Summer Internship Report August 2023: Electrical Engineering Department

Ministry of Higher Education and Scientific Research
Carthage University
National Engineering School of Carthage
Electrical Engineering Department
Summer internship report August 2023
Electromagnetic compatibility of the Bako B10

vehicle: failure analysis and identification
Realized by:
Mohamed Amin MARZOUKI
3rd year mechatronics engineering
Supervised by: Mr. Khaled Habaieb, COO Bako Motors SAS
Academic year 2023-2024
45 Rue des Entrepreneurs Tel: 71.940.699

Charguia II, Postal code: 2035 Fax: 71.941.579
Acknowledgements
This summer internship has been extremely enriching in terms of experience

and knowledge acquisition, most of which was new to me.
First of all, I would like to express my gratitude to our GOD the Almighty,
for the willpower, strength, health and patience he has granted me over the last
months in order to help me live my life to the full, strength, health and patience
he has granted me over the last months to bring this work to fruition.
I would like to express my heartfelt gratitude to the entire team at Bako Mo-
tors. First and foremost, I extend my deepest thanks to Mr. Walid Kanoun for
granting me the opportunity to embark on this challenging project.
I am also immensely grateful to Mr. Khaled Habaieb for his unwavering
guidance and insightful advice, which played a pivotal role in shaping the suc-
cess of this internship.
Additionally, I extend my sincere appreciation to Mr. Hamza Triki for his
exceptional mentorship. His clear explanations, invaluable advice, and stead-
fast assistance were instrumental in navigating the complexities of this project.
I would like to extend my deepest and most heartfelt thanks to my incred-

ible professor, Ms. Houda Ben Attia. Her undeniable support, unwavering
guidance, and invaluable advice have been instrumental in the success of this
project. Her constant encouragement has motivated me even in the most chal-
lenging moments. Ms. Ben Attia’s impact on this endeavor is immeasurable,
and I am truly grateful for her dedication and expertise.
Table of contents
1 State of the art 4

1.1 Introduction: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Bibliographic synthesis: EMC: . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2.1 Introduction: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2.2 Aspects of EMC: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3 Certification organization: TUV: . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.1 What is TUV ?: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.2 Objectives of TUV: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.3 Collaboration with TUV Italy: . . . . . . . . . . . . . . . . . . . . . . 9
1.3.4 L2e vehicles category: . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.3.5 Certification and EMC testing: . . . . . . . . . . . . . . . . . . . . . . 9
1.4 European EMC standards: UN Reg. No.10 Rev6 and CISPR 12/25: . . . . . . 10
1.4.1 UN Regulation No.10 Rev6: . . . . . . . . . . . . . . . . . . . . . . . 10
1.4.2 CISPR 12 and CISPR 25: . . . . . . . . . . . . . . . . . . . . . . . . 12
1.5 Introducing the host organization and outlining the project: . . . . . . . . . . . 17
1.5.1 Evolution of Bako Motors SAS: . . . . . . . . . . . . . . . . . . . . . 17
1.5.2 Overview of Bako Motors Product (B10) . . . . . . . . . . . . . . . . 19
1.5.3 The activity processes and production units of Bako Motors SAS: . . . 20
1.6 Conclusion: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2 Report and standards analysis and the B10 architecture 23

2.1 Introduction: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.2 TUV testing reports: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.2.1 General overview and different sections: . . . . . . . . . . . . . . . . 24
2.2.2 EMC testing report: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2
Table of contents
2.3 The B10 architecture: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

2.3.1 System overview: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.3.2 Driver side area: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2.3.3 Passenger side area: . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2.3.4 Front end area: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.3.5 Rear end area: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.4 EMC conducted tests and explanations: . . . . . . . . . . . . . . . . . . . . . 34
2.4.1 Radiated emission test: . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2.4.2 Conducted emission test: . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.4.3 Harmonics / flickers test: . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.4.4 Rediated immunity test: . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.5 Analysis and interpretations: . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.5.1 Radiations and immunity problems: . . . . . . . . . . . . . . . . . . . 38
2.5.2 Wiring harness problems and vulnerability: . . . . . . . . . . . . . . . 38
2.5.3 Identifying components radiating: . . . . . . . . . . . . . . . . . . . . 38
2.5.4 Immunity vulnerable components: . . . . . . . . . . . . . . . . . . . . 39
2.6 Conclusion: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3 Modelling and perspectives 41

3.1 Introduction: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.2 Model-Based Design approach: . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.2.1 Research and Development tree: . . . . . . . . . . . . . . . . . . . . . 42
3.2.2 Modeling: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
3.2.3 Numerical EMC testing workbench: . . . . . . . . . . . . . . . . . . . 44
3.3 3D full electromagnetic wave simulation approach: . . . . . . . . . . . . . . . 45
3.4 Conclusion: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
3
List of Figures
1.1 The basic decomposition of the EMC coupling problem. . . . . . . . . . . . . 7

1.2 Bako Motors organizational chart. . . . . . . . . . . . . . . . . . . . . . . . . 19
1.3 The electrical tricycle Bako B10. . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.4 Flowchart Bako Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.1 Bako B10 architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

2.2 Charging system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2.3 Power electronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
2.4 Control electronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
2.5 Controls, lights and dashboard electronics. . . . . . . . . . . . . . . . . . . . . 31
2.6 Driver side area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2.7 Passenger side area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.8 Rear end area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4
List of tables
1.1 Evolution of Bako Motors over 2 years. . . . . . . . . . . . . . . . . . . . . . 17
2.1 EMC testing report: A general overview. . . . . . . . . . . . . . . . . . . . . . 25

2.2 Radiated emission test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.3 Harmonics / flickers test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.4 Rediated immunity test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5
List of abbreviations
EMC: Electromagnetic Compatibility.
EMI: Electromagnetic Interference.
EM: Electromagnetic.
UN R10-06: UN Regulation No.10 Revision 6.
UNECE: United Nations Economic Commission for Europe.
TSBs: Technical Service Bulletins.
POC: Proof of Concept.
TUV: TUV Rheinland.
CISPR: Comité International Spécial des Perturbations Radioélectriques.
DCDC: DC/DC buck converter.
PMSM: Permanent Magnet Synchronous Motor.

General introduction
The rising concentration levels of carbon dioxide due to the emissions by the fossil fuels in the
transport system and the issue of global warming has imposed significant pressure to the au-
tomakers and governments towards a more energy efficient, less polluting and environmentally
friendly initiatives. Europe has already defined strict policy directions towards the reduction of
CO2 levels in the cities and the transition to sustainable transport [1]. Among various solutions,
electric vehicles and their underlying technology, i.e. charge stations, appear to be the major
candidates for the success and fulfilment of this priority.
A modern electric vehicle nowadays includes, beyond its already complex mechanical parts,
numerous low and high power electrical and electronic devices and modules that aim to promote
energy efficiency, safety, e.g. anti-collision radars and improve driver’s on-road experience,
e.g. on-board internet connectivity. On the other hand, this technological maturity introduced,
as well, new challenges, since the electro-physical interaction and electromagnetic interference
(EMI) between all these co-existing systems within the vehicle has became unpredictable and
thereby imposing stringer design and production requirements to the automotive manufacturers.
Among several considerations, the electromagnetic compatibility (EMC) is a process that can
reduce the EMI levels generated by the vehicle’s systems [2].
Application of proper EMC practices, from the design to prototyping and production phases
of a vehicle, including its devices, sub-assemblies and all the electrical/electronic modules, is
more than mandatory. Automotive EMC ensures that a vehicle does not generate excessive
interference to the environment, which could have the potential to interrupt or in the worst case
disable other wireless services. At the same time, it ensures that the functionality of the densely
packed components within the vehicle does not deteriorate due to the presence of EMI, with
all the implications that such a result could have, e.g. inability of the driver to control safely
the vehicle during speed. Lastly, but not less important, EMC indirectly reduces the human
exposure to radio frequency radiation (both inside and/or around the vehicle).
EMI from (electric) vehicles and their internal components and systems is an issue, which
List of tables
has been extensively discussed in the literature. Currently, electric vehicles are discretely dom-
inating the market, but future projections reveal that their sales can increase significantly in the
next 20 years or so [3]. This means that their impact in terms of the EMI fingerprint could be-
come even more noticeable by the accumulative effect of the electromagnetic (EM) emissions
on the environment. For this reason, it is necessary that the industry and the stakeholders study
and examine in a proactive manner the EMC aspect of the modern vehicles and their underly-
ing products, e.g. chargers, in order to avoid any technical and legislative complications that
could potentially arise in the future from large scale market deployments. Due to this fact, it
is also equally important that the automotive EMC standards and regulations are matched with
the latest developments of the vehicle technology.
In this study, we embark on an in-depth investigation of the troubleshooting process for

