ISO 11451-5:2023
(Main)Road vehicles — Vehicle test methods for electrical disturbances from narrowband radiated electromagnetic energy — Part 5: Reverberation chamber
Road vehicles — Vehicle test methods for electrical disturbances from narrowband radiated electromagnetic energy — Part 5: Reverberation chamber
This document specifies methods for testing the immunity of passenger cars and commercial vehicles to electromagnetic disturbances, regardless of the vehicle propulsion system (e.g. spark ignition engine, diesel engine, electric motor) using a reverberation chamber. The electromagnetic disturbances considered are limited to narrowband electromagnetic fields. While this document refers specifically to passenger cars and commercial vehicles, generalized as “vehicle(s)”, it can readily be applied to other types of vehicles. ISO 11451-1 specifies general test conditions, definitions, practical use, and basic principles of the test procedure. Function performance status classification guidelines for immunity to electromagnetic radiation from an off-vehicle radiation source are given in Annex A.
Véhicules routiers — Méthodes d'essai d'un véhicule soumis à des perturbations électriques par rayonnement d'énergie électromagnétique en bande étroite — Partie 5: Chambre réverbérante
General Information
Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 11451-5
First edition
2023-05
Road vehicles — Vehicle test methods
for electrical disturbances from
narrowband radiated electromagnetic
energy —
Part 5:
Reverberation chamber
Véhicules routiers — Méthodes d'essai d'un véhicule soumis
à des perturbations électriques par rayonnement d'énergie
électromagnétique en bande étroite —
Partie 5: Chambre réverbérante
Reference number
© ISO 2023
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Published in Switzerland
ii
Contents Page
Foreword .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Test conditions .6
5 Test location . 6
5.1 Reverberation chamber description . 6
5.2 Working volume . 7
6 Test instrumentation .7
6.1 General . 7
6.2 Field generating device . 8
6.3 Field probes . 8
6.4 Stimulation and monitoring of the device under test (DUT) . 8
6.5 Optional: receiving antenna(s) and spectrum analyser . 8
6.6 Optional: vector network analyser . 9
7 Test set-up . 9
7.1 Vehicle placement . . 10
7.2 Field generating device location – Antenna constraints . 10
7.3 Vehicle test configurations . 10
7.3.1 Vehicle not connected to the power grid . 10
7.3.2 Vehicle in charging mode 1 or mode 2 (AC powered, without
communication) . 10
7.3.3 Vehicle in charging mode 3 or mode 4 (AC or DC powered, with
communication) . 13
7.3.4 Vehicle in charging mode through wireless power transmission (WPT) . 17
8 Test procedure .19
8.1 General . 19
8.2 Stirring configurations .20
8.3 Test plan . 20
8.4 Test methods . 20
8.5 Reverb method with substitution method power control . 23
8.5.1 Reverb reference points .23
8.5.2 Substitution method with empty chamber calibration .25
8.5.3 Substitution method with calibration including the vehicle .29
8.6 Test report . 31
Annex A (informative) Function performance status classification .32
Annex B (normative) Test level definition .33
Annex C (normative) Reverberation chamber characteristics .36
Annex D (informative) Tuned mode and stirred mode . 44
Annex E (informative) TLS method .48
Annex F (informative) Cavity mode method .55
Annex G (informative) Reverb method with closed-loop power control .59
Annex H (informative) Chamber time constant method .61
Annex I (informative) VNA method .67
Annex J (informative) Measurement of total antenna efficiency η .74
Annex K (informative) Measurement of diffuse field correction factor F .77
df
iii
Annex L (informative) Measurement of τ, Q, and ACS .80
Annex M (normative) Additional AAN(s) .85
Bibliography .86
iv
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 of 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
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 11451 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
v
INTERNATIONAL STANDARD ISO 11451-5:2023(E)
Road vehicles — Vehicle test methods for electrical
disturbances from narrowband radiated electromagnetic
energy —
Part 5:
Reverberation chamber
1 Scope
This document specifies methods for testing the immunity of passenger cars and commercial vehicles
to electromagnetic disturbances, regardless of the vehicle propulsion system (e.g. spark ignition engine,
diesel engine, electric motor) using a reverberation chamber.
The electromagnetic disturbances considered are limited to narrowband electromagnetic fields.
While this document refers specifically to passenger cars and commercial vehicles, generalized as
“vehicle(s)”, it can readily be applied to other types of vehicles.
