ISO 7637

ISO 7637 is a series of international standards developed by the International Organization for Standardization (ISO) that define terms, test methods, and procedures for assessing the immunity of electrical and electronic equipment in road vehicles to transient electrical disturbances arising from conduction and coupling.^[1] These disturbances, generated by switching events, relays, and other vehicle operations, can potentially disrupt or damage onboard systems, and the standards ensure electromagnetic compatibility to promote vehicle reliability and safety.^[2] Applicable to all types of road vehicles regardless of propulsion system, the series supports testing for both low-voltage and high-voltage applications, including passenger cars, commercial vehicles, and electric vehicles.^[3] The ISO 7637 series comprises multiple parts, each addressing specific aspects of electrical transient testing:

• Part 1: Vocabulary and general considerations (4th edition, published December 2023): Establishes the basic terminology and foundational concepts for electrical disturbances from conduction and coupling used throughout the series.^[1]
• Part 2: Electrical transient conduction along supply lines only (3rd edition, published March 2011): Specifies immunity test methods for conducted transients on power supply lines in vehicles with nominal voltages of 12 V or 24 V, applicable to passenger cars and commercial vehicles up to 50 V.^[2]
• Part 3: Electrical transient transmission by capacitive and inductive coupling via lines other than supply lines (3rd edition, published July 2016): Outlines bench test procedures to evaluate immunity to transients coupled onto signal, data, or control lines through capacitive or inductive means.^[3]
• Part 4: Electrical transient conduction along shielded high voltage supply lines only (technical specification, 1st edition, published May 2020): Defines test methods for conducted transients on shielded high-voltage supply lines for electrical systems from 60 V DC to 1500 V DC in battery electric, hybrid electric, and plug-in hybrid electric vehicles.^[4]
• Part 5: Enhanced definitions and verification methods for harmonization of pulse generators according to ISO 7637 (technical report, 1st edition, published November 2016): Provides extended definitions and verification procedures for pulse generators to ensure consistency in transient testing across different equipment setups.^[5]

These standards are integral to automotive engineering and regulatory compliance, guiding manufacturers in designing robust electronic components that withstand real-world electrical noise without failure.^[6] By standardizing pulse waveforms, severity levels, and test setups, ISO 7637 facilitates global harmonization in vehicle EMC testing, reducing the risk of malfunctions in critical systems such as engine controls, infotainment, and advanced driver-assistance features.^[7]

Overview

Definition and Purpose

ISO 7637 is a multi-part international standard series under the general title "Road vehicles — Electrical disturbances from conduction and coupling," developed by the International Organization for Standardization (ISO) to address electromagnetic compatibility (EMC) challenges in automotive electrical and electronic systems.^[8] It provides standardized definitions, test methods, and procedures for evaluating and mitigating electrical disturbances that can affect vehicle performance.^[9] The series encompasses aspects of both immunity testing, to verify that components can withstand external transients without malfunction or damage, and emissions testing, to measure disturbances generated by the systems themselves.^[10] The primary purpose of ISO 7637 is to ensure the compatibility and reliability of electrical/electronic equipment in road vehicles by simulating real-world transient conditions that arise from internal sources such as inductive load switching, sudden current interruptions, relay operations, and engine starter motor energization.^[11] These transients can lead to voltage spikes, drops, or noise that degrade system functionality, potentially causing safety issues or operational failures in the dynamic automotive environment.^[12] By defining reproducible test pulses and evaluation criteria, the standard helps manufacturers design robust systems that maintain performance under stress.^[7] Central to ISO 7637 are the concepts of conduction and coupling as mechanisms of disturbance propagation. Conduction involves direct transmission of transients along supply lines or other conductive paths, while coupling refers to indirect transfer through capacitive or inductive fields between circuits or systems.^[8] This framework supports EMC fundamentals by targeting disturbances in both low-voltage (12 V and 24 V) conventional vehicles and high-voltage systems (up to 1500 V DC) in electric vehicles (EVs), hybrids, and plug-in hybrids, thereby promoting overall vehicle safety and interoperability.^[13][4]

