Max. current [A]

AIR 500 650
HVD 200 2501
Cable - 2802
Connector - 2401
Inverter 200 400
Maintenance plug 1503 2602
Cells 240 360 ≤ 0.3 seconds
Table 4: Current ratings of the TS components
The lower maximum current rating is set by the cells, in 240 A, while the lower continuous
current rating is set by the maintenance plugs. In a vehicle, there is no continuous current, as the
vehicle is always accelerating and decelerating, but even so, the fuse must blow in a certain amount
of time if the continuous current value is overpassed. Regarding the maximum current rating, the
fuse must blow in little time, since the components may get damaged if overpassed.
On the other hand, the maximum short-circuit current that may happen is when the short-
circuit happens right after the fuse between both battery poles. The resistance will be the series
resistance of all the battery cells. Although in the datasheet the cell manufacturer specifies that the
resistance of each cell is ≤1.5 mΩ, the testing data of the cells provided by the manufacturer actually
shows that the cells used in this vehicle have all around 0.6 mΩ, so this resistance will be taken as
valid. Per equation 2, the short-circuit current is calculated:
𝑉𝑏𝑎𝑡
𝐼𝑐𝑐 =
𝑅𝑏𝑎𝑡
Equation 2: Short-circuit current
0.6 𝑚Ω
𝑅𝑏𝑎𝑡 = 96 𝑐𝑒𝑙𝑙 𝑥 = 0.0576 Ω
𝑐𝑒𝑙𝑙
1
for 40°C ambient temperature outside the accumulator container. Derating curves in appendix D
2
for 60°C ambient temperature inside the accumulator container. Derating curve in appendix D
3
used with 35 mm2 cables
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403.2 𝑉
𝐼𝑐𝑐 = = 7 𝑘𝐴
0.0576 Ω
With these specifications, the SPFJ070 from Littlefuse has been selected. This fuse will melt for
a current of 150 A in about 200 seconds and 240 A in 2 seconds. The melting curve of the fuse can
be seen in appendix D.
3.2.4 Current sensing

Current sensing of the battery may not seem critical, but it is of great importance to monitor
the current being drawn from the battery for many purposes, such as protection or calculating the
State of Charge of the battery.
The maximum continuous discharge current of the battery is 240 A, but the fuse will trip before
reaching this value, so when the battery is discharging the cells are protected. The same cannot be
said when the cells are charging. Although the discharge current is high, in lithium-ion cells the
charging current is not usually high. In this case the maximum continuous charging current is 16 A,
so the cells will not be protected with the fuse. For cell protection when charging, a current sensor
is needed so that when the maximum value is reached, the BMS can open the AIRs and stop the
charging process.
The most used methods in the automotive industry for electrical vehicles are shunt resistors
and Hall Effect sensors. For very precise measurements, a shunt resistor needs to be used, but it is
intrusive, non-isolated, expensive for its low tolerances, power dissipation is a problem and it needs
low resistivity , what makes it difficult to measure small currents as the voltage drop will be very
small. Anyhow, for high currents the voltage drop will not be very small, so the signal amplification
for its reading is a great challenge. On the other hand, the Hall Effect sensor provides a very easy
implementation, isolation, high linearity and integrated signal conditioning to measure positive and
negative currents. The counterpart is that these sensors have offset currents and for sensors which
the current rating is high, measuring low currents is difficult. Nonetheless, for a formula student
vehicle, the accuracy is still very good.
The Hall Effect sensor is the most suitable option for this accumulator container, mainly
because of the size of it and because it can be installed around any TS wire in the accumulator
container easily.
The selected sensor for current measurement is the HTFS 200-P from LEM. This sensor is a Hall
Effect sensor which provides galvanic isolation between the primary and secondary circuits. Its
maximum temperature is 105 ºC and the case is made from UL94-V0 rating material, what makes
it ideal for this application. Furthermore, the sensor has a Vref pin which allows the user to introduce
a reference for changing the slope of the transfer function so that it can be implemented in more
microcontrollers.
The nominal current range of the sensor is ±200 A, it has an absolute maximum of 300 A and
the accuracy of the sensor is of ±1%, so a precision of 2 A is obtained.
This sensor allows to measure positive and negative currents (discharging and charging). With
0 A, the voltage output will be equal to the reference voltage. If the battery discharges, the voltage
output will rise from the reference voltage up to the supply voltage of 5 V, and if the battery charges
the voltage output will decrease from the reference voltage down to 0 V.
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As the microcontroller’s maximum input voltage for reading is 3 V, the maximum voltage for
the maximum current should be less than 3 V. The manufacturer provides the transfer function of
the sensor, which is shown in equation 3:
𝐼𝑝
𝑉𝑜𝑢𝑡 = 𝑉𝑟𝑒𝑓 ± (1.25 ∗ )
𝐼𝑝𝑛
Equation 3: Current sensor output
The maximum current measured in this study will be 240 A, and a maximum of 3 V must be
achieved in the output, so per equation 3:
240
3 ≥ 𝑉𝑟𝑒𝑓 + 1.25 ∗
200
1.5 ≥ 𝑉𝑟𝑒𝑓
Furthermore, the manufacturer also provides two functions to calculate the upper limit and
lower limit of the output voltage depending on the reference voltage (figure 26):
Figure 26: Current sensor measuring range in function of Vref
With these equations and 1.5 V of Vref the upper limit will be 480 A and the lower limit will
be -160 A, more than enough for the range of current needed in this application. The circuitry
needed for setting the Vref and extra circuitry needed for the measurement will be explained in
chapter 4.1.3.
3.2.5 Voltage Indicator

The AIRs may get stuck if the contacts are decayed and, if so, there can still be high voltage in
the accumulator’s HV connector even if the low voltage is switched off. In order to increase the
security for the worker who needs to disconnect the HV connector, an indicator must be placed in
the accumulator so that it can be seen if it is secure to work. The FSG Rules regarding this feature
are stated below:
EV 5.4.8 Each TS accumulator container must have a prominent indicator, a voltmeter or a
red LED visible even in bright sunlight that will illuminate whenever a voltage
greater than 60 VDC or half the maximum TS voltage, whichever is lower, is present
at the vehicle side of the AIRs.
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EV 5.4.9 The indicator must be clearly visible while disconnecting the TS accumulator
container from the vehicles. The indicator must be clearly marked with “Voltage
Indicator”
EV 5.4.10 The indicator must be hard wired electronics without software control and directly
supplied by the TS and always working, even if the accumulator is disconnected from
the LVS or removed from the vehicle.
As the rules state, the indicator must illuminate whenever a voltage greater than 60 V is
present at the vehicle side of the AIRs, this is, in the HV connector of the accumulator. Furthermore,
this indicator must be hard wired electronics and supplied directly from the HV batteries so that
the indicator still works with switched off LV.
There are many possibilities for this circuit:
• Commercial DC-DC converter
• Self-built DC-DC Buck converter
• Voltage Divider
• Linear voltage regulator
• Analog voltmeters
This circuit is not critical for the vehicle’s operation, so the solution must be as simple and fast
as possible. Moreover, the solution must also be small as there is very limited space in the
accumulator container. DC-DC converters are bulky, expensive and complicated if self-built. Voltage
divider may be bulky because of the number of resistors needed to lower the voltage, and providing
the current needed to the indicator may be challenging or power consuming. So, the simplest
solutions are the linear voltage regulators and the analog voltmeters. As it has been
aforementioned, the space in the accumulator is very limited, thus, the analog voltmeter would not
be a valid option, so the linear voltage regulator is the selected solution in this project.
In figure 27, the circuit can be seen:
Figure 27: Voltage Indicator schematic
The problem with linear regulators is that they are linear, as their own name says, but the
application requires that the regulator should not work until a voltage greater than 60 V is applied.
To solve this problem, a Zener diode has been placed in an antiparallel position with a sufficient
breakdown voltage so that when 60 V are applied in the input, the output can supply enough
voltage to the LED so it can be lighted. The selected LED needs a minimum supply of 5 V, but while
testing it could be proved that the LED would start to light at 2.2 V. In the datasheet, the Vout VS
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Vin curve of the regulator is shown, and it can be seen that the input voltage needed to have around
2.2 V in the output is 5 V, and so the Zener diode’s breakdown voltage needs to be 55 V maximum
to ensure that with 60 V the LED will be lighted. Finally, a 2 A fuse is placed to protect the device in
case of overcurrent.
3.2.6 High Voltage measurement circuit

For many applications and safety features of the vehicle, a HV measurement must be made in
the vehicle side of the AIRs. The most common technologies used for voltage measurement in DC
are voltage divider and Hall Effect sensors. In table 5, advantages and disadvantages of both
methods are studied:
VOLTAGE DIVIDER HALL EFFECT

ADVANTAGES
Simple circuitry Already isolated
Spare PCBs can be made Very precise (1%)
DISADVANTAGES
Galvanic isolation required → ↑€ Expensive sensors→↑€
Many resistors in series → ↑Area High power dissipation on the primary coil
Low tolerance resistors → ↑€ Isolated DC-DC needed → ↑€
Table 5: Advantages and disadvantages between Hall Effect and voltage divider
The voltage divider method is a very simple one, with just a resistor ladder the voltage can be
lowered into readable levels by the microcontroller (3 V), but galvanic isolation must be provided
by some external component, such as a digital isolator, to be readable by the microcontroller and
be rule compliant. Although it is easy to implement, for a precise measurement, low tolerance
resistors must be used, which are usually expensive and depending on the voltage needed to be
measured, a lot of resistors must be put in series due to power dissipation issues.
On the other hand, the Hall Effect option offers good precision and galvanically isolated
measurement, so no other devices are needed for galvanic isolation, which is a big advantage.
Despite this, Hall Effect sensors are very expensive, extra devices such as isolated DC-DC converters
are needed which are also expensive and there is high power dissipation in the resistor needed in
the primary coil.
All in all, because of the included galvanic isolation, the Hall Effect sensor was selected at first,
but because of some unknown issue, in the transient regime when pre-charging, voltages with
errors up to 7% were measured, so the pre-charge sequence would never finish. Due to this
problem and time issues, the voltage divider option was selected in the end. Below, both circuits
will be explained.
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Hall Effect
The Hall Effect sensor selected at first is the LV-25-P voltage transducer from LEM. This sensor
can measure up to 500 V with an overall accuracy of ±0.9%, very good linearity and has high
immunity to external interferences. These characteristics make this sensor ideal for this application.
Furthermore, it is made from UL94-V0 rating insulating plastic, so the sensor will extinguish any fire.
The operation of this sensor is very easy to understand, as it is similar to an AC transformer.
The sensor has a primary and secondary coil. A small current limited by a resistor is driven from the
voltage to be measured through the primary coil. The magnetic flux created by the primary current
(Ip) is balanced by a complementary flux produced by driving a current through the secondary
windings. A hall device is used to generate the secondary current which will have a relation with
the Ip. Then, a resistor must be introduced in the secondary circuit so that the secondary current
produces a voltage drop which can be measured by the microcontroller. In addition, an isolated DC-
DC supply must be introduced to supply the hall device.
The manufacturer claims in the datasheet, that the primary resistor must be chosen so that,
for the maximum voltage that will be measured, the primary current is limited to 10 mA. As the
conversion ratio of the sensor (KN) is 2500 to 1000, the secondary current will be 25 mA when the
Ip is 10 mA.
As the maximum voltage of the battery will be 403.2 V, a resistor of 40 kΩ is selected to have
Ipnominal ≈ 10 mA. The power which is going to be dissipated in the resistor will be
𝑃 = 403.2𝑉 ∗ 10𝑚𝐴 = 4.032 𝑊. As this is a critical feature of the vehicle, the resistors wattage
will be oversized to ensure its correct operation, so two resistors of 20 kΩ tolerance will be placed,
so the power dissipated in each resistor is about 2 W. The selected resistor is the 45F20KE from
OHMITE with 5 W of maximum power dissipation and 1% of tolerance. Furthermore, a fuse has
been also placed in the primary to protect the sensor if a short circuit happens in the DC bus.
On the other hand, the secondary resistor must be selected carefully. This voltage drop in the
resistor when the maximum voltage is measured must be lower than 3 V, since it is the maximum
voltage readable by the microcontroller. The selected resistor has 120 Ω, so the voltage drop with
403.2 V will be 25 𝑚𝐴 ∗ 120 Ω = 3 𝑉. Furthermore, the selected resistance must have very low
tolerance, as low as 0.1% or 0.5% to have very little error in the measurement.
Finally, the isolated DC-DC supply must be chosen. The sensor operates with ±15 V and the
current consumption is 10 mA plus the secondary current, so the DC-DC needs to be sized for the
maximum Is, which is 25 mA. Then, the current consumption will be of 35 mA. The selected isolated
DC-DC supply is the TEL 3-2423 from TRACOPOWER manufacturer. This DC-DC is able to supply 100
mA with ±15 V, with a 3 W output power. Again, this DC-DC is oversized, but another smaller DC-
DC can be chosen, such as the TMA 1515D from TRACOPOWER, which is able to supply up to 35
mA.
To implement this sensor in the vehicle, a PCB has been developed. In figure 28, the schematic
of the sensor will be shown. In figure 29, the PCB with the relevant components can be seen.
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Figure 28: Hall Effect sensor schematic
Figure 29: Hall Effect sensor PCB
Voltage divider
This circuit consists on a resistor ladder to lower the voltage and a digital isolator to provide
galvanic isolation to the measurement and be readable by the microcontroller.
As the voltage to be measured is quite high, many resistors must be put in series. To select the
package of the resistor, the number of resistors and the power that will be dissipated in each of
them must be considered, until reaching an acceptable solution. Furthermore, the resistors need
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to have low tolerance to lower the error in the measurement as much as possible. This will
increment the final cost of the circuit.
After studying many configurations, the optimum cost-size configuration was to place ten
resistors of 20 kΩ in series and a final resistor of 1.5 kΩ. The final voltage of the voltage divider is
given by the equation 4:
𝐸 ∗ 𝑅1
𝑉𝑠𝑒𝑛𝑠𝑒 =
𝑅𝑒𝑞 + 𝑅1
Equation 4: Voltage divider
Being E the voltage to be measured, R1 the lower resistor, and Req the equivalent of the series
resistor. In this case, the voltage measured for the maximum battery voltage will be:
403.2𝑉 ∗ 1.5𝑘Ω
𝑉𝑠𝑒𝑛𝑠𝑒 = = 3𝑉
(20𝑘Ω ∗ 10) + 1.5𝑘Ω
As it can be observed, the maximum voltage is equal to 3 V, so the microcontroller can

perfectly measure this voltage.
The current drawn from the battery by the voltage divider will be:
403.2𝑉
𝐼𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 = = 2 𝑚𝐴
201.5𝑘Ω
The voltage drop in each resistor of 20 kΩ will be 40 V, which is not that high. The power
dissipated in each resistor will be:
𝑃𝑅 = 40𝑉 ∗ 2𝑚𝐴 = 80 𝑚𝑊
So, the selected resistor package must be able to dissipate this power. The selected resistor
package is MELF 0204 which is able to dissipate up to 0.25 W.
As aforementioned, for the VSENSE to be readable by the microcontroller, the signal must be
galvanically isolated. For this, the dual channel digital isolator with integrated isolated DC-DC
converter ADUM5202ARWZ from Analog Devices has been selected. The isolated DC-DC converter
will provide the HV referenced part with a 5 V supply referenced to HV- which will be used by extra
circuitry explained in chapter 4.2.4. Furthermore, the isolator provides 2.5 kVrms isolation.
In figure 30, the schematic of the PCB is shown. The pin configuration of the isolator can be
found in the datasheet of the component. Full view of the schematic can be seen in appendix A.
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Figure 30: Voltage divider circuit schematic
Comparison
With both designs finished, a brief comparison between them will be made. If low tolerance
resistors are used, high precision measurements can be made with the voltage divider. The current
consumption drawn from the HV battery is of 2 mA for the voltage divider and 10 mA for the Hall
Effect sensor, so the voltage divider circuit will take less energy from the cells. Furthermore, the
hall sensor is quite big, and the primary resistor which needs to dissipate up to 4 W is also quite big,
so this circuit will take more space, whereas the voltage divider circuit’s geometry can be highly
adaptable as it only consists of little resistors in series and a small IC. In addition, the Hall Effect
sensor is quite expensive, 65 €, so fewer spare boards can be made because of its price.
3.2.7 Pre-charge
The inverters driving the motors need a bank of capacitors in the DC bus for a correct
operation, as it stabilizes the voltage from the DC link of the inverters. As the current of a capacitor
is directly proportional to 𝑑𝑉𝑐 /𝑑𝑡, when the AIRs close, a big current spike is caused in the DC bus
and so a resistor is needed in the circuit when the DC link capacitors are charged or otherwise the
capacitors will be damaged.
A resistor is placed in series with the DC link capacitors to limit the current in the DC bus when
the HVDC is connected to the inverters. This circuitry consists in a relay with a resistor placed in
series to control when the resistor is being connected to the HV circuit. This circuitry is then
connected in parallel to the negative poles’ AIR so that when the capacitors have been pre-charged,
the pre-charge circuitry is disconnected from the HV circuit.
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The pre-charge circuit can be seen in figure 31.
Figure 31: Pre-charge circuit schematic
The voltage across the DC link capacitors when pre-charging is given by the following equation:
−𝑡
𝑉𝑐 = 𝑉𝑏𝑎𝑡 ∗ (1 − 𝑒 𝑅𝐶 )
Equation 5: Capacitor pre-charge voltage
Vc: Voltage of the capacitors of the DC link

Vbat: Voltage of the HV battery
R: Pre-charge resistor
C: Capacitance of the capacitors
The FSG 2020 rules regarding the pre-charge of the vehicle are stated hereafter:
EV 4.10.4 The mentioned states of the relays (opened/closed) are the actual mechanical
states. The mechanical state can differ from the intentional state, i.e. if a relay is
stuck. Any circuitry detecting the mechanical state must meet EV 5.6.2.
EV 5.7.1 A circuit that ensures that the intermediate circuit is pre-charged to at least 95 %
of the actual TS accumulator voltage before closing the second AIR must be
implemented. Therefore the intermediate circuit voltage must be measured.
EV 5.7.2 The pre-charge circuit must use a mechanical, normally open type relay. All pre-
charge current must pass through this relay.
As EV 5.7.1 specifies, the intermediate circuit (DC bus) must be pre-charged to at least 95% of
the current accumulator voltage before closing the second AIR. To accomplish this task, the
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intermediate circuit voltage must be measured. This voltage measurement is made by using one of
the circuits described in chapter 3.2.6.
When sizing this resistor, it is mandatory to consider the time the pre-charge sequence is going
to take, the charging current and the power that will be dissipated in the resistor, as it will limit the
choices of resistors and the size of it considerably. There are not many resistor choices in the market
which withstand high power dissipation and offer relatively low resistances so that the pre-charge
process is fast. So, the time of the pre-charge and the resistivity (and its maximum power
dissipation) chosen must be changed iteratively until a resistor which fits the needed specification
is found. To accelerate this process, a MATLAB script was developed to plot the pre-charge curves
depending on the parameters.
With all these considerations, the resistor THS251K5J from TE Connectivity has been chosen.
The DC link capacitor value is 640 µF, the maximum battery voltage is 403.2 V and the chosen
resistor is 1.5 kΩ. With these parameters and as per equation 5, the pre-charge time until the 95%
of the battery voltage is reached in 2.87 seconds and the maximum power dissipation is 27 W.
The THS251K5J resistor has a wattage of 12.5 W, but the manufacturer provides a power
overload curve which shows how much time the resistor can withstand a certain power overload.
For 3 seconds, the resistor is able to withstand 113 W, so even though the power rating is below
the maximum power dissipated, the resistor can work with that overload in this application. The
power overload graphic can be seen in figure 32.
Figure 32: Pre-charge resistor power overload graphic
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With these parameters, the pre-charge voltage, current and power curves can be seen in
figures 33, 34 and 35.
Figure 33: Pre-charge Voltage VS Time graphic
Figure 34: Pre-charge Current VS Time graphic
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Figure 35: Pre-charge Power VS Time graphic
The relay must also be sized accordingly to the power that will be dissipated with the selected
resistor, but it also has to be able to open the operating voltage of the battery. Furthermore, as EV
5.7.2 states, the relay must be a mechanical NO type relay, so solid-state relays are forbidden. With
these requirements, a Single Pole Single Throw Normally Open (SPST-NO) relay is the most suitable
for this application. With the current rating, power rating and voltage rating a relay can be chosen,
but as the rules state, the mechanical state of the relay has to be monitored regardless of the
intended state, this is, it is mandatory to detect if the relay gets stuck when it is intended to be
opened. For this new feature, a relay with auxiliary contacts has been chosen to monitor the
mechanical state of the relay, LEV100H5CNG from TE Connectivity. It has a voltage rating of 1000
V, continuous current rating of 100 A and a capability of 8 kV of isolation. Although this relay is
massively oversized for its purpose, the auxiliary contacts make it ideal for the mechanical state
detection. This feature will be covered in chapter 4.1.2.
3.2.8 Discharge
When the shutdown circuit opens due to a fault or a pressed shutdown button, the AIRs in the
accumulator container will open, disconnecting the battery from the DC link capacitors. If the
capacitors are not discharged, HV will still be present in the vehicle and thus the car will not be safe
to work on. The discharge circuitry handles this situation.
The discharge circuitry consists in a resistor which is connected to the HV+ and HV- by a relay.
The coil of the relay will be supplied by the shutdown circuit, so whenever the shutdown circuit is
opened, the relay will be closed, allowing the discharge of the capacitors. Furthermore, the relay
must be a SPST NC type relay, so that when the vehicle is off, the relay will be closed.
In figure 36, a schematic of the discharge circuitry is shown:
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Figure 36: Discharge circuit schematic
The functions of the discharge circuitry are explained in the FSG Rules:
EV 4.9.1 If a discharge circuit is required to meet EV 6.1.5, it must be designed to handle the
maximum TS voltage permanently. After three subsequent discharges within 15s
in total, the discharge time specified in EV 6.1.5 may be exceeded. Full discharging
functionality must be given after a reasonable time with a deactivated discharge
circuit.
EV 4.9.2 The discharge circuit must be wired in a way that it is always active whenever the
shutdown circuit is open. Furthermore, the discharge circuit must be fail-safe such
that it still discharges the intermediate circuit capacitors if the HVD has been opened
or the TS accumulator is disconnected.
EV 4.9.3 Fusing of the discharge main current path is prohibited.
EV 6.1.5 If the shutdown circuit is opened, the TS must be shutdown by opening all AIRs and
the voltage in the TS must drop to below 60 VDC and 25 VACRMS in less than five
seconds. All accumulator current flow must stop immediately.
As the rules state, the TS voltage must drop to below 60 VDC in less than 5 seconds and the
discharge circuitry must be designed to handle the maximum power dissipation permanently (in
case the resistor is always connected to the HV circuit). These restrictions will size the resistance
and wattage of the resistor and the wattage of the relay. In addition, the rules also state that the
discharge circuitry must be in such position that even with the HVD disconnected, the capacitors
can still be discharged. To fulfill this statement, the discharge circuitry will be placed inside the
inverter’s housing.
Even though the rules permit the discharge to be in 5 seconds, the resistor will be chosen so
that the HV circuit is discharged in less than 5 seconds. The maximum resistor to accomplish the 5
seconds is 4.1 kΩ.
With all these limitations, the best option is to use two resistors in parallel to withstand all the
power dissipation continuously. The selected resistor has been a HS50 5K6 J resistor, with 5.6 kΩ of
resistivity. The dissipated power with this resistor is 58 W, so 29 W will be dissipated in each
resistor. Although the resistors wattage is of 14 W without a heatsink, the resistors wattage with a
heatsink is of 50 W, enough for this application.
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The heatsink for panel mount resistors such as the HS50 series are quite big, so another
solution was reached: mounting both resistors to the inverter’s housing aluminum box with thermal
paste. The aluminum is a good material for heat transfer and as the area of the box is high, the heat
is dissipated correctly. Even though this option was accepted by the scrutineers of the competition,
a study of the heat transfer should be simulated and documented to prove in scrutineering that this
option is valid. In figure 37, the discharge resistor can be seen.
Figure 37: Discharge resistor
In figures 38, 39 and 40, the voltage, current and power curves of the discharge can be seen.
Figure 38: Discharge Voltage VS Time graphic
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Figure 39: Discharge Current VS Time graphic
Figure 40: Discharge Power VS Time graphic
The relay should also be sized for the maximum power dissipation so the relay COTO-5504-24-
1 SPST NC is selected, which can withstand up to 100 W of power dissipation.
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3.2.9 Insulation Monitoring Device

The Insulation Monitoring Device (IMD), is an extremely important safety feature in the
vehicle. The IMD’s task is to monitor the insulation resistance between the HV conductors and the
reference earth of the vehicle, the chassis. This device will detect any insulation failure between
the TS and LV of the vehicle and will output a failure signal (0 V), helping to prevent the driver from
getting any electrical shocks in the event of failure. Furthermore, this device is helpful to notice
insulation failure due to water inside the vehicle. For instance, during competition in FSS, after
passing the rain test, a bit of water entered the inverter housing, reducing the resistance between
the HV and LV systems, so there was a failure until the water had dried out.
The FSG rules state some features the IMD must have:
EV 6.3.2 The IMD must be a Bender A-ISOMETER® iso-F1 IR155-3203 or -3204 or equivalent
IMD approved for automotive use. Equivalency may be approved by the officials
based on the following criteria: robustness to vibration, operating temperature
range, IP rating, availability of a direct output, a self-test facility and must not be
powered by the system which is monitored.
EV 6.3.3 The response value of the IMD must be set to ≥500 Ω/V, related to the maximum
TS voltage.
EV 6.3.4 The IMD must be connected on the vehicle side of the AIRs.
EV 6.3.5 One IMD chassis ground measurement line must be connected to the the grounded
accumulator container. The other chassis ground measurement line must be
connected to the main hoop. Each connection must use a separate conductor, rated
for at least maximum TS voltage. An open circuit in any of this ground measurement
connections must result in an opened shutdown circuit.
EV 6.3.6 In case of an insulation failure or an IMD failure, the IMD must open the shutdown
circuit. This must be done without the influence of any programmable logic. See also
EV 6.1.6 regarding the re-activation of the TS after an insulation fault.
The rules specify that the IMD device has to be a specific model from BENDER and that its
response value must be set to ≥500 Ω/V. In the case of this vehicle, the maximum voltage achievable
is 403.2 V, so the response value must be set to at least 201.6 kΩ. To be safer, the response value
has been set to 210 kΩ. If the insulation is OK, the IMD will output 24 V, and if the insulation is
beneath 210 kΩ the IMD will output 0 V. This signal is needed to open the shutdown circuit and
thus disconnecting the battery from the rest of the vehicle. The circuitry needed for this action will
be explained in chapter 4.1.1.
Installation
In figure 41, the wiring diagram of the IMD is shown. Pins 1 and 2 are reserved for supply (24
V and GND), pins 3 and 4 are reserved for the reference earth of the vehicle and pin 8 is reserved
for the IMDs state. As the rule EV 6.3.5 states, the two earth references must be connected to the
accumulator container’s fixing point (steel bolt to the chassis) and the main hoop of the car
respectively. Furthermore, there are two more connections for the HV reference, these must be
connected to the positive and negative pole of the battery, but in the vehicle side of the AIRs as EV
6.3.4 states. In figure 42, a typical application of the IMD is shown.
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Figure 41: Wiring diagram of the IMD
Figure 42: Connection of the IMD in the vehicle
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4. BATTERY MANAGEMENT SYSTEM

