ISO 11451-2:2025

International
Standard
ISO 11451-2
Fifth edition
Road vehicles — Vehicle test
2025-06
methods for electrical disturbances
from narrowband radiated
electromagnetic energy —
Part 2:
Off-vehicle radiation sources
Véhicules routiers — Méthodes d'essai d'un véhicule soumis
à des perturbations électriques par rayonnement d'énergie
électromagnétique en bande étroite —
Partie 2: Sources de rayonnement hors du véhicule
Reference number
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Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Test conditions . 2
5 Test location . 2
6 Test instrumentation . 4
6.1 General .4
6.2 Field generating device .4
6.3 Field probes .5
6.4 Stimulation and monitoring of the device under test (DUT) .5
7 Test set-up . 6
7.1 General .6
7.2 Vehicle placement .6
7.3 Field generating device location (relative to vehicle and shielded enclosure) .6
7.3.1 General .6
7.3.2 Antenna constraints .6
7.3.3 TLS constraints .6
7.4 Vehicle test configurations .7
7.4.1 General .7
7.4.2 Vehicle not connected to the power grid .7
7.4.3 Vehicle in charging mode 1 or mode 2 (AC powered, without communication) .8
7.4.4 Vehicle in charging mode 3 or mode 4 (AC or DC powered, with communication) .11
7.4.5 Vehicle in charging mode through WPT .16
8 Test procedure . 17
8.1 General .17
8.2 Test plan .17
8.3 Test method .18
8.3.1 General .18
8.3.2 Field calibration .18
8.3.3 Vehicle test . 26
8.4 Test report . 29
Annex A (informative) Function performance status classification (FPSC) .30
Annex B (informative) Evaluation of test instrumentation uncertainty .31
Annex C (informative) Testing with multiple signals.35
Annex D (informative) Guidelines for testing large vehicles .39
Bibliography .42

iii
Foreword
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This document was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC
32, Electrical and electronic components and general system aspects.
This fifth edition cancels and replaces the fourth edition (ISO 11451-2:2015) which has been technically
revised.
The main changes are as follows:
— test setup in charging mode has been upgraded according to state-of-the-art and the wireless power
transfer (WPT) charging mode has been added;
— calibration: 4-probe calibration applies now in transmission line system (TLS) and for antennas up to 6 GHz;
— field uniformity has been modified up to 6 GHz by adding one position 1 m in front of the reference line
and changing the calculation (the average of 4-probe measurement up to 6 GHz);
— precision about testing the vehicle with other orientation than front illumination has been added;
— new Annex B giving an evaluation of test instrumentation uncertainty with associated ballot has been added;
— new Annex C presenting testing with multiple signals has been added;
— new Annex D presenting guidelines for testing large vehicles has been added.
A list of all parts in the ISO 11451 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.

iv
International Standard ISO 11451-2:2025(en)
Road vehicles — Vehicle test methods for electrical
disturbances from narrowband radiated electromagnetic
energy —
Part 2:
Off-vehicle radiation sources
1 Scope
This document specifies a method for testing the immunity of passenger cars and commercial vehicles to
electrical disturbances from off-vehicle radiation sources, regardless of the vehicle propulsion system (e.g.
spark ignition engine, diesel engine, electric motor).
The electromagnetic disturbances considered are limited to continuous narrowband electromagnetic fields.
While this document refers specifically to passenger cars and commercial vehicles, generalized as
“vehicle(s)”, it can readily be applied to other types of vehicles.
ISO 11451-1 specifies general test conditions, definitions, practical use, and basic principles of the test
procedure.
Function performance status classification guidelines for immunity to electromagnetic radiation from an
off-vehicle radiation source are given in Annex A.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements of this document. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
ISO 11451-1:2025, Road vehicles — Vehicle test methods for electrical disturbances from narrowband radiated
electromagnetic energy — Part 1: General principles and terminology
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 11451-1 and the following apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp;
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
large vehicle
vehicle which is longer than 12 m and/or wider than 2,6 m and/or higher than 4 m
3.2
reference point centre
RPC
point located at the middle of the segment joining the middle of the front bumper to the middle of the rear
bumper of the vehicle
3.3
D-bumper
horizontal distance between the middle of the front bumper of the vehicle and the tip or phase centre of
the antenna
Note 1 to entry: D-bumper is defined when the vehicle is set up with the calibrated antenna geometry for the front
illumination position.
4 Test conditions
The applicable frequency range of this test method is 0,01 MHz to 18 000 MHz. Testing over the full frequency
range can require different field-generating devices, but this does not imply that testing of overlapping
frequency ranges is required.
The user shall specify the frequency range(s) and test severity level(s) for the required test. Examples of test
severity levels are given in Annex A.
Standard test conditions are given in ISO 11451-1 for the following:
— test temperature;
— supply voltage;
— modulation;
— dwell time;
— frequency step sizes;
— definition of test severity levels;
— test signal quality.
NOTE Annex C contains information about testing with multiple signals.
5 Test location
The test should be performed in an absorber-lined shielded enclosure (ALSE).
The aim of using an absorber-lined shielded enclosure is to create an indoor electromagnetic compatibility
testing facility that attempts to simulate an open field testing.
The size, shape and construction of the enclosure can vary considerably. Typically, the floor is not covered
with absorbing material, but such covering is allowed. Tests in enclosures with or without floor absorbers
can lead to different results. The minimum size of the shielded enclosure is determined by the size of the test
region needed, the size of the field generation device or devices, the needed clearances between these and
the largest vehicle to be tested, and the characteristics of the absorbing material. To create the test region,
the absorber, field generation system and enclosure shape are selected such that the amount of extraneous
energy in the test region is reduced to below a minimum value that will give the desired measurement
accuracy. The design objective is to reduce the reflected energy in the test region to −10 dB or less over
the test frequency range (not applicable to transmission line system (TLS) field generation systems). An
example of a rectangular shielded enclosure is shown in Figure 1.
The test may alternatively be performed at an outdoor test site. There can be national (legal) requirements
regarding the transmission of electromagnetic fields.

