Scribd Logo
Upload

Welcome to Scribd!

  • EMC TST

    Uploaded by

    sinasayedana
    9 views6 pages

    Original Title

    EMC tst

    Copyright

    © © All Rights Reserved

    Available Formats

    PDF or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    Report this Document

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    9 views6 pages

    EMC TST

    Uploaded by

    sinasayedana

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 6
    EMC Test Standards for Automotive Electronic Components By Martin O'Hara, Senior Design Consultant, Telematica Systems Ltd Introduction The electronics content of vehicles has been increasing dramatically, particularly over the last 15 years or so and is predicted to continue into the uext decade, some estimates tthe value of electronics in a medium sized vehicle will represent 30% of the total vehicle cost by 2010, The increase in vehicle electronic components and modules has occurred not only in electronic control units (ECU) for the vehicle itself, but also more recently in mobile communications, information, security and entertainment systems in the vehicle. In light of this growth itis important that the multiple ECU's in a vehicle are compatible electromagnetically and will not interfere with off-board systems (especially roadside equipment). The EMC of vehicles, especially spark ignition engines, has been a consideration globally for much longer than most commercial EMC standards have existed. In Europe the first directive for the suppression of spark-ignition noise ‘was published in 1972 (72/245/EEC). In North America the Society of Automotive Engineers (SAE) have had standards available on EMC since the early 1990"s and the International Standards Organisation (ISO) and CISPR have provided automotive specific EMC standards since 1990. Jn the European Union (EU) there is a specific directive for automotive EMC (EU directive 95/54/EC which amends 72. 245/EEC) that covers the majority of automotive assemblies as wellas the vehicles themselves and is embodied in legislation (several non EU member countries in Furope also adopt this directive under regulation ECE 10.02). There is no similar legislative equivalent in North America (USA and Canada) or the Rest of the World (RoW), hence automotive OEM's have developed their own internal standards that allow them to meet the requirements of all the geographic markets into whieh they sell. Consequently the field of automotive EMC testing may appear complicated having many different standards, some specific to OEM’s, some international (CISPR/ISO), some geographic (SAE in North America) and some legislative requirements (95/54/EC). ‘Automotive! Issue | Applicable | Tests Covered Standard | Date(s) | Geographic Region O5/6EC | 1995 European | Radiated emissions Union and immunity CISPR25 | 2002 Global adiated and conducted emissions 1807637 | 1990-1005 | Global Transient immunity 150 10605 [2001 Global ESD 180 11482 [1990-1095 [Global Radiated immunity ‘SAEJIN13 | Various [North Various (see below) America Table I: International Automotive Stendavds for Component Testing ENC 8 Compliance Jounal September 2003 1 Components or Electronic Sub-Assemblies The term “electronic sub-assembly” (ESA) refers to almost any electrical or electronic device fitted to a vehicle. The definition includes the more obvious sub-systems such as engine management unit (EMU), body control modules (BCM) and heating, ventilation and air-conditioning (HVAC) system: The term ESA also includes what might be otherwise considered as components such as manifold absolute pressure (MAP) sensor, solid-state relays (SSR) and motors. The international automotive EMC standards usually refer to both components aud modules as electronic sub-assemblies and here no difference will be made between them, although most of the discussion will be based on modules rather than single components There are two categories of electrical/electronic equipment fitted fo vehicles: those fitted by the vehicle manufacturer (OEM fit) and after-market equipment (user fitted or professionally installed). In many cases the same companies are supplying the OEM and after-market product and these ‘will be tested to the same EMC standards. Equipment intended as after-marker fit only may not be as well regulated with respect to EMC as OEM fitted and will generally only meet the minimum requirements for the marker. Radiated Emissions Standards The two radiated emissions standards in comn 95/54/EC and CISPR.25, share