The Battery Management System is in charge of monitoring the state of the battery cells that
make up the HV battery and taking decisions upon their current state, such as opening the AIRs to
disconnect the battery from the vehicle in the event of a cell discharge.
The BMS is one of the most important safety features in an electric vehicle, and as such, it
must be secure, robust and fast for the correct operation and security of an EV.
The core functions of a BMS in a Formula Student EV are the following:
• Monitor the voltages of every battery cell and the temperature of at least 30% of
the cells.
• Monitor the current drawn from the battery
• Control and monitor the pre-charge action of the of the HV circuit.
• Open and close the AIRs.
• Monitor other peripherals, such as the charging sequence or IMD.
Furthermore, there are other functions which can be fulfilled in other PCBs, but due to space
restrictions the BMS board needs to contain them within. This is the case of the Tractive System
Active Light (TSAL) for instance.
The BMS fulfills these tasks with a master module and eight slave modules, divided in 4 slave
boards. The slave modules are in charge of monitoring the voltages and temperatures of the cells
and send them to the master module via CAN bus. On the other hand, the master module processes
all the information received by the slaves and takes decisions upon the state of the battery. It does
so with the help of external circuitry, such as voltage measurement or insulation measurement with
the IMD.
In the next chapters, the master module and the slave module will be described along with
their original objectives.
4.1 Master module

The master module is based on the module designed by Imanol Etxezarreta in “Design and
fabrication of a BMS Master for a Formula Student car”, but many other features have been
implemented due to rule changes, incorrect operation or just redesigned for better performance.
The added or redesigned features are the shutdown circuit, the TSAL circuit, the current sensing,
voltage sensing and CAN bus circuitry which will be explained in the next chapters.
4.1.1 Shutdown Circuit

The master module monitors the voltage, temperatures and insulation level of the battery
cells and so, it needs to open the SC in the event of a single failure of these parameters.
First, the most important rules will be cited to understand the requirements of the BMS for
the shutdown circuit:
EV 6.1.5 If the shutdown circuit is opened, the TS must be shutdown by opening all AIRs and the
voltage in the TS must drop to below 60 VDC and 25 VACRMS in less than five seconds.
All accumulator current flow must stop immediately.
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EV 6.1.6 If the shutdown circuit is opened by the AMS or the IMD, it has to be latched open by
a non-programmable logic that can only be manually reset by a person at the vehicle
who is not the driver.
EV 6.1.7 All circuits that are part of the shutdown circuit must be designed in a way, that in the
de-energized/disconnected state they open the shutdown circuit.
EV 6.1.9 Every system that is required to or is able to open the shutdown circuit must have its
own, non-programmable, power stage to achieve this. The respective power stages
must be designed to be able to carry the shutdown circuit current, e.g. AIR inrush
currents, and such that a failure cannot result in electrical power being fed back into
the electrical shutdown circuit.
EV 6.1.11 All signals influencing the shutdown circuit are SCSs, see T 11.9.
As the rules stipulate, the BMS needs to open the SC when there is a BMS fault or IMD fault
with their own individual hardwired power stage and be latched open when this happens.
First, how the BMS fault and the IMD fault work will be explained:
IMD & BMS Fault

The BMS fault will happen when the voltage of any cell is not between 3.02 V and 4.18 V or if
the temperature of any cell is above 50°C. When this happens, the microcontroller will output a
logic high, but in order to activate its power stage, the signal must be inverted. This is achieved by
the use of a NMOS and a pull-up resistor as shown in figure 43. If the BMS status is OK, the FLT_0
signal will be a logic zero, and thus the BMS_Fault signal will be 3.3 V. If the BMS status is fault the
FLT_0 signal will be a logic high and thus the BMS_Fault will be 0 V.
Figure 43: IMD and BMS fault schematic
The IMD fault happens as explained in chapter 3.2.9, if there is an insulation failure the IMD
will output a 0 V and if there is not an insulation failure it will output 24 V. This signal is lowered by
a voltage divider to 3.3 V to operate with it.
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IMD & BMS Power stages

With the IMD and BMS fault signals aforementioned, the BMS must be able to open the
shutdown circuit with and individual power stage for each fault, keep it latched open until the faults
are restored and the power stages are manually reset. This is accomplished with the use of a latch
type relay, logic circuitry and reset circuitry.
The circuit is shown in figure 44:
Figure 44: Latching circuit full schematic
A latch type relay will ensure that once the fault has been set, the relay will stay in that position
until it is manually reset. The relay used is the ADJ14024 from PANASONIC. This relay features two
coils, one for the SET and another for the RESET. When the SET coil is activated, the relay will remain
latched in that position until the RESET coil is activated. In figure 45, the relay schematic can be
seen.
Figure 45: Relay schematic
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The individual power stage consists in just one of these relays. Moreover, by putting two of
these in series, one for the IMD fault and another for the BMS fault, the opening of the shutdown
circuit is ensured if any of these were to fail. In figure 46 the power stages can be seen:
Figure 46: IMD and BMS powerstages
V24_2_IN is the shutdown circuit which enters the BMS and V24_2_Out is the shutdown circuit
which exits the BMS, LO stands for “Latch Out”, which refers to the reset circuitry which will be
explained later on. The SET coil is controlled by an NMOS. When the fault signal is a logic high, the
NMOS is triggered and the coil is connected to ground, activating the coil. Then, the relay will be in
position 6, opening the circuit. The diode provides a discharging path to the coil when the NMOS is
opened so that the coil is not destroyed. As it can be seen in figure 47, the second relay in series
has its coils supplied to 24 V of the LV supply rather than the 24 V from the shutdown circuit, the
reason for this is that if the shutdown circuit is opened because of the IMD, and a momentary BMS
fault occurs, as the coil would not be supplied, the BMS failure would not be detected, and thus the
IMD relay could be reset and the shutdown circuit could be closed.
In order to reset the relay, the RESET coil must be connected to ground. This must be done
through a reset button which needs to be placed in the side of the car where it is inaccessible for
the driver. This button should be connected to ground on one side and to the coil on the other, but
if the button is connected this way, the relay could be reset even if there is still a fault, which is very
dangerous. To solve this problem, one side of the button is connected to the coil and the other one
is connected to the logic circuit shown in figure 47.
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Figure 47: Reset logic schematic
With this logic circuit, the ground can be connected and disconnected from the reset button
depending on the BMS and IMD fault signals, when both statuses are OK, the ground will be
connected with an NMOS. LI and LO stand for “Latch In” and “Latch Out” respectively, referring to
both ends of the button.
4.1.2 Tractive System Active Light

The TSAL is a passive security indicator (figure 48). It indicates if there is a voltage above 60 V
outside the accumulator container and if there is a failure in the circuitry that needs to detect the
voltage. The three states of the TSAL are:
- Flashing red: The TSAL will be flashing red between 2-5 Hz if the voltage outside the
accumulator container is greater than 60 V OR any of the AIR is closed OR the pre-
charge relay is closed.
- Green: The TSAL will be continuously lighted with a green color if none of the flashing
red requirements happen and if there is no implausibility in the circuitry needed for
detecting it.
- Off: The TSAL will be off if the safe state is entered. This happens if there is an
implausibility in the circuitry needed for detecting the flashing red state, even if any of
the requirements happen. For instance, this happens when the connector for detecting
if the AIR is disconnected or short-circuited to ground.
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Figure 48: TSAL location in the main hoop
The most relevant rules for the TSAL to understand its functions are listed below:
EV 4.10.1 The vehicles must include a single TSAL that must indicate the TS status. The TSAL
must not perform any other functions. A TSAL with multiple LEDs in one housing is
allowed.
EV 4.10.2 The TS is active when ANY of the following conditions are true:
• An accumulator isolation relay is closed.
• The pre-charge relay, see EV 5.7.2, is closed.
• The voltage outside the accumulator container(s) exceeds 60 VDC or 25
VAC Root Mean Square (RMS).
EV 4.10.3 The TS is deactivated when ALL of the following conditions are true:
• All accumulator isolation relays are opened.
• The pre-charge relay, see EV 5.7.2, is opened.
• The voltage outside the accumulator container(s) does not exceed 60 VDC
or 25 VAC RMS.
EV 4.10.4 The mentioned states of the relays (opened/closed) are the actual mechanical
states. The mechanical state can differ from the intentional state, i.e. if a relay is
stuck. Any circuitry detecting the mechanical state must meet EV 5.6.2.
EV 4.10.8 The TSAL and all needed circuitry must be hard wired electronics. Software control
is not permitted.
EV 4.10.9 A green indicator light in the cockpit that is easily visible even in bright sunlight and
clearly marked with “TS off” must light up if the TS is deactivated, see EV 4.10.3.
EV 4.10.10 Signals influencing the TSAL and the indicator according to EV 4.10.9 are SCS, see T
11.9. The safe state for the TSAL is defined as TSAL non-illuminated. The TSAL has
an active indication of absence of failures (continuous green illumination) and thus
must not be illuminated for visible check, see T 11.9.5.
EV 4.10.11 The TSAL must be designed, that a single point of failure within the TSAL circuitry
will not show an activated TS as deactivated TS according to EV 4.10.5
EV 4.10.13 The voltage outside of the TS accumulator must at least be measured
independently
• across DC-link capacitors in each housing with DC-link capacitors
• at the vehicle side of the Accumulator Isolation Relays (AIRs) inside the
accumulator container
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If there is any implausibility between the independent voltage measurements, the safe state
must be entered regardless of the relay states.
The rules determine the three different states any TSAL must have but also specify that the
circuitry cannot be programmed but needs to be hard-wired. The TSAL circuitry is divided in two
main parts, the logic circuit PCB and the PCB containing the LEDs. The logic circuit is also divided in
4 subsystems: the AIR detection, HV detection, logic circuitry for enabling the red or green light and
the logic circuitry to turn it off. The PCB containing the LEDs is placed in the main hoop of the car,
and its logic will be explained in table 6, but the PCB itself will not be covered in this project. The
TSAL needs 3 signals: +5, GND and Enable_Red. If Enable_Red signal is a logic low, the TSAL will be
flashing red, and if it is a logic high, the TSAL will be illuminated in green. To generate the
Enable_Red signal, four signals are compared in a logic circuit. These four signals are: two signals
for AIR detection, one for pre-charge relay detection and another for the HV measurement. Thus,
the combinations of these signals will generate a logic low or high, enabling the flashing red or
green state of the TSAL. Next, how these four signals are obtained is going to be explained.
The AIR and pre-charge relays have an auxiliary contact to monitor the mechanical state of the
relays, which is really helpful for the TSAL circuitry. With these contacts, three different states must
be monitored: closed, open, disconnected/short-circuit to GND. The latter is needed due to rule EV
4.10.10, which states that these signals are System Critical Signals (SCS). If a signal is an SCS, then,
open circuits and short-circuits to GND must be detected, the complete definition of SCS can be
found in rule T 11.9.
To differentiate these states from each other, each one is defined:
- Closed: When the contacts are closed, the measured voltage will be 3.3 V.
- Open: When the contacts are opened, the measured voltage will be 1.65 V.
- Disconnect/Short-Circuit: When the connector is disconnected or it is short-circuited
to ground, the measured voltage will be 0 V.
This is achieved with the circuit in figure 49.
Figure 49: Auxiliar contacts of the AIR and pre-charge relay
The circuit needs to have a 10k resistor placed in the BMS board and another resistor placed
in the connector, between the two wires of the auxiliary contact. When the contact is closed, the
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signal will be of 3.3 V, when the contact is opened, the resistors will set a voltage of 1.65 V, and
when the connector is disconnected, the signal will be connected to GND through a 10k resistor, so
a disconnection will be equal to a short-circuit to GND.
For detecting on which state the relays are, comparators are used. The signal from the auxiliary
contacts are driven to the non-inverting pin of the comparator. A reference of 2 V is set by a voltage
divider and driven to the inverting pin of the comparator. Thus, the comparator will output a logic
high if the auxiliary contacts are closed (3.3 V ≥ 2 V) and it will output a logic low if the contacts are
opened or disconnected (1.65 V/0 V ≤ 2 V).
The TS_ON_BAT signal seen in figure 50, which is obtained in the HV measurement circuit, will
be a logic high if the voltage outside the accumulator container is greater than 60 V and a logic low
if the voltage is below that value. This signal is obtained with the HV measurement circuit explained
in chapter 3.2.6.
With these four signals and two logic gates, the enable red signal is obtained with the circuitry
seen in figure 50.
Figure 50: TSAL enable red schematic
Table 6, shows how the TSAL will act depending on the values of the four signals:
Relay HV Enable_Red STATUS

0 0 1 Green
0 1 0 Red
1 0 0 Red
1 1 0 Red
Table 6: TSAL states
Furthermore, an additional circuit is needed for detecting any implausibility that may happen
with SCS signals of the TSAL, this includes disconnection of any signal, short-circuits to ground or
different measurements in the case of the two HV measurements needed.
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To detect the disconnection or short-circuit of the relays’ auxiliary contacts, comparators are
used, but this time a reference of 1 V set by a voltage divider will be connected in the non-inverting
pin and the signal to the inverting pin, so that when there is a short-circuit, the comparator outputs
a logic high. Afterwards, an OR gate is used, so that if only one contact has an implausibility, the OR
gate will output a logic high. In figure 51 the circuit can be seen.
Figure 51: TSAL auxiliar contact implausibility circuit schematic
Regarding the voltage measurement implausibility, two options may arise: disconnection of
the signal wire or different measurements of the sensors. The former is detected with the use of
comparators and the latter with an XOR gate. In figure 52 the disconnect detection can be seen.
Figure 52: TSAL HV measurement connector implausibility circuit schematic
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There are three references set with a voltage divider. The first one is connected to the HV
measurement signal, so that if the wire is disconnected, the value will be of 2.5 V. The other
references are of 3.3 V and 2 V. Because of the design of the HV measurement circuit, the signal
will only be 0 V or 5 V if the voltage is greater than 60 V. If the signal value is either of these, the
AND gate will output a logic low, but if the signal is disconnected, the TS_ON_BAT signal will be 2.5
V, and so the AND gate will output a logic high. The same circuit is used for the measurement made
in the inverter enclosure and the accumulator container.
On the other hand, the XOR gate circuit can be seen in figure 53.
Figure 53: TSAL HV measurement signal implausibility circuit schematic
The truth table of an XOR gate is the next:
A B Y
0 0 0
0 1 1
1 0 1
1 1 0
Table 7: XOR truth table
So, if one of the sensors measures that there is no HV and the other one measures otherwise,
the XOR gate will output a logic high, whereas if both measure the same, it will output a logic low.
With these three signals, the auxiliary contact implausibility, the disconnection of the HV
measurement signal and the different measurements’ implausibility, an extra logic circuit is needed
to turn the TSAL off. In figure 54 the circuit can be seen:
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Figure 54: TSAL implausibility circuit
The three signals obtained before are driven to an OR gate and then to a NOR gate to invert
the signal. Afterwards, there is a NMOS which supplies the TSAL board, the signal obtained from
the NOR gate will determine if the NMOS is closed or opened and thus if the TSAL is active or off. If
any implausibility signal is a logic high, the NMOS will be off. In addition, the OR and NOR gates can
be replaced by just a three input NOR gate, but as there were not any three input NOR gates
available in the workshop, the first ones were used. The whole TSAL circuit can be found in appendix
A, and the schematics for the PCB design are inside the BMS master schematics in appendix E.
4.1.3 Current sensing

The sensor selected for the current sensing, the LEM HTFS 200-P requires some extra circuitry
defined in the datasheet of the sensor. First, a circuit for providing the needed voltage reference is
needed. The simplest option is to select a voltage reference component such as the
ISL21010CFH315Z-T7A from Intersil, which provides a 1.5 V reference output with ±0.2 % of
precision, but if the voltage reference needs to be changed so that it can fit other current ranges,
depending on the configuration of future accumulator containers, this cannot be done.
To add this versatility, a voltage divider is used to set the reference voltage, so that by changing
just one resistor, the reference voltage can be adjusted. Alas, the Vref pin has little output
impedance and the datasheet specifies that this pin needs to sink or source a maximum of 2.5 mA.
Because of this, the voltage divider needs a buffer to provide high impedance between the voltage
divider and the Vref pin, so that the buffer is the one providing the current. In figure 55, the resulting
circuit is seen.
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Figure 55: Hall sensor Vref schematic
Furthermore, the datasheet also states that some capacitors should be used on every pin of
the sensor for a correct operation, as it can be seen in figure 55. In addition, a Zener diode is placed
for overvoltages and a pull-up resistor is also used so that if the sensor is disconnected, the
measurement will be greater than the maximum current of the cells, and the AIRs can be opened.
Figure 56: Hall sensor filters and protections
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4.1.4 Voltage sensing

The voltage measurements needed for the pre-charge sequence are made with the voltage
divider method designed in chapter 3.2.6. The measurement obtained with the resistive ladder, is
used for two features of the board: the pre-charge sequence and the TSAL. The former is required
for closing the second AIR when the inverter’s DC link capacitors have been charged up to 95 %, so
this signal must be an analogic signal ranging from 0 V up to 3 V, whereas the latter, should be a
digital signal, this is, a logic low or a logic high of 5 V for the TSAL circuitry.
Obtaining the analogic signal, is as simple as connecting the measurement directly to the digital
isolator so it can be read by the master module’s microcontroller, but to obtain the digital signal, a
comparator is used with a reference set by a voltage divider in the inverting input. For the TSAL
circuitry, a logic high is desired when the voltage measured is above 60 V, so per equation 4, 60 V
will be measured as 0.447 V. This voltage must be introduced as a reference in the inverting input
of the comparator, for that, a voltage divider with a variable resistor is used to regulate the
reference voltage to the voltage needed. Then, the measurement is driven to the non-inverting
input of the comparator, and so, if the signal measured is above the set reference, the comparator
will output a logic high, and then this signal will be driven to the digital isolator. In figure 57, the
comparator circuit can be seen.
Figure 57: HV Measurement full schematic
4.1.5 Controller Area Network

The Controller Area Network (CAN) is a serial communication protocol which efficiently
supports distributed real time control with a very high level of security. In automotive electronics,
ECU, sensors, anti-skid-systems, etc. are connected using CAN with bitrates up to 1 Mbps. At the
same time, it is cost effective to build into the vehicle body electronics in order to replace the wiring
harness in many applications.
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The development of the CAN bus started in 1983 at Robert Bosch GmbH and was officially
released in 1986 at the Society of Automotive Engineers (SAE). This protocol has many variants, but
in 1993, the International Organization for Standardization (ISO) released the CAN standard
ISO11898 1, 2 and 3 in order to standardize its use in the automotive field. The ISO11898-2 standard
is the one used in the vehicle and the components used for the CAN bus in the vehicle. This standard
specifies the interconnect to be a single twisted pair cable (shielded or unshielded) with 120 Ω of
characteristic impedance. Resistors equal to the characteristic impedance of the line should be used
at both ends of the cable to prevent signal reflections. Furthermore, if additional filtering is desired,
the termination resistor can be split in two resistors with a capacitor connected to ground. This kind
of termination improves the electromagnetic emissions behavior of the network by eliminating
fluctuations in the bus common-mode voltages at the start and end of message transmissions. In
figure 58, a typical CAN bus architecture can be seen.
Figure 58: Typical CAN bus arquitecture
In figure 59, the terminations of the CAN bus can be seen. If the split termination with the
capacitor is placed, the values of the resistor and capacitor should be selected to obtain a cut-off
frequency of 1MHz if the bus bit rate is of 1 Mbps. With equation 6, the capacitor can be calculated:
1
𝑓𝑐 = = 106
2𝑥𝜋𝑥60Ω𝑥𝐶𝑆𝑃𝐿𝐼𝑇
Equation 6: Cut-off frequency of an RC filter
𝐶𝑆𝑃𝐿𝐼𝑇 = 2.65 𝑛𝐹
Figure 59: CAN bus split termination
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In addition, before connecting the microcontrollers to the bus, a transceiver is needed in

between to adequate de microcontroller levels to the bus levels, as it can be seen in each node in
figure 58. For additional protection and filtering, an isolated CAN transceiver can be used, which
prevents noise currents on the bus. With these characteristics, the ISO1050DUB from Texas
Instruments has been selected as the CAN transceiver. It provides an isolation of 2500 VRMS and bit
rates up to 1 Mbps.
In the circuit designed for this module, extra filtering devices, such as common-mode chokes
have been placed since they were recommended by many manufacturers. Moreover, to add extra
protection to the transceiver in case something happens to the bus, a Transient Voltage
Suppression (TVS) diode has been placed to protect the transceiver from voltage spikes. In figure
60, the final circuit schematic can be seen.
Figure 60: CAN bus schematic
As it can be seen in figure 60, both sides of the transceiver have different supplies to achieve
the required isolation. This isolated supply is achieved by using an isolated DC-DC converter, in this
case the TME2433S from TRACOPOWER, which converts the LV supply of 24 V to +3.3 V with an
isolated reference.
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4.1.6 Layout and PCB design

The master module is divided in two boards, the microcontroller board and the master board.
The master module designed by Imanol Etxezarreta featured the LAUNCHXL-f28377S development
board from Texas Instruments, but since this board has been discontinued from the market, the
newest model has been chosen, the LAUNCHXL-f28379D. This option has been chosen above
integrating the microcontroller in the master board because of the great experience the team has
had using these boards, as no problems have been encountered when using them. Nevertheless,
as a future line objective, the team should try to implement this microcontroller into a self-
developed board, but as the objective of all electronic devices in the vehicle for now is to ensure its
correct operation and robustness, the development board is the better option, since it is just a plug-
and-play device and a replacement can be easily made. The development board can be seen in
figure 61.
Figure 61: LAUNCHXL - f28379D
The master board contains all the circuitry that has been explained in the chapters above. It is
the responsible of all low voltage electrical connections inside the accumulator container, as well
as the communications. For this purpose, the PCB can be separated in different submodules, as it
can be seen in figures 62 and 63.
Figure 62: BMS master PCB. Top view
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Figure 63: BMS master PCB. Bottom view
Furthermore, in order to increase the robustness against EMI or other kind of noises, a ground
plane has been placed as it can be seen in figure 64. This ground plane alongside a power plane,
simplifies the routing of the PCB, since the power and ground connections do not need to be routed
together. Moreover, as the can bus has its own isolated reference, a plane with the isolated ground
has been placed beneath the CAN bus circuitry, which has increased the reliability of the CAN bus
substantially in the vehicle overall. This plane can be seen in figure 65.
Figure 64: BMS master. Planes. Bottom view
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Figure 65: BMS master PCB. Planes. Top view
Finally, the microcontroller board and the master board are assembled with four male headers
in the master board and four female headers in the microcontroller board. The final assembly can
be seen in figure 66.
Figure 66: First prototype of the BMS master. Assembly of the LAUNCHXL – f28379D
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4.2 Slave Module

The slave modules must be able to measure 24 cell voltages and at least 8 cell temperatures.
In addition, the slaves must also be able to communicate with the master module via a
communication protocol. Also, a communication timeout needs to be detected as these signals are
SCS. Furthermore, the cell balancing is also a very important feature, in order to finish the
endurance race, the cells being balanced will definitely help to achieve it because all the available
energy of the cells can be used. All in all, these are the four core functions the slave modules must
provide.
The FSG rules regarding this feature are listed below:
EV 5.8.2 The AMS must continuously measure
• all cell voltages
• the TS current
• the temperature of thermally critical cells
• for lithium based cells: the temperature of at least 30 % of the
cells equally distributed within the accumulator container(s)
EV 5.8.3 Cell temperature must be measured at the negative terminal of the
respective cell and the sensor used must be in direct contact with the
negative terminal or less than 10 mm along the high current path away
from the terminal in direct contact with the respective busbar. It is
acceptable to monitor multiple cells with one sensor if this requirement is
met for all cells sensed by the sensor
EV 5.8.4 The maximum cell temperature is 60 ◦C or the limit stated in the cell data
sheet, whichever is lower
EV 5.8.9 AMS signals are System Critical Signals, see T 11.9.
The team has designed its own slave modules since the 2017 season, since they can be more
versatile than commercial solutions. In the next chapter, the previous slave module will be briefly
explained so that it can be understood the motive behind the new design of the slave modules.
4.2.1 Previous design

