Analysis of the difference between the old and new regulations of E-mark Certification on vehicle EMC requirements_Century Wisdom (Suzhou) Testing Technology Co., Ltd

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Analysis of the difference between the old and new regulations of E-mark Certification on vehicle EMC requirements

Release time:

2016-10-13 00:00

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ECE R10 and 97/24/EC are EMC requirements in the new and old regulations of E-mark certification. In this paper, the differences between the two are analyzed and introduced in detail, including the configuration mode of the tested samples, the new items and the differences of the original items.

Key words: REESS grid-connected charging mode

1. Introduction

Since January 1, 2016, Regulation No. 168/2013 issued by the European Parliament and the Council of the European Union in 2013 - Type Certification and Market Regulation for two-wheeled or three-wheeled and four-wheeled vehicles has been officially implemented. The new regulation applies to electromagnetic compatibility (EMC) of all L1e~L7e vehicles (two-wheeled, three-wheeled and four-wheeled). In Regulation No. 44/2014 (supplementary provisions of Regulation No. 168/2013 on the construction of Class L vehicles and general certification requirements), It is clearly stated that the ECE R10 EMC regulation shall be mandatory and supersede Chapter 8 of Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on electromagnetic compatibility for two - or three-wheeled motorcycles.

Compared with 97/24/EC, ECE R10 has changed a lot in terms of content, not only with the addition of a number of experimental items, but also with some changes in the original experimental items. In this paper, the differences of electromagnetic compatibility requirements in the new and old regulations are analyzed in detail.

2. Configuration mode of EUT

One of the most significant changes in ECE R10 is the configuration pattern of EUTs during trials, which can be divided into the following two categories.

One is other than REESS charging mode coupled to the power grid. REESS grid-connected charging mode, a new mode of EUT added to ECE R10, refers to the normal charging mode of the whole car, the reess energy storage system. The term "REESS" refers to a rechargeable energy storage system that provides electricity for the vehicle's electric propulsion. It is clearly required in the specification that the charging state (SOC) should be maintained at 20% to 80% of the maximum SOC during the whole test. This may lead to testing in different sub-bands, as the battery needs to be discharged to match the charging state of the sample in the next sub-band.

the second is REESS charging mode coupled to the power grid. Non-reess grid-connected charging mode, as the name implies, refers to other modes except REESS grid-connected charging mode, including motor running state, power-up state and motor not running state, etc., which is basically consistent with 97/24/EC.

3. Add new test items

Another important change in ECE R10 is the addition of a number of trial projects. Table 1 lists the corresponding situation of test items in the new and old regulations. For comparison, the EUT configuration mode of 97/24/EC test project in Table 1 is all shown as non-reess grid-connected charging mode (both contents are consistent).

　　Table 1 Comparison of test items

　 As can be seen from Table 1, ECE R10 adds 5 test items, such as harmonic current generated at the AC end of the vehicle, and the configuration of EUT in these 5 items is the REESS grid-connected charging mode newly added in the regulations, that is, the test items on the power port (AC or DC) under the state of sample charging. Therefore, there are strict requirements for the layout of charging cables: One end of the charging cable is connected to the EUT, and the other end is connected to the power supply through relevant testing equipment. The cable is placed on the insulated support 100±25mm above the reference ground plane and at least 100mm away from the body. When the cable grows to a certain length (10m for harmonic current and voltage changes, voltage fluctuation and scintillation test, and the rest is 1m), Folding should be done in a Z shape with a maximum width of 0.5m. FIG. 1 shows the electrical fast transient pulse group test layout of AC and DC terminals of the vehicle.

　　FIG. 1 Electric fast transient pulse group test layout of AC and DC terminals of the vehicle

　　3.1 Harmonic current generated at AC end of the vehicle

　　This test project is to test the harmonic current generated by the vehicle through the AC power line in REESS grid-connected charging mode. When the input current of each phase during charging is less than or equal to 16A, the test is carried out according to the Class A equipment of IEC 61000-3-2. If the input current of each phase during charging is greater than 16A and less than or equal to 75A, the test shall be carried out according to IEC 61000-3-12. Among them, the test observation period shall be set in accordance with the quasi-steady state device type listed in Table 4 of IEC 61000-3-2, and the test shall cover the odd and even harmonic currents within 40 times.

　　3.2 Voltage change, voltage fluctuation and flicker of AC terminal of the vehicle

　　This test project is to test the voltage change, voltage fluctuation and flicker generated by the vehicle through the AC power line in REESS grid-connected charging mode. When the input current of each phase is less than or equal to 16A and unconditional access, the test is carried out according to IEC 61000-3-3. If the input current of each phase during charging is greater than 16A but less than 75A and is connected unconditionally, the test shall be carried out according to IEC 61000-3-11. The test parameters include short-term scintillation value Pst, long-term scintillation value Plt and relative voltage change (dc,dt,dmax).

　　3.3 RF conduction disturbance at AC/DC end of the vehicle

　　This test project is to test the radio-frequency conduction disturbance generated by AC or DC power line in REESS grid-connected charging mode. The test is carried out according to the floor type equipment in CISPR16-2-1. The test is carried out by a spectrum analyzer or scanning receiver, and must be measured using an average geophone and a quasi-peak/peak geophone (if a peak geophone is used, a correction factor of 20dB should be adopted, i.e. a rise of 20dB in the quasi-peak limit as the peak limit).

