IEC 61851-21-1:2017

Electric vehicle conductive charging system - Part 21-1 Electric vehicle on-board charger EMC requirements for conductive connection to AC/DC supply

IEC 61851-21-1:2017, together with IEC 61851-1:2010, gives requirements for conductive connection of an electric vehicle (EV) to an AC or DC supply. It applies only to on-board charging units either tested on the complete vehicle or tested on the charging system component level (ESA - electronic sub assembly).
This document covers the electromagnetic compatibility (EMC) requirements for electrically propelled vehicles in any charging mode while connected to the mains supply. This first edition, together with IEC 61851-21-2, cancels and replaces IEC 61851-21:2001. It constitutes a technical revision. This edition includes the following significant technical changes with respect to IEC 61851‑21:2001:
a) this document addresses now only EMC tests instead of other electrical tests;
b) test setups are defined more precisely;
c) Annex A "Artificial networks, asymmetric artificial networks and integration of charging stations into the test setup" was added.

Système de charge conductive pour véhicules électriques - Partie 21-1: Exigences CEM relatives à la connexion conductive des chargeurs embarqués pour véhicules électriques à une alimentation en courant alternatif ou continu

L'IEC 61851-21-1:2017 , ainsi que l’IEC 61851-1:2010, spécifient les exigences relatives à la connexion conductive d’un véhicule électrique (VE) à une alimentation en courant alternatif ou continu. Elle ne s’applique qu’aux unités de charge embarquées soumises à essai soit sur le véhicule complet, soit au niveau des composants du système de charge (SEEE – sous-ensemble électrique/électronique).
Le présent document couvre les exigences de compatibilité électromagnétique (CEM) pour les véhicules à propulsion électrique, quel que soit le mode de charge, lorsqu’ils sont connectés au réseau électrique.
Il ne s’applique pas aux trolleybus, véhicules ferroviaires, camions et véhicules industriels conçus principalement pour une exploitation non routière, tels que les engins forestiers et de construction.
L'IEC 61851-21-1:2017, conjointement avec l’IEC 61851-21-2, annule et remplace l’IEC 61851 21:2001. Elle constitue une révision technique.
Cette édition inclut les modifications techniques majeures suivantes par rapport à l’IEC 61851 21:2001:
a) le présent document traite désormais uniquement des essais CEM, et non plus des autres essais électriques;
b) les configurations d’essai sont définies de manière plus précise;
c) l’Annexe A "Réseaux fictifs, réseaux fictifs asymétriques et intégration des bornes de charge dans la configuration d’essai" a été ajoutée.

General Information

• Status: Published
• Publication Date: 18-Jun-2017
• ICS: 43.120 - Electric road vehicles
• Technical Committee: TC 69 - Electrical power/energy transfer systems for electrically propelled road vehicles and industrial trucks
• Drafting Committee: WG 4 - TC 69/WG 4
• Current Stage: PPUB - Publication issued
• Start Date: 19-Jun-2017
• Completion Date: 30-Jun-2017

Relations

• Replaces: IEC 61851-21:2001 - Electric vehicle conductive charging system - Part 21: Electric vehicle requirements for conductive connection to an a.c./d.c. supply
• Effective Date: 05-Sep-2023

Overview

IEC 61851-21-1:2017 is an International Electrotechnical Commission standard that defines electromagnetic compatibility (EMC) requirements for electric vehicle (EV) on‑board chargers when conductively connected to an AC or DC supply. Used together with IEC 61851‑1:2010, this part applies to on‑board charging units tested either on the complete vehicle or at the electronic sub‑assembly (ESA) level. The edition focuses exclusively on EMC tests for all charging modes while connected to the mains and replaces IEC 61851‑21:2001 with a technical revision.

Key Topics and Requirements

• Scope & applicability: Covers conductive connection to AC or DC mains, and applies to complete vehicles and ESAs involved in charging (on‑board chargers).
• Immunity tests: Defines immunity requirements and test severity levels for disturbances such as electrical fast transient/burst (EFT), surge events, radiated RF fields, and pulse disturbances on supply lines.
• Emission limits: Specifies allowed emissions - harmonics, voltage fluctuations and flicker, high‑frequency conducted disturbances on AC/DC lines, network/telecommunication interfaces, and radiated high‑frequency disturbances.
• Test setups: More precise, standardized test arrangements for single‑phase and three‑phase chargers, inlets located at vehicle side or front/rear, and configurations with or without communication links.
• Artificial networks: Annex A (normative) introduces artificial networks (AN/AMN) and asymmetric artificial networks (AAN) and guidance for integrating charging stations into EMC test setups - including interfaces like PLC, CAN and control pilot lines.
• Performance criteria: Defines functional performance levels to judge whether the vehicle or ESA maintains safe charging operation under EMC stress.
• Tables & figures: Includes harmonics tables, RF conducted and radiated disturbance limits, and illustrative test configurations to support laboratory testing and compliance assessment.

Applications and Who Uses This Standard

• EV OEMs and power electronics designers use IEC 61851‑21‑1 for design validation of on‑board chargers and to mitigate EMI/EMC issues.
• EMC test laboratories apply the test methods and setups when performing conformity and type‑approval testing.
• Certification bodies and regulators rely on the standard to assess grid compatibility and safety of EV charging equipment.
• Charging station integrators and ESA suppliers use the standard when coordinating vehicle–infrastructure interfaces and communication protocols (e.g., PLC, control pilot).

Related Standards

• IEC 61851‑1:2010 (general requirements for EV conductive charging)
• IEC 61851‑21‑2 (complementary guidance for off‑board charger EMC)
• Other parts of the IEC 61851 series and relevant EMC/CISPR documents for measurement methods and limits

Keywords: IEC 61851‑21‑1, EV on‑board charger EMC, electric vehicle conductive charging, AC DC supply, on‑board charger testing, artificial networks, harmonics, radiated emissions.

Standards Content (Sample)

IEC 61851-21-1 ®
Edition 1.0 2017-06
INTERNATIONAL
STANDARD
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inside
Electric vehicle conductive charging system –
Part 21-1: Electric vehicle on-board charger EMC requirements for conductive
connection to an AC/DC supply
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IEC 61851-21-1 ®
Edition 1.0 2017-06
INTERNATIONAL
STANDARD
colour
inside
Electric vehicle conductive charging system –

Part 21-1: Electric vehicle on-board charger EMC requirements for conductive

connection to an AC/DC supply
INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
ICS 43.120 ISBN 978-2-8322-4432-6

– 2 – IEC 61851-21-1:2017 © IEC 2017
CONTENTS
FOREWORD . 5
1 Scope . 7
2 Normative references . 7
3 Terms and definitions . 8
4 General test conditions . 9
5 Test methods and requirements . 10
5.1 General . 10
5.1.1 Overview . 10
5.1.2 Exceptions . 10
5.2 Immunity . 10
5.2.1 General . 10
5.2.2 Function performance criteria . 11
5.2.3 Test severity level . 11
5.2.4 Immunity of vehicles to electrical fast transient/burst disturbances
conducted along AC and DC power lines . 12
5.2.5 Immunity of vehicles to surges conducted along AC and DC power lines . 12
5.2.6 Immunity to electromagnetic radiated RF-fields . 15
5.2.7 Immunity to pulses on supply lines . 20
5.2.8 Immunity test and severity level overview . 20
5.3 Emissions . 23
5.3.1 Test conditions . 23
5.3.2 Emissions of harmonics on AC power lines . 23
5.3.3 Emission of voltage changes, voltage fluctuations and flicker on AC
power lines . 26
5.3.4 High-frequency conducted disturbances on AC or DC power lines . 27
5.3.5 High-frequency conducted disturbances on network and
telecommunication access . 30
5.3.6 High-frequency radiated disturbances . 32
5.3.7 Radiated disturbances on supply lines . 37
Annex A (normative) Artificial networks, asymmetric artificial networks and integration
of charging stations into the test setup . 38
A.1 Overview. 38
A.2 Charging station and power mains connection . 38
A.3 Artificial networks (AN) . 39
A.3.1 General . 39
A.3.2 Low voltage (LV) powered component . 39
A.3.3 High voltage (HV) powered component . 40
A.3.4 Components involved in charging mode connected to DC power supply . 42
A.4 Artificial mains networks (AMN) . 43
A.5 Asymmetric artificial networks (AAN) . 43
A.5.1 General . 43
A.5.2 Symmetric communication lines (e.g. CAN) . 43
A.5.3 PLC on power lines. 44
A.5.4 PLC (technology) on control pilot . 45
Bibliography . 47