The slave modules used the 2018 and 2019 season were designed by Unai Echeverria. In this
chapter, the design will be briefly explained, and the motives to design a new slave module will be
explained.
The voltages and temperatures of the cells are read by three microcontrollers using their
included ADCs, and then the information is sent via CAN bus to the master module. Each slave board
is divided in three modules, one for each microcontroller. The whole board measures the voltages
of 24 cells and the temperature of 9 cells. In addition, it includes a passive balance feature which
can balance the cells at 175 mA. Next, the measurement methods will be explained.
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In figure 67, the voltage measurement method is shown:
Figure 67: Voltage measurement
The voltage measurements are made with a differential amplifier, one for each cell, so at least
4 resistors are needed per cell, as it can be seen in figure 66. The NMOS is placed to avoid any
consumption from the cells when the vehicle is switched off.
This method was simulated and tested, and the results were satisfactory, but with time, the
vibration of the vehicle would lose the bolts needed for the cell connections a little bit and the cell
would plug in and out constantly, so, the NMOS or the operational amplifier resulted damaged. This
required taking out the board, replacing the damaged components and mounting the board back
in, which is time consuming and difficult due to the space restraints. This may have happened
because the components used were not designed for automotive or battery use.
The temperature measurements were made using the MCP9701A sensor from Microchip. This
sensor has worked fine, so revolutions do not need to be made for this task. Although the
temperature measurements are not a problem, the number of temperatures measured is very low
even though it is rule compliant. The temperature of a battery cell is critical, as they are very
flammable if a temperature of 50 °C is overpassed.
4.2.2 Objectives
The main objective is to solve the reliability issue the previous modules had after a long use,
and use components designed for battery and automotive applications, since these have been
tested in harsh environments, have automotive standards. Furthermore, since they have been
developed in the past few years due to the growth of the electric vehicle, they are almost state-of-
the-art components and are widely used by prestigious brands such as Tesla.
The new slave modules must also be compatible with the old modules, so both can be used.
This will be helpful if spare battery packs are needed in case of damaged modules need to be
replaced fast or to use them in future projects such as the electric powertrain test bench. Moreover,
the CAN bus protocol is recommended as the team has a lot of experience with it, and it will not be
a source of trouble. This will restrain the communication protocol and the supply of the board. The
communication protocol must be the CAN bus protocol and the LV supply of the board must be of
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5 V. To implement the CAN protocol, a microchip is needed, regardless of which components are
used.
Furthermore, the number of temperature measurements must also be increased in order to
rise the safety feature of the board. To set a numeric objective, 50% of the cell temperatures will
need to be measured. Moreover, the precision from the previous design is of ±2°C, so the new
design’s precision should be same or more.
In addition, the voltage measurement precision should at least be the same as the previous
design (±8.4 mV), but an improvement can be made using the aforementioned components, so a
target ±5 mV will be set.
Regarding the cell balancing, the balance current objective will be at least the previous
design’s balance current (175 mA) or higher.
All in all, the objectives of the new design are gathered in table 8.
Communication protocol CAN bus @ 1 Mbps

Temperatures measured ≥ 48
Balance current [mA] ≥ 175
Voltage measurement precision [mV] ±5
Temperature measurement precision [°C] ≥ ±2
Table 8: BMS slave module objective specifications
4.2.3 Definition of the system

Before starting the design, the measurement methods and components need to be selected.
The previous design offered good measurements, so a similar design could be made selecting
components for battery and automotive applications. Nonetheless, improvements can hardly be
made following this design.
A very good alternative to this design, is the use of Integrated Circuits (IC) designed for battery
driven applications in electric vehicles, ideal for this use-case. The implementation of a digital IC
will increase the reliability of the system, reduce the number of total components and thus, reduce
the needed space in the board.
As a future line objective, the communication protocol between master and slave should be
the one used by the ICs instead of CAN bus. There would not be the necessity for having a microchip
and so, less components would be used, decreasing the cost of the module and decreasing the
needed space. This will affect in the IC selection, even though the design for this season will be
using a microchip with CAN bus.
A preselection of ICs has been made according to the characteristics of the battery in table 9.
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BQ76PL455 LTC6804 MC33771
Cells per IC 16 12 14
Series cells 256 100 882
Temperature sensors 8 5 7
Shut-down consumption [µA] 40 4 40
Operation consumption [mA] 8 1.5 5.4
Total measurement error [mV] 0.75 0.3 0.8
Sampling time [ms] 2.5 0.290 0.00943
Communication protocol UART SPI/isoSPI SPI/isoSPI
Table 9: Battery monitoring IC comparison
Looking at table 9, the most suitable option is the LTC6804 from Analog Devices. This IC has
the exact amount of cells if we use two ICs per board in a stack (12 + 12 = 24 cells), they can be
stacked up to 100 cells, the current consumption is the lowest, the accuracy is the best and the
sampling time is also the fastest. On the other hand, it only has 5 additional analog inputs for
temperature sensors, so if 8 ICs are used, a total of 40 cell temperatures could be read, less than
wanted. A microchip is needed for CAN bus communication with the master module, so this
problem could be solved by using the microchips ADC, but then these signals have to be isolated,
and digital isolators must be introduced in the board, increasing the cost of the board and space.
So, for this reason, the BQ76PL455 IC from Texas Instruments has been selected. It is capable of
reading 8 cell temperatures, so a maximum of 64 cell temperatures can be measured if 8 ICs are
used. Furthermore, the communication protocol is UART instead of SPI, which is easier to
implement, and although the sampling time seems to be quite lower than the rest, the code of the
microcontroller needs about 20 ms to run, so this will not be a problem.
This IC is an integrated battery monitoring and protection device, designed for high-reliability
automotive applications. The integrated high-speed, differential and isolated communication
interface allows up to 16 devices to communicate with a host via UART interface.
This device monitors voltages and temperatures but is also able to detect several different
faults, such as overvoltage, undervoltage, overtemperature and communication faults.
Furthermore, it also features a secondary thermal shutdown for the protection of the IC.
For the monitoring purpose, the IC features high performance 14-bit ADC for cell voltages and
eight auxiliary analog inputs for temperature sensors, both with a voltage range of 0 V to 5 V. It is
designed for robust hot-plug performance, so the reason suspected to be damaging the old design
of slave modules would not damage the slaves anymore. Furthermore, the IC includes an open wire
detection feature, if this detection is run cyclically in the code, disconnections can easily be
detected, which is a must for Formula Student technical inspection.
The topology of the slave module will be a master-slave topology, two ICs and a host
microcontroller will be placed in each slave board, they will be connected in a daisy-chain topology
to the host microcontroller. The operation of this IC is simple: the host microcontroller needs to
send a wake-up signal to the IC (a pulse) and if the IC is supplied by the battery cells, the IC will be
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available for starting communications with the host microcontroller. So, in order to communicate
with it, a wake-up signal, low voltage supply and two UART signals are needed.
4.2.4 Voltage sensing

For the battery cells used in this application, the cell voltage can vary from 3 V up to 4.2 V in
normal operation, but the voltage can go above that limit or below the limit, for example, if two
battery cells are short-circuited.
The IC’s ADC input ranges from -0.3 V to 5.5 V. The ADC has a resolution of 14-bit so, the
voltage resolution per ADC is of 354 µV (equation 7), almost insignificant.
5.5 + 0.3
𝑉𝑜𝑙𝑡𝑎𝑔𝑒 𝑟𝑒𝑠𝑜𝑙𝑢𝑡𝑖𝑜𝑛 = = 354.03 µ𝑉
214 − 1
Equation 7: Voltage resolution
The cell connections go through an RC filter among other systems before entering the ADC, in
figure 68, the filters and protections used for every cell connection can be seen.
Figure 68: Battery connections. Filters and protections.
This filter is the recommended by the manufacturer in the datasheet, but the RC values need
to be changed depending on the overall environment that surrounds the board to have optimum
performance. The resistance recommended is a 1 kΩ resistor and the capacitor of 1 µF, these values
give a cut-off frequency of 159 Hz (equation 6) so if these values of resistor and capacitor are
changed, they should be changed upon this cut-off frequency as a reference.
1
𝑓𝑐 = = 159.15 𝐻𝑧
2𝑥𝜋𝑥1000𝑥1𝑥10−6
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4.2.5 Temperature sensing

The FSG rules state that at least 30% of the cell temperatures need to be monitored and that
the sensor used for this measurement must be in direct contact with the negative cell terminal. To
achieve this, at least 29 cell temperatures need to be measured, but the goal set was to measure
at least 48, half of the cells.
Because of the mounting of the slave board, there will be a distance between the board and
the cells, so for the selection of the temperature sensor, a through-hole sensor is needed.
Furthermore, the sensor must also have a minimum accuracy of ±2°C. After searching the market,
a very standard sensor was found, the LM35DZ from Texas Instruments. This sensor is a PTAT
sensor, whose principle for the measurement is to output the forward voltage drop in a silicon
diode, which is temperature dependent and its coefficient is given by the manufacturer. The
package of the sensor is T0-92-3, and its size is enough to reach the respective negative cell
terminal. In figure 69, an image of this type of sensor can be seen:
Figure 69: TO-92-3 package
The working temperature of the sensor is between 0°C and 100°C, which is enough for the cell
temperatures since the maximum temperature the cell can withstand according to its datasheet is
60°C. The sensor gain is of 10 mV/°C, so the maximum output voltage the sensor will have is 600
mV. In order to make it easier to measure the output voltage, a non-inverting amplifier is used to
make the output voltage range be between 0 V and 5 V, for that, the circuit in figure 70 is
implemented.
Figure 70: LM35DZ sensor signal conditioning
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The amplification needed is about 8, the amplification the amplifier provides is 1+R198/R197,
so the resistors selected are 7k and 1k. This will also provide a protection for the IC in case the
sensor gets short-circuited. In addition, two capacitors have been placed in the supplies of the
operational amplifier and sensor for filtering noise and add robustness to the circuit.
Finally, to make sure there is a good contact between sensor and cell tab, thermal paste needs
to be added in the junction to reduce thermal resistivity in the contact. In figure 70 this can be seen.
Figure 71: Temperature sensor with thermal paste
4.2.6 Cell balancing

The battery cells may unbalance due to different conditions. Although the discharging or
charging current is the same if all the battery cells are connected in series, each cell has a different
capacity value and internal resistance, this causes unbalancing of the cells in time. As charging-
discharging cycles increase, the unbalancing also increases, so when discharging, one cell is going
to be the first to be discharged. On the other hand, when charging, one cell is going to be the first
to be fully charged. So, the energy stored by the of the cells will not be used in the discharge process
and the cells will not be charged to their full storage capacity in the charging process.
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Figure 72: Unbalanced cells charging process
Figure 73: Unbalanced cell discharging process
If the autonomy of the vehicle is to be harnessed, the cells must be balanced as much as
possible to increase the available energy of the battery. Furthermore, balancing will maintain a
healthy battery SoC. This will require to add external circuitry to balance the cells. For this task, two
options are available, passive or active balancing. The former results in all cells having a similar SoC
by “burning” the excess energy in a bleed resistor which is placed in parallel with the cell and is
connected and disconnected from it, whilst the latter redistributes the charge between the cells
during the charging or discharging process, increasing the autonomy of the battery even in the
discharging process.
This IC incorporates the passive balancing feature with external NMOS or active balancing with
external ICs such as the EMB1428Q from Texas Instruments. The active balancing requires bulky
and expensive components depending on the balancing technique, such as coils or capacitors. As
the space in the accumulator container is very limited, the passive balancing option is the only
available option.
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When selecting the bleed resistor, the resistance value will not only determine the balancing
current but also the package and size of the resistor for the needed power dissipation, but the
higher the power dissipation, the pricier is the resistor. So, a compromise between space, current
and price must be achieved. Logically, a higher balancing current will mean lower balancing time,
so this parameter should be maximized.
In addition, the charging time should also be considered when selecting the resistor. If the
charging process is much shorter than the balancing process, e.g 24 hours, the balancing circuit
should be redesigned. The charging time of the battery is about an hour.
In table 10, a comparison between different resistors in the market is shown:
Resistance [Ω] 18 15 11 10
Current [mA] 233.33 280 381.82 420
Max Power[W] 1 2 2 2
Power [W] 0.98 1.176 1.60 1.764
Price [€] 0.348 0.553 0.5 0.346
Total price [€] 33.408 53.088 48 33.216
Price increase [%] 100 158.91 143.68 99.43
Balance time 5% [h] 3.429 2.857 2.095 1.905
Table 10: Bleed resistor comparison
Normally, when a cell reaches the 4.2 V, the least charged cell is about 4 V, so there is a
difference of 5 % capacity between them and thus, the balance time will be the time to balance this
5 % of difference, not the whole capacity. As table 10 shows, the best option would be the 10 Ω
resistor, but the power dissipation when the cell is charged to 4.2 V is quite high (1.76 W). Although
the resistor can withstand the power dissipation, if many resistances were balancing at the same
time, the total power being dissipated would be high and could be challenging to cool the batteries.
For this reason, the next better option would be the 15 Ω resistor, but it is 58 % more expensive
than the 18 Ω resistor, and as the module is intended to be cheap since the budget is very limited,
the 18 Ω resistor is chosen. Still, if the budget were not a problem, the 15Ω resistor could be easily
implemented and the balancing time would be considerably reduced.
For connecting and disconnecting the bleed resistor, an NMOS is used, one per cell. This NMOS
needs to handle a VDS voltage of 5 V maximum, and an IDS current of at least 250 mA. With these
requirements, the 2V7002KT1G from ON Semiconductor is chosen, which is also recommended in
the IC’s datasheet.
Finally, a LED is placed so that in can be seen which cells are discharging. This will help to the
identification of problems, for example, when a transistor is damaged, and so the cell is always
discharging unintentionally.
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In figure 74, the final balancing circuit can be seen:
Figure 74: Battery connections. Balancing circuit
In figure 74, the balancing circuit in the PCB can be seen.
Figure 75: Balancing circuit in the PCB
4.2.7 Low Voltage

The slave module needs a low voltage zone in order to communicate with the master module,
which is supplied by the low voltage system of the vehicle. The purpose of this zone is to wake-up
the IC and receive the voltage and temperature readings via UART and bounce them via CAN bus
to the master module, for that a microcontroller and a CAN transceiver are used.
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The selected microcontroller is the PIC18F4680 from Microchip. This microcontroller has the
CAN bus feature and its voltage levels are 0 V to 5 V, which is needed to communicate with the IC,
these are the main reasons why this microcontroller was selected. Nonetheless, it is also small, it
can be configured to the needed frequency for the CAN bus (40 MHz), it has enough ADC if
additional temperature sensors are wanted to be placed and has little power consumption (55
mW). Furthermore, the team has also the knowledge to use this microcontroller effectively. For the
correct operation of the microcontroller, a crystal oscillator must be placed to achieve the required
40 MHz frequency.
Regarding the CAN bus circuitry, it is the same as the one used in the master module. An
isolated CAN transceiver is used along with the needed filters and isolated DC-DC supply in order
to adequate the voltage levels to the master module’s levels.
To supply this zone of the board, a connector is placed in the edge of the PCB. This connector
drives the low voltage supply (+5 V and GND) and the two CAN bus wires. In figure 75, this zone can
be seen in detail.
Figure 76: Low Voltage zone in the PCB
4.2.8 Galvanic Isolation

The FSG rules state the situations where galvanic isolation is required:
EV 4.3.5 If TS and LVS are on the same PCB, they must be on separate well defined
areas of the board, meeting the spacing requirements in table 5, each area
clearly marked with “TS” or “LV”. The outline of the area required for
spacing must be marked. “Conformal coating” is referring to a coating
insulator, solder resist is not a coating. If integrated circuits are used such
as opto-couplers which are rated for the respective maximum TS voltage,
see EV 1.2.1, but do not fulfill the required spacing, then they may still be
used and the given spacing does not apply for this integrated circuit.
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EV 4.3.7 All connections from a TS component to external devices, such as laptops

must include galvanic isolation, see EV 1.2.1.
As EV 4.3.7 states, all connections from a TS component to any device, such as a laptop, need
to be galvanically isolated. The low voltage zone, as it is connected to the master module and can
be connected to a laptop for the programming of the microcontroller, needs to be galvanically
isolated.
This isolation can be divided in two different parts, the electrical isolation and the physical
separation. The rule EV 4.3.5 states that in every PCB where HV and LV are present, spacing of at
least 12.7 mm is required between these two according to the voltage of the vehicle. Even though
this spacing can be reduced by using an insulation coating for PCBs, as there is enough room, the
spacing will be of 12.7 mm.
On the other hand, an electrical isolation is required for the UART communication protocol
and wake-up signal for the IC. These signals are isolated with the use of digital isolators. In the case
of the UART, the ISO7021 dual-channel digital isolator is used. This isolator has ultra-low current
consumption, 3000 VRMS of isolation and up to 4 Mbps of speed, which is more than enough as the
UART has a maximum of 1 Mbps in this use-case.
Regarding the isolation of the wake-up signal, this is achieved using the same isolator used in
the voltage measurement circuit described in chapter 3.2.6, the ADUM5202.
In figure 77, the galvanic isolation schematic can be seen, whereas in figure 78, the isolation
zone of the PCB can be seen.
Figure 77: Galvanic isolation schematic
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Figure 78: Galvanic isolation in the PCB
4.2.9 Layout and cell stack integration

One of the objectives of the slave board was to be compatible with the old slave boards and
battery packs. This defines the dimensions of the PCB. Each board must handle 24 cells in series,
and so, 25 holes of 3 mm of diameter (24 positive cell tabs + the most negative cell tab) are needed.
Then, the board is introduced in the battery pack by introducing the holes in the bolts of the pack,
and in order to avoid loosening due to the vibrations, the last nut must be a metallic self-locking
nut. Furthermore, each cell connection has a dedicated fuse to protect the circuits in case of a short-
circuit between cells. In 79, the PCB integration in the cell stack can be seen.
Figure 79: Cell stack integration
The PCB is separated in 5 zones: the low voltage zone, first module, second module, cell
connections and isolation. In figure 80, these zones can be seen highlighted. Each slave board will
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have two modules, this is, two ICs. Then these two ICs will be connected in a daisy-chain topology
to the host microcontroller located in the low voltage zone, but before this, the signals coming from
the IC are galvanically isolated.
Figure 80: Detailed BMS slave PCB
4.2.10 Testing
When testing this kind of boards, where the hardware is just as important as the software,
both must be tested thoroughly. Even so, if one of them is badly designed, it may lead to confusion.
If the board is not working as it should because the hardware is not okay, the designer does not
know if the problem is the hardware or the software. Because of this, the first step is to design the
software and test it.
Figure 81: BMS slave module test bench
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The configuration of this IC is done by sending commands via UART from the host
microcontroller to the IC. These commands are in the datasheet, but there are a lot of commands
which are not crucial for the proper operation of the IC. Furthermore, each command also has its
variants depending on the number of ICs in the board. In order to get these commands correctly, a
good testing platform is needed. Texas Instruments has its own evaluation board for this IC, the
BQ76PL455EVM. In addition, the manufacturer also provides the client with a GUI for the testing of
this evaluation board. This GUI offers the user the possibility to introduce manually the commands
and see the response of the IC to this command.
For the test, a low voltage battery of 6 cells in series which was developed by the team was
used. First, the voltages from these cells were recorded with the GUI to know if the readings were
okay when testing the commands. The voltage readings from the GUI can be seen in figure 82.
Figure 82: Voltage measurements from the GUI
Afterwards, the manual commands were tested. Many iterations were needed until the
voltage readings were achieved, but eventually, the sequence and the commands were successfully
achieved.
The next step would be to manufacture the slave module and test the software using the
microcontroller from that board but since the manufacturing of the board has not been possible
and another board with the same microcontroller used was not available, the whole software has
been developed and tested on the development board from Texas Instruments used for the master
module of the BMS, the LAUNCHXL-F28379D. Since a future objective for the team should be to
implement this slave module using the master module’s microcontroller, this is a very logical
procedure, which will not just serve for the testing of this IC, but also to gather knowledge on the
programming of this device in C code.
When using the f28379D microcontroller, it will not be possible to use the GUI from the
evaluation module, and so, another method for visualizing the readings from the IC is needed. For
this, the readings of the voltages are sent from the evaluation module to the f28379D via UART,
then, the readings are bounced to the CAN bus of the microcontroller. Next, the CAN bus is
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connected to the CAN network interface used in the vehicle, the VN1630 from Vector, so the CAN
bus can be visualized in a computer. In figure 83, the voltage readings can be seen.
Figure 83: Voltage measurements from CANoe
The results obtained from the GUI and from the f28379D are almost equal, so the designed
software has been validated.
Once the crucial features of the IC are achieved, more features can be tested, such as the cell
balancing feature. For this, the same procedure was followed, first the commands were tested with
the manual command window from the GUI, once they were validated, the commands were
implemented in the f28379D software. When the cells are balancing, LEDs from the balancing lights
are lighted on the evaluation module for visual confirmation. In figures 84 and 85, the manual
command window from the GUI and the visual confirmation of the cell balancing can be seen.
Figure 85: Manual command window
Figure 84: Cell balancing in the evaluation module
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Furthermore, another feature the design must have, is a detection of a timeout from the
communications, for example, when the TX or RX wire from the UART is disconnected. So, the test
was as simple as disconnecting one of the two wires from the f28379D board, and as expected, the
microcontroller detected the timeout and set the cell voltages to 0 V. This feature is of paramount
importance for the safety of the driver, since if the communications are disabled, the BMS will not
know the actual state of the battery cells and thus it must not be possible to run the vehicle in these
conditions. Moreover, this is one of the multiple tests that the scrutineers will make to pass the
accumulator container scrutineering in the competition.
4.3 Software
In this chapter, the software changes in the master module, the software used for the test
bench of the slave modules and the battery interface will be explained.
4.3.1 Master module

The code implemented in the master module is the same as the one developed by Imanol
Etxezarreta, but changes and new implementations have been made due to changes in the ECU’s
programming and new additions to the FSG rules for this season. Just like Imanol’s code, this one
has been implemented in Simulink.
One of the additions due to the change in the ECU’s programming has been the pre-charge
action. The problem with the old software was that, if the SC was opened by a shutdown button,
when the button was released the BMS would pre-charge again without any additional action. This
has been solved with the code that can be seen in figures 86 and 87.
Figure 86: Pre-charge status
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Figure 87: Pre-charge command code
To understand this code, first the pre-charge sequence will be explained. When the vehicle is
ready to start, the driver pushes a button to start the pre-charge sequence. When pushing this
button, the ECU will send a high pre-charge flag to the BMS to give the order to start the pre-charge
sequence.
In figure 86, the mechanical state of the AIR and pre-charge relay is read by the ADCs to
determine the status of the pre-charge sequence, this is, if it is still pre-charging or if it has finished.
If the pre-charge sequence has been completed, the “done” signal will be set high. In figure 87, pre-
charge action is activated or deactivated, to activate it, three things must happen:
• The SC must be closed. This is the “sl” signal.
• The pre-charge sequence must be low. This is the “done” signal.
• The pre-charge flag must be set high by the ECU. This is the “pre” signal.
To solve the problem, a MATLAB function has been coded. In this function, the pre-charge flag
is set low if the SC is opened and the pre-charge sequence has been completed, regardless of the
ECU sending a high for the pre-charge flag. If the function is setting the flag low while the ECU is
sending a high flag, the control of the pre-charge activation is given to the BMS rather than the ECU.
Once the ECU sends a low and the SC is opened, the control is given back to the ECU. With this, a
failure in the ECU’s programming will not affect the control of the pre-charge sequence, which could
be dangerous if the pre-charge is done without additional action.
Furthermore, if the CAN bus connector is disconnected, the BMS must realize it and open the
AIRs by setting a BMS fault. When the CAN bus is disconnected, the microcontroller will keep
reading the last value that was sent in the bus. To detect this, the ECU sends an incremental signal
with each cycle of the code, then, the BMS compares the actual signal with the signal from 10 ms
before, if these two signals are the same it will mean that there has been a CAN bus timeout and
the BMS fault is set. In spite of this, when the accumulator container needs to charge, there is a
problem: for charging, the accumulator is taken out of the vehicle, and the pre-charge and charging
commands are sent via CAN bus with the CANoe program in the PC, so the incremental signal
coming from the ECU no longer exists. But CANoe has a functionality that converts the PC in another
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CAN bus node, and so, “imaginary messages” can be sent with the program, thus, the problem is
solved. More about this can be found in appendix C.
4.3.2 Slave module

The code developed for the slave module is the one
implemented in the test bench for the testing of the slave modules
software. This code has been developed using Code Composer Studio,
an integrated development environment that supports Texas
Instruments microcontrollers for C code. Even though the software
has been developed in Code Composer Studio, another code for the
PIC18 microcontroller is being also developed. The full code can be
seen in appendix F.
First, the code hierarchy will be explained to understand the code
sequence (figure 88). The IC needs a wake-up signal when it is supplied
to step out the shut-down state. This signal will be a logic low. Then,
some parameters of the IC need to be configured before starting the
measurements. These parameters include baud rate of UART,
address, fault clearance, etc.
In this case, the baud rate of the IC is set to 250 kHz since it is
the standard for the device. The address set for the IC is the 0x00, it
does not matter the address for this use-case scenario, but this is
recommended for systems where many ICs are placed in a daisy-chain
configuration, so that the ICs are addressed in order (first IC 0x00,
second IC 0x01…). Then, some faults and transmissions have to be
disabled, and afterwards, the sampling configurations are set to the
standard values, which can be found in the IC’s datasheet.
Once the device has been configured, the user needs to
command the IC to sample the readings and request to send them via
UART. If this is done in an infinite loop, the IC will be sampling and
sending every cycle of the code. The full list of commands can be seen
in table 11.
For the visualization of the voltage and temperature readings,
the f28379D microcontroller receives the UART messages containing
the measurements and bounce them via CAN bus, then, the CAN
messages can be visualized in the PC. This will be covered in the next
chapter.
Figure 88: BMS slave

code flow chart
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B1 B2 B3 B4 B5 B6 B7 CRC
Set baud rate F2 10 10 E0 3F 35

Autoadress1 F1 0E 10 54 5F
Autoadress2 F1 0C 08 55 35
SetAdress IC F1 0A 00 57 53
Disable High Side receiver 92 00 10 10 20 B4 00
Configuration
Disable low side transmitter 92 00 10 10 C0 B5 88
Clear fault IC 92 00 52 FF C0 59 AC
Initial Sampling Delay 91 00 3D 00 3C 6C
Sample period 91 00 3E BC 3D 2D
Oversampling rate 91 00 07 00 2E CC
Clear and Check Faults 1 91 00 51 38 10 BE
Clear and Check Faults 2 92 00 52 FF C0 59 AC
Clear and Check Faults 3 81 00 51 00 15 AC
Sample & read

Select num cells 1 91 00 0D 07 69 AE
Select num cells 2 94 00 03 01 FC 03 C0 50 A5

Read 81 00 02 20 28 84
4
Table 11: BQ76PL455 Command list
4.3.3 Battery interface

