EMC/EMI Testing

The International Energy Agency reports that over 10 million electric vehicles (EVs) were sold in 2022, representing 14% of all new-car sales. The numbers keep climbing. In 2021 it was 9%, and in 2020 it was less than 5%. In the US alone, EV sales increased 55% in 2022.

The rapid adoption of EVs is a product of the steadily improving technology that makes EVs practical and desirable. In regular use, EVs seem to check all the boxes: zero atmospheric emissions, fewer moving parts to fail, quiet operation – a boon to personal transportation.

Like any vehicle, EVs operate in a world subject to extremes. Temperature and moisture are obviously given to extremes, but the electromagnetic (EM) environment is rich with fields and transients that can be extreme in unpredictable ways. EVs rely on complex electronics to react to the driver, interpreting signals in real time from the accelerator, brake pedal, and steering column to control the heavy currents required to operate the drive motors and mechanical systems.

Electronic vehicle control has come a long way since the early 1970s, when first-generation automotive electronics were found vulnerable to radiofrequency (RF) signals. The original equipment manufacturers (OEMs) worked with their suppliers to improve system immunity to electromagnetic interference (EMI). 

Both the technology and the understanding of EMI have greatly improved since then, but the concern is the same. Elite’s Automotive EMC Testing Specialist Stan Dolecki has been involved in testing vehicles with internal combustion engines (ICE) for many years and understands potential interference risks.

Elite Automotive Specialist Stan Dolecki

“Radiated and conducted immunity testing has always been done on automotive components and whole vehicles, and the concern is greater with EVs,” Stan explained. “The interfering signal can come from anywhere, including within the vehicle.” EMI can come from a steady RF field, like a broadcast signal, or it can be a transient spike like an electrostatic discharge (ESD). “One of the major sources of ESD, for example, are serpentine belts. They build up a charge and create transients that affect microprocessor circuits. Transients disrupt logic signals and cause random failures,” Stan said.

A host of automotive EMI immunity standards address the applicable RF levels and the test procedures used in verification. ISO 7637-4 is one such standard, dealing with conducted and coupled electrical disturbances, testing for low-frequency ripple in an EV’s DC supply brought on by external disturbances. Electronic components are tested under standards LV124 (for 12VDC systems) and LV148 (for 48VDC systems). Volkswagen (VW 80000) and Ford (FMC 1280) maintain their own corporate standards to test the resiliency of electronic components, as do other original equipment manufacturers (OEMs).

All of this demonstrates the commitment to safe and reliable operation made by the automotive industry. “EMI immunity is a huge part of the test sequence for EVs,” Stan explained. “We can’t take the risk of an engine failure or a vehicle-control failure when an unseen RF signal or transient is there. The tests we do are thorough and well-documented. The manufacturers of the vehicles and their components rely on this throughout the development process.”

A car on the dynamometer in Elite’s whole-vehicle EMC test chamber

Elite’s lab runs tests at the bench level for components like voltage converters, regulators, and charging systems, and has a whole-vehicle test chamber equipped with a dynamometer in the floor to test a vehicle running under road conditions. “Complete testing is important, from the component level on up,” Stan said.

Contact Elite for more information on RF immunity testing. Put Elite’s deep experience and well-earned industry confidence to work for you as you verify your automotive electronic components.

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Containers have been labeled for thousands of years. The marking of barrels, crates, and sacks were necessary in ancient times. It’s important now because we have more things to label for more reasons. The difference now is what the labels mean and how they’re applied.

Looking at the rear or the bottom of any electronic product, you’re likely to find a label containing a series of symbols. Those marks are the manufacturer’s assurance that the product has been tested to meet the applicable safety and compatibility standards. In automotive devices there are the E, e, and CE-markings that by law must appear on products in the markets where they are required.

The European Commission (EC) has established a broad array of requirements for public health and safety. The scope of those requirements is so broad that compliance with their terms is recognized by many countries outside Europe. The CE Mark (French for Conformite Europeenne) appears on products sold in the European Union (EU) to show that they meet applicable standards for health and safety. The CE Mark is necessary to market in the EU and is often sufficient for those countries outside the EU that accept those standards.

Vehicles and the Electronic Subassemblies (ESAs) used in vehicles are regulated as a separate class of products with their own unique standards. They often carry the “E” and “e” marks to show they meet their specific set of standards, as described below.

CE Mark

CE Mark used to show compliance in the EU

The CE Mark is the most familiar, appearing as it does on everything from infant toys to explosive-atmosphere equipment. For electronic and wireless devices sold in the EU, the Electromagnetic Compatibility (EMC) Directive (2014/30/EU) states that electronic equipment does not generate, and is not affected by, excessive electromagnetic disturbances. The Machinery Directive (2006/42/EC) is in place to protect the health and safety of those using mechanical equipment.

For EMC, specific standards in the form of European Norms (ENs) define the limits of radiated and conducted radiofrequency (RF) emissions and minimum levels of RF immunity for different categories of products. Electronic products in categories eligible to display the CE Mark must be tested to show compliance with the applicable ENs.

Elite regularly performs radiated and conducted EMC testing for CE Mark compliance and serves as a Conformity Assessment Body (CAB) authorized to assess the compliance of tested products.

E-Mark

Upper-case E-Mark example showing UNECE Regulation 10.5 EMC

European motor vehicle regulations are covered in Directive 2007/46/EC, spelling out requirements and the type-approval process. Some vehicle categories are exempt and are addressed by the CE Mark requirements or other directives. The framework directive also lists the vehicle systems and performance attributes that are regulated and the associated regulations that apply (for example, tail pipe emissions, safety restraints, EMC, and others).