　　3.4 Electric fast transient pulse group & Surge (impact) immunity in AC and DC of the vehicle

　　These two tests are used to verify the immunity of the vehicle electronic system. Electrical fast transient impulse group immunity is in accordance with IEC 61000-4-4 method, surge (impact) immunity test is in accordance with IEC 61000-4-5 method, through coupling decoupling network (CDN), to apply the corresponding interference signal to the AC/ DC power line of the vehicle, and monitor the state of the vehicle.

　　The applied electrical fast transient pulse group signal is as follows: the test voltage is ±2kV(rise time is 5ns, hold time is 50ns), the repetition rate is 5kHz, and at least 1min is applied. The applied surge signal is as follows: for AC terminal, the test voltage is line to ground ±2kV, line to line ±1kV, the rise time is 1.2μs, the hold time is 50μs, and the phase positive and negative polarity is applied 5 times at 0°, 90°, 180°, 270° with a maximum 1min interval between pulses.

　　During both test periods, the vehicle was operating in REESS grid-connected charging mode, the motor was not running, and all other devices that could be turned on for a long time by the driver or passenger should be turned off. If no performance degradation occurs during the test as shown in Table 2, the vehicle is considered to meet the relevant immunity requirements.

　　Table 2 Decline in immunity test performance -- REESS grid-connected charging mode

　　It can also be seen from Table 1 that ECE R10 and 97/24/EC both contain three tests of vehicle wideband electromagnetic radiation emission. However, there are also many differences between the two, such as vehicle broadband electromagnetic radiation emission and vehicle electromagnetic radiation immunity test, non-Reess grid-connected charging mode and REESS grid-connected charging mode should be tested.　　

4. Changes to the original project

　　In the non-reess grid-connected charging mode, the operating state and test layout of EUT in the above three tests are consistent with 97/24/EC, so this paper will not describe in detail. In the REESS grid-connected charging mode, there are more charging cable layout than in the non-Reess grid-connected charging mode. This part can be referred to the charging cable layout in the aforementioned new project, except that one end of the charging cable is connected to the power supply through the manual network (a measurement port connected to the manual network with a 50Ω load), rather than the test equipment.

　　4.1 Vehicle broadband electromagnetic radiation emission

　　In addition to the EUT configuration mode, the geophone used by the two is also different. 97/24 / EC must use the quasi-peak geophone, while ECE R10 can use the quasi-peak geophone or peak geophone. If the peak geophone is used, the correction factor of 20dB should be adopted, that is, the quasi-peak value should be increased by 20dB as the peak value.

　　In addition, the two methods of selecting typical test frequency points are different. In 97/24 / EC, a fixed 11 typical test frequency points are selected, while in ECE R10, it is divided into 14 sub-bands. In each sub-band, frequency points corresponding to the maximum emission value are selected as typical test frequency points, as shown in Table 3.

　　4.2 Narrowband electromagnetic radiation emission of the vehicle

　　Similar to the vehicle wideband electromagnetic radiation emission test, typical test frequency points are selected in different ways. 97/24 / EC is divided into 11 sub-bands, while ECE R10 is divided into 14 sub-bands. In each sub-band, frequency points corresponding to the maximum emission value are selected as typical test frequency points, as shown in Table 4.

　　Table 3 Frequency points of vehicle broadband electromagnetic radiation emission test

Table 4 Frequency points of vehicle narrow-band electromagnetic radiation emission test

　　In addition to the EUT configuration mode, the two EUT operating states are also different in the non-Reess grid-connected charging mode. In 97/24/EC, the EUT shall operate at a steady speed agreed upon by the testing authority and the manufacturer; In ECE R10, EUT requires a steady speed of 50km/h (25km/ h for class L1 and L2 vehicles).

4.3 Vehicle electromagnetic radiation immunity

　　The second difference is the test frequency range and modulation mode. In 97/24/EC, the test frequency range is 20MHz~1000MHz, and 12 typical test frequency points are given: 27, 45, 65, 90, 150, 180, 220, 300, 450, 600, 750, 900MHz±10%, that is, the test is mainly aimed at the above typical frequency points. In ECE R10, the test frequency range is 20MHz~2000MHz, and the test is aimed at the whole frequency range, with the frequency step given by ISO 11451-1 as the interval. The differences in modulation modes are shown in Table 5.

　　Table 5 Vehicle electromagnetic radiation immunity test - modulation mode

The third difference is the criteria. The criteria for determination in 97/24 / EC are as follows: The vehicle is deemed to meet the necessary immunity requirements if, during the required tests, there is no abnormal change in the speed of the driving wheels of the vehicle, there is no indication of abnormal operation of the control which may mislead other road users, and there is no other obvious phenomenon which may lead to abnormal operation of the vehicle directly under control. In contrast, ECE R10's criteria are more detailed, providing specific failure phenomena for different components, as shown in Table 6, and for REESS grid-connected charging modes, as shown in Table 2.

Table 6 Judgment criteria for electromagnetic radiation immunity of the vehicle -- ECE R10(Non-Reess grid-connected charging mode)

The most significant change between ECE R10 and 97/24/EC is the new EUT configuration mode in ECE R10 -- REESS grid-connected charging mode. Thus, five new test items for power port such as harmonic current generated by AC end of the vehicle are added, and the original test items such as broadband electromagnetic radiation emission of the vehicle should also be tested under different EUT configuration modes. All in all, ECE R10 has a large scale change in content compared to 97/24/EC, with two to three times as many test items, more rigorous requirements, and many detailed changes.

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