the Bako B10 vehicle. Our approach is based on an analysis of the data provided, including
reports, and a nuanced interpretation of European EMC standards. In addition, we carry out
an in-depth examination of reports from rigorous test protocols, aligning our conclusions with
different vehicle architectures. Thanks to this systematic and rigorous methodology, our aim
is not only to identify and rectify existing problems, but also to provide valuable information
for improving the operational performance of the Bako B10 while ensuring compliance with
regulatory standards. This effort represents an essential contribution to the field of automotive
engineering, providing a procedural framework for troubleshooting complex vehicle systems.
This work is divided into three main chapters, each contributing a crucial dimension to our
comprehensive study.
Chapter 1: State of the art. This chapter addresses the fundamental aspects of our investi-
gation. It begins with initial literature searches, establishing a solid foundation for our study.
Next, we describe the scope of our project, highlighting the role of EMC in modern automo-
tive engineering. We explore the tools and methodologies used, highlighting our approach. In
addition, we introduce the certification organization TUV, which plays a key role in ensuring
compliance with required standards. European standards are examined as part of our project,
providing important regulatory context. Finally, we present our host organization, Bako Motors
SAS, providing an overview of the industrial context in which our study is conducted.
2
List of tables
Chapter 2: Analysis of reports, standards and the B10 architecture. This chapter goes to the
heart of the issues. We present and examine the test report received from the TUV certification
organization, offering a full analysis of its contents. We explain the tests carried out on the
Bako B10 vehicle, providing a detailed understanding of the assessment process. In addition,
we explore the standards: UN Regulation No10 Rev 6 and CISPR 12 and CISPR 25, which
serve as references for our study. The B10’s electrical layout and architecture are examined,
providing a critical insight into the vehicle’s inner workings. Initial results are also described,
leading the way for our troubleshooting efforts.
Chapter 3: Modelling and prospects. This final chapter represents the culmination of our
study. We detail the methods used to model the vehicle in preparation for numerical simulations
and testing, a crucial step in identifying sources of interference. Using a systematic approach,
we describe existing problems and provide interpretive frameworks for optimizing the opera-
tional performance of the Bako B10 vehicle.
In addition, this work concludes with a comprehensive general introduction and a general
conclusion that synthesizes our results and contributions to the field of automotive engineering.
3
Chapter 1
State of the art
4
Chapter 1. State of the art
1.1 Introduction:
Before we delve into analysis, interpretation of reports and standards, it’s essential to establish a
solid foundation in EMC and EMI. This chapter lays the basis for a comprehensive understand-
ing of the subject, equipping us with the tools we need to effectively solve EMC problems.
We begin by examining the fundamental concepts and phenomena underlying EMC/EMI.
It’s essential to understand these principles, which serve as the basis for all further analysis.
Without this fundamental knowledge, understanding how systems behave in the real world be-
comes an impossible task.
The chapter begins with a comprehensive literature review of the fundamental principles of
EMC/EMI. This synthesis provides key ideas form the basis of our exploration.
We will then look at the regulattions governing EMC/EMI. Navigating through the complex
web of standards and regulations is essential. These guidelines not only set out the permissible
levels of electromagnetic emissions, but also prescribe the measures to be taken to comply with
them. A close examination of these standards enables us to ensure that our solutions meet the
rigorous criteria laid down by regulatory bodies.
In addition to regulatory consideration, this chapter highlights the methodologies commonly
employed to address EMC challenges. From simulation and modeling techniques to experimen-
tal validation, each method brings its own advantages and disadvantages. A good understanding
of these approaches enables us to select the most appropriate methodology for a given scenario,
thus guaranteeing the effectiveness of our analyses.
Finally, the chapter ends with a presentation of Bako Motors SAS, the host company for this
project. This brief overview of the company’s activities. Understanding the context in which
our analyses will be situated is essential to ensure that our solutions are perfectly aligned with
the company’s objectives and operational realities.
1.2 Bibliographic synthesis: EMC:
1.2.1 Introduction:
The historical evolution of radio and telegraph communications revealed that the operation of
a spark gap results in the generation of electromagnetic waves with a diverse spectral compo-
sition, containing various frequency components. These waves have the potential to induce
5
interference or noise in electronic and electrical apparatus like radio receivers and telephone
communications. Beyond spark gaps, a multitude of other sources contribute to electromag-
netic emissions. Lightning, relays, DC electric motors, and fluorescent lights also produce
electromagnetic waves characterized by their extensive spectral content, capable of causing in-
terference in susceptible devices.
In contrast, certain emissions originate from sources with a narrower band of frequencies.
For example, high-voltage power transmission lines emit electromagnetic waves at the power
frequency, typically 60 Hz (50 Hz in Europe). Meanwhile, radio transmitters operate by modu-
lating information (such as voice or music) onto a carrier frequency, which is then transmitted.
Radio receivers intercept and amplify these waves, extracting the encoded information. Radar
transmitters, on the other hand, emit pulses at a single-frequency carrier. These pulses, reflected
by a target, return to the radar antenna, providing distance information based on transit time.
The spectral range of radar pulses extends further around the carrier frequency compared to
radio transmissions.
Moreover, the rise of digital technology has introduced a significant source of electromag-
netic emissions. Digital devices, including computers, employ binary signaling—0 (off) or
1 (on)—to represent numbers and symbols. This binary information is conveyed through se-
quences of pulses. The transition time of these pulses, from off to on and vice versa, plays
a pivotal role in determining the spectral composition. Swift transitions generate a broader
spectrum of frequencies than slower transitions. As a result, digital devices typically exhibit a
wide-ranging spectral content, potentially leading to interference in surrounding electrical and
electronic equipment. This phenomenon is of increasing significance in today’s technologically
driven world.
A system is electromagnetically compatible with its environment if it satisfies three criteria:
1. It does not cause interference with other systems.
2. It is not susceptible to emissions from other systems.
3. It does not cause interference with itself[4].
1.2.2 Aspects of EMC:
The field of EMC revolves around the generation, transmission, and reception of electromag-
netic energy. These fundamental elements form the cornerstone of any EMC design, as depicted
6
in the figure below. A source, often referred to as an emitter, produces electromagnetic emis-
sions. These emissions are then conveyed through a transfer or coupling path to a receptor,
commonly known as a receiver. At the receptor, the received energy undergoes processing, re-
sulting in either desired or undesirable outcomes. Interference arises when the received energy
induces undesired behavior in the receptor. This transfer of electromagnetic energy frequently
occurs through unintended coupling modes.
Figure 1.1: The basic decomposition of the EMC coupling problem.
It’s important to note that unintentional energy transfer only leads to interference if the re-
ceived energy possesses sufficient magnitude and/or spectral content at the receptor’s input to
provoke undesired behavior. The unintentional transmission or reception of electromagnetic
energy isn’t inherently problematic; it’s the undesired behavior of the receptor that defines in-
terference. Consequently, the processing of received energy by the receptor is a pivotal factor
in determining whether interference will manifest. Often, it’s challenging to predict in advance
whether a signal incident on a receptor will result in interference. For instance, clutter on a radar
display might cause a novice radar operator to misinterpret desired data, while an experienced
operator might not be affected. In one scenario, interference occurs, while in the other, it does
not. This illustrates the complexity of uniquely identifying the three components depicted in
the figure above.
Furthermore, it’s crucial to recognize that a source or receptor can be classified as either
intended or unintended. In fact, a source or receptor may exhibit behavior characteristic of
both modes. Whether a source or receptor is considered intended or unintended hinges on
factors such as the coupling path and the nature of the source or receptor. For example, when
an AM radio station transmitter transmits a signal received by a radio receiver tuned to its carrier
frequency, this constitutes an intended emission. Conversely, if the same AM radio transmission
is processed by another receiver not tuned to the carrier frequency, the emission is considered
unintended. (In actuality, the emission is still intended, but the coupling path is not.) There
exist emitters whose emissions serve no practical purpose.[5]
7
1.3 Certification organization: TUV:
1.3.1 What is TUV ?:
TÜV, officially known as Technischer Überwachungsverein, is a world-renowned certification

organization from Germany. Recognized for its technical expertise, TÜV specializes in a wide
range of services encompassing testing, inspection and certification in a variety of sectors.
1.3.2 Objectives of TUV:
TÜV, whose reputation is well known and recognized, operates on the basis of a set of funda-
mental objectives that support its mission and activities:
Quality assurance:
Quality assurance of products, processes and systems is at the very top of TÜV’s objectives.
TÜV works to verify that they comply with the standards and regulations set by industry, thereby
inspiring confidence in consumers, manufacturers and regulatory bodies.
Safety compliance:
TÜV is committed to testing products and processes for compliance with strict safety regula-
tions. This objective ensures that products assessed by TÜV do not present excessive risks to
users or the environment, thus providing an essential layer of protection.
Environmental integrity and EMC:
TÜV evaluates the environmental impact of products and processes, including their EMC per-
formance. This dual objective reflects a broader commitment to sustainability and responsible
resource management, ensuring that products not only meet EMC standards, but also contribute
to a more environmentally sustainable future.
Worldwide standardization:
TÜV aims to promote global standardization of technical standards and regulations. By working
towards international alignment, TÜV facilitates smooth trade and promotes a level competitive
playing field for manufacturers and companies worldwide.
Innovation and technological progress:
TÜV strives to remain at the leading edge of technological advances. By embracing innovation
and cutting-edge methodologies, TÜV ensures that its services remain relevant and effective in
an ever-changing industrial landscape.
8
1.3.3 Collaboration with TUV Italy:
Bako Motors has established an important partnership with TÜV Italy, an affiliate of the TÜV
network. This collaboration has played a major role in a critical phase in the development of
the Bako B10 vehicle, notably in the creation of a prototype meeting the rigorous specifications
of the L2e category.
1.3.4 L2e vehicles category:
Category L2e is a specific classification in European regulatory standards for electric vehicles,
in particular light electric cycles. This category serves as an essential reference for defining the
characteristics and performance parameters authorized for vehicles in this category.
The L2e category covers mainly two- and three-wheel electric vehicles. It includes a range
of light electric cycles designed for urban and short-distance travel (last-mile delivery in Bako
Motors case).
Manufacturers intending to produce vehicles in the L2e category must comply with the regu-
lations specific to this classification. This compliance guarantees that vehicles in this category
meet the prescribed standards in terms of performance, safety and environmental impact.
Understanding the L2e category is essential for manufacturers like Bako Motors, as well as it
is essential for this work, as it provides a clear set of guidelines and requirements for the design
and production of the desired product that meet the needs and expectations of urban commuters
while aligning with European regulatory standards.
1.3.5 Certification and EMC testing:
The highlight of this collaboration was the EMC test report from TÜV Italy. This assessment
guarantees that the Bako B10 vehicle not only meets the prescribed standards in terms of elec-
tromagnetic emissions and immunity levels, but exceeds them, giving a solid base for trou-
bleshooting in the present work.
9
1.4 European EMC standards: UN Reg. No.10 Rev6 and

