Tiêu chuẩn iso 06460 2 2014

ISO 6460 consists of the following parts, under the general title Motorcycles — Measurement method for gaseous exhaust emissions and fuel consumption: — Part 1: General test requirement

General

Test Cycle 1 aligns with the European Union Commission Directive 2003/77/EC, ensuring standardized emission testing procedures For vehicles with engine capacities below 150 cm³, six elementary urban cycles are conducted, with emissions sampled from engine start-up until the final idling of the last cycle In contrast, vehicles with engine capacities of 150 cm³ or more undergo six urban cycles plus one extra-urban cycle, with emissions sampled from engine start-up through the final idling of the extra-urban cycle This framework guarantees consistent and accurate measurement of vehicle emissions across different engine sizes.

During the test, exhaust gases are diluted with air to ensure a consistent flow volume of the mixture A continuous sample flow is directed into one or more collection bags to accurately measure the concentrations of carbon monoxide, unburnt hydrocarbons, nitrogen oxides, and carbon dioxide This process allows for precise determination of average test values for these emissions, ensuring reliable emission testing results.

Type 1 test

3.2.1 Operating cycle on the chassis dynamometer

The operating cycles on the chassis dynamometer are indicated in 3.2.4.

3.2.1.2 General conditions for carrying out the cycle

Preliminary test cycles shall be carried out if necessary to determine how best to actuate the accelerator and brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed limits.

The use of the gearbox is specified based on engine speed and vehicle conditions During steady cruising, the engine should operate between 50% and 90% of its maximum speed, with the highest gear used to achieve this range if multiple options exist For urban cycle testing, during acceleration, the engine is operated in the gear that allows maximum acceleration, shifting to the next higher gear when engine speed reaches 110% of the speed at maximum net power output Additionally, the next gear should be engaged when a motorcycle reaches 20 km/h in first gear or 35 km/h in second gear to ensure optimal performance.

In these cases, no other change into higher gears is permitted If, during the acceleration phase, the gears are changed at fixed motorcycle speeds, the constant speed phase which follows shall be performed with the gear which is engaged when the motorcycle begins the constant speed phase, irrespective of the engine speed. c) During deceleration, the next lower gear shall be engaged before the engine reaches virtual idling speed or when the engine speed has fallen to 30 % of the speed of the maximum net power, whichever occurs first First gear shall not be engaged during deceleration.

Motorcycles equipped with automatic gearboxes must be tested with the highest gear engaged (drive) to ensure proper performance During testing, the accelerator should be operated to achieve steady acceleration, allowing the transmission to shift through gears in the normal sequence All testing tolerances outlined in section 3.2.1.4 must be adhered to for accurate and consistent results.

3.2.1.3.3 For carrying out the extra-urban cycle, the gearbox shall be used in accordance with the manufacturer’s recommendation.

Acceleration shall continue throughout the period represented by the straight line connecting the end of each period of idling with the beginning of the next following period of constant speed The tolerances given in 3.2.1.4 apply.

The theoretical speed must be maintained within a ±2 km/h tolerance throughout all operational phases During phase changes, larger speed tolerances are allowed, provided they are not exceeded for more than 0.5 seconds at a time All speed variations must still comply with the relevant provisions outlined in sections 3.2.2.5.2 and 3.2.2.6.3 to ensure safety and adherence to regulatory standards.

3.2.1.4.2 A tolerance of ±0,5 s above or below the theoretical times shall be allowed.

Copyright International Organization for Standardization

Provided by IHS under license with ISO Licensee=University of Alberta/5966844001, User=ahmadi, rozita

3.2.1.4.3 The speed and time tolerances are combined as indicated in 3.2.4.

3.2.1.4.4 The distance travelled during the cycle shall be measured with a tolerance of ±2 %.

3.2.2 Procedure for chassis dynamometer tests

3.2.2.1 Special conditions for carrying out the cycle

The temperature in the premises housing the chassis dynamometer bench must be maintained between 293 K and 303 K throughout testing It is essential that this temperature closely matches the conditioning environment of the motorcycle to ensure accurate and consistent test results.

3.2.2.1.2 The motorcycle shall as far as possible be horizontal during the test so as to avoid any abnormal distribution of the fuel.

3.2.2.1.3 During the test, the motorcycle speed shall be plotted against time in order to check that the cycles have been performed correctly.

3.2.2.1.4 The temperatures of the cooling water and the crankcase oil may be recorded.

After completing the preliminary procedures for collecting, diluting, analyzing, and measuring gases, the engine can be started using designated devices like the choke and starter valve, following the manufacturer’s instructions to ensure proper operation.

3.2.2.2.2 The first cycle begins when the taking of samples and the measuring of the pump rotations commence.

3.2.2.3 Use of the manual choke

The choke shall be cut out as soon as possible and in principle before acceleration from 0 km/h to

50 km/h If this requirement cannot be met, the moment of actual cut-out shall be indicated The choke shall be adjusted in accordance with the manufacturer’s instructions.