ISO 11451-1 specifies general test conditions, definitions, practical use, and basic principles of the test
procedure.
Function performance status classification guidelines for immunity to electromagnetic radiation from
an off-vehicle radiation source are given in Annex A.
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 11451-1:2015, Road vehicles — Vehicle test methods for electrical disturbances from narrowband
radiated electromagnetic energy — Part 1: General principles and terminology
IEC 61000-4-21, Electromagnetic compatibility (EMC) – Part 4-21: Testing and measurement techniques –
Reverberation chamber test methods
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 11451-1 and the following
apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
mean absorption cross section
ACS
Ad==σ σσ+ Ω
()
acsa a,TE a,TM
Ω ∫∫
8π
4π
where
σ
is the absorption cross section for incident waves from a spatial direction averaged over TE
a
and TM waves;
σ
is the absorption cross section for incident TE waves from a spatial direction;
a,TE
σ
is the absorption cross section for incident TM waves from a spatial direction;
a,TM
Ω is the solid angle which is 4π for the full sphere (i.e. waves from all angles).
Note 1 to entry: It is the measure for the ability of a vehicle to absorb energy in a reverberation chamber (3.16). It
gives the cross section area of an equivalent ideal absorber without any reflections or scattering, which absorbs
the same energy as the vehicle in the reverberation chamber. In contrast to the chamber loading factor (CLF)
(3.5), the ACS is a property of the vehicle only and is the same for all reverberation chambers. Therefore, it allows
determination of the necessary extra power to compensate the loading effects by the vehicle without a loading
factor measurement or a new chamber characterization with vehicle.
Note 2 to entry: See Annexes H and L.
Note 3 to entry: See Reference [19].
3.2
antenna characterization factor
ACF
ratio of the average received power to forward power obtained in the antenna characterization of the
empty chamber characterization
Note 1 to entry: See 8.5.2.
3.3
cavity mode method
method adopting chamber modes to generate the required field strength with less power for the
frequency between TLS method (3.22) and the lowest usable frequency (LUF) (3.11), typically (30-
80) MHz, where the chamber has a lower mode density
Note 1 to entry: See Annex F.
3.4
chamber characterization factor
CCF
normalized average received power with the vehicle present
Note 1 to entry: See 8.5.2.
3.5
chamber loading factor
CLF
ratio of the antenna characterization factor (3.2) to the chamber characterization factor (3.4)
Note 1 to entry: See 8.5.2.
Note 2 to entry: It is a measure for the additional loading of the chamber due to the test setup including, for
example, the vehicle and the support equipment (3.21).
3.6
chamber time constant
mean time decay of the received power delay profile in a reverberation chamber (3.16)
Note 1 to entry: See Annexes H and L.
3.7
charging mode
mode of operation intended for charging the rechargeable energy storage system (storage system that
provides electric energy for electric propulsion which can be recharged)
3.7.1
charging mode 1
charging mode (3.7) where the vehicle is connected to a standard socket-outlet of an AC supply network,
utilizing a cable and plug, both of which are not fitted with any supplementary pilot or auxiliary contacts
Note 1 to entry: In some countries, mode 1 charging can be prohibited or requires special precautions.
Note 2 to entry: Charging mode 1 is defined in IEC 61851-1:2017,6.2.1.
3.7.2
charging mode 2
charging mode (3.7) where the vehicle is connected to AC mains using a charging cable, which has an
EV supply equipment (EVSE) (3.10) box in-line (e.g. in-cable control box / in-cable control and protection
device), providing control pilot signalling between the vehicle and the EVSE box and personal protection
against electric shock
Note 1 to entry: In some countries, special restrictions are applied for mode 2 charging.
Note 2 to entry: There is no communication with the vehicle.
Note 3 to entry: Charging mode 2 is defined in IEC 61851-1:2017,6.2.2.
3.7.3
charging mode 3
charging mode (3.7) where the vehicle is connected to a fixed installation [EV supply equipment (EVSE)
(3.10), e.g. AC charging station, AC wallbox] providing AC power to the vehicle, with communication
between the vehicle and the EVSE (through signal/control lines and/or through wired network lines)
Note 1 to entry: Charging mode 3 is defined in IEC 61851-1:2017,6.2.3.