Scope and Applicability

ISO 7637 applies to all types of road vehicles, including passenger cars, trucks, and buses, irrespective of their propulsion system, such as internal combustion engines, electric vehicles, or hybrids.^[2] The standard targets electrical and electronic components and systems installed in these vehicles to ensure compatibility with conducted electrical transients arising from conduction and coupling. This encompasses bench testing for immunity and emissions related to transient disturbances, focusing on maintaining functional performance under simulated real-world electrical stresses.^[14] The standard primarily addresses vehicles with 12 V and 24 V electrical systems in parts 2 and 3, which cover transient conduction along supply lines and transmission by coupling on non-supply lines, respectively.^[2] Part 4 extends applicability to higher voltage systems, specifying tests for conducted transients along shielded high voltage supply lines in road vehicles with nominal voltages ranging from 60 V to 1 500 V DC, relevant for electric and hybrid vehicles.^[4] These voltage ranges ensure the standard's relevance to conventional and emerging automotive electrical architectures. Exclusions include non-road vehicles, such as off-road or agricultural machinery, as the scope is explicitly limited to road vehicles.^[2] The standard does not cover pure emission testing without immunity aspects, which is addressed separately by CISPR 25 for radio disturbance characteristics. Additionally, it focuses on bench tests for components rather than on-vehicle or off-vehicle operational testing.^[14] ISO 7637 complements ISO 16750, which provides broader environmental conditions and testing procedures for electrical and electronic equipment in road vehicles, including voltage variations and other non-transient stresses. Compliance with ISO 7637 is mandatory for regulatory approval under UN ECE Regulation No. 10 in regions like the European Union, where it supports electromagnetic compatibility requirements for vehicle type approval by referencing specific transient tests.

Components of the Standard

ISO 7637-1: Vocabulary and General Considerations

ISO 7637-1 establishes the foundational vocabulary and general principles for the ISO 7637 series, which addresses electrical disturbances in road vehicles arising from conduction and coupling. Published as the fourth edition in 2023, it replaces the 2015 version and incorporates updates to accommodate high-voltage systems in electric vehicles (EVs), including definitions for supply voltage tolerances in such contexts. This part ensures a consistent terminology across the series, facilitating standardized testing and evaluation of electromagnetic compatibility (EMC) in automotive environments.^[1] Key terms defined include electromagnetic interference (EMI), which refers to the degradation of equipment performance due to an electromagnetic disturbance, and conduction disturbances, encompassing electrical transients propagated along supply lines or other conductive paths. The standard also delineates capacitive coupling as the transfer of disturbance energy through capacitive elements, such as via a capacitive coupling clamp, and inductive coupling as energy transfer via magnetic induction, often using an inductive coupling clamp. Transient pulses are characterized as short-duration deviations from steady-state conditions, while immunity levels denote the capacity of a device or system to operate without unacceptable degradation under specified electromagnetic disturbances. These definitions provide a uniform framework for interpreting disturbances in Parts 2 through 5 of the series.^[15][16] General considerations outline principles of disturbance generation, primarily from sources like relays, alternators, ignition systems, electric motors, and actuators, which introduce transients into vehicle electrical networks. Transients are classified as positive or negative based on their polarity relative to the nominal supply voltage, influencing their impact on electronic components. During immunity testing, functional status is categorized as A (normal operation as specified, with no degradation), B (degraded performance during the test but automatic recovery), or C (temporary loss of function requiring manual intervention to restore). The standard includes illustrative diagrams of coupling mechanisms to clarify how disturbances propagate via conduction or radiative paths, emphasizing their relevance to both low- and high-voltage automotive systems.^[1][16]

