Teknofest Rulebook 2023

INTERNATIONAL
International EC Electric Vehicle www.teknofest.org

CONTENTS
DEFINITIONS 3
I. ADMINISTRATIVE AND FINANCIAL RULES 4
1. Aim and Scope of The Competition 4
2. Event Schedule 4
3. Application Rules 4
4. Technical Design Report 5
5. Dynamic Driving Test Video 7
6. Braking Test Video 7
7. Financial Supports 8
7.1. Preparation Support 8
7.2. Vehicle Transfer Support 8
7.3. Collaboration Supports 8
8. Race Week 9
9. Awards 12
9.1. Performance Awards 12
9.2. Visual Design Award 12
9.3. Jury Award 13
9.4. Domestic Product Awards 13
9.5. Transferring of the Awards 13
10. Other Provisions 13
II. TECHNICAL RULES 14
1. Being Domestic 14
2. Motor 17
3. Motor Driver 17
4. Battery 18
4.1. Battery Management System (BMS) 20
4.2. Battery Packaging 22
4.3. Embedded Recharging Unit 24
4.4. Procedure to be Followed in Technical Inspections 25
5. Telemetry 26
6. Drawing of Electrical Schematic and Equipment Placement 28
7. Electrical Safety 28
8. Energy Management System (EMS) 33
9. Electrical Equipment and Power Supply 34
10. Electronic Differential Application 35
11. Vehicle Control Unit (VCU) 36
12. Insulation Monitoring Device 38
13. Steering System 39
14. Door Mechanism 41
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15. HYDROGEN SYSTEM (fuel cell, fuel cell control system, hydrogen line and metal hydride
cylinders) 42
16. PHYSICAL SPECIFICATIONS 46
16.1. Vehicle Measurements 46
16.2. Vehicle Body 47
16.3. Door 48
16.4. Weight 49
16.5. Wheels 49
17. SAFETY EQUIPMENT 50
17.1. Placement of Battery Pack 50
17.2. Location of the Fuel Cell Stack 50
17.3. Location of the Battery Package and the Fuel Cell Stack Together 50
17.4. Brakes 51
17.5. Fastening Equipments 54
17.6. Safety Belts 54
17.7. Helmet, Racing Suit, Gloves, and Shoes 54
17.8. Fire Extinguishers 56
17.9. Roll Bars and Roll Cages 56
17.10. Rear View 60
17.11. Tow Bars 60
17.12. Windscreen, Windows, and Wipers 60
17.13. Cockpit 60
17.14. Seat 61
17.15. Steering Wheel 64
17.16. Vehicle Components with Basic Functions 64
17.17. Mitigating the Risk of Injury 65
17.18. Horn 65
17.19. Speedometer 65
17.20. Break Light and Headlight 65
17.21. Reverse Driving 65
17.22. Dash Camera 66
17.23. Emergency Evacuation 66
17.24. Logos 66
18. THE ELECTROMOBILE AND HYDROMOBILE RACE 67
18.1. Track Information: TÜBİTAK Gebze Campus 67
18.2. Electromobile Final Race 68
18.3. Hydromobile Final Race 68
18.4. Drag Race 70
18.5. Energy Meter Device 70
18.6. Hydrogen Consumption Measuring Device 71
18.7. Number and Time of Laps 72
18.8. Determining the Ranking 72
19. RELATED LEGISLATION 72
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20. CONTACT 73
ANNEX 1: UNSUITABLE DESIGN EXAMPLES 74
ANNEX 2: PENALTY LIST 77
ANNEX 3:AWARDS LIST 82
DEFINITIONS
● Advisor: Academic person who advises the team within the scope of the
competition or person who has knowledge and experience about electric
vehicles,
● Jury: The Advisory and Assessment Committee was established by TÜBİTAK
to benefit from the opinions of its members and to execute the International
Efficiency Challenge Electric Vehicle.
● Announcement: Announcement text that defines the activity topic, scope,
application conditions, support amounts, competition calendar, and special
issues determined by TÜBİTAK.
● Directorate: The Activities Directorate where the International Efficiency
Challenge Electric Vehicle is conducted.
● Team: The group consisting of the team captain, assistant captain, and other
team members.
● Team Captain: The person who is determined by the team and who is
responsible for communication with TÜBİTAK, who will take responsibility for
the administrative and financial issues of the team, and who is obliged to be in
the competition area during the registration and technical inspections during the
competition week.
● TEKNOFEST: Türkiye's first and only Aerospace and Technology Festival
organized with the participation of many institutions playing a critical role in
developing national technology in Türkiye.
● TÜBİTAK: The Scientific and Technological Research Council of Türkiye.

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I. ADMINISTRATIVE AND FINANCIAL RULES
1. Aim and Scope of The Competition
● The objectives of “Efficiency Challenge Electric Vehicle”, organised by

TÜBİTAK since 2005, are to contribute to technologic development, create
awareness of alternative and clean energy sources, and provide the participants
with knowledge and professional and social experience. In this regard, it is
necessary to closely follow global technological advancements and changes.
When we look at the research and practices all over the world concerning
electrical vehicles, we see that battery-fed vehicles are at the forefront and in
the near future battery-fed vehicles will become common in our daily lives.
● The competition is organized by TÜBİTAK Science and Society Presidency
within the scope of TEKNOFEST.
● The Rules covers the rules, procedures and obligations of the race to be
organized.
2. Event Schedule
Table 1. Event Schedule
Registration Dates October 18 – November 20,
2022
Submission of Technical Design Reports January 16 - 19, 2023
Announcement of the Results of Technical January 30, 2023
Design Reports
Uploading of Letter of Commitment January 30 – February 3, 2023
Submission of Dynamic and Braking Test February 13 – 16, 2023
Videos
Announcement of Dynamic and Braking Test February 22, 2023
Videos
Race Week March 8 - 12, 2023
3. Application Rules
● Undergraduate, graduate and doctoral students from Türkiye and abroad can
participate in the competition as a team.
● The team consists of the team captain, advisor, if any, and members. The
application is made by the team captain.
● Applications are made online via https://www.t3kys.com system.
● Between the application dates, the team captain registers in the application
system and registers the other team members. No printed documents are
required from the teams in the application.
● All team members, including the team captain, must be students on the
application date. Otherwise, the student is disqualified from the race. Students
who graduate during the race week can participate in the race.
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● In teams, an academic or technical person who is an expert in the field can be
a advisor. Advisor registration, if any, must be made in the application.
● Teams should consist of a minimum of five (5) and a maximum of fifteen (15)
people, including the team captain and, if any, the advisor. The team must have
a team captain, not necessarily an advisor.
● Teams may consist of different university students. The team captain provides
the coordination and necessary communication.
● It is mandatory to have a driver and a reserve driver in the team. Any member
of a team, including the team captain, can be a driver/reserve driver. If there is
an advisor in the team, he cannot act as a driver/reserve driver.
● A member (including team captain and advisor) cannot be a member of more
than one team.
● If the same team captain makes more than one application during the
application period, the last application made by date is taken into account.
● All correspondence with TÜBİTAK is done by the team captain. The team
captain is selected as the communication manager in the KYS.
● The follow-up of the processes (application, report upload, forms to be filled,
etc.) is the duty of the communication officer (team captain), and TÜBİTAK or
TEKNOFEST is not responsible for delays and/or disruptions caused by the
communication officer (team captain).
● E-mails with administrative and financial questions about the team should be
sent by the team captain. Other members in teams can only send e-mails on
technical issues.
● The race is organized in two categories as electromobile and hydromobile.
Teams can only apply to one category. It is not possible to change the category
after the application period.
● The team name cannot be used by another team. TÜBİTAK may request name
change from teams applying with the same team names. Applications cannot
be made with the same team name in both electromobile and hydromobile
categories.
● All the responsibility of the students in the preparation works and in the race
area, including the application registration, belongs to the team captain.
● For team captain changes, foreign teams must send their team captain change
petition to the [email protected] by e-mail address on the dates
specified in the event schedule and the wet signed version is delivered in the
race area.
● Teams can withdraw from the competition. They must report their withdrawal
with a petition signed by the team captain to [email protected].
● The formats of the team captain change petition is announced at
www.teknofest.org.
4. Technical Design Report
● The Technical Design Report must contain detailed explanations about the
vehicle’s development process, final technical and mechanical design of the
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vehicle and specifications of domestic parts. Specifications of domestic parts
must be explained with photographs and technical pictures. It is essential for
the evaluation that the report contains the requested information clearly and in
the required format. The photos of the vehicle from inside and outside may be
placed in this report. It is the responsibility and obligation of the team captain to
prepare the report according to the required format.
● Technical design report preparation guide and report format will be published at
www.teknofest.org.
● The report must be uploaded on the application system in a PDF format with a
maximum size of 100 MB between the stated dates. If the report is not uploaded
to the system between the stated dates, the team will be eliminated from the
race.
● The report must be prepared in A4 format, 12 type size, Arial, with 1.15 line
spacing and bottom-top and side edges are with 2.5 cm; Including cover page,
the table of contents, bibliography and appendices, a technical design report
cannot exceed 150 pages.
● Using cover page, table of contents and bibliography in the technical design
report is not an obligation.
● Jury prepares, evaluates and scores the report (if necessary) according to the
above-mentioned format requirements. After the format conditions are met, 10
points per page are deducted from the reports that do not comply with the upper
limit of the page, with a total of 350 points.
● A drawing in A4 dimensions (21 x 29,7 cm) showing all the power circuits of the
electrical equipment of the vehicle must be given in the technical design report.
The drawing should include the following: battery, fuse, circuit breakers, power
control switches, capacitors, motor control circuits (drivers), motor or motors,
charging unit and connecting cables.
● All analysis files should be given in the related title as a link in the report.
● In case of plagiarism, copying etc. in the report, the report will not be evaluated
and the team will be eliminated from the race.
● Uploading the report in the desired format will be taken into account while
evaluating. Responsibility of uploading the report in the desired format belongs
to the team captain.
● The technical design reports will be evaluated within the scope of scientific and
technical criteria by Jury members who are experts in their fields. The total score
of the team is determined by summing the scores of all the sections in the report.
Teams whose report score is below the lower limit determined by TUBITAK, will
be eliminated from the race. Eliminated teams cannot continue to the race.
● Teams that are evaluated as successful in the technical design report will be
announced on the www.teknofest.org page.
● Teams that are evaluated as unsuccessful in the report can object to the
evaluation results from the page https://www.t3kys.com/tr within three (3) work
days from the announcement date. The objections of the teams that are
evaluated as unsuccessful in the report will be evaluated by the Jury and the
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results will be notified to the teams through e-mail. Teams cannot object to the
technical design report results for a second time.
5. Dynamic Driving Test Video
● In the Dynamic Driving Test Video the car shall make slaloms between poles 8
meters apart from each other on a 25 meters long flat surface, turn back and
return to the starting point. The driver shall perform a reverse maneuver during
turning back to assess the vehicle's maneuverability attribute.
● The schematic view of the maneuvers is given in Figure – 1. The driver needs
to complete the test with only one reverse maneuver. The viewing angles of the
vehicle and quality of the driving are important in the evaluation process.
Figure 1. Dynamic Driving Test Area Dimensions
● The video must be in mp4 format and a maximum of (2) minutes and 100 MB in
size.
● Security measures in video shooting are the responsibility of the team captain.
● At the beginning of the video, the captain or a member of the team must
introduce himself/herself by saying their own name, surname and team name.
● The video is uploaded to an online video platform and the sharing link is given
at the designated place in the system.
● Teams that do not upload their videos or that do not fulfill any/all of the above-
expected features in the video will be eliminated from the race.
6. Braking Test Video
● The Brake Test Video must be maximum of two (2) minutes and 60 MB in size.
In the video, the viewing angles and quality of the vehicle are important in the
evaluation. In the first 5-10 seconds of the video, the team captain or driver who
will drive the vehicle must introduce himself/herself by saying their own name,
surname and team name.
● The brake test video determines the braking performance of the vehicle and
should be performed on a 10° slope as in Figure 2.

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Figure 2. Brake Ramp
● The video is uploaded to an online video platform and the sharing link is given
at the designated place in the system.
● Teams that do not upload their videos or that do not fulfill any/all of the above-
expected features in the video will be eliminated from the race.
7. Financial Supports
7.1. Preparation Support
● An amount of 40.000 TRY will be given by hand to the foreign teams that are
entitled to come to the race area.
● The letter of commitment signed by the team captain should be uploaded onto
the https://www.t3kys.com system until the date specified in the schedule, an e-
mail is sent to [email protected] and the wet signed version is delivered
in the race area.
● The team captain must request the Letter of Consent of the parent/guardian for
all members under the age of 18 and delivered in the race area.
7.2. Vehicle Transfer Support
● The cargo costs that the foreign teams which are successful in the reports and
must bring their vehicles to Türkiye can be covered with an upper limit.
● This support is given to foreign teams that brought the invoice for the vehicle
transportation cost in the race area by hand.
7.3. Collaboration Supports
● Teams can cooperate with the public and private sectors before and during the
race to increase their capability and success. Within the scope of cooperation,
teams can use promotional materials in the race area / on the vehicle (except
the front hood and right door).
● In order to use the logos given by TÜBİTAK on the vehicle, teams shouldn’t
apply any other visual material on the front hood and right door.

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8. Race Week
Table 2. Race Week

First Day Registration Dynamic Driving Test ve
09:00-17:00 Technical Inspection
10:00-17:00
Second Day Races Dynamic Driving Test
08:30-12:30 08:30-12:30
13:30-17:00 Technical Inspection
08:30-17:00
Third Day Races Technical Inspection
08:30-12:30 08:30-17:00
13:30-17:00
Fourth Day Races
08:30-12:30
13:30-17:00
Fifth Day Drag Race Award Ceremony
● First Day:
⮚ On the first day of the race, registration is made between 09:00-17:00 with
the participation of all members in the field. Other days there is no
registration.
⮚ It is obligatory to have the official and student ID cards of all members in
the registration area.
⮚ During the registration, each team member will be asked to submit a wet
signed undertaking of responsibility, and the document format will be
sent to the teams.
⮚ An appointment is made for the dynamic driving test and the first technical
inspection for the teams whose registration process has been completed.
⮚ Teams are expected to pass the dynamic driving test on the first day.
Teams that fail the dynamic driving test on the first day can enter the
dynamic driving test with penalty points until noon on the second day.
(see ANNEX-2: PENALTY LIST)
⮚ Dynamic Driving and Brake Tests are the first stage of the technical check.
The team that fails the dynamic driving and braking tests cannot enter
other controls (mechanics, vehicle safety, battery packaging, battery
management system, vehicle control system, telemetry, engine,
hydrogen system, energy management system, onboard charger,
insulation monitoring device, motor driver).