Figure 1 – Electrical fast transient/burst test vehicle setup . 12

Figure 2 – Vehicle in configuration "REESS charging mode coupled to the power grid"
– coupling between lines for AC (single phase) and DC power lines. 13
Figure 3 – Vehicle in configuration "REESS charging mode coupled to the power grid"
– coupling between each line and earth for AC (single phase) and DC power lines . 13
Figure 4 – Vehicle in configuration "REESS charging mode coupled to the power grid"
– coupling between lines for AC (three phases) power lines . 14
Figure 5 – Vehicle in configuration "REESS charging mode coupled to the power grid"
– coupling between each line and earth for AC (three phases) power lines . 14
Figure 6 – Example of test setup for vehicle with inlet located on the vehicle side
(AC/DC power charging without communication) . 16
Figure 7 – Example of test setup for vehicle with inlet located at the front/rear of the
vehicle (AC/DC power charging without communication) . 17
Figure 8 – Example of test setup for vehicle with inlet located on vehicle side (AC or
DC power charging with communication). 18
Figure 9 – Example of test setup for vehicle with inlet located at the front/rear of the
vehicle (AC or DC power charging with communication) . 19
Figure 10 – Vehicle in configuration "REESS charging mode coupled to the power
grid" – Single-phase charger test setup. 25
Figure 11 – Vehicle in configuration "REESS charging mode coupled to the power
grid" – Three-phase charger test setup . 25
Figure 12 – Vehicle in configuration "REESS charging mode coupled to the power grid" . 26
Figure 13 – Vehicle in configuration "REESS charging mode coupled to the power grid" . 29
Figure 14 – Vehicle in configuration "REESS charging mode coupled to the power grid" . 31
Figure 15 – Example of vehicle in configuration "REESS charging mode coupled to the
power grid" . 34
Figure 16 – Test configuration for ESAs involved in REESS charging mode coupled to
the power grid (example for horn antenna) . 36
Figure A.1 – Example of 5 µH AN schematic . 39
Figure A.2 – Characteristics of the AN impedance . 40
Figure A.3 – Example of 5 µH HV AN schematic . 41
Figure A.4 – Characteristics of the HV AN impedance . 41
Figure A.5 – Example of 5 µH HV AN combination in a single shielded box . 42
Figure A.6 – Impedance matching network attached between HV ANs and EUT . 42
Figure A.7 – Example of an impedance stabilization network for symmetric
communication lines . 44
Figure A.8 – Example of a circuit for emission tests of PLC on AC or DC powerlines . 45
Figure A.9 – Example of a circuit for immunity tests of PLC on AC or DC powerlines . 45
Figure A.10 – Example of a circuit for emission tests of PLC on control pilot line . 46
Figure A.11 – Example of a circuit for immunity tests of PLC on control pilot line . 46

Table 1 – Immunity tests . 21
Table 2 – Maximum allowed harmonics (input current ≤ 16 A per phase) . 24
Table 3 – Acceptable harmonics for R = 33 (16 A < I ≤ 75 A) . 24
sce i
Table 4 – Maximum allowed radiofrequency conducted disturbances on AC power lines . 27
Table 5 – Maximum allowed radiofrequency conducted disturbances on DC power lines . 28
Table 6 – Maximum allowed radiofrequency conducted disturbances on network and
telecommunication access . 30

– 4 – IEC 61851-21-1:2017 © IEC 2017
Table 7 – Maximum allowed vehicle high-frequency radiated disturbances . 32
Table 8 – Maximum allowed ESA high-frequency radiated disturbances . 35
Table 9 – Maximum allowed ESA radiated disturbances on supply lines . 37

INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
ELECTRIC VEHICLE CONDUCTIVE CHARGING SYSTEM –

Part 21-1: Electric vehicle on-board charger EMC requirements
for conductive connection to an AC/DC supply

FOREWORD
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International Standard IEC 61851-21-1 has been prepared by subcommittee 69: Electric road
vehicles and electric industrial trucks.
This first edition, together with IEC 61851-21-2, cancels and replaces IEC 61851-21:2001. It
constitutes a technical revision.
This edition includes the following significant technical changes with respect to
IEC 61851-21:2001:
a) this document addresses now only EMC tests instead of other electrical tests;
b) test setups are defined more precisely;
c) Annex A "Artificial networks, asymmetric artificial networks and integration of charging
stations into the test setup" was added.

– 6 – IEC 61851-21-1:2017 © IEC 2017
The text of this International Standard is based on the following documents:
FDIS Report on voting
69/507/FDIS 69/516/RVD
Full information on the voting for the approval of this International Standard can be found in
the report on voting indicated in the above table.
This document has been drafted in accordance with the ISO/IEC Directives, Part 2.
A list of all parts of the IEC 61851 series, under the general title: Electric vehicle conductive
charging system, can be found on the IEC website.
The committee has decided that the contents of this document will remain unchanged until the
stability date indicated on the IEC website under "http://webstore.iec.ch" in the data related to
the specific document. At this date, the document will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.
A bilingual version of this publication may be issued at a later date.

IMPORTANT – The 'colour inside' logo on the cover page of this publication indicates
that it contains colours which are considered to be useful for the correct
understanding of its contents. Users should therefore print this document using a
colour printer.
ELECTRIC VEHICLE CONDUCTIVE CHARGING SYSTEM –

Part 21-1: Electric vehicle on-board charger EMC requirements
for conductive connection to an AC/DC supply

1 Scope
This part of IEC 61851, together with IEC 61851-1:2010, gives requirements for conductive
connection of an electric vehicle (EV) to an AC or DC supply. It applies only to on-board
charging units either tested on the complete vehicle or tested on the charging system
component level (ESA – electronic sub assembly).
This document covers the electromagnetic compatibility (EMC) requirements for electrically
propelled vehicles in any charging mode while connected to the mains supply.
This document is not applicable to trolley buses, rail vehicles, industrial trucks and vehicles
designed primarily to be used off-road, such as forestry and construction machines.
NOTE 1 Specific safety requirements that apply to equipment on the vehicle during charging are treated in
separate documents as indicated in the corresponding clauses of this document.
NOTE 2 Electric vehicle (EV) includes pure electric vehicles as well as plug-in hybrid electric vehicles with
additional combustion engine.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their
content constitutes requirements of this document. For dated references, only the edition
cited applies. For undated references, the latest edition of the referenced document (including
any amendments) applies.
IEC 60038:2009, IEC standard voltages
IEC 61000-3-2:2014, Electromagnetic compatibility (EMC) – Part 3-2: Limits – Limits for
harmonic current emissions (equipment input current ≤ 16 A per phase)
IEC 61000-3-3:2013, Electromagnetic compatibility (EMC) – Part 3-3: Limits – Limitation of
voltage changes, voltage fluctuations and flicker in public low-voltage supply systems, for
≤ 16 A per phase and not subject to conditional connection
equipment with rated current
IEC 61000-3-11:2000, Electromagnetic compatibility (EMC) – Part 3-11 – Limits – Limitation
of voltage changes, voltage fluctuations and flicker in public low-voltage supply systems –
Equipment with rated current ≤ 75 A and subject to conditional connection
IEC 61000-3-12:2011, Electromagnetic compatibility (EMC) – Part 3-12 – Limits for harmonic
currents produced by equipment connected to public low-voltage systems with input current
> 16 A and ≤ 75 A per phase
IEC 61000-4-4:2012, Electromagnetic compatibility (EMC) – Part 4-4: Testing and
measurement techniques – Electrical fast transient/burst immunity test
IEC 61000-4-5:2014, Electromagnetic compatibility (EMC) – Part 4-5: Testing and
measurement techniques – Surge immunity test