During periods of idling, the clutch shall be engaged and the gears shall be in neutral.

To ensure accelerations are performed in accordance with the normal cycle, the motorcycle must be placed in first gear with the clutch disengaged at least 5 seconds before the start of acceleration, following the idling period.

The first idling period at the beginning of the cycle consists of 6 s of idling in neutral with the clutch engaged and 5 s in first gear with the clutch disengaged.

For the idling periods during each cycle, the corresponding times are 16 s in neutral and 5 s in first gear with the clutch disengaged.

The manufacturer’s instructions for driving in town, or in their absence instructions applicable to manual gearboxes, shall be followed.

The selector shall not be operated at any time during the test unless the manufacturer specifies otherwise In the latter case, the procedure for manual gearboxes applies.

3.2.2.5.1 Accelerations shall be effected so as to ensure that the rate of acceleration is as constant as possible throughout the operation.

If a motorcycle's acceleration capacity is insufficient to complete acceleration cycles within the specified tolerances, it must be driven with the throttle fully open until reaching the required speed Once the prescribed speed is achieved, the motorcycle can continue the cycle normally.

3.2.2.6.1 All decelerations shall be effected by completely closing the throttle, the clutch remaining engaged The clutch shall be disengaged at a speed of 10 km/h.

3.2.2.6.2 If the period of deceleration is longer than that prescribed for the corresponding phase, the motorcycle’s brakes are used to keep to the cycle.

If the deceleration period is shorter than the prescribed duration for that phase, the theoretical cycle timing is re-established through a transition into a steady state or idling period that blends into the subsequent steady state or idling operation In such cases, the guidelines outlined in section 3.2.1.4.3 do not apply.

3.2.2.6.4 At the end of the deceleration period (stopping motorcycle on the rollers), the gear shall be put into neutral and the clutch engaged.

3.2.2.7.1 “Pumping” or the closing of the throttle shall be avoided when passing from acceleration to the following constant speed.

3.2.2.7.2 Periods of constant speed shall be achieved by keeping the accelerator position fixed.

The exhaust gases contained in the bag shall be analysed as soon as possible and in any event not later than 20 min after the end of the test cycle.

3.2.4 Breakdown of the operating cycles

The operating cycle of the Urban Driving Cycle (UDC) on the chassis dynamometer is detailed in Table 1, providing specific data on testing conditions Similarly, the operating cycle of the Extra-Urban Driving Cycle (EUDC) on the chassis dynamometer is outlined in Table 2, highlighting different driving parameters The UDC operation cycle is visually represented in Figure 1, illustrating the test sequence, while the combined UDC/EUDC cycle is depicted in Figure 2 for comprehensive comparison These detailed cycles are essential for accurate vehicle emissions and performance testing under standardized driving conditions.

For motorcycles with a permitted maximum speed of 110 km/h, the European Driving Cycle (EUDC) on the chassis dynamometer is limited to a maximum speed of 90 km/h This restriction ensures compliance with testing protocols and maintains safety standards during emissions and performance evaluations The operation cycle on the chassis dynamometer replicates real-world driving conditions while adhering to these specified speed limits for accurate and consistent results.

`,,,,,,,,```,`,```,,,`,,,``,,`-`-`,,`,,`,`,,` - dynamometer is described in Table 3 The operating cycle of UDC/EUDC for motorcycles with a permitted maximum speed of 110 km/h is described in Figure 2.

Table 1 — UDC operating cycle on the chassis dynamometer

Operation no Operation Phase Acceleration m/s 2 Speed km/h

Duration of each Cumulative time s

Table 2 — EUDC operating cycle on the chassis dynamometer

Gear to be used in the case of a manual gearbox

1 Idling 1 20 20 20 See 3.2.1.3.3; use of the gearbox over the extra-urban cycle in accordance with the manufacturer’s recommendations.

NOTE This table is the result of reformatting Annex III, Appendix 1, Section 3 of Directive 91/441/EEC, [7] in accordance with 3.2.1.3.3.

Table 3 — EUDC operating cycle on the chassis dynamometer for motorcycles with a maximum designed speed of 110 km/h

Gear to be used in the case of a manual gearbox

1 Idling 1 20 20 20 See 3.2.1.3.3; use of the gearbox over the extra- urban cycle in accordance with the manufacturer’s recommendations.

Y speed, km/h a For motorcycles with a maximum designed speed of 110 km/h or less.

Figure 2 — Operating cycle on chassis dynamometer (UDC/EUDC)

Type 2 test

This requirement only applies to all test motorcycles powered by a positive-ignition engine.

The type 2 test shall be measured immediately after the type 1 test with the engine at normal idling speed and at high idle.

In the case of motorcycles with manual or semi-automatic gearboxes, the test is carried out with the gear lever in the “neutral” position and with the clutch engaged.

In the case of motorcycles with automatic transmissions, the test is carried out with the selector in position “zero” or “park”.