a) Side view (vertical polarization)
b) Top view (horizontal polarization)
Key
a
1 absorber-lined shielded enclosure 3 vehicle dynamometer on turntable
2 RF absorber material 4 antenna
a
Turntable shown rotatable through ±180° with two pairs of variable wheelbase rollers to accommodate the vehicle
under test (optional).
Figure 1 — Example of absorber-lined shielded enclosure

6 Test instrumentation
6.1 General
Testing consists of generating radiated electromagnetic fields using antenna sets with radio frequency (RF)
sources capable of producing the desired field strength over the range of test frequencies.
The following test instrumentation is used:
— field generating device(s): e.g. antenna(s);
— field probe(s);
— RF signal generator with internal or external modulation capability;
— high power amplifier(s);
— directional coupler(s);
— RF load for TLS;
— power meter (or equivalent measuring instrument) to measure forward power and reflected power.
6.2 Field generating device
The field generating device can be an antenna or a TLS.
The construction and orientation of any field generating device shall be such that the generated field can
be polarized in the mode defined in the test plan (see 8.2). An example of a parallel-plate TLS is shown in
Figure 2. Multiple antennas, amplifiers and directional couplers can be necessary to cover the complete
frequency range.
NOTE The coaxial to TLS adapter in Figure 2 is usually either an adapter where the centre conductor of the cable
is attached to the stripline conductors and the outer conductor is connected to the chamber floor, or an unbalanced to
unbalanced transformer.
Various TLS shapes (structures) may be used, if they meet the vehicle placement constraints and the field
uniformity requirements.
a) Side view
b) Top view
Key
1 shielded enclosure (absorbers permitted) 7 RF load
2 conductor(s) 8 conductor(s)
3 non-metallic supports 9 coaxial to TLS adapter - feed
4 shielded enclosure floor 10 vehicle dynamometer on turntable (optional)
5 signal source feed line (coaxial cable) 11 coaxial to TLS adapter - load
6 coaxial cable
Figure 2 — Example of parallel-plate TLS
6.3 Field probes
Field probes shall be isotropic and electrically small in relation to the wavelength. The communication lines
from the probes shall be fibre optic links.
6.4 Stimulation and monitoring of the device under test (DUT)
The vehicle shall be operated as required in the test plan by using actuators which have a minimum effect
on the electromagnetic characteristics, e.g. plastic blocks on the push-buttons, pneumatic actuators with
plastic tubes.
Connections to equipment monitoring electromagnetic interference reactions of the vehicle should be
accomplished by using fibre-optics, or high resistance leads. Other types of leads can be used but require
extreme care to minimize interactions. The orientation, length and location of such leads shall be carefully
documented to ensure repeatability of test results.
Any electrical connection of monitoring equipment to the vehicle can cause malfunctions of the vehicle.
Extreme care shall be taken to avoid such an effect.