– 8 – IEC 61851-21-1:2017 © IEC 2017
IEC 61000-6-3:2006, Electromagnetic compatibility (EMC) – Part 6-3: Generic standards –
Emission standard for residential, commercial and light-industrial environments
IEC 61000-6-3:2006/AMD1:2010
IEC 61851-1:2010, Electric vehicle conductive charging system – Part 1: General
requirements
CISPR 12:2007, Vehicles, boats and internal combustion engines – Radio disturbance
characteristics – Limits and methods of measurement for the protection of off-board receivers
CISPR 12:2007/AMD1:2009
CISPR 16-1-2:2014, Specification for radio disturbance and immunity measuring apparatus
and methods – Part 1-2: Radio disturbance and immunity measuring apparatus – Coupling
devices for conducted disturbance measurements
CISPR 16-2-1:2014, Specification for radio disturbance and immunity measuring apparatus
and methods – Part 2-1: Methods of measurement of disturbances and immunity – Conducted
disturbance measurements
CISPR 22:2008, Information technology equipment – Radio disturbance characteristics –
Limits and methods of measurement
CISPR 25:2016, Vehicles, boats and internal combustion engines – Radio disturbance
characteristics – Limits and methods of measurement for the protection of on-board receivers
ISO/TR 8713:2012, Electrically propelled road vehicles – Vocabulary
ISO 7637-2:2011, Road vehicles – Electrical disturbances from conduction and coupling --
Part 2: Electrical transient conduction along supply lines only
ISO 11451-1:2015, Road vehicles – Vehicle test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 1: General principles and terminology
ISO 11451-2:2015, Road vehicles – Vehicle test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 2: Off-vehicle radiation sources
ISO 11452-1:2015, Road vehicles – Component test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 1: General principles and terminology
ISO 11452-2:2004, Road vehicles – Component test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 2: Absorber-lined shielded enclosure
ISO 11452-4:2011, Road vehicles – Component test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 4: Harness excitation methods
3 Terms and definitions
For the purposes of this document, the terms and definitions given in IEC 61851-1:2010 and
ISO/TR 8713:2012, as well as the following apply.
ISO and IEC maintain terminological databases for use in standardization at the following
addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp

3.1
REESS
rechargeable energy storage system that provides electric energy for electric propulsion of
the vehicle
3.2
on-board EV charging system
all equipment in the charge power supply chain inside the vehicle
Note 1 to entry: It includes the plug and cable if physically connected to the vehicle (cable cannot be removed
without any tool, i.e. case A as defined in IEC 61851-1:2010).
3.3
electrical/electronic sub-assembly
ESA
electrical and/or electronic device or set(s) of devices intended to be part of a vehicle,
together with any associated electrical connections and wiring, which performs one or more
specialized functions
3.4
low voltage
LV
operating DC voltage below 60 V
EXAMPLE Nominal voltages of 12 V, 24 V, 48 V.
3.5
LV harness
low voltage harness with operating voltages below 60 V
3.6
high voltage
HV
operating voltages of 60 V to 1000 V
Note 1 to entry: HV+ and HV- are abbreviations for the positive and negative terminal line, respectively.
Note 2 to entry: HV definition is in accordance to CISPR 25, ISO 11451-1 and ISO 11452-1.
3.7
electric vehicle
EV
pure electric vehicles as well as plug-in hybrid electric vehicles with additional combustion
engine
4 General test conditions
The vehicle systems shall operate correctly within +10 % to –15 % of the standard nominal
supply voltage. This takes into account variations that are induced by the installation as
defined in Annex A of IEC 60038:2009. The rated value of the frequency is 50 Hz ± 1 % or
60 Hz ± 1 %.
NOTE IEC 60038:2009 specifies the voltage at the delivery point. Annex A proposes to specify wider values to
allow for further voltage variations due to installations.
Test methods concern only the electric vehicle charging system with "REESS in charging
mode coupled to the power grid". Tests shall be performed either on separate samples or on
the whole vehicle at the vehicle manufacturer’s request as defined in the test plan.
The vehicle shall be in an unladen condition except for necessary test equipment.

– 10 – IEC 61851-21-1:2017 © IEC 2017
The vehicle shall be immobilized, engine OFF, and in charging mode.
All other equipment which can be switched on permanently by the driver or passenger shall
be OFF.
The tests shall be carried out with the equipment under test (EUT) or any movable part of it
placed in the most unfavourable position as defined in the test plan.
Unless otherwise specified, the tests shall be carried out in a draught-free location and at an
ambient temperature of 23 °C ± 5 °C according to ISO 11451-1:2015 and ISO 11452-1:2015.
5 Test methods and requirements
5.1 General
5.1.1 Overview
All tests shall be carried out using the charging cable specified or provided by the electric
vehicle supply equipment (EVSE) manufacturer or the electric vehicle manufacturer as
described in further detail in the test plan, for example cable lengths.
If the charging cable is provided by the vehicle manufacturer the extraneous length shall be z-
folded in 0,5 m width.
The artificial (mains) networks (AN/AMN) for power supply and asymmetric artificial networks
(AAN) for charging communications to be used for these tests are described in Annex A.
For electrical/electronic sub-assembly (ESA) separated on-board charger tests an appropriate
load shall be used to simulate the vehicle HV-systems terminations, for example HV battery. If
specific load boxes are used, these shall also be described in the test plan.
5.1.2 Exceptions
Vehicles and/or ESA which are intended to be used in "REESS charging mode coupled to the
power grid" in the configuration connected to a DC-charging station with a length of a DC
network cable shorter than 30 m do not have to fulfil the requirements of conducted emissions,
surge and fast transients (burst) neither on vehicle nor ESA level.
In this case, the manufacturer shall provide a statement that the vehicle and/or ESA can be
used in "REESS charging mode coupled to the power grid" only with cables shorter than 30 m.
This information shall be made publicly available following the type approval.
Vehicles and/or ESA which are intended to be used in "REESS charging mode coupled to the
power grid" in the configuration connected to a local/private DC-charging station without
additional participants do not have to fulfil requirements of conducted emissions, surge and
fast transients (burst) neither on vehicle nor ESA level.
In this case, the manufacturer shall provide a statement that the vehicle and/or ESA can be
used in "REESS charging mode coupled to the power grid" only with a local/private DC
charging station without additional participants. This information shall be made publicly
available following the type approval.
5.2 Immunity
5.2.1 General
The tests shall be carried out individually as single tests in sequence. The tests may be
performed in any order.
In general, the EUT shall be tested in configuration "REESS in charging mode coupled to the
power grid".
If the current consumption can be adjusted, the current shall be set to at least 20 % of its
nominal value.
If the current consumption cannot be adjusted, the REESS state of charge (SOC) shall be
kept between 20 % and 80 % of the maximum SOC during the whole time duration of the
measurement
NOTE This may lead to split the measurement in different time slots/sub-bands with the need to discharge the
vehicle’s traction battery before starting the next time slot/ sub-band.
The EUT shall be switched on and shall operate as defined in the test plan.
The description of the test, relevant generator, appropriate methods, and the setup to be used
are given in the basic standards, which are referred to in Table 1.
The contents of these basic standards are not repeated here, however modifications or
additional information needed for the practical application of the tests are given in this
document.
Only non-disturbing equipment shall be used while monitoring the vehicle or ESA. The vehicle
exterior and the passenger compartment/ESA shall be monitored to determine whether the
requirements are met (e.g. for vehicle test by using (a) video camera(s), a microphone, etc.).
The electric vehicle shall not become dangerous or unsafe as a result of the application of the
tests defined in this document.
5.2.2 Function performance criteria
Subclause 5.2.2 defines the expected performance objectives for the function of the vehicle
subjected to the test conditions. The performance criteria of the function (expected behaviour
of the function observed during test) are listed below.
NOTE This element is applicable to every single individual function of an equipment under test and describes the
operational status of the defined function during and after a test.
Performance criterion A: The vehicle shall not be set in motion. The charging function shall
continue to operate as intended during and after the test. No degradation of performance or
loss of function is allowed.
Performance criterion B: The vehicle shall not be set in motion. The charging function shall
continue to operate as intended after the test. No degradation of performance or loss of
function is allowed after the test. During the test temporary loss of charging function is
allowed provided the charging function is restored automatically without user interaction.
Performance criterion C: The vehicle shall not be set in motion. Temporary loss of function is
allowed, provided the function can be restored by simple operations of the controls and
without the use of tools, by the user of the equipment or operator from remote position.
5.2.3 Test severity level
This defines the specification of test severity level of essential signal parameters. The test
severity level is the stress level applied to the equipment under test for any given test method.
The test severity levels depend on the required operational characteristics of the function.
Test severity levels are given in Table 1.