CISPR 12/25:
Understanding and adhering to regulatory standards is crucial to ensure the proper functioning
and compliance of any electronic device, especially in the automotive industry. In this section,
we delve into two crucial European standards: UN Reg. No.10 Rev6 and CISPR 12/25. These
regulatory frameworks serve as fundamental pillars in managing the EMC of vehicles. Unrav-
eling the intricacies of these standards is essential for pinpointing any deviations that may have
occurred within our vehicle’s electromagnetic ecosystem. This comprehensive understanding
not only facilitates the identification of encountered anomalies, but also establishes the founda-
tion for effective corrective measures in the future, thereby ensuring the ongoing compliance
and optimal performance of our vehicle. Throughout the present section, the following struc-
ture is used to define, describe and detail standards subject to the project: definition and scope,
core principles, objectives, structure and sections and finally significance in EMC analysis.
1.4.1 UN Regulation No.10 Rev6:
In this subsection, we define and introduce various needed information among the UN Regula-
tion No.10 Revision 6 standard which is the main standard that TUV utilizes for EMC tests on
site.
Definition and Scope:
UN Regulation No.10 Revision 6 (UN R10-06) is a regulatory framework developed under

the United Nations Economic Commission for Europe (UNECE) to address EMC concerns in
the automotive industry. It sets forth guidelines and standards to ensure that vehicles, as com-
plex electronic systems, operate harmoniously in the presence of electromagnetic fields without
causing interference to other devices or succumbing to external electromagnetic disturbances.
The regulation applies to a wide range of vehicles, including passenger cars, trucks, buses, and
motorcycles. It encompasses various aspects of EMC, covering both electromagnetic emissions
(the unwanted generation of electromagnetic energy) and immunity (the ability of a vehicle to
function in the presence of external electromagnetic interference).
10
Core Principles:
1. EMC Compliance
The cornerstone of UN R10-06 lies in its emphasis on EMC compliance. This means that ve-
hicles must meet specified limits for electromagnetic emissions, ensuring they do not interfere
with the operation of other electronic systems, both within the vehicle itself and in surrounding
environments.
2. Global Harmonization
One of the central objectives of the regulation is to achieve global harmonization in EMC stan-
dards for vehicles. By establishing common guidelines, it facilitates international trade and
promotes a level playing field for manufacturers worldwide.
Objectives:
Emission Control
UN R10-06 sets specific limits on the electromagnetic emissions that a vehicle can generate.
These limits are carefully defined to prevent interference with other electronic systems, both
within the vehicle and in the external environment.
Immunity
In addition to emission control, the regulation also addresses the immunity of vehicles. This
means that vehicles should be capable of operating reliably, without disruption, in the presence
of electromagnetic interference from external sources, such as nearby transmitters or other elec-
tronic devices.
Structure and Sections:
1. Scope and Definitions

This section provides a clear definition of the regulation’s scope, outlining the types of vehicles
to which it applies and the key terms used throughout the document. A precise understanding
of these definitions is crucial for accurate compliance assessment.
2. General Requirements
The General Requirements section establishes the fundamental EMC criteria that all vehicles
must meet. This includes specifications for both emissions and immunity, setting the baseline
11
standards for compliance.

3. Technical Service Bulletins (TSBs)
TSBs contain specific instructions or information issued by the vehicle manufacturer to address
EMC-related issues. These bulletins serve as a vital communication tool between manufacturers
and service centers, ensuring that any emerging EMC concerns are promptly and effectively
addressed.
4. Administrative and Documentation Provisions
This section covers administrative aspects related to compliance with UN R10-06. It outlines
documentation requirements, procedures for conformity of production, and the responsibilities
of manufacturers in ensuring ongoing compliance.
Significance in EMC Analysis:
UN Regulation No.10 Rev6 holds immense significance in EMC analysis within the automo-
tive industry. It provides a well-defined framework against which vehicles’ electromagnetic
behavior can be evaluated and compared. By adhering to this standard, engineers can conduct
systematic tests and assessments, identifying any EMC-related issues and implementing neces-
sary corrective measures.
Moreover, UN R10-06 serves as a critical benchmark for manufacturers, instilling confidence in
the reliability and performance of their vehicles across diverse electromagnetic environments.
Compliance with this regulation not only ensures seamless operation but also instills trust in
consumers, demonstrating a commitment to quality and safety.
In conclusion, UN Regulation No.10 Rev6 plays a pivotal role in shaping the EMC landscape
of the automotive industry. Its comprehensive guidelines and global harmonization objectives
make it an indispensable tool for engineers and manufacturers striving for EMC compliance
and optimal vehicle performance in today’s interconnected world. Adherence to this regulation
not only ensures regulatory compliance but also fosters innovation and excellence in the field
of automotive electronics.
1.4.2 CISPR 12 and CISPR 25:
In this subsection, we define and introduce various needed information among the CISPR 12
and CISPR 25 standards which are needed standard that TUV utilizes during EMC tests on site
12
and compares measured data with limits defined in the previously mentioned standards.
CISPR 12:
Introduction
The CISPR (Comité International Spécial des Perturbations Radioélectriques) standard, CISPR
12, stands as a critical pillar in the realm of EMC within the automotive industry. Established
by the International Special Committee on Radio Interference, CISPR 12 provides comprehen-
sive guidelines to ensure vehicles’ compliance with electromagnetic emissions limits and their
immunity to external electromagnetic disturbances.
Core Principles
1. EMC Compliance
At the heart of CISPR 12 lies the principle of EMC compliance. This means that vehicles must
adhere to specified limits for electromagnetic emissions, ensuring they do not interfere with the
operation of other electronic systems, both within the vehicle and in their external environment.
2. Global Standardization
CISPR 12 aims for global harmonization in EMC standards for vehicles. By establishing com-
mon guidelines, it facilitates international trade and ensures that vehicles meet consistent EMC
requirements across different regions.
Objectives
Emission Control
CISPR 12 sets specific limits on the electromagnetic emissions that a vehicle can generate.
These limits are carefully defined to prevent interference with other electronic systems, both
within the vehicle and in the external environment.
Immunity
In addition to emission control, the standard addresses the immunity of vehicles. This means
that vehicles should be capable of operating reliably, without disruption, in the presence of elec-
tromagnetic interference from external sources, such as nearby transmitters or other electronic
devices.
13
Structure and Sections 1. Scope and Definitions

This section provides a clear definition of the standard’s scope, outlining the types of vehicles
to which it applies and the key terms used throughout the document. A precise understanding
of these definitions is crucial for accurate compliance assessment.
2. Limits and Methods of Measurement

CISPR 12 specifies the limits for electromagnetic emissions from vehicles and outlines the
methods for measuring these emissions. This section serves as a benchmark for evaluating a
vehicle’s compliance with EMC requirements.
3. Test Set-Up and Conditions

This section details the specific test conditions and set-up procedures that should be followed
when conducting EMC tests on vehicles.
Significance in EMC Analysis

CISPR 12 holds immense significance in EMC analysis within the automotive industry. It
provides a standardized framework against which vehicles’ electromagnetic behavior can be
evaluated and compared. Compliance with this standard assures manufacturers and consumers
alike that vehicles meet globally recognized EMC requirements, ensuring reliable operation in
diverse electromagnetic environments.
In conclusion, CISPR 12 plays a pivotal role in shaping the EMC landscape of the auto-
motive industry. Its comprehensive guidelines and global harmonization objectives make it an
indispensable tool for engineers and manufacturers striving for EMC compliance and optimal
vehicle performance in today’s interconnected world. Adherence to this standard not only en-
sures regulatory compliance but also fosters innovation and excellence in the field of automotive
electronics.
14
CISPR 25:
Introduction
The CISPR standard, stands as a critical pillar in the realm of EMC within the automotive indus-
try. Unlike CISPR 12 which focuses on whole vehicles, CISPR 25 zeroes in on the EMC char-
acteristics of individual electrical and electronic components and subsystems installed within
vehicles.
Core Principles
1. EMC Compliance for Components
CISPR 25 places a strong emphasis on EMC compliance for electronic components used in
vehicles. This means that these components must meet specified limits for electromagnetic
emissions and demonstrate immunity to external electromagnetic disturbances.
2. Component-Level Testing
CISPR 25 is designed to evaluate individual electronic components and subsystems in isolation.
This allows for a detailed assessment of each component’s EMC performance, ensuring they
operate reliably in the presence of electromagnetic interference.
Objectives
Emission Control for Components
CISPR 25 sets specific limits on the electromagnetic emissions that electronic components and
subsystems can generate. These limits are carefully defined to prevent interference with other
electronic systems, both within the vehicle and in the external environment.
Immunity of Components
In addition to emission control, the standard addresses the immunity of electronic components.
This means that components should be capable of operating reliably, without disruption, in the
presence of electromagnetic interference from external sources, such as nearby transmitters or
other electronic devices.
Structure and Sections