The upper-case E-mark is displayed on vehicles and ESAs to show compliance with United Nations Economic Commission for Europe (UNECE) requirements. To streamline the regulatory process, the EU automotive EMC requirements that had been separate from the UNECE are now allowed to follow the UNECE requirements. The applicable EMC requirements are currently shown in UNECE Regulation 10 and compliance is indicated by the upper-case E-Mark.

e-Mark

Lower-case e-Mark example with test-country number

Agricultural and forestry equipment falls under EC Regulation 167/2013, which provides definitions and high-level technical requirements. The specific application requirements are identified in the Regulation. Tractors are categorized based on their construction and capability, which determine the level of assessment required under the standard. Manufacturers can check with Elite to identify what level in the standard applies to their tractor. A test plan can then be developed appropriate to their product.

Regulation 167/2013 specifies that EMC is evaluated according to EU Regulation 2015/208, which is specific to agricultural and forestry vehicles. Compliance with those requirements is shown by the lower-case e-Mark.

Finding the Correct Marking for Your Vehicle and ESA

How do you sort out these requirements, and which ones apply to you? It’s not always obvious which standards and label marks apply. The determination is based on the vehicle or ESA’s application, which can be variable depending on the type of vehicle or device. Contact the automotive test experts at Elite to find out which tests your product needs. With that information in hand, you can start planning your tests and anticipating the successful launch of your product.

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Elite Electronic Engineering is excited to announce the installation of a new chassis dynamometer in its drive-in electromagnetic compatibility (EMC) chamber, especially as applied to electric vehicle testing. The HV Technologies RP40-55/100-6-F is a free-standing dynamometer that can be used with front-wheel, rear-wheel, 4-wheel drive vehicles, as well as motorcycles.

Automotive vehicle EMC testing has become an urgent need in the automotive industry. Electric vehicle (EV) sales in the US have grown from 50,000 in Q4 2016 to 2.6 million in Q1 2022. Increasing EV complexity makes it all the more important to verify their radiofrequency (RF) emission and immunity characteristics.

Testing vehicles under running conditions gives the manufacturer a more accurate EMC picture. When on the road, the EV’s motors, controllers, regulators, and other systems are fully engaged. Higher emission levels are likely at a wider range of frequencies when those systems operate under load. Also, the risk of RF vulnerability in navigation and motor-control systems is more acute while the vehicle is in motion.

Dynamometers have been in use for many years to test internal combustion engine (ICE) vehicles under load. Horsepower, fuel economy, and other parameters have long been measured as the vehicle was operated at speed on dynamometer rollers.

EVs have more EMC concerns under operating conditions because of their complex electronics. Higher voltages and higher currents in an EV’s powerful motors and associated control systems naturally generate higher RF emission levels, and the sophisticated circuitry must be immune to disruption from external RF fields. These factors make electric vehicle testing imperative.

Elite’s new dynamometer can handle axle loads of 10,000 kg at a maximum speed of 100 km/h and a rated speed of 55 km/h. Its control-system RF immunity is 200 V/m, allowing the full range of RF immunity tests to be performed without concern of corrupted data. The dynamometer and vehicle test chamber have been set up so that smaller electric vehicles can be tested in 2WD or 4WD applications. Large vehicles will be tested in 2WD applications in most cases. The dynamometer is also capable of testing motorcycles.

Automotive vehicle testing can be set up by driving the vehicle directly into the test chamber, saving time and cost. Because preparation time is minimized, each test can be completed sooner to allow time for additional configurations that may be desired.

Contact Elite to find out more about how this test tool can work for you. Elite experts can work with you on scheduling a test, creating a test plan, and putting the dynamometer to work for your vehicle.

Automotive Testing Steps 7-10

It’s all good. You began with Steps 1 – 2 and moved through Steps 3 – 6. You defined your product’s market, drafted a test plan, built and tested prototypes, and did it while in touch with the manufacturer. Now you’re in the home stretch and ready to do final validation testing. Welcome to Steps 7-10 of Elite’s Ten Steps to Successful Automotive Electromagnetic Compatibility (EMC) Testing.

To paraphrase the philosopher and baseball great Yogi Berra, if you don’t know where you’re going you might not get there. Let’s set up the final tests because after going through the first six steps, you know where you’re going.

7. Schedule Well in Advance

At Elite, quick access to lab service is always the goal. But depending on workload, there could be a schedule backlog of multiple weeks. Be sure to contact Elite well in advance of the date the product will be ready for testing.

When you talk to the Elite team, give them your product’s requirements. They have the expertise to identify the appropriate standards and test methods and then outline the conformity assessment process.

Once a proposal is generated, Elite will schedule all services based on the required time and available lab resources. An early communication channel with Elite’s lab scheduler is the best path to the desired start and completion dates. A purchase order is usually not required to hold a scheduled test date, but one will be required to start testing.

Some regulatory tests for European Union vehicles and their sub-assemblies require an “E-marking” approval through a European Notified Body (NB). These are processed directly between the NB and the equipment manufacturer. Elite can provide contacts for NB services while working with the NB to coordinate test scheduling.