Apart from monitoring the cell voltages and temperatures, these measurements must be
visualized in a PC. The program used to visualize the CAN bus messages, CANoe from Vector,
incorporates a panel designer feature to design a panel based on the CAN bus messages. This panel
is divided in three tabs: General, Voltage and Temperature.
• General: general information about the battery is shown, such as the current battery
voltage, current, maximum voltage and temperature and minimum cell voltage.
• Voltage: this tab shows every cell voltage in the battery alongside the balancing status.
• Temperature: this tab shows the measured temperatures for the battery cells.
In figures 89, 90 and 91, this panel can be seen.
4
Values are in hexadecimal format
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Figure 89: Battery interface. General tab
Figure 90: Battery interface. Temperature tab
Figure 91: Battery interface. Voltage tab
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5. FUTURE LINES
Although many problems have been solved and many upgrades have been made in many
systems, there are still several improvements to be made in order to have a reliable vehicle and
increase the performance of it.
Regarding the slave module, the microcontroller should be removed as its only purpose is to
bounce the UART of the ICs into the CAN bus. Although this microcontroller can be used to measure
the 100 % of the cell temperatures, this can also be made with external ADCs that incorporate a
communication protocol, such as UART. The removal of the microcontroller will reduce costs and
PCB area needed.
Furthermore, the slave module has to be manufactured and tested to validate the design. The
testing of it should start with the basic functions of the IC, such as the voltage and temperature
measurements and continue with more features the IC incorporates, such as the undervoltage or
overvoltage flag.
Regarding the master module, this design accomplished the needed reliability and
performance, alongside the compliance with the FSG rules. Still, improvements can be made, as for
example, implementing the microcontroller in the master module PCB, which would make the
module to be more compact. In addition, a lot of work should be made in the software area, as
there is a lot of room for improvement. Simulink is a great environment for programming since it is
very visual and the user does not have to worry about microcontroller registers or configuration as
it is a very user-friendly environment, but the improvement of software is very limited, for example,
to use global variables. Moreover, the UART communication needed to configure the ICs from the
slave modules cannot be programmed in Simulink, as it does not support many UART
communication blocks. Because of this, the implementation of the master modules software in C
code is highly recommended and should be the main objective once reliability issues have been
eliminated from other systems in the vehicle. First tests for the implementation of the C code have
been made this season and more precisely in the slave module test bench.
On the other hand, the cell connections should be made in a different manner, as it has been
shown how the actual system damages the bolts used for the connection of the cells and have to
be replaced. Furthermore, the contact between the cell tabs with this system is not optimal and
heat can be dissipated due to bad electrical contact between them. These issues can be solved by
using systems such as the one used in the TSR 17 but with proper positive locking and screwing the
cell tabs together with a bolt instead of pressing them with two bus-bars.
In addition, with the actual cell configuration, the 80 kW of power cannot be achieved in the
entire voltage range of the battery. The maximum discharge current of the cells will be exceeded
at 333 V, so there will be a significant range where the maximum power will be below 80 kW.
Furthermore, even though the manufacturer of the cells assure that the cells will not degrade if
currents near the maximum discharge current are drawn from the battery, it is strongly
recommended that the maximum current discharged is lower than the maximum discharge current
rating of the cell, most importantly for safety reasons. This design problem can be solved by adding
a parallel cell branch, building a 96s2p configuration, so that the current drawn from each branch
is half the total current, allowing the battery to supply 80 kW through the whole voltage range. It
is not that easy though, the volume needed to place double the cells would increase dramatically
and another cell model would need to be selected with lower capacity (still greater capacity overall
because of the 2p configuration, but they are smaller), which would take a great amount of the
budget.
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Finally, but not less important, the inverter’s design must be tested and protections need to
be added for proper operation. This will avoid many problems in the long term. To hold the test in
a test-bench is highly recommended, since it is faster than testing it with the vehicle, apart from
being a more secure environment. This will help the team to get the optimum inverter configuration
and validate different designs rapidly to increase the overall reliability.
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6. CONCLUSIONS
The principal objective of this project was to design a reliable powertrain while being rule
compliant. One of the problems for the lack of reliability was the inverter. Although it has not been
possible to test it yet, the design and fabrication is already done, it only has to be assembled.
Nevertheless, the new design has taken into account the recommendations made by the
manufacturer, so no problems should be expected, but still testing must be done.
A previous version of the BMS master module has been tested, incorporating all features
except the HV measuring system. The module has been tested with the vehicle and no problems
were observed so far, it has performed all its duties perfectly and with no reliability issues.
Furthermore, the rule compliance part has been verified by making the tests done in the technical
inspection of the competition, which have been successfully accomplished.
Even though the tested module did not incorporate the HV measurement system, a separate
board was built for testing it, and as expected, there were no problems with the measurements
and the precision was also increased.
Regarding the BMS slave module, although it has not been possible to manufacture it yet, the
software has been fully tested, obtaining satisfactory results. Nonetheless, a solid basis for the slave
module has been left to continue working on it, a design has been developed and the software just
needs to be adapted for the microcontroller used. The next step should be to manufacture it, test
it and understand its functionality.
Furthermore, the electric powertrain systems and components have also been dimensioned
to achieve a power of 80 kW, with the weak point being the cell configuration. Nevertheless, the
steps for achieving this have been set, once the cell configuration is changed, this power can be
achieved in all the voltage range of the battery.
Finally, this project has also served the purpose of documenting all the work done this season
regarding the electric powertrain, justifying the decisions taken in each moment and stating
previous failures, which will be helpful to avoid repeating the same mistakes again for future team
members.
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7. BUDGET
The budget associated to the project is detailed below:
7.1 Assets budget

c €
Quantity Reference Description
Total
BMS slave
1 - 146.28 146.28
components
4 - PCB BMS slave 107.33 429.32
BMS master
1 - 127.40 127.40
components
1 - PCB BMS master 81.76 81.76
LAUNCHXL - Development
1 32.67 32.67
F28379D board
PCB Discharge
1 - 63.64 63.64
components
1 - PCB Discharge 40 40
Discharge
2 HS50 5K6 J 3.36 6.73
resistor
Voltage Indicator
1 - 3.44 3.44
components
PCB Voltage
1 - 60.40 60.40
Indicator
1 HTFS 200 P Current sensor 14.13 14.13
96 SLPB375175A Battery cell 53.89 5173.69
Maintenance
16 SLP P B 50B SO 13.74 219.90
Plug
8 HVP 800 HV Connector 53.72 429.75
1 EM30MSD HVD 74.52 74.52
1 SPFJ070 Fuse 89.48 89.48
1 LEV100H5CNG Pre-charge relay 107.11 107.11
Pre-charge
1 THS251K5J 2.22 2.22
resistor
2 EV200HAANA AIR 115.85 231.40
BAMOCAR D3
2 Inverter 2541.74 5083.47
700-400
2 EMRAX 188HV Motor 2695.45 5390.91
Methacrylate
4 - 46.93 187.70
Pack
Total assets 17996.21
Table 12: Assets budget
89
_____________________________________________________________________________________________________________________________________________________________________________
7.2 Expendable equipment budget

c €
Quantity Reference Description
Per Unit Total
768 - Fasteners 0.08 61.50
LV wiring
26 - 0.18 4.80
(meters)
FHLR2GCB2G HV TS wiring
2.6 21.03 54.69
35 (meters)
1 - Solder Tin 16.60 16.60
Cell connections
384 - 1.19 456.99
busbars
FHLR2GCB2G HV motor wiring
2.4 12.09 29.02
16 (meters)
18 - Inverter busbars 11.96 28.70
Total
expendable 652.31
equipment
Table 13: Expendable equipment budget
7.3 Non-expendable equipment budget

Monthly Usage
Acquisition Depreciation Depreciation
Equipment depreciation time
fee € period (years) €
fee € (months)
PC 826.45 5 13.77 9 123.97
Welder 35.54 3 0.99 9 8.88
Electric tools 107.44 6 1.49 9 13.43
VN163 Vector 998.35 4 20.80 9 187.19
Total
333.47
equipment
Table 14: Non-expendable equipment budget
7.4 Software budget

Monthly Usage
Acquisition Depreciation Depreciation
Software depreciation time
f € period (years) €
f € (months)
Matlab 1652.89 5 27.55 9 247.93
Office 123.14 5 2.05 9 18.47
Altium 4490.70
5987.60 1 498.97 9
Designer
Vector CANoe 82.64 1 8.33 9 74.97
Windows 10 119.83 5 2 9 17.98
Total software 4850.05
Table 15: Software budget
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7.5 Labor budget

Length c €
Task
(hours) Per unit Total
Student 300 3.12 936
Supervisor 50 50 2500
Total labor 3436
Table 16: Labor budget
7.6 Budget summary

The global budget of the project is shown below, which amounts to #thirty-seven thousand six
hundred twenty-eight point forty nine euros#
€
Budget line
Partial Cumulated
Assets 17996.21 17996.21
Non-refundable 18648.52
652.31
equipment
Equipment 333.47 18981.99
Software 5852.85 24834.84
Labor 3436 28270.84
Indirect Costs (10%) 2827.08
Total without VAT 31097.92
Total with VAT 37628.49
Table 17: Budget summary
91
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8. REFERENCES
E. Fitriatun, “Bamocar FAQ,” vol. 53, no. 9, pp. 1689–1699, 2019, doi:
10.1017/CBO9781107415324.004.
Unitek Industrie Elektronik GMBH. (n.d.). CAN-BUS for Digital Servo Controller. 1–19.
Unitek Industrie Elektronik GMBH. (2009). Digital Three-Phase Servo Amplifier BAMOCAR-PG-
D3 Manual. 1–138.
Unitek Industrie Elektronik GMBH. (2009). Digital Three-Phase Servo Amplifier BAMOCAR-PG-
D3-700/400-400 Manual. 1–138.
Texas Instrument. (2015). User’s Guide bq76PL455EVM and GUI User Guide. July.
http://www.ti.com/lit/ug/sluuba7a/sluuba7a.pdf
Texas Instrument. (2015). bq76PL455A-Q1 16-Cell EV/HEV Integrated Battery Monitor and
Protector. www.ti.com
Bosch, R. (1991). CAN Specification Version 2.0. Rober Bousch GmbH, Postfach, 300240, 72.
http://esd.cs.ucr.edu/webres/can20.pdf
Unitek Industrie Elektronik GMBH. (2017). CAN-BUS for Servo Amplifiers: User Manual.
Coroplast. (2003). Technical Information Shielded Cable for automotive electric powertrain
Coroplast Part N FHLR2GCB2G. 44(0), 1–4.
Etxezarreta, I. (2018). Design and fabrication of a BMS Master for a Formula Student car.
Echeverria, U. (2018). Diseño e implementación de la batería y del módulo esclavo del bms para
un vehículo eléctrico de formula student.
EMRAX. (2018). User’s Manual for Advanced Axial Flux Synchronous Motors and Generators -
EMRAX 188 Technical Data Table. August, 1–3. www.emrax.com
TE. (2010). KILOVAC High Voltage DC Contactors. 7, 21–22.

https://doi.org/10.1002/9780470935361.app14
Vector. (n.d.). Programming with CAPL CAN alyzer.
LEM. (1997). Current Transducer HTFS 200 .. 800-P / SP2 Current Transducer HTFS 200 .. 800-
P / SP2. 50178, 1–3.
BENDER. (2018). ISOMETER ® Headline IR155-3203 / IR155-3204. Imd.
LEM. (1997). Voltage Transducer LV 25-P. 02, 1–2.
TE. (n.d.). KILOVAC LEV100H Contactors.
93
_____________________________________________________________________________________________________________________________________________________________________________
Littlefuse. (2019). SPFJ SERIES DC FUSE. 1–5.
Amphenol Industrial. (n.d.). SurLok Plus Series.
Unitek Industrie Elektronik GMBH. (2020). PC Software Manual for Servo Amplifiers and Battery
Drives. 0–143.
Vera, I. (2020). Modelización del powertrain eléctrico de un monoplaza de formula student.
Melasta. (2017). Product Specification for Li-ion Polymer Battery 3.7V 16000 mAh 15 C (Model
No.: SLPBA375175).
Janakiraman, Hareesh, T. I. (2019). Programming Examples and Debug Strategies for the DCAN
Module. May, 1–16.
Tran, D. D., Vafaeipour, M., El Baghdadi, M., Barrero, R., Van Mierlo, J., & Hegazy, O. (2020).
Thorough state-of-the-art analysis of electric and hybrid vehicle powertrains: Topologies and
integrated energy management strategies. Renewable and Sustainable Energy Reviews, 119,
109596. https://doi.org/10.1016/j.rser.2019.109596
Tamagawa. (n.d.). Smartsyn rotation angle sensor with excellent environmental resistance
performance Brushless resolver.
Yao, Steven, T. I. (2017). UART-Based Communication Protocol for Inter-module Communication

of Light Vehicle Systems. May, 1–16. www.ti.com
Holland, Stephen, T. I. (2017). bq76PL455A-Q1 Use-Case Scenarios. January.
Hwang, Roger, T. I. (2018). bq76PL455A-Q1 Design Recommendations. October.
Holland, Stephen, T. I. (2014). bq76PL455A-Q1 Software Design Reference. May, 1–33.

http://www.ti.com/lit/an/slva617a/slva617a.pdf
Texas Instrument. (2015). bq76PL455A-Q1 Example Code. September, 1–6.
STMicroelectronics. (n.d.). How battery micro-measurements can eliminate range anxiety.
Zhang, Y., & Mi, C. (2018). Electric Powertrains. April, 333–388.

https://doi.org/10.1002/9781118964897.ch9
EMRAX. (2018). Technical Data and Manual for EMRAX Motors / Generators. 51.
http://emrax.com/wp-content/uploads/2017/10/user_manual_for_emrax_motors.pdf
Kevin Scott and Sam Nork, “Active Battery Cell Balancing | Analog Devices,” Analog Devices, pp.
2–5, [Online]. Available: http://www.analog.com/en/technical-articles/active-battery-cell-
balancing.html.
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APPENDIX
95
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Appendix A: Schematics
In this appendix the following explanatory schematics are provided:
• HVDC bus – Accumulator
• HVDC bus – Vehicle
• HVDC bus - Pre-charge
• HVDC bus – Discharge
• TSAL 1
• TSAL 2
97
1 2 3 4
35 mm2 - 310A - Coroplast - FHL2G 35mm² 2
TS Fuse 0.33 mm2 - 1.4A
Littlefuse - SPFJ070 Accumulator Container
A
Shielded wire A
COK1
K1
COF1
F1
PIF101 PIF102
PIK101 PIK102
NLTS0
TS+
70 A
PIK103 PIK104
PIBT10 COBT1 PIF302
BT1 AIR+
COF3
F3
Tyco Electronics / Kilovac - EV200 HAANA, 2
PIBT102 500A
PIF20 2A
COF2
F2
2A PIF301
TS Maintenance plugs PIBT201 PIF201
to TSAL and Precharge

COBT2
BT2
Amphenol - SLPPB50BSO
TS Acc. Connector
B
150 A PIBT20 IMD VI B
TE Connectivity - HVP800 2
180 A
PIBT301 COBT3
BT3
PIBT302
TS accumulator segments PIBT401 COBT4
BT4
Cell: Melasta - SLPBA375175 2
C Configuration: 24S1P PIBT402 Tyco Electronics / Kilovac - EV200 HAANA, 2 C
500A COK2
K2
PIK201 PIK202
NLTS0
TS-
PIK203 PIK204
AIR-
COK3
K3 CORprecharge
Rprecharge
PIK301 PIK302
PIRprecharge01 PIRprecharge02
1.25k 12.5W
PIK303 PIK304
D D
100A Precharge
TE Connectivity - LEV100H5CNG Title HVDC bus - Accumulator
Jon Perez
Size: A4 Number: 1 Revision:1
Date: 19/06/2020 Time: 12:31:33 Sheet 1 of 6
1 2 3 4
1 2 3 4
35 mm2 - 310A - Coroplast - FHL2G 35mm² 2
A 16 mm2 - 218A - Coroplast - FHL2G 16mm² A
0.33 mm2 - 1.4A
Shielded wire
Inverter DC link
TE Connectivity - HVP800 2 Inverter Enclosure
180 A
NLTS0
TS+ Motor Connector
PIF302 COF3 PIF402 COF4
F3 F4
2A 2A
PIK403 PIK401 180 A
B COK4 B
K4
PIF301 PIF401
PIK40 PIK402
Coto - 5504-24-1
Discharge, SPST-NC
PIRbpr0 2
CORbpr0
Rbpr+
15k, 3W
PIRbpr0 1
TS+ PIRdischarge02 PIRdischarge02 Motor Connector
TSMP
5k6, 50W
5k6, 50W
CORdischarge
Rdischarge
NLTS0 PIRbpr0 2 PIRdischarge01 PIRdischarge01
Rdischarge
TS- 180 A
Rbpr-
15k, 3W
to TSAL
HVD Enclosure PIRbpr0 1
C C
COS?
TS- PIS?01 PIS?02
DL
200 A HVD
to BSPD
HIROSE ELECTRIC CO.,LTD - EM30MSD
D D
Title HVDC bus - Vehicle

Size:
Jon Perez
A4 Number: 1 Revision:1
1 2 3 4
1 2 3 4
A A
TS Fuse AIR - EV200HAANA
Littlefuse - SPFJ070 COS1
S1
COF1
F1
PIF101 PIF102
70A
COQ1
S
NLSC
SC K2 K1
PIS10K2 PIS10K1
PIQ10S PIQ10D GND
B PI4032V01 CO40302V
403.2V
B
PIQ10G PIC101 COC1
C1 PIC201 COC2
C2
Battery PIC10320
2 uF PIC202 320 uF
PI4032V0
AIR - EV200HAANA
COS2
S2
COQ2
S
SCPIS20K2
K2 K1
PIS20K1
PIQ20S PIQ20D GND
Pre-charge PIQ20G
COS3
S3
CORprecharge
Rprecharge
C PIRprecharge01 PIRprecharge02
C
1.25k
COQ3
S
SCPIS30K2
K2 K1
PIS30K1
PIQ30S PIQ30D GND
PIQ30G
Pre. Relay - LEV100H5CNG
D D
Title HVDC bus - Pre-charge
Jon Perez
1 2 3 4
1 2 3 4
A Umax = 403.2 V Tdis = -RC*ln(60/403.2) = 3.41 seconds A
Pmax = 58W
R = 2800 ohm
C= 640 uF NLTS0
TS+
PIR101
COR1
R1
PIR201
COR2
R2
PINV105 COINV1
PI0 5 CO0
COJP1
JP1
TS+
TS+
2
PIJP102
NLTSMS (024V)
TSMS (+24V) 5K6 5K6
1 PIR102 PIR202
RS - HS50 5K6
PIJP101
B B
K2
PIS10K2 S COS1
S1 PIC10 COC1 PIC20 COC2 INVERTER INVERTER
C1 C2
Coto 5504-24-1 SPST-NC
PIC10 320 uF PIC20
K1
320 uF
PIS10K
TS-
TS-
GND GND
PINV104 PI0 4 NLTS0
TS-
C C
The power dissipated in each resistor will be 58/2 = 29 W
The resistors are rated for 50W on a heatsink and 14W without heatsink.
For power dissipation, the resistors will be mounted with thermal paste to
the inverters' aluminum box
D D
Title HVDC bus - Discharge

Size:
Jon Perez
1 2 3 4
1 2 3 4
Connector
COK1
K1
4 POTS0ON0BAT
PIK104 TS_ON_BAT
3 POTS0ON0INV
PIK103 TS_ON_INV
A 2 POENABLE RED A
PIK102 ENABLE RED
1
PIK101 POGND0TSAL
GND_TSAL
HEADER-1X4
COK2
K2 TSAL board connector
4 POGND0TSAL
PIK204 GND_TSAL
3
PIK203
2
PIK202 ENABLE RED
1
PIK201
TSAL Red and Green led is placed in the main hoop.
HEADER-1X4
Enable red signal is placed in the accumulator container.
+5V
B B
COIC16A
IC16A Enable red signal
POAIR00AUX 3
AIR-_AUX PIIC1603 +
+5V
1
PIIC1601
PIR8601
COR86
R86 2
10k
PIIC1602 -
PIR8602 TI LMx93
COIC17A
POAIR00AUX 3
IC17A
AIR+_AUX PIIC1703 +
COU15
U15
PIU150 Off
PIU1501
1
PIIC1701 PIU1503 PIU1504
On
PIU1506
2 CO04
PIIC1702 -
C
TI LMx93
OR
PIU1502 PI0408
POTS0ON0BAT
TS_ON_BATPI0409
PI04010POENABLE RED
ENABLE RED
C
COIC18A
IC18A NOR
POPre0AUX 3
Pre_AUX PIIC1803 +
PIR8701
COR87
R87 1
PIIC1801
7k
2
PIIC1802 -
PIR8702
TI LMx93
GND
D D
Title TSAL 1
Jon Perez
1 2 3 4
1 2 3 4 5 6 7 8
AIR detection Implausability detection

COP3
P3
2 PIP302 POAIR00AUX
AIR+_AUX
1 PIP301 +3V3
PIR8 01
COR88
R88 +5V
Header 2 10k COIC1A
IC1A
PIR1 01
PIR8 02 COR11
R11 3
PIIC103
10k +
A A
1
PIIC101
COP4
P4 GND PIR1 02
POAIR00AUX 2
2 PIP402 PIR8901 AIR-_AUX AIR-_AUX PIIC102 -
1 PIP401 +3V3 COR89
R89
Header 2 10k PIR1801 COR18 TI LMx93 On is implausability
R18
PIR8902 2k5 On
GND
PIR1802
3
PIIC203 +
COIC2A
IC2A
Off COU5
U5
PIU50 Off is Safe state On
POGND0TSAL
GND_TSAL
PIU501
COP8
P8
2
1
PIP802
PIP801 +3V3
PIR90 1 POPre0AUX
Pre_AUX
GND
POAIR00AUX 2
AIR+_AUX PIIC202 -
1
PIIC201 PIU503
PIU506
PIU504
COU13
U13
PIU1305 Off
Header 2
COR90
R90
10k
OR
PIU502 PIU1301
PIU1303 PIU1304 PI008
CO0*
COR19
R19
PIQ120COQ12
TI LMx93 PIU1306 PI0010 PIR1901 PIR1902 PIQ1202
Q12
PIR90 2 CO01
*1 PI009 2k5
PIR20 1 ZXM61N02FTA
COIC3A
IC3A POTS0ON0BAT
TS_ON_BAT PI01015
PI01017
OR
PIU1302 NOR
COR20
R20
2k5 PIQ1203
GND 3 POTS0ON0INV
PIIC303 + TS_ON_INV PI01016 On PIR20 2
1
PIIC301 XOR GND
POPre0AUX 2
Pre_AUX PIIC302 -
Off GND
GND
On is implausability
B
+5V +5V +5V TI LMx93
COU14
U14
PIU1405 B
PIR2101COR21 PIR2 01COR22 PIR2301COR23 PIU1401

R21 R22 R23 PIU1403 PIU1404
10k 10k 10k
PIU1406
COIC4A
IC4A On
PIR2102 PIR2 02 PIR2302
3
PIIC403 +
GND
OR
PIU1402 Off
1
PIIC401
2
PIIC402 -
CO02
*2
TI LMx93 PI0206
POTS0ON0BAT
TS_ON_BAT
PI0207
PI0208 This is placed in the accumulator container.
COIC5A
IC5A AND
On
3
+
PIIC503
Another 10k resistor is placed in the AIR auxiliar connector to detect if the connector is disconnected:
1 Off
PIIC501
- Connected but AIR opened -> AIR_AUX = 1.65V
2 On is implausability
PIR3501 PIR4501 PIR4601
PIIC502 - - Connected but AIR closed -> AIR_AUX = 3.3V
R35
COR35 R45
COR45 R46
COR46
C 10k 20k 7k TI LMx93
- Disconnected -> AIR_AUX = 0V -> Safe state entered C
PIR3502 PIR4502 PIR4602

If any AIR_AUX = 0V OR the voltage measurements are different -> safe state entered, TSAL supply
GND GND GND is interrupted.
+5V +5V +5V If any voltage measurement wire is opened, the input in the comparators will be 2.5V and the AND
Voltage measurement open circuit detection output a 1 -> safe state.
PIR80 1 PIR8101 PIR8201
COR80
R80 COR81
R81 COR82
R82
10k 10k 10k
COIC6A
IC6A
PIR80 2 PIR8102 PIR8202
3
PIIC603 +
1
PIIC601
2
PIIC602 -
CO03
*3
TI LMx93 PI0306
POTS0ON0INV
TS_ON_INV PI0308
PI0307
COIC7A
IC7A AND
On
3
D PIIC703 + D
1
PIIC701
Off
PIIC702
2
-
PIR8301COR83 PIR8401COR84 PIR8501COR85
R83 R84 R85
10k 20k 7k TI LMx93 Title TSAL 2
PIR8302 PIR8402 PIR8502 Size: A3 Number:1 Revision:1
Jon Perez
GND GND GND
1 2 3 4 5 6 7 8
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
Appendix B: Auto-tuning of the inverter

The BAMOCAR D3 inverter provides a functionality to automatically configure or set some of
the parameters. These configurations include adjustments and calibrations. However, the most
used function will be the autotuning of the motor feedback sensor offset angle (FB – offset
parameter in NDrive), called “phasing – rotating” in the NDrive Manual.
This function provides the automatic reading of the rotor offset angle for synchronous motors
(FB – offset parameter in NDrive). Furthermore, this function will also help to check if the motor
phase connections (U, V, W) are correct.
First, the hardware must be prepared:
1. The motor must be running free.
2. The inverter’s LV supply must be connected.
3. The inverter must be supplied with the HV from the batteries.
Afterwards, the software needs to be prepared:
4. Connect the RS232 connector to the PC.
5. Open NDrive → Communication tab → Baud rate → select 115200.
6. Communication tab → select the COM port until the right one is found (this depends
on the USB or RS232 port of the PC).
7. Load the .urf file (parameter file) or configure a new one with the nominal parameters
of the battery and motor.
8. Set “I max eff” parameter to the 10% of the maximum motor current. In case of the
EMRAX 188HV motor, the maximum motor current is 200 A, and so the parameter
must be set to 20 A.
9. Store the configuration in the inverter.
10. Go to Diagnostics tab → Manual Read/Write → Set Write ID register to 0x85 →
Set Write Value to 4 → Set Read ID register to 0x44.
11. Press the Write button. The user will have 10 seconds to activate the FRG/RUN
(enable) signal from the control connector of the inverter once the button is pressed.
12. The motor will turn clockwise from pole to pole until turning 360°.
13. When the motor is still again, press the Read button. The offset value will appear in
the Read Value window. This value is automatically copied to the “FB – offset”
parameter window.
14. Deactivate the FRG/RUN signal, change the “I max eff” parameter to the wanted value.
If CAN bus is used → Bus tab → Set NBT to 4002 for 1 Mbps baud rate → Set the Tx
and Rx values to the CAN IDs set in the vehicle’s software. Then, save the changes and
load the configuration into the inverter.
Even so, some problems may arise if the settings are not done properly:
1. In step 12, the motor turns anticlockwise → phases U and W are inverted.
2. In step 12, the motor does not turn → phases of the motor are incorrectly connected,
current limit is set too low for the load of the motor or the Write Value has been
incorrectly defined. If this happens, rapidly switch off the HV supply and restart the
procedure.
3. In step 12, the motor rotates less than 360° → the number of poles is incorrectly
configured.
105
_____________________________________________________________________________________________________________________________________________________________________________
In figures 93 to 96, some of the steps can be seen. For more information about this procedure
or other functionalities, go to NDrive Manual or Bamocar D3 manual.
Figure 92: Step 5
Figure 93: Step 8
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Jon Pérez Blanco
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Figure 96: Step 9
Figure 95: Steps 10 and 11
Figure 94: Step 14
107
_____________________________________________________________________________________________________________________________________________________________________________
108
Jon Pérez Blanco
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Appendix C: CANoe code

This code is developed in the CAPL programming environment for CANoe. More about CAPL
can be found on “Programming with CAPL”. This function is needed in order to detect a CAN bus
timeout from the BMS master module when the accumulator container is connected to the charger,
and thus, to the PC.
The BMS master module sends an incremental message through the BMS_Frame ID. Then, the
same message is bounced into the BMS_Rx ID. Every cycle of the master module’s code, this
message will be changing, but if the bus is disconnected, the master module will keep reading the
last value that was sent. By comparing the message with a message received 10 ms before, the BMS
will notice if there has been a timeout in the bus.
The basis of the code is explained in “Programming with CAPL” and “Design and fabrication of
a BMS Master for a Formula Student Car” by Imanol Etxezarreta.
Figure 97: CAPL code from CANoe
109
_____________________________________________________________________________________________________________________________________________________________________________
110
Jon Pérez Blanco
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Appendix D: Datasheets
In this appendix the following datasheets are provided:
• Temperature graphic of the HV cable
• Melting curve of the selected fuse
111
Technische Information Coroplast Part No.: 9-2611 / 35 mm²
Technical Information Seite / Page: 4/5
Anhang: Strombelastung, Dauerbestromung in Abhängigkeit zur Umgebungstemperatur
Rechnerische Ermittlung gemäß LV112-3 (Entwurf Mai 2009)
225 °C
200 °C
175 °C
150 °C
Leitertemperatur
125 °C
100 °C
75 °C
50 °C
Umgebungstemperatur +20 °C
25 °C
0 °C
0A 50 A 100 A 150 A 200 A 250 A 300 A 350 A 400 A
Leiter - Dauerstrombelastung
POWR-GARD® Fuse Datasheet
SPFJ SERIES DC FUSE

Time Current Curve
100000
10000
20000
30000
40000
50000
60000
70000
80000
90000
1000
2000
3000
4000
5000
6000
7000
8000
9000
100
200
300
400
500
600
700
800
900
10
20
30
40
50
60
70
80
90
1000 1000
900 900
800 800
700 700
600 600
500 500
400 400
300
450A 300
200 400A 200

350A
100 300A 100

90 90
80 80
70 250A 70
60 60
50 200A 50
40 40
30
160A 30
20
125A 20
100A
10 90A 10
9 9
8 8
7 80A 7
6 6
TIME IN SECONDS
5 5
70A
4 4
3 3
2 2
1 1
0.9 0.9
0.8 0.8
0.7 0.7
0.6 0.6
0.5 0.5
0.4 0.4
0.3 0.3
0.2 0.2
0.1 0.1
0.09 0.09
0.08 0.08
0.07 0.07
0.06 0.06
0.05 0.05
0.04 0.04
0.03 0.03
0.02 0.02
0.01 0.01
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
20000
30000
40000
50000
60000
70000
80000
90000
100000
CURRENT IN AMPERES
Peak Let-Thru Curve (125-450 A)

1000000
100000 450A
400A
350A
300A
250A
200A
PEAK LET- THRU IN AMPERES
200A
160A
160A
125A
125A
10000
1000
100
100 1000 10000 100000 1000000
*Tested at 600 Vac AVAILABLE FAULT CURRENT
SYMMETRICAL R.M.S. AMPERES
Disclaimer Notice - Information furnished is believed to be accurate and reliable. However, users should independently evaluate the suitability of and test each product selected for their own appli-
cations. Littelfuse products are not designed for, and may not be used in, all applications. Read complete Disclaimer Notice at www.littelfuse.com/product-disclaimer.
Littelfuse.com 4 of 4 © 2019 Littelfuse, Inc.