ISO 7637-2: Electrical Transient Conduction Along Supply Lines

ISO 7637-2 specifies bench test methods and procedures to evaluate the immunity of electrical and electronic equipment installed on passenger cars and commercial vehicles to conducted electrical transients along supply lines with nominal voltages of 12 V or 24 V.^[2] This part applies to all types of road vehicles, irrespective of their propulsion system, and focuses on transients arising from switching actions and arcing processes in the vehicle electrical system.^[17] It includes both immunity tests, where transients are injected to assess equipment performance, and emission tests, where transients generated by the equipment are measured.^[18] The third edition of ISO 7637-2 was published in March 2011, replacing the 2004 edition and its 2008 amendment.^[2] As of November 2025, a fourth edition is under development at the new project approved stage by ISO Technical Committee 22, Subcommittee 32.^[19] In the 2011 edition, test pulses 4 (alternator field decay) and 5a/5b (load dump transients) from prior versions were transferred to ISO 16750-2 for electrical load testing, leaving pulses 1, 2a, 2b, 3a, and 3b as the core definitions for transient conduction along supply lines.^[20] However, descriptions of pulses 4 and 5 from earlier editions remain relevant for historical context and related immunity assessments. The standard defines specific waveforms to simulate real-world transients, such as those from inductive load switching, DC motor operation, and supply interruptions. Pulse 1 represents a slow decrease and subsequent recovery of supply voltage, typically during engine starting, with an exponential decay waveform.^[17] The voltage for this pulse follows the form $U(t) = U_0 \times \frac{R_L}{R_i + R_L} \times e^{-2.3 \frac{t}{t_d}}$U(t)=U0​×Ri​+RL​RL​​×e−2.3td​t​, where $U_0$U0​ is the initial amplitude, $R_L$RL​ is the load resistance, $R_i$Ri​ is the internal resistance, $t$t is time, and $t_d$td​ is the duration.^[17] Pulses 2a and 2b simulate sudden voltage reductions from inductive loads and power disconnections, respectively, with 2a featuring a fast positive spike and 2b an oscillatory decay.^[21] Pulses 3a and 3b model fast transients from switched interruptions and arcing, with 3a as a negative pulse and 3b as positive, both with rapid rise times.^[17] Pulse 4, previously included, depicts alternator field decay as a damped sinusoidal waveform, $V(t) = V_0 e^{-t/\tau} \sin(2\pi f t)$V(t)=V0​e−t/τsin(2πft), where $\tau$τ is the time constant, $f$f is the frequency (typically 150 kHz to 250 kHz), and amplitudes reach up to 20 V peak with durations around 100 ms.^[6] Pulses 5a and 5b address load dump transients from battery disconnection during alternator charging; 5a is unsuppressed with high energy (amplitudes up to 200 V relative to nominal, durations 100-400 ms, rise times 5-10 ms), while 5b is suppressed (e.g., +100 V amplitude for 12 V systems, same durations and rise times).^[21][22] Key parameters for the primary pulses in the 2011 edition are summarized below, with tolerances of +10% to 0% for amplitude and duration: Severity levels I to IV are defined based on vehicle type and application, with higher levels (III and IV) recommended for critical systems to ensure robust immunity. Repetition rates vary by pulse: for example, pulse 1 uses 60 pulses per minute (minimum interval 0.5 s), while pulses 3a/3b apply bursts at 300 ms intervals over 1 hour. Test times range from 500 pulses for pulses 1 and 2 to continuous bursts for pulse 3.^[17][22] For 24 V systems, amplitudes are scaled approximately double, with similar structures. Function performance is classified post-test (A: normal, B: temporary degradation, C: temporary loss, D: permanent loss) to verify compliance.^[18]

ISO 7637-3: Electrical Transient Transmission by Coupling

ISO 7637-3 establishes bench test methods for assessing the immunity of devices under test (DUTs) to electrical transients transmitted via capacitive and inductive coupling on lines other than power supply lines, such as signal, data, or control lines, in road vehicles equipped with nominal 12 V or 24 V electrical systems. These tests simulate disturbances originating from external sources, including switching of inductive loads and relay contact bounce, which can couple into non-supply lines and potentially disrupt electronic control units (ECUs) or other vehicle electronics. The standard emphasizes preventing functional upsets in ECUs caused by nearby switching events, ensuring reliable operation in harsh automotive environments.^[3] The standard defines specific test pulses to replicate these coupling disturbances, including pulse 6, which models transients from DC motors and relays through capacitive coupling at peak voltages of ±75 V, and pulse 7, which models transients from ignition systems through inductive coupling at peak voltages of ±150 V. For pulse 6, the injection employs a coupling method using a 50 nF capacitor to simulate capacitive transfer, with waveforms characterized by defined rise times, pulse widths, and repetition rates that mimic real-world inductive switching behaviors. Pulse 7 uses inductive coupling to represent magnetic field-induced voltages from ignition coils, with similar waveform parameters tailored to the slower decay of such events. These pulses are derived from measurements in vehicle electrical systems and focus on both fast and slow transient profiles to cover a range of coupling scenarios.^[3][23] Testing is conducted using coupling/decoupling networks (CDNs), including capacitive coupling clamps (CCC) for fast transients, direct capacitive coupling (DCC) with specified capacitors, and inductive coupling clamps (ICC) for magnetic induction, all performed on a grounded metal plane to replicate vehicle installation conditions. The DUT is placed on non-conductive supports above the ground plane, with transients injected over a 1 m coupling length while maintaining isolation from supply lines. Severity levels are selected based on the DUT's installation position in the vehicle, such as higher levels for components near the engine where coupling risks are greater due to proximity to high-energy switching sources; levels I to IV correspond to increasing disturbance amplitudes, with functional performance status classifications (FPSC) defining pass criteria.^[24][3] The third edition of ISO 7637-3, published in July 2016, supersedes the 2007 version and incorporates technical revisions for improved applicability to modern vehicles, while maintaining focus on 12 V and 24 V nominal voltages. Updates include refined pulse definitions, better harmonization with pulse generator requirements from ISO 7637-5, and expanded guidance on test setups for diverse line types, ensuring broader relevance to evolving automotive electronics. This edition prioritizes consistency across the ISO 7637 series for conduction and coupling tests, facilitating compliance in global supply chains.^[3]