8. Prepare for Validation Testing

Ahead of the scheduled testing date, a functional system needs to be delivered to the test lab. Be sure to add time to make sure the wiring harnesses, support equipment, and other ancillary hardware are ready to begin the test. The lab will need the following items at a minimum:

• A properly approved test plan for validation by the original equipment manufacturer (OEM)
• Device(s) to be tested 
• Wiring harnesses
• Load box and support equipment to properly simulate the systems that interface with the test item
• Laptop computer with a controller area network (CAN) bus simulator
• Monitoring equipment
• Instructions for operating the equipment

Some support equipment can be provided by Elite, but clients should identify their needs early so the necessary resources are ready when your tests begin. Pre-arranged equipment available through Elite includes:

• Fiber Optic Transceivers
• Laptop PCs, Oscilloscopes, Audio Analyzers
• Communication Simulator (CMW500)
• Mechanical fixturing, tooling, and test automation

9. Be Available When Testing Begins

Elite business hours are typically 8:00 a.m. to 4:30 p.m. Plan to arrive shortly before 8:00 a.m. on the first scheduled test day. If special shifts or extended hours will be necessary, contact Elite at the earliest phase of the test project.

Elite clients are always welcome to be present for testing and are encouraged to attend the initial setup and first few test operations. Equipment can be shipped with setup and operating instructions, and Elite can provide remote video conferencing capabilities to save time and expenses associated with traveling to our lab.

Elite’s engineers then configure the unit for testing and run tests while monitoring the device’s performance. If the client is not present during the test, a technical support contact who can be quickly reached needs to be identified to resolve any issues. Spare test samples, if available, are also recommended.

10. Respond Quickly to Project Delays

Project delays in advance of the test starting date sometimes happen. If they do, clients need to notify Elite so the reserved lab time can be reallocated, and new start date can be set.

When problems occur during testing, Elite’s engineers work closely with the client to resolve them. This includes test-item setup complications, non-compliances, or Elite equipment faults. For cases where clients are not present during testing, the client contact needs to be available by phone or video conference for troubleshooting. In those cases, email and mobile phone contact information are needed.

Contact Elite today! Our Experts, Your Timing, Best Value

Automotive EMC testing can be a challenging process, but with the support of Elite engineers, you can rest assured that you’re working with the most knowledgeable, best equipped, and best value service provider in the industry. Contact us to get your project started on the right path.

Let us know how we can help you succeed with your product development.

Why Trust Elite?

• 60+ years of EMC testing experience
• 20+ automotive EMC test engineers and iNARTE organizational certification
• 15+ years of continuous laboratory recognition from Ford, GM, and Stellantis (formerly FCA)
• Only independent test laboratory fully recognized for all Ford, GM, Stellantis, Mazda, and Hyundai-Kia EMC test methods

Call Elite at 630-495-9770 with your questions.

Everyone knows about batteries. They’re used in laptops, tablets, cellphones, toys, hoverboards, ear buds – the list is long. Cars and trucks have always had batteries for starters, ignition, and other functions, and small vehicles like golf carts are often battery-powered.

What’s new is the proliferation of electric vehicles (EVs). Chances are that if you don’t own one yourself, you know someone who does, and their numbers will keep growing as time goes on. They’re cleaner and require less maintenance than vehicles with internal-combustion engines (ICE), and economies of scale will gradually bring down their cost.

EVs have broad advantages. To realize their full value, their battery packs need to be tested for safety and electromagnetic compatibility (EMC). Batteries use reactive compounds to generate energy, and their supporting hardware uses voltage-regulating circuitry that generate electromagnetic interference (EMI). The bigger the battery, the more important its safety. And the higher the internal electrical levels, the more important are the EMC tests.

Standards for Battery Packs

Rechargeable batteries come in different compositions depending on their application. EV batteries are lithium-ion, while smaller batteries can be lithium-ion or nickel-cadmium. International safety and EMC standards are the foundation requirements.

• UN 38.3, the UN Manual of Tests and Criteria Part III Subsection 38.3 paragraph 38.3.5, is the global requirement for domestic and international transportation of hazardous materials, like lithium-ion batteries. Batteries need to be certified to UN 38.3 before being allowed to ship by air, sea, rail, or roadway.
• IEC 62281:2019, Safety of primary and secondary lithium cells and batteries during transport, contains requirements and test methods to assure safe transportation for lithium-ion batteries.
• MIL-PRF 32383/4A, Battery, Rechargeable, Sealed, Lithium-Ion, BB-2525 and BB-3525, sets requirements for sealed rechargeable batteries designed for use in US military portable devices. Tests include conformability, over-flex, immersion, and nail penetration.
• UL 1642, Lithium Batteries, is a safety standard describing tests and characterization of lithium-ion batteries, especially those defined as user-replaceable. UL 1642 covers safety performance when operating in a product and is non-compulsory in the US.
• UL 62133, Secondary Cells and Batteries Containing Alkaline or Other Non-Acid Electrolytes – Safety Requirements for Portable Sealed Secondary Cells, and for Batteries Made From Them, for Use in Portable Applications, is the safety standard for batteries made with alkaline or other non-acid electrolytes. Because of alkaline batteries’ widespread use, UL 62133 is the de facto standard for international compliance.
• SAE J2464, Electric and Hybrid Electric Vehicle Rechargeable Energy Storage System (RESS) Safety and Abuse Testing, is the recommended practice for testing rechargeable systems to conditions beyond their normal operating range.
• MIL-PRF-32565, Performance Specification Battery, Rechargeable, Sealed, 6T Lithium-Ion, is the performance and safety standard for 6T form-factor lithium-ion batteries.