3.7.4
charging mode 4
charging mode (3.7) where the vehicle is connected to a fixed installation [EV supply equipment (EVSE)
(3.10), e.g. DC charging station], providing DC power to the vehicle (with an off-board charger), with
communication between the vehicle and the EVSE (through signal/control lines and/or through wired
network lines)
Note 1 to entry: Charging mode 4 is defined in IEC 61851-1:2017,6.2.4.
3.8
coherence time of the reverberation chamber
time interval between two independent stirring configurations (3.19) in stirred mode (3.18)
Note 1 to entry: The field in the reverberation chamber (3.16) conserves its statistical properties [e.g. the positions
of the field maxima and minima in the working volume (3.27)] during the coherence time.
3.9
CDF
cumulative distribution function
probability that the electromagnetic field strength is less or equal to a specific value
Note 1 to entry: A value of this function can be used as levelling target (e.g. 100 V/m at CDF 0,2 means 20 % of the
measured electric field strength values are less or equal to 100 V/m and 80 % are higher than 100 V/m).
3.10
EVSE
EV supply equipment
equipment or a combination of equipment, providing dedicated functions to supply electric energy from
a fixed electrical installation or supply network to an EV for the purpose of charging
3.11
lowest usable frequency
LUF
lowest frequency for which the field uniformity requirements are met for the reverb method (3.17) and
at least 12 independent stirring configurations (3.19) can be achieved
Note 1 to entry: The LUF is determined in accordance with C.6.
3.12
maximum chamber loading factor
MLF
figure of merit corresponding to the worst case loading configuration for which the field uniformity has
been demonstrated
Note 1 to entry: See 8.5.2.
3.13
periodization
method to define an analysis time window for the calculation of autocorrelation coefficients based on
the complete period of a periodic stirring process sequence
3.14
power delay profile
PDP
temporal behaviour of the power decay in a reverberation chamber (3.16) after switch-off of the power
source
3.15
quasi-tuned mode
operating mode of a reverberation chamber (3.16) where the response time of the DUT to the external
field is shorter than the coherence time of the reverberation chamber (3.8)
Note 1 to entry: See D.3.1.
3.16
reverberation chamber
high Q shielded room (cavity) whose boundary conditions are changed via one or several rotating
tuners or moving walls (including vibrating intrinsic reverberation chambers (VIRCs) (3.28) with or
without conductive contact to the floor) or repositioning of the transmitting antenna(s)
Note 1 to entry: This results in a statistically uniform electromagnetic field.
3.17
reverb method
usage of a reverberation chamber (3.16) above the lowest usable frequency (LUF) (3.11)
3.18
stirred mode
operating mode of a reverberation chamber (3.16) where a tuner (3.25) or a vibrating intrinsic
reverberation chamber (VIRC) (3.28) shaker is moved continuously while the test is running
3.19
stirring configuration
unique set of conditions that defines the RF environment
Note 1 to entry: It can stand for a single tuner (3.25) in a fixed position as in classical reverberation chambers
(3.16). In addition, it can stand for a position of a vibrating intrinsic reverberation chamber (VIRC) (3.28) at a point
in time, for a momentary frequency in case of frequency stirring, or a transmitting antenna configuration.
3.20
stirring scheme
operating mode of a reverberation chamber (3.16) that is a stirred mode (3.18) or a tuned mode (3.24) or
a combination thereof
3.21
support equipment
equipment associated with performing an EMC test on a vehicle including (but not all inclusive) load
simulator, charging cables, AMN(s), HV-AN(s), AAN(s), DUT monitoring equipment including fibre optic
interface modules and TV camera
3.22
TLS method
method using a TLS (similar as in ISO 11451-2) inside a reverberation chamber (3.16) and which
extends the usage beyond TEM-waveguide testing up to the lowest usable frequency (LUF) (3.11) of the
reverberation chamber
Note 1 to entry: See Annex E.
3.23
total antenna efficiency
ratio of radiated power to forward power at antenna port, it is less than 1 or 100 % due to mismatching
and losses of the antenna (e.g. ohmic loss of metallic material and dielectric loss of insulation)
Note 1 to entry: See Annex J.
3.24
tuned mode
operating mode of a reverberation chamber (3.16) where the tuner (3.25) is moved stepwise to fixed
positions and the test is repeated successively at each of those fixed tuner positions
3.25
tuner
large metallic reflector capable of changing the electromagnetic boundary conditions in a reverberation
chamber (3.16) as it rotates or moves
Note 1 to entry: As the tuner moves, the nulls and maximums in the field change location, ensuring the vehicle is
exposed to a statistically uniform field.
