UN R10.06 (Rev.06)

9. Conformity of production

Appendix 1 - ESA in configuration "REESS charging mode coupled to the power grid"

"Mode 1 Charging Mode" means charging mode as defined in IEC 61851-1 sub-clause 6.2.1 where the vehicle is connected directly to AC mains without any communication between the vehicle and the charging station and without any supplementary pilot or auxiliary contacts. In some countries Mode 1 charging may be prohibited or requires special pre-cautions. [#new]

"Mode 2 Charging Mode" means charging mode as defined in IEC 61851-1 sub-clause 6.2.2 where the vehicle is connected to AC mains using a charging harness including an Electric Vehicle Supply Equipment (EVSE) box providing control pilot signalling between the vehicle and the EVSE box and personal protection against electric shock. In some countries, special restrictions have to be applied for mode 2 charging. There is no communication between the vehicle and the AC supply network (mains). [#new]

"Mode 3 Charging Mode" means charging mode as defined in IEC 61851-1 sub-clause 6.2.3 where the vehicle is connected to an EVSE (e.g charging station, wallbox) providing AC power to the vehicle with communication between the vehicle and the charging station (through signal/control lines and/or through wired network lines). [#new]

"Mode 4 Charging Mode" means charging mode as defined in IEC 61851-1 sub-clause 6.2.4 where the vehicle is connected to an EVSE providing DC power to the vehicle (with an off-board charger) with communication between the vehicle and the charging station (through signal/control lines and/or through wired network lines) [#new]

"Signal/control port" means port intended for the interconnection of components of an ESA, or between an ESA and local AE (Ancillary Equipment) and used in accordance with relevant functional specifications (for example for the maximum length of cable connected to it). Examples include RS-232, Universal Serial Bus (USB), High-Definition Multimedia Interface (HDMI), IEEE Standard 1394 ("Fire Wire"). For vehicle in charging mode this includes Control Pilot signal, PLC technology used on Control Pilot signal line, CAN. [#new]

"Wired network port" means port for the connection of voice, data and signaling transfers intended to interconnect widely dispersed systems by direct connection to a single-user or multi-user communication network. Examples of these include CATV, PSTN, ISDN, xDSL, LAN and similar networks. These ports may support screened or unscreened cables and may also carry AC or DC power where this is an integral part of the telecommunication specification. [#new]

"Asymmetric artificial network (AAN)" means network used to measure (or inject) asymmetric (common mode) voltages on unshielded symmetric signal (e.g. telecommunication) lines while rejecting the symmetric (differential mode) signal. This network is inserted in the communication/signal lines of the vehicle in charging mode to provide a specific load impedance and/or a decoupling (e.g. between communication/signal lines and power mains). AAN is also used in this regulation for symmetric lines[#new]

"Artificial mains network (AMN)" means provides a defined impedance to the ESA at radio frequencies, couples the disturbance voltage to the measuring receiver and decouples the test circuit from the supply mains. There are two basic types of AMN, the V-network (V-AMN) that couples the unsymmetrical voltages, and the delta-network that couples the symmetric and the asymmetric voltages separately. The terms line impedance stabilization network (LISN) and V-AMN are used interchangeably. Network inserted in the power mains of the vehicle in charging mode which provides, in a given frequency range, a specified load impedance and which isolates the vehicle from the power mains in that frequency range. [#new]

"Outdoor Test Site (OTS)" measurement site similar to an open area test site as specified in CISPR 16, however a ground plane is not required and there are dimensional changes. [#new]

For vehicles of categories L6, L7, M, N, O, T, R and S, the vehicle manufacturer shall provide a statement of frequency bands, power levels, antenna positions and installation provisions for the installation of radio frequency transmitters (RF-transmitters), even if the vehicle is not equipped with an RF transmitter at time of type approval, and this statement shall be noted in the information document (e.g. under item 63, Annex 2A). This should cover all mobile radio services normally used in vehicles. This information shall be made publicly available following the type approval.

If measurements are made using the method described in Annex 4 using a vehicle-to-antenna spacing of 10.0 ± 0.2 m, the limits shall be 32 dB microvolts/m in the 30 to 75 MHz frequency band and 32 to 43 dB microvolts/m in the 75 to 400 MHz frequency band, this limit increasing logarithmically with frequencies above 75 MHz as shown in Appendix 2 to this Regulation. In the 400 to 1,000 MHz frequency band the limit remains constant at 43 dB microvolts/m.

If measurements are made using the method described in Annex 4 using a vehicle-to-antenna spacing of 3.0 ± 0.05 m, the limits shall be 42 dB microvolts/m in the 30 to 75 MHz frequency band and 42 to 53 dB microvolts/m in the 75 to 400 MHz frequency band, this limit increasing logarithmically with frequencies above 75 MHz as shown in Appendix 3 to this Regulation. In the 400 to 1,000 MHz frequency band the limit remains constant at 53 dB microvolts/m.