Battery Testing at Elite

Rechargeable batteries are typically used in applications where long life and safe operation are at a premium.  The environmental stress tests called for in the standards listed above fall into several areas of Elite’s expertise, as shown in the table to the right:

A wide variety of tests performed at Elite come under these rules, along with other specific requirements for certain manufacturers or battery applications.

• Temperature Exposure, in which the batteries are placed in a temperature-extreme environment while under operating conditions defined in the applicable standard.
• Thermal Runaway, which is a top-of-mind concern among battery manufacturers. Elite’s thermal imaging camera allows precise tracking of the battery’s thermal condition.
• Ingress Protection (IP), from levels IP1 to IP9, depending on the battery’s size.
• Altitude Testing, in which the battery is placed in a chamber and subjected to varying levels of air pressure to simulate high-altitude conditions. The operating condition of the battery during the test is specified the applicable standard.
• Vibration & Shock Testing: EV battery packs, along with other industrial-application rechargeable batteries, endure almost continuous vibration and mechanical shock in actual use. The standards listed above, along with specific manufacturer requirements, define the operating conditions and vibration levels applicable to the battery type.
• Overvoltage, Short Circuit, and Overcharge Testing: Electrical malfunctions are an obvious risk to an electrical-storage system. Tests have defined that subject the batteries to short circuits, over-charging, and over-voltage levels, checking for hazards during the tests.
• Specialized Testing: crush, nail penetration, immersion, projectile – these are among the specialized tests often required by a vehicle manufacturer or other OEM. The goal in each test is safety under conditions of abuse.

EMC Standards Applicable to Battery Packs

EV battery packs and their associated hardware need to meet electromagnetic compatibility (EMC) requirements, both because of the risk of EM emissions and the potential vulnerability of the control circuitry to ambient EM fields and transients.

The applicable standards can vary depending on the application of the battery pack and the specific vehicle manufacturer’s requirements, but several broad standards are likely to apply:

• The EU CE Mark requirements, covering both emissions and immunity to EM fields, electrostatic discharge (ESD), radiated and conducted immunity.
• MIL-STD-461, covering many of the same phenomena as the CE Mark requirements, with some additional test features.
• The SAE series of EMC standards, covering EM field phenomena, along with AC power line electric field immunity.

Especially in the automotive industry, individual manufacturers are likely to have their own specifications and test procedures in addition to the baseline regulatory standards.

Contact Elite to discuss which standards and type of test is best suited to meet your product’s needs.

Planning a Battery-Pack EMC Test

As described in Elite’s blog series, Ten Steps to a Successful Vehicle EMC Test, the first steps are to identify the product’s intended markets and the standards that apply. The foundational standards will be CISPR 12 and CISPR 25, covering radiated and conducted EMI, along with UN 38.3 for transporting and shipping lithium-ion batteries

Elite has decades of experience testing various forms of battery packs. John Gondek has been among Elite’s battery-test engineers and now serves as a customer interface to plan the tests and answer questions that arise. John has developed a series of items to be observed when planning and executing a battery test:

• Remember: safety first. The object of tests performed under these standards is to ensure safe operation of what can be a combustible device. Always respect batteries when during transport and during a test.
• Define how the battery samples are to be transported. Check with your courier on any shipping restrictions or handling requirements. How are they being prepared for shipment? What charge state are they in? These questions are fundamental to the batteries’ safe handling and shipping.
• Provide details on battery chemistry, pack design, number of cells, and information on protective circuits. 
• Provide wiring diagrams and pin connection details.
• Define the battery state during the test. For a meaningful test, the battery needs to be in a proper state of charge, both for testing and charge cycling. Clients should provide specifications and tolerances for all relevant performance metrics.
• Monitor battery performance. During the test, the battery needs to be monitored for its pass/fail state. Parameters such as voltage levels, cycle time, and changes in its mass need to be observed and noted for changes that could be regarded as failures.

Elite’s Emerging Battery-Test Capabilities

To answer the needs of the EV industry, Elite is adding new services and equipment that meet the growing demand and the evolving standards. One example is the 28,000-pound vibration table with a 5’ x 5’ slip table surface now in place, providing a mechanical testing resource to handle larger battery packs.  Watch for more details in a future blog.

And stay tuned for more on our upcoming battery-testing chamber that will provide the means to meet the evolving test standards.   

The remarkable growth of electric vehicles has brought the need for battery testing into sharp focus. Contact Elite’s experts to start planning your tests and get answers to your questions. Elite’s deep expertise, reputation for timeliness, and trusted results will help you reach your market with confidence.

Testing what’s under the hood

A whole vehicle – car, truck, tractor, whatever – can be EMC tested. As described in Elite’s previous blog on whole-vehicle EMC testing, electric vehicles (EVs) can be tested for radiofrequency (RF) emissions and immunity in a drive-in test chamber. Requirements set by the manufacturers and those set by regulatory bodies are used to determine if an assembled vehicle meets the specs for electromagnetic compatibility (EMC).

But vehicles are complex machines full of widely varying systems and components, and each of those is complex. Systems for battery and charging control, motor-drive, and driver interface, among others, are often provided by subcontractors to the vehicle’s original equipment manufacturer (OEM). Each of those systems has its own requirements they need to meet.

On-Board Charging Systems

The International Electrotechnical Commission (IEC) has defined standards that include EMC. It’s clear that minimizing interference among the vehicle’s electronics is needed to assure safe operation. But also important are RF emissions and immunity outside the vehicle. The electronics inside produce effects on the outside.

