T/CSAE 151-2020Electromagnetic compatibility test methods for electric vehicles (English PDF)

5.1 Test site

Low-frequency electromagnetic field emission test, radiation emission test to protect the receiver outside the car, immunity test outside the car, simulating the immunity of the vehicle transmitter the disturbance test and the electromagnetic radiation test to protect the human body must be carried out in a shielded room (ALSE) equipped with absorbing materials.

Note. The electromagnetic radiation test to protect the human body conducted in a shielded room (ALSE) equipped with absorbing materials may not include the rapid acceleration and rapid deceleration mode.

Electrostatic discharge immunity test, electric fast pulse group immunity test and surge immunity test need to be tested on the ground plane.

The electromagnetic radiation test to protect the human body can be carried out in the rapid acceleration and deceleration mode on the outdoor flat and dry road. The outdoor road slope should be at Between -2% and 2%, the magnetic induction intensity in the measurement site environment should be less than 10% of the limit specified in the test plan.

5.2 Test temperature and humidity

Test temperature in the laboratory. (23±5) °C.

Relative humidity in the laboratory. (20%~80%) RH, electrostatic discharge test (20%~60%) RH.

5.3 Equipment

Measuring instruments and equipment should meet the relevant requirements and settings in the reference standards of each test item.

Transmitting tests need to use the receiver for measurement. The receiver can use the fast Fourier transform (FFT) mode, such as the FFT mode Try, the receiver bandwidth setting should be consistent with the step sweep mode.

Note. The residence time setting of FFT mode should consider the working cycle of the electrical and electronic components of the vehicle under test.

5.4 Test vehicle

The test vehicle and its internal electrical components can work normally. The vehicle is required to be kept dry.

If the vehicle needs to carry out the electromagnetic compatibility test in the charging mode, the power battery state of charge (SOC) should be maintained during the whole test process 20% to 80% of the maximum SOC (the power battery may need to be discharged when executing the next frequency band). If the charging current can be adjusted, Then the emission test charging current should be set to at least 80% of its rated value, and the anti-interference test charging current should be set to at least its rated value.

Note. If allowed in the test plan, the emission test charging current can be set to 20% to 80% of the rated current.

5.5 Test plan and report

The detailed test plan should be drawn up and completed at least before the start of the test, which should at least include. test items, environmental requirements, test layout, Frequency range, antenna polarization, antenna position, limit, monitoring method, vehicle working mode, eligibility criteria, test report content, any deviation Special instructions and changes to the standard test.

Note. Some of the above terms may not correspond to all test items.

The test report shall issue a detailed test report in accordance with the requirements of the test plan. In addition to the content contained in the test plan, it should also include.

Test site, test equipment, test photos, and other related information that may affect test evaluation.

6.1 Test method

The test is carried out using the 10 m measuring distance test method.

If there are no other regulations, the method specified in GB 14023 shall be implemented in the full frequency band of 30 MHz~1000 MHz.

6.2 Limits

6.2.1 Limits of average detector

When the average (AV) detector is used for measurement, the limits are shown in Table 1 and Figure 1.

Table 1 Limits of average detector

6.3 Limits of quasi-peak detector

When using a peak (PK) detector/quasi-peak (QP) detector, the limits of the quasi-peak detector are shown in Table 2 and Figure 2.

Note. The measurement result of the peak detector is lower than the quasi-peak limit, which can be directly determined to meet the limit requirements.

Figure 2 Quasi-peak detector limit

6.3.1 Determination of measurement results

If the test result margin is less than 2 dB, the test conditions should be kept unchanged to carry out multiple tests to reduce the impact on the test due to uncertain factors.

The impact.

6.4 Test arrangement

Unless otherwise specified, the test layout refers to GB 14023.

Refer to ECE R10 for the test arrangement of the state of charge of the vehicle.

6.5 Test procedure

6.5.1 General requirements

The vehicle is measured in three different operating modes, and the vehicle operating mode should be specified in the test plan.

6.5.2 Power-on non-operation mode

Turn on the ignition switch to the "ON" state, the power system will not operate.

The vehicle is stationary, and all electrical and electronic systems are in a normal energized state.

All devices that can be opened by the driver or passengers, can be connected continuously, and have devices with internal oscillations greater than 9 kHz or devices with repetitive signals the equipment should be operated in its normal working state.

Use the average detector to measure.

6.5.3 Vehicle operating mode

The drive system is in operation, and all equipment that works for a long time and can produce broadband transmission should be turned on to make it work at the maximum load.

Except for short-term working equipment (such as horns and window regulator motors, etc.).

For vehicles with different driving powers, there are the following special requirements.

a) For a vehicle driven by an electric motor, the vehicle is running at a constant speed of 40 km/h on an unloaded dynamometer or a non-conductive axle frame during the measurement.