If measurements are made using the method described in Annex 5 using a vehicle-to-antenna spacing of 10.0 ± 0.2 m, the limits shall be 28 dB microvolts/m in the 30 to 230 MHz frequency band and 35 dB microvolts/m in the 230 to 1,000 MHz frequency band. [#new]

If measurements are made using the method described in Annex 5 using a vehicle-to-antenna spacing of 3.0 ± 0.05 m, the limits shall be 38 dB microvolts/m in the 30 to 230 MHz frequency band and 45 dB microvolts/m in the 230 to 1,000 MHz frequency band. [#new]

AC Power mains shall be applied to the vehicle / ESA through 50  µH/50Ω AMN(s) as defined in  Appendix 8 clause 4.  [#new]

DC Power mains shall be applied to the vehicle / ESA through 5 µH/50Ω DC-charging-AN(s) as defined in Appendix 8 clause 3 [#new]

High voltage power line shall be applied to the ESA through a 5  µH/50Ω HV-AN(s) as defined in Appendix 8 clause 2. [#new]

If measurements are made using the method described in Annex 4 using a vehicle-to-antenna spacing of 10.0 ± 0.2 m, the limits shall be 32 dB microvolts/m in the 30 to 75 MHz frequency band and 32 to 43 dB microvolts/m in the 75 to 400 MHz frequency band, this limit increasing logarithmically with frequencies above 75 MHz as shown in Appendix 2. In the 400 to 1,000 MHz frequency band the limit remains constant at 43 dB microvolts/m.

If measurements are made using the method described in Annex 4 using a vehicle-to-antenna spacing of 3.0 ± 0.05 m, the limits shall be 42 dB microvolts/m in the 30 to 75 MHz frequency band and 42 to 53 dB microvolts/m in the 75 to 400 MHz frequency band, this limit increasing logarithmically with frequencies above 75 MHz as shown in Appendix 3. In the 400 to 1,000 MHz frequency band the limit remains constant at 53 dB microvolts/m.

Table 4
Maximum allowed harmonics (input current > 16 A and ≤ 75 A per phase) for single phase or other than balanced three-phase equipment

Table 5
Maximum allowed harmonics (input current > 16 A and ≤ 75 A per phase) for balanced three-phase equipment

Table 6
Maximum allowed harmonics (input current > 16 A and ≤ 75 A per phase) for balanced three-phase equipment under specific conditions

If tests are made using the methods described in Annex 15, the immunity test levels, for AC or DC power lines, shall be: ±2 kV test voltage in open circuit, with a rise time (Tr) of 5 ns, and a hold time (Th) of 50 ns and a repetition rate of 5 kHz for at least 1 minute.

(a) For AC power lines: ±2 kV test voltage in open circuit between line and earth and ±1 kV between lines (pulse 1.2 µs / 50 µs), with a rise time (Tr) of 1.2 µs, and a hold time (Th) of 50µs. Each surge shall be applied five times with a maximum delay of 1 minute between each pulse. This has to be applied for the following phases: 0, 90, 180 and 270 ,

(b) For DC power lines: ±0.5 kV test voltage in open circuit between line and earth and ±0.5 kV between lines (pulse 1.2 µs / 50 µs) with a rise time (Tr) of 1.2 µs, and a hold time (Th) of 50µs. Each surge shall be applied five times with a maximum delay of 1 minute.

Table 10
Maximum allowed harmonics (input current ≤ 16 A per phase)

Table 11
Maximum allowed harmonics (input current > 16 A and ≤ 75 A per phase) for single phase or other than balanced three-phase equipment.

Table 12
Maximum allowed harmonics (input current > 16 A and ≤ 75 A per phase) for balanced three-phase equipment.

Table 13
Maximum allowed harmonics (input current > 16 A and ≤ 75 A per phase) for balanced three-phase equipment under specific conditions

If tests are made using the methods described in Annex 21, the immunity test levels, for AC or DC power lines, shall be: ± 2 kV test voltage in open circuit, with a rise time (Tr) of 5 ns, and a hold time (Th) of 50 ns and a repetition rate of 5 kHz for at least 1 minute.

(a) For AC power lines: ±2 kV test voltage in open circuit between line and earth and ±1 kV between lines (pulse 1.2 µs / 50 µs), with a rise time (Tr) of 1.2 µs, and a hold time (Th) of 50 µs. Each surge shall be applied five times with a maximum delay of 1 minute between each pulse. This has to be applied for the following phases: 0, 90, 180 and 270 ,

(b) For DC power lines: ±0.5 kV test voltage in open circuit between line and earth and ±0.5 kV between lines (pulse 1.2 µs / 50 µs) with a rise time (Tr) of 1.2 µs, and a hold time (Th) of 50 µs. Each surge shall be applied five times with a maximum delay of 1 minute.

Notwithstanding paragraph 13.1.2., Contracting Parties applying the UN Regulation shall continue to accept UN type-approvals issued according to the preceding series of amendments to the UN Regulation, for the vehicle type which are not equipped with a coupling system to charge the REESS, or for component or separate technical unit which doesn't include a coupling part to charge the REESS which are not affected by the changes introduced by the 05 series of amendments

Notwithstanding paragraph 13.2.2., Contracting Parties applying the UN Regulation shall continue to accept UN type-approvals issued according to the preceding series of amendments to the UN Regulation, for the vehicle type which are not equipped with a coupling system to charge the REESS, or for component or separate technical unit which doesn't include a coupling part to charge the REESS which are not affected by the changes introduced by the 05 or 06 series of amendments

IEC 61000-3-2 "Electromagnetic Compatibility (EMC) - Part 3-2 - Limits for harmonic current emissions (equipment input current ≤ 16 A per phase)", edition 3.2 - 2005 + A1: 2008 + A2: 2009.