Running EMC tests on internal systems outside the vehicle requires fixtures and support that simulate operating conditions. The onboard charger is an AC-to-DC converter in the vehicle that connects with an external cable to an AC mains outlet. There are two charging levels used by on-board chargers:

Level 1 — The standard 120-volt AC mains outlet used in North America. Level 1 does not require a special installation but charges more slowly.

Level 2 — The 240-volt mains outlet, is typically found in dedicated charging stations and as separate installations in residential buildings. Level 2 charges faster, due to the higher voltage and typically higher current capacity.

The high-speed switching inside the AC-to-DC converter generates significant electromagnetic interference (EMI), owing to the high currents required. More current means more energy, which translates into the challenge of more EMI.

The Applicable Standards

Vehicle OEMs usually have very specific EMC requirements of their own that are based on industry practices. The broad vehicle EMC requirements are set up in Regulation 10 of the United Nations Economic Commission for Europe (UNECE Reg 10), which defines vehicle EMC requirements. Part of that covers on-board charging systems, and Regulation 10 refers to two standards for direction on testing:

• IEC 61000-6-1, “Generic standards – Immunity standard for residential, commercial and light-industrial environments”

• IEC 61000-6-3, “Generic standards – Emission standard for equipment in residential environments”

Immunity

IEC 61000-6-1 specifies that the equipment under test (EUT) “continue to operate as intended during and after the test,” which simply means there are no system failures when the EUT is subjected to the specified RF field. Test procedures for each configuration of the charging system are referred to standards relating to specific phenomena:

• Electrostatic Discharge (ESD): IEC 61000-4-2
• RF fields: IEC 61000-4-3
• Electrical fast transients: IEC 61000-4-4
• Surge: IEC 61000-4-5
• Conducted Disturbances: IEC 61000-4-6
• Magnetic fields: IEC 61000-4-8
• And more

These are fundamental standards spelling out the steps to be followed for each of these immunity aspects. The test severity levels that specify voltage levels and failure-criteria specifics are set by the manufacturer. Those details are given in the test plan agreed upon between the manufacturer and the test lab.

As the list above suggests, immunity covers more than just radio noise. Effects of surges, ESD, and transients all must be taken into consideration. The increasing complexity of vehicle control systems makes careful testing, not an option, but an imperative.  

The standard allows measurements to be done at 3 m, 5 m, 10 m, or 30 m.  Adjustments in the limits for different antenna distances are made based on the CISPR measurement standards. Development testing of prototype devices are done to identify emission sources. Final verification and compliance testing is done to confirm that the assembled system is within the emission limits set in the standard.

Final Product Requirements

EMC testing is fundamental to all electronic devices and is especially so in EV systems. The higher energy levels in EV charging systems increase the risk of disruptive RF interference, which can have a direct effect on vehicle safety. These devices and the systems they comprise need to demonstrate both minimal RF emissions and immunity to external interference threats.

The goal in both cases is to minimize risk to an electric vehicle’s highly integrated electronics, as well as to other nearby electronic devices.

EMC testing is part of a suite of tests EV manufacturers and their suppliers need to be aware of. Contact the experts at Elite to determine which tests apply to your device, system, or vehicle. The future is now for EVs, and Elite is there to offer the testing support you need.

Last Month, we started our engine with the first two steps.

Continue the journey with Steps 3 thru 6

Benjamin Franklin wrote, “By failing to prepare, you are preparing to fail.” Elite Electronic Engineering’s Ten Steps to Successful Automotive EMC Testing shows how to prepare to run an electromagnetic compatibility (EMC) automotive EMC test. Automotive tests can appear daunting, but preparation improves the chance of success. 

Step 1 and Step 2 were highlighted in last month’s Elite blog, talking about defining your target market and developing a test plan. Those steps are fundamental and need to be considered at the beginning of a product’s development.

In this entry, Steps 3 through 6 are described, taking you through the development’s progress from specification-setting and on through design and prototype evaluation. These steps may seem obvious at first glance but sometimes are overlooked when obstacles come up.

Next month’s Elite blog will cover steps seven through ten, all about preparing your project to fully prepare. Ben Franklin would be proud.

Step 3: Specify Function & Expected Performance

With a test plan in place, you have the project’s outline that considers the product’s operating modes and user configurations. The test outline is influenced by whether it’s a safety-critical or a convenience item.

In an immunity test, a convenience item may be allowed to respond if it returns to normal operation after the tested threat is removed. The test levels for a convenience item are usually less severe since they do not affect the vehicle’s safe operation.

In contrast, a safety-critical item in an immunity test is typically subjected to levels higher than those applied to a convenience item. Those devices need to function normally without upset when subjected to a tested threat.

Step 4: Design for Compatibility

The object of EMC and electrical testing is to confirm proper operation in the presence of interference, whether from itself or other nearby devices. Electromagnetic interference (EMI) takes different forms that cause responses in different ways.

An OEM’s corporate EMC requirements are the benchmarks for testing and performance. Regulatory requirements that are government imposed, such as CISPR 12, are key for aftermarket devices. Those rules stipulate emissions limits to protect communications and to assure safe operation of vulnerable electronics. An example is CISPR 25, which sets requirements protecting on-board receivers.

For electric vehicles, CISPR 22 may apply for emissions through the AC mains connection. The subassemblies involved in safe operation are also tested for electrostatic discharge (ESD) immunity, radiated transients, and conducted bursts.

Step 5: Confirm Design with Development Testing

Tests performed during development typically cover only a subset of emissions and immunity. Those are often enough to give confidence in the product design. Elite’s experts can recommend the applicability of specific tests.