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⮚ In the dynamic driving test, teams are asked to complete one lap on the
track in 4 minutes. A team that fails to complete a lap is deemed to have
failed the dynamic driving test and must retake the test. Teams have
three rights to pass the dynamic driving test, three can be used until noon
on the second day.
● Second, Third and Fourth Days:
⮚ Dynamic driving tests continue until noon on the second day.
⮚ TUBITAK assigns an appointment for three races to teams that have
successfully completed their technical inspection.
⮚ Appointment times assigned to teams can be brought forward if the team
requests and there is availability, but cannot be postponed to a later hour
or day.
⮚ A team can only use one race on the fourth day. You can request an
appointment for the second race right, Jury decides according to the
availability of the appointment.
⮚ All times that the teams will qualify for the race are determined by
TÜBİTAK.
● Fifth Day:
⮚ On the fifth day, teams that have successfully completed the dynamic
driving and received the electrical and mechanical safety labels will be
able to enter the acceleration race on the optional track.
⮚ Awards will be given to the teams that are ranked as a result of the
acceleration race.
● General Rules:
⮚ Teams are allowed a maximum of 3 technical inspections in total.
⮚ Teams' points are evaluated through the technical inspection they
entered.
⮚ Any technical work is not allowed in the technical inspection area. In case
of detection, the technical inspection is terminated and the team is
deemed not to have passed that technical inspection.
⮚ Teams bring a copy of their technical design report (either electronically
or in print) to the technical inspection area. Technical inspection is done
by considering the Technical Design Report. The members of the teams
who do not bring the Technical Design Report are asked to respond to
the detailed information.
⮚ Success in getting a “tag” in the first and second technical checks is
rewarded. (see APPENDIX-3: AWARD LIST)
⮚ For teams that have been successful in the technical checks and received
a tag, it is forbidden to remove the tags before the race or to change the
tags.
⮚ Teams are entitled to three races (efficiency race). 30 seconds to the
teams that have successfully completed the technical inspection. are
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given the right to go to the race track at intervals. Up to five teams can
race at the same time on the track.
⮚ The right to race in which the number of laps is not completed (5 laps are
not completed) is considered invalid. The final ranking of the race is
determined by the teams' best scores from their three goals.
⮚ Accommodation and transportation information of the teams during the
race week is announced on the www.teknofest.org page.
⮚ Vehicles should be designed in such a way that they can enter the
technical inspection and race in weather conditions such as light rain and
drizzle. Unless otherwise announced by TÜBİTAK, vehicles that have an
appointment in weather conditions such as light rain and drizzle will enter
the technical inspection, the appointments of the teams that have an
appointment to race on the track are not cancelled.
⮚ Vehicles must be moved without starting the engine (by pushing) for
safety reasons in common areas where the team is located.
⮚ The teams or team members found to have violated the administrative,
sportsmanship and ethical rules of the race during the race week will be
penalized / banned from the race by TÜBİTAK. penalties may apply.
⮚ Warnings, invalidation of the race points or elimination from the races may
be imposed on teams that are determined to not comply with the safety
and driving rules determined by TÜBİTAK, neglect to take the necessary
measures to endanger race safety, and/or do not take the necessary
precautions intentionally.
⮚ The team captain is responsible for the management of the team tents,
the work done and all the materials delivered to the tent. Production,
repairs, etc., which are not suitable for occupational health and safety in
tents. work is not allowed.
⮚ It is essential that the vehicles of the teams arrive ready for the race. The
teams' work in tents should be aimed at completing the deficiencies that
occur during technical inspections or later.
⮚ TÜBİTAK may, if necessary, perform unannounced technical inspections
on the vehicles at any time during the race week, in order to prevent a
situation that may put the race and driver safety at risk.
⮚ Teams are required to enter the technical inspections and get the labels
determined by TÜBİTAK for the use of the test track other than the race.
⮚ TÜBİTAK may update the calculation formulas when it deems necessary.
⮚ During the race week, teams have the right to submit a maximum of 5
objection petitions signed by the team captain. A second petition on the
same subject will not be accepted. Petitions are evaluated and decided
by TUBITAK. Decisions are communicated to the team captain email of
the team.

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⮚ After the race, the vehicles are registered in the university/institution
where the team captain is a student in order to be developed in the
coming years.
9. Awards
Table 3. Awards
Award Definition Amount
First Place 100.000 TRY

Performance Awards (Electromobile and
Hydromobile) Second Place 90.000 TRY
Third Place 80.000 TRY
Visual Design Award 30.000 TRY
Jury Award 30.000 TRY
First Place 60.000 TRY

Domestic Product Awards
Second Place 50.000 TRY
(Electromobile and Hydromobile)
Third Place 40.000 TRY
9.1. Performance Awards
● Performance awards given to the teams with the highest score in the final races
held within the scope of the rules specified in the title of "ELECTROMOBILE
AND HYDROMOBILE FINAL RACE".
● If the conditions of the race track and the city concept mission to be applied
change, the score limit can be updated. If there is a team with the same score,
more than one team can be awarded the same award.
9.2. Visual Design Award
● Visual Design Award is the award given to the team that is found to be unique
and aesthetic in terms of interior and exterior appearance of the vehicle (shell,
console, cockpit, etc.), industrial production and/or suitable for daily use.
● In the award evaluation, the technical design report submitted by the teams and
the examinations made during the race week are taken into consideration.
● If deemed appropriate by the Jury, the Visual Design Award can be given to
more than one (1) team from the teams that get sticker in the Electromobile and
Hydromobile categories and go to the race track. In this case, the award amount
specified in the table is transferred to each team. If the criteria are not met, the
award may not be awarded.

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9.3. Jury Award
● The Jury Award is the award that is given to the team that brings innovation to
the race and makes positive contributions to it’s spirit apart from performance
and design.
● For the evaluation of the award, the observations made by the Jury and
TÜBITAK officials during the race week are taken into consideration.
● If deemed appropriate by the Jury, the Jury Award can be given to more than
one (1) team from the teams that get sticker in the Electromobile and
Hydromobile categories and go to the race track. In this case, the award amount
specified in the table is transferred to each team. If the criteria are not met, the
award may not be awarded.
9.4. Domestic Product Awards
● Domestic product awards are the awards given to teams that are found superior
in domestic design and production in terms of products produced and used in
the vehicles.
● It is determined among the teams that have the highest number of domestic
parts among the teams that have produced the four mandatory domestic parts
specified in the title of “II. TECHNICAL RULES – 1. Being Domestic”. Successful
completion of the race is required.
9.5. Transferring of the Awards
● If foreign teams receive any awards, the amount of the award is paid in cash in
the race area.
10. Other Provisions
● During the competition, all participants must follow the announcements made
on the http://www.teknofest.org website and sent to their registered e-mail
addresses at https://www.t3kys.com
● If deemed necessary by TÜBİTAK, changes in the rules booklet can be made
until the application deadline. The most recently announced updated rules
booklet is valid in the competition.
● In the event of a disagreement concerning the technical rules, the decision of
Jury will be valid. In cases where there is no provision in the Rules, the decision
of the TÜBİTAK Events Division will be applied.

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II. TECHNICAL RULES
1. Being Domestic
● Electromobile and Hydromobile teams must have designed and produced four
vehicle subcomponents that are mandatory, which are stated below,
themselves in accordance with the criteria specified in technical design report.
Mandatory sub-parts for Electromobile:
i. Motor
ii. Motor drive
iii. Battery management system (BMS)
iv. Embedded Recharging Unit
Mandatory sub-parts for Hydromobile:
i. Motor
ii. Motor drive
iii. Battery management system (BMS)
iv. Energy management system (EMS)
● Teams can participate in the race in exchange for penalty points for each piece
missing from the mandatory domestic parts in the category they participate in
(see APPENDIX 2: PENALTY LIST). However, in order for a team to complete
the technical checks and participate in the race, it must make at least two of
the mandatory sub-pieces domestic (see APPENDIX 2: PENALTY LIST).
● Award points (see APPENDIX 3: AWARD LIST) are awarded for each domestic
sub-parts.
Optional sub-parts:
a) Battery packaging (Electromobile and Hydromobile)

b) Electronic differential application (Electromobile and Hydromobile)
c) Vehicle control system (VCS) (Electromobile and Hydromobile)
d) Fuel cell (Hydromobile)
e) Fuel cell control system (circuit) (Hydromobile)
f) Insulation monitoring device (Electromobile and Hydromobile)
g) Steering system (Electromobile and Hydromobile)
h) Door mechanism (Electromobile and Hydromobile)
i) Braking system (Electromobile and Hydromobile)
j) Passenger Seat (Electromobile and Hydromobile)
● Table 4 shows the summary of the parts that the teams applying to the
electromobile category must make domestically, either compulsory or
optionally, in order to participate in the race.
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● In order for a team to participate in the race in the electromobile category, it
must have the parts shown at the end of the table, either ready-made or
domestic. (Engine, Motor driver, Battery management system, Battery Packing,
Steering system, Door mechanism, Brake System)
● A few examples of the systems in the table;
⮚ The built-in charging unit is one of the parts that the teams must make
domestically. However, it does not have to be in the vehicle. If the teams
could not design it themselves, they do not have to have a ready on-board
charging unit on the vehicle. If the vehicle does not have a built-in charger
or is a ready-made product, 50 Wh penalty points are applied to the teams.
⮚ Insulation monitoring device does not have to be in the vehicle. Ready-
made teams receive neither a reward nor a penalty. However, if the team
is able to design and apply an isolation monitoring device to the vehicle, it
receives 10 Wh reward points.
⮚ The vehicle must have a steering system. If there is no steering system,
the vehicle cannot participate in the race. If ready, no penalty is applied.
The team's own design gets 10 Wh reward points.
Table 4. Ready-made/domestic parts required for Electromobile Category teams to participate in the race
Sub System Mandatory Must be Not mandatory If does not
domestic, to be domestic, exist in a car
otherwise if a team makes (ready use or
panlty point this as domestic)
domestic, rewad teams will be
points gained banned from
the race
1 Motor X X X
2 Motor driver X X X
3 Battery X X X
management
system
4 Built in charging X
unit
5 Battery packaging X X X
6 Electronic X
differential
application
7 Vehicle control X
system
8 Isolation X
monitoring device
9 Steering system X X X
10 Door mechanism X X X
11 Brake system X X X
12 Passenger Seat X X X

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● Table 5 shows a summary of the parts that are required or optionally
domestically produced by the teams applying to the hydromobile category to
participate in the race.
Table 5. Ready-made/domestic parts required for Hydromobile Category teams to participate in the race
Sub System Mandatory Must be Not mandatory If does not
domestic, to be domestic, exist in a car
otherwise if a team makes (ready use or
panlty point this as domestic)
domestic, rewad teams will be
points gained banned from
the race
1 Motor X X X
2 Motor driver X X X
3 Battery X X X
management
system
4 Energy X X
management
system
5 Built in charging X
unit
6 Battery packaging X
7 Electronic X
differential
application
8 Vehicle control X X
system
9 Isolation X X
monitoring device
10 Steering system X X X
11 Door mechanism X X X
12 Brake system X X X
13 Fuel cell X X X
14 Fuel cell control X X X

system
15 Passenger Seat
● In technical inspections, it will be checked whether the parts declared as

domestic in the technical design report meet the being domestinc requirement.
Reporting and production of domestic parts are expected to be team specific.
● In the reports of the electromobile and hydromobile teams affiliated with the
same student club, both teams get 0 points for each part/title that is the same
for the mandatory domestic parts with the same design, those parts are not
counted as domestic.
● In the reports of electromobile and hydromobile teams affiliated to the same
student club, both teams get 0 points for each part/title that is the same for
16
optional domestic parts with the same design and those parts are not counted
as domestic.
● The design of the domestic parts must have been originally made by the team.
Even if the production works of the designs belonging to ready-made products
are made by the team, they will not be considered domestic.
● In order for a team to use the domestic part made in the previous year, the
comparison table requested in the technical design report must be presented in
detail.
● A vehicle part that was accepted as domestic in the past races will not be
considered as domestic unless it meets the necessary conditions specified in
this document. Designs of domestic parts need to be defended by team
members during technical checks. Even if the designs made by third parties,
such as consultant, design office etc. are produced domestically, they are not
considered as domestic. The students taking part in the team are responsible
for the domestic design, production, reporting and making the necessary
explanations in the technical inspections.
2. Motor
● The teams that design and manufacture the electric motor domestically are
responsible for the following items during the technical inspections:
i. Awareness of general electrical machine theory and construction

ii. Awareness of electrical and mechanical properties
iii. Giving information about magnetic and thermal analysis
iv. Giving information on production stages with visuals such as photos and
videos
v. Giving information about the test method and results
● It will be checked in the technical design report and technical inspections that
the required analyses are done by the team. The thermal, magnetic and
electrical analyses provided by the manufacturer for ready-made products
(core, winding, etc.) prevent the motor from being accepted as a domestic
product. All design and optimization stages of the motor should be done by the
team, and the simulation results should be presented in stages in the technical
design report and technical inspections.
● In order for the electric motor to be accepted as domestic, it must pass the
dynamic driving test while it is on the vehicle.
● In order for the electric motor to be accepted as a domestic part, the raw files of
the program showing the design and simulation results of the motor must be
sent together with the technical design report. In technical inspections, Jury may
request these files be run and shown.
3. Motor Driver
● Teams that perform the design and production of motor drivers domestically are
17
responsible for providing information on the following subjects during technical
inspections:
i. Electrical circuit design and protection circuits

ii. Efficiency analysis of electrical circuit design
iii. Simulation study and control algorithm
iv. Printed circuit board design
v. Production stages with visuals such as photos and videos
vi. Test method and results
● All design and optimization stages of the motor driver and simulation results
should be presented step by step in the technical design report and technical
checks. The motor driver circuit must be placed in a box and fixed inside the
vehicle. The box should be designed to protect motor driver circuit from external
factors such as water, oil, dust etc. Boxing of the motor driver is mandatory and
teams not complying with this rule will not be allowed to participate in the race.
During the technical checks, Jury may request that the motor driver be removed
from its fixed location and shown for detailed examination. Plug-in connectors
should be used for electrical connections between motor driver and other units
such as motor, battery etc. Teams that don’t use plug-in connectors can
participate in the race with penalty (see ANNEX 2: PENALTY LIST).
● For the motor driver to be accepted as a domestic part, the raw program files
showing the design and simulation results must be sent together with the
technical design report. During technical checks, Jury may request these files
to be run and shown. In technical checks, each team will be given maximum of
10 minutes for evaluation of motor driver as a domestic part.
● Motor driver will not be accepted as a domestic part unless vehicle passes
dynamic driving test with motor driver in question.
4. Battery
● Battery: is the system which generally consists of a battery protection container

and one or more battery packs formed by battery cells.
● Battery Cell: is a single cell with lithium-based plus and minus terminals.
● Battery Pack: is the group that includes multiple battery cells combined in
series, parallel, series-parallel or parallel-series and includes temperature
sensors.
● Since lithium-based battery technologies are used in electric vehicles today,
only lithium-based batteries will be allowed to be used in the race.
● The battery should be placed inside the vehicle and protected from short circuit
and leakage by a protection container.
● The battery pack should be insulated from the driver’s compartment without
leaving a gap to prevent flame and gas transfer. This insulation must be
provided by a solid wall. In addition, the battery package should be placed in an
easily accessible location that allows measurement and inspaction during
18
technical inspections.
● The battery package should be protected by a barrier to prevent direct damage
in the event of an accident.
● The battery must be easily accessible from the outside without removing any
component of the vehicle (hood, motor, seat, BMS, etc.).
● The protection container should be securely fastened to the floor of the vehicle
using grade 8.8 bolts and nuts with a minimum diameter of 8 mm. The fixing
process must be done such that the fixing apparatus and fixing points cannot
move out of position even in the event of an accident.
● The battery should have a fuse for high current and short circuit protection, and
a manual breaker to ensure safety in cases where interference to the battery is
required (e.g. service disconnect).
● There should be at least two temperature sensors in the battery package to
measure the temperature of the package, and one temperature sensor outside
the battery package to use in technical inspections, as shown in Figure 3.
Figure 3. BMS connection of battery packaging

● The placement of the cells used in the package should be visible after opening
the case. The placement of the temperature sensors should be determined by
the results of the thermal analyzes.