The exhaust outlet must be fitted with a leak-proof extension that allows the exhaust-gas sampling probe to be inserted at least 60 cm without increasing back pressure by more than 1.25 kPa, ensuring the motorcycle's operation is unaffected The design of the extension should prevent significant dilution of exhaust gases by air at the sampling point Additionally, if a motorcycle has multiple exhaust outlets, appropriate measures must be taken to ensure accurate sampling from each outlet.

`,,,,,,,,```,`,```,,,`,,,``,,`-`-`,,`,,`,`,,` - connected up to a common pipe or carbon monoxide concentrations shall be tested at each outlet, with the results of the measurements being the arithmetical mean of these concentrations.

Determining the concentrations of carbon monoxide (c CO,e) and carbon dioxide (c CO2,e) involves reading the measurements directly from instruments or recording devices and referencing the appropriate calibration tables The corrected carbon monoxide concentration in two-stroke engines (c CO,ec2), expressed as a percentage by volume, is calculated based on these readings Accurate measurement and calibration ensure reliable assessment of exhaust emissions for engine performance and environmental compliance.

The corrected concentration of carbon monoxide in four-stroke engines, c CO,ec4 , calculated in percent volume, is c c c c

For two-stroke engines, it is sufficient to measure the concentrations of CO and CO2 separately using Formulas (1) or (2), provided that their combined concentration (c CO,e + c CO2,e) is 10 or higher Similarly, for four-stroke engines, there is no need to correct the CO concentration if the sum of the measured concentrations reaches 15 or more This approach simplifies emissions testing by allowing certain measurements to be considered accurate without further correction under specified threshold conditions.

3.3.4 Normal and high idling speed tests

During testing as per sections 3.3.1 and 3.3.2 at normal idling speed, the carbon monoxide (CO) content in the exhaust gases is measured and recorded Additionally, the engine speed during the test, including any tolerances, must be documented to ensure accurate compliance assessment This process is essential for evaluating engine emissions and meeting environmental standards.

During testing at "high idle" speed (greater than 2000 min−1), the carbon monoxide volume content in the exhaust gases is recorded, and the engine speed during the test is documented, including any applicable tolerances.

The engine oil temperature at the time of the test shall be measured and recorded.

General

The test cycle 2 is equivalent to the test cycle specified in global technical regulations No.2 (WMTC), United Nations Economic Commission for Europe, ECE/TRANS/180/Add.2 [9]

Test room conditions

The test room, equipped with a chassis dynamometer and gas sample collection device, must maintain a temperature of 298 K ± 5 K To ensure accuracy, the room temperature should be measured twice—both before and after the Type 1 test—in the vicinity of the motorcycle's cooling blower (fan) Proper temperature control is essential for reliable emission testing results.

Motorcycle classification

Figure 3 provides a comprehensive overview of motorcycle classifications based on engine capacity and maximum speed, with precise numerical values that are not rounded This classification helps in understanding different motorcycle categories for regulatory and market purposes Accurate engine capacity and speed data are essential for proper classification, which impacts licensing, insurance, and safety standards Following ISO 2014 guidelines ensures consistency and reliability in categorizing motorcycles according to these key performance parameters.

Motorcycles that fulfil either of the following specifications belong to class 1: a) 50 cm 3 < engine capacity < 150 cm 3 and v max ≤ 50 km/h; b) engine capacity < 150 cm 3 and 50 km/h < v max < 100 km/h.

Motorcycles classified as Class 2 meet specific engine capacity and top speed criteria Subclass 2-1 includes bikes with an engine capacity of less than 150 cm³ and a maximum speed between 100 km/h and 115 km/h, or motorcycles with an engine capacity of 150 cm³ or more and a top speed below 115 km/h Subclass 2-2 encompasses motorcycles capable of reaching speeds between 115 km/h and 130 km/h, regardless of engine capacity These classifications help delineate motorcycle categories based on performance specifications, aligning with relevant regulatory standards.

Motorcycles that fulfil either of the following specifications belong to class 3: a) subclass 3-1: 130 km/h ≤ v max < 140 km/h; b) subclass 3-2: v max ≥ 140 km/h.

Type 1 tests

The motorcycle speed test cycles for the Type 1 test comprise up to three parts, as outlined in section 4.8, based on the motorcycle class specified in section 4.3 Specifically, for Class 1 motorcycles, the test includes Part 1, which involves reduced speed testing under cold conditions, followed by the same reduced speed test under hot conditions.

1) subclass 2-1: part 1, reduced speed in cold condition, followed by part 2, reduced speed in hot condition;

2) subclass 2-2: part 1 in cold condition, followed by part 2 in hot condition; c) class 3

1) subclass 3-1: part 1 in cold condition, followed by part 2 in hot condition, followed by part 3 reduced speed in hot condition;

2) subclass 3-2: part 1 in cold condition, followed by part 2 in hot condition, followed by part 3 in hot condition.