7 Test set-up
7.1 General
Three test setups are described:
— one for all types of vehicles when they are not connected to the power mains;
— one for vehicles in charging mode connected to the power grid (with or without communication);
— one for vehicles in charging mode through wireless power transfer (WPT).
7.2 Vehicle placement
The vehicle shall be placed in the test region. The test region can contain a vehicle dynamometer or turntable
or both (see Figure 1).
7.3 Field generating device location (relative to vehicle and shielded enclosure)
7.3.1 General
The position or positions of the vehicle relative to the antenna or TLS shall be defined in the test plan
(see 8.2).
The radiating elements of the field-generating device, excluding the rear part of the horn antenna, shall be
no closer than 0,5 m to any absorbing material and no closer than 1,5 m to the wall of the shielded enclosure.
7.3.2 Antenna constraints
No part of the radiating antenna shall be closer than 0,5 m to the outer body surface of the vehicle.
The tip or phase centre of the antenna shall be separated by at least 2 m horizontally from the reference point.
No part of an antenna’s radiating elements shall be closer than 0,25 m to the floor.
There shall be no absorber material in the direct path between the transmitting antenna and the vehicle in
order to achieve field uniformity.
7.3.3 TLS constraints
No part of a TLS, with the exception of the ground plane, shall be closer than 0,5 m to any part of the vehicle
including the charging connector/lead. The TLS radiating element or elements shall be separated by at least
1 m vertically from the reference point (see 8.3.2.1).
The TLS shall extend centrally over at least 75 % of the length of the vehicle. See Figure 3.
Particular care needs to be taken when testing large vehicles such as buses and large trucks. Under certain
conditions related to dimensions and frequency, it is possible that close to 100 % of the applied power can be
coupled to the vehicle by a direct coupling mechanism. Room resonances can also have a significant effect on
the field uniformity, amplitude and direction under the TLS.

Dimensions in metres
Side view
Key
1 vehicle reference point (see 8.3.2.2)
L vehicle length
D horizontal extent of the TLS, with D ≥ 0,75 L
Figure 3 — Example of vehicle placement respecting TLS constraints
7.4 Vehicle test configurations
7.4.1 General
Vehicle test configurations are described:
— in 7.4.2 whatever the vehicle type (e.g. combustion engine, electric, or hybrid propulsion) when not
connected to the power grid;
— in 7.4.3 only for electric or hybrid plugin propelled vehicles when they are in charging mode 1 or mode 2;
— in 7.4.4 only for electric or hybrid plugin propelled vehicles when they are in charging mode 3 or mode 4;
— in 7.4.5 for electric or hybrid propelled vehicles when they are in charging mode through WPT.
NOTE The charging modes are described in ISO 11451-1.
7.4.2 Vehicle not connected to the power grid
An example of a test set-up is shown in Figure 4.

Dimensions in metres
Side view
Key
1 absorber-lined shielded enclosure
2 RF signal generator
3 power amplifier
4 dual directional coupler
5 power meter
6 coaxial feed through
7 radiating antenna
8 vehicle reference point (see 8.3.2.2)
α tilt angle of the antenna
Figure 4 — Example of test set-up for vehicle not connected to the power grid
7.4.3 Vehicle in charging mode 1 or mode 2 (AC powered, without communication)
7.4.3.1 General
This configuration concerns only charging mode 1 and mode 2.
Examples of test set-ups are shown in Figure 5 and Figure 6.
7.4.3.2 Power mains
The power mains socket may be placed anywhere inside the test location with the following conditions:
— the socket(s) shall be placed on the ground plane;
— the length of the cable between the power mains socket and the artificial mains networks [AMN(s)] shall
be kept as short as possible;
— the cable between the power mains socket and the AMN shall be placed directly on the ground plane.