IEC 61000-3-3 "Electromagnetic Compatibility (EMC) - Part 3-3 - Limits - Limitation of voltage changes, voltage fluctuations and flicker in public low-voltage systems for equipment with rated current ≤ 16 A per phase and not subjected to conditional connection", edition 2.0 - 2008.

IEC 61000-3-11 "Electromagnetic Compatibility (EMC) - Part 3-11 - Limits - Limitation of voltage changes, voltage fluctuations and flicker in public low-voltage systems - Equipment with rated current ≤ 75 A per phase and subjected to conditional connection", edition 1.0 - 2000.

IEC 61000-3-12 "Electromagnetic Compatibility (EMC) - Part 3-12 - Limits for harmonic current emissions produced by equipment connected to public low-voltage systems with input current > 16 A and ≤ 75 A per phase", edition 1.0 - 2004.

IEC 61851-1 "Electric vehicle conductive charging system - Part 1: General requirements ", edition 3.0 - 2017.

CISPR 32 "Electromagnetic compatibility of multimedia equipment - Emission requirements", edition 2.0 - 2015. [#new]

Artificial networks (AN)
For an ESA powered by LV, a 5 µH / 50 Ω AN as defined in Figure 1 shall be used.
The AN(s) shall be mounted directly on the ground plane. The grounding connection of the AN(s) shall be bonded to the ground plane.
Measurement ports of AN(s) shall be terminated with a 50 Ω load.
The AN impedance ZPB (tolerance ± 20 %) in the measurement frequency range of 0,1 MHz to 100 MHz is shown in Figure 2. It is measured between the terminals P and B (of Figure 1) with a 50 Ω load on the measurement port with terminals A and B (of Figure 1) short circuited.

Figure 1
Example of 5 mH AN schematic

High Voltage Artificial networks (HV-AN)
For an ESA powered by HV, a 5 µH / 50 Ω HV-AN as defined in Figure 3 shall be used.
The HV-AN(s) shall be mounted directly on the ground plane. The grounding connection of the HV-AN(s) shall be bonded to the ground plane.
Measurement ports of HV-AN(s) shall be terminated with a 50 Ω load.
The HV-AN impedance ZPB (tolerance ± 20 %) in the measurement frequency range of 0,1 MHz to 100 MHz is shown in Figure 2. It is measured between the “Vehicle/ESA HV” and “GND” terminals (of Figure 3) with a 50 Ω load on the measurement port and with the “HV supply” and “GND” terminals short circuited

Figure 3
Example of 5 mH HV AN schematic

Figure 4
Example of 5 mH HV AN combination in a single shielded box

Direct Current charging Artificial Networks (DC-charging-AN)

For a vehicle in charging mode connected to a DC power supply, a 5 µH / 50 Ω DC-charging-AN as defined in Figure 6 shall be used.
Measurement ports of DC-charging-AN(s) shall be terminated with 50 Ω loads.
The DC-charging-AN impedance ZPB (tolerance ± 20 %) in the measurement frequency range of 0,1 MHz to 100 MHz is shown in Figure 7. It is measured between the terminals “Vehicle/ESA HV” and “GND” (of Figure 6) with a 50 Ω load on the measurement port and with terminals “HV Supply” and “GND” (of Figure 6) short circuited.

Figure 6
Example of 5 mH DC-charging-AN schematic

Artificial Mains networks (AMN)

For a vehicle in charging mode connected to an AC power mains, a 50 µH / 50 Ω-AMN as defined in CISPR 16-1-2 clause 4.4 shall be used. Measurement ports of AMN(s) shall be terminated with 50 Ω loads.

Asymmetric artificial network (AAN)

Currently, different technologies for signal/control port lines and/or wired network port lines are used for the communication between charging station and vehicle. Therefore, a distinction between some specific signal/control port lines and/or wired network port lines (for example, control pilot line, CAN lines) is necessary.

Measurement ports of AAN(s) shall be terminated with 50 Ω loads.
AANs that are defined in 5.1., 5.2., 5.3. and 5.4. are used for unshielded signal/control port lines and/or wired network port lines.
If shielded signal/control port lines are used, then shielded AANs defined in CISPR 32:2015 Annex G, Figures G.10 and G.11 should be used.

Signal/Control port with symmetric lines

An asymmetric artificial network (AAN) to be connected between the vehicle and the charging station or any associated equipment (AE) used to simulate communication is defined in CISPR 16-1-2 Annex E clause E.2 (T network circuit) (see example in Figure 8).
The AAN has a common mode impedance of 150 Ω. The impedance Zcat adjusts the symmetry of the cabling and attached periphery typically expressed as longitudinal conversion loss (LCL). The value of LCL should be predetermined by measurements or be defined by the manufacturer of the charging station/charging harness. The selected value for LCL and its origin shall be stated in the test report.
CAN communication is an example of symmetric lines used for vehicle DC charging mode.
If an original charging station can be used for the test, an AAN is not required for CAN communication.
If the CAN communication is emulated and if the presence of the AAN prevents proper CAN communication, then no AAN should be used.