3.26
windowing
method to define an analysis time window for the calculation of autocorrelation coefficients based on a
part of a stirring process sequence
3.27
working volume
volume within the reverberation chamber (3.16) that contains the vehicle, the support equipment (3.21),
and the receiving antenna, if used
3.28
VIRC
vibrating intrinsic reverberation chamber
tent-like structure formed by conductive fabrics where movements of the walls are excited, e.g. by
moving arms which push and pull corners or edges of the tent
4 Test conditions
The applicable frequency range for the reverb method is LUF to 18 000 MHz. Testing over the full
frequency range could require different field-generating devices, but this does not imply that testing of
overlapping frequency ranges is required.
NOTE The applicable frequency range is 0,01 MHz to LUF for the TLS method (see Annex E), 30 MHz to LUF
for the cavity mode method (see Annex F), and LUF to 18 000 MHz for the other reverb methods (see Annexes G,
H and I).
The user shall specify the test severity level or levels over the frequency range. Suggested test severity
levels are given in Annex A.
Standard test conditions are given in ISO 11451-1 for the following:
— test temperature;
— supply voltage;
— modulation;
— dwell time;
— frequency step sizes;
— definition of test severity levels;
— test signal quality.
5 Test location
5.1 Reverberation chamber description
The test shall be performed in a reverberation chamber.
The aim of using a reverberation chamber is to create statistically homogeneous and isotropic
electromagnetic fields within the working volume.
These conditions are not valid close to the ground floor in the working volume (see 5.2).
A reverberation chamber for vehicle testing consists of a shielded enclosure, one or several field
generating devices, and some mechanical apparatus to change the boundary conditions for the
electromagnetic fields. This mechanical apparatus may, for example, contain one or several rotating
tuners or moving walls, or may even be realized by using conductive fabrics as shielded enclosure (e.g.
a VIRC).
The chamber may contain a vehicle dynamometer, a turntable or both.
It may also contain a TLS (see Annex E) or other type of field generators (e.g. tunable monopoles, see
Annex F) as field generating device for testing from 0,01 MHz to the LUF.
The chamber may also contain one or several receiving antennas and one or more field probes.
The size, shape and construction of the reverberation chamber can vary considerably. The minimum
size of the shielded enclosure is determined by the size of the test region needed, the size of the
field generation device or devices, the size and shape and location of the tuner or tuners, the needed
clearances between all these and the largest vehicle to be tested, and the intended LUF of the chamber.
An example of a rectangular reverberation chamber with one mechanical tuner and one field generating
antenna is shown in Figure 1.
After initial construction, the reverberation chamber shall be characterized in accordance with the
test methods intended to be used. For the reverb method, the chamber shall fulfil the field uniformity
requirements of Table C.2. The LUF of the reverberation chamber is determined during this initial
characterization. Following any major modifications, a new chamber characterization shall be carried
out again. Changes to the tuners shall be considered a major modification.
5.2 Working volume
The working volume is the volume that contains the vehicle, any support equipment and the receiving
antenna, if used. The form of the working volume shall be a cuboid.
The minimum distance between the working volume and the walls and ceiling of the shielded enclosure
or any tuner or any transmitting antenna shall be at least λ/4 at the lowest used frequency of the reverb
method.
The working volume for testing vehicles starts directly on the ground plane in order to contain the full
vehicle. Although this differs from the IEC 61000-4-21 working volume definition, for the purpose of
chamber calibration, the reverb reference points described in IEC 61000-4-21 shall be used.
NOTE For the TLS method (see Annex E), and the cavity mode method (see Annex F), the λ/4 minimum
distance requirement does not apply.
More than one vehicle can be tested in one immunity test (e.g. testing of communication between
vehicles). If the distance between the vehicles is closer than λ/4 at the lowest tested frequency there
could be significant interaction between the vehicles. This can be desirable for investigating proximity
effects. If the distance between the vehicles is larger than λ/4 at the lowest tested frequency there
will be scattering between the vehicles similar to the scattering from walls, etc. Therefore, this test
can be interpreted as the simultaneous independent test of multiple vehicles. In either case, the field
homogeneity requirements shall still be fulfilled with multiple vehicles present and the loading shall be
compensated appropriately as defined in the applicable test method.
6 Test instrumentation
6.1 General
Testing consists of generating radiated electromagnetic fields using antenna sets with radio frequency
(RF) sources capable of producing the desired field strength over the range of test frequencies.