ISO 7637-4: Electrical Transient Conduction Along Shielded High Voltage Lines

ISO/TS 7637-4:2020 addresses electrical transient conduction along shielded high voltage supply lines in road vehicles, particularly those with electrified powertrains such as battery electric vehicles (BEVs), hybrid electric vehicles (HEVs), and plug-in hybrid electric vehicles (PHEVs). Published as a technical specification in May 2020, it responds to the increasing adoption of high-voltage systems in vehicles, where transients arise from sources like inverter switching in power electronics. The standard applies to systems operating at direct current (d.c.) voltages greater than 60 V and less than 1500 V, focusing on ensuring component immunity to conducted disturbances that could lead to insulation breakdown or system malfunctions.^[4] The standard defines two primary test pulses adapted for high-voltage environments. Test pulse A simulates fast transients from switching events, such as those produced by insulated-gate bipolar transistors (IGBTs) or silicon carbide (SiC) devices, manifesting as pulsed sinusoidal waveforms with high dV/dt rates and peak voltages up to ±3000 V. These pulses emphasize risks of partial discharge and insulation stress in shielded cables. Test pulse B represents slower, low-frequency sinusoidal disturbances, often from harmonics in the power grid or motor rotations, with amplitudes up to ±1000 V, targeting potential dielectric weakening over prolonged exposure. Severity levels for both pulses are scaled according to the system's voltage class, with examples including Class A for critical components requiring higher robustness and Class B for standard applications.^[25] Test methods involve direct injection of transients onto the high-voltage lines using a shielded high-voltage artificial network (HV-AN) to maintain consistent impedance and simulate real-world conditions. The setup includes a ground plane for reference (typically 0.5 mm thick copper, brass, or steel) and requires the power supply to be isolated from the vehicle body to account for ground shift phenomena in battery systems, preventing unintended common-mode effects. Components under test (DUTs) are connected via shielded lines, with pulses applied in both positive and negative polarities to assess conduction along supply paths. Compliance levels are defined in Annex A, ensuring scalability for different voltage classes without exceeding equipment ratings.^[25]

ISO 7637-5: Enhanced Definitions for Pulse Generators

ISO/TR 7637-5:2016 serves as a technical report that proposes extended definitions and verification methods for pulse generators aligned with the ISO 7637 series, particularly ISO 7637-2, to harmonize equipment performance and ensure comparable, reproducible transient test results across various generator types.^[5] This harmonization is essential for addressing inconsistencies arising from differences in coupling and decoupling networks in commercial pulse generators, thereby standardizing their output behavior in automotive electrical disturbance testing.^[26] Key elements include detailed verification procedures for pulse shapes, which require compliance with tolerances such as ±10% for voltage magnitude and ±20% for duration when measured across specified dummy loads.^[26] Calibration is performed using a range of loads, including open-circuit, matched resistive (e.g., 10 Ω for pulse 1), low-resistive (1 Ω), and resistive-capacitive (100 nF in parallel with 1 kΩ) configurations, under both supplied and unsupplied power conditions to the generator.^[26] While explicit generator classes are not defined, the report emphasizes performance categorization based on these verification outcomes to guide equipment selection and maintenance.^[26] The enhancements target variations in existing commercial equipment by providing verification waveforms and parameters for pulses 1 through 7, as referenced in ISO 7637-2 and ISO 7637-3, ensuring accurate replication of transients like the -100 V, 2 ms pulse 1 or the +75 V, 50 µs pulse 2a.^[26] For instance, impedance matching is specified to minimize reflections and discrepancies, requiring matched loads equivalent to the generator's source impedance, such as 10 Ω for pulse 1, which helps reduce test variability in international laboratories.^[26] Published as the first edition on November 1, 2016, this report facilitates greater interoperability among global testing facilities by standardizing pulse generator design and validation, ultimately supporting consistent immunity assessments for road vehicle electrical systems.^[5]