7.4.3.3 Artificial network
Power mains shall be applied to the vehicle through 50 μH/50 Ω AMN(s) as defined in ISO 11451-1:2025,
Annex B.
The AMN(s) shall be mounted directly on the ground plane. The case of the AMN(s) shall be bonded to the
ground plane.
The measuring port of each AMN shall be terminated with a 50 Ω load.
7.4.3.4 Power charging cable
The power charging cable shall be laid out in a straight line between the AMN(s) and the vehicle charging
inlet and shall be routed perpendicularly to the vehicle's longitudinal axis (see Figure 5 and Figure 6). The
+200
projected cable length from the side of the AMN(s) to the side of the vehicle shall be 800 mm as shown
in Figure 5 and Figure 6.
For a longer cable, the extraneous length shall be “Z-folded” symmetrically. No contact or overlap is allowed
between windings. The width of the Z-folded cable shall be between 500 mm and 1 000 mm. If it is impractical
to do so because of cable bulk or stiffness, or because the testing is being done at a user's installation, the
disposition of the excess cable length shall be precisely noted in the test report.
+200
The charging cable at the vehicle side shall hang vertically at a distance of 100 mm from the vehicle body.
The whole cable shall be placed on an insulating support which is non-conductive, low relative permittivity
+25
(dielectric-constant) material (ε ≤ 1,4), at 100 mm above the ground plane.
r −25
Unless otherwise specified, the mode 1 or mode 2 charging cable provided by the manufacturer shall be
used and shall have a maximum length of 10 m.
If the vehicle manufacturer delivers more than one mode 1 or mode 2 cable, the tests may be performed with
one representative cable for each mode.
Dimensions in millimetres
a) Front view
b) Top view
Key
1 vehicle under test
2 insulating support
3 charging cable (including EVSE for charging mode 2)
4 artificial mains network(s) grounded
5 power mains socket (see 7.4.3.2)
6 extraneous length Z-folded
NOTE The cable between the AC mains and the AMN does not need to be aligned in the same direction as the cable
between the AMN and the vehicle under test.
Figure 5 — Example of test setup for vehicle with socket located on vehicle side (charging mode 1 or
mode 2, AC powered, without communication)
Dimensions in millimetres
a) Front view
b) Top view
Key
1 vehicle under test
2 insulating support
3 charging cable (including EVSE for charging mode 2)
4 artificial mains network(s) grounded
5 power mains socket (see 7.4.3.2)
6 extraneous length Z-folded
NOTE The cable between the AC mains and the AMN does not need to be aligned in the same direction as the cable
between the AMN and the vehicle under test.
Figure 6 — Example of test setup for vehicle with socket located front / rear of vehicle (charging
mode 1 or mode 2, AC powered, without communication)
7.4.4 Vehicle in charging mode 3 or mode 4 (AC or DC powered, with communication)
7.4.4.1 General
This configuration concerns charging mode 3 and mode 4.
Examples of test setups are shown in Figure 7 and Figure 8.
7.4.4.2 Charging station/power mains
The charging station may be placed either inside the test location or outside the test location. The charging
station may be emulated.
In both cases, power mains/supply and communication or signal lines socket(s) shall be placed in the test
location with the following conditions:
— the socket(s) shall be placed on the ground plane;