19
4.1. Battery Management System (BMS)
● The BMS is an electronic system that enables the rechargeable battery cells
and packages to operate within safe operating limits, and its use is mandatory.
For this purpose, the BMS should monitor the voltage, current, temperature (of
the hottest cell in the package), state of charge (SOC) of each battery cell and
package, and take the necessary safety measures when the safe operating
limits are exceeded. The voltage of each battery cell, the temperature of each
package, and the SOC must be displayed on a computer via telemetry. The
battery voltage, the highest temperature of the battery packs, and the SOC
value should be clearly, accurately and continuously monitored on the display
in the driver's cockpit. How the SOC and the maximum temperature value is
determined should be described in detail in the technical report. A passive or
active balancing system should be used to eliminate voltage imbalances that
may occur in the battery cells.
i. The use of voltage divider circuit to measure individual cell voltages is not
permitted. BMS ICs or differential amplifiers should be used to measure
cell voltages. It is recommended to use BMS ICs in BMS design.
ii. There should be at least two temperature sensors in the battery package
to measure the temperature of the package, and one temperature sensor
outside the battery package to use in technical inspections. The total
number of temperature sensors should be at least 2*battery modules + 1.
For example if the battery pack consists of two modules, then the pack
should have at least 5 (2*2+1) temperature sensors.
iii. It should be the highest temperature value of the battery pack if only one
temperature value is to be monitored. The determination process of the
highest temperature value should be described in the technical design
report
iv. The temperature indicator should be electrically connected to a warning
flasher. The flasher should give an audible warning when the battery
temperature reaches the critical temperature level. The audible warning
should be heard at 80 dB from a distance of 2 m. At the same time, the
electrical connection of the battery pack to the system should be
interrupted by an automatic protection system. A range must be provided
between the activation temperature of the audible warning system and
the system shutdown temperature to allow testing. However, due to the
position of the temperature sensor in the battery pack or the battery
packaging technique, these values may vary within a temperature range
of 15 °C.
v. It is required that the cells be integrated (series, parallel, series-parallel or
parallel-series) in groups (4 or 5, etc.) and each group should be
separated from the others by an inflammable material (See Figure 4). The
number of cells, the cell connection diagram, and a diagram showing the

20
placement of temperature sensors should be detailed in the technical
design report.
Figure 4-a. Sample drawing for battery box
Figure 4-b. Sample BMS for lithium-based batteries
Figure 4-c. Box and sample BMS for lithium-based batteries

● Teams that develop the BMS domestically shall be responsible for the following
items during technical inspections:

21
i.
Physical demonstration of the BMS (the BMS should be easily accessible
from outside the vehicle),
ii. Providing required information and block diagrams on the BMS design
and operation principles (Circuit diagram, PCB drawings, simulation, etc.),
iii. Providing information on the balancing method used in the system and its
implementation,
iv. Providing algorithms used to perform measurements and estimations,
such as individual battery cell voltage, temperature of each pack,
detection of the package with the highest temperature and state of
charge.
v. The voltage of each battery cell must be measured by the BMS and
displayed on the driver dashboard (all cell voltages or at least peak/low
cell voltage)
● In technical inspections, the passive or active balancing system, safety
measures described above, and whether the flasher is functional or not will be
checked.
4.2. Battery Packaging
● The battery’s protective housing has to completely encircle the batteries (to
prevent short circuit of conducting parts as well as battery terminals) and must
be made of a material that is resistant to mechanical impacts and fire (protective
vessels manufactured from wood, plexiglas, polystyrene, and inflammable
plastic are not acceptable) and prevents leakage of battery liquid (See Figure
6). The team that owns the vehicle is obliged to prove that the battery fixing
mechanism and battery compartments are strong enough to resist the stresses
defined for the roll bars by a test result or an analysis data.
i.
In order to cool the batteries, an air or water cooled system should be
designed, and if an air-cooled system is to be used, the outlet of the
ventilation duct should be outside of the vehicle.
ii. The cooling air or water system valves, fans or pumps should be activated
with the increase of battery temperature and keep it at the temperature
limits that the battery can perform efficiently.
iii. “High Voltage” warning signs/labels should be visible on each battery
pack.
iv. Location of the battery pack should be indicated on the exterior of the
vehicle with a visible “High Voltage” sign.
v. The control measures given below should be implemented in case of a
fire hazard in the vehicles.
● Short circuit protection must exist for the pack and cells. If possible, cells with
these protections (CID, PTC) should be preferred.
● High (overcharged) and low (over discharge) voltage protections must be
provided.
● There must be temperature protection. The cooling system should be designed
22
to shut down the entire system when the critical temperature is exceeded.
● During the module design, heat distribution balancing between the cells should
be considered.
● The cells, modules and packages should be free of mechanical deformation
i. A physical separation must be placed between the battery pack and the
BMS.
● The cells inside the battery pack should not be simply connected to each other
by a cable. For the connecting of the cells, bus bars or special connecting
apparatuses should be used. Thus, welding (laser, ultrasound, direct, etc.),
soldering, or screwed systems can be used for connecting the cells to each
other. The cells should be fixed to the battery housing. Flammable materials
such as silicone or polyurethane foam should not be used for fixing.
● The wiring of the BMS should be done in a certain manner and in a such way
that does not cause isolation problems. The battery housing, battery, and BMS
should be accessible with ease from the outside of the vehicle. Connection and
fixing equipment must definitely be in accordance with the previous definitions
and suitable for an external measurement.
● During the technical inspections, the data sheets of the batteries, the protective
housing, and safety measures will be checked. It will not be allowed to
participate to the race with inappropriate battery and battery components,
including batteries which have location problems that can not be accessed from
the outside.
● In order for the battery pack to be accepted as a domestic product, the following
points need to be detailed in the technical design report as well as explained
during the technical inspections:
i. Cell type (pouch, cylindrical, prismatic, etc.), electrochemical data sheets

(charge-discharge characteristics of the cells, nominal voltage of the cells,
energy density of the cells, etc.),
ii. Battery housing material and mechanical (tensile strength, impact
resistance), thermal (melting point), and electrical (dielectric constant)
properties of the material,
iii. Placement of the battery cells and temperature sensors in the battery
pack
iv. The method of fixing the cells in the battery housing,
v. Thermal and mechanical properties of each component (including the
battery housing),
vi. Thermal analysis of the battery pack,
vii. Battery cooling system (air, water, etc.) details,
viii. The placement and fixing details of the battery pack,
ix. If the battery housing is designed with an electrically conductive material
(carbon fiber, stainless steel, etc.), the inner surface of the battery housing
must be isolated with an insulating and inflammable material (inflammable
PVC-inflammable paper, etc.).
23
● Moreover, details of the design should be supported by photographs in the
technical design report. In summary, the considered parameters in the scoring
of the battery packaging are as follows:
● Characteristics of the cell:
i. Electrical characteristics of the cell

ii. Thermal characteristics of the cell
iii. Mechanical characteristics of the cell
● Thermal analysis of the battery pack

● Battery housing:
i. Design details
ii. Explanations with the design
● Cooling system details of the battery pack

● If exist, pre-charge circuit design and explanations
4.3. Embedded Recharging Unit
● This is a switched power supply that is fixed on the vehicle and can charge the
battery group by being fed from the grid. It is not obligatory to use this unit;
however, it is recommended since it will avoid such risky processes as
detaching and reattaching the battery box for charging and it could be easily
recharged anywhere. For this purpose, a ready-made power supply could be
used. However, it should be designed and manufactured by the team in order
to meet domestic design criteria. Since this power supply will manage the
recharging process of the battery group together with the control unit, it could
be considered a part of the BMS. The specifications of this unit are listed below.
i. It should have a minimum power level of 500 W in order to recharge the

battery group in an acceptable time.
ii. The battery group should be able to be recharged over a single-phase
grid. Three phase sources could be used; nonetheless, a single separate
phase input should be provided.
iii. Active or passive power factor correction feature is not obligatory but is
recommended.
iv. Besides a full-bridge or half-bridge converter, other switching converter
topologies can also be used. It is necessary to provide electrical insulation
of the power supply between the grid and the battery group.
v. A transformer operated at grid frequency (50/60 Hz) cannot be used as
the main power transformer inside a switching power supply. These kinds
of power supplies will not be accepted as switching converters. Similarly,
if a grid frequency operating transformer is used as electrical insulation
between the grid and the vehicle, that power supply will not be regarded
as a switched power supply. Chopping grid voltage by thyristor or triac will
24
also not be considered as a switched power supply. These kinds of on-
board power supplies that contain a grid frequency-operating transformer
can be used to charge batteries and partial report points will be given, but
they will not be regarded as domestic components.
vi. For electrical safety, a converter that rectifies the grid and decreases the
voltage by a buck converter and charges the battery will not be permitted
since galvanic electrical insulation between the grid and the vehicle is not
provided.
vii. An embedded recharging unit must be on the vehicle during the races.
● The recharging unit will be inspected in technical inspections by measuring the
current and voltage values from the output ends.
4.4. Procedure to be Followed in Technical Inspections
● During the technical inspection, BMS, Battery pack and on board charger will
be inspected
i. During the inspection, the wheels will be lifted. The current and voltage
measurements will be measured from the on board charger. The
schematic of this inspection was shown in Figure 5 below.
Figure 5 - a. Battery pack, BMS and embedded recharging unit controls

25
Figure 5 - b. Embedded recharging unit controls
ii. Battery needs to be at 30-60 % SOC before the inspection.

iii. Once the battery is connected to the charger, the VCU or BMS system
should be able to close and open the S1 and S2 gates, respectively like
shown in Figure 6.
Figure 6. S1 and S2 gates and how it should look like once the battery is connected to charger
iv. As soon as the vehicle switches to the driver mode the VCU or BMS
system should open and close S1 and S2 gates, respectively.
v. During the vehicle operation, battery voltage, current, temperature and
SOC information should be displayed in the driver screen.
vi. Temperature and balancing will be inspected during these tests.
vii. In case of emergency, S1 and S2 gates will be opened by VCU or BMS
system.
5. Telemetry
● Telemetry is a system where all the data of the vehicle specified below are
collected by an electronic card with a micro-controller and transmitted to the
monitoring center via a radio frequency module. Telemetry is mandatory in all
vehicles. Telemetry unit should transfer the following data combined with a
26
timestamp.
i.Vehicle speed (km/h) (See Speedometer),

ii.Temperatures of the battery cells (°C),
iii.Metal hydride tank temperature for vehicles in the hydromobile category
(°C),
iv. Total voltage of the battery cells (V),
v. Amount of energy remaining (Wh)
● Optionally, it should be verified by checking in the application layer that the
integrity of the transferred data packet is ensured using one of the relevant
algorithms. Data packets that cannot be transmitted in cases such as signal loss
or corruption, at least 60 seconds of data that could not be sent last should be
sent back to the monitoring center when the connection is re-established.
● In addition, the records of the transferred data at the monitoring center should
be kept in a text file (see. csv) with a sample per line. The first line of the file
must have a header line to indicate the value labels with their units.Each line
should contain the timestamp, vehicle speed, battery temperature, battery
voltage, remaining energy information in order and separated by commas. The
timestamp should be kept in milliseconds, with reference to the moment the
vehicle started up. There should be a maximum of 5 seconds between
recordings. The log file must be recreated with a unique name each time the
vehicle is started, in order to avoid data loss due to reasons such as overwriting
the log file.
Example:
time_ms;vel_kmh;temp_bat_C;volt_bat_C;energy_remaining_Wh
10000;30;24400;100;10000
11000;35;24400;100;10000
12000;32;24400;100;10000
● During the racing stage, teams that cannot keep their records in the monitoring
center could also keep them in the vehicle with a seperate recording mechanism
(using an SD card). Teams that cannot show their records cannot participate in
the race or the final evaluation. Ready-made or team-prepared micro-controller
cards can be used for this system, but personal computers, laptops, cell phones,
tablets, switches or routers and other mobile devices will not be allowed in the
vehicle. In addition, the use of mobile phones for measurement of speed is
prohibited. The data transfer range of the cards to be used must be at least
1000 meters.
● The transfer of the information in the five items listed above to the monitoring
center (telemetry computer) via telemetry will be controlled during technical
inspections. Teams that cannot show the transfer of the required functionality
or information during the technical inspections can participate in the race without
the award points for each unsatisfied item.

27
● The telemetry system does not need to be utilized as an external unit if the
vehicle control unit (VCU) performs the function given in item c-vii of 6.10.
6. Drawing of Electrical Schematic and Equipment Placement
● A drawing in A4 dimensions (21 x 29.7 cm) showing all the power circuits of the
electrical equipment of the vehicle must be submitted in the technical design
report. Drawing should contain the battery, fuse, circuit breakers, power control
switches, capacitors, motor control circuits (drivers), motor or motors, charging
unit and connecting cables.
● A second drawing must be submited which shows upper view of the vehicle
which clearly shows the location of these components on the vehicle.
7. Electrical Safety
● All vehicles must comply with the rules laid down by the national authorities
regarding the standardization and use of low-voltage electrical equipment.
● The power circuit includes all parts of the electrical equipment used to drive the
vehicle.
● Auxiliary circuit covers all parts outside the power circuit.
● All parts of the electrical equipment must be protected by at least IP 44 type
(safe against dust and splash water), also IP 55 protection is recommended fort
he contenders.
● Any electrical connection between energy-generating equipment and energy-
consuming units must be able to be interrupted by 2 non-sparking circuit
breakers (top-press emergency power-off switch/emergency stop), one outside
the vehicle and one inside the vehicle (see Figure 7). The characteristics of
circuit breakers are given below.
Figure 7. Emergency stop button examples
i. Emergency circuit breaker switches must control a contactor and should

cut whole electricity supply in the vehicle. For this purpose, Automotive
relays (designed for headlights, horns, etc.) instead of contactors are not
suitable. Vehicles where the electricity is directly cut off with high current
28
emergency stop buttons without using contactors will not be allowed to
participate in the competition.
ii. The interior emergency buttton should be easily visible to the driver and
easily accessible from the outside if necessary.
iii. Outside Emengency breaker should be located below the cockpit window
and behind drivers door on the left side of the car.
iv. Both emergency button must consist of a yellow circle with a diameter of
at least 8 cm and a red button in the middle.
v. The circle should have the word "Emergency" written in red or black
letters.
vi. The button must be indicated by a red lightning bolt inside a blue triangle
with a white border, with sides of at least 12 cm.
vii. Attention should be paid to the placement of the emergency stop button
to be placed outside. Considering that the vehicles pass very close to
each other in some cases during the race, it should be considered that in
case of a possible contact with the emergency stop button, the entire
circuit should be cut off, and if necessary, measures should be taken in
the shell design to prevent this situation.
viii. Examine the circuit drawings for sample power-off circuits (see Figure 8).
Connection types in which all energy consuming units in the vehicle are
not de-energized when the key is pressed are not accepted and the
vehicle cannot enter the race. In technical inspections, after the other
controls of the vehicle are completed, it is tested whether the emergency
stop buttons are functional or not, by pressing them while the vehicle is
running and in motion, if all the equipment on it is in working condition.
Electrical connections using high-current emergency stop buttons without
the use of contactors are not suitable.
Figure 8. Sample breaker circuit with low-current emergency stop switch
● All electrical cables in the vehicle must be protected by an overcurrent breaker

(fuse, etc.) rated for the diameter of each conductor. The usage of overcurrent
breakers and emergency stop button seperately is mandatory. The connection
cables to be used between the battery and the circuit breaker connected to its
output and in the motor connections must have a cross section of at least 4
mm2. Cable thicknesses should be increased according to the value of the
29
current drawn by the motors and the loads. The maximum current transmitted
by the cables should not exceed 5 times the value in mm2 of the cable cross-
section used. The breaking current of the overcurrent circuit breaker should not
be more than 7 times of the cable section used. Cables must be in a suitable
cable sheath or conduit and bare cables should not be used. Electrical cables
should be in the colors specified in the standards, there should be no cables
with uninsulated ends. Harnesses must be properly clamped. Vehicles that do
not use cables in colors that comply with the standards, whose cable
thicknesses do not meet the criteria given above, where the cable ends are
open, the cables are not in the duct or sheath, the duct or sheath is not fixed,
and the cables are scattered, cannot pass the technical inspections.
● The value of the maximum RMS current carried by the cables used in the vehicle
should not exceed 5 times the cross section of the cable used in mm2. (For
example, the maximum current that can pass through the 16mm2 cable used in
the vehicle should be 80A RMS.) The cables used in the vehicle will be checked
in this context, and vehicles that cannot meet this condition will not pass the
technical inspections.
● It is obligatory to have a circuit breaker with a suitable value at the battery outlets
of the vehicles, which will cut off all the electricity of the vehicle. The use of DC
type miniature circuit breakers is recommended for driver and racing safety. In
cases where DC or AC type circuit breaker is used, the DC current and voltage
braking capability must be suitable for the load and the cable used. In addition,
it is obligatory to use a glass fuse or car fuse of suitable value at the output of
the DC/DC converter for load feeding. (see Figure 9).
● The power and control cables in the vehicles should be regulated by keeping a
distance from the moving equipment (wheel, suspension, steering, shaft, engine
rotor, etc.) as much as possible. Cabling that are thought to create a dangerous
situation cannot pass technical inspections.
● The diagram showing all the power circuits of the electrical equipment of the
vehicle should be drawn in A4 dimensions (21x29.7 cm) in accordance with the
format given in Figure 9 and should be brought during the technical inspections.
If the drawing is not brought during the technical checks, the drawn circuit
diagram and the final situation on the vehicle are inconsistent, the vehicle
cannot pass the technical checks.