The speed tolerance at any given time on the test cycle prescribed in 4.4.1.1 is defined by upper and lower limits The upper limit is 3,2 km/h higher than the highest point on the trace within 1 s of the given time

The lower speed limit is set at 3.2 km/h below the lowest point on the trace within one second of the specified time Speed fluctuations exceeding permissible tolerances, such as during gear shifts, are acceptable if they last less than two seconds on any occasion Speeds below the prescribed limits are permissible when the motorcycle is operated at maximum available power during these instances Figure 4 illustrates the acceptable speed tolerance ranges for typical points on the trace.

If the roller speed deviations from the specified set speed during cycles do not meet the designated requirements, the test results cannot be used for further analysis, and the testing run must be repeated to ensure accuracy and compliance.

4.4.2.1 Test motorcycles with automatic transmission

Motorcycles equipped with transfer cases, multiple sprockets, etc., shall be tested in the manufacturer’s recommended configuration for street or highway use.

All vehicle tests should be performed with automatic transmissions in the "drive" position (highest gear) to ensure consistency For automatic clutch or torque converter transmissions, manufacturers may choose to shift them as manual transmissions if desired During idle mode testing, automatic transmissions must remain in "drive" with the wheels properly braked to maintain safety and standardization.

Automatic transmissions shall shift automatically through the normal sequence of gears.

The deceleration modes shall be run in gear using brakes or throttle as necessary to maintain the desired speed.

4.4.2.2 Test motorcycles with manual transmission

4.4.2.2.1.1 Step 1 — Calculation of shift speeds

Upshift speeds (v 1 → 2 and v i i → + 1 ) in km/h during acceleration phases shall be calculated in accordance with Formulae (3) and (4). v e s n n

2 1 ndv i ng i (4) where i is the gear number (≥2); ng is the total number of forward gears;

The rated power of the motorcycle, denoted as P n, is measured in kilowatts (kW), while the kerb mass, m k, is expressed in kilograms (kg) The idling speed, n idle, is specified in revolutions per minute (min⁻¹), and the rated engine speed, s, is also measured in min⁻¹ Additionally, the parameter ndv i represents the ratio between engine speed and motorcycle speed in gear i, with engine speed in min⁻¹ and motorcycle speed in kilometers per hour (km/h) Understanding these key specifications is essential for evaluating motorcycle performance and compliance with industry standards.

Downshift speeds (v i i → − 1 ) in km/h during cruise or deceleration phases in gear 4 (4th gear) to ng shall be calculated in accordance with Formula (5). v i i e s n n

1 4 ndv 2 i ng i (5) where i is the gear number (≥4); ng is the total number of forward gears;

P n is the rated power, in kW; m k is the kerb mass, in kg; n idle is the idling speed, in min −1 ; s is the rated engine speed, in min −1 ; ndv i−2 is the ratio between engine speed, in min −1 , and motorcycle speed, in km/h, in gear i−2. The downshift speed from gear 3 to gear 2 (v 3 → 2) shall be calculated in accordance with Formula (6). v e s n n

Rated power (Pn) is expressed in kilowatts (kW), reflecting the engine's maximum output The kerb mass (m k) indicates the motorcycle's weight in kilograms (kg), which impacts performance and handling Idle speed (n idle) is measured in revolutions per minute (min−1) and represents the engine's RPM when the motorcycle is at rest The rated engine speed (s) is also in min−1 and defines the optimal rotational speed for engine operation The ratio (ndv 1) compares engine speed in min−1 to motorcycle speed in km/h during gear 1, providing insight into the relationship between engine performance and vehicle velocity.

The downshift speed from gear 2 to gear 1 (v 2 → 1 ) shall be calculated in accordance with Formula (7). v s n n ndv

→ = , × −( idle ) + idle × (7) where ndv 2 is the ratio between engine speed, in min −1 , and motorcycle speed, in km/h, in gear 2.

During cruise phases, slight speed increases may occur due to the phase indicator, making it beneficial to implement an upshift The upshift speeds—v₁ → ₂, v₂ → ₃, and vᵢᵢ → +1 in km/h—can be accurately calculated using Formulae (8) to (10), ensuring optimal vehicle performance during these phases.

The results of shift speeds shall be mathematically rounded to the first place of the decimal point.

4.4.2.2.1.2 Step 2 — Gear choice for each cycle sample

To ensure clarity and prevent misinterpretation of acceleration, deceleration, cruise, and stop phases, specific indicators are integrated into the motorcycle speed pattern as essential components of the cycling process, as detailed in Tables 5 to 28.

The appropriate gear for each sample should be determined based on the motorcycle's speed ranges calculated using shift speed formulas [Formulas (3) to (10)] These calculations incorporate phase indicators specific to the cycle parts suitable for the test motorcycle, ensuring optimal gear selection for accurate testing conditions.

