Main Changes in new EU Automotive EMC Directive compared to 95/54/EC


Major changes


1. Acceptance of CE marking instead of type approval to the automotive Directive for electric or electronic sub-assemblies (ESA) that are fitted in the aftermarket and that do not perform any "immunity related" functions (see 4 below for definition of immunity related functions. The manufacturer must obtain a certificate from an automotive technical service to certify that the product is indeed not immunity related. The CE marking can be one authorised under 89/336/EEC (General EMC Directive) or 1999/5/EC (Radio & Telecommunications Terminal Equipment, RTTE) but must contain a statement (which may be self-certified) that the ESA complies with the requirements in the Directive. The power level and frequency band of RTTE equipment must be made clear so as to ensure safe installation in accordance with paragraph 2 below. 


2. To ensure safe installation of radio and telecommunications transmitters in vehicles, the vehicle manufacturers must specify (in publicly available documentation, preferably a website) the information necessary to facilitate fitment of radio transmitters in the aftermarket. This should cover all mobile radio frequency bands that are normally used in vehicles, and should specify for each frequency band the maximum power level of transmitter that is permitted and the recommended antenna locations. For certain special vehicles, for example convertibles, the manufacturer may refuse to authorise certain types of transmitter.


Extra or expanded tests


3. An extension of the frequency range for immunity testing (now 20MHz to 2000 MHz). This expanded range now includes the frequencies for GSM mobile phones (900 and 1800MHz).


4. Immunity testing would be required for ESAs that may affect "immunity related functions". Compared to the former phrase from 95/54/EC - "Drivers Direct Control", this is expanded to include functions related to driver and passenger protection (e.g. airbags), confusion from optical disturbances or acoustic disturbances (unintended horn, alarm, but NOT including loud noises from e.g. radios), functions that may disrupt data bus functionality, and devices which collect statutory data such as tachograph or odometer.


5. All sources of broadband emission on a vehicle to be tested, including electric motors. Motors which run continuously must be tested (e.g. wipers, fan) while motors that are used sporadically do not need to be tested (electric windows, mirrors).


6. Immunity approval test level maintained, testing at a field strength of 30 V/m but Conformity of Production test level raised to 24 V/m (80% of type approval level, was 20 V/m or 66%). Simplification of text by deleting the former term "reference level".


7. New test for conducted transients. ESAs must be tested for immunity to, and emissions of, transient disturbances conducted along supply lines. Test to ISO 7637 (Severity level III) but no testing using pulse 5 (load dump).


Clarifications and editorial changes


8. Flowchart added to the Directive to clarify the scope - which ESAs are covered by the Directive and must be tested. This depends on whether the ESA is permanently fixed to the vehicle and whether it uses the vehicle's power supply. Passive ESAs are not required to be tested.


9. Test procedures now call up ISO and CISPR standards: Emissions testing to CISPR 12 (vehicles) and CISPR 25 (ESAs). Immunity testing to ISO 11451 (vehicles) and ISO 11452 (ESAs). With the addition of the 800mm stripline for testing up to 900MHz.


10. Transmitters should be tested in transmit mode, disregarding the "wanted signal". However, as long as the transmitter/transceiver/receiver conforms to a harmonised standard under 1999/5/EC then the narrowband emissions do not need to be re-tested under this Directive.


11. For vehicles that are too large or heavy to fit in an enclosed test chamber, the immunity test may be conducted using the BCI (Bulk Current Injection) method. National laws concerning emission of electromagnetic fields must be respected."


The Automotive EMC network would like to thank Mike Lowe of the Vehicle Technology and Standards Branch 6 at the UK Department for Transport for keeping us up-to-date with developments as the replacement EU Automotive EMC directive has progressed and providing this succinct 11-point change bulletin. 2004                                                           TOP OF PAGE                                                                 HOME