ISO 19453-3:2018

Road vehicles — Environmental conditions and testing for electrical and electronic equipment for drive system of electric propulsion vehicles — Part 3: Mechanical loads

ISO 19453-3:2018 specifies requirements for the electric propulsion systems and components with maximum working voltages according to voltage class B. It does not apply to high voltage battery packs (e.g. for traction) and systems or components inside. It describes the potential environmental stresses and specifies tests and requirements recommended for different stress levels on/in the vehicle. ISO 19453-3:2018 describes mechanical loads.

Véhicules routiers — Spécifications d'environnement et essais de l'équipement électrique et électronique pour les véhicules à propulsion électrique — Partie 3: Contraintes mécaniques

General Information

• Status: Withdrawn
• Publication Date: 15-Mar-2018
• ICS: 43.040.10 - Electrical and electronic equipment
• Technical Committee: ISO/TC 22/SC 32 - Electrical and electronic components and general system aspects
• Drafting Committee: ISO/TC 22/SC 32/WG 2 - Environmental conditions
• Current Stage: 9599 - Withdrawal of International Standard
• Completion Date: 24-Jul-2023

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 19453-3
First edition
2018-03
Road vehicles — Environmental
conditions and testing for electrical
and electronic equipment for
drive system of electric propulsion
vehicles —
Part 3:
Mechanical loads
Véhicules routiers — Spécifications d'environnement et essais
de l'équipement électrique et électronique pour les véhicules à
propulsion électrique —
Partie 3: Contraintes mécaniques
Reference number
ISO 19453-3:2018(E)
©
ISO 2018

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ISO 19453-3:2018(E)

COPYRIGHT PROTECTED DOCUMENT
© ISO 2018
All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication may
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Published in Switzerland
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ISO 19453-3:2018(E)

Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Tests and requirements . 2
4.1 Vibration . 2
4.1.1 General. 2
4.1.2 Tests . 4
4.2 Mechanical shock .11
4.2.1 Shock I — Test for devices on rigid points on the body and on the frame .11
4.2.2 Shock II — Test for devices in or on the gearbox.11
4.3 Free fall .12
4.3.1 Purpose .12
4.3.2 Test .12
4.3.3 Requirements .13
4.4 Surface strength/scratch and abrasion resistance .13
4.5 Gravel bombardment .13
5 Code letters for mechanical loads .13
6 Documentation .13
Annex A (informative) Guidelines for the development of test profiles for vibration tests .14
Annex B (informative) Recommended mechanical requirements for equipment depending
on the mounting location .39
Bibliography .40
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ISO 19453-3:2018(E)

Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www .iso .org/ directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www .iso .org/ patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the voluntary nature of standards, the meaning of ISO specific terms and
expressions related to conformity assessment, as well as information about ISO's adherence to the
World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT) see the following
URL: www .iso .org/ iso/ foreword .html
This document was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 32,
Electrical and electronic components and general system aspects.
A list of all parts in the ISO 19453 series can be found on the ISO website.
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INTERNATIONAL STANDARD ISO 19453-3:2018(E)
Road vehicles — Environmental conditions and testing for
electrical and electronic equipment for drive system of
electric propulsion vehicles —
Part 3:
Mechanical loads
1 Scope
This document specifies requirements for the electric propulsion systems and components with
maximum working voltages according to voltage class B. It does not apply to high voltage battery packs
(e.g. for traction) and systems or components inside. It describes the potential environmental stresses
and specifies tests and requirements recommended for different stress levels on/in the vehicle.
This document describes mechanical loads.
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.
ISO 16750-1, Road vehicles — Environmental conditions and testing for electrical and electronic
equipment — Part 1: General
ISO 19453-1, Road vehicles — Environmental conditions and testing for electrical and electronic equipment
for drive system of electric propulsion vehicles — Part 1: General
ISO 19453-4:2018, Road vehicles — Environmental conditions and testing for electrical and electronic
equipment for drive system of electric propulsion vehicles — Part 4: Climatic loads
IEC 60068-2-14, Environmental testing — Part 2-14: Tests — Test N: Change of temperature
IEC 60068-2-27, Environmental testing — Part 2-27: Tests — Test Ea and guidance: Shock
IEC 60068-2-31, Environmental testing — Part 2-31: Tests — Test Ec: Rough handling shocks, primarily for
equipment-type specimens
IEC 60068-2-64, Environmental testing — Part 2-64: Tests — Test Fh: Vibration, broadband random and
guidance
IEC 60068-2-80, Environmental testing — Part 2-80: Tests — Test Fi: Vibration — Mixed mode
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 16750-1 and ISO 19453-1 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 https:// www .iso .org/ obp
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ISO 19453-3:2018(E)