— gear choice for stop phases

During the final 5 seconds of a stop phase, the gear lever should be shifted to gear 1 and the clutch disengaged to ensure a smooth stop In the preceding part of the stop, the gear lever can be set to neutral or the clutch can be disengaged, facilitating safe and controlled vehicle halting.

— gear choice for acceleration phases:

— gear choice for deceleration or cruise phases:

The clutch should be disengaged when the motorcycle speed drops below 10 km/h, the engine speed falls below the calculated threshold of idle speed plus 0.03 times the difference between current and idle speed, or if there is a risk of engine stalling during the cold start phase These guidelines ensure smooth operation and prevent engine stalls during various riding conditions.

4.4.2.2.1.3 Step 3 — Corrections according to additional requirements

Gear selection must be adjusted according to specific guidelines: firstly, no gear shifts are permitted when transitioning from acceleration to deceleration; the last gear used during acceleration should be maintained during deceleration unless the vehicle speed falls below a designated downshift threshold secondly, gear shifts should not involve more than one gear change at a time, except shifting from gear 2 to neutral during vehicle stops; for example, a sequence like 4→4→4→4→3→3→3→3→1→1→1→1 should be modified to 4→4→4→4→3→3→3→3→2→1→1→1 thirdly, ups or downs shifts lasting up to 4 seconds should be replaced with the previous gear if the gear before and after are the same, such as adjusting 2→3→3→3→2 to 2→2→2→2→2 or 4→3→3→3→3→4 to 4→4→4→4→4→4, ensuring smooth gear transitions for optimal driving efficiency.

In the cases of consecutive circumstances, the gear used longer takes over (Example: Gear 2→2→2→3→3→3→2→2→2→2→3→3→3 will be replaced by 2→2→2→2→2→2→2→2→2→2→3→3→3.)

To optimize gear shifting, maintain the same gear during continuous operation and follow a sequence where a series of preceding gears dominate the subsequent gears For example, a sequence like 2→2→2→3→3→3 can be simplified to 2→2→2→2→2→2, ensuring smoother transitions Additionally, downshifting should be avoided during acceleration phases to maintain engine stability and efficiency.

The gear choice may be modified according to the following provisions.

Type 2 tests

This requirement only applies to all test motorcycles powered by a positive-ignition engine.

The content by volume of carbon monoxide shall be measured immediately after the type 1 test.

The test should be conducted with the engine at normal idling speed and at the manufacturer's specified high idle speed The high idle speed must be set above 2,000 min−1, ensuring accurate and consistent testing conditions.

For test motorcycles equipped with manually operated or semi-automatic gearboxes, testing must be conducted with the gear lever in the “neutral” position and the clutch engaged In contrast, testing of motorcycles with automatic-shift gearboxes should be performed with the gear selector set to the “zero” or “park” position Ensuring the correct gear position during testing is essential for safety and compliance with ISO standards.

Test procedures

The engine shall be started according to the manufacturer’s recommended starting procedures The test cycle run shall begin when the engine starts.

When testing motorcycles with automatic chokes, operation must follow the manufacturer’s instructions, including proper choke adjustments and “kick-down” from cold fast idle The transmission should be shifted into gear 15 seconds after starting the engine, with braking used if needed to prevent drive wheels from turning.

When testing motorcycles equipped with manual chokes, it is essential to follow the manufacturer's operating instructions or owner's manual If the instructions specify a timing for choke operation, the test should be performed within 15 seconds of the recommended time to ensure proper functionality Adhering to these guidelines guarantees accurate testing and maintains safety standards.

The operator may use the choke, throttle, etc where necessary to keep the engine running.

If the manufacturer’s instructions or owner’s manual do not specify a warm engine starting procedure, start the engine by opening the throttle approximately halfway Crank the engine until it starts, whether it is an automatic or manual choke engine.

During cold start testing, if the motorcycle fails to start within 10 seconds of cranking or after 10 cycles of manual starting, cranking must be stopped, and the cause of the failure should be identified Additionally, the revolution counter on the constant volume sampler should be turned off, and the sample solenoid valves should be positioned accordingly to ensure proper testing procedures.

“standby” position during this diagnostic period In addition, either the CVS blower shall be turned off or the exhaust tube disconnected from the tailpipe during the diagnostic period.

If the motorcycle fails to start due to an operational error, the test must be rescheduled from a cold start, ensuring proper troubleshooting In cases where the failure is caused by a motorcycle malfunction, corrective actions of less than 30 minutes can be performed under unscheduled maintenance provisions, allowing the test to continue The sampling system should be reactivated simultaneously with cranking to maintain test integrity If the engine starts successfully, the driving schedule timing sequence begins; however, if the motorcycle cannot be started due to a malfunction, the test is voided, the motorcycle removed for repairs, and the test rescheduled after corrective measures The identified cause of the malfunction and the corrective actions taken must be documented and reported.

If the test motorcycle fails to start during a hot start after 10 seconds of cranking or 10 cycles of the manual starting mechanism, the test must be stopped and considered void The motorcycle should be removed from the dynamometer, necessary corrective actions should be implemented, and the motorcycle should be rescheduled for re-testing Any identified malfunction and the corrective measures taken must be documented and reported.