If the maximum speed is less than 40 km/h, run at the maximum speed;

b) A vehicle driven by a hybrid power system should run at a constant speed of 40 km/h under the combined action of an electric motor and an internal combustion engine. in case If they cannot be driven together, the vehicles must be individually driven by internal combustion engines (multi-cylinders) at a speed of (1500±150) r/min.

And driven by the electric motor alone at a constant speed of 40 km/h. If the maximum speed is less than 40 km/h, the vehicle will be transported at the maximum speed.

Row.

Use a peak/quasi-peak detector for measurement.

6.5.4 Charging mode (only for vehicles that support plug-in function)

For electric vehicles and plug-in hybrid electric vehicles, the vehicle needs to perform a state-of-charge test.

During the test, all equipment that can be opened by the driver or passengers should be turned off.

Unless the vehicle model supports only one charging mode, the DC charging mode and the AC charging mode should be tested separately.

Note. AC charging connection mode charging mode 2 and charging mode 3 should be tested separately.

Use a peak/quasi-peak detector for measurement.

7.1 Limits

Refer to GB/T 37130 and "Electromagnetic Radiation (EMR) Testing and Evaluation Regulations in Vehicles" for the electromagnetic radiation test limits for human body protection.

7.2 Test arrangement

Refer to GB/T 37130 and "In-vehicle Electromagnetic Radiation (EMR) Test and Evaluation Regulations" for the electromagnetic radiation test arrangement for human body protection.

7.3 Test procedure

Refer to GB/T 37130 and "Electromagnetic Radiation (EMR) Testing and Evaluation Regulations in Vehicles" for the test procedures of low-frequency radiation emission to protect the human body.

8.1 Test method

The radio frequency conducted emission test along the power line of the vehicle in the 150kHz~30MHz frequency band shall be tested in accordance with ECE R10.

When the vehicle can be operated under single-phase and/or three-phase AC power supply conditions, tests should be carried out under all possible power supply conditions.

The on-board charger is directly connected to the public charging equipment, and the measurement port should be the on-board charger port, otherwise the measurement port should be a non-public device.

Application port (such as. control box on the cable).

8.2 Limits

The conducted emission limits of the vehicle charging system are shown in Table 3 and Figure 3.Peak detectors and/or quasi-peak detectors and average detectors should be used Take measurements.

Note. The measurement result of the peak detector is lower than the quasi-peak limit, which can be directly determined to meet the limit requirements.

If the test result margin is less than 2 dB, the test conditions should be kept unchanged to carry out multiple tests to reduce the impact on the test due to uncertain factors.

The impact.

12.4.4 Sleep Mode

There are inductive switches and radio frequency communication vehicles, it is recommended to carry out sleep mode testing.

During the test, all devices that can be turned on continuously by the driver or passengers should be turned off, and the vehicle will enter sleep mode.

12.4.5 Charging status (only applicable to plug-in vehicles)

Unless the vehicle supports only one charging mode, both AC charging (mode 2, mode 3) and DC charging (mode 4) should be tested.

During the test, all devices that can be turned on by the driver or passengers that can be turned on continuously should be turned off.

The test steps are.

a) Arrange the vehicle and related equipment to the test location as required;

b) The vehicle should run in accordance with the requirements of the vehicle state. If the drive system is required to run, the vehicle drive system should run for at least 5 minutes;

c) Run the vehicle and its electronic equipment according to the test plan;

d) Expose the vehicle to the interference level according to the test severity level specified in the test plan;

e) One or more field strength probes can be placed inside or outside the vehicle during the test;

f) The test should be completed according to the frequency, modulation, polarization, vehicle orientation and antenna position specified in the test plan. Any exceptions should be tested Specify in the test plan/test report;

g) If the vehicle is operating abnormally, the sensitivity threshold and frequency point of the test unit should be searched for.

Sufficient audio and video equipment should be used to monitor the performance of the vehicle's functional status during the test.

Adequate network monitoring equipment should be used to monitor the network communication status of the vehicle during the test. Respond to simulations if necessary the signal is monitored to assist in the completion of the function status level determination or problem location.

For short-time functions, the function status should be confirmed before and after the test, or the corresponding parts should be operated by the manipulator to make it work.

Monitor during the test.

13.1 Test method

If there is no special instructions for the immunity test of the simulated vehicle transmitter, the test method refers to GB/T 33012.3.

Note. Commercial vehicles can selectively carry out simulated vehicle-mounted transmitter immunity tests based on actual conditions.

13.2 Test severity level and functional status requirements

The test frequency band, severity level and functional state of the transmitter immunity test of the antenna outside the car and the transmitter immunity test of the antenna inside the car Please refer to Table 11 and Table 12 for state level requirements.

Passenger vehicles can be tested selectively according to vehicle positioning and usage scenarios, and special-purpose vehicles can customize test conditions.

Note 1.The type of transmitter takes into account the customer's use of vehicle-mounted fixed intercom devices, portable intercoms, digital trunking communication systems, mobile phones, and automotive network connection modules Block usage scenarios, frequency bands are mainly based on the working frequency bands of relevant equipment in the Chinese market and the frequency bands used by Chinese telecom operators.