— the length of the cable between the power mains/supply socket(s) and the AMN(s) or DC-charging- AN(s)
should be kept as short as possible and shall be placed directly on the ground plane;
— the length of the cable between the communication socket(s) and the asymmetric artificial network(s)
[AAN(s)] should be kept as short as possible and shall be placed directly on the ground plane.
If the charging station is placed inside the test location, then the harnesses between the charging station
and the power mains or communication socket shall satisfy the following conditions:
— the harness at charging station side shall hang vertically down to the ground plane;
— the extraneous length shall be placed directly on the ground plane and “Z-folded” if necessary.
The charging station should be placed outside the beamwidth of the field generating device.
7.4.4.3 Artificial networks
AC power mains shall be applied to the vehicle through 50 μH/50 Ω AMN(s) as defined in ISO 11451-1:2025,
Annex B.
DC power mains shall be applied to the vehicle through 5 μH/50 Ω DC-charging-AN(s) as defined in
ISO 11451-1:2025, Annex B.
The AMN(s)/DC-charging-AN(s) shall be mounted directly on the ground plane. The case of the AMN(s)/DC-
charging-AN(s) shall be bonded to the ground plane.
The measuring port of each AMN/DC-charging-AN shall be terminated with a 50 Ω load.
7.4.4.4 Asymmetric artificial network
Communication lines connected to signal/control ports and lines connected to wired network ports may be
applied to the vehicle through AAN(s).
The various AAN(s) to be used are defined in ISO 11451-1:2025, Annex B for:
— signal/control ports with symmetric lines;
— wired network ports with powerline communication (PLC) on power lines;
— signal/control ports with PLC on the control pilot line and
— signal/control ports with a control pilot line.
The AAN(s) shall be mounted directly on the ground plane. The case of the AAN(s) shall be bonded to the
ground plane.
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 communication lines between the vehicle and the charging station shall be connected to
the associated equipment on the charging station side as in typical installations.
If communication is emulated (i.e. the charging station is replaced by a power supply) and if the presence of
the AAN prevents proper communication, then no AAN shall be used.
7.4.4.5 Power (charging) harness
The power (charging) harness, including the power and the communication wires/cables, shall be laid out in
a straight line between the AMN(s)/DC-charging-AN(s)/AAN(s) and the vehicle charging inlet and shall be
routed perpendicularly to the vehicle's longitudinal axis (see Figure 7 and Figure 8). The projected harness
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length from the side of the AMN(s)/DC-charging-AN(s)/AAN(s) to the side of the vehicle shall be 800 mm.
For a longer harness, the extraneous length shall be “Z-folded” symmetrically. No contact or overlap is
allowed between windings. The width of the Z-folded cable shall be between 500 mm and 1 000 mm. 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) harness, including the power and the communication wires/cables, at the vehicle side
+200
shall hang vertically at a distance of 100 mm from the vehicle body.
The whole harness shall be placed on a non-conductive, low relative permittivity (dielectric-constant)
+25
material (ε ≤ 1,4), at 100 mm above the ground plane.
r
−25
Unless otherwise specified the mode 3 charging cable provided by the manufacturer shall be used and shall
have a length greater than 2 m but shorter than or equal to 10 m.
If the vehicle manufacturer delivers more than one mode 3 cable, the tests may be performed with one
representative mode 3 cable.
Unless otherwise specified the mode 4 charging cable of the test facility shall be used.
Dimensions in millimetres
a) Front view
b) Top view
Key
1 vehicle under test
2 insulating support
3 charging harness with communication lines
4 AMN(s) or DC-charging-AN(s), grounded
5 power mains/supply socket (optional, see 7.4.4.2)
6 AAN(s) grounded (optional, ground connection not represented in the front view)
7 charging station (can be emulated)
8 communication lines
9 communication module
10 power cable
11 extraneous length Z-folded
NOTE The cable between the AC/DC mains/supply and the AMN/DC-charging-AN does not need to be aligned in
the same direction as the cable between the AMN/DC-charging-AN and the vehicle under test.
Figure 7 — Example of test setup for vehicle with socket located on vehicle side (charging mode 3 or
mode 4, AC or DC powered, with communication)

Dimensions in millimetres
a) Front view
b) Top view
Key
1 vehicle under test
2 insulating support
3 charging harness with communication lines
4 AMN(s) or DC-charging-AN(s), grounded
5 power mains/supply socket (optional, see 7.4.4.2)
6 AAN(s) grounded (optional, ground connection not represented in the front view)
7 charging station (can be emulated)
8 communication lines
9 communication module
10 power cable
11 extraneous length Z-folded
NOTE The cable between the AC/DC mains/supply and the AMN/DC-charging-AN does not need to be aligned in
the same direction as the cable between the AMN/DC-charging-AN and the vehicle under test.
Figure 8 — Example of test setup for vehicle with socket located front/rear of vehicle (charging
mode 3 or mode 4, AC or DC powered, with communication)
7.4.5 Vehicle in charging mode through WPT
7.4.5.1 General
The WPT system mainly consists of a primary device (ground side), a secondary device (vehicle side) and an
off-board power unit. In some designs, the primary device and the off-board power unit are both integrated
in a single unit.
7.4.5.2 Off-board power unit
The off-board power unit may be placed outside the test location or anywhere on the ground plane of the
test location.
Care shall be taken to avoid disturbances of the off-board power unit. Examples include but are not limited to:
— the off-board power unit shall be bonded to ground;
— the harness between the off-board power unit and the primary device shall be placed directly on the
ground plane and should be shielded.
Use of AMN(s) is recommended on the AC mains feed to the supply device (off-board power device).
If the off-board power unit is placed inside the test location, then the harness between the off-board power
unit and the primary device shall satisfy the following conditions:
— the harness on the off-board power unit side shall hang vertically down to the ground plane;
— the extraneous length shall be placed directly on the ground plane and “Z-folded” if necessary.
7.4.5.3 Primary device
The primary device shall be aligned with the vehicle's secondary device. The distance(s) between the
primary device and the secondary device shall be defined in the test plan and documented in the test report.
In order to prevent coupling with the ground floor, the primary device shall be raised above the ground
plane by non-magnetic and non-metallic material.
The functionality of the WPT shall be ensured by adapti
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