If the engine “false starts”, the operator shall repeat the recommended starting procedure (such as resetting the choke, etc.).

If the engine stalls during an idle period, the engine shall be restarted immediately and the test continued

If the engine cannot be started soon enough to allow the motorcycle to follow the next acceleration as

`,,,,,,,,```,`,```,,,`,,,``,,`-`-`,,`,,`,`,,` - prescribed, the driving schedule indicator shall be stopped When the motorcycle restarts, the driving schedule indicator shall be reactivated.

If the engine stalls outside of idle mode, the driving schedule indicator must be stopped The test motorcycle should then be restarted and accelerated to the specified speed for that stage of the driving schedule Testing continues once the motorcycle reaches the required speed, with shifting performed according to section 4.4.2 during acceleration.

If the test motorcycle fails to restart within one minute, the test is considered invalid, and the motorcycle must be removed from the dynamometer for corrective action The issue causing the malfunction, along with the corrective measures implemented, should be documented and reported The motorcycle will then be rescheduled for retesting to ensure accurate results.

4.6.1.2.1 The test motorcycle shall be driven with minimum throttle movement to maintain the desired speed No simultaneous use of brake and throttle shall be permitted.

If the test motorcycle cannot accelerate at the specified rate, it must be operated with the throttle fully opened until the roller speed reaches the prescribed value according to the driving schedule.

4.6.1.3.1 The complete dynamometer test consists of consecutive parts as described in 4.4.1.

For each test, position the motorcycle's drive wheel on the dynamometer without starting the engine, activate the cooling fan, and connect evacuated sample collection bags to the exhaust and dilution air systems with selector valves in the “standby” position Next, start the CVS, sample pumps, and temperature recorder, ensuring the heat exchanger and sample lines are preheated to their operating temperatures Finally, adjust the sample flow rates to the target values and zero the gas flow measuring devices.

1) For gaseous bag samples (except hydrocarbon samples), the minimum flow rate is 0,08 L/s.

For hydrocarbon sampling, ensure the minimum flame ionization detection (FID) flow rate is 0.031 L/s, or 0.031 L/s for heated flame ionization detection (HFID) in methanol-fueled motorcycles Attach the flexible exhaust tube securely to the motorcycle tailpipe before starting measurements After initiating the gas flow measuring device and setting the sample selector valves to direct flow into the “transient” exhaust and dilution air sample bags, turn on the engine Approximately 15 seconds post-startup, shift the transmission into gear, and at 20 seconds, begin the initial acceleration following the prescribed driving schedule Conduct the motorcycle operation according to the specified driving cycles outlined in section 4.4.1 to ensure accurate emission testing.

During the testing process, after completing each part, the sample flows are switched from the first or second bags to the next set, and gas flow measuring devices are turned off and on accordingly For class 3 motorcycles, at the end of part 2, sample flows are transferred from the second to the third bags, with corresponding device adjustments Before starting a new testing phase, it is essential to record shaft revolutions, reset counters, and promptly transfer samples to the analytical system for processing within 20 minutes to ensure stabilized readings Engine shutdown occurs 2 seconds after the final test phase, followed by turning off the cooling fan, and disconnecting the exhaust sampling equipment from the motorcycle The motorcycle is then removed from the dynamometer, and for comprehensive analysis, second-by-second emission data, along with temperatures of cooling water, crankcase oil, and catalyst temperature, are recorded for comparison.

4.6.2.1.1 The type 2 test specified in 4.5 shall be measured immediately after the type 1 test with the engine at normal idling speed and at high idle.

During the test, key parameters such as exhaust gas emissions must be measured and recorded at both normal and high idle speeds Specifically, the carbon monoxide (CO) and carbon dioxide (CO₂) contents are measured by volume to assess emission levels Additionally, engine speed, including any tolerances, should be documented to ensure consistent testing conditions The engine oil temperature at the time of the test must also be recorded to account for its influence on emissions and engine performance.

Exhaust outlets must have an air-tight extension that allows the sample probe to be inserted at least 60 cm without increasing back pressure beyond 125 mm H₂O or disrupting motorcycle operation The extension’s shape should prevent any significant dilution of exhaust gases at the sampling point For motorcycles with multiple exhaust outlets, either all outlets should connect to a common pipe or individual measurements of carbon monoxide should be taken from each outlet, with the final result obtained by averaging these measurements.

The concentrations of carbon monoxide (c CO) and carbon dioxide (c CO2) are determined from measuring instrument readings or recordings using appropriate calibration curves These results must be corrected in accordance with section 4.7.2 to ensure accuracy and adherence to measurement standards.