Testing and Compliance

General Testing Methods

Testing under ISO 7637 is conducted in controlled environments to evaluate the immunity of electrical and electronic components in road vehicles to transient disturbances, primarily through bench-level simulations that replicate real-world conditions. Bench testing, the most common approach, utilizes laboratory setups to inject transients into supply lines or signal lines of the device under test (DUT) while isolating it from the actual vehicle power source. This method employs coupling/decoupling networks (CDNs) to facilitate the injection of disturbances without disrupting the test equipment, ensuring repeatable and standardized conditions across the ISO 7637 series. Vehicle-level testing, typically performed by manufacturers, involves integrating the DUT into the actual vehicle harness to assess system-level interactions, simulating full operational scenarios including wiring harness configurations that mimic production layouts.^[2][16] Essential equipment for these tests includes transient generators capable of producing the required pulse waveforms, calibrated to the specifications outlined in the relevant ISO 7637 parts. Oscilloscopes with a minimum bandwidth of 400 MHz and sampling rates of at least 2 GSa/s are used to verify the injected waveforms and monitor voltage levels on the DUT lines. Power supplies simulating vehicle batteries provide stable DC voltages, such as 13.5 V ± 0.5 V for 12 V systems, 27 V ± 1 V for 24 V systems, or higher voltages for hybrid/electric vehicle applications, with low internal resistance (less than 0.01 Ω) and minimal ripple (≤ 0.2 V) to accurately represent automotive power sources. For high-voltage (HV) systems, specialized supplies and isolation transformers are employed to handle potentials up to 1500 V while maintaining safety.^[17][4] Procedures begin with pre-conditioning the DUT at a controlled ambient temperature of 23 °C ± 5 °C and nominal supply voltage, followed by application of transients in specified repetition cycles, such as up to 500 pulses per test configuration, with pauses to allow recovery. During testing, the functional status of the DUT is continuously monitored using the Function Performance Status Classification (FPSC) system, which categorizes performance into levels from normal operation (Status I) to significant degradation requiring extensive intervention but with no permanent damage (Status IV), ensuring no permanent damage occurs. Post-conditioning involves re-verifying functionality to confirm no degradation, with pass/fail determined by adherence to predefined severity levels and operational criteria without reset or malfunction.^[16][8] Safety protocols are integral, particularly for HV testing, where grounding the DUT case to a reference ground plane establishes a common potential and prevents floating voltages. Isolation is achieved through non-conductive supports (with relative permittivity ≤ 1.4) and artificial networks that separate the DUT from high-energy sources, reducing risk of electrical shock or arc flash. Electrostatic discharge (ESD) precautions, aligned with ISO 10605, include using grounded workstations, wrist straps, and ionizers during setup to mitigate static buildup, especially in dry environments. All tests require protective barriers and interlocks on equipment to ensure operator safety during transient injection.^[17][27]

Immunity and Emission Tests

Immunity testing under ISO 7637 evaluates the resilience of automotive electrical and electronic equipment to conducted transient disturbances along supply lines and other interfaces, ensuring no permanent damage occurs and functionality is maintained or restored. The standard defines functional performance status classifications to quantify the device's behavior during and after exposure to test pulses. Status I requires the function to perform as designed during and after the test (normal operation). Status II permits the function not to perform as designed during the test but requires automatic return to normal operation afterward. Status III allows the function not to perform as designed during the test and requires simple driver/passenger intervention (e.g., turning the DUT off and on) to return to normal operation afterward. Status IV permits the function not to perform as designed during and after the test but requires extensive intervention (e.g., disconnecting and reconnecting the battery) to return to proper operation, with no permanent damage.^[16][17] No-damage thresholds are verified by subjecting the device under test (DUT) to repeated pulses, such as 1000 cycles for certain fast transients, without inducing faults, degradation, or component failure. These tests confirm the DUT's robustness against real-world electrical disturbances like switching noise or inductive loads in vehicles. Post-test inspections ensure no latent effects, such as increased leakage current or reduced insulation resistance, compromise long-term reliability.^[28][23] Emission testing measures the conducted transients generated by the DUT on power and signal lines, aiming to prevent interference with adjacent systems in the vehicle electrical network. The standard outlines methods in Annex B to capture and quantify these emissions using oscilloscopes and filters, with limits specified for waveform parameters like peak amplitude and duration. Representative limits for slow transients associated with relay switching include peak voltages up to 100 V (negative) for 12 V systems in higher severity bands (IV), ensuring emissions do not exceed thresholds that could disrupt sensitive electronics. Compliance requires emissions to fall within categorized bands (e.g., I to IV), based on vehicle system integration.^[17][14] Overall compliance with ISO 7637 immunity and emission requirements is certified by ISO/IEC 17025-accredited laboratories, which conduct independent verification using calibrated equipment and standardized setups. Successful certification demonstrates the DUT meets severity levels agreed upon by manufacturers and vehicle integrators, with functional recovery expected automatically post-transient in Statuses II and III. Immunity tests focus on withstanding external disturbances to verify device robustness, whereas emission tests confirm minimal self-generated noise to avoid propagating interference across the vehicle's electrical architecture.^[29][18]