4 Tests and requirements
4.1 Vibration
4.1.1 General
The vibration test methods specified consider various levels of vibration severities applicable to on-
board electrical and electronic equipment. The customer and the supplier should choose the test
method, environmental temperature and vibration parameters depending on the specific mounting
location.
The following basic idea of environmental test methods is expressed in MIL -STD -810G: 2008, Foreword.
When applied properly, the environmental management and engineering processes described in
this document can be of enormous value in generating confidence in the environmental worthiness
and overall durability. However, it is important to recognize that limitations inherent in laboratory
testing make it imperative to use proper caution and engineering judgment when extrapolating these
laboratory results to results that can be obtained under actual service conditions. In many cases, real
world environmental stresses (singularly or in combination) cannot be duplicated practically or reliably
in test laboratories. Therefore, users of this document should not assume that a system or component
that passes laboratory tests of this document would also pass field/fleet verification trials.
The specified values are the best estimation one can get up to the moment when results from
measurements in the vehicle are received, but they do not replace a vehicle measurement.
The specified values apply to direct mounting in defined mounting locations. The use of a bracket for
mounting can result in higher or lower loads. Vibration tests shall be carried out according to actual
vehicle conditions.
Carry out the vibration with the DUT suitably mounted on a vibration table. The mounting method(s)
used shall be noted in the test report. Carry out the frequency variation by logarithmic sweeping of
0,5 octave/min for the sinusoidal vibration part of sine-on-random tests. The scope of the recommended
vibration tests is to avoid malfunctions and breakage mainly due to fatigue in the field. Testing for wear
has special requirements and is not covered in this document.
Loads outside the designated test frequency ranges shall be considered separately.
NOTE Deviations from the load on the DUT can occur, should vibration testing be carried out according
to this document on a heavy and bulky DUT, as mounting rigidity and dynamic reaction on the vibrator table
excitation are different compared to the situation in the vehicle. Such deviations can be minimized by applying
the average control method (see A.3).
The application of the weighted average control method in accordance with IEC 60068-2-64 may be
agreed upon.
During the vibration test, subject the DUT to the temperature cycle in accordance with IEC 60068-2-
14, with electric operation according to Figure 1. Alternatively, a test at constant temperature may be
agreed on.
Operate the DUT electrically as indicated in Figure 1 at T (short functional test after the DUT
min
completely reached T ). This functional test shall be as short as possible ― only long enough to check
min
the proper performance of the DUT. This minimizes self-heating of the DUT. A long period of electric
operation is started at room temperature (RT) in order to allow possible condensation of humidity
on the DUT. A permanent operation starting at T would prevent this due to the electric power
min
dissipation.
Additional drying of test chamber air is not permitted.
In the vehicle, vibration stress can occur together with extremely low or high temperatures; for this
reason, this interaction between mechanical and temperature stress is simulated in the test, too. A
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ISO 19453-3:2018(E)

failure mechanism occurs, for example, when a plastic part of a system/component mellows due to the
high temperature and cannot withstand the acceleration under this condition.
In case of doubt, a separate measurement shall be performed to determine what soak time at max. or
min. ambient temperature is necessary to warrant that this desired temperature is also reached in the
core of the DUT. The core temperature shall be maintained for at least one hour during the vibration
test; therefore the temperature cycle shall be adjusted accordingly.
Measures regarding the functional performance are allowed to avoid overheating of the DUT during
high-temperature operation with self-heating effects.
The complete profile of temperature cycle duration of T and that of T shall be more than 1 h. The
min max
supplier and the customer shall agree on a complete profile of temperature cycle.
Key
T temperature, in °C
t time, in h
T minimum operating temperature as defined in ISO 19453-4
min
T maximum operating temperature as defined in ISO 19453-4
max
RT room temperature as defined in ISO 19453-1
t , t , t , t , t , t time parameter (as defined in Table 1)
1 2 3 4 5 6
a
Operating mode 4.2 as defined in ISO 19453-1.
b
Operating mode 2.1 as defined in ISO 19453-1.
c
One cycle.
Figure 1 — Temperature profile for the vibration test
If operating mode 4.2 is not technically feasible, operating mode 3.2 may be used. For electric motors,
active operation in operating mode 3.2 or 4.2 can be performed in order to avoid unrealistic failure
mechanisms, e.g. wear in the bearings due to the vibration input.
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ISO 19453-3:2018(E)