Analysis of results

4.7.1.1 Gaseous exhaust emission and fuel consumption analysis

4.7.1.1.1 Analysis of the samples contained in the bags

The analysis shall begin as soon as possible and in any event not later than 20 min after the end of the tests, in order to determine

— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides, and carbon dioxide in the sample of dilution air contained in bag(s) B, and

— the concentrations of hydrocarbons, carbon monoxide, nitrogen oxides, and carbon dioxide in the sample of diluted exhaust gases contained in bag(s) A.

In cases involving repeated measurements, the emission results in grams per kilometer (g/km) and fuel consumption in liters per 100 kilometers (L/100 km) are averaged for each cycle segment using the calculation method outlined in ISO 6460-1.

4.7.1.2.2 The (average) result of part 1 or part 1 reduced speed is named R 1 , the (average) result of part

In hot conditions, Part 1 reduced speed is designated as R1_hot, while the average results of Part 2 and Part 3 reduced speeds are referred to as R2 and R3, respectively These emission results are expressed in grams per kilometer (g/km), and fuel consumption is measured in liters per 100 kilometers (L/100 km) The overall result, R, which varies depending on the motorcycle class as specified in section 4.3, is calculated using formulas (11) to (13).

Table 4 — Weighting factors for the final emission and fuel consumption results

4.7.2.1 The corrected concentration for carbon monoxide (c CO,ec2 and c CO,ec4 in per cent volume) is calculated in accordance with Formulae (1) and (2).

4.7.2.1.1 For two-stroke engines, see Formula (1).

4.7.2.1.2 For four-stroke engines, see Formula (2).

According to section 4.7.2.2, the concentration of carbon monoxide in exhaust gases (c CO,e), measured as per section 4.6.2.2, does not require correction if the combined concentrations of carbon monoxide and carbon dioxide (c CO,e + c CO2,e) reach at least 10 for two-stroke engines and 15 for four-stroke engines Ensuring these thresholds are met simplifies the measurement process and maintains accuracy in emissions testing.

Driving cycles for type 1 tests

Figure 6 — Cycle part 2 for motorcycle classes 2 and 3

Table 5 — Cycle part 1, reduced speed for motorcycle classes 1 and 2-1, 1 s to 180 s

Stop Acc Cruise Dec Stop Acc Cruise Dec Stop Acc Cruise Dec

Table 6 — Cycle part 1, reduced speed for motorcycle classes 1 and 2–1, 181 s to 360 s

Table 9 — Cycle part 1 for motorcycle classes 2–2 and 3, 1 s to 180 s

Table 13 — Cycle part 2, reduced speed for motorcycle class 2–1, 1 s to 180 s

Table 25 — Cycle part 3 for motorcycle class 3–2, 1 s to 180 s

Gaseous exhaust emission results must be reported in accordance with the guidelines outlined in Annex A, while specific fuel consumption data should be documented as specified in Annex B, ensuring compliance with ISO 2014 standards.

Presentation of results for gaseous exhaust emissions

Category: two wheeler/three wheeler ( delete as applicable )

Cycle: two-stroke/four-stroke ( delete as applicable )

Number and layout of cylinders:

Gear-box: manual/semi-automatic/automatic ( delete as applicable )

Number of gear ratios (speeds):

Maximum speed , measured in accordance with ISO 7117 : km/h

Maximum net power , measured in accordance with ISO 4106 : kW at min -1

Mileage accumulated at test: km

Rear wheel: Tyre size Static radius: mm

Motorcycle mass: — kerb : kg — reference: kg

Others, if there is any alteration:

Description of the cycle: test cycle1 reduced speed/test cycle 1 normal speed/test cycle 2 (delete as applicable)

Octane number or cetane number:

Hydrogen/carbon atom number ratio:

Oxygen/carbon atom number ratio:

Mixed with lubrication oil: yes/no ( delete as applicable )

If yes, the volume ratio of fuel to lubrication oil:

Chassis dynamometer with: polygonal function/coeficient control/ F * polygonal digital setter/ f * 0 , f * 2 coeficient digital setter ( delete as applicable )

Road-load curve itting formula f = a + bv 2 : a N b N/(km/h) 2

Cooling fan wind speed is proportional to the roller speed: yes/no (delete as applicable)

Test room dry-bulb temperature: start K end K

Test room wet -bulb temperature: start K end K

CVS system: positive displacement pump/critical low venturi ( delete as applicable )

If other sampling system is used, detailed description:

Pressure at exhaust pipe outlet: Pa

Hydrogen/carbon atom number ratio in exhaust gas:

Oxygen/carbon atom number ratio in exhaust gas:

Diluted exhaust mixture volume: L/km

Concentration in diluted exhaust mixture A Concentration in dilution air B Quantity

High idling speed (if applicable): min -1

Presentation of results of fuel consumption

Category: two wheeler/three wheeler ( delete as applicable )

Cycle: two-stroke/four-stroke ( delete as applicable )

Number and layout of cylinders:

Gear -box: manual/semi-automatic/automatic ( delete as applicable )

Number of gear ratios (speeds):