30
Figure 9 – a. Sample distribution diagram (Electromobile)

31
Figure 9 – b. Sample distribution diagram (Hydromobile)

32
8. Energy Management System (EMS)
● For Hydromobile vehicles, software and hardware that optimises power flow
between the energy sources and the load can be regarded as an EMS. In order
for the EMS to be accepted as domestic, the DC-DC converter must be
designed and produced by the team. Figure 10 should be checked for details.
a) d)
Fuel Cell DC-DC Motor Motor Fuel Cell DC-DC Motor Motor
Converter Driver Converter Driver
Battery DC-DC Battery DC-DC

Converter Converter
b) e)
Battery Battery
c) f)
Fuel Cell Motor Motor Fuel Cell Motor Motor

Driver Driver
Battery DC-DC Battery DC-DC

Converter Converter
Figure 10. Possible power sources connections
● Teams that develop a domestic EMS will be responsible for the following items
during technical inspections:
i. Demonstrating the EMS product physically,

ii. Providing general information about the EMS design and operating
principles,
iii. Efficiency analysis of electrical circuit design
iv. Systems where the ratio between the battery output current and the fuel
cell output current can be changed at the desired level will be considered
as domestic.In this sense, clamp ammeters are attached to the fuel cell
and battery outputs of the vehicles during technical inspections and the
ratio will be requested to be changed by the driver or telemetry. Systems
that cannot be changed by the rate vehicle telemetry or driver are not
considered domestic.
33
9. Electrical Equipment and Power Supply
● In the vehicles that will compete in the electromobile category, the battery group
should be used as the main and only energy source. A second type of energy
provider (fuel cell, etc.) cannot used in vehicles. Super capacitors can be used,
provided that their properties are specified in the Technical Design Report. In
addition, in the motor drive system (between the battery output and the motor),
capacitors and/or coils, etc., with capacities exceeding their purpose and
usedfor energy storage. equipment should not used. The energy capacity of the
energy storage elements (passive components used for filter purposes) in the
motor drive system is limited to a maximum of 1000 Joules (to be calculated
with the capacitor's label value).
● It is expected that batteries and fuel cells will be used in hydromobile vehicles.
The nominal fuel cell (may be more than one) to be used, the sum of the output
power values can be a maximum of 3 kW and a minimum of 300 W. The output
power of fuel cell modules can vary in positive or negative directions depending
on the type of reactant gases fed (for example, the use of O2 instead of air) and
the feeding conditions of the gases (temperature, humidity, pressure values,
etc.). For this reason, only the label value of the power modules will be taken
into account (teams are asked to document this label value) and control is made
over this value. The operating conditions of the fuel cell module can be different
for each team as long as the safety precautions are followed, and the output
performance of the modules can be increased provided that appropriate safety
precautions are taken. If the fuel cell is supplied with oxygen, the oxygen and
hydrogen lines should be placed at a distance of at least 10 cm between them.
The anode and cathode outputs of the fuel cell will be independent of each other
and will be released to the atmosphere from the back of the vehicle with two
separate discharge lines. The fuel cell water vapor outlet should not be upwards
to prevent the water from blocking the gas outlet and creating pressure.
● Super capacitors can be used in hydromobile vehicles (provided that the
specifications are specified in the technical design report). The super capacitor
to be used must be connected to the system via a converter. Contactor, relay,
static switch etc. Circuits and equipment with only on-off feature are not
considered as converters. If used, the energy capacity of the supercapacitor is
limited to a maximum of 110 kJ (to be calculated with the label value of the
capacitor). Before and after the race, the energy difference is calculated by
measuring the super capacitor voltage. The terminals of the supercapacitor
must be moved to an accessible point for voltage measurement. Explanations
on the use and measurement of supercapacitors in hydromobile vehicles are
given in Figure 11.

34
Joulemeter Joulemeter
Battery Battery
Super DC-DC Super DC-DC

Capacitor Converter Capacitor Converter
Figure 11 – a Figure 11 – b
Figure 11. Super capacitor use and energy measurement in hydromobile vehicles
● In hydromobile vehicles, super capacitors can be used to store the energy

released during braking and to use this energy during the acceleration process.
Supercapacitors should not be connected directly to the fuel cell or battery, but
they can be conectted to the DC bus with suitable bidirectional DC-DC
converters. The connection in Figure 11-a is recommended in order to
accurately measure the energies stored in the supercapacitor before and after
the race. In Figure 11-a, an example super capacitor connection diagram is
given by taking one of the connection drawings in Figure 10 as an example.
Supercapacitors can also be added to the other wiring diagrams indicated in
Figure 9.
● For technical reasons, if the supercapacitor is connected between the energy
meter and the motor driver as shown in Figure 11-b, the capacitor voltage is
measured before and after the race and included in the energy calculation.
Teams in this situation should remove the terminal for easy measurement of the
supercapacitor voltage to an accessible point.
● Only electric motor types can be used in all vehicles that will participate in the
race.
● The use of a manually controlled potentiometer as an accelerator pedal in
vehicles is not suitable for safety reasons. The foot accelerator pedal should be
returned to the starting position when the pressure is released from the pedal.
It should be positioned to the right of the brake pedal. Foot accelerator pedal
will be checked during technical inspections and vehicle which do not have a
suitable accelerator pedal will not be allowed to participate in the competition.
10. Electronic Differential Application
● Detailed information about the differential application to be used in electric

vehicles is published on the website as an Annex.
● It is expected that teams that design their own electronic differential application
conform to the principles detailed in the above mentioned Annex. To this end,
teams must provide sufficient information about the design steps and give

35
correct and clear answers to questions about the application. Furthermore, in
order for the electronic differential application to be approved as a domestic
component, demonstration of the motor reference signals through a suitable
digital platform integrated into the vehicle is mandatory. If necessary, the design
will be validated using this digital platform by repeating the vehicle dynamic
testing process described in Section 7 Race Week.
11. Vehicle Control Unit (VCU)
● The vehicle control unit (VCU) is a central control system that acquires,
analyses, and interprets various signals coming from different components and
sensors of the vehicle to command and regulate the same sub-systems that
those items belong to or other substantially distinct units. The VCU is an
embedded electronic component enabling the control of several sub-systems
implemented on the vehicle, such as the battery management system, the DC-
DC converter, and the motor control unit, utilising information obtained from the
same sub-systems. The VCU consists of software and hardware. A
microprocessor, EPROM or flash memory, and some other electronic
components make up the hardware. The software should be a low-level code
written into the microprocessor.
● Generally, the VCU is characterised as follows:
i. Numerous analogue and digital I/O data (low and high power):
1. Power supply (required power for sensor),
2. Communication (CAN or similar),
3. Digital input/output,
4. Analogue input (feedback signal from sensor),
5. PWM output,
6. Frequency output,
ii. Different communication profiles (CAN, Flexray, KWP2000, or similar),

iii. Power device control/interface,
iv. Intelligent communication interface adaptor.
● The VCU is generally expected to perform the following main functions:
i. Motor Torque Control: It will receive the acceleration reference information

from the vehicle driver and provide the reference motor torque signal in a way
that will improve both driving quality and energy efficiency. Thanks to the motor
torque control algorithm, the necessary safety functions, such as providing
predefined acceleration and deceleration measures, current limiting during
sudden load changes, and limiting of overspeed will also be provided.
ii. Regenerative Braking Optimisation: It will take the deceleration reference

from the vehicle driver and convert it to the motor torque reference, which is
required for additional electrical braking to increase energy efficiency without
36
interrupting mechanical braking. Regenerative braking optimization will prevent
overcharging, taking into account the state of charge of the battery.
iii. Vehicle’s Energy Management System: It should limit the excessive use of
energy resources in the vehicle and optimise the use of energy.
iv. Management of Vehicle’s Communication System: This means converting

different communication protocols in vehicle modules into a common protocol
(e.g., Canbus), being manageable, and generating control signals.
v. Diagnostics: Evaluation of signals coming from various sub-systems to detect

and diagnose possible faults occurring during operation and informing the driver
of suggested corrective actions in terms of the VCU screen.
vi. Monitor Vehicle’s Condition and Warning the Driver: Demonstration of

critical data reflecting the current situation of the vehicle, such as vehicle speed,
battery temperatures and voltages, remaining energy amount, charging power
and estimated full charge time on the VCU screen.
vii. Signal Acquisition and Data Transfer: Vehicle speed, temperature of the
battery pack (the temperature of the highest one), total battery voltage and
remaining energy amount data are collected and transferred to the monitoring
centre via the RF or GSM module.
● The developed VCU will not be approved as domestic unless it performs at least
three of the above listed functions on a single mainboard. If the use of a single
microcontroller on the mainboard is insufficient, teams can use more than one
microcontroller. In order for the control card designed by the teams to be
accepted as domestic, the circuit design of the relevant card must be a unique
design for them and ready development cards must not be used on the
designed card. During technical inspections, the teams claiming to have
domestic VCU should provide the following items:
i. The final VCU hardware with a detailed verbal description,
ii. Comprehensive information about the main functions and the mandatory signal
acquisition and data transfer function,
iii. A clear description of the communication protocols used between the VCU and
the other sub-systems,
iv. Demonstration of the signal acquisition and data transfer function,
v. Demonstration of the logging function in the data centre.
● The sub-systems used in the vehicles recognize the operating conditions
according to the data received from the sensors and perform the necessary
action through the actuators it has. For example, the existing Electromobile
vehicles’ battery management system activates the flasher of the vehicle when
the temperature of the battery exceeds the specified limit. However, it cannot
take any preventive action to inhibit very high battery temperature. If there is a

37
VCU, the desired electric motor power can be limited according to the
temperature of the batteries. Even if the temperature continues to increase, all
current flow can be set to zero, and if the temperature continues to increase it
can open the emergency contactors. As described in the example, the VCU
collects all information, evaluates the collected data according to written
algorithms, and sends commands to the actuator to apply the decision.
● In order to collect data from all sub-systems, to evaluate them, and to send
commands, there must be a common communication protocol for the VCU
(Figure 12).
Figure 12. Vehicle control unit
12. Insulation Monitoring Device
● Insulation monitoring device is an electronic system that measures the

insulation resistance level between the electrical systems that are electrically
isolated from the ground voltage level and the ground, and generates a safety
warning in case of insulation loss or turns off the system. Especially in electricity
generation , storage systems, electric vehicle subsystems, loss of isolation
between chassis or ground and subsystems can cause major malfunctions and
accidents that may cost the life of the users.
● Insulation monitoring devices in electric vehicles are connected between the
subsystems containing high voltage and the chassis and measure by reference
to a resistance value that may pose a risk of life-threatening current flow. If the
measured resistance value falls below the reference limit value, it is expected
to give a warning and shut down the system. The reference lower limit value
can be taken as (Battery Peak Voltage) × 100Ω/V. For example, in a vehicle
with a maximum battery voltage of 100V, the lowest lower limit value for the
insulation resistance is 10kΩ. It is recommended to increase this limit value to
higher values (eg 100kΩ) as it will increase the safety level against electric

38
shocks.
● The insulation monitor must be connected between the positive and negative
terminals of the battery and the vehicle chassis as shown in Figure 13. When
the equivalent resistance between these terminals and the ground falls below
the reference lower limit value, it should give an audible warning at the level of
80db at a distance of 2 m. If there is an insulation resistance value, it should be
displayed on the insulation monitor screen or on the AKS screen. There is no
need to cut off the energy of the vehicle in order to prevent the vehicle from
being out of the race during the loss of insulation. In the electrical system of a
safe vehicle with no insulation loss, the insulation resistance between chassis
and electrical system is in the range of several MΩ. It is expected that the
insulation monitoring device will not reduce the vehicle insulation resistance
below 1MΩ after it is connected to the system. In other words, the insulation
monitor must not connect the battery positive or negative terminals to the
vehicle chassis with an impedance of less than 1MΩ.
Circui t Break er
V ehi cl e E lect rical S ystem