Rev: 1-C-081219
_____________________________________________________________________________________________________________________________________________________________________________
114
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
Appendix E: PCB schematics and masks

In this appendix the following PCB schematics and masks are provided:
• Discharge PCB
• Voltage Indicator PCB
• BMS master module PCB
• BMS slave module PCB
115
_____________________________________________________________________________________________________________________________________________________________________________
116
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
Discharge PCB
117
1 2 3 4
Power Supply Galvanic isolation HV measurement
TS+
+5V
P1
A Connect VSEL to VISO for 5V, to GNDiso for 3V3 F1 A
3 2A
RSin Low
2 GND
VE1 High +5V_ISO
1
TS-
TSR 1-2450 IC1A R1 R2 R3 R4 R5
+24V +5V +5V_ISO TI LMx93 R6 20k 20k 20k 20k 20k
10uF 100nF 10k
C1 C2 IC2 100nF 10uF
4
1 16 C3 C4 2 R7 R8 R9 R10 R11
LED VDD1 VISO -
2 15 20k 20k 20k 20k 20k
Vcc V-
GND1_1 GNDISO_2
+5V TS_ON 3 14 1
VOA VIA
TS_Voltage 4 13 HV_Meas
VOB VIB R12
5 12 3 HV_Meas
RCIN NC_2 10k C5 +
6 11
RCSEL VSEL
8
D1 7 10 10uF R13
VE1 NC_1 1.5k
8 9
GND1_2 GNDISO_1
2
ADUM5202ARWZ +5V_ISO R14
CCW WIPER
R15
3362P-1-103LF
B 60 GND TS- TS- B
3
CW
TS_ON 1 Q1
MMBT2222A
1
3
2
GND
TS-
Connector, ESD protection Discharge TS Measuring points, Connector
TS+
+24V J1 SW1 TS-
1 4 TS_ON J3 IC1B
1 4 TS+
2 5 SC 1
C GND 2 5 1 2 RIN 1 C
TS_Voltage 3 6 R16 2 5
3 6 2 TS+ +
15k 3 TSMP-
3
S
43650-0615 4 TSMP+ 7
SC 3 4 4
2
2
TS-
D4 D2 D3 D5 TSMP+
43650-0416 6
DF2B36FU,H3F DF2B36FU,H3F -
TSMP- TS-
COTO 5504-24-1 GND
J4
1 ROUT TS- TI LMx93
R17 1 ROUT
2 RIN
1
1
15k 2
43650-0215
GND GND
ROUT
TS-
TS-
D D
Title Discharge
Jon Perez
1 2 3 4
PIC102O345DF8A67B9JQRSWNLHVMeasUToltg
COJ4
COJ3 PAJ306 PAJ305
PAJ402 PAJ401 PAJ301 PAJ302 PAJ303 PAJ304 PAR1702 PAR1601
PAJ403 PAJ404 COR17 COR16
COSW1
PASW102 PASW101
PASW104 PASW103 PAR1701 PAR1602
COF1
PAF101 PAF102
PAR101
COR1 PAR102
PAD101 COR7
PAJ107
COJ1 COD1 PAR701 PAR702 PAR801 PAR802 COR8
PAD102 PAR201
PAJ106
COR13 COR2 PAR202
COR15 PAR1502 PAR1501 COC1 COC2 COIC2 PAR1302 PAR1301 PAR901
PAQ103 PAC301 PAC401
PAJ105 PAC101 PAC201 PAIC201 PAIC2016 COR9
COQ1 PAIC202 PAIC2015
PAR902
PAC302 PAC402 COIC1 PAR301
PAQ101 PAQ102 PAC102 PAC202 PAIC203 PAIC2014
PAJ104 PAIC105 PAIC104
PAIC204 PAIC2013 PAIC106 PAIC103 PAR1001
COC3 COC4 COR3 PAR302
PAIC205 PAIC2012 PAIC107 PAIC102
PAJ103 COD4 COD2 COD3 COD5 PAIC206 PAIC2011 PAIC108 PAIC101 COR10
PAIC207 PAIC2010
PAR1002
PAD402 PAD202 PAD302 PAD502
PAJ102 PAIC208 PAIC209 PAC501 PAC502 PAR1202 PAR601 PAR401
PAD401 PAD201 PAD301 PAD501
COR5
COC5
COR12 PAR1201 PAR602 COR6 PAR1101COR11PAR1102 PAR502 PAR501
COR4 PAR402
PAJ101
PAR1402
PAJ108
PAR1401 PAR1403
PAP101 PAP102 PAP103

COP1 COR14
_____________________________________________________________________________________________________________________________________________________________________________
120
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
Voltage Indicator PCB
121
1 2 3 4
A A
For a voltage of 55V, 4V will break through the 51V Zener diode and the output of the LR8 linear regulator
will be about 2V. The indicator used needs 2V to start lighting up, so when the voltage is about 55V it will
start lighting up, so when the voltage is 60V, 9 volts will break through the diode and the output will be
5V, so the indicator will be lighted.
Resistors and capacitors are requested in the linear regulators datasheet.
The power dissipated by the regulator is (403.2V-51V) * 20 mA (LED) = 7.044W
The maximum power dissipation of the regulator is 480V * 20 mA = 9.6W
B B
Voltage Indicator
Current limiting resistor
LR8 5V Led P1
D1 U1
F1 R3 1
1 3
HV+ Vin Vout 5V Led 2
2A 1k
51V R2 Led
GND 6k HV-
2
C C
AIR connections vehicle side C2 J2
C1 R1 1uF 1 2
2.2 uF 18k 1 2 HV-
3 4
HV+ 3 4
43650-0416
HV-
D D
Title Voltage Indicator
Jon Perez
1 2 3 4
PIC102ODFJ34RU
PAJ205 COF1 COD1
PAF102 PAD102 PAD101
PAJ204 PAU101 COR3
PAF101 PAR302 PAP101
PAJ203
PAR301
PAJ202 PAU102
PAU103 COU1
COR1 COC2 PAP102
PAJ201
COC1
PAR101 PAR202 PAC201
PAC102 PAC101 COR2
PAR102 PAR201 PAC202 COP1
PAJ206
COJ2
_____________________________________________________________________________________________________________________________________________________________________________
124
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
BMS master module PCB
125
1 2 3 4
IMD & LEM AIR & Pre-Dis Control
IMD_24 Pre_GND
P5 +5V +5V
A Q1 A
1 TS_ON_INV U1 R2
1 TS_ON_INV R1 FDD6612A
2 IMD_24 Pre_DRV
2 IMD_24 25k5 EN1 Vss 2k
R6
43650-0215 AIR+_CTRL IN1 IN4 AIR-_CTRL
2
10k
IMD_3v3 AIR+_DRV OUT1 OUT4 AIR-_DRV
D15 D18
DF2B36FU,H3F DF2B36FU,H3F GND GND GND
R3 GND GND GND AIR-_GND
4k GND GND
GND GND
1
GND GND R4 Q2
AIR-_DRV FDD6612A
GND Pre_DRV OUT2 OUT3 2k
GND R31
Pre_CTRL IN2 IN3 10K
FAN Control +5V Vs EN2 GND
L293DD
+5V GND AIR+_GND
B B
P6 +5V
1 R5 Q3
1 P1 J2 AIR+_DRV FDD6612A
2
2 Fan_GND 4 1 AIR- 2k
V24_2_TSMS 4 1 AIR-_GND R32
3 2 PRE
43650-0215 3 2 Pre_GND 10k
2 3 AIR+
2
2 3 AIR+_GND
1
D19 D20 1 GND
43650-0327
DF2B36FU,H3F U3 TSMS HEADER: 43650-0416 GND
1 4
Fan_En
2
A D_2
3
Fan_GND 1- TSMS IN
K D_1
2- TSMS AIR+
1
AQY272A
GND GND
3- TSMS AIR-
4- TSMS PRE
GND
C C
CHARGER CHARGER MONITORING
P2
V24_2_TSMS 1 LED_CH
1 IMD_LED_GND
2
2 +12V +12V
+12V 3 HLIM
R7 3 HLIM_OUT HLIM_OUT
2k2 U2 43650-0327
R34 R86
2
D11 D12 D13 12k 12k
DF2B36FU,H3F 12V_MON HLIM_MON
HLIM_OUT 12V_MON HLIM_MON
Opto-TLP785F GR-LF7 R87 R88
R8 4k 4k
R13 Q5
1
HLIM_CTRL 10k
MMBF170L
2k
R9
2k GND GND
D GND D
GND
GND
Title BMS Signals
GND
Jon Perez
1 2 3 4
PID102CO3589J46QR7UNLVMAHTEGFanreSv
1 2 3 4
CHARGER IMD LED IMD & BMS FLT
A 3V3 when IMD status OK A

+3V3 +3V3
IMD_LED_GND 0V when IMD status FAULT
R40
2K2 R43 R44
3V3 when BMS status is FAULT 10k
IMD_FLT
10k
BMS_FLT
0V when BMS status is OK
R14 Q4
2k MMBF170L
R15 Q7 R16 Q8
R41 IMD_3v3 MMBF170L FLT_0 MMBF170L
10k 2k 2k
R42 Q6
IMD_3v3 MMBF170L GND
2k +3V3
GND GND
GND
B B
24_2 Monitoring SUPPLY

HALL Sensor Vref
V24_2_TSMS GND_CAN
+5V +5V IC8 +3V3 CAN
1 4
2
2
ADJ/GND VOUT
C19 2
R89 OUTPUT
R91 C26 IC1A 3
25k5 INPUT
10k 0.1uF TI LMx93 C15
8
3 +5V_CAN LMS8117AMP-3.3_NOPB
24_2_3v3 +
1
1
Vcc
1
R92 C201 Vref_LEM_I
V-
R90 10k 2 10nF - 1000 nF max
4k -
4
T1 +3V3 T2 +5V
GND 3
GND 3
GND 2 GND
C 2 GND C
GND 1 1
TSR 2433 +24V TSR 2405 +24V
T3 +5V_CAN GND_CAN
HALL Sensor D2
Electrolitic Filters 10uF IC1B 4 R11
3 +5V GND
2k
5 2 +24V
+5V +3V3 + 1 D3
1
1
7 R18
TME 2405S +3V3 CAN GND
+5V C18 C16 GND
GND 2k
LEM_I
Vref_LEM_I
ECEA1HKS100 6
-
GND
2
2
TI LMx93
GND
C20 C22 C23 GND
D16 C21
47nF 4.7nF 1 4.7nF
D D
Title BMS Signals

Size:
Jon Perez
GND A4 Number: 2 Revision:1
1 2 3 4
PIC1502O6893DAK47BQRTVrefLEMFSvGN
1 2 3 4
D6 D7 +24V
A A
U10 Diode U11 Diode
9 9
D D
1 1
V V24_2_IN LO V
LO 8 8
L L
2 SC_1 2
OUT OUT V24_2_Out
4 SC_1 4
R47 Q9 V24_2_IN 24V R48 Q10 24V
IMD_FLT 6 FLT_0 6
MMBF170L N MMBF170L N
2k 2k
IMD_FLT
ADJ14024 ADJ14024
FLT_0
Diode
GND GND
D8
Diode D9 D10
D5 R85
R83
60R
B 60R Diode B
Diode
GND
GND
LI
U12
+3V3 P25
1 5 1 V24_2_IN
BMS_FLT A VCC R17 Q11 1 V24_2_IN
2 4 2 V24_2_Out
IMD_3v3 B Y MMBF170L 2 V24_2_Out
3 2k 3 LI
GND 3 LI
4 LO
4 LO
SN74LVC1G00_DBV_ AND GND 43650-0416
2
GND
D26 D27 D28 D29
Status OK -----> BMS_FLT & IMD_3v3 ==1 DF2B36FU,H3F
C C
GND connected to the reset button
1
GND
D D
Title Shutdown Circuit
Jon Perez
1 2 3 4
PID5012CO678934QRUNLFTMBSvVut
1 2 3 4
+3V3 CAN
R10 CAN BUS CAR
+3V3 U6
5k 1 8
VCC1 VCC2 Place transceiver as close to the exit of the PCB
CANRX 2 7 as possible. Calculate the split resistor once
RXD CANH CANH C1
A C2 A
0.10µF all PCBs including CAN BUS have been designed.
0.10µF 3 6
CANTX TXD CANL CANL
4 5
GND1 GND2
ISO1050DUBR P10
GND 1 CANH
1 CANH_OUT
2 CANL
GND_CAN 2 CANL_OUT
CANH FL1 CANH_OUT 43650-0215
1 3
1 3
2 4
2 4
CANL DLW43SH510XK2B CANL_OUT
2
1
C3 C4
220pf 220pf R24 R25
U7
PESD1CAN 60.4R 60.4R
C5
B B
CAN L
CAN H
0.10µF
GND_CAN
GND
GND_CAN
3
GND_CAN
+3V3 CAN
R12 CAN BUS BATTERY
+3V3 U8
5k 1 8
VCC1 VCC2
C6 2 7
CANRX_BAT RXD CANH CANH_BAT C7
0.10µF 0.10µF
3 6
C CANTX_BAT TXD CANL CANL_BAT C
4 5
GND1 GND2
ISO1050DUBR
GND
GND_CAN
CANH_BAT
CANH_BAT FL2 CANH_OUT_BAT
1 3
1 3
2 4
2 4
CANL_BAT
CANL_BAT DLW43SH510XK2B CANL_OUT_BAT
2
1
C8 C9
220pf 220pf R26 R27
U9
PESD1CAN 60.4R 60.4R
C10
CAN L
CAN H
0.10µF
D D
GND_CAN
GND
GND_CAN
Title
3
CAN bus
Size:
Jon Perez
GND_CAN Date: 19/06/2020 Time: 11:42:43 Sheet 4 of 10
1 2 3 4
PIC102O3456789FLRUNAHTBX
1 2 3 4
CAN Bus BMS Slave
A +5V A
CANH_OUT_BAT
CANL_OUT_BAT
GND
P11 P12 P13 P14 P7
4 4 4 4 4
4 4 4 4 4
3 3 3 3 3
3 3 3 3 3
2 2 2 2 2
2 2 2 2 2
1 1 1 1 1
1 1 1 1 1
43650-0416 43650-0416 43650-0416 43650-0416 43650-0416
B B
C C
D D
Title CAN bus
Jon Perez
1 2 3 4
PI701234COANLUTBH
1 2 3 4
Another resistor must be put in the connector of

the auxiliar contacts to make a voltage divider.
TSAL
When disconnected, comparator output 3V3
A When connected, comparator output 0V A
P21 +5V
1
1 Disconnect == GND shortcircuit
2 TSAL_GND
2 GND TSAL
3 E_RED
3 E_RED
XOR gate for LEM implausibility, driven to an NAND gate
2
2
43650-0327
D30 D31 AIR implausibility
DF2B36FU,H3F
When IMPLAUSIBILITY -> TSAL GND OPEN
1
1
TSAL IMPLAUSIBILITY + ENABLE RED
GND
IC11 IC12
1 6 +5V 1 4
D14 ER_AIR- A C ER_PRE TS_ON_ACC A Y E_RED ERED=0V -> TSAL RED
B 2 5 2 5 B
R73 GND VCC B VCC
3 4 3
LEM_IMP GND ER_AIR+ B Y GND
100 +5V
GND SN74LVC1G332DBVR SN74AHCT1G02DBVT
GND
P26
1 AIR+
1 TSAL_AIR+
2
2 +3V3
43650-0215 R74
10k
IC13
PRE_IMP
1
A C
6
AIR+_IMP
OUTPUT = 1 TSAL SUPPLIED
2 5 OUTPUT = 0 TSAL OFF
GND GND VCC +5V
P27 3 4
GND TSAL
AIR-_IMP B Y
1 AIR- SENS_IMP
3
1 TSAL_AIR-
2 GND SN74LVC1G332DBVR IC21 IC14
2 +3V3 R75 Q13
1 6 1 4 1
R76 A C A Y ZXMN3F30FH
43650-0215 2 5 2 5 2k2
C 10k GND GND VCC +5V B VCC C
3 4 3
2
B Y GND R77
IC15 +5V
1 4 SN74LVC1G332DBVR SN74LVC1G00DBVR 10k
TS_ON_INV A Y GND GND
2 5
GND TS_ON_ACC B VCC +5V
3
GND
SN74AHC1G86DBVR GND
LEM_IMP
GND
P28
1 PRE
1 TSAL_PRE
2
2 +3V3
43650-0215 R78
10k
GND
D D
Title TSAL
Size:
Jon Perez
1 2 3 4
PID1402CO35678QRNLATSEMVG
1 2 3 4
TSAL GND Short-circuit imp.
PRE_IMP
AIR+_IMP
AIR-_IMP
A detect GND short A

+5V +5V IMPLAUSIBILITY
C24
R33 100pF
R49 R50 R51 R52 R53
10k 10k 10k 10k 10k 10k
GND
GND
IC9
1 14
1OUT OUT3
2 13
2OUT OUT4
3 12
R54 VCC GND
4 11
TSAL_AIR- 2IN- 4IN+
10k 5 10
2IN+ 4IN-
R56 6 9
TSAL_AIR+ 1IN- 3IN+ R57
10k 7 8
1IN+ 3IN- TSAL_PRE
10k
B LM339AD B
R58 R59
2.5k 2.5k
GND GND
TSAL Enable Red Detection ER_AIR-
ER_AIR+
ER_PRE
detect HV ERED
+5V +5V
C25
C R60 100pF
R61 R62 R63 R64 R65 C
10k 10k 10k 10k 10k 10k
GND
GND
IC10
1 14
1OUT OUT3
2 13
2OUT OUT4
3 12
VCC GND
4 11
R67 2IN- 4IN+
5 10
TSAL_AIR- 2IN+ 4IN- R68
10k 6 9
R69 1IN- 3IN+ TSAL_PRE
7 8 10k
TSAL_AIR+ 1IN+ 3IN-
10k
LM339AD
R70 R71
D 7k 7k D
Title TSAL
GND GND Jon Perez
1 2 3 4
PIC2401O593678RAMETSL
1 2 3 4
A
TSAL HV meas. imp. A
detect transductor IC2A

implausibility
+5V TI LMx93
+5V
R55 R66 R100 C200

10k 10k 10k 0.1uF
8
3 R104
+ 10k
Vcc
1
V-
2
-
4
U5
1 4 INV_IMP
TS_ON_INV A Y SENS_IMP
+5V 2 5
IC2B B VCC +5V
3
GND
B B
GND R105
5 SN74AHC1G08DBVR
+ 10k GND
7
6
R82 R81 R80 -
10k 20k 7k
TI LMx93
GND GND GND
C C
D D
Title TSAL
Size:
Jon Perez
1 2 3 4
PIC201O348A567BRUNLVMSET
1 2 3 4
Galvanic isolation HV measurement
TS+
A F1 A
2A
+5V_ISO
TS-
IC3A R19 R20 R21 R22 R23
+5V +5V_ISO TI LMx93 R35 20k 20k 20k 20k 20k
10uF 100nF 10k
C11 C12 IC4 100nF 10uF
4
1 16 C13 C14 2 R36 R37 R38 R39 R45
VDD1 VISO -
2 15 20k 20k 20k 20k 20k
Vcc V-
TS_ON_ACC GND1_1 GNDISO_2
TS_ON_ACC 3 14 1
VOA VIA
TS_Voltage_ACC 4 13 HV_Meas
VOB VIB R46
5 12 3 HV_Meas
RCIN NC_2 10k C17 +
6 11
RCSEL VSEL
8
7 10 10uF R72
VE1 NC_1 1.5k
8 9
GND1_2 GNDISO_1
2
ADUM5202ARWZ +5V_ISO R79
CCW WIPER
3362P-1-103LF
B GND TS- TS- B
J4 TS+
1
1
CW
2
2
Connect VSEL to VISO for 5V, to GNDiso for 3V3
RSin Low 43650-0215
1
3
VE1 High TS-
TS-
LED
+5V
C C
D1
LED0
IC3B
R84
1 5
+
7
3
Q12 TS-
TS_Voltage_ACC 1
MMBT2222A 6
-
TS-
2
TS- TI LMx93
GND
D D
Title HV Measurement
Jon Perez
1 2 3 4
PIC102O347DF8A56B9JQRNLHVMeasTSoltg
1 2 3 4
LAUNCHPAD HEADERS Supply

P15 24V_ALIM J1
R28 1 4 1 2
GND 1 4 1 2 +24V
10k 2 5
A 2 5 A
R29 3 6 178.6164.0002
GND 3 6
10k +24V
2
R30 GND 43045-0612
GND
10k D21
DF2B36FU,H3F
P19 GND
P20
+3V3 1 2 AIR-_CTRL
3 4 GND AIR-_CTRL 1 2
1
AIR+_CTRL 24_2_3v3
5 6 AIR+_CTRL 3 4 24_2_3v3
PRE_CTRL Fan_En
7 8 TSAL_AIR- Pre_CTRL 5 6 Fan_En
9 10 TSAL_AIR+ 7 8
11 12 TSAL_PRE CANTX_BAT 9 10 GND
13 14 LEM_I CANRX_BAT 11 12
15 16 13 14
17 18 15 16 Launchpad Backup Supply
19 20 17 18
19 20
J1-J3 P18 +5V
B J4-J2 GND 1 B
P23 1
P24 2
+3V3 1 2 2
IMD_3v3 1 2
2
HLIM_CTRL 3 4 GND 43650-0215

5 6 CANRX 3 4 12V_MON
CANTX 5 6 HLIM_MON D22
7 8 LEM_V_INV DF2B36FU,H3F
9 10 LEM_V_ACC 7 8
11 12 9 10
13 14 11 12
13 14
1
15 16
FLT_3v3 17 18 15 16
FLT_0 19 20 17 18
19 20
J5-J7 GND
J8-J6
Hall Sensor connector