Maximum speed, measured in accordance with ISO 7117: km/h

Maximum net power, measured in accordance with ISO 4106: kW at min -1

Mileage accumulated at test : km

Rear wheel: Tyre size Static radius: mm

Motorcycle mass: — kerb : kg — reference: kg

Description of the cycle: test cycle1 reduced speed/test cycle 1 normal speed/test cycle 2 (delete as applicable)

Octane number or cetane number:

Hydrogen/carbon atom number ratio:

Oxygen/carbon atom number ratio:

Mixed with lubrication oil: yes/no ( delete as applicable )

If yes, the volume ratio of fuel to lubrication oil:

Chassis dynamometer with: polygonal function/coeficient control/ F * polygonal digital setter/ f * 0 , f * 2 coeficient digital setter ( delete where inapplicable )

Road -load curve itting formula f = a + bv 2 : a N b N/(km/h) 2

Cooling fan wind speed is proportional to the roller speed: yes/no ( delete as applicable)

Test room dry-bulb temperature: start K end K

Test room wet -bulb temperature: start K end K

Test room mean barometric pressure: kPa

Fuel consumption measurement: carbon balance method/fuel flow measurement method

If the test is carried out by the fuel flow measurement method, B.7 shall be omitted.

CVS system: positive displacement pump/critical low venture ( delete as applicable )

If other sampling system is used, detailed description:

Pressure at exhaust pipe outlet: Pa

Hydrogen/carbon atom number ratio in exhaust gas:

Oxygen/carbon atom number ratio in exhaust gas:

Diluted exhaust mixture volume: L/km

Concentration in diluted exhaust mixture A Concentration in dilution air B Quantity

Speciic fuel consumption: km/L L/100 km

If the test is carried out by the carbon balance method, B.8 shall be omitted.

Fuel consumption measurement method: volumetric method/gravimetricmethod/flow meter method

Speciic fuel consumption: km/L L/100 km

Test cycle C.1 is equivalent to the test cycle specified in UNECE Regulation No 40 (E/ECE/TRANS/505/ Rev.1/Add.39 of 7 May 1979) [5]

The operating cycle of test cycle C.1 is illustrated in Figure C.1.

Figure C.1 — Operating cycle on a chassis dynamometer for test cycle C.1

Test cycle C.2 aligns with the test procedures outlined in Directive 2002/51/EC of the European Parliament and Council, dated 19 July 2002 This cycle is standardized according to the regulations published in the Official Journal of the European Communities (L252) on 20 September 2002 Adhering to Test cycle C.2 ensures compliance with European emissions testing standards, facilitating approval and certification within the European Union.

Figure C.2 — Operating cycle on a chassis dynamometer for test cycle C.2

[1] ISO 3833, Road vehicles — Types — Terms and definitions

[2] ISO 6460-3, Motorcycles — Measurement method for gaseous exhaust emissions and fuel consumption — Part 3: Fuel consumption measurement at a constant speed

[3] ISO 6726, Mopeds and motorcycles with two wheels — Masses — Vocabulary

[4] ISO 11486, Motorcycles — Methods for setting running resistance on a chassis dynamometer

UNECE Regulation No 40.01, established by the Economic Commission for Europe under the United Nations, sets uniform provisions for the approval of motorcycles equipped with positive-ignition engines This regulation specifically addresses the emission of gaseous pollutants, ensuring that motorcycle engines meet strict environmental standards It aims to reduce harmful emissions and promote cleaner, more sustainable transportation through standardized testing and approval processes.

[6] Commission Directive 2003/77/EC of 11 August 2003 amending Directives 97/24/EC and

2002/24/EC of the European Parliament and of the Council relating to the type-approval of two- or three-wheel motor vehicles

[7] Council Directive 91/441/EEC of 26 June 1991 amending Directive 70/220/EEC on the approximation of the laws of the Member States relating to measures to be taken against air pollution by emissions from motor vehicles

Directive 2002/51/EC, adopted by the European Parliament and the Council on July 19, 2002, aims to reduce pollutant emissions from two- and three-wheel motor vehicles This legislation amends Directive 97/24/EC to establish stricter emission standards, promoting cleaner and more environmentally friendly transportation options across the European Union By implementing these measures, the directive contributes to improved air quality and supports the EU's environmental sustainability goals.

[9] Global technical regulation No.2 (ECE/TRANS/180/Add.2 of 30 August 2005) Measurement procedure for two-wheeled motorcycles equipped with a positive or compression ignition engine with regard to the emission of gaseous pollutants, CO 2 emissions and fuel consumption © ISO 2014 – All rights reserved 71

Tiêu đề	Motorcycles — Measurement Method For Gaseous Exhaust Emissions And Fuel Consumption
Trường học	University of Alberta
Chuyên ngành	Motorcycle Emissions and Fuel Consumption
Thể loại	Tiêu chuẩn
Năm xuất bản	2014
Thành phố	Switzerland

Định dạng
Số trang	78
Dung lượng	2,54 MB