– 12 – IEC 61851-21-1:2017 © IEC 2017
5.2.4 Immunity of vehicles to electrical fast transient/burst disturbances conducted
along AC and DC power lines
5.2.4.1 General
EV charging equipment directly powered by the AC power lines and DC power lines shall
withstand common mode conducted disturbances to levels given in Table 1, generally caused
by the switching of small inductive loads, relay contacts bouncing, or switching of high-voltage
switchgear.
5.2.4.2 Electric vehicle charging equipment test
This test is intended to demonstrate the immunity of the vehicle electronic systems network
according to IEC 61000-4-4:2012. The electric vehicle charging equipment shall be subject to
electrical fast transient/burst disturbances conducted along AC and DC power lines of the
vehicle as described in 5.2.5.2. The vehicle shall be monitored during the tests.
The test setup is depicted in Figure 1.
The vehicle shall be placed directly on the ground plane. The cable shall be z-folded in less
than 0,5 m width if longer than 1 m, placed 0,1 ( ± 0,025) m above the ground plane and at
least 0,1 m away from the car body.
0,8 (+0,2 / –0) m
C
C
Z
CDN
IEC
Key
1 EFT/burst-generator
2 AC/DC/mains
3 filter
Figure 1 – Electrical fast transient/burst test vehicle setup
5.2.4.3 ESA, separated on-board charger test
The test procedure according to IEC 61000-4-4:2012 shall be applied to separated on-board
charger tests.
The enclosure of ESA need not be bonded to ground plane directly.
5.2.5 Immunity of vehicles to surges conducted along AC and DC power lines
5.2.5.1 General
On-board EV charging equipment directly powered by the AC power mains shall withstand the
voltage surges, generally caused by switching phenomena in the power grid, faults or
lightning strokes (indirect strokes) as described in Table 1.

The test equipment is composed of a reference ground plane (a shielded room is not
required), a surge generator and a coupling/decoupling network (CDN).
5.2.5.2 Electric vehicle charging system test
This test is intended to demonstrate the immunity of the vehicle electronic systems according
to IEC 61000-4-5:2014. The vehicle shall be subject to surges conducted along AC and DC
power lines of the vehicle. The vehicle shall be monitored during the tests.
NOTE If transmitters being part of authorization and payment process might not be switched off during charging,
then transmitter-specific standard applies (e.g. 3G, 4G, RFID).
The vehicle shall be positioned on the ground plane. The electrical surge shall be applied on
the vehicle on the AC and DC power lines between each line and earth and between lines by
using CDN as described in Figures 2 to 5.
The cable shall be z-folded in less than 0,5 m width if longer than 1 m, placed 0,1 ( ± 0,025) m
above the ground plane and at least 0,1 m away from the car body.
CDN
0,8 (+0,2 / –0) m
C = 18 µF
L
L
1 N
PE
Reference earth
IEC
Key
1 surge-generator
2 AC/DC/mains
3 filter
Figure 2 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between lines for AC (single phase) and DC power lines
R = 10Ω
C = 9 µF
0,8 (+0,2 / –0) m
CDN
L
L
N
PE
IEC
Key
1 surge-generator
2 AC/DC/mains
3 filter
Figure 3 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between each line and earth for AC (single phase) and DC power lines

– 14 – IEC 61851-21-1:2017 © IEC 2017
C = 18 µF
S2
1 2 3 4
S1
CDN
0,8 (+0,2 / –0) m
L
L1
L2
L3
N
PE
IEC
Key
1 surge-generator
2 AC/mains
3 filter
Figure 4 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between lines for AC (three phases) power lines
R = 10Ω
C = 9 µF
S2
1 2 3 4
CDN
0,8 (+0,2 / –0) m
L
L1
L2
L3
N
PE
IEC
Key
1 surge-generator
2 AC/mains
3 filter
Figure 5 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between each line and earth for AC (three phases) power lines
5.2.5.3 ESA, separated on-board charger test
The test procedure according to IEC 61000-4-5:2014 shall be applied to separated on-board
charger tests. The enclosure of ESA need not be bonded to ground plane directly.

