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juliano@esss.com.br
arnaud.colin@fiat.com.br
I. INTRODUCTION
Automotive EMC studies are of great concern today due to
the widespread use of electronics and wireless technologies
that can lead to electromagnetic interference (EMI), affecting
the performance of the automotive electronic systems. Several
EMI issues were already reported on automotive and
aerospace industry [1-6], and the use of wireless devices, such
as cell phones, ground positioning systems (GPS) and
Bluetooth devices, which are brought into the vehicles,
increases this concern. There are EMC automotive standards
aiming to reduce the potential EMI in vehicles. One of the
most important standards in automotive is the ISO 11451-2,
which is applied to road vehicles and describes a vehicle test
method for electrical disturbances from narrowband radiated
electromagnetic energy. The test determines the immunity of
passenger cars and commercial vehicles to electrical
disturbances from off-vehicle radiation sources, regardless of
the vehicle propulsion system [7]. The test should be
performed in an absorber-lined shielded enclosure, aiming to
create an indoor electromagnetic compatibility testing facility
that simulates open field testing. Typically, the floor is not
covered with absorbing material, but such covering is allowed.
An example of a rectangular shielded enclosure is shown in
Fig. 1.
Fig. 1. ISO 11451-2 test apparatus; adapted from [7]. The equipments shown
are 1) absorber-lined shielded enclosure; 2) RF absorber material; 3) vehicle
dynamometer on turntable; 4) antenna; 5) amplifier room; 6) control room.
Fig. 2. Full 3D FEM model showing a cross sectional electric field plot (a.u.)
in the air region and on the chassis of the vehicle at 1GHz. Antenna far field
pattern is also shown.
B. Method of Moments
The FEM solves partial ordinary equations and the MoM,
solves integral equation (IE). MoM models do not require an
air region to be modelled. The radiated electric field is
calculated from the induced surface current through eq. 3:
n( r ) E ( r ) = n( r ) E ( r ) = 0
(4)
k 2 J (r)G (r , r)
n ( r ) E ( r ) = n( r )
dr (5)
0 S S J (r)G (r , r)
j
(7)
I , I
i
AFE C X FE YFE
T
=
C ABI X BI YBI
where AFE and ABI represent
the system matrices of FEM and
C X FE
AFE
X FE YFE
= T
ABI X BI YBI C
X BI
n 1
(8)
AFE FE = YFE C BI
ABI BI = YBI C FE
n
n1
n 1
(9)
(6)
i =1, 2
Fig. 5. Domain decomposition of the full model into FEM and IE domains.
a)
Fig. 6. Electric field plot (a.u.) for FEM and FEBI models at 1GHz.
Fig. 7. Antenna Far Field pattern at =90o comprising the whole model.
b)
Fig. 8. Electric field plot on the wiring harness (a.u.) at 4GHz. a) Details of the
routing from the engine to the PCB and b) the wiring harness attachment to the
PCB on the red four-way connector.
FEBI. The total amount of RAM required for FEM and FEBI
was 75 GB and 6.8 GB, respectively. So both solving time and
computational effort were reduced by over 10 times just by
using FEBI instead of FEM. The accuracy of the results can
be observed in Fig. 6 where the electric field on the surface of
the vehicle is very similar. Fig. 7 shows the far field pattern of
the antenna including the whole mode, indicating a very good
agreement as well.
Since FEBI uses only a moderate amount of RAM, the
complexity of the model can be increased so additional ECUs
and wiring harnesses can be added to model. A radiated
immunity analysis according to ISO 11451-2 is then
performed on a wiring harness that sends on board diagnostics
(OBD) data from the engine to an ECU. Fig. 8a shows the
routing of the wiring harness that connects the engine to the
ECU. The wiring harness end is attached to the red four-way
connector shown in Fig 8b. The pin on the connector that is
attached to the wiring harness is soldered to a trace that is
connected to a microcontroller.
Because conductors with any given length can act as a
radiation source, the wiring harness plays a vital role in EMI.
To better understand the effect of the wiring harness, two
simulations were performed. The first simulation contains all
the above mentioned geometry as well as the car and source
antenna. The OBD signal is applied at the engine end of the
wiring harness. For the second simulation the wiring harness
is removed and the OBD signal is applied directly into the
a)
b)
Fig. 9. Eye diagrams of the OBD signal at the microcontroller with the antenna
radiating at 145MHz: a) with wiring harness and b) without wiring harness.
REFERENCES
Fig. 11. a) 3D model comprising a door as IE Region with part inside the FEM
domain and b) current density (a.u.) at 1GHz on the surface of all solids.
was due to the fact that the wiring harness was acting as an
antenna for this particular frequency due to its physical length.
Recent advances on hybrid FEM-IE solvers were also
addressed. Todays state of the art technology includes the
coupling between FEM and IE domains through radiated near
and far fields and conductors, where the two domains can be
in physical contact.
The importance of electromagnetic numerical simulation
implies not only on cost reduction and lowering time to
market, but also on the safety of vehicles and passengers that
are relying to a greater extent on electronic systems.