1. Scope and Definitions
15
Similar to CISPR 12, this section provides a clear definition of the standard’s scope, outlining
the types of electronic components and subsystems to which it applies, along with key terms
used throughout the document.
2. Limits and Methods of Measurement for Components

CISPR 25 specifies the limits for electromagnetic emissions from electronic components and
outlines the methods for measuring these emissions. This section serves as a benchmark for
evaluating a component’s compliance with EMC requirements.
3. Immunity Testing for Components

This section details the specific test conditions and set-up procedures that should be followed
when conducting EMC immunity tests on electronic components and subsystems.
Significance in EMC Analysis

CISPR 25 holds immense significance in EMC analysis within the automotive industry, par-
ticularly for manufacturers of electronic components. It provides a standardized framework
against which these components’ electromagnetic behavior can be evaluated and compared.
Compliance with this standard assures manufacturers and consumers alike that components
meet globally recognized EMC requirements, ensuring reliable operation in diverse electro-
magnetic environments.
In conclusion, CISPR 25 plays a pivotal role in shaping the EMC landscape of the automo-
tive industry at the component level. Its comprehensive guidelines and global harmonization
objectives make it an indispensable tool for engineers and manufacturers striving for EMC com-
pliance and optimal component performance in today’s interconnected world. Adherence to this
standard not only ensures regulatory compliance but also fosters innovation and excellence in
the field of automotive electronics.
16
1.5 Introducing the host organization and outlining the project:
In order to analyze test reports and set up an organized study, it’s essential to start by under-
standing the company we’re going to be working with. This includes analyzing its organiza-
tional structure, the processes it manages and the activities it performs.
1.5.1 Evolution of Bako Motors SAS:
Bako Motors SAS is a Tunisian-German startup that was established in 2021 and quickly made
its mark in the Tunisian market as an innovator in both idea and product, specializing in the
production of electric tricycles powered by photovoltaic panels.
Founded by Tunisian engineer Boubaker Siala, this startup successfully produced the first
Tunisian electric vehicle powered by solar energy. This groundbreaking and eco-friendly prod-
uct was entirely conceived by young Tunisian engineers.
On September 2, 2021, the startup was granted the ”Startup” label under the legal frame-
work of the Tunisian Startup Act. This framework consists of 20 measures structured around
this merit label, offering numerous advantages for the labeled organization, investors, and en-
trepreneurs, thereby fostering the spirit of entrepreneurship and innovation.
In just one year, this startup has demonstrated significant growth and remarkable advance-
ments both in terms of its human resources and the evolution of the project.
Date Phase of the project Number of employees

September 2021 POC: Proof of Concept 4 employees
January 2022 Prototyping 11 employees
September 2022 Pre-Series and preparation for CE CE certification 25 employees
September 2023 Production and selling for clients 40 employees
Table 1.1: Evolution of Bako Motors over 2 years.
This table illustrates the progress made by this Tunisian-German start-up in just two years. Nu-
17
merous partners have contributed to this progress, including Bako Motors’ commercial partners:
- Bosch
- Marquardt
- ZitounaTamkeen
- Enda Tamweel
- AMINE
- GIZ Tunisia
Technical Partners and Testing for Bako Motors:

• CETIME: This is the Technical Center for Mechanical and Electrical Industries, recognized
as a support center for businesses in all industrial sectors in general, and particularly in the me-
chanical, electrical, and electronic sectors.
• TUV Rheinland: This is one of the leading organizations providing support in the field of
technical expertise, ensuring safety and quality. This academy is a major global provider of
testing services, with highly qualified experts conducting tests on technical systems and prod-
ucts worldwide, providing training in various fields, and certifying management systems in
compliance with international standards. Bako Motors has been under the guidance of TUV
Rheinland experts since May 2022.
Bako Motors startup has expanded its team and has currently integrated up to 30 employees,
including administrative advisors, process managers, and operators. The organizational chart
below, provides a general overview of Bako’s structure and also shows that it has a simple hi-
erarchy, which facilitates communication between the administrative council and the various
processes.
This organizational chart demonstrates that the Research and Development department is
directly linked to the management. Indeed, a close relationship between the R and D manager
and the management is essential to ensure the smooth operation and effectiveness of the actions
carried out within the scope of this process’s missions.
18
Figure 1.2: Bako Motors organizational chart.
1.5.2 Overview of Bako Motors Product (B10)
This startup is a pioneer in Tunisia in the manufacturing of a tricycle equipped with a Lithium
electric battery supported by solar panels. This model unveiled by Bako Motors features a
cargo format and is designed to meet delivery needs. This non-polluting and environmentally
friendly product has a loading capacity of 350 kg, with a charging time of 2 hours using a stan-
dard household outlet and 5 to 6 hours using solar panels. The aim of this vehicle is to reduce
operating costs by a factor of 10 compared to a fuel-powered vehicle. The B10 tricycle con-
sumes 1.5 Tunisian dinars of energy per 100 kilometers at a maximum speed of 45 km/h. The
photos below illustrate the B10 product manufactured by Bako Motors.
Figure 1.3: The electrical tricycle Bako B10.
19
Bako Motors plans to commence the production of four-wheeled vehicles by the end of
2023. These vehicles will comply with the standards governing their public use, but will fea-
ture a more dynamic design and will be specially tailored for passenger transportation.
1.5.3 The activity processes and production units of Bako Motors SAS:
The main activity of Bako Motors is the design, manufacturing, and marketing of tricycles by
combining electric and solar energy. In February 2023, after a year and a half of prototyping
and testing, the startup successfully delivered the first 6 units of its three-wheeled product to 6
municipalities in southern Tunisia. This achievement was made possible through collaboration
with the Ministries of Health and Interior, as well as with GIZ Tunisia.
Bako’s various processes are divided into three categories:

•Piloting process: it involves close communication between these two sub-processes: ’Man-
agement Process’ and ’Marketing and Sales Process’.
•Realization process: This is the core business of the organization that allows for the descrip-
tion of various operational measures directly contributing to the production of a product, from
identifying the customer’s needs to their satisfaction. It is designed with several sub-processes,
which are as follows: Supply Chain Process, Research and Development Process, and Produc-
tion Process.
•Support process: encompasses the necessary elements for carrying out production operations,
directly linked to the business processes. For Bako Motors, the support processes include: ’Hu-
man Resources Process’, ’Procurement Process’, ’QHSE Process’, and ’Maintenance Process’.
This flowchart demonstrates that the production process is primarily designed around three
production units (stations):
•S1: Welding Station: Involves various tasks such as grinding, cutting (sectioning), and
welding.
•S2: Polyester Station: Comprises a series of activities including gel coating, puttying, lamina-
tion, demolding, and finishing.
20
Figure 1.4: Flowchart Bako Motors
21
•S3: Assembly Station:

○Station 01: Front and Rear Train Assembly,
○Station 02: Wedding,
○Station 03: Assembly of electrical and electronic components,
○Station 04: Assembly of safety accessories,
○Station 05: Assembly of solar panels and windshield,
○Station 06: End of line test.
1.6 Conclusion:
In conclusion, this chapter has built a solid basis by addressing the essential aspects and pro-
viding a global overview based on scientific explanations and established industry standards.
By covering the complexities of EMC problems, we have equipped ourselves with the tools to
meet the challenges ahead. This new knowledge provides a solid foundation for future chap-
ters, in which we will investigate specific aspects in greater depth and explore the technical
aspects of the problem. Armed with this solid foundation, we’re ready to tackle and unravel the
complexities that await us in the remainder of this work.
22
Chapter 2
Report and standards analysis and the