5.2.6 Immunity to electromagnetic radiated RF-fields
5.2.6.1 General
The EV charging system shall withstand radiated electromagnetic disturbances according to
ISO 11451-2:2015.
5.2.6.2 Electric vehicle charging system test
The reference point is the middle of the vehicle (from front view), 0,2 m behind the front wheel
axle.
For charging cables supplied by the vehicle manufacturer, extraneous length shall be z-folded
in less than 0,5 m width. The cable shall be z-folded in less than 0,5 m width if longer than
1 m, placed 0,1 ( ± 0,025) m above the ground plane and at least 0,1 m away from the car
body.
The EV in configuration "REESS charging mode coupled to the power grid" shall comply with
the requirements of the semi-anechoic chamber test according ISO 11451-2:2015 at the
manufacturer's discretion. Measurements shall be made in the 20 MHz to 2 000 MHz
frequency range with frequency steps according to ISO 11451-1:2015.
The EV in configuration "REESS charging mode coupled to the power grid" shall be exposed
to electromagnetic radiation as defined in 1.2 to 1.3 of Table 1.
For vehicles with the power charging plug located at the side of the vehicle, the AMN/AN shall
be placed aligned with the vehicle power charging plug and the vehicle charging cable.
For vehicles with plug located front/rear or the power charging plug located at the front/rear of
the vehicle, the AMN/AN shall be placed perpendicular to the vehicle power charging plug and
shall be aligned with the vehicle charging cable.
Figure 6 to Figure 9 depict vehicle configurations in charging mode with and without
communications applied.
– 16 – IEC 61851-21-1:2017 © IEC 2017
1 3
0,1 (± 0,025)m
0,8 (+0,2 / –0) m
0,1 (+0,2 / -0) m
Front view
≥ 2 m
3 2
≤ 0,5 m
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 reference point
Figure 6 – Example of test setup for vehicle with inlet located on the vehicle side
(AC/DC power charging without communication)
0,8 (+0,2 / –0) m
0,1 (± 0,025)m
0,8 (+0,2 / –0) m
Front view
0,1 (+0,2 / -0) m
≥ 2 m
≤ 0,5 m
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 reference point
Figure 7 – Example of test setup for vehicle with inlet located at the front/rear
of the vehicle (AC/DC power charging without communication)
0,8 (+0,2 / –0) m
– 18 – IEC 61851-21-1:2017 © IEC 2017
0,1 (± 0,025)m
4 6
0,8 (+0,2 / –0) m
0,1 (+0,2 / -0) m
Front view
≥ 2 m
3 2
≤ 5 m
4 6
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 impedance stabilisation network(s) grounded
7 reference point
Figure 8 – Example of test setup for vehicle with inlet located on vehicle side
(AC or DC power charging with communication)
0,8 (+0,2 / –0) m
0,1 (± 0,025)m
4 6
0,8 (+0,2 / –0) m
Front view
0,1 (+0,2 / -0) m
≥ 2 m
≤ 0,5 m
4 6
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 asymmetric artificial network(s) grounded
7 reference point
Figure 9 – Example of test setup for vehicle with inlet located at the front/rear
of the vehicle (AC or DC power charging with communication)
0,8 (+0,2 / –0) m
– 20 – IEC 61851-21-1:2017 © IEC 2017
5.2.6.3 ESA, separated on-board charger test
ESAs in configuration "REESS charging mode coupled to the power grid" shall comply with
the requirements of the combination of the semi-anechoic chamber test according
ISO 11452-2:2004 and bulk current injection testing according ISO 11452-4:2011 at the
manufacturer's discretion. Measurements shall be made in the 20 MHz to 2 000 MHz
frequency range with frequency steps according to ISO 11452-1:2015.
The enclosure of ESA need not be bonded to ground plane directly.
ESAs in configuration "REESS charging mode coupled to the power grid" shall be exposed to
electromagnetic radiation as defined in 1.9 of Table 1.
5.2.7 Immunity to pulses on supply lines
The immunity of the ESA representative of its type shall be tested by the method(s) according
to ISO 7637-2:2011 on supply lines as well as to other connections of ESAs which may be
operationally connected to supply lines.
The enclosure of ESA need not be bonded to ground plane directly.
The test levels and test pulse types are given in 1.9 of Table 1.
5.2.8 Immunity test and severity level overview
Table 1 summarizes the immunity test requirements.

Table 1 – Immunity tests
Environmental phenomena Test severity level Units Basic Remarks Performance

f
standards criterion
g
1.1 Radio-frequency electromagnetic 20 to 800 MHz ISO 11451- Vehicle test B
field. Amplitude modulated 2:2015
a b d
Vertical polarization of the E field
30 V/m (RMS)
80 % AM (1 kHz)
1.2 Radio-frequency electromagnetic 800 to 2 000 MHz ISO 11451- Vehicle test B
field. Pulse modulated 2:2015
a b
Vertical polarization of the E field
30 V/m (RMS)
t : 577
µs
ON
T: 4 600
µs
1.3 Fast transients (AC and DC power ± 2 kV (open circuit test voltage) IEC 61000-4- Vehicle or ESA test B
lines) 4:2012
Private I/O lines like pilot lines are
5/50 T /T ns
r h
covered by the charging cable internal
5 Repetition frequency kHz
c
capacitive coupling
g
1.4 Surges (AC power lines) 1,2/50 (8/20) IEC 61000-4- Vehicle or ESA test B
T /T µs
r h
5:2014
Each surge shall be applied 5 times at
line-to-earth ± 2 kV (open circuit test voltage)
1 min (or less, minimum 10 s) intervals
line-to-line kV (open circuit test voltage)
± 1
for each of the following angles:
0°, 90°, 180°
...

IEC 61851-21-1 ®
Edition 1.0 2017-06
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
colour
inside
Electric vehicle conductive charging system –
Part 21-1: Electric vehicle on-board charger EMC requirements for conductive
connection to an AC/DC supply
Système de charge conductive pour véhicules électriques –
Partie 21-1: Exigences CEM relatives à la connexion conductive des chargeurs
embarqués pour véhicules électriques à une alimentation en courant alternatif
ou continu
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IEC 61851-21-1 ®
Edition 1.0 2017-06
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
colour
inside
Electric vehicle conductive charging system –

Part 21-1: Electric vehicle on-board charger EMC requirements for conductive

connection to an AC/DC supply
Système de charge conductive pour véhicules électriques –

Partie 21-1: Exigences CEM relatives à la connexion conductive des chargeurs

embarqués pour véhicules électriques à une alimentation en courant alternatif

ou continu
INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
INTERNATIONALE
ICS 43.120 ISBN 978-2-8322-1091-9

– 2 – IEC 61851-21-1:2017 © IEC 2017
CONTENTS
FOREWORD . 5
1 Scope . 7
2 Normative references . 7
3 Terms and definitions . 8
4 General test conditions . 9
5 Test methods and requirements . 10
5.1 General . 10
5.1.1 Overview . 10
5.1.2 Exceptions . 10
5.2 Immunity . 10
5.2.1 General . 10
5.2.2 Function performance criteria . 11
5.2.3 Test severity level . 11
5.2.4 Immunity of vehicles to electrical fast transient/burst disturbances
conducted along AC and DC power lines . 12
5.2.5 Immunity of vehicles to surges conducted along AC and DC power lines . 12
5.2.6 Immunity to electromagnetic radiated RF-fields . 15
5.2.7 Immunity to pulses on supply lines . 20
5.2.8 Immunity test and severity level overview . 20
5.3 Emissions . 23
5.3.1 Test conditions . 23
5.3.2 Emissions of harmonics on AC power lines . 23
5.3.3 Emission of voltage changes, voltage fluctuations and flicker on AC
power lines . 26
5.3.4 High-frequency conducted disturbances on AC or DC power lines . 27
5.3.5 High-frequency conducted disturbances on network and
telecommunication access . 30
5.3.6 High-frequency radiated disturbances . 32
5.3.7 Radiated disturbances on supply lines . 37
Annex A (normative) Artificial networks, asymmetric artificial networks and integration
of charging stations into the test setup . 38
A.1 Overview. 38
A.2 Charging station and power mains connection . 38
A.3 Artificial networks (AN) . 39
A.3.1 General . 39
A.3.2 Low voltage (LV) powered component . 39
A.3.3 High voltage (HV) powered component . 40
A.3.4 Components involved in charging mode connected to DC power supply . 42
A.4 Artificial mains networks (AMN) . 43
A.5 Asymmetric artificial networks (AAN) . 43
A.5.1 General . 43
A.5.2 Symmetric communication lines (e.g. CAN) . 43
A.5.3 PLC on power lines. 44
A.5.4 PLC (technology) on control pilot . 45
Bibliography . 47

Figure 1 – Electrical fast transient/burst test vehicle setup . 12

Figure 2 – Vehicle in configuration "REESS charging mode coupled to the power grid"
– coupling between lines for AC (single phase) and DC power lines. 13
Figure 3 – Vehicle in configuration "REESS charging mode coupled to the power grid"

– coupling between each line and earth for AC (single phase) and DC power lines . 13
Figure 4 – Vehicle in configuration "REESS charging mode coupled to the power grid"
– coupling between lines for AC (three phases) power lines . 14
Figure 5 – Vehicle in configuration "REESS charging mode coupled to the power grid"
– coupling between each line and earth for AC (three phases) power lines . 14
Figure 6 – Example of test setup for vehicle with inlet located on the vehicle side