The same EMC test lab should be used for both development and validation testing where possible. Running the same tests in the same lab assures product familiarity and may save travel costs for the later validation tests. Since the lab will use the same test methods for both sets of tests, surprises are minimized in the validation tests.

Development tests done at the supplier’s in-house lab needs to correlate the with the lab doing the validation tests. Elite’s experts can help identify those correlations.

Step 6: Communicate with the End User

Murphy’s law is hard to avoid. When issues occur during the test, they should be shared with the vehicle OEM. Often the OEM will work with the supplier to mitigate the issue, or they may choose to accept results based on analysis, test conditions, or other circumstances.

The OEM’s interest is in valid data that gives the most accurate picture of the vehicle’s compliance and safety. The OEM often has EMC experts on staff who can work toward a solution.

Project success is more likely if the OEM customer is involved during the design process, including the planning and execution of the EMC tests. There is no substitute for open communication between the supplier and the OEM. A successful program is much more likely if everyone is informed and involved.

Contact Elite for more information and to schedule your product’s Automotive EMC testing.

Coming up in Part 3 next month: Steps 7 through Step 10 – Planning and running a successful validation test.

Learn more in Step 1 through Step 2 from Elite’s e-book, “10 Steps to Successful Auto EMC Testing”

It’s no secret that every generation of motor vehicles is more reliant on electronics for safe and economical operation. Collision avoidance and automatic parallel parking are examples of the high-tech heights our cars have reached.  Electric vehicles (EVs) raise the technological bar even higher with highly integrated electronics governing every system from transmissions to touch screens.

As electronics become more complex, the need to assure their reliability becomes more critical. Electromagnetic compatibility (EMC) is in the first rank of concerns for vehicle original equipment manufacturers (OEMs) along with mechanical stability, moisture resistance, heat tolerance, and the other parameters that have bearing on a vehicle’s safe operation.

OEMs have had automotive EMC standards in place for many years. They share the same objectives as those issued by CISPR, the European standards body, and the Society of Automotive Engineers (SAE). The radiofrequency (RF) phenomena haven’t changed, but the vehicles have, and that means more scrutiny on EMC testing.

Elite’s Craig Fanning is one of the industry leaders in automotive EMC. He serves as vice-chair and working-group convener for CISPR/D, focusing on vehicle electronics. Craig leads Elite’s automotive-testing effort and shares some background on that work. 

The Standards

CISPR, ISO, and SAE are the organizations that draft and maintain international automotive EMC standards. SAE’s focus is on North American applications. Standards bodies tend to follow each other’s work and share information, and SAE standards have in some cases been incorporated into international standards. When the global standard is published, the equivalent SAE standard is withdrawn and becomes a reference that documents any differences from the newer global standard.

Beyond that, the vehicle OEMs have their own requirements they apply to themselves and to their suppliers. Because North American OEMs sell their products around the world, international standards are a substantial part of their internal requirements. Elite is recognized by domestic and international OEMs to perform tests to their specific company requirements, in addition to the broader CISPR, ISO, and SAE standards.

CISPR 12 as it Applies to Components

There are two broad categories of automotive EMC standards: those applying to the whole vehicle, and those applying to components within the vehicle. ISO, for example, publishes ISO 11451-xx for whole vehicles, and ISO 11452-xx and ISO 7637-xx for components (“xx” are the sub-documents specific to a category and test type).

CISPR 12 spells out vehicle-level radiated emissions. CISPR 25 focuses on component-level emissions and system immunity. A basic distinction is that CISPR 12 is intended to protect devices outside the vehicle off-board receivers from harmful RF emissions, while CISPR 25 is used to protect receivers and devices mounted on the vehicle on-board receivers.

Craig has written about this and offered an example to illustrate the difference: “A chainsaw with an internal combustion engine (but with no on-board receivers) would need to meet the requirements of CISPR 12, but CISPR 25 would not apply to this chainsaw since it does not utilize any on-board receivers.”

CISPR 12 radiated emission tests can be done at a 3m or 10m distance, which works neatly with the typical size of a semi-anechoic chamber. Elite’s experience in all forms of automotive EMC testing and a variety of test chambers is well-equipped to perform the mandated tests.

CISPR 25 for Whole-Vehicle and Component Tests

CISPR 25 is intended to protect the vehicle’s onboard receivers and is written in two parts. One applies to full-vehicle tests, employing antennas mounted on the vehicle to detect emissions from the vehicle’s own systems.  The intent is to measure how much noise finds its way into the radio from its antenna. Vehicles are unique is size, shape, and type of service.  Craig recommends starting with Elite’s blog series, “Prepare for Vehicle EMC Testing in 10 Steps,”, or for more detail Elite’s e-book, “10 Steps to Successful Automotive EMC Testing,” can be downloaded for reference.

The second part applies to conducted and radiated emission from the components within the vehicle. Those components typically are a manageable size and can be tested in a 3m chamber.  Elite has a number of chambers that are well-suited to those measurements, and Elite works with customers to match the product with the appropriate test environment.

CISPR 25 ranges from 150 kHz to 5.95 GHz, a range that can be a challenge in absorber-lined test chambers. The standard gives guidance on test-chamber sizing and layout. Because each product and its applications are different, Craig encourages those needing a test to contact Elite to determine which chamber and what configuration is applicable to a specific product. A test plan can then be developed to assure meaningful results.

Strategies for a Successful Test

For any specific test or application, different portions of these standards will apply. If your automotive product needs EMC tests and verification to CISPR, ISO, SAE, or OEM requirements, contact Elite. Craig and Elite’s team of experts can work with you to find the right standard, the right test facility, and help you devise a test plan that assures a trusted result.