History and Development

Initial Publication

The development of ISO 7637 originated in the 1980s under ISO Technical Committee 22, Road vehicles, Subcommittee 3, Electrical and electronic equipment, amid the rapid rise of electronic control units (ECUs) in automotive applications, which highlighted vulnerabilities to electrical transients in nominal 12 V supply systems. This effort built on an earlier technical report, ISO/TR 7637-0:1984, and was spurred by increasing reports of transient-induced failures in vehicle electronics, such as undiagnosed malfunctions attributed to power line disturbances, necessitating standardized testing for immunity and emissions. The standard drew influence from the earlier SAE J1113 series, initiated in 1975 and revised through the 1980s, which provided foundational procedures for electromagnetic compatibility (EMC) measurements in vehicles.^[30][31] The initial publications established the core framework of ISO 7637 as a multi-part standard. In 1990, ISO 7637-0 was released (August 1990), offering definitions and general considerations for electrical disturbances by conduction and coupling, though it was later withdrawn and replaced.^[32] Concurrently, the first edition of ISO 7637-1 appeared in June 1990, specifying test methods for electrical transient conduction along supply lines in passenger cars and light commercial vehicles with 12 V systems (content later incorporated into Part 2 during the 2004 reorganization).^[33] The first edition of ISO 7637-2 followed in the same month, addressing similar transients but targeted at commercial vehicles with 24 V systems (also consolidated into the current Part 2 in 2004).^[34] Building on this foundation, the first edition of ISO 7637-3 was published in July 1995, focusing on electrical transient transmission by capacitive and inductive coupling via external wires, completing the early structure for conducted and coupled disturbances.^[35] These initial parts marked a key milestone in consolidating transient testing into a cohesive series, primarily for 12 V and 24 V automotive environments, paving the way for broader adoption in the industry by the early 2000s.^[30]

Subsequent Revisions

Following the initial publications in the 1990s, ISO 7637 underwent a major reorganization in 2002–2004: ISO 7637-1:2002 (first edition for the current definitions content) replaced the withdrawn ISO 7637-0:1990, focusing on vocabulary and general considerations, while the conduction test methods from the 1990 ISO 7637-1 and -2 were combined into a unified ISO 7637-2:2004 (second edition overall). Subsequent revisions addressed evolving automotive technologies, particularly the rise of electrification in vehicles. Part 1 saw its second edition in 2007 (minor update), third in 2015, and fourth in December 2023, with the latest incorporating definitions for high-voltage supply systems and tolerances relevant to electric vehicles (EVs).^[1] Part 2 progressed from its 2004 edition to the third in March 2011, emphasizing refined test procedures for broader vehicle compatibility. Part 3, addressing transient transmission by coupling, advanced from the 2007 second edition to the third in July 2016, updating methods for signal line disturbances. New parts emerged to tackle emerging challenges: Part 4, introduced as a technical specification in May 2020, specifically targets electrical transients along shielded high-voltage lines, a critical need for EV power systems.^[4] Similarly, Part 5 debuted in November 2016 as a technical report, providing enhanced definitions and verification methods for pulse generators to ensure consistent testing across implementations.^[5] These updates were driven by the automotive industry's shift toward electrification, necessitating high-voltage (HV) considerations in Parts 1 and 4; efforts to harmonize with United Nations (UN) regulations on electromagnetic compatibility, such as UN ECE Regulation No. 10; and improvements in pulse precision to better simulate real-world transients.^[36][37] As of November 2025, ongoing work includes an Approved Work Item (AWI) for revising Part 2, aimed at enhancing integration with EV propulsion systems like electric motors, with no major overhauls to other parts since the 2023 update to Part 1.^[19] These revisions have bolstered the standard's global adoption by aligning it with international regulatory frameworks and reducing variability in test results through standardized verification protocols.^[38][18]