Table 1 — Temperature versus time for the vibration test
Parameter Duration Temperature
h
t As agreed From RT to T
1 min
t > 1 Stabilized time at T
2 min
t As agreed From T to RT
3 min
t As agreed From RT to T
4 max
t > 1 Stabilized time at T
5 max
t As agreed From T to RT
6 max
NOTE  T and T are defined in ISO 19453-4:2018, Table 1. (codes A to X). In the vehicle environment, some equipment
min max
can experience different conditions regarding temperature, temperature gradients and duration: in all these cases, code Z
is used.
4.1.2 Tests
4.1.2.1 Test I — Passenger car, powertrain (combustion engine, gearbox)
4.1.2.1.1 Purpose
This test checks the DUT on the powertrain for malfunctions and/or breakage caused by vibration.
The vibrations on the powertrain can be split up into three kinds:
— sinusoidal vibration that results from the unbalanced mass forces in the cylinders;
— random vibration due to all other vibration schemes of an engine, e.g. closing of valves; and
— random vibration due to the influence of rough-road conditions.
NOTE If the DUT needs to be tested for a specific resonance effect, then a resonance dwell test in accordance
with 8.3.2 of IEC 60068-2-6:2007 can also be applied.
4.1.2.1.2 Test
4.1.2.1.2.1 General
Vibration of powertrain is the sine-on-random vibration induced by crankshaft rotation and engine
combustion. A separate test condition covers random vibration from road surface. The test duration
shall be at least as long as one temperature cycle necessary to ensure thermal stability in the DUT.
NOTE 1 The test duration is based on A.4.1.2 and A.4.1.3. The test duration and vibration load level can be
adjusted accordingly based on the Basquin’s equation given in A.6.
NOTE 2 When agreed between the supplier and the customer, the test duration can be adjusted based on
Basquin’s model by taking into account the slope k of the S-N curve specific to this component (see also A.6). For
the component which is freely placed or is not anticipated to be installed in a certain position and orientation
(e.g. inverter), the maximum profile out of all three axes can be applied to all three axes.
NOTE 3 As the driveshaft of an electric motor is always parallel to the ground floor, it is reasonable to have a
direction-specific profile, separating vertical excitations from horizontal ones.
The definition of the coordinate system is shown in Table A.3.
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ISO 19453-3:2018(E)

4.1.2.1.2.2 Sine-on-random vibration
This test shall be performed as a mixed mode vibration test in accordance with IEC 60068-2-80.
a) Sinusoidal vibration part
A sweep rate of 0,5 octave/min or less shall be used.
The test duration is 33 h for each axis of the DUT.
The profiles in Table 2 and Figure 2 show the sinusoidal vibration part of the sine-on-random profile.
Key
2
Y acceleration amplitude, in m/s
f frequency, in Hz
1 curve for X axis
2 curve for Y axis
3 curve for Z axis
Figure 2 — Acceleration versus frequency
Table 2 — Values for maximum acceleration versus frequency
X axis Y axis Z axis
Acceleration Acceleration Acceleration
Frequency Frequency Frequency
amplitude amplitude amplitude
2 2 2
Hz m/s Hz m/s Hz m/s
100 10 100 15 100 15
200 25 180 50 200 30
440 25 240 50 440 30
— — 260 30 — —
— — 440 30 — —
b) Random vibration part
Perform the test in accordance with IEC 60068-2-64.
The test duration is 33 h for each axis of the DUT.
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ISO 19453-3:2018(E)

2
The RMS acceleration value shall be 68,7 m/s . For the random part of the sine-on-random profile, the
vibration loads are equivalent for all three primary axes. Therefore, only one profile for all three axes
shall be used.
The power spectral density (PSD) versus frequency is illustrated in Figure 3 and Table 3.
NOTE The PSD values (random vibration) are reduced in the frequency range of the sinusoidal vibration
test of 100 to 500 Hz as well as in the low-frequency range of 10 to 100 Hz as the rough-road influence has been
eliminated (see A.4.1.1).
Key
2 2
Y PSD, in (m/s ) /Hz
f frequency, in Hz
Figure 3 — PSD of acceleration versus frequency
Table 3 — Values for PSD and frequency
Frequency PSD
2 2
Hz (m/s ) /Hz
10 0,1
300 0,1
500 3
2 000 3
4.1.2.1.2.3 Random vibration
As the excitation from the combustion engine and gearbox at high engine speeds usually does not occur
simultaneously with rough-road excitation, a separate test with a broadband random profile has been
created.
In the lowest frequency range from 10 Hz to 100 Hz, the influence of rough-road conditions is taken into
account. The main failures to be identified by this test are malfunctions and/or breakage due to fatigue.
This rough-road profile shall be applied to the very same DUT that has been submitted to the sine-on-
random test described above. After the mixed mode vibration test, a random vibration test is performed
in accordance with IEC 60068-2-64.
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ISO 19453-3:2018(E)