B10 architecture
23
Chapter 2. Report and standards analysis and the B10 architecture
2.1 Introduction:
With a solid scientific basis in EMC/EMI issues and a fundamental knowledge of the standards
governing this field, we now have a clear understanding of the challenges ahead. This allows
us to enter into the technical details and begin the process of troubleshooting the B10 vehicle.
In this chapter, we’ll focus first on the report we received from TUV, and more specifically
on the EMC test report. We will examine in detail the tests carried out on our vehicle, providing
a detailed explanation of their implications and results.
Next, we’ll take a detailed look at the B10’s electrical architecture. This crucial analysis
will greatly facilitate the troubleshooting process, in particular the identification of components
likely to cause EMC problems.
Throughout these tasks, we will constantly refer to the previously mentioned standards.
Their guidelines will prove invaluable, and will be essential points of reference for our approach.
2.2 TUV testing reports:
In this section, we will begin by providing an overview of the TUV testing report, outlining its
scope and specific areas of concern. Following this, we will dive into the specifics of the EMC
testing report, offering a detailed analysis of its findings and implications for our project.
2.2.1 General overview and different sections:
The TUV non-conformity report is an integral document produced following the certification
testing process. It offers a comprehensive analysis of the certification assessment, highlighting
areas where the vehicle and its components may not align with the established standards. This
report plays a crucial role in refining the vehicle’s design and ensuring compliance with the
specified criteria.
Type Approval Relevant Issues:
This section is paramount, focusing on non-conformities that directly impact the type approval
process. It outlines specific aspects of the vehicle or its components that did not meet the req-
uisite standards. These may include failed tests, unapproved components, functionality issues,
24
or discrepancies in properties like mass and dimensions. Each non-conformity is detailed, pro-
viding a clear understanding of the deviations from the standard.
General Comments:
In this section, the certification organization imparts valuable insights and recommendations.
These may encompass best practices and advice regarding certain components or properties
within the vehicle. These suggestions serve as constructive guidance for the constructor, aiding
in upgrades and improvements to enhance the overall compliance and performance of the ve-
hicle. The TUV non-conformity report serves as a critical tool for refinement and compliance.
It provides a structured overview of areas needing attention and improvement, ultimately con-
tributing to the successful certification and deployment of the vehicle in accordance with the
established standards.
2.2.2 EMC testing report:
As previously discussed, within the ’Type Approval Issues’ section, we encounter two crucial
categories: functionality issues and properties related to the vehicle. Specifically, our focus
extends to the electromagnetic properties, encompassing both the vehicle as a whole and its
subsystems and components. This examination sheds light on areas where our vehicle may fall
short of the established standards, providing valuable insights into any discrepancies.
The EMC testing report constitutes a pivotal component of our assessment. Regrettably,
due to confidentiality concerns, the detailed EMC testing report cannot be included in this in-
ternship report. Nevertheless, we will delve into the essential information necessary for our
technical analysis. The table presented below offers a comprehensive overview of the EMC
testing report, categorizing tests based on the components subjected to evaluation.
Radiated emission test Notes and comments

Conducted emission test Notes and comments
Harmonics / flickers Notes and comments
Rediated emission test Notes and comments
Immunity test out of chamber Notes and comments
Table 2.1: EMC testing report: A general overview.
25
The EMC test report is structured around two primary columns. The first column meticulously
documents the array of tests conducted on the vehicle, while the second column is dedicated to
elucidating comments and notes pertaining to the observed results following each specific test.
Within the first column, a further breakdown into three sub-columns is implemented. The
initial sub-column provides a description of the modes or frequencies specified for the test.
The subsequent sub-column pertains to the driver-side area or the front-end region of the vehi-
cle, while the final sub-column addresses the passenger-side area or the rear-end region of the
vehicle.
This detailed subdivision is in accordance with the UN 10/6 standard, strategically designed
to aid manufacturers in the troubleshooting process. By categorizing the vehicle into distinct
areas, it becomes notably more straightforward to pinpoint the precise location of any elec-
tromagnetic interference. This demarcation ensures that manufacturers can readily distinguish
between secure zones and those susceptible to EMI.
Additionally, preceding each test, a clear notation of either ’Failed’ or ’Pass’ is unequivo-
cally provided, serving as a definitive indicator of the test outcome.
Our main focus in this project is on examining tests that did not meet the desired criteria,
rather than those that were successful. We will meticulously evaluate each of these instances,
providing a comprehensive explanation for the observed outcomes.
The initial category under evaluation is the radiated emission test. This particular exam-
ination is conducted iteratively, encompassing various vehicle modes and a diverse range of
frequencies. Within this category, two subtests exhibited unsatisfactory results: specifically,
the narrowband radiated emission test and the REESS mode (EVSE mode 1) BB radiated emis-
sion test. It is noteworthy that these two tests exhibited failures exclusively in the driver’s side,
whereas they were successfully cleared on the passenger side.
For clarity, ’REESS’ stands for the rechargeable energy storage system, which serves as
the primary source of electric energy for propelling the vehicle. The certification organization
has appended a comment, explaining that the battery charger was tested under charging mode
1 due to the absence of pilot and communication lines. In this context, ’Mode 1 Charging
Mode’ refers to a charging configuration where the vehicle is directly connected to AC mains
without any form of communication between the vehicle and the charging station, and without
supplementary pilot or auxiliary contacts.
The table below shows a summary of what we were talking about:
26
Test Driver side Note / comments

Narrowband Failed No further comments
REESS mode (EVSE mode 1)BB Failed Comments already mentioned
Table 2.2: Radiated emission test.
The second test pertains to the conducted emission test, with the specific failed instance occur-
ring under the REESS mode. Unlike the radiated emission test, this evaluation is not contingent
on a breakdown of the vehicle into smaller areas, such as driver or passenger side, front or rear
end specifications. In this case, the conducted test yielded unsatisfactory results. In subsequent
sections, we will conduct a detailed analysis to ascertain the precise nature of the discrepancies.
The third assessment on our agenda is the harmonics/flickers test. This evaluation is divided
into two distinct phases: initially, the test is conducted for harmonics, followed by a separate
assessment for flickers. The results outlined in the test report reveal a successful outcome for
flickers. However, the test was unsuccessful for harmonics. Notably, no additional comments
or notes were appended to elaborate on these findings. The table below shows a summary of
what we were talking about:
Test Result Note / comments

Harmonics Failed No further comments
Flickers Pass No further comments
Table 2.3: Harmonics / flickers test.
The fourth evaluation encompasses the rediated immunity test. This test was conducted iter-
atively, with each iteration employing a different frequency range spanning from 80 MHz up
to 2 GHz. Within each frequency range, the test was executed under three distinct operational
modes: running mode, braking mode, and REESS mode.
However, it is noteworthy that this test encountered setbacks in both the front and rear end
areas of the vehicle, specifically within two frequency ranges: 80MHz-200MHz and 200MHz-
1000MHz.
For the first frequency range, ranging from 80-200 MHz, the following observations were
recorded:
•Front end area (20-40 MHz): The vehicle’s speed decreased to 0 km/h.
27
•Front end area (40-200 MHz): The vehicle’s speed demonstrated fluctuations of approximately
3-4 km/h from the initial testing speed.
•Rear end area (20-70 MHz): The vehicle’s speed decreased to 0 km/h.
•Rear end area (70-100 MHz): The vehicle’s speed exhibited variations of up to 8 percent of
the maximum speed. Within the range of 100-200 MHz, the speed fluctuation remained around
3-4 km/h.
For the second frequency range, specifically 220-250 MHz, the observations were as follows:
•Front end area (220-250 MHz): The vehicle’s speed decreased to 0 km/h.
•Rear end area (220-250 MHz): The vehicle’s speed was reduced by approximately 50 percent
of the test value. The table below shows a summary of what we were talking about:
Test Front and rear end areas Note / comments