J3
1
C 1 Vref_LEM_I C
2 Curr_Lem
2 LEM_I
3
3 GND
4
4
43650-0416 +5V
2
2
2
D23 D24 D25
DF2B36FU,H3F
1
1
1
GND
D D
Title Headers
Size:
Jon Perez
1 2 3 4
PID210CO345J6897RNLvATuremEMFanVfSXBH
PAD1002 PAD1001 COD5 COD2 PAD302 PAD301 COJ3
COP11 PAP1106 PAP1206 PAP1306 PAP1406 PAP706 PAJ305 COJ4
PAD502 PAD501 COD10 COD3 PAD202 PAD201 COC18 COD23
COP25
PAR1101 PAR1801 PAP1101 PAP1201 PAP1301 PAP1401 PAP701 PAJ304 PAD2302 PAD2301
PAJ402 PAJ401
PAP2506 PAP2505 COR11 PAR1102 PAR1802
COR18 PAC1802
COD24 COQ3 PAJ403 PAJ404
PAP1102 PAP1202 PAP1302 PAP1402 PAP702 PAT301 COT3 PAJ303 COQ1
PAP2501 PAP2502 PAP2503 PAP2504 PAT201 PAT101
PAC1801
COP12 COP13 COP14 COP7 PAD2401
COR2
COR32
PAQ104
PAQ304
PAP1103 PAP1203 PAP1303 PAP1403 PAP703 PAT302 PAJ302
PAT202 PAT102
PAD2402
AR3202
AR3201 PPAR201
PPAR202 PAQ303
PAQ101 COJ2 PAJ203 PAJ202 PAJ201
PAD2902 PAD2802 PAD2702 PAD2602
COF1
COD29 PAD2901 PAD2801 PAD2701 PAD2601 COD26 PAT203 PAT103 PAC1602 PAP1104 PAP1204 PAP1304 PAP1404 PAP704 PAT303
PAT304
PAJ301 PAJ204 PAJ205
PAF102 PAF101
PAR601 PAR501
PAR502 PAR602 PAQ103
PAQ301
COU10 COD28COD27 COT2 COT1 PAC1601 PAP1105 PAP1205 PAP1305 PAP1405 PAP705 PAJ306 COQ2
PAQ204
COR6
COR5
COD25
COC16 COU9 PAD2501 PAD2502
COD1 PAR8902 PAR8901
PAU1004
COR72 COR83 COR84 COR85
COR26
PAR2602
PAU901
PAU903
PAU902
COR27
PAR2701
PAR2702
PAC1301
PAC1302 PAD10A
PAD10K
PAD10NC
PAR7902 PAC1201 PAC1101 PAC1501

PAR7901 PAC1202 PAC1102 PAC1502
PAIC103
PAIC102
PAIC101
COR89 COR90
PAR2601 COIC1
PAU1006 PAR7201 PAR8302 PAR8402 PAR8501 COP23 COC15 COC19
COC10 PAC1001
PAFL203 PAFL204
COP19 COC13 COR79 COC12 COC11 PAQ201 PAQ203
PAR90 1 PAR90 2
PAR7202 PAR8301 PAR8401 PAR8502
PAP23019 PAP23017 PAP23015 PAP23013 PAP23011 PAP2309 PAP2307 PAP2305 PAP2303 PAP2301 PAC1501
PAIC803 PAIC802 PPAC1902
AIC801 PAC1002 PAP19019 PAP19017 PAP19015 PAP19013 PAP19011 PAP1909 PAP1907 PAP1905 PAP1903 PAP1901 COR91
PAU1002 PAQ1103
COQ11
PAP23020 PAP23018 PAP23016 PAP23014 PAP23012 PAP23010 PAP2308 PAP2306 PAP2304 PAP2302 COIC8 COFL2 PAP19020 PAP19018 PAP19016 PAP19014 PAP19012 PAP19010 PAP1908 PAP1906 PAP1904 PAP1902
PAIC1205 PAIC1201
COIC12 PAIC1 04 PAIC1 05 PAIC1 06
COR4
PAR401 PAR3102
PAQ1102 PAQ1101 COR15
COC8 PAC802 PAC801 PAFL201 PAFL202 PAC901 COC9 PAIC1204
PAIC1202
PAIC1203 PAIC1 03 PAIC1 02 PAIC1 01 COIC1 PAR402
COP27
PAR3101
COR31 PAR9102 PAR9101
PAR1501 PAR1502
PAC1502PAIC804 PAC1901 PAC702
PAC902
COR64COU1 COR63 PAP2704 PAP2703
COR92
COD6
PAD602
PAR1702
COR17 COQ9 COR43 PAC701 PAU808 PAU807 PAU806 PAU805 PAR6402 PAR6302
COC25 COR62 PAC2501 PAR6202 PAR6102
COR61 PAR7601 PAP2701 PAP2702 PAR9201 PAR9202
PAD601
COU12
PAR1701
PAQ903
PAQ901
PAQ902

PAQ703
PAQ702
COQ7 COC7
PAR8101 PAR8102 COR81
COIC20 PAR6401 PAR6301
COIC10
PAC2502 PAR6201 PAR6101
COR60 PAR60 1 PAR6002
COR76 PAR7602 COR93
PAU1204 PAU1205 PAR4302 PAR4301
COR47 COR13 COR9 COU8 PAR6 02 PAR6 01 COR66
PAIC2004
PAIC2003
PAIC2005
COR100 PAR10 01 PAR10 02
PAIC2006 PAR6801 PAR6802 COR68
PAIC10014
PAIC10013
PAIC1001
PAIC1002 COP28
PAU1203 PAU120 PAU1201 PAIC2002 PAIC2007 PAIC10012 PAIC1003 COR70 PAR70 2 PAR7001 PAR9302 PAR9301
PAR901 PAR1302 PAR10 2 PAR10 1 PAP2804 PAP2803
PAR5502 PAR5 01 COR55 PAIC2001
COC200 PAIC2008
PAR8002 PAR80 1 COR65 PAR6502 PAR6501
COR105 PAIC10011 PAIC1004
PAU1008 PAU1009 PAU1001 COR10
COC6 PAC601 PAU801 PAU802 PAU803 PAU804 PAU102 PAU10 9 PAU10 8 PAU10 7 PAU1PAIC1005 PAU1012 PAU10 1
0 6 PAU10 5 PAU10 4 PAU10 3 COR67 PAR6701 PAR6702 COR99
COD8 PAQ803 PAR4401 PAR4402 COR44 PAR902 PAR1301
PAU604 PAU603 PAU602 PAU601
PAC202
PAC602 PAR8201 PAR8202 PAC20 02 PAC20 01 PAR10501 PAR10502 PAR7101 PAR7102 COR71
PAIC10010
PAIC1009 PAIC1006
PAR7801 PAP2801 PAP2802
COU11
PAD801 PAD802 COQ8 PAQ802 PAQ801 PAR1602 PAR1601 PAQ501 PAQ502
PAC201
COC2 PAR1202 PAR1201 COR12 COR82 COR104 PAR10401 PAR10402 COR80
COR52 COR51 PAIC1008 PAIC1007 COR69 PAR6901 PAR6902
COR49 COR78 PAR7802 PAR9 02 PAR9 01
COR16 COQ5 PAR5202 PAR5102 PAR5002 PAR4902
COP26 COR98
PAR4802
PAQ503
COU6 PAU501 PAU502 PAU503 COIC13
PAC2401
COIC9 COC24 COR50 PAR5001 PAR4901
PAU1104
COR48 PAR4801
PAR4102 PAR4101 COR41 COR7
PAR701 PAR702 PAU201 PAU202 COC1 COU5 PAU505 PAU504
PAIC1306
PAIC1305
PAIC1301
PAIC1302
PAR5201 PAR5101
PAIC9014
PAC2402
PAU10 PAU102 PAU103 PAU104 PAU105 PAU106 PAU107 PAU108 PAU109 PAU10
PAIC901
COR54
PAR5401 PAR5402
PAP2604 PAP2603 PAR9801 PAR9802
COQ6 PAR1401 PAR1402 COR14 COIC21 PAIC1304 PAIC1303 PAR7401 PAP2601 PAP2602
COQ10
PAQ1001 PAR301 PAR302
PAU605 PAU60 PAU607 PAU608 PAC101
PAIC2106 PAIC2101
PAR5302 PAR5301 COR53 PAIC9013
PAIC9012
PAIC902
PAIC903 COR33 PAR3 01 PAR3 02 COR74 COR97
PAR7402
PAQ1003 PAQ602
PAQ603 PAQ401 PAQ402 COC4 PAC102 PAIC2105 PAIC2102 PAIC9011 PAIC904
PAQ1002
COQ4 COR77 COR59 PAR5901 PAR5902 PAR9702 PAR9701
PAU1106 PAR4201 PAR4202 COR42 PAQ601 PAC402 COU2
PAC401 PAFL102 PAFL101 PAC301 PAC302COC3
PAIC2104 PAIC2103
PAIC9010 PAIC905 COR58 PAR5802 PAR5801
PAQ403 PAQ1303 PAR7 02 PAR7701
COR38 COR36
PAR102 PAR101 COFL1 COQ13 PAQ1302 PAQ1301 PAR7501 PAR7502
PAIC1405 PAIC1401
PAIC1402
PAIC1505
PAIC1504
PAIC1501
PAIC1502
PAIC1503
PAIC909
PAIC908
PAIC906
PAIC907 COR56 PAR5601 PAR5602 PAR3802 PAR3601
PAP106 COR96
PAU1102
COR3
PAR4001
PAR4002
COR40 PAU204 PAU203 PAR2502
PAFL104 PAFL103
PAC501 PAC502COC5
COR75
PAIC1404
COIC14
PAIC1403
COIC15 PAR3801 PAR3602 PAP101 PAR9601 PAR9602
PAR2401
COR25 PAR2501 PAU702 PAU701 PAR2402
COR24 COP20 PAP102 COR95
COR1 PAP24015 PAP24013 PAP24011 PAP2409 PAP2407 PAP2405 PAP2403 PAP2401
PAP24019 PAP24017 PAP20019 PAP20017 PAP20015 PAP20013 PAP20011 PAP2009 PAP2007 PAP2005 PAP2003 PAP2001 PAR3001 PAR2901 PAR2801 COP1
COD7
COP24 PAP24020 PAP24018 PAP24016 PAP24014 PAP24012 PAP24010 PAP2408 PAP2406 PAP2404 PAP2402
PAR801
PAR802
COR8COU7 PAU703
PAP20020 PAP20018 PAP20016 PAP20014 PAP20012 PAP20010 PAP2008 PAP2006 PAP2004 PAP2002 PAR3002 PAR2902 PAR2802
PAP103 PAR9502 PAR9501
PAP104 COR101
PAD701
PAR8 01 PAR8 02 COR88 PAR8702 PAR8701 COR87 COR30 COR29 COR28 COU3
PAD702
PAR8602 PAR8601 COR86 PAR3401 PAR3402COR34 PAP105 COC22 PAR10101 PAR10102
PAU304 PAU301
COD9 COC21
PAC2201 PAC2202
PAU1108 PAU1109 PAU1101 PAD902 COD15 PAD1502 PAD1501 COC14
COC17 COIC2 PAC2101 PAC2102 COR19
COQ12 PAC1401 PAC1701
COC23
PAD901
COP5 COP2 COP21 PAU303 PAU302 COD16 COR103 PAIC201 PAIC2016
PAR1901 COIC5
PAR1902 PAC2302 PAC2301
PAP204 COD19 PAC1402 PAQ1202 PAC1702 PAIC202 PAIC2015
COD13 PAP2104 PAD1601 PAD1602 PAR10302 PAR10301 PAQ1203 PAIC203 PAIC2014 PAIC501 PAIC508
PAD1302 PAD1301 COP10 PAD1902 PAD1901 PAQ1201 PAIC204 PAIC2013 PAIC502 PAIC507
PAP503 PAP203 PAP2103 COP15 COD21
PAP1003 PAD3002 PAP603 PAP1803 PAIC205 PAIC2012
PAP502 PAP202
PAD1202 PAD1201
PAP2102 PAD3001
COD30 PAP150MH2 PAP150MH1
PAD2102 PAD2101 COP6 PAIC206
PAIC207
PAIC2011
PAIC2010
PAIC503
COR94 COR102
PAIC504
PAIC506
PAIC505
COD12 PAP1002 PAP1506 PAP1505 PAP1504 PAP602 PAP1802
PAP501 PAD1802 PAP201 PAP1001
COD14 PAP2101 PAD3102
COR73 COJ1 PAJ101 PAJ103 PAJ102 COD22 COP18
PAD2201 PAIC208 PAIC209
PAR9402 PAR9401 PAR10202
PAD1801 COD18 COD11
PAD1102
PAD1402
COD31 PAD3101
PAP1503 PAP1502 PAP1501 PAP601 PAD2202 PAP1801 PAD2002
COD20 PAR10201 PAR10203
PAP504 PAP205 PAD1101 PAP2105 PAR7301 PAD2001
PAD1401 PAR7302
PAD1002 PAD1001 COD5 COD2 PAD302 PAD301 COJ3
COP11 PAP1106 PAP1206 PAP1306 PAP1406 PAP706 PAJ305 COJ4
PAD502 PAD501 COD10 COD3 PAD202 PAD201 COC18 COD23
COP25 PAP1101 PAP1201 PAP1301 PAP1401 PAP701 PAD2302 PAD2301
PAR1101 PAR1801
PAC1802
PAJ304
PAJ402 PAJ401
PAP2506 PAP2505 COR11 PAR1102 PAR1802
COR18 COD24
PAC1801 PAP1102 PAP1202 PAP1302 PAP1402 PAP702 PAT301 PAJ303 COQ1 COQ3 PAJ403 PAJ404
PAP2501 PAP2502 PAP2503 PAP2504 COP14 COT3 PAD2401
PAT201 PAT101 COP12 COP13 COP7 COR2
PAP1103 PAP1203 PAP1303 PAP1403 PAP703 PAT302 PAJ302 PAD2402
PAJ203 PAJ202 PAJ201
PAT202 PAT102 COR32 PPAR202AR3201 PAR201PAR3202 PAQ303
PAQ101 COJ2
PAD2902 PAD2802 PAD2702 PAD2602
PAP1104 PAP1204 PAP1304 PAP1404 PAP704 PAT303
PAJ301 PAJ204 PAJ205 COF1
COD29 PAT203 PAT103 PAC1602
PAD2901 PAD2801 PAD2701 PAD2601 COD26 PAT304 PAR601 PAR501
PAQ301 PAF102 PAF101
COU10 COD28COD27 COT1 PAC1601 PAP1105 PAP1205 PAP1305 PAP1405 PAP705 PAJ306
COT2
COC16 COU9
COD25
PAD2501 PAD2502
COR6
COR5
PAQ104
PAQ304 COQ2
COD1 PAR8902 PAR8901
COR26 COR27 PAIC102
PAU1004 PAU903 PAC1301 PAR7902 PAC1201 PAC1101 PAC1501 PAIC103
PAD10K
PAR2602 PAR2701 PAIC101
COR89 COR90
PAU1006
COR72 COR83 COR84 COR85
PAR7201 PAR8302 PAR8402 PAR8501 COP23 COC15 COC19
PAR2601
PAC1001
PAU901 PAU902
PAR2702
COP19
PAC1302 PAD10A
COC13
PAD10NC PAR7901
COR79
PAC1202 PAC1102 PAC1502
COC12 COC11 COIC1

PAQ204 PAR90 1 PAR90 2
PAR7202 PAR8301 PAR8401 PAR8502 COC10 PAFL203 PAFL204 PAQ201 PAQ203
PAP23019 PAP23017 PAP23015 PAP23013 PAP23011 PAP2309 PAP2307 PAP2305 PAP2303 PAP2301 PAC1501 AIC801
PAIC803 PAIC802 PPAC1902 PAC1002 PAP19019 PAP19017 PAP19015 PAP19013 PAP19011 PAP1909 PAP1907 PAP1905 PAP1903 PAP1901 COR91
PAIC1205 PAIC1201 PAIC1 04 PAIC1 05 PAIC1 06 PAR401 PAR3102
PAU1002 PAQ1103 COQ11 PAP23020 PAP23018 PAP23016 PAP23014 PAP23012 PAP23010 PAP2308 PAP2306 PAP2304 PAP2302
COFL2 PAP19020 PAP19018 PAP19016 PAP19014 PAP19012 PAP19010 PAP1908 PAP1906 PAP1904 PAP1902 PAIC1202 COR4
COIC8 COC8 PAC802 PAC801 PAFL201 PAFL202 PAC901
COC9 PAIC1204 PAIC1203 COIC12 PAIC1 03 PAIC1 02 PAIC1 01 COIC1 PAR402 PAR3101 PAR9102 PAR9101
PAQ1102 PAQ1 01 COR15 COP27 COR31
PAC1502PAIC804 PAC1901 PAC902 COR64COU1 COR63 COR92
PAR1501 PAR1502 PAC702 PAP2704 PAP2703
COD6 PAR1702 COQ9 COR43 PAR6402 PAR6302 PAC2501 PAR6202 PAR6102
COR17 PAC701 COR61
PAD602 PAU808 PAU807 PAU806 PAU805 COC25 PAR7601 PAP2701 PAP2702 PAR9201 PAR9202
PAR1701 PAQ901 PAR4701 PAR4702 PAQ701 PAQ702
COQ7 COC7 COIC20 PAR6401 PAR6301 PAC2502 COR62 PAR6201 PAR6101
COR76
PAD601 PAQ903 PAR8101 PAR8102 COR81 COIC10 PAR7602
COU12 PAQ902 PAQ703 COR60 PAR60 1 PAR6002
COR93
PAU1204 PAU1205 PAR4302 PAR4301 PAIC2004 PAIC2005 PAIC10014 PAIC1001
COR47 COR13 COR9 COU8 PAR6 02 PAR6 01 COR66 PAIC2003 PAIC2006

COR100 PAR10 01 PAR10 02 PAR6801 PAR6802 COR68 PAIC10013 PAIC1002 COP28
PAU1203 PAU120 PAU1201 PAIC2002 PAIC2007 PAIC10012 PAIC1003 COR70 PAR70 2 PAR7001 PAR9302 PAR9301
PAR901 PAR1302 PAR10 2 PAR10 1 PAIC2001 PAIC2008 PAIC10011 PAIC1004 PAP2804 PAP2803
PAC601
PAR5502 PAR5 01 COR55 COC200 PAR8002 PAR80 1 COR65 PAR6502 PAR6501
COR105
PAU1008 PAU1009 PAU1001 COR10 PAC202 PAU801 PAU802 PAU803 PAU804 PAIC10010
PAU102 PAU10 9 PAU10 8 PAU1017 PAU1PAIC1005
0 6 PAU10 5 PAU10 4 PAU10 3 COR67
PAU1012 PAU10 1 PAR6701 PAR6702 COR99
PAR902 PAR1301 COC6 PAR7801 PAP2801 PAP2802
PAC20 02 PAC20 01 PAIC1009 PAIC1006
COD8 PAQ803 PAR4401 PAR4 02 COR44 PAC602 PAR8201 PAR8202 PAR10501 PAR10502 PAR7101 PAR7102 COR71
PAU604 PAU603 PAU602 PAU601 PAC201 PAIC1008 PAIC1007 COR69 PAR6901 PAR6902 PAR7802
PAD801 PAD802 COQ8 PAQ501 PAQ502 COR82 COR104 PAR10401 PAR10402 COR80 COR51 COR78 PAR9 02 PAR9 01
COU11 PAQ802 PAQ801 PAR1602 PAR1601 COC2 PAR1202 PAR1201 COR52 COR49
COR16 PAQ503
COQ5 COR12 PAR5202 PAR5102 PAC2401 PAR5002 PAR4902 COP26 COR98
PAR4802
COU6 PAU501 PAU502 PAU503 COIC13 COC24 COR50 PAR5001 PAR4901
PAR5201 PAR5101 PAC2402
COIC9 COR54
COR48 PAR4102 PAR4101 COR41 COR7 PAIC1306 PAIC1301 PAP2604 PAP2603 PAR9801 PAR9802
PAR4801 COC1 COU5 PAIC1305 PAIC1302 PAIC9014 PAIC901
PAR701 PAR702 PAU201 PAU202 PAU505 PAU504 PAU10 PAU102 PAU103 PAU104 PAU105 PAU106 PAU107 PAU108 PAU109 PAU10 PAR5401 PAR5402
PAU1104 COIC21 PAIC1304 PAIC1303 PAR7401 PAP2601 PAP2602
COQ10 COQ6 PAR1401 PAR1402 COR14 PAU605 PAU60 PAU607 PAU608 PAC101 PAIC9013 PAIC902 COR97
PAQ1001
PAR5302 PAR5301 COR53 PAIC9012 PAIC903
PAR301 PAR302 PAIC2106 PAIC2101 COR33 PAR3 01 PAR3 02 COR74
PAQ1003 PAQ602 COC4 PAC102 PAR7402
PAQ603 PAQ401 PAQ402 PAIC2105 PAIC2102 PAIC9011 PAIC904
PAQ1002 COR77 PAIC2104 PAIC2103
PAR4201 PAR4202 COR42 PAQ601 COQ4 PAC401 PAFL102 PAFL101 PAC301 PAC302COC3 COR59 PAR5901 PAR5902 PAIC9010 PAIC905 COR58 PAR5802 PAR5801 PAR9702 PAR9701
PAU1106 PAQ403
PAC402 COU2
PAQ1303 PAR7702 PAR7701
PAIC1405 PAIC1401
PAIC1505 PAIC1501 PAIC909 PAIC906
COR38 COR36
PAIC1502
PAR102 PAR101 COQ13 PAIC1402 PAR5701 PAR5702 COR57 PAIC908 PAIC907 COR56 PAR5601 PAR5602 PAP106 COR96
PAIC1504 PAIC1503 PAR3802 PAR3601
PAR4001 COFL1 PAQ1302 PAQ1301 PAR7501 PAR7502 PAIC1404 PAIC1403
COR3 PAC501 PAC502COC5
PAR4002
COR40 PAFL104 PAFL103 COR75 COIC14 COIC15 PAR3801 PAR3602 PAP101
PAU1102 PAU204 PAU203 PAR2502 PAR2401
PAR9601 PAR9602
COR25 COR24 COP20 PAP102
PAR2501 PAU702 PAU701 PAR2402 COR95
PAP24019 PAP24017
COR1 PAP24015 PAP24013 PAP24011 PAP2409 PAP2407 PAP2405 PAP2403 PAP2401 PAP20019 PAP20017 PAP20015 PAP20013 PAP20011 PAP2009 PAP2007 PAP2005 PAP2003 PAP2001 PAR3001 PAR2901 PAR2801 COP1
PAR801 PAU703
COP24 COR8COU7 PAR3002
PAP103 PAR9502 PAR9501
PAP24020 PAP24018 PAP24016 PAP24014 PAP24012 PAP24010 PAP2408 PAP2406 PAP2404 PAP2402 PAR802 PAP20020 PAP20018 PAP20016 PAP20014 PAP20012 PAP20010 PAP2008 PAP2006 PAP2004 PAP2002 PAR2902 PAR2802
COD7
PAD701 COU3 PAP104 COR101
PAR8 01 PAR8 02 COR88 PAR8702 PAR8701 COR87 COR30 COR29 COR28
PAD702 PAP105 COC22
PAR8602 PAR8601COR86 PAR3401 PAR3402COR34 PAU304 PAU301 PAR10101 PAR10102
COD9 PAC2201
COC21 PAC2202
PAU1108 PAU1109 PAU1101 PAD902 COD15 PAD1502 PAD1501 COC14
COC17 COIC2 PAC2101 PAC2102 COR19 COC23
PAD901
COP2 COQ12 PAC1401 PAC1701
PAU303 PAU302 PAIC201 PAIC2016
COP5 COP21 COD16 COR103 PAR1901 COIC5
PAR1902 PAC2302 PAC2301
PAP204 COD19 PAC1402 PAQ1202 PAC1702 PAIC202 PAIC2015
COD13 PAP2104 PAQ1203 PAIC203 PAIC2014
PAD1601 PAD1602 PAR10302 PAR10301 PAIC501 PAIC508
COP10 PAD1902 PAD1901 PAQ1201 PAIC204 PAIC2013
PAD1302 PAD1301 PAIC502 PAIC507
PAP503 PAP203 PAP2103 COP15 COD21 PAIC205 PAIC2012
PAP1003 PAD3002 PAP603 PAP1803 PAIC503 PAIC506
PAD2102 PAD2101 PAIC206 PAIC2011
PAD1202 PAD1201 COD30 COP6 PAIC504 PAIC505
PAP502 PAP202 PAD3001 PAP150MH2 PAP150MH1 PAIC207 PAIC2010 COR94 COR102
COD12 PAP1002 PAP2102 PAP1506 PAP1505 PAP1504 PAP602 PAP1802 PAIC208 PAIC209
PAD2201
PAR9402 PAR9401 PAR10202
PAP501 PAD1802 PAP201 PAD1102 PAP1001
COD14 PAP2101 PAD3102 COJ1 PAJ101 PAJ102 COD22 COP18
COR73 PAP1503 PAP1502 PAP1501 PAJ103 PAP601 PAD2202 PAP1801 PAD2002
COD11 PAD1402
COD31 PAR10201 PAR10203
PAD1801 COD18 PAD3101
PAP504 PAP205 PAD1101 PAP2105 PAR7301 PAD2001 COD20
PAD1401 PAR7302
_____________________________________________________________________________________________________________________________________________________________________________
138
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
BMS slave module PCB
139
1 2 3 4
COB0
B0 COF0 COB13
B13 COF13
F0 NLBAT0 F13 NLBAT13
BAT0 POBAT0 BAT13 POBAT13
A
PIB001 PIF001 PIF002
BAT0 PIB1301 PIF1301 PIF1302
BAT13 A
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB1
B1 COB14
B14
COF1
F1 NLBAT1 COF14
F14 NLBAT14
BAT14
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB2
B2 COB15
B15
COF2
F2 COF15
F15
NLBAT2
BAT2 POBAT2 NLBAT15
BAT15 POBAT15
BAT15
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB3
B3 COB16
B16
COF3
F3 NLBAT3 COF16
F16 NLBAT16
BAT16
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB4
B4 COF4 COB17
B17 COF17
F4 F17
NLBAT4
BAT4 POBAT4 NLBAT17
BAT17 POBAT17
BAT17
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB5
B5 COB18
B18
COF5
F5 NLBAT5 COF18
F18 NLBAT18
BAT18
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB6
B6 COF6 COB19
B19 COF19
B F6 F19 B
NLBAT6
BAT6 POBAT6 NLBAT19
BAT19 POBAT19
BAT19
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB7
B7 COB20
B20
COF7
F7 NLBAT7 COF20
F20 NLBAT20
BAT7 BAT20
POBAT7
POBAT20
BAT20
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB8
B8 COF8
F8
COB21
B21 COF21
F21
NLBAT8
BAT8 POBAT8 NLBAT21
BAT21 POBAT21
BAT21
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB9
B9 COB22
B22
COF9
F9 NLBAT9 COF22
F22 NLBAT22
BAT9 BAT22
POBAT9
POBAT22
BAT22
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB10
B10 COF10
F10
COB23
B23 COF23
F23
NLBAT10
BAT10 POBAT10 NLBAT23
BAT23 POBAT23
PIB1001 PIF1001 PIF1002
BAT23
2410SFV3.00FM/125-2 2410SFV3.00FM/125-2
COB11
B11 COB24
B24
COF11
F11 NLBAT11
BAT11
COF24
F24 NLBAT24
BAT24
PIB1101 PIF1101 PIF1102
POBAT11
POBAT24
BAT24
C 2410SFV3.00FM/125-2 2410SFV3.00FM/125-2 C
COB12
B12 COF12
F12
NLBAT12
BAT12 POBAT12
PIB1201 PIF1201 PIF1202
BAT12
2410SFV3.00FM/125-2
D D
Title Cell Connections
Jon Perez
1 2 3 4
1 2 3 4 5 6 7 8
A A
R1
BAT4 BAT8 BAT12 VSENSE12
1.00k
R2 R3 R4 R5 R6 R7
18 1.00k 18 1.00k C1 1μF 18 1.00k C2 1μF
1
C3 1μF C4 C5
C6 Z1 Z2 Z3
6.2V 1μF 6.2V 1μF 6.2V
1μF
2
D1 D2 D3
3
3
BAT0 BAT0 BAT0
Q1 R8 Q2 R9 Q3 R10
1 1 1
60V EQ4 60V EQ8 60V EQ12
2.00k 2.00k 2.00k
2
2
R11 R12 R13
100k 100k 100k
R14 R15
R16 BAT7 VSENSE7 BAT11 VSENSE11
BAT3 VSENSE3 1.00k 1.00k
1.00k R17 R18 R19 R20
R21 R22 18 1.00k C7 1μF 18 1.00k C8 1μF
1
18 1.00k C9 Z4 C10 Z5
1
C11 1μF 1μF 1μF
C12 Z6 6.2V 6.2V
6.2V
2
1μF D4 D5
3
BAT0 BAT0
2
D6 Q4 R23 Q5 R24
3
B BAT0 1 1 B
Q6 R25 60V EQ7 60V EQ11
1 2.00k 2.00k
60V EQ3
2.00k
2
R26 R27
2
R28 100k 100k