The following test instrumentation is used:
— field generating device(s): e.g. antenna(s);
— field probe(s);
— RF signal generator with internal or external modulation capability;
— high power amplifier(s);
— power meter (or equivalent measuring instrument) to measure forward power and reflected power;
— optional: receiving antenna(s) and spectrum analyser;
— optional: vector network analyser.
6.2 Field generating device
A transmitting antenna is used as the field generating device for the reverb method.
NOTE The TLS method (see Annex E) uses a TLS as a field generation device, and the cavity mode method
(see Annex F) uses tunable monopoles.
Multiple antennas, amplifiers and directional couplers may be necessary to cover the complete
frequency range.
The transmitting antenna(s) shall be linearly polarized antenna(s) capable of satisfying the frequency
requirements. The antenna efficiency should be at least 75 % (log periodic and horn antennas typically
fulfil this requirement). An example with a horn antenna is shown in Figure 1.
6.3 Field probes
Field probes shall be capable of measuring electric field strength in three orthogonal axes. The
communication lines from the probes shall be fibre optic links. The sampling rate, bandwidth and
dynamic range of the probe shall be capable to measure accurately the field. This is especially important
for fast stirred mode techniques.
At high frequencies, the radiation characteristics of the field probes will deviate from the ideal one, due
to size relative to wavelength, symmetry and other properties. Above which frequency, this happens or
if it is relevant in the frequency range of the probe, depends on the probe properties. For application in
the reverberation chamber, the directivity and isotropy of the field probe itself does not matter, since
for measuring the mean and maximum values, only the total radiation efficiency of the probe axis is
important not the gain. Annex K describes a method, how to measure and compensate diffuse-field
correction factors for field probes. If the properties of a field probe in the diffuse-field are not known,
it is recommended to determine the diffuse-field correction factor according to Annex K, and in case
deviations are identified, to correct them.
6.4 Stimulation and monitoring of the device under test (DUT)
The vehicle shall be operated as required in the test plan by using actuators which have a minimum
effect on the electromagnetic characteristics, e.g. plastic blocks on the push-buttons, pneumatic
actuators with plastic tubes.
Connections to equipment monitoring electromagnetic interference reactions of the vehicle may
be accomplished by using fibre-optics, or high resistance leads. Other type of leads may be used but
require extreme care to minimize interactions. The orientation, length and location of such leads shall
be carefully documented to ensure repeatability of test results.
Any electrical connection of monitoring equipment to the vehicle may cause malfunctions of the vehicle.
Extreme care shall be taken to avoid such an effect.
6.5 Optional: receiving antenna(s) and spectrum analyser
For chamber characterization and test, receiving antenna(s) and a spectrum analyser may be used to
measure the received power. This measurement may be used to determine the chamber loading factor
due to the vehicle and the support equipment (see 8.5.2).
Key
1 reverberation chamber / VIRC 8 RF signal generator
2 amplifier / operator room 9 RF amplifier
3 working volume 10 directional coupler
4 tuner, if used 11 power meters
5 transmitting antenna 12 spectrum analyser, if used
6 receiving antenna, if used 13 vehicle
7 field probe(s), if used 14 dynamometer (with or without turn-table)
Figure 1 — Example of a reverberation chamber
6.6 Optional: vector network analyser
For the VNA method (Annex I) and measurement of the chamber time constant with the spectral
method (Annex L), and of antenna efficiencies (Annex J), a vector network analyser shall be used.
7 Test set-up
Four test setups are described:
— one for all type of vehicles when they are not in charging mode,
— one for vehicles in charging mode 1 or mode 2 (AC powered, without communication),
— one for vehicles in charging mode 3 or mode 4 (AC or DC powered, with communication),
— one for vehicles in charging mode through wireless power transmission (WPT).
7.1 Vehicle placement
The vehicle shall be placed in the working volume. The working volume may contain a vehicle
dynamometer or turntable or both (see Figure 1).
7.2 Field generating device location – Antenna constraints
The location of the transmitting antenna(s) shall be the same for both characterization and testing.
The transmitting antenna shall not directly illuminate the working volume. The transmitting antenna
should be directed into a corner of the chamber if possible (see Figure 1 for location of a transmitting
antenna as example). Directing the antenna into the tuner is also acceptable.
NOTE An upward tilt of the antenna is advisable to avoid direct incident wave illumination of the chamber
wall resulting in a potentially high VSWR situation.