80-200MHz running mode Failed Comments mentioned
200-1000MHz running mode Failed Comments mentioned
Table 2.4: Rediated immunity test.
The fifth and last test, immunity test out of chamber, showed no troubles and so, no further
action is required for this test.
2.3 The B10 architecture:
Now that we have covered the necessary information in the report, and as the tests were locally
conducted, including the driver/passenger side, as well as the front end and rear end areas, in
order to better analyze the results and troubleshoot the components and areas, we need to delve
deeper into the B10 architecture. This entails a comprehensive examination of subsystems,
components, and their respective connections and wiring.
2.3.1 System overview:
To really get a handle on the vehicle’s electrical setup and dig deep into the the system and its
parts, it’s crucial to first wrap our heads around the philosophy behind the architecture. So,
we’re going to break it down step by step, starting with the big picture and then zooming in for
28
finer details.
The Bako B10 electrical system is built around four key subsystems, which are: charging
system, power electronics, control electronics and finally lights and dashboard electronics, all
working together to make sure the vehicle runs perfectly, just as shown in the figure below:
Figure 2.1: Bako B10 architecture.
The Bako B10 stands as an electric vehicle, its essential need for charging addressed through
two distinct alternatives. Firstly, AC charging offers a convenient solution whereby a cable,
sourced from any charger at home or other locations, can be directly connected to the vehicle
for charging. Secondly, solar energy is harnessed by affixing a solar panel above the vehicle,
effectively constituting the vehicle’s charging system. This panel generates current, which is
subsequently stored within the vehicle. The following figure shows the subsystem.
Figure 2.2: Charging system.
The second vital system is the power electronics subsystem. Responsible for powering all
29
other subsystems, it breathes life into the vehicle. Additionally, it plays a pivotal role in con-
verting power into diverse forms, rendering it usable by the various components that propel and
animate the vehicle. This system encompasses a range of components, including lithium-ion
batteries, and a DC/DC buck converter (referred to as DCDC), tasked with reducing voltage
from 60v to 12v, while simultaneously amplifying current to a usable 60A for other electronics
and accessories. Further, this subsystem incorporates a pair of Permanent Magnet Synchronous
Motors (referred to as PMSM), pivotal in facilitating the vehicle’s mobility. Additionally, it
houses a fuse box to ensure the safety of other components within the system. The following
figure shows the subsystem.
Figure 2.3: Power electronics.
The third subsystem, control electronics, holds the reins in managing the vehicle’s responses
to specific driver inputs. In the case of the B10 vehicle, two controllers are closely integrated
with each respective PMSM. They operate synchronously to guarantee precise dynamics are
transmitted to the wheels. A crucial component within this subsystem is the Drive-Neutral-
Reverse (DNR) mechanism, akin to a gear selector. It empowers the driver to transition be-
tween N (neutral), D (drive), and R (reverse). Directly interfacing with the controller, the DNR
interprets and processes the driver’s input, subsequently adjusting PMSM modes to execute the
desired command. The controller itself serves as the central intelligence of the vehicle, orches-
trating its operation and processing various driver commands.
Lastly, the solar charger, also known as a solar controller, plays a vital role in converting
power received from the solar panel, ensuring its safe transmission and compatibility with the
30
various subsystems. The following figure shows the subsystem.
Figure 2.4: Control electronics.
The final subsystem encompasses lights and dashboard electronics. Within this domain,
three lighting systems are included: front lights, rear lights, and an LED bar. Additionally, a
smaller light is provided for illuminating the rear vehicle plate. This subsystem also integrates
components for receiving driver input, such as an electric pedal, power switcher, ignition key,
along with other electronic elements like a wiper motor, display unit, and a horn. The following
figure shows the subsystem.
Figure 2.5: Controls, lights and dashboard electronics.
Having thoroughly examined the vehicle’s electrical system and its various subsystems
along with their corresponding components, our focus now shifts towards troubleshooting and
isolating components that may be vulnerable to EMI. This necessitates a detailed classification
31
of the car, mirroring the divisions outlined in the test report. This involves the identification of
specific components situated in the driver area, passenger area, front end, and rear end of the
vehicle.
2.3.2 Driver side area:
As per UN 10/06 standards, the driver side area of the vehicle is precisely defined as the space
within the cabin where the driver is seated. This extends to encompass the left half of the
front section of the vehicle, excluding the rear left side. In the case of the B10 prototype that
underwent the certification process with TUV, this area incorporates the following components:
front left lights, the electronic pedal, the power switcher, the ignition key, the charger plug,
the horn, the fuse box, half of the batteries, and the DCDC. These components are visually
represented in the accompanying figure.
Figure 2.6: Driver side area.
2.3.3 Passenger side area:
Similarly, in accordance with UN 10/06 standards, the passenger side area is delineated in the
same manner as the driver side, situated on the right side of the vehicle. Within this area, we
find the following components: a displayer, various dashboard electronic buttons, the Drive-
Neutral-Reverse (DNR) mechanism, the wiper DC motor, a battery, the front right lights, and
the solar charger. These components are visually represented in the figure below.
32
Figure 2.7: Passenger side area.
2.3.4 Front end area:
The front end area is, in accordance with UN 10/06, the driver side and the passenger side both
combined, within this area we find, as already listed above, the components of the driver side
and the passenger side.
2.3.5 Rear end area:
As outlined by UN 10/06 standards, particularly in the context of cargo vehicles, the rear end
area of the vehicle encompasses the entirety of the cargo space. This includes both the right
and left sides. In the case of the Bako B10 vehicle, this area accommodates the following
components: a controller and a PMSM for each side, rear lights, an LED bar, and a light for the
rear license plate. These components are visually represented in the figure below.
Figure 2.8: Rear end area.
33
2.4 EMC conducted tests and explanations:
After diving into EMC test report and knowing what tests went wrong and showed suscebtibility
to EMI, this section covers a clean explanation of each test, how was it conducted, what it targets
exactly in the vehicle and what it aims for. It is important to note that the EMC test report
received from the certification process does not include details, measured data, measurement
points and other valuable data, which is a bit challenging to undertake this investigation.
2.4.1 Radiated emission test:
As indicated in the EMC test report, this particular test is conducted according to the UN 10/06
regulation and more specifically according to Annex 4 and Annex 5.
The Radiated Emission Test, as per UN 10/06, is a standardized evaluation conducted to
assess the electromagnetic emissions emanating from a vehicle’s electrical and electronic sys-
tems. This test is vital to ensure that a vehicle does not generate excessive EMI, which could
potentially disrupt the operation of other electronic devices or systems in its vicinity.
Test Procedure:
Frequency Range: The test is performed across a range of frequencies, typically from 30
MHz to 1000 MHz. This range covers a spectrum of frequencies commonly used in various
electronic systems. Test Environment: The test is conducted within a specialized EMC test
chamber. This chamber is designed to shield external electromagnetic interference, creating an
isolated environment for accurate measurements.
Test Modes: The vehicle is evaluated in different operational modes, including but not lim-
ited to normal running mode, braking mode, and the specific mode associated with the REESS.
Each mode is assessed separately.
Measurement Points: During the test, various measurement points on the vehicle’s surface
are probed to capture emissions. These points are strategically located to represent critical areas
of potential emission sources.
Emission Limits: The test assesses whether the emissions from the vehicle fall within the
defined limits specified by UN 10/06. These limits are set to ensure that the vehicle’s electro-
magnetic emissions are within acceptable levels.
Test Outcome:
Pass: If the measured emissions from the vehicle are within the prescribed limits, the vehicle
34
passes the radiated emission test.

Fail: If the emissions exceed the defined limits, the vehicle does not meet the requirements,
signifying a potential electromagnetic compatibility issue.
Importance:
The Radiated Emission Test is crucial for ensuring that vehicles do not interfere with the op-
eration of other electronic devices or systems. It helps maintain a harmonious electromagnetic
environment, particularly in densely populated urban areas where numerous electronic devices
coexist.
2.4.2 Conducted emission test:
The Conducted Emission Test, governed by UN 10/06, is an essential component of the EMC
assessment for vehicles. It focuses on evaluating the emissions produced by a vehicle’s elec-
trical and electronic systems, specifically those conducted through the vehicle’s power supply
lines.
Test Procedure:
Frequency Range: The test encompasses a specific frequency range, typically extending
from 150 kHz to 108 MHz. This range corresponds to frequencies that are pertinent to a wide
array of electronic systems and components.
Test Environment: Similar to the Radiated Emission Test, the Conducted Emission Test
is performed within an EMC test chamber. This controlled environment ensures accurate and
reliable measurements.
Measurement Points: Specialized probes are used to assess emissions conducted through the
power supply lines of the vehicle. These probes are strategically positioned at specific points
along the vehicle’s electrical system to capture the conducted emissions.
Test Modes: The vehicle is evaluated in various operational modes, including normal run-
ning mode, braking mode, and specific modes associated with the REESS. Each mode is as-
sessed separately.
Emission Limits: The test compares the measured emissions against the predefined limits
set by UN 10/06. These limits are scientifically established to ensure that conducted emissions
remain within acceptable levels.
Test Outcome:
Pass: If the conducted emissions fall within the prescribed limits, the vehicle successfully
35
passes the Conducted Emission Test. This indicates compliance with the stringent electromag-
netic compatibility requirements outlined in UN Regulation No.10 Revision
Fail: Conversely, if the conducted emissions exceed the defined limits, the vehicle does not
meet the specified requirements. This signals potential electromagnetic compatibility issues
that necessitate resolution.
Significance:
The Conducted Emission Test is grounded in rigorous scientific principles of electromag-
netic interference and compatibility. It addresses the potential for electrical systems within the
vehicle to introduce unwanted electromagnetic interference into the broader electrical environ-
ment.
2.4.3 Harmonics / flickers test:
The Harmonics/Flickers Test, governed by UN 10/06, is a pivotal element of EMC assessment

for vehicles. It specifically focuses on evaluating the presence of harmonics and flickers in the
electrical system of a vehicle.
Harmonics:
Definition: Harmonics refer to voltage or current waveforms that have frequencies that are
integer multiples of the fundamental frequency (usually 50 Hz or 60 Hz in power systems).
Test Procedure: The test involves examining the electrical system of the vehicle to identify
any harmonic distortions present.
Emission Limits: The test compares the level of harmonics against predefined limits set by
UN 10/06. These limits are scientifically established to ensure that harmonics remain within
acceptable levels, preventing interference with other electronic devices.
Flickers:
Definition: Flicker is a rapid change in light intensity perceived by the human eye, often
caused by voltage variations in the electrical system.
Test Procedure: The evaluation involves assessing the potential for flicker in the vehicle’s
lighting system.
Emission Limits: Similar to harmonics, the test sets predefined limits for flicker levels.
These limits are grounded in scientific research to ensure that flicker remains within safe and
acceptable levels, preventing discomfort or distraction for drivers and passengers.
Significance:
36
The Harmonics/Flickers Test addresses the potential for electrical systems within the vehicle
to introduce unwanted electromagnetic interference and visual discomfort. It is essential in
maintaining a harmonious electromagnetic environment within the vehicle and ensuring the
safety and comfort of occupants.
2.4.4 Rediated immunity test:
The Radiated Immunity Test, governed by UN 10/06, is a fundamental component of EMC