Contact Elite’s automotive-testing group for the information you need.

Read more in Craig Fanning’s previous article with InCompliance magazine.

Electric vehicles (EVs) are not the future – they are now.  Awareness of EVs is at an all-time high and you may already own one, like Elite’s Robert Bugielski.  EVs are not simply cars and trucks with batteries replacing the engine.  They’re complex systems that have to meet users’ expectations as well as the requirements for safety and reliability required of their petroleum-powered predecessors.

An EV consists of multiple systems: the battery pack; the charging system; the motor (or motors); and the auxiliary systems assuring safety and comfort.  Each system has its own design and component parts that need testing for design verification and regulatory compliance.

The individual systems need several kinds of tests.  Among those are the electromagnetic compatibility (EMC) tests to confirm that radiofrequency (RF) emissions are not excessive and that their operation is not disrupted by ambient RF fields and transients.

Whole-vehicle tests are performed to measure RF emissions across a wide range of frequencies. The standards referenced for acceptable levels and test procedures are typically provided by the original equipment manufacturers (OEMs). The OEMs have corporate standards specifying acceptable emission limits and test procedures in different configurations and conditions. 

Elite’s deep Automotive EMC Testing experience is apparent in the variety of vehicles and subassemblies that have passed through the lab. 

From forklifts to fire trucks, Elite knows automotive EMC.  The growth of the EV industry brings the need for comprehensive EMC-testing capability into sharp relief. It’s important to note that though individual subsystems may be shown to meet an emission or immunity requirement, their inclusion in the finished vehicle does not guarantee that the whole vehicle will meet the requirement.

Manufacturers that produce component systems need to meet the OEM’s basic specifications, which include RF emissions and immunity. The vehicle components are often supplied to the OEM by different manufacturers, but ultimately the whole vehicle needs to meet its applicable requirements.

Elite is uniquely equipped to perform whole-vehicle EMC testing, having long experience verifying cars, trucks, buses, and agricultural machines in its 70-foot semi-anechoic chamber. Major vehicle manufacturers have recognized Elite as their trusted compliance-testing facility.

Elite has two such chambers: Room 22, a 21.3m x 10.67m x 5.49m semi-anechoic chamber spacious enough to accommodate everything from small forklifts to transit buses.  The other is Room 23 for small vehicles, measuring 9.45m x 7m x 5.5m.

Automotive technology keeps improving and complexity keeps increasing. The systems and subsystems in a vehicle have to operate as a unit so that function, safety, and efficiency can all reach their peak. Whole-vehicle testing allows an OEM to confirm that interoperating parts of a vehicle work in harmony to keep the finished vehicle in regulatory compliance.

The future of automotive technology really is now. Contact the experts at Elite Electronic Engineering to keep your vehicle and its market moving forward.

Interesting in learning about the basics of Electric Vehicles? Check out Elite’s Introduction to Electric Vehicles blog.

Start your Engine with the First Two Steps

Vehicles come in different shapes. Cars and trucks, of course, but also forklifts, buses, tractors, fire engines, and more. They all can move, hence the “auto” before “motive,” and they require complex and potentially dangerous internal devices to do that. 

Automotive electromagnetic compatibility (EMC) tests can be challenging. Do devices and subsystems stand alone or connect to another device during a test? And how should they be connected? Should the full vehicle be tested?  How is it equipped?  Which standards apply?

Safety and functional standards are in place to assure that vehicles operate correctly and with minimal risk to the public. Testing is required to verify compliance with those standards. Elite Electronic Engineering is recognized among test labs for its depth of experience and capability.

With the support of Elite’s engineers, you can rest assured that you’re working with the most knowledgeable, the best equipped, and the best value service provider in the industry. Elite has identified ten steps to prepare for an automotive EMC test, and this begins the series with the first two.  Stay tuned to the next issues of Elite’s blog for the complete list, and contact Elite to get your project moving on the right path.

Step 1: Where to Begin — Define Your Target Market

The first step is defining your target markets. Is your device sold to an original equipment manufacturer (OEM) or is it an aftermarket product? Will it be used in North America, Europe, or Asia? Will it fit on only one vehicle, or on multiple platforms? Is there wireless connectivity?

OEMs usually specify their EMC and electrical requirements for electronic subassemblies. Often the specification will identify the applicable regulatory requirements for the targeted markets. The OEM’s testing standards may also incorporate regulatory requirements.

The intended country’s regulations become the focus If the product is a subassembly. The manufacturer can meet some requirements by testing to harmonized standards and self-declaring compliance, but other regulations require third-party testing and certification. Elite can give you step-by-step guidance for OEM validation and regulatory compliance.

Step 2: Develop an EMC Test Plan

A test plan is essential to a successful EMC test. Most vehicle OEMs require the supplier to complete a test plan approved by the OEM’s assigned EMC engineer.

Some OEMs require test-plan approval, and delays in providing it can delay the start of the test and its completion. The test report can be invalidated if the OEM has not agreed to the test plan. Elite recommends that test plans be forwarded to its experts for review to confirm the necessary signatures and lab identification.

A test plan is not required in some cases, but Elite highly recommends having one. A test plan builds confidence between the supplier and the OEM and is important to include in a technical compliance file.  It demonstrates a manufacturer’s due diligence in assessing regulatory compliance.

A generic test plan can be developed that draws recommendations from the applicable standards. Talk with Elite’s experts to craft your test plan.