(AC/DC power charging without communication) . 16
Figure 7 – Example of test setup for vehicle with inlet located at the front/rear of the
vehicle (AC/DC power charging without communication) . 17
Figure 8 – Example of test setup for vehicle with inlet located on vehicle side (AC or
DC power charging with communication). 18
Figure 9 – Example of test setup for vehicle with inlet located at the front/rear of the

vehicle (AC or DC power charging with communication) . 19
Figure 10 – Vehicle in configuration "REESS charging mode coupled to the power
grid" – Single-phase charger test setup. 25
Figure 11 – Vehicle in configuration "REESS charging mode coupled to the power
grid" – Three-phase charger test setup . 25
Figure 12 – Vehicle in configuration "REESS charging mode coupled to the power grid" . 26
Figure 13 – Vehicle in configuration "REESS charging mode coupled to the power grid" . 29
Figure 14 – Vehicle in configuration "REESS charging mode coupled to the power grid" . 31
Figure 15 – Example of vehicle in configuration "REESS charging mode coupled to the
power grid" . 34
Figure 16 – Test configuration for ESAs involved in REESS charging mode coupled to
the power grid (example for horn antenna) . 36
Figure A.1 – Example of 5 µH AN schematic . 39
Figure A.2 – Characteristics of the AN impedance . 40
Figure A.3 – Example of 5 µH HV AN schematic . 41
Figure A.4 – Characteristics of the HV AN impedance . 41
Figure A.5 – Example of 5 µH HV AN combination in a single shielded box . 42
Figure A.6 – Impedance matching network attached between HV ANs and EUT . 42
Figure A.7 – Example of an impedance stabilization network for symmetric
communication lines . 44
Figure A.8 – Example of a circuit for emission tests of PLC on AC or DC powerlines . 45
Figure A.9 – Example of a circuit for immunity tests of PLC on AC or DC powerlines . 45
Figure A.10 – Example of a circuit for emission tests of PLC on control pilot line . 46
Figure A.11 – Example of a circuit for immunity tests of PLC on control pilot line . 46

Table 1 – Immunity tests . 21
Table 2 – Maximum allowed harmonics (input current ≤ 16 A per phase) . 24
Table 3 – Acceptable harmonics for R = 33 (16 A < I ≤ 75 A) . 24
sce i
Table 4 – Maximum allowed radiofrequency conducted disturbances on AC power lines . 27
Table 5 – Maximum allowed radiofrequency conducted disturbances on DC power lines . 28
Table 6 – Maximum allowed radiofrequency conducted disturbances on network and
telecommunication access . 30

– 4 – IEC 61851-21-1:2017 © IEC 2017
Table 7 – Maximum allowed vehicle high-frequency radiated disturbances . 32
Table 8 – Maximum allowed ESA high-frequency radiated disturbances . 35
Table 9 – Maximum allowed ESA radiated disturbances on supply lines . 37

INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
ELECTRIC VEHICLE CONDUCTIVE CHARGING SYSTEM –

Part 21-1: Electric vehicle on-board charger EMC requirements
for conductive connection to an AC/DC supply

FOREWORD
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9) Attention is drawn to the possibility that some of the elements of this IEC Publication may be the subject of
patent rights. IEC shall not be held responsible for identifying any or all such patent rights.
International Standard IEC 61851-21-1 has been prepared by subcommittee 69: Electric road
vehicles and electric industrial trucks.
This first edition, together with IEC 61851-21-2, cancels and replaces IEC 61851-21:2001. It
constitutes a technical revision.
This edition includes the following significant technical changes with respect to
IEC 61851-21:2001:
a) this document addresses now only EMC tests instead of other electrical tests;
b) test setups are defined more precisely;
c) Annex A "Artificial networks, asymmetric artificial networks and integration of charging
stations into the test setup" was added.

– 6 – IEC 61851-21-1:2017 © IEC 2017
The text of this International Standard is based on the following documents:
FDIS Report on voting
69/507/FDIS 69/516/RVD
Full information on the voting for the approval of this International Standard can be found in
the report on voting indicated in the above table.
This document has been drafted in accordance with the ISO/IEC Directives, Part 2.
A list of all parts of the IEC 61851 series, under the general title: Electric vehicle conductive
charging system, can be found on the IEC website.
The committee has decided that the contents of this document will remain unchanged until the
stability date indicated on the IEC website under "http://webstore.iec.ch" in the data related to
the specific document. At this date, the document will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.
IMPORTANT – The 'colour inside' logo on the cover page of this publication indicates
that it contains colours which are considered to be useful for the correct
understanding of its contents. Users should therefore print this document using a
colour printer.
ELECTRIC VEHICLE CONDUCTIVE CHARGING SYSTEM –

Part 21-1: Electric vehicle on-board charger EMC requirements
for conductive connection to an AC/DC supply

1 Scope
This part of IEC 61851, together with IEC 61851-1:2010, gives requirements for conductive
connection of an electric vehicle (EV) to an AC or DC supply. It applies only to on-board
charging units either tested on the complete vehicle or tested on the charging system
component level (ESA – electronic sub assembly).
This document covers the electromagnetic compatibility (EMC) requirements for electrically
propelled vehicles in any charging mode while connected to the mains supply.
This document is not applicable to trolley buses, rail vehicles, industrial trucks and vehicles
designed primarily to be used off-road, such as forestry and construction machines.
NOTE 1 Specific safety requirements that apply to equipment on the vehicle during charging are treated in
separate documents as indicated in the corresponding clauses of this document.
NOTE 2 Electric vehicle (EV) includes pure electric vehicles as well as plug-in hybrid electric vehicles with
additional combustion engine.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their
content constitutes requirements of this document. For dated references, only the edition
cited applies. For undated references, the latest edition of the referenced document (including
any amendments) applies.
IEC 60038:2009, IEC standard voltages
IEC 61000-3-2:2014, Electromagnetic compatibility (EMC) – Part 3-2: Limits – Limits for
harmonic current emissions (equipment input current ≤ 16 A per phase)
IEC 61000-3-3:2013, Electromagnetic compatibility (EMC) – Part 3-3: Limits – Limitation of
voltage changes, voltage fluctuations and flicker in public low-voltage supply systems, for
equipment with rated current ≤ 16 A per phase and not subject to conditional connection
IEC 61000-3-11:2000, Electromagnetic compatibility (EMC) – Part 3-11 – Limits – Limitation
of voltage changes, voltage fluctuations and flicker in public low-voltage supply systems –
Equipment with rated current ≤ 75 A and subject to conditional connection
IEC 61000-3-12:2011, Electromagnetic compatibility (EMC) – Part 3-12 – Limits for harmonic
currents produced by equipment connected to public low-voltage systems with input current
> 16 A and ≤ 75 A per phase
IEC 61000-4-4:2012, Electromagnetic compatibility (EMC) – Part 4-4: Testing and
measurement techniques – Electrical fast transient/burst immunity test
IEC 61000-4-5:2014, Electromagnetic compatibility (EMC) – Part 4-5: Testing and
measurement techniques – Surge immunity test