Signal/Control port with PLC (technology) on control pilot

Some communication systems use the control pilot line (versus PE) with a superimposed (high frequency) communication. Typically the technology developed for powerline communication (PLC) is used for that purpose. On one hand the communication lines are operated unsymmetrically, on the other hand two different communication systems operate on the same line. Therefore, a special AAN must be used as defined in Figure 10.
It provides a common mode impedance of 150 Ω ± 20 Ω (150 kHz to 30 MHz) on the control pilot line (assuming a design impedance of the modem of 100 Ω). Both types of communications (control pilot, PLC) are separated by the network. Therefore, typically a communication simulation is used in combination with this network.
The attenuator built by the resistors and the design impedance of the PLC modem makes sure that the signal on the charging harness is dominated by the vehicle’s communication signals rather than the AE PLC modem.
The values of inductance and capacitance in the networks added for PLC on control pilot shown in Figure 10 shall not induce any malfunction of communication between vehicle and AE or charging station. It may therefore be necessary to adapt these values to ensure proper communication.
If PLC communication is emulated and if the presence of the AAN prevents proper PLC communication then no AAN should be used.

Signal/Control port with control pilot

Some communication systems use the control pilot line (versus PE). On one hand the communication lines are operated unsymmetrically, on the other hand two different communication systems operate on the same line. Therefore, a special AAN must be used as defined in Figure 11.
It provides a common mode impedance of 150 Ω ± 20 Ω (150 kHz to 30 MHz) on the control pilot line (between A and B/D).
Therefore, typically a communication simulation is used in combination with this network.
The values of inductance and capacitance in the networks on control pilot shown in Figure 11 shall not induce any malfunction of communication between vehicle and charging station. It may therefore be necessary to adapt these values to ensure proper communication.
If Control pilot communication is emulated and if the presence of the AAN prevents proper Control pilot communication then no AAN should be used.

Annex 1

The above approval mark affixed to a vehicle or ESA shows that the vehicle type concerned has, with regard to electromagnetic compatibility, been approved in the Netherlands (E 4) pursuant to Regulation No. 10 under approval No. 06 2439. The approval number indicates that the approval was granted according to the requirements of Regulation No. 10 as amended by the 06 series of amendments.

The above approval mark affixed to a vehicle or ESA shows that the vehicle type concerned has, with regard to electromagnetic compatibility, been approved in the Netherlands (E 4) pursuant to Regulations Nos. 10 and 33.[1] The approval numbers indicate that, at the date when the respective approvals were given, Regulation No. 10 included the 06 series of amendments and Regulation No. 33 was still in its original form.

Any drawings shall be supplied in appropriate scale and in sufficient detail. If submission is paper based, documents shall be on size A4 or in a folder of A4 format. Electronic submissions may be of any standard size.

Devices for indirect vision in the scope of Regulation No. 46:

A brief description of the electrical/electronic components (if any):

Charging harness delivered with the vehicle: yes/no[1]

If charging harness delivered with the vehicle:

sub-assembly under UN Regulation No. 10

The engine shall be in operation according to CISPR 12.

For vehicle with an electric propulsion motor or hybrid propulsion system, if this is not appropriate (e.g. in case of busses, trucks, two- and three wheel vehicles), transmission shafts, belts or chains may be disconnected to achieve the same operation condition for the propulsion. [#new]

The state of charge (SOC) of the traction battery shall be kept between 20 per cent and 80 per cent of the maximum SOC during the whole frequency range measurement (this may lead to split the measurement into different sub-bands with the need to discharge the vehicle's traction battery before starting the next sub-bands). 

If the current consumption can be adjusted, then the current shall be set to at least 80 per cent of its nominal value for AC charging.
If the current consumption can be adjusted, then the current shall be set to at least 80 per cent of its nominal value for DC charging unless another value is agreed with the type approval authorities.
In case of multiple batteries the average state of charge must be considered.
The vehicle shall be immobilized, the engine(s) (ICE and / or electrical engine) shall be OFF and in charging mode. All other equipment which can be switched ON by the driver or passengers shall be OFF. [#new]

Vehicle in charging mode 1 or mode 2 (AC power charging without communication).

Charging station / Power mains

The power mains socket can be placed anywhere in the test site with the following conditions:
-           The socket(s) shall be placed on the ground plane (ALSE) or floor (OTS);
-           The length of the harness between the power mains socket and the AMN(s) shall be kept as short as possible, but not necessarily aligned with the charging harness;
-           The harness shall be placed as close as possible to the ground plane (ALSE) or floor (OTS).

Artificial network

Power mains shall be applied to the vehicle through 50 µH/50 W artificial networks (AMN(s)) (see appendix 8 clause 4).
The AMN(s) shall be mounted directly on the ground plane (ALSE) or floor (OTS). The case of the AMN(s) shall be bonded to the ground plane (ALSE) or connected to the protective earth (OTS, e.g. an earth rod).
The measuring port of each AMN shall be terminated with a 50 W load.