many common features in their chamber (Absorber Lined Screened Enclosure; ALSE. figure 1) test set-up and the results of each are almost comparable, The “almost” is due to minor and often annoying discrepancies, for example CISPR-25 tests for radiated emissions specifies the ground plane at 0.91 from the chamber floor, 95/S4/EC specifies Im. Itis also possible to do the tests on an Open Area Test Site (OATS) instead of a chamber, but the calibration for OATS is significantly more time consuming and consequently more expensive via a test service, hence the preference for ALSE facilities for these tests, Figure 1: Radlated Emissions measurements from an automotive ESA (satellite navigation display) and harness (photo courtesy of Trafficmaster’3C Test Ltd) ‘The 95/S4/EC standard covers the frequency range 30MH2 to IGHz with fixed test levels for broadband and narrowband emissions (figure 2). The levels are contiguous across the frequency range and are simple pass/fail limits, although as with most EMC test the “absolute” limits are complicated by the standard insetting by 24B on the quoted reference levels. ‘Most people test to the quoted limits directly, itis only when an emission is close to the reference limit that the 2dB inset level is used, and if submitting for type approval the final word is provided by the approval body (the VCA in the case of UK tested products). tis not necessary to test at al the frequencies in the range 20MHz to 1GHz, the direetive allows for the selection of 13 test frequencies across this range (within 13 defined frequency bands), however, as these test frequencies are selected from the largest excursions during a pre-sean, itis usual to sweep the whole frequency range rather than select test po Figure 2: PSA and Ford limit lines extending the test frequency 10 2GHe CISPR-25 covers a wider frequency range (150kHz to 960MHz) and has broadband and narrowband limits (broadband includes peak and quasi-peak detector limits). The test levels ate not continuous across this frequency range, instead being applied only to utilised radio frequency bands (figure 3), In CISPR.25 there are five classes of limi that can be applied, often the customer will specify these, if no specific customer requirements (ie. for the after-market) then the ‘manufacturer often performs the tests and applies whatever limit the ESA passes. | [ae | | lh i Figure 3: CISPR 25 Broadband peak and 95/S4/EC limit lines CISPR-25 includes provision for testing radiated emissions in a TEM cell, The test can be performed up to 17SMHz only and includes seven classes of limit Lines. The levels are equal across all the measurement bands in the TEM cell test for each class limit. This type of testing is typically performed in-house rather than ata test serviee, as the wider frequency range and ability to test o.95/S4/EC at the same time makes the chamber 8 a more appealing test solution for test service providers as well as manufacturers. (OEM specifications are based around the CISPR-25 ebamber set-up (some also allow the TEM test for the lower frequency sange). Most fill i the missing measurement bands, however, there is no consistency between OEM on how this is performed, For example PSA fill in the intermediate measurement bands below 30MEz with the lower limit level fiom the previous band (i.. if class 4 is applied from 150kHz to 300KEz, class 3 limit from this band is applied from 300kHz to 530kH2), above 30MH2z the 95/54/EC limits plus 10dB is used in the gaps Ford applies their own (non-CISPR-25) limit level and only utilise the test set-up of the standard. Most OEM specifications extend the upper frequeney range, going 1 2GHz to cover GSM frequencies at 1.8GHz and 1.9GHz, a few extend further to 2.5GHz and GHz to encompass Bluetooth technologies. Radiated Immunity Standards There are two radiated immunity standards in common use: 95/S4/EC for European legislative purposes and ISO 11452 for most OEM standards, There are common tests besween the two standards and both allow a variety of methods to be employed in the testing. One common test component is the ‘use of amplitude modulation (AM) at 1kHz to a depth of 80% that is used for both test standards discussed here Figure 4: Automotive ESA (EMU) radiated immunity testing in a 150mm stripline (photo courtesy of Motorola) The EU directive 95/54/EC permits testing using both 150mm and 800mm striplines, TEM cell (up to 200MHz), bulk current injection (BCI) and free-field (ALSE). Each test method has

    You might also like