– 8 – IEC 61851-21-1:2017 © IEC 2017
IEC 61000-6-3:2006, Electromagnetic compatibility (EMC) – Part 6-3: Generic standards –
Emission standard for residential, commercial and light-industrial environments
IEC 61000-6-3:2006/AMD1:2010
IEC 61851-1:2010, Electric vehicle conductive charging system – Part 1: General
requirements
CISPR 12:2007, Vehicles, boats and internal combustion engines – Radio disturbance
characteristics – Limits and methods of measurement for the protection of off-board receivers
CISPR 12:2007/AMD1:2009
CISPR 16-1-2:2014, Specification for radio disturbance and immunity measuring apparatus
and methods – Part 1-2: Radio disturbance and immunity measuring apparatus – Coupling
devices for conducted disturbance measurements
CISPR 16-2-1:2014, Specification for radio disturbance and immunity measuring apparatus
and methods – Part 2-1: Methods of measurement of disturbances and immunity – Conducted
disturbance measurements
CISPR 22:2008, Information technology equipment – Radio disturbance characteristics –
Limits and methods of measurement
CISPR 25:2016, Vehicles, boats and internal combustion engines – Radio disturbance
characteristics – Limits and methods of measurement for the protection of on-board receivers
ISO/TR 8713:2012, Electrically propelled road vehicles – Vocabulary
ISO 7637-2:2011, Road vehicles – Electrical disturbances from conduction and coupling --
Part 2: Electrical transient conduction along supply lines only
ISO 11451-1:2015, Road vehicles – Vehicle test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 1: General principles and terminology
ISO 11451-2:2015, Road vehicles – Vehicle test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 2: Off-vehicle radiation sources
ISO 11452-1:2015, Road vehicles – Component test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 1: General principles and terminology
ISO 11452-2:2004, Road vehicles – Component test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 2: Absorber-lined shielded enclosure
ISO 11452-4:2011, Road vehicles – Component test methods for electrical disturbances from
narrowband radiated electromagnetic energy – Part 4: Harness excitation methods
3 Terms and definitions
For the purposes of this document, the terms and definitions given in IEC 61851-1:2010 and
ISO/TR 8713:2012, as well as the following apply.
ISO and IEC maintain terminological databases for use in standardization at the following
addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp

3.1
REESS
rechargeable energy storage system that provides electric energy for electric propulsion of
the vehicle
3.2
on-board EV charging system
all equipment in the charge power supply chain inside the vehicle
Note 1 to entry: It includes the plug and cable if physically connected to the vehicle (cable cannot be removed
without any tool, i.e. case A as defined in IEC 61851-1:2010).
3.3
electrical/electronic sub-assembly
ESA
electrical and/or electronic device or set(s) of devices intended to be part of a vehicle,
together with any associated electrical connections and wiring, which performs one or more
specialized functions
3.4
low voltage
LV
operating DC voltage below 60 V
EXAMPLE Nominal voltages of 12 V, 24 V, 48 V.
3.5
LV harness
low voltage harness with operating voltages below 60 V
3.6
high voltage
HV
operating voltages of 60 V to 1000 V
Note 1 to entry: HV+ and HV- are abbreviations for the positive and negative terminal line, respectively.
Note 2 to entry: HV definition is in accordance to CISPR 25, ISO 11451-1 and ISO 11452-1.
3.7
electric vehicle
EV
pure electric vehicles as well as plug-in hybrid electric vehicles with additional combustion
engine
4 General test conditions
The vehicle systems shall operate correctly within +10 % to –15 % of the standard nominal
supply voltage. This takes into account variations that are induced by the installation as
defined in Annex A of IEC 60038:2009. The rated value of the frequency is 50 Hz ± 1 % or
60 Hz ± 1 %.
NOTE IEC 60038:2009 specifies the voltage at the delivery point. Annex A proposes to specify wider values to
allow for further voltage variations due to installations.
Test methods concern only the electric vehicle charging system with "REESS in charging
mode coupled to the power grid". Tests shall be performed either on separate samples or on
the whole vehicle at the vehicle manufacturer’s request as defined in the test plan.
The vehicle shall be in an unladen condition except for necessary test equipment.

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The vehicle shall be immobilized, engine OFF, and in charging mode.
All other equipment which can be switched on permanently by the driver or passenger shall
be OFF.
The tests shall be carried out with the equipment under test (EUT) or any movable part of it
placed in the most unfavourable position as defined in the test plan.
Unless otherwise specified, the tests shall be carried out in a draught-free location and at an
ambient temperature of 23 °C ± 5 °C according to ISO 11451-1:2015 and ISO 11452-1:2015.
5 Test methods and requirements
5.1 General
5.1.1 Overview
All tests shall be carried out using the charging cable specified or provided by the electric
vehicle supply equipment (EVSE) manufacturer or the electric vehicle manufacturer as
described in further detail in the test plan, for example cable lengths.
If the charging cable is provided by the vehicle manufacturer the extraneous length shall be z-
folded in 0,5 m width.
The artificial (mains) networks (AN/AMN) for power supply and asymmetric artificial networks
(AAN) for charging communications to be used for these tests are described in Annex A.
For electrical/electronic sub-assembly (ESA) separated on-board charger tests an appropriate
load shall be used to simulate the vehicle HV-systems terminations, for example HV battery. If
specific load boxes are used, these shall also be described in the test plan.
5.1.2 Exceptions
Vehicles and/or ESA which are intended to be used in "REESS charging mode coupled to the
power grid" in the configuration connected to a DC-charging station with a length of a DC
network cable shorter than 30 m do not have to fulfil the requirements of conducted emissions,
surge and fast transients (burst) neither on vehicle nor ESA level.
In this case, the manufacturer shall provide a statement that the vehicle and/or ESA can be
used in "REESS charging mode coupled to the power grid" only with cables shorter than 30 m.
This information shall be made publicly available following the type approval.
Vehicles and/or ESA which are intended to be used in "REESS charging mode coupled to the
power grid" in the configuration connected to a local/private DC-charging station without
additional participants do not have to fulfil requirements of conducted emissions, surge and
fast transients (burst) neither on vehicle nor ESA level.
In this case, the manufacturer shall provide a statement that the vehicle and/or ESA can be
used in "REESS charging mode coupled to the power grid" only with a local/private DC
charging station without additional participants. This information shall be made publicly
available following the type approval.
5.2 Immunity
5.2.1 General
The tests shall be carried out individually as single tests in sequence. The tests may be
performed in any order.
In general, the EUT shall be tested in configuration "REESS in charging mode coupled to the
power grid".
If the current consumption can be adjusted, the current shall be set to at least 20 % of its
nominal value.
If the current consumption cannot be adjusted, the REESS state of charge (SOC) shall be
kept between 20 % and 80 % of the maximum SOC during the whole time duration of the
measurement
NOTE This may lead to split the measurement in different time slots/sub-bands with the need to discharge the
vehicle’s traction battery before starting the next time slot/ sub-band.
The EUT shall be switched on and shall operate as defined in the test plan.
The description of the test, relevant generator, appropriate methods, and the setup to be used
are given in the basic standards, which are referred to in Table 1.
The contents of these basic standards are not repeated here, however modifications or
additional information needed for the practical application of the tests are given in this
document.
Only non-disturbing equipment shall be used while monitoring the vehicle or ESA. The vehicle
exterior and the passenger compartment/ESA shall be monitored to determine whether the
requirements are met (e.g. for vehicle test by using (a) video camera(s), a microphone, etc.).
The electric vehicle shall not become dangerous or unsafe as a result of the application of the
tests defined in this document.
5.2.2 Function performance criteria
Subclause 5.2.2 defines the expected performance objectives for the function of the vehicle
subjected to the test conditions. The performance criteria of the function (expected behaviour
of the function observed during test) are listed below.
NOTE This element is applicable to every single individual function of an equipment under test and describes the
operational status of the defined function during and after a test.
Performance criterion A: The vehicle shall not be set in motion. The charging function shall
continue to operate as intended during and after the test. No degradation of performance or
loss of function is allowed.
Performance criterion B: The vehicle shall not be set in motion. The charging function shall
continue to operate as intended after the test. No degradation of performance or loss of
function is allowed after the test. During the test temporary loss of charging function is
allowed provided the charging function is restored automatically without user interaction.
Performance criterion C: The vehicle shall not be set in motion. Temporary loss of function is
allowed, provided the function can be restored by simple operations of the controls and
without the use of tools, by the user of the equipment or operator from remote position.
5.2.3 Test severity level
This defines the specification of test severity level of essential signal parameters. The test
severity level is the stress level applied to the equipment under test for any given test method.
The test severity levels depend on the required operational characteristics of the function.
Test severity levels are given in Table 1.