Power charging harness

The power charging harness shall be placed in a straight line between the AMN(s) and the vehicle charging plug and shall be routed perpendicularly to the vehicle longitudinal axis (see Figure 3d and Figure 3c). The projected harness length from the side of the AMN(s) to the side of the vehicle shall be 0,8 (+0,2 / -0) m as shown in Figure 3d and Figure 3e.
For a longer harness the extraneous length shall be “Z-folded” in a less than 0,5 m width approximately around the middle of the AMN to vehicle distance. If it is impractical to do so because of harness bulk or stiffness, or because the testing is being done at a user’s installation, the disposition of the excess harness shall be precisely noted in the test report.
The charging harness at the vehicle side shall hang vertically at a distance of 100 (+200 / -0) mm from the vehicle body.
The whole harness shall be placed on a non-conductive, low relative permittivity (dielectric-constant) material (er ≤ 1,4), at (100 ± 25) mm above the ground plane (ALSE) or floor (OTS).

Vehicle in charging mode 3 (AC power charging with communication) or mode 4 (DC power charging with communication).

Charging station / Power mains

The charging station may be placed either in the test site or outside the test site.
If the local/private communication between the vehicle and the charging station can be simulated, the charging station may be replaced by a supply from the AC power mains network.
In both cases power mains and communication or signal lines socket(s) shall be placed in the test site with the following conditions:
-    The socket(s) shall be placed on the ground plane (ALSE) or floor (OTS);
-   The length of the harness between the power mains / local/private communication socket and the AMN(s) / DC-charging-AN(s) / AAN(s) shall be kept as short as possible, but not necessarily aligned with the charging harness; 
-    The harness between the power mains / local/private communication socket and the AMN(s) / DC-charging-AN(s) / AAN(s) shall be placed as close as possible of the ground plane (ALSE) or floor (OTS).

If the charging station is placed inside the test site, then the harness between the charging station and the power mains / local/private communication socket shall satisfy the following conditions:
-   The harness at charging station side shall hang vertically down to the ground plane (ALSE) or floor (OTS);
-   The extraneous length shall be placed as close as possible to the ground plane (ALSE) or floor (OTS) and “Z-folded” if necessary. If it is impractical to do so because of cable bulk or stiffness, or because the testing is being done at a user installation, the disposition of the excess cable shall be precisely noted in the test report.

The charging station should be placed outside of the 3 dB beamwidth of the receiving antenna. If this is not technically feasible, the charging station can be placed behind a panel of absorbers but not between the antenna and the vehicle.

Artificial network

AC power mains shall be applied to the vehicle through 50 µH/50 Ω AMN(s) (see Appendix 8, clause 4).
DC power mains shall be applied to the vehicle through 5 µH/50 Ω High Voltage Artificial Networks (DC-charging-AN(s)) (see Appendix 8, clause 3).
The AMN(s) / DC-charging-AN(s) shall be mounted directly on the ground plane (ALSE) or floor (OTS). The cases of the AMN(s) / DC-charging-AN(s) shall be bonded to the ground plane (ALSE) or connected to the protective earth (OTS, e.g. an earth rod).
The measuring port of each AMN / DC-charging-AN shall be terminated with a 50 Ω load.

Asymmetric artificial network

Local/private communication lines connected to signal/control ports and lines connected to wired network ports shall be applied to the vehicle through AAN(s).

The various AAN(s) to be used are defined in Appendix 8, clause 5:
-    Clause 5.1 for signal/control port with symmetric lines;
-    Clause 5.2 for wired network port with PLC on power lines;
-    Clause 5.3 for signal/control port with PLC (technology) on control pilot; and
-    Clause 5.4 for signal/control port with control pilot.

The AAN(s) shall be mounted directly on the ground plane. The case of the AAN(s) shall be bonded to the ground plane (ALSE) or connected to the protective earth (OTS, e.g. an earth rod).

The measuring port of each AAN shall be terminated with a 50 Ω load.

If a charging station is used, AAN(s) are not required for the signal/control ports and/or for the wired network ports. The local/private communication lines between the vehicle and the charging station shall be connected to the associated equipment on the charging station side to work as designed. If communication is emulated and if the presence of the AAN prevents proper communication then no AAN should be used

Power charging / local/private communication harness
 
The power charging local/private communication harness shall be laid out in a straight line between the AMN(s) / DC-charging-AN(s) / AAN(s) and the vehicle charging socket and shall be routed perpendicularly to the vehicle’s longitudinal axis (see Figure 3f and Figure 3g). The projected harness length from the side of the AMN(s) to the side of the vehicle shall be 0,8 (+0,2 / -0) m.

For a longer harness the extraneous length shall be “Z-folded” in less than 0,5 m width. If it is impractical to do so because of harness bulk or stiffness, or because the testing is being done at a user installation, the disposition of the excess harness shall be precisely noted in the test report.

The power charging local/private communication harness at vehicle side shall hang vertically at a distance of 100 (+200 / -0) mm from the vehicle body.