Note 2.The transmitter type considers the use scenarios of portable walkie-talkies, digital trunking communication systems, mobile phones, Bluetooth (BT), and wireless broadband (Wi-Fi).

The frequency band is mainly based on the working frequency band of relevant equipment in the Chinese market and the frequency band used by Chinese telecom operators.

16.1 Test method

The surge immunity test conducted by the vehicle along the power line shall be tested in accordance with the provisions of GB/T 17626.5.

When the test object can work under single-phase and/or three-phase AC power supply conditions, it should be tested separately under all possible power supply conditions.

test.

16.2 Test severity level and functional status requirements

Surge tests on the power, ground, signal and control ports of the relevant parts of the vehicle should be given priority to using the test severity levels specified in Table 17.

And the ports and grades that should be applied should be specified in the plan.

If not specified, only level 1 pulses are applied to the power supply port and the protective ground terminal. Namely. ±2 kV open circuit test voltage between ground and wire Voltage, line-to-line voltage ±1 kV, rise time 1.2 µs, dwell time 50 µs.

The test voltage should be applied step by step. For each of the following angles. 0, 90, 180 and 270 degrees, each surge should be repeated 5 times, and each the interval time is 1 minute or less.

Note. If you consider EV-TEST, it is recommended to set the time interval of each surge test to 10 seconds.

The signal and control ports can be tested according to requirements.

Note. The surge pulse test planned to be applied to the signal line can be performed with reference to GB/T 17626.5.

The on-board charger is directly connected to the public charging equipment, and the measurement port should be the on-board charger port, otherwise the measurement port should be a non-public device.

Application port (such as. control box on the cable).

Table 17 Test severity level and functional status requirements

16.3 Test Arrangement

The vehicle test layout refers to ECE R10.

16.4 Test procedure

Before testing, the generator and coupling/decoupling network should be verified. Performance checks are usually limited to checking whether there is a surge pulse, whether there is There is a surge voltage and/or current.

Complete the test setup as required and adjust the vehicle to the charging mode to perform the severity level in Table 17.

The vehicle should be placed on the ground. Electric surges must be loaded through the CDN to the line-to-line space of each line of the vehicle's AC power line the test arrangement must be indicated in the test report.

When testing equipment with secondary protection, the output voltage of the generator should be increased to just below the breakdown value of the primary protection.

Note 1.If network monitoring is paralyzed due to insufficient anti-interference ability of network monitoring equipment, decoupling can be added between network monitoring equipment and vehicle network interface Device.

Note 2.If the relative humidity is too high to cause condensation of the tested equipment or test equipment, the test should not be carried out.

Appendix A

(Informative appendix) Function importance classification and function level classification A.1 Functional importance classification the functions of components or modules are divided into 3 categories according to their functional importance.

a) Type I.

1) The functions that can directly affect the control of the entire vehicle (such as the engine, transmission, brake, suspension, power steering system, limit Control functions such as speed devices; control the driver's position (including the position of the seat or steering wheel); control the low beam, Wipers and other functions that affect the driver's vision);

2) Functional degradation affects drivers, passengers and other users on the road (for example. airbags, safety restriction systems);

3) Functional degradation will cause chaos to other vehicles on the road (such as turn signals, brake lights, position lights, rear position lights, hazard warning lights).

Warning indicator, warning indicator, signal lamp or display related to class A and class B functions; sound signal function, such as anti-theft alarm, horn, etc.);

4) The degradation of the functions related to the vehicle function bus data will cause the transmission of the data required by category I to be blocked;

5) The function degradation affects the electrical components in the vehicle, causing the vehicle to appear in an unexpected state.

b) Category II.

1) Functional degradation will cause confusion to drivers;

2) The degradation of functions related to vehicle function bus data will cause the transmission of data required by Category II to be blocked.

3) The function of high customer perception.

c) Category III. Functions that are not included in Category I/II to provide convenience for drivers and passengers.

A.2 Function level classification in the case that the function execution of the DUT is disturbed, its function realization degree is divided into the following five levels.

-Level A. During and after the harassment, it can perform all its pre-designed functions normally;

-Level B. During the period of harassment, it can perform all its pre-designed functions, but one or more indicators may exceed the specified deviation If the harassment ceases, all functions will automatically return to normal, and the storage function will always maintain a normal level-Level C. During the period of harassment, one or more of its pre-designed functions cannot be performed, but after the harassment ceases, it will automatically resume normal status;

--D level. During the period of harassment, one or more of its pre-designed functions cannot be performed. After the harassment is stopped, a simple reply Bit operation, return to normal state;

--E level. during and after the harassment, one or more of its pre-designed functions cannot be performed, and the harassment cannot be restored after the cessation of the harassment Normal, it must be repaired or even replaced.