assessment for vehicles. It specifically focuses on evaluating the vehicle’s ability to withstand
external electromagnetic disturbances.
Test Procedure:
Frequency Range: The test encompasses a specific frequency range, typically extending
from 80 MHz to 2 GHz. This range covers frequencies that are relevant to a wide array of
electronic devices and systems.
Test Environment: The evaluation is conducted within a controlled environment, commonly
known as an EMC test chamber. This chamber is designed to generate controlled and calibrated
EM fields.
Test Modes and Operational States: The vehicle is subjected to the Radiated Immunity Test
in different operational modes, including normal running mode, braking mode, and specific
modes associated with the REESS. Each mode is assessed separately.
Field Strength Levels: Controlled electromagnetic fields are generated within the test cham-
ber. These fields are applied to the vehicle at specified field strength levels to simulate real-
world electromagnetic interference scenarios.
Performance Criteria: The vehicle’s response to the applied electromagnetic fields is care-
fully monitored. It is evaluated against established performance criteria to determine if the
vehicle’s operation is affected.
Test Outcome:
Pass: If the vehicle demonstrates the ability to operate without any adverse effects in the
presence of the applied electromagnetic fields, it successfully passes the Radiated Immunity
Test.
Fail: If the vehicle experiences operational issues or malfunctions due to the applied elec-
tromagnetic fields, it does not meet the specified requirements. This signifies potential electro-
magnetic compatibility issues that necessitate resolution.
37
Significance:
The Radiated Immunity Test assesses the vehicle’s resilience against external electromag-
netic disturbances, which is crucial for ensuring the safe and reliable operation of electronic
systems within the vehicle. It is grounded in rigorous scientific principles of electromagnetic
field behavior and interference.
2.5 Analysis and interpretations:
2.5.1 Radiations and immunity problems:
Now that we have gained a clear understanding of the vehicle’s architecture, undergone the
certification process tests, reviewed the EMC test report, and assessed the relevant standards,
we are now equipped to identify major EMC/EMI issues within the B10 vehicle. Our initial
interpretation reveals two significant findings: firstly, the B10 vehicle demonstrates vulnera-
bility to external electromagnetic fields, potentially leading to functional failures and secondly,
systems within the vehicle’s border or nearby systems are exposed to serious unwanted waves
radiated for the B10. This is corroborated by both the radiated emission test, which confirms
the emission of unwanted waves, and the radiated immunity test, which establishes the vehicle’s
lack of immunity to external fields.
2.5.2 Wiring harness problems and vulnerability:
Additionally, the wiring harness system of the vehicle emerges as a focal point of serious EMC
concerns, as indicated by the conducted emission test results. This test specifically evaluates
the potential for the wiring harness, a critical component of the electrical system, to introduce
unwanted EMI through the vehicle’s power supply lines. A thorough analysis and revision of
the wiring harness system are imperative, guided by the best EMC practices. While we defer
detailed discussions on these practices for now, we are actively engaged in the analysis and
interpretation phase, laying the groundwork for examination of the wiring harness.
2.5.3 Identifying components radiating:
Before delving into interpretations, it’s crucial to establish a clear understanding of the compo-
nents that may emit unwanted EM waves leading to potential EMI with neighboring systems.
38
These components primarily fall into two categories: power electronics components and those
equipped with a microcontroller or microprocessor.
Components featuring a microcontroller or microprocessor are specifically flagged by their
failure in the narrowband test. In our evaluation, it’s noteworthy that this test revealed failures
exclusively in the driver side. It’s important to highlight that, while no components in the driver
side are identified as a narrowband emission source, the solar charger, despite being located in
the passenger side, is indeed categorized as such. This warrants a thorough review.
On the other hand, power electronics components, exemplified by the DCDC converter
situated in the driver side, demonstrate susceptibility to EMC-related issues. It’s imperative
that we address potential EMC challenges associated with these components.
It’s pertinent to note that certain elements, such as lights and lamps, are automatically ex-
cluded from the analysis as they have successfully passed the flickers test. This particular test
assesses the functioning and performance of the lighting components. Moreover, switchers like
the power switcher or the DNR component, essentially acting as signal junctions, are not likely
to be a source of EMI. Any potential issues in this context would likely trace back to the wiring
itself.
2.5.4 Immunity vulnerable components:
The immunity test revealed a notable failure during operation in the running mode, affecting
both the front end and rear end areas of the vehicle. This failure was accompanied by a crit-
ical functional breakdown, resulting in a discernible drop in speed and vehicle response. The
comments and notes accompanying the test results in the report shed light on these performance
issues.
When we refer to ’speed,’ we’re essentially addressing components responsible for pro-
cessing user input and translating it into mechanical power for propelling the vehicle forward
or backward. This brings our attention squarely to the vehicle controller and the PMSM, both
of which exhibit susceptibility. Their vulnerabilities cannot be disregarded.
Furthermore, it’s important to note that lights have been excluded from this equation, as
clarified in the previous subsection. As for the front end area, it proves challenging to conclu-
sively identify or narrow down susceptibility to just two components or fewer. It is likely that
only through extensive simulations and in-depth research will we be able to substantiate certain
theories. For now, it’s prudent to focus our attention on the controller and the PMSM.
39
2.6 Conclusion:
In conclusion, this chapter has provided a thorough overview of the major components con-
tributing to both radiation emissions towards external systems and susceptibility to immunity
vulnerabilities. These components include the DCDC, the solar charger, the controller, and the
PMSM. Our understanding was primarily forged through an in-depth exploration of pertinent
phenomena, standards, a detailed examination of the electrical systems within the B10 vehicle,
and a meticulous analysis of the EMC testing report.
These key findings serve as a robust foundation for the subsequent phases of this project.
While it is true that these identified components are particularly susceptible, it is important to
note that during the modeling and simulation processes, our focus will encompass the entire
system, albeit with special emphasis on these crucial components.
40
Chapter 3
Modelling and perspectives
41
Chapter 3. Modelling and perspectives
3.1 Introduction:
Now that we have identified the major EMC/EMI susceptible components within the B10 ve-
hicle, it’s time to shift our focus towards another crucial phase of the project: delving into the
technical analysis and simulations of the vehicle’s electromagnetic model. The preceding chap-
ter provided an excellent starting point, enabling us to focus specifically on certain aspects of
the vehicle. However, a comprehensive full-wave analysis is imperative to precisely pinpoint
the EMC/EMI issues that the vehicle exhibits.
Regrettably, due to time constraints, this phase of the project was somewhat abbreviated
during my internship period, which spanned from August 1st to August 31st. Nonetheless, we
will thoroughly examine the progress made thus far, outlining the main two approaches pursued
and addressing any challenges or setbacks encountered along the way.
3.2 Model-Based Design approach:
One approach to simulating an electromagnetic model of a vehicle is through the utilization

of the Model-Based Design approach. This method involves a physics/mathematics-oriented
strategy, which entails developing problem-specific or case-specific models using specialized
tools such as MATLAB Simulink. These models are represented through block diagrams, ef-
fectively capturing the desired scenarios for simulation. For instance, if the issue pertains to
electrical aspects, an electrical model of the system is constructed. Similarly, if the problem is
mechanical in nature, a mechanical model is created to simulate the system. In our case, the
models to be developed must be electromagnetic in nature, encompassing both electrical and
magnetic properties while incorporating electromagnetic coupling mechanisms.
Notably, most of the time spent in modeling and simulations phase was spent particularly
developing this approach.
However, as previously mentioned, due to time constraints, we will be providing a detailed
overview of our progress specifically pertaining to the DCDC model.
3.2.1 Research and Development tree:
To carefully analyze both the vehicle as a whole and its individual components and subsystems,
we must gear up for a numerical EMC testing phase. This necessitates the development of
42
electromagnetic models that not only function seamlessly but also adeptly capture the intricate
electromagnetic mechanisms, behaviors, and dynamics that exist in the real world. This ensures
that our simulations are highly accurate.
However, achieving this significant milestone hinges on two key preparations. The first one
involves modeling the various components and the vehicle itself. The second entails setting up
a robust numerical workbench, which will serve as the platform for conducting EMC tests based
on the models we have crafted.
The following subsections will be presented as a research and development tree issued from
actual mindmaping maps i did during my internship.
3.2.2 Modeling:
Before delving into modeling and mathematical equations, it’s crucial to grasp some funda-
mental aspects. A model essentially comprises two components: structure and parameters. The
structure dictates how the model is mathematically presented, whether it’s in the form of a linear
dynamic equation, a differential equation, or any other mathematical representation. Parame-
ters, on the other hand, serve as the key identifiers that differentiate one system’s behavior from
another. Therefore, modeling a system entails two primary phases: formulating the system us-
ing mathematical equations that capture the desired dynamics, and subsequently configuring
the parameters based on the system’s physical properties.
As previously mentioned, modeling a system entails defining a structure and incorporating
the parameters alongside the relevant variables. When it comes to establishing a structure for
a system’s model, we essentially have two approaches at our disposal. The first involves man-
ually modeling the system by comprehending its dynamics and understanding its functioning,
from which we extract the equations that describe these behaviors, ultimately culminating in a
model. The second option is system identification, which prescribes a predetermined structure
for the model and determines its parameters based on provided data. Here, we simulate the real
physical system, collect measured data (input and output), and utilize the identification toolbox
in MATLAB to extract the desired model.
However, for both options, we predominantly obtain two types of models: linear and non-
linear. A linear model represents the system as an equivalent ideal system that operates flaw-
lessly, exhibiting no undesired dynamics or behaviors. Its output can be predicted accurately
at any given time during operation. Conversely, a nonlinear model mirrors real-world physical
43
dynamics, making it the closest approximation to the actual system. In the case of manually
developing a model, opting for a linear model might lead to an oversight of crucial dynamics
associated with EMC/EMI problems within the vehicle and its components. Thus, a nonlinear
model is more suitable, albeit more challenging due to the complexity of nonlinear equations.
The alternative option of system identification, while feasible, poses its own set of chal-
lenges. It relies on acquired data to establish a model that aligns with the measured output data
based on input data. However, this approach essentially reproduces the measured data without
capturing the underlying physical dynamics. Additionally, it can be challenging in our case as
it necessitates setting up a comprehensive test bench with precise measurement and data acqui-
sition equipment, which we currently lack at Bako Motors. As a substitute, we can utilize a
computer and supplementary equipment to serve as a measurement and acquisition set.
A linear identified model can take the form of either a transfer function or a state-space
model. While transfer function modeling and system identification are valuable tools for com-
prehending and analyzing the electromagnetic properties of electric car components, they may
not encompass all facets of EMC analysis. An integration of transfer functions, full-wave elec-
tromagnetic simulations, and experimental validation is likely to afford a more comprehensive
understanding of the electromagnetic behavior of your system. This holds true for both linear
and nonlinear identified models.
3.2.3 Numerical EMC testing workbench:
In order to conduct thorough EMC/EMI analysis, it is imperative to establish a comprehensive