The whole harness shall be placed on a non-conductive, low relative permittivity (dielectric-constant) material (εr ≤ 1,4), at (100 ± 25) mm above the ground plane (ALSE) or floor (OTS).

Absorber lined shielded enclosures (ALSE) and outdoor test site (OTS) may be used. An ALSE has the advantage of all all-weather testing, a controlled environment and improved repeatability because of the stable chamber electrical characteristics. [#new]

The limits apply throughout the frequency range 30 to 1,000 MHz for measurements performed in chamber an absorber lined shielded enclosure (ALSE) or an outdoor test site (OTS).

Measurements can be performed with either quasi-peak or peak detectors. The limits given in paragraphs 6.2. and 7.2. of this Regulation are for quasi-peak detectors. If peak detectors are used a correction factor of 20 dB as defined in CISPR 12 shall be applied.

Table 1
Spectrum analyser parameters

Note: If a spectrum analyser is used for peak measurements, the video bandwidth shall be at least three times the resolution bandwidth (RBW). 

Table 2
Scanning receiver parameters

^a  For purely broadband disturbances, the maximum frequency step size may be increased up to a value not greater than the bandwidth value. 

Antenna position

Measurements shall be made on the left and right sides of the vehicle.

The horizontal distance is from the reference point of the antenna to the nearest part of the vehicle body.

Multiple antenna positions may be required (both for 10 m and 3 m antenna distance) depending on the vehicle length. The same positions shall be used for both horizontal and vertical polarization measurements. The number of antenna positions and the position of the antenna with respect to the vehicle shall be documented in the test report.

- If the length of the vehicle is smaller than the 3 dB beamwidth of the antenna, only one antenna position is necessary. The antenna shall be aligned with the middle of the total vehicle (see Figure 4);

- If the length of the vehicle is greater than the 3 dB beamwidth of the antenna, multiple antenna positions are necessary in order to cover the total length of the vehicle (see Figure 5). The number of antenna positions shall allow to meet the following condition:

With:

N: Number of antenna positions;

D: Measurement distance (3 m or 10 m);

2×β: 3 dB antenna beamwidth angle in the plane parallel to ground (i.e. the E-plane beamwidth angle when the antenna is used in horizontal polarization, and the H-plane beamwidth angle when the antenna is used in vertical polarization);

L: Total vehicle length;

Depending of the chosen values of N (number of antenna positions) different set-up shall be used:

if N=1 (only one antenna position is necessary) and the antenna shall be aligned with the middle of the total vehicle length (see Figure 4).

if N>1 (more than one antenna position is necessary) and multiple antenna positions are necessary in order to cover the total length of the vehicle (see Figure 5). The antenna positions shall be symmetric in regard to the vehicle perpendicular axis.

Annex 4 - Appendix 1

Figure 1
Clear horizontal surface free of electromagnetic reflection delimitation of the surface defined by an ellipse

Figure 2
Position of antenna in relation to the vehicle:

Figure 2a
Dipole antenna in position to measure the vertical radiation components

Figure 2b
Dipole antenna in position to measure the horizontal radiation components

Figure 3
Vehicle in configuration "REESS charging mode" coupled to the power grid:

Example of test set-up for vehicle with plug located on vehicle side (AC powered without communication)

Figure 3a

Figure 3b

Legend:

1:   Vehicle under test.
2:   Insulating support.
3:   Charging harness (including EVSE for charging mode 2).
4:   AMN(s) or DC-charging-AN(s) grounded.
5:   Power mains socket.

Example of test setup for vehicle with socket located front / rear of vehicle (charging mode 1 or 2, AC powered, without communication).

Figure 3c

Figure 3d

Legend:
1:    Vehicle under test.
2:    Insulating support.
3:    Charging harness (including EVSE for charging mode 2).
4:    AMN(s) or DC-charging-AN(s) grounded.
5:    Power mains socket.

Example of test setup for vehicle with socket located on vehicle side (charging mode 3 or mode 4, with communication)

Figure 3e

Figure 3f

Legend:
1:    Vehicle under test.
2:    Insulating support.
3:    Charging harness with local/private communication lines.
4:    AMN(s) or DC-charging-AN(s) grounded.
5:    Power mains socket.
6:    AAN(s) grounded (optional).
7:    Charging station.

Example of test setup for vehicle with socket located front / rear of vehicle (charging mode 3 or mode 4, with communication) 

Figure 3g

Figure 3h

Legend:
1:    Vehicle under test.
2:    Insulating support.
3:    Charging harness with local/private communication lines.
4:    AMN(s) or DC-charging-AN(s) grounded.
5:    Power mains socket.
6:    AAN(s) grounded (optional).
7:    Charging station.

Antenna position

Figure 4
Antenna position for N = 1 (one antenna position to be used) – Horizontal polarization shown

Legend 
1:    Vehicle under test.
2:    Antenna

Figure 5
Antenna positions for N = 2 (multiple antenna positions to be used) – Horizontal polarization shown

Key 
1:    Vehicle under test.
2:    Antenna (two position)

Measuring location

Absorber lined shielded enclosures (ALSE) and outdoor test site (OTS) may be used. An ALSE has the advantage of all all-weather testing, a controlled environment and improved repeatability because of the stable chamber electrical characteristics. 

Test requirements

The limits apply throughout the frequency range 30 to 1,000 MHz for measurements performed in an absorber lined shielded enclosure (ALSE) or an outdoor test site (OTS).

Measurements shall be performed with an average detector.

The measurements shall be performed with a spectrum analyser or a scanning receiver. The parameters to be used are defined in Table 1 and Table 2.

Table 1
Spectrum analyser parameters

Note: If a spectrum analyser is used for peak measurements, the video bandwidth shall be at least three times the resolution bandwidth (RBW). 

Table 2
Scanning receiver parameters

Measurements

Readings

Antenna position

Measurements shall be made on the left and right sides of the vehicle.

The horizontal distance is from the reference point of the antenna to the nearest part of the vehicle body.

Multiple antenna positions may be required (both for 10 m and 3 m antenna distance) depending on the vehicle length. The same positions shall be used for both horizontal and vertical polarization measurements. The number of antenna positions and the position of the antenna with respect to the vehicle shall be documented in the test report.

- if the length of the vehicle is smaller than the 3 dB beamwidth of the antenna, only one antenna position is necessary. The antenna shall be aligned with the middle of the total vehicle (see Figure 1)

- If the length of the vehicle is greater than the 3 dB beamwidth of the antenna, multiple antenna positions are necessary in order to cover the total length of the vehicle (see Figure 2). The number of antenna positions shall allow to meet the following condition :

With:
N: number of antenna positions.
D: measurement distance (3 m or 10 m).
2×β: 3 dB antenna beamwidth angle in the plane parallel to ground (i.e. the E-plane beamwidth angle when the antenna is used in horizontal polarization, and the H-plane beamwidth angle when the antenna is used in vertical polarization).
L: total vehicle length.

Depending of the chosen values of N (number of antenna positions) different set-up shall be used:
if N=1 (only one antenna position is necessary) and the antenna shall be aligned with the middle of the total vehicle length (see Figure 1).
if N>1 (more than one antenna position is necessary) and multiple antenna positions are necessary in order to cover the total length of the vehicle (see Figure 2). The antenna positions shall be symmetric in regard to the vehicle perpendicular axis.

Annex 5 - Appendix 1

Antenna position

Figure 1
Antenna position for N = 1 (one antenna position to be used) – 
Horizontal polarization shown

Legend:
1:    Vehicle under test
2:    Antenna

Figure 2
Antenna positions for N = 2 (multiple antenna positions to be used) – 
Horizontal polarization shown

Legend:
1:    Vehicle under test
2:    Antenna (two positions)

Annex 6

If there are vehicle electrical/electronic systems which form an integral part of the immunity related functions, which will not operate under the conditions described in paragraph 2.1., it will be permissible for the manufacturer to provide a report or additional evidence to the Technical Service that the vehicle electrical/electronic system meets the requirements of this Regulation. Such evidence shall be retained in the type approval documentation.

The vehicle shall be immobilized, the engine(s) (ICE and / or electrical engine) shall be OFF and in charging mode.

All other equipment which can be switched ON by the driver or passengers shall be OFF.

Vehicle in charging mode 1 or mode 2 (AC power charging without communication)

Charging station / Power mains
The power mains socket can be placed anywhere in the test site with the following conditions:

• The socket(s) shall be placed on the ground plane (ALSE) or floor (OTS);
• The length of the harness between the power mains socket and the AMN(s) shall be kept as short as possible, but not necessarily aligned with the charging harness;
• The harness shall be placed as close as possible to the ground plane (ALSE) or floor (OTS).

Artificial network

Power mains shall be applied to the vehicle through 50 µH/50 W artificial networks (AMN(s)) (see appendix 8 clause 4).

The AMN(s) shall be mounted directly on the ground plane (ALSE) or floor (OTS). The case of the AMN(s) shall be bonded to the ground plane (ALSE) or connected to the protective earth (OTS, e.g. an earth rod).

The measuring port of each AMN shall be terminated with a 50 W load.

Power charging harness
The power charging harness shall be placed in a straight line between the AMN(s) and the vehicle charging plug and shall be routed perpendicularly to the vehicle longitudinal axis (see Figure 3d and Figure 3e). The projected harness length from the side of the AMN(s) to the side of the vehicle shall be 0,8 (+0,2 / -0) m as shown in Figure 3d and Figure 3e.
For a longer harness the extraneous length shall be “Z-folded” in a less than 0,5 m width approximately around the middle of the AMN to vehicle distance. If it is impractical to do so because of harness bulk or stiffness, or because the testing is being done at a user’s installation, the disposition of the excess harness shall be precisely noted in the test report.
The charging harness at the vehicle side shall hang vertically at a distance of 100 (+200 /  0) mm from the vehicle body.
The whole harness shall be placed on a non-conductive, low relative permittivity (dielectric-constant) material (er ≤ 1,4), at (100 ± 25) mm above the ground plane (ALSE) or floor (OTS).