B attery, Fuel Cell
Ins ulat ion

Moni toring
Devi ce
V ehi cl e
Figure 13. Insulation monitoring device

● During the technical inspections, test resistors of different values (1MOhm,
100KOhm etc.) will be connected to the vehicle chassis from the + and – poles
of the vehicle battery, and the systems of the teams that cannot show these
values with 20% error are not considered domestic.
13. Steering System
● An automobile steering system mostly uses a rack and pinion system to adapt
the rotational movement of the steering wheel to the linear movement of the
steering rod (tie rod). For good maneuverability, it is recommended that the
driver's steering be turned to full lock with less than approximately 180 degrees
of turn to either side. This situation causes high forces in the steering wheel.
The tie rod is rigidly connected to the wheel and is the handle that rotates the
39
wheel around the steering axis. Both the length of the rod and the rack and
pinion gears determine the relationship between the turns of the steering wheel
and the turn of the wheel. They are the factors that change the steering force's
feeling by the driver. The steering column must be mechanically connected to
the pinion gear in a splined or splined shaft structure to prevent separation of
the pinion and the shaft.
● Easily removable steering wheel systems can be used if the link between the
steering column and the steering wheel is made of metal, otherwise the team
will be disqualified for safety reasons. If the steering wheel is printed with a 3D
printer and/or made of hard material such as carbon fiber, castermid, etc., the
steering wheel should be prevented from flexing, bending, torsion, etc. The
steering wheel must be rigid and inelastic, regardless of the material of
manufacture.
● The steering angle should have a maximum steering angle of 30 degrees at the
wheel. The 30-35 degree range is the ideal steering angle and the design should
take a value within this range. The steering system must have restrictions that
prevent excessive steering in both directions.
● There should not be more than 10 degrees of gap in the steering system.
● The steering system must have a rack and pinion structure and must be
mechanically (screw-nut) connected to the vehicle chassis and must be
stationary. Safety wire or fiber nut should be used in the nut-bolt connections
used in the steering system.
● The use of chain-gear mechanism in the steering system is prohibited.
● It is recommended that the pinions and racks used in steering systems are
manufactured from steel materials that are resistant to abrasion and high
strength.
● The steering angle should be designed in such a way that it does not hinder or
strengthen the driver's movements according to the seat position.
● In order for the steering system to be considered as domestic production, teams
must do the following:
i. The technical drawing of all the elements used in establishing the relationship
between the rotation of the steering wheel of the vehicle and the rotation of the
wheel and the three-dimensional assembly CAD model of the whole system
must be prepared. Each part must appear as a separate element in the CAD
model. CAD file should be submitted with .stp extension.
ii. According to the steering wheel turning angle, the inner and outer wheel turning
angles should be calculated and displayed graphically. Also, according to the
steering wheel's maximum turning angle, the maximum turning angles of the
wheels should be indicated on the graph. The chart should include the angle of
turns of the wheels in both right and left turns.
iii. The steering wheel has to turn left and right at least 180 degrees and at most
360 degrees, and this turn causes the wheel to rotate. During the rotation of the
wheels, there should be at least 1 cm space between the wheels and any part
on the shell or vehicle.
40
iv. According to the Ackerman principle, the minimum turning radius of the vehicle
must be calculated. It is necessary to maintain the same radius in left and right
turns.
v. According to the Ackerman principle, the angle values of the outer wheel should
be plotted according to the angle of the inner wheel and the results obtained by
showing the actual values measured on the vehicle on the same graph should
be compared and interpreted.
vi. When designing the wheel geometry, it should show which calculations or
analyses were used to determine the values of Caster, Camber and Toe-in.
vii. The control of the calculated and given design files will be done on the vehicle.
The design and the car must be the same.
14. Door Mechanism
● The designed door system will be considered as domestic if the following listed
features are found in the design of the doors used for access to the vehicle:
i. The vehicle should have 2 doors opening from both sides, the dimensions of
the doors should be the same, the surface area of the doors should be at least
0.4 m2.
ii. 3-D CAD drawing of each of the parts in the door system and a 3-D dimensional
montaged CAD drawing of the whole system must be prepared. The file should
be submitted as .stp extension
iii. The door should be hinged to the vehicle body at at least two points. Teams
need to show which calculations or analyses are based on the selection of hinge
locations and dimensions based on door geometry and physical properties.
iv. The entire outer frame of the door must be in contact with a surface of at least
2 cm wide on the vehicle body.
v. When the vehicle rolls over or turns over, at least one of the doors must be able
to be opened and the pilot must be able to exit the vehicle using this door.
Vehicles with door designs that do not meet this rule will be disqualified from
the race.
vi. It is necessary to use a seal between the door and the vehicle body.
vii. The door must be lockable with a key. The door must not be opened by the door
handle movement without opening with the key.
viii. The door should be closed with only the pushing force, without interfering with
its handle.
ix. An object of 2 mm thickness should not enter anywhere between the door and
the body when the door is closed.

41
15. HYDROGEN SYSTEM (fuel cell, fuel cell control system, hydrogen line
and metal hydride cylinders)
● Technical rules of hydrogen lines and systems used in the Hydromobile

category can be found below.
● Low-temperature metal hydride hydrogen cylinders (maximum of 15 bar) may
be used in vehicles. These cylinders must not be replaced during the race and
no fuel (hydrogen) additions may be made to the existing tank.
● In order to be protected from external mechanical impacts; Hydrogen cylinders
should be together and among the mechanically resistant protection shield,
connected and bundled with strong belts or clamps. Hydrogen cylinders
together with the protection shield can be located behind the driver's seat or in
the front of the vehicle, provided that they are located further than the cockpit
windscreen.
● The protection shield must provide natural ventilation of the cylinders. The
compartment where the rollers are located should be designed in such a way
that they are not exposed to static electricity. Cylinders must be positioned to
provide maximum safety.
● There should be a pressure relief valve at the closest point to the outlet of the
metal hydride hydrogen cylinders, before the other elements on the line. The
pressure relief valve should evacuate the gas depending on the pressure
increase in the hydrogen cylinders in an emergency and protect the other
elements and connection points on the line against excessive pressure. The
pressure relief valve should be activated in the range of 17-20 bar. The line
outlet of the pressure relief valve should be vertical to the outside of the vehicle,
preferably vertical to the ground, not to be damaged in cases of possible friction,
impact, etc.
● After the pressure relief valve, there must also be a safety valve (ball valve) on
the line. The safety valve should be well located in the vehicle for the driver at
a point where he/she can reach while the seatbelt fastens and during driving
periods. In conditions where the safety valve is inside the cockpit, care should
be taken that the hydrogen line/pipes are not inside the cockpit. The safety valve
can be installed in the vehicle in two different ways, as seen in Figure 14.

42
Figure 14. An example of a flow diagram in hydromobile vehicles
● After the in-vehicle safety valve, there must first be a solenoid valve and then a
regulator on the line. In case of temperature rise detected by the thermocouple
(thermalcouple) and hydrogen gas leakage detected by the gas sensor, the
solenoid valve should cut off the gas flow. The hydrogen, whose pressure is
reduced to the fuel cell inlet pressure in the regulator, must reach the fuel cell
by passing through the flame trap or check valve. The regulator must reduce
the hydrogen pressure to the required pressure before it enters the fuel cell. The
flame trap or check valve must be a suitable type for hydrogen gas and must be
suitable for the pressure level of the fuel line at the point where the operating
range is.
● There must be a suitable place on the hydrogen line before the fuel cell for the
connection of the hydrogen flowmeter (Hydrogen Consumption Measurement
Device) which will be given by Tübitak before the race. The hydrogen flowmeter
will be installed in an easily visible spot before the race. Teams must prepare
the appropriate location for the hydrogen flowmeter (See also Section 18.5.
Hydrogen Consumption Meter for details).

43
Figure 15. Connection of the H2 flow meter in the gas flow direction
● A sample flow chart for the hydrogen line and its elements is given in Figure 16.
The parts to be used in the hydrogen line from metal-hydride cylinder tanks to
the fuel cell are as in Figure 16, respectively, pressure relief valve, safety valve
(ball valve), solenoid valve, regulator, flame trap, check valve, hydrogen flow.
meter and fuel cell input. In addition, teams can create a different flow diagram
within the framework of the above-mentioned issues, considering the safety of
the driver. This flowchart should be shown in detail in the technical design
report. The flow chart will be checked during technical checks.
● During technical inspections, technical specification documents and certificates
will be checked for all materials used on the hydrogen line (pipe, valves, and
connection elements). Teams should keep these documents as a file during the
controls.
● The vehicle should have the following fire safety measures:
i. A thermocouple must be provided on the surface of the metal hydride cylinders
to measure the temperature. The thermocouple must transmit the temperature
measurement values to the temperature indicator in the vehicle’s cockpit. In
case of using more than one metal-hydride cylinder, preferably, a separate
sensor should be used for each cylinder or it should be placed between the two
cylinders to measure their temperatures. There should be no metal-hydride
cylinders without temperature control.
ii. The temperature indicator should be electrically connected to a warning flasher.
The flasher must be positioned in a place where the referees and the driver can
see the image warning during the race. The diameter of the flasher cannot be
less than 4 cm and its height cannot be less than 5 cm. The flasher should be
red colored, rotating type with reflector.
iii. An audial and visual alert should be emitted by the flasher and the solenoid
valve should close when the surface temperature of the metal hydride cylinder
goes 10 °C above the maximum operating temperature of the metal hydride as
declared by the manufacturer (e.g., T > 55 °C).
● There must be a hydrogen sensor in the area in which the fuel cell is located. In
case of the presence of 2% hydrogen in volume in the environment, the
hydrogen sensors must emit an audible alarm of 80 dB to be heard at 2 m and
44
shut down the solenoid valve.
● The hydrogen line should not pass through the cockpit. All valves and fittings
used on the hydrogen line should be of 316 quality and stainless steel or brass,
and pipes should be of 316 quality and stainless steel or PTFE (Teflon) material.
Changes may be demanded by the technical team if any violations are observed
related to safety during technical inspections. While designing the parts of the
vehicle related to hydrogen gas and mounting these parts, the requirements of
the following standards must be taken into account:
i. ISO/TR 15916:2004 - Basic considerations for the safety of hydrogen systems
ii. ISO 16111:2008 - Transportable gas storage devices - Hydrogen absorbed in
reversible metal hydride
iii. BSI BS EN ISO 1114-1:1998 Transportable gas cylinders-compatibility of
cylinder and valve materials with gas content - Part 1: Metallic materials
iv. ISO 11114-2:2000 Transportable gas cylinders-compatibility of cylinder and
valve materials with gas content - Part 2: Non-metallic materials
● If the above-mentioned elements are included in the ready-made fuel cell, it is
not obligatory to use the same element repeatedly on the hydrogen line.
However, it is obligatory to use elements that are not included in the ready-
made fuel cell. In the kits that will use ready-made fuel cells, if there are
elements integrated into the fuel cell, they should be given clearly and in detail
in the technical design report. Teams using ready-made fuel cells are required
to show the fuel cell diagram during technical inspections.
● The nominal fuel cell (may be more than one) to be used, the sum of the output
power label values shall be at most 3 kW and at least 300 W. If the fuel cell is
supplied with oxygen, the oxygen and hydrogen lines should be placed at a
distance of at least 10 cm between them. The anode and cathode outputs of
the fuel cell will be independent of each other and will be released to the
atmosphere from the back of the vehicle with two separate discharge lines. The
fuel cell water vapor outlet should not be upwards to prevent the accumulative
water from blocking the gas outlet and creating pressure. Regarding the fuel
cell to be used, “The rules given in the heading "Drive System and Electrical
Equipment" must be followed.

45
Figure 16. Examples of materials that can be used in Hydromobile vehicles
16. PHYSICAL SPECIFICATIONS
● It is expected that vehicles are suitable for urban driving and that efficiency has
been taken into account. For this purpose, the vehicles (within the specified
dimensions) are required to have at least two seats and 4 wheels.
16.1. Vehicle Measurements
● Vehicle height must be a minimum of 100 cm and less than 1.25 times the
vehicle width (100 cm < vehicle height < vehicle width × 1.25 (150 to 225 cm)).
See Figure 17, Dimension “H”.
Figure 17. Vehicle measurements
● The distance between opposite wheels must be greater than half the width of
the vehicle (A).
● The vehicle width must not be less than 120 cm or more than 180 cm (119 cm
< vehicle width < 181 cm). See Figure 17, Dimension “A”.
● Vehicle length must be a minimum of 200 cm and a maximum of 350 cm. See
Figure 17, Dimension “L”.
● Track width of the front wheels must be a minimum of 100 cm, and the track
width of the rear wheels must be a minimum of 80 cm. See Figure 17, Dimension
“W_fr” , “W_back”.
● The wheelbase distance must be a minimum of 130 cm. See Figure 17,
46
Dimension “B”.
● The distance between the seat and the ceiling on the space reserved for driver
and passenger must be at least 85 cm and the distance between the seat and
the windshield should be at least 65 cm. Distance controlling will be carried out
by performing the emergency evaluation test.
● The ground clearance of the vehicle must be at least 10 cm. Figure 17
dimension “C”. During the technical inspections, the vehicle will be checked
whether it is within the lines drawn in the control area. Ground clearance will be
checked with a rod that is 9 cm height. That rod must move without touching the
underside of the vehicle. The detail of how to measure related substance in the
vehicle dimensions in technical inspections is shown in Figure 17. Ground
clearance control will be performed while the pilot is sitting in the vehicle.
● There is no lower limit for the vehicle weight. Vehicles that the jury believes to
be unsafe and whose doors and other parts will be damaged by the wind will be
expelled due to security violation.
16.2. Vehicle Body
● The vehicle body must be fixed in such a way that it includes all mechanical and
electrical parts. All parts must be completely inside the vehicle body when
viewed from the front, back, or top (including all wheels). The shell of the vehicle
shall not be in contact with the road, tires, or any other component. In technical
inspections, if needed, the vehicle should be produced with a cover design that
can be opened in front of and behind the Shell in order to make under-shell
inspections. It shall be possible to access/inspect internal parts by opening
these covers if required.
● There must be a completely isolated design between the interior and exterior of
the vehicle. There should not be any part of the vehicle that is open to the
outside. The road and wheels should not be visible when viewed from the
cockpit.
● In cases where brake wires, pipes, hoses, electrical cables and electrical
components are required to be mounted outside the vehicle, these parts must
be protected from any risks that may cause damage, such as stone impacts,
dust or mechanical failures. It is required that all equipment be mounted inside
the vehicle shell be protected against risks such as fire and short circuits.
● The vehicle body must not have any sharp and pointing protrusions that could
damage other vehicles during the race. The cockpit must be complately isolated
from the external environment. The cockpit and the driver must be protected
from foreign materials, such as stones, that may come from the road.
● The vehicle should not be designed as a roadster; the upper part of the vehicle
should be complately closed
● During technical inspections, all elements that may pose a risk to the driver and
other vehicles will be checked.

47
16.3. Door
● It should be easy for the driver and the passenger to enter and exit the vehicle.
There shall be at least one door that opens from the top or two doors that open
from the sides, allowing the driver to get out in the event of vehicle turnover.
● Door dimensions must be at least 50 x 80 cm.
● Any door to be used for access to the vehicle should be fixed to the body with
a reliable fastener such as a hinge or slide mechanism. The door mechanism
should be able to close by itself, and when opened, it should be able to stand
firmly without being deformed from the hinge part.
● The door lock mechanism must allow the door to be opened from the inside and
outside in emergencies. The locking mechanism should automatically lock
when the door is closed and should not allow the door to move back and forth
or up and down. While the door is closed, the door lock must automatically
engage in the latch slot fixed to the vehicle body without inferring with the door
handle. Example door lock mechanisms are shown in Figure 18-a.
Figure 18 – a. Appropriate door lock mechanism

● Door mechanisms that do not have an opening latch on the inside and outside
of door will not be accepted. Unsafe and non-durable locking mechanisms such
as plastic clamps, sliding locks, locks that can only be opened by means of a
key and operate with the principle of tight fit will not be accepted. Figure 18-b
shows some examples of innappropriate locking mechanisms.

48
Figure 18 – b. Inappropriate door lock mechanism
● Thin door bodies made of materials such as carbon fiber constitute a security
violation since they cannot maintain their solid form (rigid structure). Such door
bodies cannot provide sufficient integration with the vehicle body in the closed
state due to the long distance between the hinge and the door handle, and
cause unintentional opening. In order to avoid this problem, the teams are
expected to add metal support elements to the door body and strengthen the
existing structure and bring the door to a solid form (rigid structure) that moves
as a whole
● In the door mechanism, if the door cannot be closed without manual intervention
to the door handle and if the mechanism is not solid, the team will be penalized
with 2 Wh penalty points and the team will be allowed to participate in the race.
● It is not accepted to fixate the door with duct tape and to fix the door with plastic
clamp from the inside. If similar situations are observed before or after the race,
the team will be penalized with 30 Wh penalty points.
16.4. Weight
● Since the main goal of the competition is efficiency, there is no lower limit on
vehicle weight. However, if the vehicle is not deemed suitable for the safety of
the driver and other competitors, the team may be expelled from the race by the
Jury.
16.5. Wheels
● The wheels to be used in vehicles should comprise a hub, rim, and tyre.
● There is no restriction on the rim dimensions of the wheels and the material they
are made of, if it does not extend beyond the vehicle.
● TUBITAK will supply 90/90-16 size tires to the teams participating in the race.
The ideal rim dimension (Figure 19 “Dimension A”) is 55 mm fort he given tires
and it has been reported by the tire manufacturer that this value can be
maximum 63,5. The use of wider or narrower rims is at the discretion of the
teams and the teams that create risks to for the safety of the race will be banned
49
from the race.
Figure 19. Rim contour dimensions

● Any method of heating or chemical treatment of tires is prohibited.
● This will be checked by looking at the label of the tire in technical inspections.
17. SAFETY EQUIPMENT
● The vehicles, design and manufacturing of which can cause danger, will be
expelled from the competition by the referees and the Jury.
17.1. Placement of Battery Pack
● The area in which the battery pack is placed must be solid and separated from
the cockpit by a curtain (metal or similar) that is fireproof for at least 5 minutes.
There must not be the slightest transition point between the battery pack and
the cockpit. If there is a gap between the fireproof material and the shell, this
gap should be covered with heat-resistant metal-based tapes.
17.2. Location of the Fuel Cell Stack
● For the vehicles in the Hydrogen Vehicles category, the space, in which the fuel
cell will be placed must be separated from the cockpit by a durable and fireproof
(at least for 5 minutes) divider (kestamite etc.).
17.3. Location of the Battery Package and the Fuel Cell Stack Together
● For the vehicles in Hydrogen Vehicles category, the battery package and the
gas connection lines (hoses, valves etc.) must be strictly separated from each
other. For this purpose;
i. The battery package and the fuel cell stack must be located in different places
in the vehicle (e.g. in the front or back of the vehicle) or
ii. The battery pack and the hydrogen gases must be separated with durable
materials.

50
17.4. Brakes
● It is mandatory to use at least two cylinders and/or two-circuit cylinders with a

single pedal. The same pedal should engage all the brakes. With the coupling
not engaged, the perimeter wheels can effectively act.
● All wheels must have brake caliper. The use of drum brakes is prohibited.
● The Brake system should be a double circuit. (Feeding on the front-rear cross
and/or front-rear separate circuits, see Figure-20)
Figure 20 – a. Dual-diagonal braking system Figure 20 – b. Front rear split system
● The brake master center must have a single brake cylinder with two different
outputs and/or two hydraulic circuits in which two separate cylinders are
controlled by a single pedal (See Figure-21).
Figure 21 – a. Single reservoir dual outlet port Figure 21 – b. Dual reservoir dual outler port
● The brake pedal and brake master cylinder(s) must be mechanically connected.
The pedal's center pressing point must be rigidly connected with the master
cylinder extension (See Figure-22).

51
Figure 22. Rigid connection between braking pedal and master cylinder
● The brake light switch/button must not be mounted on the pedal. In the brake
system, mechanical normally closed contact mechanical contact switch should
be used, (The circuit that lights the brake light must be an electrical circuit in NC
/ NC normally closed form), hall effect sensor, magnetic sensor, reed relay, etc.
products should not be used to activate the brake light ( see Figure- 25) Brake
pedal and connection point must be made of metal (steel sheet). Motorcycle
and bicycle type magnets cannot be used as brake centers.
Figure 23. Brake light switch normally closed (NC) circuit
● Brake calipers and brake discs must be rigidly connected to the connection
points with bolts of conforming diameter.
● The return spring must be used when the pedal is not depressed at the brake
pedal connection point.
● If the brake center hydraulic reservoirs are not located on the brake center and
52
are connected to the center with the help of a pipe, the split reservoirs must be
securely fixed perpendicular to the ground in a suitable position.
● In the connection of brake calipers and brake master cylinder, a pipe should be
compatible with hydraulic fluid, resistant to brake pressure, and not swell under
pressure. Wire brake will not be accepted in the brake system.
● Brake performance of the vehicle will be performed on a braking platform.
Figure 24 shows the dimensions of the platform for the brake test. Length,
height, and width of the platform are 485 cm, 85 cm, and 200 cm, respectively.
Slope angle of the platform is approximately 10 degrees. It is expected that the
designed vehicles are able to stay still without sliding on the braking platform
during the braking tests carried out before and after the competition. Dynamic
performance of the brake system is evaluated with an extra test conducted on
the braking platform which consists of two steps. In the first step, while staying
still on the platform without moving, the driver will be asked to release the brake
pedal completely so that wheels start turning. Then in the second step, the
driver will apply full brake to prove that vehicle can stay still on the platform
again without moving and not having any sliding wheel.
Figure 24. Dimensions of the braking platform
● The vehicle should be precisely aligned with the platform either by driving or by
pushing. Positioning on the test ramp is the team's responsibility to lift the
vehicle and put it on the ramp. The team is responsible for the fault situation.
Teams should consider the dimensions of the platform during the design phase
of the vehicle.
● The braking tests on the braking platform will be performed while the vehicle is
placed on the platform with its front side pointing the downward direction.
● The brake test will be repeated after the competition.
● In case of an unavailable braking platform during the competition, an alternative
brake test which is carried out by pushing the vehicle by two persons
corresponding to the application of 650 N pushing force will be applied. The
wheels of the vehicle shall not move during the pushing test.
● For the brake system to be considered as a novel, the teams must do the
following:
a. Front brake and rear brake caliper force calculations.
b. Calculations of the front and rear brake center forces.
c. Brake pedal ratio calculation.
53
d. Calculations of the total braking force transmitted to the brake master
cylinder.
e. Speed graph under Mean Fully Developed Deceleration.
f. Longitudinal load transfer calculations during braking.
g. Dynamic axle loads calculations and curves.
h. Fixed braking force distribution curve.
i. Front and rear-wheel braking torque calculations during braking.
17.5. Fastening Equipments
● Heavy loads to be carried in the vehicle shall be fixed in place tightly (e.g. spare
tyre, recharging cable, tool bag).
17.6. Safety Belts
● It is necessary to use a safety belt that is fixed at four or five points according
to FIA standards (See Figure 25). Safety belts that do not meet FIA standards
will be considered as a reason for disqualification due to violation of safety rules.
Figure 25. Safety belts
● Safety belts could be any brand that has a FIA certificate. The passenger and
the driver must have separate belts and the FIA certificate of both belts will be
checked in technical inspections.
17.7. Helmet, Racing Suit, Gloves, and Shoes
● The inner parts of the helmets to be used during the race should be made of
fire retardant material. Helmets must be in a form that will protect at least the
head, face, ear and neck against impacts. Bicycle helmets that protect only the
head would not be accepted. Certification labels on the helmet must be legible.
There should be no cracks or cracks on the inner and outer surfaces of the
helmet. Half (three quarter) or full face helmet should be used. It is obligatory to
have a collapsible visor in the helmet model to be selected, and it is forbidden
54
to wear protective glasses other than sunglasses or prescription glasses that
the competitor will use.
Figure 26. Accepted types of helmets.
Figure 26. Types of helmets that are not accepted.
● A racing suit with an FIA certificate, specially manufactured for races, will be
used to protect the driver in the event of fire (see Figure 27 and Figure 28).
● It is suitable for gloves and shoes to have an FIA certification or to be made of
fireproof material (leather etc.) Hardware that does not meet these
specifications will not be accepted. These equipment can be any brand with FIA
certification.
Figure 27. Racing suits

55
Figure 28. Gloves
Table 6. FIA
Equipment FIA Status
Gloves Not obligatory
Shoes Not obligatory
Helmets Not obligatory
Passenger Seat Obligatory
Racing Suits Obligatory
17.8. Fire Extinguishers
● It is obligatory to provide one 2-kg or two 1-kg fire extinguishers in the vehicles.
The extinguishing substance should be dry chemical dust in accordance with
type C fires.
● In technical inspections, it shall be checked that the fire extinguishers are
located somewhere easily reachable, that they are fixed but can be removed
from their place, and that the expiry date has not passed.
17.9. Roll Bars and Roll Cages
● The roll bars should be connected by bolts or welding at a minimum of four

points on the roll cage or body and be perpendicular to the vehicle’s bottom.
● The distance between bolts should be a minimum of 2.5 D, and they should be
a minimum of 1.5 D from the sides.
● The minimum welding thickness should be half of the body thickness of the
thinner of the welded parts, provided that it not be less than 3 mm. Max (3 mm,
0.5 tmin), tmin: body thickness of the thinner of the welded parts.
● Minimum welding length should be 5-fold the welding thickness provided that it
not be less than 20 mm max (20 mm, 5 t), t: welding thickness. For example, if
there is a welding thickness of 5 mm, 25 mm of uninterrupted welding should
be used.
● Profiles used for the roll bar and roll cage have to be closed and rolled pipe or
box profiles. Open profiles and profiles closed with welding will not be accepted.
Vehicle chassis made of aluminum, carbon fiber and honeycomb materials will

56
not be accepted as roll cages and roll bars.
● The use of steel and steel-derived materials is mandatory for the roll bar.
Relevant materials must have a yield strength of at least 200 Mpa. Teams that
are determined to use materials other than steel in the production of roll bars
will not be allowed to participate in the race.
● The box or pipe profiles to be used must have a minimum diameter of 3 cm and
a thickness of 1,5 mm.
● The bolts used must have a minimum diameter of 8 mm and 8.8 grade.
Şekil 29. Chassis port plate
● The distance between two bolts must be at least 30 and at most 50 mm, the
number of bolts can be increased.
● No bore shall be opened other than the points where roll cage elements are
connected to one another on the roll cage, and no welding shall be done.
Opening bores for decreasing the weight will be cause for disqualification due
to violation of safety rules.
● Roll bars must be mechanically connected from at least 4 points. For the rear
roll bar belt connection, the appropriate transverse pipe should be welded.
Unsupported roll bar design longer than 50 cm is a reason for elimination due
to security violation.
● The rear and front roll bars must start from the floor of the vehicle and be
connected to the floor.
● Roll bars and roll cages are independent from the chassis and must have closed
cross-sections.
● The front roll bar must start at least 3 cm above the top point of the steering
wheel circle. Extension of the front roll bar by making additional connections is
not accepted.
● The front roll bar must be fixed to the chassis from at least one point except the
chassis connection point.
● The rear roll bar must start a minimum of 5 cm above the helmet when the driver
is sitting in the racing position. Extension of the rear roll bar by making additional
connections is not accepted.
● The top point of the helmet when the driver is sitting in the racing position should
remain below an imaginary line drawn between the tops of both roll bars.
● If it is observed during the race that the helmet of the driver is above the roll bar,
s/he will be disqualified from the race.
57
● The feet gap of the roll bar must not be less than half of the vehicle width in the
cross-section.
● Beams that provide sufficient resistance to be used in the side frames of the
vehicle shall be accepted as roll bars (provided that an imaginary line between
front and rear roll bars remains above the driver’s helmet).
● It is expected that the vehicle has a profile or a strong body on the side plane
so as to protect the vehicle from side impacts.
● Teams employing roll bar and roll cage practices that are not in compliance with
the rules but are considered to be safe by the Jury can participate in the race
with a penalty of 5 Wh. For example, even if the design of a team that uses a
carbon fiber vehicle chassis as a roll cage is found to be safe, the roll bar and
roll cage will get a penalty score of 5 Wh since they violate the rule of creating
a cage independent of the vehicle. For example, teams that have produced a
separate roll bar for each seat but both roll bar designs have been found safe
by Jury will be penalized with 5 Wh for violating the common roll bar usage rule
in Rules.
● In technical inspections, the thickness of the material used for roll bars and roll
cages, the places where they are fixed, the bolt or welding used for fixing, the
distance between the place of fixing and the longest part, and the complete
protection of the driver from outside impacts while in a sitting position will be
examined.
● In order for the profiles that pass through the vehicle’s bottom to be accepted
as a roll cage, the distance between the closest part of the driver’s roll cage and
the surface of the roll cage that looks inside the vehicle should be a minimum
of 20 cm.
● Sample designs are given in Figure 30-31.
Figure 30. Roll bar designs (The design that should be with the front and rear roll bar belt, back
connection pipe and supports) (It is just an example, different designs can be made as long as the
conditions specified in the rules are met.)
a) Connections circled in red must be connected to the chassis with at least M8, 4 screws and/or nut bolts.

58
b) Roll bars should be bent from pipes of appropriate diameter, in such a way that the circular form of the pipe
is preserved.
c) Welded joints should be used at all other connection points.
d) If the chassis is metal, welding can be used at the rollbar chassis connection point.
e) It must be a seamless steel pipe with an outer diameter of at least 3 cm and a wall thickness of at least 1.5
mm.
f) The use of aluminum sigma profiles (Figure 31 – a) is not in accordance with the rules.
Şekil 30 – a. Aluminum sigma profile
Figure 31. Roll cage designs (The design that should be with the belt back connection pipe and
supports)
a) Connections circled in red must be connected to the chassis with at least M8, 4 screws.
b) The roll cage should be bent from a pipe of suitable diameter in such a way that the circular form of the pipe
is preserved.
c) Welding should not be done in the bending areas.

59
d) Welded joints should be used at all other connection points.
e) If the chassis is metal, welding can be used at the roll cage chassis connection point.
f) It must be a seamless steel pipe with an outer diameter of at least 3 cm and a wall thickness of at least 1.5
mm.
g) The use of aluminum profiles is not in accordance with the rules.
17.10. Rear View
● It is necessary that on both sides of the cockpit, rear view mirrors with a
minimum reflection area of 50 cm2 each be provided.
● In the inspections, it will be expected that the text to be shown from behind the
vehicle can be seen and read by the driver by means of the mirrors.
● A sign will be placed 5 meters back from the rearmost point of the vehicle and
in the middle of the vehicle, and it will be expected that the driver can see the
numbers written on this sign. The height of the plate from the ground will be 1
m. The sheet will be in the size of horizontal A4 paper and will have different
numbers on it.
17.11. Tow Bars
● One steel ring should be provided on the front and rear part of the vehicle with
a minimum internal diameter of 20 mm, attached to the chassis, located in an
easily accessible manner, painted red or yellow, and easily seen from outside.
17.12. Windscreen, Windows, and Wipers
● Windows that do not shatter during collisions should be used (Plexiglas,

polycarbonate, or metal mesh). If glass is used, it should be transparent and
should not obscure the sight of the driver.
● Wipers should be provided for the windscreens. In technical inspections, it is
expected that the wipers should perform the movement of cleaning the
windscreen without any aid continuously a minimum of 5 timess.
17.13. Cockpit
● It should be designed in such a way that it does not tire the driver even in long
distances. The main equipment required to drive the vehicle should be designed
in such a way that the driver can easily use his body without excessive
movement and without loosening the seat belt. The cockpit should be of
sufficient form to provide a sufficient amount of fresh air inside.
● Entry and exit should be provided to the cockpit without the need for the
assistance of others. In vehicles, the driver must be able to get out of the vehicle
without assistance within a maximum of 10 seconds (see 9.22. Emergency
Evacuation).

60
Figure 32. Sitting position of driver inside the vehicle and position of roll bars and seat
a) Roll bars are perpendicular to vehicle bottom
b) The front roll bar starts a minimum of 3 cm above the steering wheel ring
c) The rear roll bar starts a minimum of 5 cm above the helmet level of the seated driver
d) Driver seat fixed to the chassis is at a maximum angle of 30 degrees to the perpendicular
e) If there is a distance of more than 50 cm between the point where the roll bar connects with the roll cage
and the highest point of the roll bar, a support should be welded between the front and rear roll bars.
17.14. Seat
● The seats must be placed side by side. The distance between two seats must
be at least 90 mm. This measurement will be checked from the two closest
points of the seats.
Figure 33. Minimum distance between adjacent seats

61
● The seat must be securely fixed to the chassis. The back support should not
have an angle of more than 30 degrees from the vertical. In the selection of the
driver's seat, it is obligatory to choose products with FIA certification, which
surround the driver, prevent skidding in both directions. Products that expired
FIA certificates can be used if they are not damaged. In the case of using a seat
that is not in FIA standards but meets the safety requirements, penalty points
are applied due to the ineffective use of the race allowance given to the teams.
Figure 34. Sample race driver seats
● The same or different seats can be used for the driver and passenger. Teams
do not have to use a FIA-certified seat as a passenger seat. They can use a
seat in the form of a racing seat that surrounds the passenger, prevents them
from being thrown in two directions, has a head restraint, is suitable for at least
a five-point seat belt. In case of not using a seat in the form of a racing seat with
headrest and side supports, penalty points are applied due to the ineffective use
of the race allowance given to the teams.
● Teams can design and manufacture the passenger seat themselves and use it
as a domestic product.
● Seat assemblies formed by shaping the lower body of the vehicle in the form of
a seat are not accepted. An external seat is required.
● The passenger seat and the driver's seat must be on the same plane.
● In technical inspection, the certificate on the driver's seat will be checked.

Certified seats are monoblock. Seats with folding features are not suitable for
both drivers and passengers.
● At the controls, both the driver and one person (passenger) from the team will
be asked to sit in their seats and fasten their seat belts. Designs where the
passenger does not fit the passenger seat will not be accepted.
● The top level of the helmet-mounted driver and passenger sitting on the seats
should be lower than the highest point of the seats. Otherwise, a headrest
should be made between the seat and the highest point of the rear roll bar.
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● For the passenger seat to be considered as a domestic product, the teams must
do the following.
(a) Three-dimensional CAD assembly and separate technical drawings

of the seat, the chassis parts where the seat is mounted, and all the
mechanical elements used in the seat assembly must be prepared.
Each part must appear as a separate element in the CAD assembly.
The CAD file must be submitted with the .stp extension.
(b) The seat should be in the form of a racing seat, where a passenger
1.70 m tall and weighing 70 kg can sit comfortably. Seat dimensions
should be in accordance with the drawing.
(c) All materials in the seat structure should be given in detail.
(d) Teams are obliged to prove that the seat is resistant to accidents from
different regions. For this, separate structural analyzes should be
performed under the loads (up, down, forward, and sideways)
indicated in Figure 36. The analyzes should be made using modules
suitable for the materials used in the seat. For example, if a design is
made using composite material, the analyzes should be made in
accordance with the composite material analysis. Teams must
indicate the displacements that occur in the seat under the loads
given in their reports. The appropriateness of the maximum
displacement amount should be discussed.
(e) There should be spaces on the seat for the passage of the seat belt.
(f) The seat should be ergonomic, there should be no sharp and pointed
areas anywhere.

63
Figure 35.The forces that must be applied in analyses
17.15. Steering Wheel
● Since the traffic in Türkiye and in the race is from the left, the vehicle should be
designed with left-hand drive.
● The steering wheel must be in the form of a closed ring. Open handles, such as
in the form of a joystick, are prohibited since these could create problems in the
event of an emergency evacuation.
● In technical inspections, the fixation of the steering wheel, its location under the
front roll bar, and its capability to be easily rotated will be checked.
● While turning the steering wheel, the steering wheel should maintain its strength
and should not be bent, flexion, or twisted.
17.16. Vehicle Components with Basic Functions
● Since the teams make the main components specific to their vehicle designs,
the rule booklet does not contain any detailed information about these parts.
Control of the main components will be checked according to their performance
during the dynamic driving test.
● The issues related to the main components with basic functions are listed below:
i. Braking and drive control devices, load-carrying parts, wheel suspension, and
safety belt fixing points; attention should be paid to the quality of such parts.
Registered standard parts should be used when possible.

64
ii. Screws should be of sufficient length and should not loosen by themselves.
● If technical checks on parts with basic functions identify situations that risk race
and driver safety, regulation will be requested from the teams.
17.17. Mitigating the Risk of Injury
● The protrusion of parts inside the vehicle should be avoided. Since sharp or
protruding edges will not be permitted, these should be cushioned as much as
possible. Sharp ends outside the vehicle should be sufficiently covered or
cushioned. Parts of the vehicle that cannot be covered should be marked in
yellow and black.
● Parts that constitute a risk for the driver sitting in the vehicle and other vehicles
will be checked with a visual inspection.
17.18. Horn
● The vehicle should have a certified acoustic horn that sounds continuously for
three seconds at a sound level of 80 dB(A).
● In technical inspections, the driver will be requested to sound the horn for 3
seconds; it will be measured with a sound-level meter at a distance of 2 meters.
17.19. Speedometer
● There must be a speedometer that will be located within the driver's field of view.
● In technical inspections, the speedometer will be checked while driving in the
dynamic control test from the telemetry computer which is mandatory for the
teams. Teams can enter the race with a penalty in case of being unable to show
speed information on the telemetry computer if they use a proper external
speedometer (Bicycle Speedometer etc.). It is not permitted to use mobile
phone for speedometer purposes.
17.20. Break Light and Headlight
● Two brake lights should be placed at the rear of the vehicle that must be seen
from a minimum distance of 25 m in daylight, emit a red light, and be activated
in the event of full or half-press of the brake. In technical inspections, it will be
checked whether the brake lights are easily seen from a distance of 25 m.
● Two headlights emitting white light should be placed on the front of the vehicle
that can be seen from a minimum distance of 25 m in daylight. In technical
inspections, it shall be checked whether the two headlights are easily seen from
a distance of 25 m. In technical inspections, the driver will be requested to turn
on and off the headlights using a button placed in the cockpit.
17.21. Reverse Driving
● The vehicle should be able to perform reverse movements with its own driving
force. Reversing control should be carried out in dynamic driving control.

65
17.22. Dash Camera
● At least 1 camera must be placed inside the vehicle so that it can see the
cockpit, steering wheel and road.
● The camera should also have a voice recording feature.
● The camera will supply the energy it needs from the vehicle's battery system.
● The use of external power supply for the camera is prohibited.
● Camera image quality must be at least 1080p
● The camera can be fixed to the roll bar
● End of the race camera recordings will be uploaded to the sharing site specified
by the Jury.
● The date and time of the race must be displayed correctly on the registration
screen.
● Camera recording must be started when the race starts and must be terminated
before the end-of-race energy measurement
● The race of the teams that do not upload the race record will be considered
invalid.
17.23. Emergency Evacuation
● Teams that pass the controls of door, seat, safety belt, helmet, racing suit,
gloves, and shoes shall satisfy the emergency evacuation test in order to be
sure that the driver can leave the vehicle in case of a dangerous situation during
the training laps or the race.
● In the emergency evacuation test, the driver dressed in racing apparel (helmet,
racing suit, gloves, and shoes) with seat belts fastened and a person from the
team (preferably the reserve driver) with seat belts fastened, the driver's hands
are at the steering wheel. They must leave the vehicle upon a command in 10
seconds without outside assistance while the vehicle's doors are closed.
17.24. Logos
● The logos to be used are distributed by TUBITAK during registration.

● Logo control will be done visually, logos must be in a place that can be seen
from afar.

66
18. THE ELECTROMOBILE AND HYDROMOBILE RACE
18.1. Track Information: TÜBİTAK Gebze Campus
● 19th International Efficiency Challenge Races will take place at the TUBITAK
Gebze Campus. There are 8 bends on the Racetrack and the total length of the
track is 1450 m. The race is held clockwise on the track. Track has max slope
of %4 and due to its structure, it does not contain any hard landings or ascents.
The view of the runway and the slope information are given in Figure-36.
● In order for the International Efficiency Challenge to simulate the daily use of
electric vehicles in the city, a task that can be performed during the race will be
defined. The task will consist of taking the 3 packages delivered to the team
from the delivery point (parcel, envelope, paperwork, etc.) to a delivery point. In
order to start the task, the driver of the vehicle, who has stopped his vehicle
completely in the "Package Receiving Area", will open his door and receive the
packages from the waiting officer. Then he will close the door himself and his
mission will begin. When the driver arrives at the delivery point, after stopping
the vehicle completely, he will open his door and deliver one of the packages to
the attendant, close the door again and continue safely on the track. The teams
will be given 3 packages from the delivery point upon the request of the team,
and within 5 laps, they will be expected to leave the packages they received,
with a maximum of 1 package per round. It is obligatory for the team to leave at
least 1 of the received packages at the delivery point. The information of the
package to be transported will be notified to the teams later. Teams that
successfully complete the missions will be given additional time and reward
points for each mission they complete. (see Appendix 3: Award List)

67
Figure 36. Satellite View and Slope Information of Race circuit
18.2. Electromobile Final Race
● In the race, every vehicle is expected to complete 5 laps in a maximum of 15

minutes. Less than 5 laps would result to invalid attempt.
● Teams shall have 3 attempts in order to complete the race. Best attempt shall
be the valid race result.
● Maximum of five cars shall be on the track at the same time. Cars shall start the
race at a certain interval determined by the Jury.
● It is not important in terms of final ranking at which rank the vehicle completed
the race. The energy measuring device to be given by TÜBİTAK beforehand
and attached to the vehicles before the race will be used for the evaluations.
● During the race, teams can enter the pit area and make mechanical or electrical
adjustments to their vehicles, excluding those that may affect the energy
measuring device and battery.
● The ranking at the end of the race shall be calculated based on the score
received by teams according to the following formula:
𝑿 = 𝟏𝟎𝟎𝟎 − 𝑬𝒏𝒆𝒓𝒈𝒚 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 − 𝑷𝒆𝒏𝒂𝒍𝒕𝒚 + 𝑨𝒘𝒂𝒓𝒅
Tablo 7. Example calculation for Electromobile
Total Energy
Number Score, New
Time Consumptio
of Laps Formula Notes
n
# min:sec Wh #
1 5 13:00:00 325 675 Completing early is not important
2 5 14:00:00 100 900 Vehicle with min energy comsumption
3 6 15:00:00 135 865 1 extra lap will not be awarded
4 3 10:00:00 90 0 Did Not Finish lack of laps (DNF)
5 5 16:00:00 230 0 Did Not Finish due to time limit(DNF)
Calculating the Score of Vehicle 2:
𝑿 = 𝟏𝟎𝟎𝟎 − 𝑬𝒏𝒆𝒓𝒈𝒚 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 − 𝑷𝒆𝒏𝒂𝒍𝒕𝒚 + 𝑨𝒘𝒂𝒓𝒅

𝑿 = 𝟏𝟎𝟎𝟎 − 𝟐𝟕𝟓 − 𝟎 + 𝟎
X = 725
● Important Note: The formula may change depending on the conditions of the
track where the race will take place.
18.3. Hydromobile Final Race
● In the race, every vehicle is expected to complete 5 laps in a maximum of 15

68
minutes. Less than 5 laps would result to invalid attempt.
● Teams shall have 3 attempts in order to complete the race. Best attempt shall
be the valid race result.
● Maximum of five cars shall be on the track at the same time. Cars shall start the
race at a certain interval determined by the Jury.
● During the race, every vehicle is expected to complete 5 laps in a maximum of
15 minutes. It is not important in terms of final ranking at which rank a team
completes the race. The energy meter and flowmeter to be fitted to the vehicles
before the race will be used by TÜBİTAK for the assessment to be made.
● During the race, teams may come to the pit area to make adjustments to their
vehicles mechanically or electrically with the exception of interferences affecting
battery, energy meter, and flowmeter measurement.
● The ranking at the end of the race shall be calculated based on the score
received by teams according to the following formula:
𝑿 = 𝟏𝟎𝟎𝟎 – (𝑬𝒏𝒆𝒓𝒈𝒚 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 + 𝑯𝒚𝒅𝒓𝒐𝒈𝒆𝒏 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 +

| 𝑬𝒏𝒆𝒓𝒈𝒚 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 − 𝟑 𝒙 𝑯𝒚𝒅𝒓𝒐𝒈𝒆𝒏 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆|) + 𝑨𝒘𝒂𝒓𝒅 − 𝑷𝒆𝒏𝒂𝒍𝒕𝒚
● Teams may maximize their scores by drawing balanced energy from the battery
and fuel cell.
Table 8. Example calculation for Hydromobile

Total
Numbe Total Energy
Hydrogen Score, New
r of Time Consumptio
Laps Consumptio Formula Notes
n
n
# min:sec Wh Litres #
Early completion is not
1 5 12:00 150 40 780
important
Vehicle with the lowest
2 5 14:30 75 25 900
consumption
3 6 13:00 110 30 840 Last lap will not be valid
The score is 0 for failing to
4 4 14:45 85 20 0
complete 5 laps.
The score is 0 for failing to
5 2 14:50 60 5 0
complete 5 laps.
Calculating the Score of Vehicle 4:
𝑿 = 𝟏𝟎𝟎𝟎 – (𝑬𝒏𝒆𝒓𝒈𝒚 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 + 𝑯𝒚𝒅𝒓𝒐𝒈𝒆𝒏 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 +

| 𝑬𝒏𝒆𝒓𝒈𝒚 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 − 𝟑 𝒙 𝑯𝒚𝒅𝒓𝒐𝒈𝒆𝒏 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝑽𝒂𝒍𝒖𝒆 |) + 𝑨𝒘𝒂𝒓𝒅 − 𝑷𝒆𝒏𝒂𝒍𝒕𝒚
𝑿 = 𝟏𝟎𝟎𝟎 – (𝟖𝟓 + 𝟐𝟎 + | 𝟖𝟓 − 𝟑 𝒙 𝟐𝟎 |) + 𝟎 − 𝟎
𝑿 = 𝟖𝟕𝟎
(The calculation is assumed that the team has no penalty or reward points.)
● The formula may change depending on the conditions of the track where the
race will take place.

69
18.4. Drag Race
● The drag race will be held after the efficiency race is over, it will take place on
the flat part of the race track shown in Figure 37 and its length is 450 meters.
● Teams that receive mechanical and electrical safety labels from technical
inspections are eligible to participate in the drag race.
Figure 37. Drag Race Track
18.5. Energy Meter Device
● The energy consumed by the vehicles is measured by the energy meter device
to be provided by TÜBITAK.
● The device takes its energy from its internal (own) battery to work..
● In order to read the measured value, there is an LCD screen on the device that
shows the measurement time and the energy consumed in the specified time.
● Current range for measurement is 0-100 A and voltage range is 24-200 VDA.
Power measurement error tolerance is maximum ±1%.
● When the maximum current and/or voltage limit is exceeded, the power
calculation is made by considering the double value of these limits as a penalty.
● Net energy calculation is made by considering the two-way energy flow. The
energy recovered during braking is deducted from the net energy.
● The connection of the energy meter to the vehicle electrical system is shown in
Figure 38. The connectors should be pre-connected to the vehicle electrical
system as shown in the figure so that the energy meter can be easily attached
to the vehicle when necessary and the battery line can be bypassed when the
energy meter is not used. TÜBİTAK officials will assist with connector supply
and connection before the race. Products with code 6810G2-BK and 1319G6-
70
BK are used as connectors and connection materials.
Overcurrent Breaker
Energy Vehicle
Meas. Electric
System
Battery Device
Figure 38-a. The device connection to the vehicle electric system
Overcurrent Breaker
Vehicle
Electirc
System
Battery
Figure 38-b. Connection when the device is removed
Telemetry, Lights,
Horn etc.
Overcurrent Breaker
Energy Vehicle
Meas. Electric
System
Battery Device
Figure 38-c. Unacceptable connection
18.6. Hydrogen Consumption Measuring Device
● Hydrogen consumption will be measured by a flow meter to be provided by

TÜBİTAK.
● The flow meter will be battery-powered and will have no electrical connection.
● The flow meter will be connected to the hydrogen line before the fuel cell with a
6-mm connection (or ¼ inch) in a direction suitable for the gas flow (Figure 39),
and it will be returned after completion of the race.

71
Figure 39. Connection of the H2 flow meter in the gas flow direction
● The flow meter must be located inside the vehicle where the driver cannot reach
it and it must be easily readable from outside. The suitable location for
integrating the flow meter into the vehicle will be determined based on advice
from the Jury.
18.7. Number and Time of Laps
● In the Electromobile and Hydromobile categories, it is expected that vehicles

will complete 5 laps in 15 minutes. Excessive laps will not be taken into
consideration. Teams that complete less than 5 laps will score 0 and are
considered to have used a race right.
● In order to be able to finish the race, the teams must complete the race in the
pit area, and the vehicles unable to drive up to the pit area cannot be ranked.
● If the teams start the race from the pit stop area due to a breakdown or being
late to the starting position according to the announced time in the race
program, their first rounds are not counted.
18.8. Determining the Ranking
● The initial value of the energy measuring devices of all vehicles before the start
of the race and the final values when the race is completed shall be read and
recorded by the Jury. If two teams have the same scores according to these
values, the one with the highest number of laps shall be ranked higher. In the
event that the number of laps is the same, the vehicle that completed the race
within the shortest time will be ranked higher.
● The score received by the teams shall be used for the final ranking according
to the formula explained above.
19. RELATED LEGISLATION
● Directive on Activities to be Carried Out by TÜBİTAK Science and Society

Presidency,
● International Efficiency Challenge Electric Vehicle Racing Rules
● In cases where there is no provision in the relevant legislation, the decisions of
TUBITAK and the Directorate are applied.

72
20. CONTACT
● Application and report upload: https://www.t3kys.com

● Invoice Entry and Support Return: https://bilimtoplum-pbs.tubitak.gov.tr/
● Announcements and Information: www.teknofest.org
● Questions: [email protected] / https://groups.google.com/g/2021-
uluslarasrasi-effcency-challenge-elektrkl-ara-yarilari

73
ANNEX 1: UNSUITABLE DESIGN EXAMPLES
Figure A. Single-center brake system, brakes only on both front wheels, brake hoses not fixed, example of an
unsuitable brake design
Figure B. There is a gap between the door and the body, an example of inappropriate door design

74
Figure C. There is a sharp-edged plate in the cockpit that will risk the driver's safety, there is a bolt tip in the
cockpit, an example of inappropriate cockpit design
Figure D. The cockpit and the outside environment are not properly isolated, the pilot does not have enough
protection against the external environment during the race, there is not enough protection between the wheels
and the pilot, an example of inappropriate cockpit design

75
Figure E. Bolt heads protruding beyond the rim, cable likely to be broken by bolts, an example of inappropriate
wheel design
Figure F. Roll bar elements are combined with bolts, there should be welded joints at points that cannot be
twisted, bolted jointing can only be used in the chassis and roll cage connection, an example of unsuitable roll Bar
design

76
ANNEX 2: PENALTY LIST
BREACHES ELECTROMOBILE HYDROMOBILE
Not sending the Disqualification Disqualification
Technical Design
Technical Design
Report or being below
Report
the lower limit score to
DESIGN be determined
PROCESSES Not having at least two Disqualification Disqualification
mandatory domestic
Domestic Parts part
For each missing 75 Wh 75 Wh
mandatory subpart
Failure to complete the 50 Wh 50 Wh
Dynamic driving test dynamic driving test
RACE WEEK on the first day
Dashboard camera No video recording 25 Wh 25 Wh
PROCESS
during the race
/ Not Uploaded to the
System
Not suitable for the 25 Wh for each 25 Wh for each
dimensions specified violated cm violated cm
in the rules
The ground clearance 25 Wh for each 25 Wh for each
of the vehicle is at violated cm violated cm
least 10 cm
Vehicle dimensions
Vehicle height is more Disqualification due Disqualification
than 1.25 times to the security due to the security
vehicle width reasons reasons
Wheel span is less Disqualification due Disqualification
than half of the vehicle to the security due to the security
width inside reasons reasons
Open place with a Disqualification due Disqualification
bird's eye view, to the security due to the security
wheels are outside the reasons reasons
VEHICLE vehicle
OUTSIDE Fragile windows/sharp Disqualification due Disqualification
CONTROLS corners/dangerous to the security due to the security
protrusions and similar reasons reasons
Vehicle body
problems
No cover on the Disqualification due Disqualification
front/back of the shell to the security due to the security
to access the battery reasons reasons
No cover on the front / 50 Wh 50 Wh
back of the shell for
access to other parts
50x80 cm frame Disqualification due Disqualification
cannot pass to the security due to the security
reasons reasons
Vehicle doors and
Preventing the driver Disqualification due Disqualification
mechanisms
from exiting the to the security due to the security
vehicle in case the reasons reasons
vehicle turns upside

77
down or leans on its
side.
Does not comply with Disqualification due Disqualification
the dimensions to the security due to the security
specified in the rules reasons reasons
The door cannot be 50 Wh 50 Wh
closed without using
the handle, but it is
safe
The door cannot be Disqualification due Disqualification
opened from the to the security due to the security
outside, there is a risk reasons reasons
of opening during the
race.
After the race, it is Disqualification due Disqualification
determined that the to the security due to the security
door is glued with duct reasons reasons
tape / fastened with
plastic clamps from
the inside
Non / only one Disqualification due Disqualification
to the security due to the security
reasons reasons
Areas less than 50 Disqualification due Disqualification
Vehicle rear view
cm2 to the security due to the security
mirrors
reasons reasons
The driver cannot see Disqualification due Disqualification
the text shown to the security due to the security
reasons reasons
Disqualification due Disqualification
No towing eye to the security due to the security
reasons reasons
Vehicle towing eye
Inner diameter less
than 20 mm/Non steel
reasons reasons
None/Cannot be seen
Vehicle taillight to the security due to the security
from 25 m
reasons reasons
Non 50 Wh 50 Wh
Vehicle headlights
Cannot be seen from
25 Wh 25 Wh
25 m
The material does not Disqualification due Disqualification
Vehicle windshield comply with the rules, to the security due to the security
it is not transparent reasons reasons
Non 50 Wh 50 Wh
Windscreen wiper
Available but not
25 Wh 25 Wh
working properly
Using tires other than Disqualification
Disqualification due
Vehicle tire those supplied by due to rule
to rule violation
TÜBİTAK violation

78
Not enough Disqualification due Disqualification
Cockpit space/unsafe for the to the security due to the security
driver reasons reasons
Not secured by at
least 5 points or not
compliant with FIA
reasons resons
rules
Seat belt
No passenger seat 25 Wh 25 Wh
belt or not in
compliance with FIA
regulations
Missing roll bar Disqualification due Disqualification
Roll bars to the security due to the security
reasons reasons
Tensile strength less Disqualification due Disqualification
than 200 MPa to the security due to the security
reasons reasons
Roll bar not Disqualification due Disqualification
perpendicular to to the security due to the security
vehicle floor reasons reasons
Front roll bar does not Disqualification due Disqualification
start at least 3 cm to the security due to the security
above the steering reasons reasons
wheel
Rear roll bar does not Disqualification due Disqualification
VEHICLE INSIDE start at least 5 cm to the security due to the security
CONTROLS Roll cage above helmet level reasons reasons
Profile does not follow Disqualification due Disqualification
the rules to the security due to the security
reasons reasons
The roll cage is not Disqualification due Disqualification
independent of the to the security due to the security
body and is not safe reasons reasons
The roll cage is not 50 Wh 50 Wh
independent of the
body, but it is safe
Welding or bolt not Disqualification due Disqualification
properly fixed to the security due to the security
reasons reasons
Less than 2 kg Disqualification due Disqualification
Fire extinguisher to the security due to the security
reasons reasons
Vertical angle more Disqualification due Disqualification
than 30° to the security due to the security
reasons reasons
There is a seat, no Disqualification Disqualification
passenger seat Due to Rule Due to Rule
Seat
Not have FIA Disqualification due Disqualification
standards, not safe to the security due to the security
reasons reasons
Not have FIA 25 Wh / seat 25 Wh / seat
standards, but safe

79
Distance between Disqualification due Disqualification
adjacent seats is less to the security due to the security
than 90 mm reasons reasons
Open form Disqualification due Disqualification
Steering wheel to the security due to the security
reasons reasons
Not play for 3 seconds Disqualification due Disqualification
Horn without interrupt to the security due to the security
reasons reasons
Non / not working Disqualification due Disqualification
reasons reasons
Speedometer Cannot be displayed 10 Wh 10 Wh
on telemetry computer
but external
speedometer is used
Foot Accelerator
Pedal
reasons reasons
Unsuitable due the Disqualification due Disqualification
rules to the security due to the security
Driver suit and
reasons reasons
equipment
Not FIA standards, but 25 Wh 25 Wh
safe
Not enough Disqualification due Disqualification
Brake test to the security due to the security
reasons reasons
Not multi-circuit or Disqualification due Disqualification
Brake system hydraulic to the security due to the security
reasons reasons
Open connection / No Disqualification due Disqualification
Electrical cable
isolation to the security due to the security
connections
reasons reasons
Emergency stop
button
SECURITY reasons reasons
CONTROLS Non / Improper Design Disqualification due Disqualification
Overcurrent circuit
breaker
reasons reasons
Non Disqualification due Disqualification
Battery to rule violation due to the security
reasons
Battery management
system
reasons reasons
Temperature sensors Disqualification due Disqualification
Battery management
not properly placed in to the security due to the security
system
battery reasons reasons
Temperature sensors Disqualification due Disqualification
Battery management
not working to the security due to the security
system
reasons reasons
Battery management Balancing system not 5 Wh 5 Wh
system working

80
Battery management State of charge (SoC) 5 Wh 5 Wh
system calculation is incorrect
No flasher and Disqualification due Disqualification
Battery temperature
temperature indicator to the security due to the security
measurement
reasons reasons
Non / unsuitable Disqualification due Disqualification
Battery box design & materials to the security due to the security
reasons reasons
Unfixed
Battery box fixing to the security due to the security
Screw thinner than 8
reasons reasons
mm is used
No safety curtain Disqualification due Disqualification
Safety curtain between driver's seat to the security due to the security
and battery pack reasons reasons
Has an external (Battery (Battery
Energy meter
battery supply capacity)/Number capacity)/Number
connection
of laps Wh of laps Wh
Battery voltage levels Disqualification due Disqualification
are outside the to rule violation due to rule
Energy meter
capacity of the energy violation
meter
No electrical isolation Disqualification due Disqualification
Onboard charge unit between grid and to the security due to the security
battery pack reasons reasons
Non / unsuitable Disqualification due Disqualification
Telemetry to rule violation due to rule
violation
Non/not Disqualification
Fuel cell working/greater than 3 due to the security
kW reasons
Greater than 110 kJ Disqualification
Super capacitor due to the security
reasons
Non / unsuitable Disqualification
Pressure relief valve due to the security
reasons
Gas outlet safety
due to the security
valve
reasons
Thermocouple due to the security
reasons
Disqualification
Flasher Non / unsuitable due to the security
reasons
Not connected with Disqualification
flasher due to the security
reasons
Temperature indicator
Not working/low sound Disqualification
level due to the security
reasons

81
Inside the cockpit / Disqualification
unsuitable due to the security
reasons
No protection shield Disqualification
Metal hydride
due to the security
cylinders
reasons
Unsafe conneciton Disqualification
due to the security
reasons
Inside the cockpit / Disqualification
unsuitable due to the security
reasons
Hydrogen line
Unsuitable design Disqualification
due to the security
reasons
due to the security
reasons
Ball valve
Unsuitable materials Disqualification
due to the security
reasons
Hydrogen sensor due to the security
reasons
More than 10 sec / Disqualification due Disqualification
Emergency Help needed to the security due to the security
evacuation (driver and reasons reasons
co-driver)
Unboxed Disqualification due Disqualification

reasons reasons
Motor Driver
Plug connectors not 10 Wh 10 Wh
used
ANNEX 3:AWARDS LIST

BREACHES ELECTROMOBIL HYDROMOBILE
E
Optional domestic 10 Wh 10 Wh
DESIGN Domestic part award (for each
part)
PROCESS
Timestamp 1 Wh 1 Wh
Telemetry
recording
82
BREACHES ELECTROMOBIL HYDROMOBILE
E
and transmission
Vehicle speed 2 Wh 2 Wh
(km/h) recording
and transmission
The temperature of 2 Wh 2 Wh
the battery pack
recording and
transmission
The Metal hydride - 2 Wh
tank temperature
recording and
transmission
Total battery voltage 1 Wh 1 Wh
recording and
transmission
Remaining energy 1 Wh 1 Wh
amount recording
and transmission
Data integrity 5 Wh 5 Wh
verification at the
application layer of
transmitted data
In-vehicle and 3 Wh 3 Wh
monitoring center
communication
break control
Ensuring 2 Wh 2 Wh
retransmission of
unsent packets
Receiving a sticker 10 Wh 10 Wh
Technical
at the first technical
inspections
check
Receiving a sticker 5 Wh 5 Wh
RACE WEEK Technical
at the second
PROCESS inspections
technical check
Each successful 30 Wh and 30 30 Wh ve 30 sec
Successful mission mission sec additional additional time
time

83

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INTERNATIONAL

International EC Electric Vehicle www.teknofest.org

International EC Electric Vehicle www.teknofest.org

1. Aim and Scope of The Competition

● The objectives of “Efficiency Challenge Electric Vehicle”, organised by

4. Technical Design Report

5. Dynamic Driving Test Video

Figure 1. Dynamic Driving Test Area Dimensions

6. Braking Test Video

International EC Electric Vehicle www.teknofest.org

7.2. Vehicle Transfer Support

7.3. Collaboration Supports

International EC Electric Vehicle www.teknofest.org

Table 2. Race Week

Fifth Day Drag Race Award Ceremony

International EC Electric Vehicle www.teknofest.org

International EC Electric Vehicle www.teknofest.org

First Place 100.000 TRY

Third Place 80.000 TRY

Visual Design Award 30.000 TRY

Jury Award 30.000 TRY

First Place 60.000 TRY

9.1. Performance Awards

9.2. Visual Design Award

International EC Electric Vehicle www.teknofest.org

9.4. Domestic Product Awards

9.5. Transferring of the Awards

10. Other Provisions

International EC Electric Vehicle www.teknofest.org

Mandatory sub-parts for Electromobile:

Mandatory sub-parts for Hydromobile:

a) Battery packaging (Electromobile and Hydromobile)

International EC Electric Vehicle www.teknofest.org

14 Fuel cell control X X X

● In technical inspections, it will be checked whether the parts declared as

i. Awareness of general electrical machine theory and construction

i. Electrical circuit design and protection circuits

● Battery: is the system which generally consists of a battery protection container

Figure 3. BMS connection of battery packaging

International EC Electric Vehicle www.teknofest.org

International EC Electric Vehicle www.teknofest.org

Figure 4-a. Sample drawing for battery box

Figure 4-b. Sample BMS for lithium-based batteries

Figure 4-c. Box and sample BMS for lithium-based batteries

International EC Electric Vehicle www.teknofest.org

4.2. Battery Packaging

i. Cell type (pouch, cylindrical, prismatic, etc.), electrochemical data sheets

i. Electrical characteristics of the cell

● Thermal analysis of the battery pack

● Cooling system details of the battery pack

4.3. Embedded Recharging Unit

i. It should have a minimum power level of 500 W in order to recharge the

4.4. Procedure to be Followed in Technical Inspections

Figure 5 - a. Battery pack, BMS and embedded recharging unit controls

International EC Electric Vehicle www.teknofest.org

ii. Battery needs to be at 30-60 % SOC before the inspection.

i.Vehicle speed (km/h) (See Speedometer),

International EC Electric Vehicle www.teknofest.org

6. Drawing of Electrical Schematic and Equipment Placement

Figure 7. Emergency stop button examples