test bench. This allows us to execute and replicate the tests detailed in the report and compre-
hensively scrutinize the behavior of the vehicle under various circumstances. This encompasses
carrying out immunity testing for both individual components within the subsystems and the
vehicle as a whole, as well as emission radiation/conduction testing to ensure that the vehicle
does not interfere with nearby systems.
To accomplish this, specialized software is at our disposal, with one of the most effective
and dedicated to EMC/EMI being CST Studio Suite from Dassault Systems. This software
leverages the models that have already been developed, providing us with a robust platform for
conducting precise and accurate EMC/EMI analysis.
44
3.3 3D full electromagnetic wave simulation approach:

Considering the challenges and potential precision limitations associated with Model-Based
Design, a highly viable alternative for our work lies in conducting full electromagnetic wave
simulations, also known as the finite-element approach, utilizing the aforementioned CST Stu-
dio Suite from Dassault Systems. This approach operates on a 3D basis, requiring us to metic-
ulously create 3D models of the vehicle and all its components, encompassing everything from
the chassis to the cabin and every other part.
Next, the electrical systems are represented through reverse-engineered 3D models, to which
their electromagnetic properties and parameters are assigned using the configuration options
provided by the CST Studio Suite software. This enables them to be simulated as if they were
real-life physical systems. It’s worth noting that this software not only facilitates EMC testing
in accordance with global standards, but also offers a plethora of testing components.
3.4 Conclusion:
In this chapter, and throughout extensive engineering research, we have explored various ap-
proaches, options, and perspectives, propelling the project forward as we near critical mile-
stones. While it’s undeniable that we encountered setbacks and failures along the way, these
experiences serve as catalysts for deeper research. They allow us to understand why certain
methods may not align with the problem at hand and help us identify alternative avenues for
consideration in the subsequent phases. This chapter lays a robust foundation from which we
embark on the extensive journey of simulating the entire vehicle’s electromagnetic field.
45
General conclusion
In this report, we encountered many challenges through out the journey and we embarked on a
rigorous exploration of EMC/EMI challenges within the Bako B10 electric vehicle. Our journey
began with a solid grounding in the scientific underpinnings of EMC/EMI problems, bolstered
by a thorough understanding of governing standards. We delved into the intricacies of trou-
bleshooting EMC issues, providing a comprehensive overview for future chapters.
The TUV non-conformity report shed light on critical aspects, offering a glimpse into test
outcomes and identifying areas for improvement. We dissected the report, scrutinizing each
section, from Type Approval Relevant Issues to General Comments, extracting invaluable in-
sights.
Moving forward, the EMC testing report took center stage, providing a detailed account of
the tests conducted and their outcomes. While we couldn’t provide the full report for confiden-
tiality reasons, we dissected its essential components, offering a clear overview.
The subsequent chapters illuminated the Bako B10 vehicle’s electrical architecture, dissect-
ing each subsystem and component. We highlighted the charging system, power electronics,
control electronics, and lighting systems, affording a comprehensive understanding.
As we ventured into the EMC testing analysis, it became apparent that certain components
proved susceptible to electromagnetic interference. We meticulously evaluated each failed test,
unraveling the underlying issues.
Our exploration then led us to the critical phase of electromagnetic modeling. We discussed
the significance of models, emphasizing the need for accurate representation through structures
and parameters. The challenges and benefits of both manual modeling and system identification
were expounded upon.
To thoroughly analyze EMC/EMI, we advocated for the establishment of a comprehensive
test bench. This serves as the crucible for replicating tests and scrutinizing the vehicle’s be-
havior under diverse conditions. CST Studio Suite emerged as a powerful tool, enabling full
electromagnetic wave simulations, allowing us to precisely evaluate the vehicle’s EMC perfor-
mance.
This report marks a significant milestone in our journey to address EMC/EMI challenges
in the Bako B10 vehicle. It lays a robust foundation for the extensive journey ahead, setting
the stage for further research, modeling, and simulations. By bridging the gap between theory
and practice, we are poised to elevate the EMC performance of the Bako B10, contributing to
a more robust and reliable electric vehicle.

I must express my profound fascination with the depth of work I invested in this project and
the promising outcomes I unearthed along this journey. From an engineering standpoint, this
internship has been transforming, nurturing my growth and maturation, both intellectually and
as a future mechatronics engineer. I am indebted to all my professors who imparted knowledge
that proved invaluable in this project, stemming from the multitude of courses I have undertaken
during my academic tenure. This juncture does not signify the end; I am resolute in my deter-
mination to see this project through to its completion. It stands as a true engineering challenge,
perfectly aligning with the aspirations and challenges I envision in my budding career.
2
References
[1] European Commission, White paper 2011, Roadmap to a Single European

Transport Area - Towards a competitive and resource
[2] Pliakostathis, K., Zanni, M., Trentadue, G., Scholz, H. (2019). Vehicle
Electromagnetic Emissions: Challenges and Considerations. 2019 International
Symposium on Electromagnetic Compatibility - EMC EUROPE.
[3] Tsakalidis, A. and Thiel, C., Electric vehicles in Europe from 2010 to 2017:
is full-scale commercialisation beginning? An overview of the evolution of
electric vehicles in Europe, EUR 29401 EN, Publications Office of the European
Union, Luxembourg, 2018
[4] C. R. Paul and S. A. Nasar, Introduction to Electromagnetic Fields, 2nd ed.,

McGraw-Hill, New York, 1987.
[5] C. R. Paul, Electromagnetics for Engineers: with Applications to Digital

Systems and Electromagnetic Interference, Wiley, Hoboken, NJ, 2004.

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Ministry of Higher Education and Scientific Research

Electrical Engineering Department

Summer internship report August 2023

Electromagnetic compatibility of the Bako B10

Mohamed Amin MARZOUKI

3rd year mechatronics engineering

Supervised by: Mr. Khaled Habaieb, COO Bako Motors SAS

Academic year 2023-2024

45 Rue des Entrepreneurs Tel: 71.940.699

This summer internship has been extremely enriching in terms of experience

I would like to extend my deepest and most heartfelt thanks to my incred-

1 State of the art 4

2 Report and standards analysis and the B10 architecture 23

2.3 The B10 architecture: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

3 Modelling and perspectives 41

1.1 The basic decomposition of the EMC coupling problem. . . . . . . . . . . . . 7

2.1 Bako B10 architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1.1 Evolution of Bako Motors over 2 years. . . . . . . . . . . . . . . . . . . . . . 17

2.1 EMC testing report: A general overview. . . . . . . . . . . . . . . . . . . . . . 25

EMC: Electromagnetic Compatibility.

EMI: Electromagnetic Interference.

UN R10-06: UN Regulation No.10 Revision 6.

UNECE: United Nations Economic Commission for Europe.

TSBs: Technical Service Bulletins.

POC: Proof of Concept.

TUV: TUV Rheinland.

CISPR: Comité International Spécial des Perturbations Radioélectriques.

DCDC: DC/DC buck converter.

PMSM: Permanent Magnet Synchronous Motor.

In this study, we embark on an in-depth investigation of the troubleshooting process for

State of the art

1.2 Bibliographic synthesis: EMC:

1.2.2 Aspects of EMC:

Figure 1.1: The basic decomposition of the EMC coupling problem.

1.3 Certification organization: TUV:

1.3.1 What is TUV ?:

TÜV, officially known as Technischer Überwachungsverein, is a world-renowned certification

1.3.2 Objectives of TUV:

1.3.3 Collaboration with TUV Italy:

1.3.4 L2e vehicles category:

1.3.5 Certification and EMC testing:

1.4 European EMC standards: UN Reg. No.10 Rev6 and

1.4.1 UN Regulation No.10 Rev6:

Definition and Scope:

UN Regulation No.10 Revision 6 (UN R10-06) is a regulatory framework developed under

Structure and Sections:

1. Scope and Definitions

standards for compliance.

Significance in EMC Analysis:

1.4.2 CISPR 12 and CISPR 25:

Structure and Sections 1. Scope and Definitions

2. Limits and Methods of Measurement

3. Test Set-Up and Conditions

Significance in EMC Analysis

Structure and Sections

2. Limits and Methods of Measurement for Components

3. Immunity Testing for Components

Significance in EMC Analysis

1.5 Introducing the host organization and outlining the project:

1.5.1 Evolution of Bako Motors SAS:

Date Phase of the project Number of employees

Table 1.1: Evolution of Bako Motors over 2 years.

Technical Partners and Testing for Bako Motors: