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Knowledge Center > Application Notes


AUTOMOTIVE PULSE TEST SOLUTION

The technology incorporated in today’s vehicles spans several centuries: from
19th-century combustion engines to 20th century electrical systems and
21st-century electronics. As we continue into the digital age, we begin to
introduce technology into the environment, which can negatively affect
automobile electronics via coupling of radiated RF energy. Now, ever
increasingly, vehicles are becoming more intelligent with integrated AI systems,
and have begun to transition into hybrid or fully electric vehicles. It is
important that these components and systems can operate with their intended
function in the environment in which they will be exposed.

To protect against radiated events, the International Organization for
Standardization (ISO), automobile manufacturers, and others have developed
Electromagnetic Compatibility (EMC) standards to test electronic components and
whole vehicles. Sources of known man-made RF radiation are known to span from
just a few kHz all the way to 30 GHz and beyond.


1.0 RF RADIATED IN THE WORLD

The U.S. Environmental Protection Agency performed several studies in the late
1990s, characterizing various radio signals. The studies examined RF frequency
bands from very-low frequency (VLF) to super-high frequency (SHF), spanning 10
kHz - 30 GHz. They identified sources of RF radiation, ranging from navigational
transmitters, mobile and handheld transmitters to heaters and medical devices
and measured the present RF amplitude.

Figure 1: Summary of Radio Frequency Electric and Magnetic Fields

Mantiply, Edwin D., et al. “Summary of Measured Radiofrequency Electric and
Magnetic Fields (10 kKHz to 30 GHz) in the General Work Environment.” University
of Kansas Information & Telecommunication Technology Center, Wiley-Liss, Inc.,
1997,
http://www.ittc.ku.edu/~callen/energy_harvesting/Mantiply1997BioEpp563-577.pdf.

While it is important to know the interference source, not every EMI source
produces the same risk. As can be seen in Figure 1, the amplitudes and
frequencies vary greatly. Some sources present a greater risk than others, for
example, intentional transmitters used for communication and air traffic control
radar that use pulsed waveforms. By taking advantage of high-intensity RF
radiation, it is possible to communicate over long distances or track air
traffic around airports. The output is quite significant near the aperture, and
nearby vehicles are likely to be affected.


2.0 TEST SPECIFICATIONS

The ISO has developed an international test standard, ISO 11452-1, that
specifies component test methods for electrical disturbances from narrowband
radiated electromagnetic energy. Starting at 800 MHz and extending up to 18 GHz,
ISO 11452-1 requires performed testing with a pulse modulated signal. Field
levels are usually between 25 V/m and 100 V/m, and the pulse wave simulates GSM
communications used by mobile devices.

Other known man-made events occur in the L-band (1 - 2 GHz) and S-band (2 - 4
GHz), originating from Air Traffic Control Radar Pulses, commonly used at or
near airports. While often reserved for externally mounted sensors or
safety-critical components, it may be required to test with field levels as high
as 600 V/m. These high-intensity RF fields have great potential to affect
automobile electronics.

To assess the risk associated with RF radiation, test laboratories must apply
the appropriate amplitude and modulation that will simulate the real-world
environment. Automotive Original Equipment Manufacturers (OEM) have developed
their own test standards frequently used to prove the equipment is immune to RF
radiation threats. While there are similarities between automotive OEM
specifications – often having references back to ISO 11452-1 and ISO 11452-2,
they are not identical.

A typical pulse waveform for automotive testing is pictured in Figure 2. A vital
characteristic of this waveform is the time the signal is in the off state. If
one were to measure the average power of this pulsed waveform over one period,
there would be a significant difference between the power of this signal and a
continuous waveform with the same amplitude set on the generating instrument.
Without considering the correct factors, a severe under test could be at stake.

Figure 2: Pulse Timing Diagram for Automotive Testing


3.0 TEST SOLUTION

To simulate the characteristics in Figure 2, a test equipment setup similar to
that shown in Figure 3 should be utilized. The signal generator is connected to
an RF power amplifier. Connected to the output of the amplifier is a directional
coupler with a peak power sensor and power meter measuring the forward power.
The output of the directional coupler is fed through a bulkhead connector on the
wall of an anechoic chamber and, in turn, connected to a transmit antenna using
high power, low loss, coaxial cable. A field probe is fixed above the tabletop
and connected to a field monitoring device via fiber optic link. All the test
equipment will be connected through a control interface to a control computer.
It is important to note that not all equipment available can perform the test;
there are essential qualities of the selected test equipment required to
accomplish the test according to the specification.

Figure 3: Typical Test Equipment Setup

First, the signal generator shall produce the pulse modulation as shown in
Figure 2, or , the modulation required by the applicable standard. . The test is
invalid without the correct modulation applied, so this should be of primary
concern when selecting the test equipment. Secondly, it is critical to know how
to accurately measure the signal to reproduce it using the substitution method.

The substitution method is accomplished by applying the desired field to a field
probe, measuring the power delivered to the antenna, then applying that power
again with the equipment under test in place of the field probe. Some
specifications require that the initial step of applying the desired field be
performed while the signal is modulated. To accurately measure this signal, a
peak power sensor is recommended to avoid adding duty cycle correction
calculations to the process.

Figure 4: 600 V/m Field Generation – No Ground Plane Figure 5: 600 V/m Field
Generation – With Ground Plane

The field strength that is developed will ultimately be determined by answering
the following two questions: how much power can be delivered to the antenna’s
input and how much gain does the antenna have? However, since this testing is
performed in the near field, answering these questions alone will not guarantee
a specific field strength . Results of real-world testing show the required
power to achieve a 600 V/m field, between 1 GHz and 4.2 GHz, to be between 145
Watts and 622 Watts without a tabletop ground plane and between 158 Watts to 675
Watts with a tabletop ground plane as shown in Figure 4 and Figure 5,
respectively. The antenna used in this testing was specified to have a minimum
gain of 11 dBi .

One final consideration to help maximize the power delivered to the antenna is
to minimize the cable loss. To achieve this, one should use a high power, low
loss, coaxial cable. The length of the coaxial cable should be as short as
possible to minimize the loss in the RF link budget.


CONCLUSION

There are numerous threats to automobile electronics in their operating
environment. One of the most severe threats is generated by air traffic control
radar, which has the potential to expose ordinary vehicles to high-strength
pulsed fields. Over the years, automobile OEM specifications have been developed
by manufacturers to test for the susceptibility of electronics that may be
exposed to these threats. Care must be taken when selecting appropriate test
equipment, to achieve the test in accordance with the specification.



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