The test duration is 10 h for each axis of the DUT.
2
The RMS acceleration value for all three primary axes shall be 21,4 m/s .
The PSD versus frequency is illustrated in Figure 4 and Table 4.
Key
2 2
Y PSD, in (m/s ) /Hz
f frequency, in Hz
Figure 4 — PSD of acceleration versus frequency
Table 4 — Values for PSD versus frequency
Frequency PSD
2 2
Hz (m/s ) /Hz
10 3
100 3
300 0,05
2 000 0,05
4.1.2.1.3 Requirements
Malfunctions and/or breakage shall not occur.
Functional status class A as defined in ISO 19453-1 is required during operating mode 3.2 and/or 4.2 as
defined in ISO 19453-1, and functional status C is required during periods with other operating modes.
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ISO 19453-3:2018(E)

4.1.2.2 Test II — Passenger car, sprung masses (vehicle body)
4.1.2.2.1 Purpose
This test checks the DUT on the vehicle body for malfunctions and/or breakage caused by vibration.
4.1.2.2.2 Test
4.1.2.2.2.1 General
Vibration of the vehicle body is the random vibration induced by rough-road driving. The main failure
to be identified by this test is breakage due to fatigue.
NOTE 1 The test duration is based on A.5.1.2 and A.5.1.3. According to Annex A, 20 h of test duration per axis
are equivalent to 6 000 h (240 000 km at 40 km/h average speed) lifetime requirement of the vehicle.
NOTE 2 When the test conditions cannot be realized as the test system is not capable of exciting a heavy DUT
with the given profile, the load and duration can be adjusted according to the Basquin model (see A.6).
The definition of the coordinate system is shown in Table A.2.
4.1.2.2.2.2 Random vibration
Perform the test in accordance with IEC 60068-2-64 (random vibration).
The test duration is 20 h for each axis of the DUT.
2
The RMS acceleration value for all three primary axes shall be 13,3 m/s .
The PSD versus frequency is illustrated in Figure 5 and Table 5.
Key
2 2
Y PSD, in (m/s ) /Hz
f frequency, in Hz
Figure 5 — PSD of acceleration versus frequency
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ISO 19453-3:2018(E)

Table 5 — Values for PSD and frequency
Frequency PSD
2 2
Hz (m/s ) /Hz
10 17
100 0,33
500 0,000 6
1 000 0,000 6
4.1.2.2.3 Requirements
Malfunctions and/or breakage shall not occur.
Functional status class A as defined in ISO 19453-1 is required during operating mode 3.2 and/or 4.2 as
defined in ISO 19453-1, and functional status C is required during periods with other operating modes.
4.1.2.3 Test III — Electric vehicle, (directly equipped with) electric motor
4.1.2.3.1 Purpose
This test checks the DUT for malfunctions and/or breakage caused by vibration.
4.1.2.3.2 Test
4.1.2.3.2.1 General
Vibration of electric motors is the random vibration induced by rough-road driving. The main failure to
be identified by this test is breakage due to fatigue.
NOTE 1 The test duration is based on A.5.1.2 and A.5.1.3. According to Annex A, 20 h of test duration per axis
are equivalent to 6 000 h (240 000 km at 40 km/h average speed) lifetime requirement of the vehicle.
NOTE 2 When the test conditions cannot be realized as the test system is not capable of exciting a heavy DUT
with the given profile, the load and duration can be adjusted according to the Basquin model (see A.6).
NOTE 3 As the driveshaft of an electric motor is always parallel to the ground floor, it is reasonable to have a
direction-specific profile, separating vertical excitations from horizontal ones.
The definition of the coordinate system is shown in Table A.4.
4.1.2.3.2.2 Random vibration
Perform the test in accordance with IEC 60068-2-64 (random vibration).
The test duration is 20 h for each axis of the DUT.
The RMS acceleration values for all three primary axes shall be:
2
— X:  35,1 m/s ,
2
— Y:  20,5 m/s ,
2
— Z:  36,2 m/s .
The PSD versus frequency is illustrated in Figure 6 and Table 6.
For the component which is freely placed or is not anticipated to be installed in a certain position and
posture (e.g. inverter), the maximum profile out of all primary three axes shall be applied to all primary
three axes.
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ISO 19453-3:2018(E)