100k
R29 R30
1.00k R32 R33 R34 R35
R36 R37 18 1.00k C13 1μF 18 1.00k C14 1μF
1
18 1.00k C15 Z7 C16 Z8
1
C17 1μF 1μF 1μF

C18 Z9 6.2V 6.2V
6.2V
2
1μF D7 D8
3
BAT0 BAT0
2
D9 Q7 R38 Q8 R39
3
BAT0 1 1
Q9 R40 60V EQ6 60V EQ10
1 2.00k 2.00k
60V EQ2
2.00k
2
R41 R42
2
R43 100k 100k

100k
R44 R45 R46

BAT1 VSENSE1 BAT5 VSENSE5 BAT9 VSENSE9
1.00k 1.00k 1.00k
R47 R48 R49 R50 R51 R52
18 1.00k 18 1.00k 18 1.00k
1
1
C19 1μF C20 1μF C22 C21 1μF C23
C24 Z10 Z11 Z12
6.2V 1μF 6.2V 1μF 6.2V
1μF
C C
2
2
D10 D11 D12
3
3
BAT0 BAT0 BAT0
Q10 R53 Q11 R54 Q12 R55
1 1 1
60V EQ1 60V EQ5 60V EQ9
2.00k 2.00k 2.00k
2
2
R56 R57 R58
100k 100k 100k
R59 R60 R61

1.00k 1.00k 1.00k
D D
Title Bat. Connections

Jon Perez
Size: A3 Number:1 Revision:1
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
R62
BAT16 BAT20 BAT24 VSENSE24
1.00k
R63 R64 R65 R66 R67 R68
18 1.00k 18 1.00k C25 1μF 18 1.00k C26 1μF
1
C27 1μF C28 C29
C30 Z13 Z14 Z15
6.2V 1μF 6.2V 1μF 6.2V
1μF
2
D13 D14 D15
3
3
BAT12 BAT12 BAT12
Q13 R69 Q14 R70 Q15 R71
1 1 1
60V EQ16 60V EQ20 60V EQ24
2.00k 2.00k 2.00k
2
2
R72 R73 R74
100k 100k 100k
R75 R76
1.00k R78 R79 R80 R81
R82 R83 18 1.00k C31 1μF 18 1.00k C32 1μF
1
B 18 1.00k C33 Z16 C34 Z17 B
1
C35 1μF 1μF 1μF
C36 Z18 6.2V 6.2V
6.2V
2
1μF D16 D17
3
BAT12 BAT12
2
D18 Q16 R84 Q17 R85

3
BAT12 1 1
Q18 R86 60V EQ19 60V EQ23
1 2.00k 2.00k
60V EQ15
2.00k
2
R87 R88
2
R89 100k 100k

100k
R90 R91
1.00k R93 R94 R95 R96
R97 R98 18 1.00k C37 1μF 18 1.00k C38 1μF
1
18 1.00k C39 Z19 C40 Z20
1
C41 1μF 1μF 1μF

C42 Z21 6.2V 6.2V
6.2V
2
1μF D19 D20
3
BAT12 BAT12
2
D21 Q19 R99 Q20 R100

3
BAT12 1 1
Q21 R101 60V EQ18 60V EQ22
1 2.00k 2.00k
60V EQ14
2.00k
2
2
R102 R103
2
R104 100k 100k

100k
R105 R106 R107

1.00k 1.00k 1.00k
C R108 R109 R110 R111 R112 R113 C
18 1.00k 18 1.00k 18 1.00k
1
1
C43 1μF C44 1μF C46 C45 1μF C47
C48 Z22 Z23 Z24
6.2V 1μF 6.2V 1μF 6.2V
1μF
2
2
D22 D23 D24
3
3
BAT12 BAT12 BAT12
Q22 R114 Q23 R115 Q24 R116
1 1 1
60V EQ13 60V EQ17 60V EQ21
2.00k 2.00k 2.00k
2
2
R117 R118 R119
100k 100k 100k
R120 R121 R122

1.00k 1.00k 1.00k
D D
Title Bat. Connections

Jon Perez
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
ALL DECOUPLING
CAPS ARE AS
A CLOSE TO THE A
CHIP AS POSSIBLE
NPN_BASE VP1
NPN_BASE VP1
C49
0.1μF C50 0.1μF
GND
GND
GND
R123 TOP GND
BAT12
VREF INT 2.5

100
D25
100V
AUX0
AUX1
AUX2
AUX3
AUX4
AUX5
OUT1
OUT2
D26
100V
AUX0
VCC
VIO Always ON Supply
80 U1
79
78
77
76
75
74
73
72
71
70
69
68
67
66
65
64
63
62
61
bq76PL455TPFCQ1
V1
V5VAO
AGND1
OUT_1
VP1
AUX1
AGND3
AUX3
B B
EQ15
VREF_2.5
SENSE15
AUX5
NPNB
EQ16
NC2
AGND2
AUX0
AUX2
AUX4
SENSE16
OUT_2
TOP
V5VAO
C51
1 60 4.7 uF
SENSE14 AUX6 AUX6
2 59
EQ14 AUX7 AUX7
3 58
SENSE13 V5VA0 V5VAO GND
4 57 H FAULTH+
EQ13 FAULTH+ FLTH+1
VSENSE12 5 56 G FAULTH-
VSENSE12 SENSE12 FAULTH- FLTH-1 VREF
EQ12 6 55 F COMMH+ E
EQ12 EQ12 COMMH+ COMMH+1
VSENSE11 7 54 COMMH-
VSENSE11 SENSE11 COMMH- COMMH-1
EQ11 8 53 D COMML- R124 100k VREF1
EQ11 EQ11 COMML- VREF_INT_2.5
VSENSE10 9 52 C COMML+ R125 100k VREF INT 2.5
VSENSE10 SENSE10 COMML+ V5VAO C52 C53
EQ10 10 51
EQ10 EQ10 FAULTL- 1.8 uF 0.1 uF
VSENSE9 11 50
VSENSE9 SENSE9 FAULTL+ WAKEUP1 GND
EQ9 12 49 R126 50 WAKEUP
EQ9 EQ9 WAKEUP WAKEUP
VSENSE8 13 48
VSENSE8 SENSE8 GND R127 GND GND
EQ8 14 47 GPIO0
EQ8 EQ8 GPIO0 100k
VSENSE7 15 46 GPIO1
VSENSE7 SENSE7 GPIO1 VIO FILTERS
EQ7 16 45 GPIO2 GND OUT
EQ7 EQ7 GPIO2
VSENSE6 17 44 GPIO3 VIO1 OUT1
VSENSE6 SENSE6 GPIO3
EQ6 18 43 GPIO4
EQ6 EQ6 GPIO4
VSENSE5 19 42 GPIO5 GND VIO OUT
VSENSE5 SENSE5 GPIO5 VIO OUT1
EQ5 20 41 C54 C55
EQ5 EQ5 VIO VIO
FAULT_N
R128 C56 C57 4700 pF 390 pF

OUT2
SENSE4
SENSE3
SENSE2
SENSE1
SENSE0
DGND1
DGND2
DGND3
GND 0.1 uF 1 uF
VDIG
CHM
CHP
NC1
R129 1.00k
EQ4
EQ3
EQ2
EQ1
VM
RX
TX
100k D27 GND GND

R130 R131
100k 100k GND GND
C C
21
31
23
25
33
35
22
26
27
28
29
32
36
37
38
39
24
30
34
40
ALL DECOUPLING VDIG FILTERS VM Charge Pump

VSENSE4
VSENSE4 GND CAPS ARE AS
EQ4
EQ4 CLOSE TO THE
VSENSE3
VSENSE3 VM1
CHP
EQ3 CHIP AS POSSIBLE VDIG
EQ3 VDIG
VSENSE2 GND
VSENSE2 VM
VDIG
FLT-N1
CHP
CHM
VM
EQ2 C59 C60 C61 VM

EQ2 50 FAULT_N C62 C63
VSENSE1 FAULT_N 4.7 uF 0.1 uF 0.022 uF
VSENSE1 R132 4.7 uF 0.1 uF
EQ1 50
EQ1 RX RX1
VSENSE0 RX
CHM
VSENSE0 R133 GND GND
50 TX TX1 GND GND
TX
R134
R135
C58 50k
1μF
D28 D29
100V 100V
GND
GND
FAULT COMMS DIFF COMMS
FAULTH+ 10 C65 10 FAULTL+2 COMMH+ 10 C64

R136 R137
10 COMML+2
D FAULTL+2 COMML+2 D
R138 1 nF R139 1 nF
1
1
2
D32 D33 D30 D31

CDSOD323-T05C CDSOD323-T05C CDSOD323-T05C CDSOD323-T05C
Title Slave Module 1

C67 10 C66
2
2
1
R142 R143 R140 R141

10
FAULTH- FAULTL-2
FAULTL-2
COMMH- COMML-2
COMML-2 Jon Perez
10
1 nF 10 1 nF
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
ALL DECOUPLING
CAPS ARE AS
CLOSE TO THE
CHIP AS POSSIBLE
NPN_BASE_2 VP2
NPN_BASE_2 VP2
C68
0.1 uF
C69 0.1μF
GND2
GND2
GND2
R144
VREF INT 2.5_2

TOP2 GND2
BAT24
100
D34
AUX0_2
AUX1_2
AUX2_2
AUX3_2
AUX4_2
AUX5_2
100V
OUT3
OUT4
D35
100V
Always ON Supply
66 AUX0_2
B B
U2 V5VAO2 V2
V5VAO2
80
79
78
77
76
75
74
73
72
71
70
69
68
67
65
64
63
62
61
bq76PL455TPFCQ1
C70
4.7 uF
AGND1
VP1
AUX1
OUT_1
AGND3
EQ15
AUX3
AUX5
NPNB
SENSE15
EQ16
NC2
VREF_2.5
AGND2
AUX2
SENSE16
OUT_2
AUX0
AUX4
TOP
1 60 GND2
SENSE14 AUX6 AUX6_2
2 59
EQ14 AUX7 AUX7_2
3 58 VREF
SENSE13 V5VA0 V5VAO2
4 57
EQ13 FAULTH+
VSENSE24 5 56 VREF2
VSENSE24 SENSE12 FAULTH-
EQ24 6 55 VREF_INT_2.5_2
EQ24 EQ12 COMMH+ VREF INT 2.5_2
VSENSE23 7 54 C71 C72
VSENSE23 SENSE11 COMMH-
EQ23 8 53 COMML+2 1.8 uF 0.1 uF
EQ23 EQ11 COMML- COMML+2
VSENSE22 9 52 COMML-2
VSENSE22 SENSE10 COMML+ COMML-2
EQ22 10 51 FAULTL-2
EQ22 EQ10 FAULTL- FAULTL-2
VSENSE21 11 50 FAULTL+2 GND2 GND2
VSENSE21 SENSE9 FAULTL+ FAULTL+2
EQ21 12 49 WAKEUP2
EQ21 EQ9 WAKEUP
VSENSE20 13 48
VSENSE20 SENSE8 GND VIO FILTERS OUT
EQ20 14 47 GPIO0_2
EQ20 EQ8 GPIO0 VIO2
VSENSE19 15 46 GPIO1_2 OUT2
VSENSE19 SENSE7 GPIO1
EQ19 16 45 GPIO2_2 GND2
EQ19 EQ7 GPIO2 VIO2
VSENSE18 17 44 GPIO3_2 R145 VIO2 OUT2
VSENSE18 SENSE6 GPIO3 OUT3 C73 C74
EQ18 18 43 GPIO4_2 GND
EQ18 EQ6 GPIO4 1.00k C75 C76 4700 pF 390 pF
VSENSE17 19 42 GPIO5_2 OUT4
VSENSE17 SENSE5 GPIO5 D36 0.1 uF 1 uF
EQ17 20 41
EQ17 EQ5 VIO VIO2
FAULT_N
SENSE4
SENSE3
SENSE2
SENSE1
SENSE0
DGND1
DGND2
DGND3
C GND2 GND2 C
R146
VDIG
CHM
GND2 GND2
CHP
NC1
EQ4
EQ3
EQ2
EQ1
VM
100k
RX
TX
R147 VM Charge Pump

VDIG FILTERS
100k
21
31
23
33
22
25
27
28
29
32
35
37
38
39
24
26
30
34
36
40
VSENSE16 GND2 ALL DECOUPLING

VM2
CHP2
VSENSE16 CAPS ARE AS VDIG2
EQ16 VDIG2
EQ16 CLOSE TO THE
VSENSE15 VM2
VSENSE15 CHIP AS POSSIBLE C78 C79 VM2
EQ15 C80 C81 C82
EQ15 4.7 uF 0.1 uF
VSENSE14 GND2 0.022 uF 4.7 uF 0.1 uF
VDIG2
VSENSE14
VM2
CHP2
CHM2
EQ14
EQ14
VSENSE13
CHM2
VSENSE13 GND2 GND2
EQ13 GND2 GND2
EQ13 RX2
VSENSE12
C77
1μF
D37 D38
100V 100V
GND2
D D
Title Slave Module 2

Jon Perez
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
VP1 VP2
R148
R149
10.0k
10.0k
R150
AUX7 R151
10.0 C83 AUX7_2
10.0 C84
0.1 uF
0.1 uF
A GND IC Power Supply IC2 Power Supply A

GND2
VP1 R152 R153 VP2 R154 R155

BAT12 BAT24
R156 2512 2512 2512 2512
430 430 C85 R157 430 430 C86
10.0k
1μF 10.0k 1μF
R158
AUX6 R159
10.0 C87 Q25 AUX6_2 Q26
R160 GND 10.0 C88 R161 GND2
0.1 uF NPN_BASE ZXTN4004KTC NPN_BASE_2 ZXTN4004KTC
0 0.1 uF 0
150V 150V
GND
R162 R163 R164 R165 GND2 R166 R167 R168 R169 R170
1 1 1 0 1 1 1 1 0
VP1
R171 VP2 R172
R173
390m R174 390m
10.0k C89 C90
10.0k
R175 D39 4.7 uF D40 4.7 uF
R176
VIO2
VDIG2
AUX5 +5V +5V2
VDIG
VP1
VP2
10.0 C91 AUX5_2
10.0 C92
0.1 uF GND GND2
0.1 uF
GND2
GND
GND
GND2
B B
VP1 VP2
R177
R178
10.0k
10.0k
R179
AUX4 R180
10.0 C93 AUX4_2
10.0 C94
0.1 uF
0.1 uF
GND
GND2
VP1
VP2
T8
R181 T16
T7 R182
10.0k T15
T6 10.0k
T14
T5 R183 T13 R184
T4 AUX3
10.0 C95 T12 AUX3_2
T3 10.0 C96
0.1 uF BAT0 T11 BAT12
T2 0.1 uF
T10
T1
T9
GND
GND GND2 GND2
C C
VP1
VP2
R185
R186
10.0k
10.0k
R187
AUX2 R188
10.0 C97 AUX2_2
10.0 C98
0.1 uF
0.1 uF
GND
GND2
VP1
VP2
R189
R190
10.0k
10.0k
R191
AUX1 R192
10.0 C99 AUX1_2
10.0 C100
0.1 uF
0.1 uF
GND
GND2
D D
VP1
VP2
R193
R194
10.0k
10.0k
R195
AUX0 R196
10.0 C101 AUX0_2 Title Ref. & Power Supply
10.0 C102
0.1 uF Jon Perez
0.1 uF Size: A3 Number:1 Revision:1
GND2
GND Date: 24/06/2020 Time: 10:12:32 Sheet 6 of 8
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+5V +5V2
+5V C103 C104
C105 GND GND2
GND U3 0.1 uF U4 0.1 uF
U5 0.1 uF +5V OP7 +5V2 OP13
+5V OP1 1 2 OPAMP 1 2 OPAMP
C106 +VS VOUT + C107 +VS VOUT +
1 2 OPAMP T7 T13
C108 +VS VOUT + 0.1 uF 3 T7 0.1 uF 3 T13
T1
A 0.1 uF 3 T1 GND - GND - A
GND - R199 R200 R201 R202
R197 R198 GND LM35DZ GND2 LM35DZ
1k 7k 1k 7k
GND LM35DZ 1k 7k
GND GND2
GND GND GND
GND
+5V +5V +5V2

C109 C110 C111
GND GND GND2
U6 0.1 uF U7 0.1 uF U8 0.1 uF
+5V OP2 +5V OP8 +5V2 OP14
1 2 OPAMP 1 2 OPAMP 1 2 OPAMP
C112 +VS VOUT + C113 +VS VOUT + C114 +VS VOUT +
T2 T8 T14
0.1 uF 3 T2 0.1 uF 3 T8 0.1 uF 3 T14
GND - GND - GND -
R203 R204 R205 R206 R207 R208
GND LM35DZ 1k 7k GND LM35DZ 1k 7k GND2 LM35DZ 1k 7k
GND GND GND2

GND GND GND
+5V +5V2 +5V2

C115 C116 C117
B GND GND2 GND2 B
U9 0.1 uF U10 0.1 uF U11 0.1 uF
+5V OP3 +5V2 OP9 +5V2 OP15
T3 T9 T15
0.1 uF 3 T3 0.1 uF 3 T9 0.1 uF 3 T15
GND - GND - GND -
R209 R210 R211 R212 R213 R214
GND LM35DZ 1k 7k GND2 LM35DZ 1k 7k GND2 LM35DZ 1k 7k
GND GND2 GND2

GND GND GND
+5V +5V2 +5V2

C121 C122 C123
GND GND2 GND2
U12 0.1 uF U13 0.1 uF U14 0.1 uF
+5V OP4 +5V2 OP10 +5V2 OP16
T4 T10 T16
0.1 uF 3 T4 0.1 uF 3 T10 0.1 uF 3 T16
GND - GND - GND -
R215 R216 R217 R218 R219 R220
GND LM35DZ 1k 7k GND2 LM35DZ 1k 7k GND2 LM35DZ 1k 7k
C GND GND2 GND2 C

GND GND GND
+5V +5V2
C127 C128
GND GND2
U15 0.1 uF U16 0.1 uF
+5V OP5 +5V2 OP11
1 2 OPAMP 1 2 OPAMP
C129 +VS VOUT + C130 +VS VOUT +
T5 T11
0.1 uF 3 T5 0.1 uF 3 T11 Non Inverting Amplifier:
GND - GND -
R221 R222 R223 R224
GND LM35DZ 1k 7k GND2 LM35DZ 1k 7k
Vout = Vin*(1+R2/R1)
GND GND2
x6 amplification needed, so R2/R1 = 5
GND GND
+5V2
+5V C131
C132
GND2
GND 0.1 uF
0.1 uF U17
U18
+5V2 OP12
+5V OP6
1 2 OPAMP
1 2 OPAMP C133 +VS VOUT +
C134 +VS VOUT + T12
T6 0.1 uF 3 T12
0.1 uF 3 T6
GND -
GND -
D R225 R226 D
R227 R228
GND2 LM35DZ 1k 7k
GND LM35DZ 1k 7k
GND2
GND
GND
GND
Title Temp. Sensors
Jon Perez
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
Microcontroller, Cristal Oscillator and Debugger CAN bus

R229
+5VISO
GND_ISO 10K +5VLV
+5VISO U19 IC1
7 19 1 8
VDD RA0/AN0/CVREF C135 VCC1 VCC2 C136
C144 C148 28 20 C137 OSC1 CANRX 2 7 CANH
A VDD RA1/AN1 0.1uF RXD CANH 0.1uF A
100pF 10uF 21 18pF CANTX 3 6 CANL
RA2/AN2/VREF- 1 4 OSC2 TXD CANL
6 22 WAKELV 1 4 4 5
VSS RA3/AN3/VREF+ GND1 GND2
29 23 ISO1050DUB
VSS RA4/T0CKI C138
GND_ISO+5VISO 24
RA5/AN4/SS/HLVDIN OSC1 2 3 18pF
12 31 OSC2 2 3
NC OSC2/CLKO/RA6 GNDLV
C150 C151 13 30 OSC1
NC OSC1/CLKI/RA7 QTC5A40.0000FDT1I20R GND_ISO
100pF 10uF 33
NC
34 8
NC RB0/INT0/FLT0/AN10
9
RB1/INT1/AN8 GND_ISO
10 CANTX
GND_ISO RB2/INT2/CANTX
11 CANRX
RB3/CANRX
38
RD0/PSP0/C1IN+ RB4/KBI0/AN9
14 CANL 1 FL1 2 CANL_OUT
39 15
RD1/PSP1/C1IN- RB5/KBI1/PGM
40 16 PGC
RD2/PSP2/C2IN+ RB6/KBI2/PGC PGC_1
41 17 PGD
RD3/PSP3/C2IN- RB7/KBI3/PGD PGD_1
2 CANH 4 3 CANH_OUT
RD4/PSP4/ECCP1/P1A
3 32 P1 DLW43MH201XK2K
RD5/PSP5/P1B RC0/T1OSO/T13CKI
4 35 GND_ISO R230 R231
RD6/PSP6/P1C RC1/T1OSI 6
5 36
1
RD7/PSP7/P1D RC2/CCP1 5 PGC_1 1 1
37 D41 C139
RC3/SCK/SCL 4 PGD_1
1
2
25 42 FAULT_N_LV PESD1CAN 10000pF
RE0/RD/AN5 RC4/SDI/SDA 3
26 43
RE1/WR/AN6/C1OUT RC5/SDO 2
27 44 TXLV
3
RE2/CS/AN7/C2OUT RC6/TX/CK 1 MCLR
MCLR 18 1 RXLV GNDLV
MCLR MCLR/VPP/RE3 RC7/RX/DT +5VISO
3
Debug
R232 PIC18F4680-I/PT
5K
B +5VISO GNDLV B
Isolated LV HV Isolated Supply
GND_ISO
+5VISO VCC +5VISO
IC2 U20
C140 C141 1 16 4
VDD1 VISO +VOUT
10uF 100nF 2 15 C142 C143 3
GND1_1 GNDISO_2 -VOUT
WAKEUPLV 3 14 10uF 100nF 2
VIA VOA WAKEUP +VIN_(VCC)
FAULT_N_LV 4 13 1
VOB VIB FAULT_N -VIN_(GND)
5 12
RCIN NC TME_0505S
6 11
RCSEL VSEL GND
7 10
VE1 VE2 GNDLV +5VLV
8 9
GND_ISO GND1_2 GNDISO_1
ADUM5201ARWZ
C149 0.1uF GND GLVS Connector
GND_ISO
+5VISO GNDLV
5 1
Vcc NC +5VISO VCC J1
2 WAKELV
A C145 C146 1
C WAKEUPLV 4 3 1 C
Y GND GND_ISO GND 2 CANL_OUT
2
U21 0.1 uF 0.1 uF 3 CANH_OUT
J2 3
C147 0.1uF 4
1 8 4
GND_ISO VCC1 VCC2
RXLV 2 7 43650-0402
OUTA INA TX
TXLV 3 6 +5VLV
INB OUTB TX
4 5
GND1 GND2
GND_ISO ISO7021FDR
GND_ISO GND
D D
Title Low Voltage

Jon Perez
1 2 3 4 5 6 7 8
COF24 COF22 COF20 COF18 COF16 COF14 COF12 COF10 COF8 COF6 COF4 COF2 COF0
PAF2402 PAF2401 PAF2201 PAF2 02 PAF20 1 PAF2002 PAF1801 PAF1802 PAF1601 PAF1602 PAF1402 PAF1401 PAF1201 PAF1202 PAF1001 PAF1002 PAF801 PAF802 PAF602 PAF601 PAF402 PAF401 PAF202 PAF201 PAF002 PAF001
COB24 COU11 COB22 COU4 COB20 COB18 COU17 COB16 COU10 COB14 COB12 COU3 COB10 COU18 COB8 COB6 COU9 COB4 COB2 COU5 COB0
PAC12001 PAU1101 PAC10701 PAU401 PAC13301 PAU1701 PAC11901 PAU1001 PAC10601 PAU301 PAC13401 PAU1801 PAC11801 PAU901 PAC10801 PAU501
CO 120 PAC12002 PAU1102 COC107 PAC10702 PAU402 COC13 PAC13302 PAU1702 COC1 9 PAU1002 COC106 PAU302 COC134 PAU1802 COC1 8 PAC11802 PAU902 CO 108 PAC10802 PAU502
PAU1103 PAU403 PAU1703 PAC11902 PAU1003 PAC10602 PAU303 COC91
PAC13402 PAU1803 PAU903 PAU503
PAB2401 PAB2201 PAB2001 PAB1801 PAB1601 PAB1401 PAB1201 COR156 COOP7COC87
PAB1001 COR173 COOP6
PAB801 PAB601 PAB401 PAB201 PAB001
COC94 COR185
COOP3 COC97 COOP1
COR178 COOP13 COR182COOP12COC96 COR194 COOP9COC102 PAR17301 COR193 COC101
COR157 COOP15 PAR15601
PAR15802 PPAAOPC7803701PAOP702 PPAAOPC7801702
PAC9101 PAC9102
PAR17502 PAOP603 PAOP602 PAOP601
COC88 PAR18702
PAR18501 PPAAOPC3903701PAOP302 PPAAOPC3901702
PAR18002
PAR17801 PACPA9O4P10313 PAOP1302 PACPAO91340 02 PAR18201
PAR18402 PACPA9O6P10213 PAOP1202PAC9602
PAOP1201 PAR19401
PAR19602 PACP1A0OP29013 PAOP902 PPAAOCP19001202 COR139 COD33 COR143 COR137 COD31 COR141 COR175 PAC13202 PAC13201 COR187 PAR19301
PAR19502 PAOP101
PACP1A0OP1013 PAOP102PAC10102
PAR15701
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PAU1038
COC3 PAC301 PAC601PAR6001 PPAC602