7.3 Vehicle test configurations
The configuration of 7.3.1 is applicable to all vehicle types (combustion engine, electric or hybrid
propulsion).
The configuration of 7.3.2 is applicable only to the electric or hybrid / plugin propelled vehicles when
they are in charging mode 1 or mode 2.
The configuration of 7.3.3 is applicable only to the electric or hybrid / plugin propelled vehicles when
they are in charging mode 3 or mode 4.
The configuration of 7.3.4 is applicable only to the electric propelled vehicles when they are in charging
mode through wireless power transmission (WPT).
7.3.1 Vehicle not connected to the power grid
An example of a test set-up is shown in Figure 1.
7.3.2 Vehicle in charging mode 1 or mode 2 (AC powered, without communication)
7.3.2.1 General
This configuration concerns only charging mode 1 and mode 2.
The vehicle, AMN(s) and power charging cable shall be placed in the working volume.
Examples of test set-ups are shown in Figure 2 and Figure 3.
7.3.2.2 Power mains
The power mains socket may be placed anywhere in the test location (including the working volume)
with the following conditions:
— the socket(s) shall be placed on the ground plane;
— the length of the cable between the power mains socket and the AMN(s) shall be kept as short as
possible;
— the cable between the power mains socket and the AMN shall be placed directly on the ground
plane.
Care shall be taken to avoid disturbances to the off-board peripheral equipment.
7.3.2.3 Artificial mains network
Power mains shall be applied to the vehicle through 50 µH/50 Ω artificial mains networks (AMN(s)) as
defined in ISO 11451-1:2015, Annex B.
The AMN(s) shall be mounted directly on the ground plane. The case of the AMN(s) shall be bonded to
the ground plane.
The measuring port of each AMN shall be terminated with a 50 Ω load.
7.3.2.4 Power charging cable
The power charging cable shall be laid out in a straight line between the AMN(s) and the vehicle charging
inlet and shall be routed perpendicularly to the vehicle's longitudinal axis (see Figure 2 and Figure 3).
The projected cable length from the side of the AMN(s) to the side of the vehicle shall be (800 (+200 /
−0)) mm as shown in Figure 2 and Figure 3.
For a longer cable, the extraneous length shall be “Z-folded” symmetrically. No contact or overlap is
allowed between windings. The width of the Z-folded cable shall be between 500 mm and 1 000 mm.
If it is impractical to do so because of cable bulk or stiffness, or because the testing is being done at a
user's installation, the disposition of the excess cable length shall be precisely noted in the test report.
The charging cable at the vehicle side shall hang vertically at a distance of (100 (+200 / −0)) mm from
the vehicle body.
The whole cable shall be placed on a non-conductive, low relative permittivity (dielectric-constant)
material (ε ≤ 1,4), at (100 ± 25) mm above the ground plane.
r
Unless otherwise specified the mode 1 or mode 2 charging cable provided by the manufacturer shall be
used and shall have a maximum length of 10 m.
If the vehicle manufacturer delivers more than one mode 1 or mode 2 cable, the measurements may be
performed with one representative cable for each mode.
Dimensions in millimetres
a) Front view
b) Top view
Key
1 vehicle under test
2 insulating support
3 charging cable (including EVSE for charging mode 2)
4 artificial mains network(s) grounded
5 power mains socket (see 7.3.2.2)
6 extraneous length Z-folded
NOTE The cable between the AC mains and the AMN does not need to be aligned in same direction as the
cable between the AMN and the EV.
Figure 2 — Example of test setup for vehicle with socket located on vehicle side (charging
mode 1 or mode 2, AC powered, without communication)
Dimensions in millimetres
a) Front view
b) Top view
Key
1 vehicle under test
2 insulating support
3 charging cable (including EVSE for charging mode 2)
4 artificial mains network(s) grounded
5 power mains socket (see 7.3.2.2)
6 extraneous length Z-folded
NOTE The cable between the AC mains and the AMN does not need to be aligned in same direction as the
cable between the AMN and the EV.
Figure 3 — Example of test setup for vehicle with socket located front / rear of vehicle (charging
mode 1 or mode 2, AC powered, without communication)
7.3.3 Vehicle in charging mode 3 or mode 4 (AC or DC powered, with communication)
7.3.3.1 General
This configuration concerns charging mode 3 and mode 4.