– 12 – IEC 61851-21-1:2017 © IEC 2017
5.2.4 Immunity of vehicles to electrical fast transient/burst disturbances conducted
along AC and DC power lines
5.2.4.1 General
EV charging equipment directly powered by the AC power lines and DC power lines shall
withstand common mode conducted disturbances to levels given in Table 1, generally caused
by the switching of small inductive loads, relay contacts bouncing, or switching of high-voltage
switchgear.
5.2.4.2 Electric vehicle charging equipment test
This test is intended to demonstrate the immunity of the vehicle electronic systems network
according to IEC 61000-4-4:2012. The electric vehicle charging equipment shall be subject to
electrical fast transient/burst disturbances conducted along AC and DC power lines of the
vehicle as described in 5.2.5.2. The vehicle shall be monitored during the tests.
The test setup is depicted in Figure 1.
The vehicle shall be placed directly on the ground plane. The cable shall be z-folded in less
than 0,5 m width if longer than 1 m, placed 0,1 ( ± 0,025) m above the ground plane and at
least 0,1 m away from the car body.
0,8 (+0,2 / –0) m
C
C
Z
CDN
IEC
Key
1 EFT/burst-generator
2 AC/DC/mains
3 filter
Figure 1 – Electrical fast transient/burst test vehicle setup
5.2.4.3 ESA, separated on-board charger test
The test procedure according to IEC 61000-4-4:2012 shall be applied to separated on-board
charger tests.
The enclosure of ESA need not be bonded to ground plane directly.
5.2.5 Immunity of vehicles to surges conducted along AC and DC power lines
5.2.5.1 General
On-board EV charging equipment directly powered by the AC power mains shall withstand the
voltage surges, generally caused by switching phenomena in the power grid, faults or
lightning strokes (indirect strokes) as described in Table 1.

The test equipment is composed of a reference ground plane (a shielded room is not
required), a surge generator and a coupling/decoupling network (CDN).
5.2.5.2 Electric vehicle charging system test
This test is intended to demonstrate the immunity of the vehicle electronic systems according
to IEC 61000-4-5:2014. The vehicle shall be subject to surges conducted along AC and DC
power lines of the vehicle. The vehicle shall be monitored during the tests.
NOTE If transmitters being part of authorization and payment process might not be switched off during charging,
then transmitter-specific standard applies (e.g. 3G, 4G, RFID).
The vehicle shall be positioned on the ground plane. The electrical surge shall be applied on
the vehicle on the AC and DC power lines between each line and earth and between lines by
using CDN as described in Figures 2 to 5.
The cable shall be z-folded in less than 0,5 m width if longer than 1 m, placed 0,1 ( ± 0,025) m
above the ground plane and at least 0,1 m away from the car body.
CDN
0,8 (+0,2 / –0) m
C = 18 µF
L
L
1 N
PE
Reference earth
IEC
Key
1 surge-generator
2 AC/DC/mains
3 filter
Figure 2 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between lines for AC (single phase) and DC power lines
R = 10Ω
C = 9 µF
0,8 (+0,2 / –0) m
CDN
L
L
N
PE
IEC
Key
1 surge-generator
2 AC/DC/mains
3 filter
Figure 3 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between each line and earth for AC (single phase) and DC power lines

– 14 – IEC 61851-21-1:2017 © IEC 2017
C = 18 µF
S2
1 2 3 4
S1
CDN
0,8 (+0,2 / –0) m
L
L1
L2
L3
N
PE
IEC
Key
1 surge-generator
2 AC/mains
3 filter
Figure 4 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between lines for AC (three phases) power lines
R = 10Ω
C = 9 µF
S2
1 2 3 4
CDN
0,8 (+0,2 / –0) m
L
L1
L2
L3
N
PE
IEC
Key
1 surge-generator
2 AC/mains
3 filter
Figure 5 – Vehicle in configuration "REESS charging mode coupled to the power grid" –
coupling between each line and earth for AC (three phases) power lines
5.2.5.3 ESA, separated on-board charger test
The test procedure according to IEC 61000-4-5:2014 shall be applied to separated on-board
charger tests. The enclosure of ESA need not be bonded to ground plane directly.

5.2.6 Immunity to electromagnetic radiated RF-fields
5.2.6.1 General
The EV charging system shall withstand radiated electromagnetic disturbances according to
ISO 11451-2:2015.
5.2.6.2 Electric vehicle charging system test
The reference point is the middle of the vehicle (from front view), 0,2 m behind the front wheel
axle.
For charging cables supplied by the vehicle manufacturer, extraneous length shall be z-folded
in less than 0,5 m width. The cable shall be z-folded in less than 0,5 m width if longer than
1 m, placed 0,1 ( ± 0,025) m above the ground plane and at least 0,1 m away from the car
body.
The EV in configuration "REESS charging mode coupled to the power grid" shall comply with
the requirements of the semi-anechoic chamber test according ISO 11451-2:2015 at the
manufacturer's discretion. Measurements shall be made in the 20 MHz to 2 000 MHz
frequency range with frequency steps according to ISO 11451-1:2015.
The EV in configuration "REESS charging mode coupled to the power grid" shall be exposed
to electromagnetic radiation as defined in 1.2 to 1.3 of Table 1.
For vehicles with the power charging plug located at the side of the vehicle, the AMN/AN shall
be placed aligned with the vehicle power charging plug and the vehicle charging cable.
For vehicles with plug located front/rear or the power charging plug located at the front/rear of
the vehicle, the AMN/AN shall be placed perpendicular to the vehicle power charging plug and
shall be aligned with the vehicle charging cable.
Figure 6 to Figure 9 depict vehicle configurations in charging mode with and without
communications applied.
– 16 – IEC 61851-21-1:2017 © IEC 2017
1 3
0,1 (± 0,025)m
0,8 (+0,2 / –0) m
0,1 (+0,2 / -0) m
Front view
≥ 2 m
3 2
≤ 0,5 m
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 reference point
Figure 6 – Example of test setup for vehicle with inlet located on the vehicle side
(AC/DC power charging without communication)
0,8 (+0,2 / –0) m
0,1 (± 0,025)m
0,8 (+0,2 / –0) m
Front view
0,1 (+0,2 / -0) m
≥ 2 m
2 3
≤ 0,5 m
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 reference point
Figure 7 – Example of test setup for vehicle with inlet located at the front/rear
of the vehicle (AC/DC power charging without communication)
0,8 (+0,2 / –0) m
– 18 – IEC 61851-21-1:2017 © IEC 2017
0,1 (± 0,025)m
4 6
0,8 (+0,2 / –0) m
0,1 (+0,2 / -0) m
Front view
≥ 2 m
3 2
≤ 5 m
4 6
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 impedance stabilisation network(s) grounded
7 reference point
Figure 8 – Example of test setup for vehicle with inlet located on vehicle side
(AC or DC power charging with communication)
0,8 (+0,2 / –0) m
0,1 (± 0,025)m
4 6
0,8 (+0,2 / –0) m
Front view
0,1 (+0,2 / -0) m
≥ 2 m
≤ 0,5 m
4 6
Top view
IEC
Key
1 vehicle under test
2 insulating support
3 charging cable (extraneous length z-folded)
4 artificial (mains) network(s) grounded
5 AC power mains socket or AC/DC charging station (dotted line: arbitrary position)
6 asymmetric artificial network(s) grounded
7 reference point
Fig
...