Vehicle in charging mode 3 (AC power charging with communication) or mode 4 (DC power charging with communication)

Charging station / Power mains

The charging station may be placed either in the test site or outside the test site.
If the local/private communication between the vehicle and the charging station can be simulated, the charging station may be replaced by a supply from the AC power mains network.
In both cases power mains and communication or signal lines socket(s) shall be placed in the test site with the following conditions:
-    The socket(s) shall be placed on the ground plane (ALSE) or floor (OTS);
-   The length of the harness between the power mains / local/private communication socket and the AMN(s) / DC-charging-AN(s) / AAN(s) shall be kept as short as possible, but not necessarily aligned with the charging harness;
-    The harness between the power mains / local/private communication socket and the AMN(s) / DC-charging-AN(s) / AAN(s) shall be placed as close as possible of the ground plane (ALSE) or floor (OTS).
If the charging station is placed inside the test site then the harness between the charging station and the power mains / local/private communication socket shall satisfy the following conditions:
-    The harness at charging station side shall hang vertically down to the ground plane (ALSE) or floor (OTS);
-   The extraneous length shall be placed as close as possible to the ground plane (ALSE) or floor (OTS) and “Z-folded” if necessary. If it is impractical to do so because of cable bulk or stiffness, or because the testing is being done at a user installation, the disposition of the excess cable shall be precisely noted in the test report;

The charging station should be placed outside the beamwidth of the receiving antenna.

Asymmetric artificial network
Local/private communication lines connected to signal/control ports and lines connected to wired network ports shall be applied to the vehicle through AAN(s).
The various AAN(s) to be used are defined in Appendix 8, clause 5:
-    Clause 5.1. for signal/control port with symmetric lines;
-    Clause 5.2. for wired network port with PLC on power lines;
-    Clause 5.3. for signal/control port with PLC (technology) on control pilot; and
-    Clause 5.4. for signal/control port with control pilot.
The AAN(s) shall be mounted directly on the ground plane. The case of the AAN(s) shall be bonded to the ground plane (ALSE) or connected to the protective earth (OTS, e.g. an earth rod).
The measuring port of each AAN shall be terminated with a 50 W load.
If a charging station is used, AAN(s) are not required for the signal/control ports and/or for the wired network ports. The local/private communication lines between the vehicle and the charging station shall be connected to the associated equipment on the charging station side to work as designed. If communication is emulated and if the presence of the AAN prevents proper communication then no AAN should be used

Power charging / local/private communication harness 
The power charging local/private communication harness shall be laid out in a straight line between the AMN(s) / DC-charging-AN(s) / AAN(s) and the vehicle charging socket and shall be routed perpendicularly to the vehicle’s longitudinal axis (see Figure 3f and Figure 3g). The projected harness length from the side of the AMN(s) to the side of the vehicle shall be 0,8 
(+0,2 / - 0) m.
For a longer harness the extraneous length shall be “Z-folded” in less than 0,5 m width. If it is impractical to do so because of harness bulk or stiffness, or because the testing is being done at a user installation, the disposition of the excess harness shall be precisely noted in the test report.
The power charging local/private communication harness at vehicle side shall hang vertically at a distance of 100 (+200 /  0) mm from the vehicle body.
The whole harness shall be placed on a non-conductive, low relative permittivity (dielectric-constant) material (er ≤ 1,4), at (100 ± 25) mm above the ground plane (ALSE) or floor (OTS).

For categories M, N, O, T, R and S vehicles according to ISO 11451-2.

On the vehicle's centre line (plane of longitudinal symmetry).

At a height of 1.0 ± 0.05 m above the plane on which the vehicle rests or 2.0 ± 0.05 m if the minimum height of the roof of any vehicle in the model range exceeds 3.0 m,

Either at 1.0 ± 0.2 m behind the vertical centreline of the vehicle's front wheel (point C in Figure 1 of Appendix 1 to this annex) in the case of three-wheeled vehicles,

Or at 0.2 ± 0.2 m behind the vertical centreline of the vehicle's front wheel (point D in Figure 2 of Appendix 1 to this annex) in the case of two-wheeled vehicles.

Calibration

For TLS one field probe at the vehicle reference point shall be used.

For antennas four field probes at the vehicle reference line shall be used.

Test phase
   The vehicle shall be positioned with the centre line of the vehicle on the vehicle reference point or line. The vehicle shall normally face a fixed antenna. However, where electronic control units with immunity related functions and the associated wiring harness are predominantly in the rear half of the vehicle, the test should normally be carried out with the vehicle facing away from the antenna and positioned as if it had been horizontally rotated 180° around its centre point, i.e. such that the distance from the antenna to the nearest part of the outer body of the vehicle remains the same. In the case of long vehicles (i.e. excluding vehicles of categories L, M1 and N1), which have electronic control units with immunity related functions and associated wiring harness predominantly towards the middle of the vehicle, a reference point may be established based on either the right side surface or the left side surface of the vehicle. This reference point shall be at the midpoint of the vehicle's length or at one point along the side of the vehicle chosen by the manufacturer in conjunction with the Type Approval Authority after considering the distribution of electronic systems and the layout of any wiring harness.
    Such testing may only take place if the physical construction of the chamber permits. The antenna location shall be noted in the test report.