The vehicle, HV-AN(s)/AMN(s), AAN(s) and power charging harness shall be placed in the working
volume.
Examples of test setups are shown in Figure 4 and Figure 5.
7.3.3.2 Charging station / power mains
The charging station may be placed either in the test location (including the working volume) or outside
the test location.
If the communication between the vehicle and the charging station can be simulated, the charging
station may be replaced by a power supply connected to the AC power mains network.
In both cases, power mains/supply and communication or signal lines socket(s) shall be placed in the
test location with the following conditions:
— the socket(s) shall be placed on the ground plane;
— the length of the cable between the power mains/supply socket(s) and the AMN(s) or DC-charging-
AN(s) should be kept as short as possible and shall be placed directly on the ground plane;
— the length of the cable between the communication socket(s) and the AAN(s) should be kept as short
as possible and shall be placed directly on the ground plane.
If the charging station is placed inside the reverberation chamber, then the harnesses between the
charging station and the power mains or communication socket shall satisfy the following conditions:
— the harness at charging station side shall hang vertically down to the ground plane;
— the extraneous length shall be placed directly on the ground plane and “Z-folded” if necessary. If it is
impractical to do so because of cable bulk or stiffness, or because the testing is being done at a user's
installation, the disposition of the excess cable shall be precisely noted in the test report.
Care shall be taken to avoid disturbances to the off-board peripheral equipment.
NOTE In a reverberation chamber, strong electromagnetic fields are everywhere, not only in the working
volume. Shielding the off-board power unit or placing it outside can be the simplest countermeasures to avoid
disturbances.
7.3.3.3 Artificial networks
AC power mains shall be applied to the vehicle through 50 µH/50 Ω AMN(s) as defined in
ISO 11451-1:2015, Annex B.
DC power mains shall be applied to the vehicle through 5 µH/50 Ω HV-AN(s) as defined in
ISO 11451-1:2015, Annex B.
The AMN(s)/HV-AN(s) shall be mounted directly on the ground plane. The case of the AMN(s)/HV-AN(s)
shall be bonded to the ground plane.
The measuring port of each AMN/HV-AN shall be terminated with a 50 Ω load.
7.3.3.4 Asymmetric artificial network
Communication lines connected to signal/control ports and lines connected to wired network ports
shall be applied to the vehicle through AAN(s).
The various AAN(s) that shall be used are defined in Annex M and in ISO 11451-1:2015, Annex B:
— ISO 11451-1:2015, B.4.1 for signal/control ports with symmetric lines,
— ISO 11451-1:2015, B.4.3 for signal/control ports with PLC technology on the control pilot line and
— M.1 for signal/control ports with a control pilot line.
The AAN(s) shall be mounted directly on the ground plane. The case of the AAN(s) shall be bonded to
the ground plane.
The measuring port of each AAN shall be terminated with a 50 Ω load.
If a charging station is used, AAN(s) are not required for the signal/control ports and/or for the
wired network ports. The communication lines between the vehicle and the charging station shall be
connected to the associated equipment on the charging station side as in typical installations.
If communication is emulated (i.e. the charging station is replaced by a power supply) and if the presence
of the AAN prevents proper communication then no AAN shall be used.
7.3.3.5 Power charging harness
The power (charging) harness, including the power and the communication wires/cables, shall be laid
out in a straight line between the AMN(s)/HV-AN(s) / AAN(s) and the vehicle charging inlet and shall
be routed perpendicularly to the vehicle's longitudinal axis (see Figure 4 and Figure 5). The projected
harness length from the side of the AMN(s)/HV-AN(s) / AAN(s) to the side of the vehicle shall be (800
(+200 / −0)) mm.
For a longer harness, the extraneous length shall be “Z-folded” symmetrically. No contact or overlap is
allowed between windings. The width of the Z-folded cable shall be between 500 mm and 1 000 mm. If
it is impractical to do so because of harness bulk or stiffness, or because the testing is being done at a
user installation, the disposition of the excess harness shall be precisely noted in the test report.
The power (charging) harness, including the power and the communication wires/cables, at the vehicle
side shall hang vertically at a distance of (100 (+200 / −0)) mm from the vehicle body.
The whole harness shall be placed on a non-conductive, low relative permittivity (dielectric-constant)
material (ε ≤ 1,4), at (100 ± 25) mm above the ground plane.
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Unless otherwise specified the mode 3 charging cable provided by the manufacturer shall be u
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