Key
2 2
Y PSD, in (m/s ) /Hz
f frequency, in Hz
1 curve for X axis
2 curve for Y axis
3 curve for Z axis
Figure 6 — PSD of acceleration versus frequency
Table 6 — Values for PSD and frequency
Frequency PSD
2 2
Hz (m/s ) /Hz
X axis Y axis Z axis
10 55 11 55
40 28 11 28
120 0,02 0,02 0,06
1 000 0,02 0,02 0,06
4.1.2.3.3 Requirements
Malfunction and/or breakage shall not occur.
Functional status class A as defined in ISO 19453-1 is required during operating mode 3.2 and/or
4.2 as defined in ISO 19453-1, and functional status class C is required during periods with other
operating modes.
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ISO 19453-3:2018(E)

4.2 Mechanical shock
4.2.1 Shock I — Test for devices on rigid points on the body and on the frame
4.2.1.1 Purpose
This test checks the DUT for malfunctions and/or breakage caused by a shock to the body and frame.
The load occurs when driving over a curb stone at high speed, etc. The failure mode is a mechanical
damage (e.g. a detached capacitor inside the housing of the DUT, such as on-board power electronics
components, due to the occurring high accelerations).
4.2.1.2 Test
Perform the test in accordance with IEC 60068-2-27 using the following test parameters:
— operating mode of the DUT:  3.2 as defined in ISO 19453-1;
— pulse shape:  half-sinusoidal;
2
— acceleration:  500 m/s ;
— duration:  6 ms;
— number of shocks:  10 per test direction.
The acceleration due to the shock in the test shall be applied in the same direction as the acceleration of
the shock which occurs in the vehicle. If the direction of the effect is not known, the DUT shall be tested
in all six spatial directions.
4.2.1.3 Requirements
Malfunction and/or breakage shall not occur.
The functional status shall be class A as defined in ISO 19453-1.
4.2.2 Shock II — Test for devices in or on the gearbox
4.2.2.1 Purpose
This test checks the DUT for malfunctions and/or breakage caused by a shock of gear shifting.
This test is applicable to DUT intended for mounting in or on the gearbox.
The loads occur during pneumatic powered gear-shifting operations. The failure mode is a mechanical
damage (e.g. a detached capacitor inside the housing of an electronic control module due to the high
accelerations caused by pneumatically powered gear-shifting operations).
4.2.2.2 Test
Perform the test in accordance with IEC 60068-2-27 using the following test parameters:
— operating mode of the DUT:  3.2 as defined in ISO 19453-1;
— pulse shape:  half-sinusoidal;
— typical maximum acceleration:  to be agreed between the customer and the supplier;
— typical duration:  < 1 ms;
— temperature:  to be agreed between the customer and the supplier;
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ISO 19453-3:2018(E)

— number of shocks:  to be agreed between the customer and the supplier.
The actual shock stresses depend both on the installation position of the gearbox and on the design
features of the gearbox: in individual cases, it shall be ascertained by means of suitable measurements
(recommended sampling frequency: 25 kHz or more). A test shall be arranged between the supplier and
the customer.
The acceleration due to the shock in the test shall be applied in the same direction as the acceleration of
the shock which occurs in the vehicle. If the direction of the effect is not known, the DUT shall be tested
in all six spatial directions.
4.2.2.3 Requirements
Malfunction and/or breakage shall not occur.
The functional status shall be class A as defined in ISO 19453-1.
4.3 Free fall
4.3.1 Purpose
This test checks the DUT for malfunctions and/or breakage caused by free fall.
A system/component can drop down to the floor during handling (e.g. at the manufacturing line of the
vehicle manufacturer). If a system/component is visibly damaged after a fall, it is replaced, but if it is not
visibly damaged, it is installed in the vehicle and shall work correctly. The failure mode is a mechanical
damage (e.g. a detached capacitor inside the housing of the DUT, such as on-board power electronics
components, due to the occurring high accelerations when the DUT hits the ground).
4.3.2 Test
Parts that are obviously damaged by the fall shall not be checked (e.g. headlights). Parts that can
withstand falling without visible damage shall be checked as follows:
Perform the test sequence in accordance with IEC 60068-2-31 using t
...