AR60 2 PAR5402 PAR5401 PAR5701 PAQ1101 COD11 COR49
COR50 COIC2
COC141COC140 COOSC1 PAC13701COP1 COR232 PAU2004 PAU2003 PAU2002 PAU2001
PAR1 0 2 PAR1 0 1
PAU2064 PAU2037 PAU1064 PAU1037
COC46 PAC14102 PAC14002 COU21
PAU2065
PAU2066
PAU2067
PAU2068
PAU2069
PAC7101 PAC7102COC71COC78 PAC7802 PAC7801 PAC8002

PAC6902 PAC6901COC69COC79 PAC7902 PAC7901 PAC8001
PAU2036
PAU2035
PAU2034
PAU2033
PAU2032
PAC4402
COC4 PAC4401
COR106
PACP4AR61061 PAR1C06402602 COR99 COR1 8 PAR11802 PAQ2302
PAQ2303
COQ19 PAD2301 PAD2302 PAR1 101 PAR11102
PAU1065
PAU1066
PAU1067
PAU1068
PAU1069 COC52 PAC5201 PAC5202 COC60 PAC60 2 PAC60 1 PAC6101
PAU1036
PAU1035
PAU1034
PAU1033
PAU1032
PAC2002 COR45
2 01 PAR4C502 02
COC20PAC2001PACPAR4501
PAQ1103
COQ7
PAD1101 PAD1102 PAR4902 PAR4901
PAR5001 PAR50 2 COC143PAC14302
PAC14301
PAIC209
PAIC2010
PAIC208
PAC14101 PAC14001
PAIC207
COC138PAOSC103
PAC13802 PAOSC104
PAC13801
PAOSC102
PAC13702
PAOSC101
PAR23202 PAR23201
PAU2104
COC149 PAU2103
COC147
PAC14701 PAC14702
PAU2102
COC139
PAC13901 PAC13902 PAJ104
PAU2070
PAU2071
PAU2031
PAU2030
PAR9 02 PAR9901 PAR10201 COD19 COR93
COR94
PAU1070
PAU1071
COC50 PAC50 2 PAC5001 COC59PAC5902 PAC5901
PAU1031
PAU1030
PAR3802 PAR3801 PAR4101 COR32
COR33 PAIC2011 PAIC206
PAC14902
PAC14901 PAU2105 COD41
PAU2072
PAU2073
PAU2074
PAU2075
PAU2076
PAU2077
PAC7401 PAC7402COC74COC82 PAC8202

PAC7301 PAC7302COC73COC81 PAC8102 PAC8101
PAC8201
PAU2029
PAU2028
PAU2027
PAU2026
PAU2025
PAU2024
COR90
PACP3AR901 PAR9C032902
COC39
COR84 COR102 PAR10202
PAQ1901
PAQ1902
PAQ1903
COQ16 PAD1901 PAD1902 PAR9302 PAR9301
PAR9401 PAR9402
PAU1072
PAU1073
PAU1074
PAU1075
PAU1076
PAU1077
COC54 PAC5401 PAC5402COC63 PAC6302 PAC6301
PAU1029
PAU1028
PAU1027
PAU1026
PAU1025
PAU1024
COC15
COR29
PACPAR29011501 PAR2C9012502 COR23 COR41 PAR4102
PAQ701
PAQ702
PAQ703
COQ4
COD7
PAD701 PAD702 PAR3202 PAR3201
PAR3301 PAR3 02 PAR13501 PAR135202 COR135 CO 142 PAC14201 PAC14202
COR132 PAR13201
PAIC2012
PAIC2013
PAIC205
PAIC204
COU19
PAU1903 PAU19032 PAU19031 PAU1903 PAU19029PAU19028 PAU19027 PAU19026 PAU19025 PAU19024 PAU19023
PAU2101
COC136
PAR23002PAD4103PAR23101
PAR23001
PAD4101
COFL1 PAD4102
PAR23102
PAJ105 PAJ103
COC5 PAC5 01 PAC5 02COC62 PAC6202 PAC6201
PAU2078 PAU2023 PAU1078 PAU1023
PAU19034 PAU19022
PAU2079
PAU2080
PAU2022
PAU2021
COR79
PAU1079
PAU1080
PAU1022
PAU1021
COR18
COR126 PAR12601
PAR12701 PAR127602 COR127
PAIC2014 PAIC203
PAU19035 PAC2102 PAC2101 PAU19021 COIC1 PAC13601 PAC13602 COR230 COR231
PAJ102
PAU201 PAU20 PAU203 PAU204PAU205 PAU206PAU207 PAU208 PAU209PAU201 PAU201 PAU201PAU2013 PAU2014PAU2015 PAU2016 PAU2017PAU2018 PAU2019 PAU20 PAU20
COR75
PACP3AR705011 PPAAR7C5032 02 COR70 COR87 PAR8702 PAQ1602
PAQ1603
COQ14 PAD1601 PAD1602 PAR7802 1
PAR7901PAR780PAR7902 PAU10 PAU102 PAU103PAU104 PAU105 PAU106PAU107 PAU108PAU109 COC58PAU10 PAU10 PPAUA10C2 58P0AU1203PAU104 PAU105 PPAUA10C6PA5U108701PAU108 PAU109PAU102 PAU10
COR14
PAC901PAR1401 PPAC902
AR1402 COR9 COR26 PAR2602 PAQ402
PAQ403
COQ2 PAD401 PAD402 PAR1702 PAR1701 PAR1802
PAR1801
PAIC2015
PAIC2016
COJ2
PAIC202
PAIC201
PAU19036
PAU19037
PAU19038
PAU19039
PAC20 2 PAC2001 PAU19020

PAU19019
PAU19018
PAU19017
COC135
PAC13501
PAC13502 PAIC101 PAIC108
PAFL103 PAFL102
PAJ106
COR122
COC28
PAR70 2 PAR7001 PAR7301 PAQ1401 COD14 COR65
COR66 COC4
COR61 PAR902 PAR901 PAR1201 PAQ201 COD2 COR5
COR4 COR133
COR134 PAU19040 PAU19016 COR229 PAJ101
PACP2AR81201 PPAAR1C2 20 802
COC47
COR73 PAR7302
COR116 PAQ1402
PAQ1403
COQ24 PAD1401 PAD1402 PAR6502 1
PAR6 01PAR650PAR6602
PACPAR6101401 PPAAR6C1042 02 COR55 COR12 PAR1202 PAQ202
PAQ203
COQ12 PAD201 PAD202 PAR402 PAR401 PAR502
PAR501 PAR13301 PAR13 02 PAR13401 PAR13402
PAJ205
PAJ206
PAJ207
PAJ204
PAJ203
PAJ202COC145
PAU19041
PAU19042
PAU19043
PAU19044
PAC2302 PAC2301COC23
PAC2202 PAC2201 COC22
PAU19015
PAU19014
PAU19013
PAU19012
PAR22901
PAIC102
PAIC103
PAIC107
PAIC106
PAFL104 PAFL101
COC77 COR107 PAR1 602 PAR11601 PAR11901 PAQ2401 COD24 COR112
COR113 COD28 COD29 COR46 PAR5 02 PAR5501 PAQ1201 COR52 PAR13101 PAR13102 PAR130 2 PAR130 1 PAR22902
PAC2601 PAC2602 PAC3801 PAC3802 PAC2501 COC31
PAC2502 PAC3701 PAC3702 COC89 PAR5801 COD12 COR51 PAJ208
PAC14502 PAC14501
PAJ201
PAC201 PAC202 PAC1401 PAC1402 PAC101 PAC102 PAC1301 PAC1302 PAU190 PAU1902 PAU1903 PAU1904 PAU1905PAU1906 PAU1907 PAU1908 PAU1909 PAU190 PAU1901
COD38
PAC7 02 PAC7701
PAD3802
COR120
PAD3801
COC32 COC45
PAC3201 PAC3202 PAC4501 PAC4502 PAC3101 PAC3102 PACP4AR710071 PPAAR1C07402702
COC40
COR100 COR1 9 PAR11902 PAQ2402
PAQ2403
COQ20
PAD2401 PAD2402 PAR1 20 01
PAR1 301PAR1 2PAR11302 PAD2P80A1C8902 PAC8901PAD2902
PAC801 PAC802 PAC2101 PAC2102 PAC701 PAC702 PACPAR46012301
COC16
PPAAR4C602302 COR39 COR58 PAR5802 PAQ1202
PAQ1203
PAR5201 PAR5202 COR131 COR130 PAIC104 PAIC105
COD37 COC90
COR91
PAR10 02 PAR10001 PAR10301 PAQ2001 COD20
COR95
COR96 PAR17102 PAR17101 COC8 COC21 COC7 COR30
PAR3902 PAR3901 PAR4201 PAQ801 COD8 COR35
COR34
PAD2802 PAD2901
PAD3701 120 2
PAR12001 PARPAD3702 COR154 COR155
90 1 PAR17202 COR172
PAC90 2 PACPAR17201 PACPAR910140 1 PAC40 2
PAR9102
COC34 COR85 COR103 PAR10302 PAQ2002
PAQ2003
COR171
COR152
PAR16401 PAR16402 COR164 PACPAR30011601
COC10
PAC1602
PAR3002
PAQ803
PAR3501 PAR3502
COR76 COR15
PAR15402 PAR15501 PAQ2603 PAR17002 PAR170 1 COR170 PAR8502 PAR8501 PAR8801 PAQ1701 COD17 COR80
COR81
PAR15301 PAR15202 PAQ2503 PAR16502 PAR16501 COR165 PAR2402 PAR2401 PAR2701 PAQ501 COD5 COR20
COC86
PACP3AR47061 PPAAR7C6032402 PAR80 2 PAR80 1 COC85
PACPAR150110 1 PPAAR1C50120 2
COR19
PAC8602 PAC8601 PAQ2604 PAR16102 PAR16101
PAQ2601
COR161
PAR16 01 PAR16602 COR16 PAD4002
COD40
PAD4001
COR62
PACP2AR96021 PAC2902
PAR6202
COR71 COR88 PAR8802
PAR7102 PAR7101 PAR7401
PAQ1702
PAQ1501
PAQ1703
COQ15 PAD1701
COD15
PAD1702
PAR6702
PAR8101 PAR8102
PAR6701
COR67
COR68
PAC8502 PAC8501 PAQ2504 PAQ2501PAR160 2 PAR16001
PAR16201 PAR16202 COR162 PAD3902
COD39
PAD3901
COC5
COR1
PACPAR101501 PAC502
PAR102
COR10 COR27 PAR2702
PAR1002 PAR1001 PAR1301
PAQ502
PAQ301
PAQ503
COQ3 PAD501
COD3
PAD502 PAR1902 PAR1901

PAR2001 PAR20 2
COR7
COR6
PAR15401 PAR15502 COQ26 PAR16701 PAR16702 COR167 COC29 COR74 PAR7402 PAQ1502
PAQ1503
PAD1501 PAD1502 PAR6801 PAR6802 PAR15302 PAR15201 COQ25 COR160 PAR16301 PAR16302 COR163 COR13 PAR1302 PAQ302
PAQ303
PAD301 PAD302 PAR602 PAR601
PAR701 PAR702
COOP16COC123 COR149 COOP14COC111 COR174 COOP11 COOP10 COR190 COR148
COOP8 COR177
COOP5 COR181COOP4 COR189
COOP2
COC130 COR186 COC122 COC83 COC93 COC95 COC99
PAOP10 5 PAOP10 4 PPAAOPC8803301PAOP802 PACPAO8P8031 02 COR179 PAR17902 PACPA9O3P50013 PAOP502PAC9302
PAOP501 PACPA9O5P40013 PAOP402PAC9502
PAOP401 PAR18901 PACPA9OP20013 PAOP202 PPAAOPC2901 02
PACP1AO2P3160015 PAC12302PAOP1604 PAR15101
PAR14902
COR151 PAOP1405 PPAAOPC11404102
PAC11101 PAR17601
PAR17402 COR176 PACP1AO3P01 025 PPAAOPC110340 1 PAR18801
PAR18602
COR18 PAC12201 PAC12 02 PAR19201
PAR19002 COR192 COR150
PAR15002
PAR14801 PAR17701 COR183 PAR18302
PAR18101 COR191 PAR19102
COB23
PACPA8O4P10621 PAOP1602PAC8401
PAOP1603 PAR15102
PAR14901 COU14 COB21
PAOP1401 PAOP1402 PPAAOPC149023 01
PAC9202 PAR17602
PAR17401 COU8
COB19 PACPA9O8P10021 PAOP1 02 PPAAOPC1908301 PAR18802
PAR18601 COU16
COB17 COB15
PAOP10 1 PAOP10 2 PPAAOPC11003 01
PAC10002 PAR19202
PAR19001 COU13
COB13 PAR15001
PAR14802 PPAAOCP18040 2 PACP1AOP8050 1 COU7
COB11 COB9
COB7
PAR17901
PAR17702 PACP1A2OP750024 PACP1A2OP750015 COU15
COB5 PAR18301
PAR18102 PACP1A2OP140024 PAC12101PAOP405 COU12
COB3 PAR18902 PACP1AOP220014 PPAAOCP1205202
PAR19101 COU6
COB1
PAB2301 PAB2101 PAB1901 PAB1701 PAB1501 PAB1301 PAB1101 PAB901 PAB701 PAB501 PAB301 PAB101
PAU1401 PAU801 PAU1601 PAU1301 PAU701 PAU1501 PAU1201 PAU601
PAC12601 PAC11401 PAC12802 PAC12501 PAC11301 PAC12901 PAC12401 PAC10902
COC126 PAC12602 PAU1402 PAU1403 COC1 4 PAU802 COC128 PAC12801 PAU1602 COC125 PAU1302 COC1 3 PAU702 COC129 PAC12902 PAU1502 COC124 PAU1202 COC109 PAU602
PAC11402 PAU803 PAU1603 PAC12502 PAU1303 PAC11302 PAU703 PAU1503 PAC12402 PAU1203 PAC10901 PAU603
COF23 COF21 COF19 COF17 COF15 COF13 COF9 COF7 COF5 COF3 COF1
PAF2302 PAF2301 PAF2101 PAF2102 PAF1902 PAF1901 PAF1701 PAF1702 PAF1502 PAF1501 PAF1302 PAF1301 PAF1 01 PAF1 02 COF11
PAF901 PAF902 PAF702 PAF701 PAF502 PAF501 PAF302 PAF301 PAF101 PAF102
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
Appendix F: Slave module code

In this appendix, the code developed for the testing of the slave module software is shown.
#include "Prueba_va_2.h"
#include "Prueba_va_2_private.h"
/* Block signals (default storage) */

B_Prueba_va_2_T Prueba_va_2_B;
/* Block states (default storage) */

DW_Prueba_va_2_T Prueba_va_2_DW;
/* Real-time model */
RT_MODEL_Prueba_va_2_T Prueba_va_2_M_;
RT_MODEL_Prueba_va_2_T *const Prueba_va_2_M = &Prueba_va_2_M_;
int var =0;
int buffLen=4;
int State;
int i;
int errFlg = NOERROR;
unsigned int recbuff[16];
void Configuration (int cnt);
void SendConfiguration (int cnt);
void SampleSend(int cnt);
void Prueba_va_2_step(void)
{
/*********** UART data *****************/
{
for (i = 0; i < 17; i++)
recbuff[i] = 1;
/* Receiving data */
errFlg = scic_rcv(recbuff,buffLen, LONGLOOP, 1);
memcpy( &Prueba_va_2_B.SCIReceive[0], recbuff, 14);
}
/********* Send CAN Msg *************/

{
{
Prueba_va_2_B.CANPack.ID = 0U;
Prueba_va_2_B.CANPack.Length = 8U;
Prueba_va_2_B.CANPack.Extended = 0U;
Prueba_va_2_B.CANPack.Remote = 0;
Prueba_va_2_B.CANPack.Data[0] = Prueba_va_2_B.SCIReceive[0];
157
_____________________________________________________________________________________________________________________________________________________________________________
{
tCANMsgObject sTXCANMessage;
sTXCANMessage.ui32MsgLen = Prueba_va_2_B.CANPack.Length;// size
of message
sTXCANMessage.pucMsgData = (unsigned
char*)Prueba_va_2_B.CANPack.Data;
sTXCANMessage.ui32MsgID = Prueba_va_2_B.CANPack.ID;// CAN
message ID - use 1
sTXCANMessage.ui32MsgIDMask = 0; // no mask needed for TX
sTXCANMessage.ui32Flags = MSG_OBJ_NO_FLAGS;
CANMessageSet(CANB_BASE, 2, &sTXCANMessage, MSG_OBJ_TYPE_TX);
}
{
Prueba_va_2_B.CANPack.ID = 1U;
Prueba_va_2_B.CANPack.Length = 8U;
Prueba_va_2_B.CANPack.Extended = 0U;
Prueba_va_2_B.CANPack.Remote = 0;
Prueba_va_2_B.CANPack.Data[7] = var;
}
{
tCANMsgObject sTXCANMessage;
sTXCANMessage.ui32MsgLen = Prueba_va_2_B.CANPack.Length;// size
of message
sTXCANMessage.pucMsgData = (unsigned
char*)Prueba_va_2_B.CANPack.Data;
sTXCANMessage.ui32MsgID = Prueba_va_2_B.CANPack.ID;// CAN
message ID - use 1
sTXCANMessage.ui32MsgIDMask = 0; // no mask needed for TX
sTXCANMessage.ui32Flags = MSG_OBJ_NO_FLAGS;
CANMessageSet(CANB_BASE, 3, &sTXCANMessage, MSG_OBJ_TYPE_TX);
}
/********************** Calculate Block Diagram *************************/

{
/*
* State 1 : Wake Up
* State 2 : Configuration
* State 3 : Respond
* State 4 : SendConfiguration
* State 5 : Sample&Send
*
*/
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Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
if (State==1) // Wake-Up
{
GPIO_WritePin(0,1);
DELAY_US(50);
State=2;
}else if (State==2) //Configuration

{
Configuration (var);
}else if (State==3){ //Respond
State=2;
if (Prueba_va_2_B.CANPack.Data[0]==0 && var==4)
{
var=5;
buffLen=16;
State=4;
}
}else if (State==4){ //SendConfiguration
SendConfiguration (var);
}else if (State==5){ //Sample&Send
SampleSend(var);
}
for(i=0;i<10000;i++){}
}
}
/* Model initialize function */

void Prueba_va_2_initialize(void)
{
/* Registration code */
/* initialize error status */

rtmSetErrorStatus(Prueba_va_2_M, (NULL));
/* block I/O */
(void) memset(((void *) &Prueba_va_2_B), 0,
sizeof(B_Prueba_va_2_T));
{
Prueba_va_2_B.CANPack = CAN_DATATYPE_GROUND;
}
/* states (dwork) */
(void) memset((void *)&Prueba_va_2_DW, 0,
sizeof(DW_Prueba_va_2_T));
/* Start for S-Function (c28xsci_rx): '<Root>/SCI Receive' */
159
_____________________________________________________________________________________________________________________________________________________________________________
{
GPIO_SetupPinMux(0,GPIO_MUX_CPU1,1);
GPIO_SetupPinOptions(0,1,GPIO_PULLUP);
/* Initialize Prueba_va_2_B.SCIReceive[0] */
{
Prueba_va_2_B.SCIReceive[0] = (uint8_T)2.0;
}
/* Start for S-Function (c280xcanxmt): '<Root>/eCAN Transmit' */

{
State=1;
}
}
/* Model terminate function */

void Prueba_va_2_terminate(void)
{
/* (no terminate code required) */
}
/************** Functions **********************/
void Configuration (int cnt)

{
if (var==0) //Set Baud Rate
{
var=1;
Prueba_va_2_P.baud_Value[0]=0xF2;
Prueba_va_2_P.baud_Value[1]=0x10;
Prueba_va_2_P.baud_Value[3]=0xE0;
Prueba_va_2_P.baud_Value[4]=0x3F;
var=1;
scic_xmit(&Prueba_va_2_P.baud_Value[0], 6, 1);
}else if (var==1) // Autoadress1
{
Prueba_va_2_P_2.adrres_Value[0]=0xF1;
Prueba_va_2_P_2.adrres_Value[1]=0x0E;
Prueba_va_2_P_2.adrres_Value[2]=0x10;
Prueba_va_2_P_2.adrres_Value[4]=0x5F;
scic_xmit(&Prueba_va_2_P_2.adrres_Value[0], 5, 1);
var=2;
}else if (var==2) //Autoadress2
{
Prueba_va_2_P_2.adrres_Value[1]=0x0C;
160
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
var=3;
}else if (var==3) //SetAdressIC
{
var=4;
Prueba_va_2_P_2.adrres_Value[1]=0x0A;
}else if (var==4) //Disable High Side
Receiver
{
Prueba_va_2_P.baud_Value[2]=0x0A;
Prueba_va_2_P.baud_Value[4]=0x2E;
Prueba_va_2_P.baud_Value[5]=0x9C;
}
}
void SendConfiguration (int cnt)
{
if (var==5) //Disable Low Side
Transmitter
{
var=6;
Prueba_va_2_P.baud_Value[5]=0xB4;
}else if (var==6){ //Clear Fault IC

var=7;
Prueba_va_2_P.baud_Value[4]=0xC0;
}else if (var==7){ //Clear Fault IC

var=8;
161
_____________________________________________________________________________________________________________________________________________________________________________
Prueba_va_2_P.baud_Value[3]=0xFF;
Prueba_va_2_P.baud_Value[6]=0xAC;
}else if (var==8){ //Initial Sampling
delay
var=9;
Prueba_va_2_P.baud_Value[2]=0x3D;
} else if (var==9){ //Sample period
var=10;
Prueba_va_2_P.baud_Value[3]=0xBC;
}else if (var==10){ // Oversampling
rate
var=11;
Prueba_va_2_P.baud_Value[5]=0xCC;
}else if (var==11) //Clear and Check

Faults 1
{
Prueba_va_2_P.baud_Value[5]=0xBE;
var=12;
Faults 2
{
Prueba_va_2_P.baud_Value[3]=0xFF;
162
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
var=13;
Faults 3
{
var=14;
}else if (var==14) //Select num
cells 1
{
Prueba_va_2_P.baud_Value[5]=0xAE;
var=15;
} else if (var==15) //Select num
cells 2
{
var=0x17;
Prueba_va_2_P.baud_Value[4]=0x7F;
Prueba_va_2_P.baud_Value[7]=0xA0;
int i=0;
for(i=0;i<10000;i++){}
for(i=0;i<10000;i++){}
163
_____________________________________________________________________________________________________________________________________________________________________________
}else if (var==0x17){
var=0x16;
State=5;
//Balance Config.
int i=0;
for(i=0;i<10000;i++){}
//Balance enable
Prueba_va_2_P.baud_Value[4]=0x00;//0x3F ON
for(i=0;i<10000;i++){}
//Open Wire
Detection test
Prueba_va_2_P.baud_Value[5]=0xD8;
}
void SampleSend(int cnt)
{
//Sample and send
164
Jon Pérez Blanco
______________________________________________________________________________________________________________________________________________________________________________
for(i=0;i<10000;i++){}
/*
165

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Proyecto Fin de Grado

Design of the systems of an Electric Powertrain

for a Formula Student

Jon Pérez Blanco

Pº Manuel Lardizabal, 13. 20018 Donostia-San Sebastián, Gipuzkoa

4.1.3 Current sensing................................................................................................. 55

Figure 48: TSAL location in the main hoop .............................................................................. 50

Figure 96: Step 9 .................................................................................................................... 107

DV: Driverless Vehicle PWM: Pulse Width Modulation

1.1 Formula Student

Figure 1: TER18 and TER19

1.3 Project scope, objectives and structure

2. STATE OF THE ART

2.1 Electric Powertrain

Figure 2: Powertrain of the Audi e-tron

Figure 4: In-Wheel motor of a Formula Student

Figure 3: Powertrain of the KIT D19, Karlsruhe Institute of Technology

2.2 Battery Management System

2.2.1 BMS in Formula Student

Figure 5: BMS from Revolve NTNU, Trondheim NTNU

Figure 6: Powertrain of the TER19

3.1 Motor and Inverter

Figure 7: Inverter of the TER19. Control board and shielding

Figure 8: Inverter of the TER19. Power circuit

3.1.1 Electrical installation

Figure 9: Connections of the resolver

Figure 10: EMRAX 188HV with resolver

3.1.2 Setting of the parameters

Figure 11: NDrive

Figure 12: Inverter of the TER20. Upper view

Figure 13: Inverter of the TER20. Perspective view

Figure 14: Fuse example

3.2 Accumulator Container

Figure 15: Detailed accumulator container

Figure 16: TER19 and TER20 accumulator container

3.2.1 Battery and assembly

Figure 17: Cell connections

Figure 18: Deformed bolt

3.2.2 Shutdown Circuit

Figure 19: Shutdown Circuit example

3.2.3 High Voltage Components

Accumulator Isolation Relays

Contact arrangement Form A SPST-NO

High Voltage cables

Figure 21: HV cable

Figure 22: Maintenance plug

Figure 23: Maintenance plug derating curve

High Voltage Connector

Figure 24:HV Connector. HVP 800

High Voltage Disconnect

Figure 25: HVD. EM30MSD

Component Continuous [A] Max. current [A]

3.2.4 Current sensing

Figure 26: Current sensor measuring range in function of Vref

3.2.5 Voltage Indicator

Figure 27: Voltage Indicator schematic

3.2.6 High Voltage measurement circuit

VOLTAGE DIVIDER HALL EFFECT

Figure 28: Hall Effect sensor schematic

Figure 29: Hall Effect sensor PCB

As it can be observed, the maximum voltage is equal to 3 V, so the microcontroller can

Figure 30: Voltage divider circuit schematic

The pre-charge circuit can be seen in figure 31.