Baseball legend Yogi Berra once said, “If you don’t know where you are going, you’ll end up someplace else.” It was true for baseball and it’s especially true for compliance testing. A comprehensive Test Plan is your route to success.

Contact us to keep moving in the right direction.  Steps 3 thru 6 are coming up next month.

Elite’s Robert Bugielski wears many hats. One of those is serving as the local authority on electric vehicles (EVs). He has the hands-on and plug-in experience of owning a Tesla Model S. In this first entry of Elite’s EV series, Robert shares the background he’s learned.

Automobile Evolution

At the end of the last century, automobiles finally outnumbered horses and buggies. We’re now in the next century and the next big switch is coming: EVs will outnumber internal combustion engines. I know it’s hard to believe, but as a Tesla Model S owner, I can confidently tell you it’s going to happen. I often talk with family, friends, colleagues, (and even strangers) about my car when they see it. As an introduction to EVs, I’ll share some of those questions and answers.

What’s with the abbreviations?

If you’ve researched new vehicles, gone car shopping, or read automotive articles, you’ve experienced the overwhelming use of acronyms. It used to be simple: unleaded gas or diesel. Times have changed to include ICE, Hybrid, PHEV, and EV/BEV:

ICE – Internal Combustion Engine;

Hybrid – Small battery system charged by an ICE, typically no or little electric range;

PHEV – Plug-in Hybrid Electric Vehicle, battery system charged by an ICE. Often a bigger battery that provides a longer electric-only range;

BEV or EV – Battery Electric Vehicle/Electric Vehicle: all-electric, all the time.

How much electricity do you use and how much do you save?

One of the changes you make when going from ICE to EV is in the way you think of energy sources and distance. In ICE vehicles we look at miles per gallon (MPG), in EVs we look at watt-hours per mile (Wh/mi). My model S averages 310Wh/mi, the equivalent of 3.23 miles per kWh. Currently our utility cost at my house is 7.1 cents per kWh. I use 10.5 kWh of electricity going to work and back home, or 75 cents per day. If instead I drove my wife’s Toyota Rav4, averaging 22 MPG, I would need 1.5 gallons of gas. Gasoline in Chicago suburbs currently costs $3.50/gallon, so it would cost $5.25 per day.

Truth be told, I rarely use a supercharger, and I know exactly how much because Tesla provides a supercharging record in your Tesla account. In two years, I’ve charged only 245 miles at a supercharger out of 18,578 miles I’ve driven. That means a mere 1.3% of my charging was at a supercharger and 98.7% of my charging was done at home with the stage-two charger in my garage.

When traveling long distance or out of state, how do I know I won’t run out of charge or not find a charging station?

In my experience, it’s as simple as putting the destination into the navigation app and letting the car do the rest. All I need to do is enter my parent’s Florida address into the navigation app. The car calculates the route, at what charging stations we’ll need to stop, and how much time is needed at each charging station. From Aurora, IL to Poinciana, FL my model S says it will take 24hrs to go 1,222 miles. There will be eleven charging stops varying from 10 minutes to 70 minutes, for a total charging time of five hours and forty-five minutes. Sure, if I made this trip once a month, the charging time would bother me. But if I’m driving this distance once a year, eleven hours of round-trip charging wouldn’t bother me, especially if I save a few hundred dollars using electricity instead of gas.

What happens if you get stuck in a snowstorm?

Recently there was a traffic jam in Virginia that trapped motorists on a highway for a day. I’ve seen some ill-informed comments about EVs, asking what would happen in that situation. Tesla vehicles have a “camp” mode that shuts everything off in the car except the HVAC system. This feature uses between 0.5-2kWh of power per hour depending on external and internal temperature. My model S has a 90kWh battery pack; assuming I was stuck with 60kWh left in my battery, in the worst case I could run camp mode for 25 hours and still have 30 miles of driving range. If conditions are not that extreme and my car only uses 1kWh of power per hour, the battery would last 50 hours. A big difference is that ICE vehicles don’t always leave the house in the morning with a full tank. My EV is plugged-in every night with a stage-two charger, and I always leave in the morning with 72kWh charge (80%) as recommend by Tesla for improved battery life.

What do you like most about driving a Tesla?

This is the question most often asked and the hardest to answer, because it’s hard to say which difference I enjoy most. The autopilot is a breath of fresh air, especially when driving in Chicago’s stop-and-go traffic. Minimal maintenance is another benefit; my owner’s manual has two entries for maintenance: HEPA air filter changed every three years and brake fluid flushing every four years — that’s it. No oil changes, no transmission/transfer case flushes, no timing belts, no spark plugs, no alternators, cylinders, pistons, hoses, etc. It’s also nice to warm up my car up in winter with the garage closed and no worry about exhaust fumes.

But if I were forced to pick one thing, it would be the ease of plugging it in at night and having a charge every morning. No more leaving in the morning allowing time for a gas-station stop, no standing in -10F Chicago windchills swiping my credit card and pressing “no” to all the questions just so I can pump gas, no standing in poorly plowed gas-station pump lanes, and finally, no more checking gas prices.

Coming up: safety and compliance testing of electric vehicles

EV testing is a fundamental part of their development and necessary to meet their required standards.   Here at Elite the electric vehicle market is a key part of our business and is an area that we have significant expertise and capability.  

Robert’s insight provides the first entry in a series of EV blogs and technical articles that will highlight the important work we do to support manufacturers as they develop components, systems, and whole vehicles. 

Watch for those and Contact Elite with your questions about EV testing and requirements.