ISO 6460-2:2014
(Main)Motorcycles — Measurement method for gaseous exhaust emissions and fuel consumption — Part 2: Test cycles and specific test conditions
Motorcycles — Measurement method for gaseous exhaust emissions and fuel consumption — Part 2: Test cycles and specific test conditions
ISO 6460-2:2014 defines test cycles for measurement for the gaseous exhaust emissions from motorcycles, as well as for determining the fuel consumption of motorcycles as defined in ISO 3833, equipped with a spark ignition engine (four-stroke engine, two-stroke engine, or rotary piston engine) or a compression ignition engine. The test cycle 1 is equivalent to the test cycle specified in the European Union Commission Directive 2003/77/EC[6] and 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]. A selection of other test cycles adopted or to be adopted by several countries is described in Annex C for information purpose.
Motocycles — Méthode de mesure des émissions de gaz d'échappement et de la consommation de carburant — Partie 2: Conditions d'essai spécifiques et cycles d'essai
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Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 6460-2
Second edition
2014-12-01
Motorcycles — Measurement method
for gaseous exhaust emissions and
fuel consumption —
Part 2:
Test cycles and specific test conditions
Motocycles — Méthode de mesure des émissions de gaz
d’échappement et de la consommation de carburant —
Partie 2: Conditions d’essai spécifiques et cycles d’essai
Reference number
ISO 6460-2:2014(E)
©
ISO 2014
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ISO 6460-2:2014(E)
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ISO 6460-2:2014(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Test cycle 1 . 1
3.1 General . 1
3.2 Type 1 test . 2
3.3 Type 2 test . 8
4 Test cycle 2 . 9
4.1 General . 9
4.2 Test room conditions . 9
4.3 Motorcycle classification . 9
4.4 Type 1 tests .11
4.5 Type 2 tests .17
4.6 Test procedures .18
4.7 Analysis of results .21
4.8 Driving cycles for type 1 tests .23
5 Presentation of results .61
Annex A (normative) Presentation of results for gaseous exhaust emissions .62
Annex B (normative) Presentation of results of fuel consumption .65
Annex C (informative) Test cycles .69
Bibliography .71
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ISO 6460-2:2014(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
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ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any
patent rights identified during the development of the document will be in the Introduction and/or on
the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity
assessment, as well as information about ISO’s adherence to the WTO principles in the Technical Barriers
to Trade (TBT), see the following URL: Foreword — Supplementary information.
The committee responsible for this document is ISO/TC 22, Road vehicles, Subcommittee SC 22,
Motorcycles.
This second edition cancels and replaces the first edition (ISO 6460-2:2007), which has been technically
revised.
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 requirements
— Part 2: Test cycles and specific test conditions
— Part 3: Fuel consumption measurement at a constant speed
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ISO 6460-2:2014(E)
Introduction
This part of ISO 6460 has been prepared to provide details of the typical test cycles for measurement of
gaseous exhaust emissions and fuel consumption. The measurements can be carried out by referring to
this part of ISO 6460 and to ISO 6460-1.
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INTERNATIONAL STANDARD ISO 6460-2:2014(E)
Motorcycles — Measurement method for gaseous exhaust
emissions and fuel consumption —
Part 2:
Test cycles and specific test conditions
1 Scope
This part of ISO 6460 defines test cycles for measurement for the gaseous exhaust emissions from
motorcycles, as well as for determining the fuel consumption of motorcycles as defined in ISO 3833,
equipped with a spark ignition engine (four-stroke engine, two-stroke engine, or rotary piston engine)
or a compression ignition engine. The test cycle 1 is equivalent to the test cycle specified in the European
[6]
Union Commission Directive 2003/77/EC and the test cycle 2 is equivalent to the test cycle specified
in global technical regulations No.2 (WMTC), United Nations Economic Commission for Europe,
[9]
ECE/TRANS/180/Add.2 . A selection of other test cycles adopted or to be adopted by several countries
is described in Annex C for information purpose.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 4106, Motorcycles — Engine test code — Net power
ISO 6460-1, Motorcycles — Measurement method for gaseous exhaust emissions and fuel consumption —
Part 1: General test requirements
ISO 7117, Motorcycles — Measurement method for determining maximum speed
3 Test cycle 1
3.1 General
The test cycle 1 is equivalent to the test cycle specified in European Union Commission Directive
[6]
2003/77/EC .
3
a) For vehicle types with an engine capacity less than 150 cm , the test shall be conducted by carrying
out six elementary urban cycles. The emission sampling shall begin before or at the initiation of the
engine start-up procedure and end on conclusion of the final idling period of the last elementary
urban cycle.
3
b) For vehicle types with an engine capacity greater than or equal to 150 cm , the test shall be conducted
by carrying out six elementary urban cycles and one extra-urban cycle. The emission sampling shall
begin before or at the initiation of the engine start-up procedure and end on conclusion of the final
idling period of the extra-urban cycle.
During the test, the exhaust gases shall be diluted with air so that the flow volume of the mixture remains
constant. Throughout the test, a continuous flow of samples of the mixture shall be passed into one
or more bags so that concentrations (average test values) of carbon monoxide, unburnt hydrocarbons,
oxides of nitrogen, and carbon dioxide can be determined.
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ISO 6460-2:2014(E)
3.2 Type 1 test
3.2.1 Operating cycle on the chassis dynamometer
3.2.1.1 Description of cycle
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.
3.2.1.3 Use of the gearbox
3.2.1.3.1 Use of the gearbox is determined as described below.
a) At constant speed, the engine speed shall as far as possible remain between 50 % and 90 % of the
maximum speed. If this speed can be achieved using more than one gear, the engine is tested using
the highest gear.
b) With respect to the urban cycle, during acceleration the engine shall be tested using the gear which
allows maximum acceleration. The next higher gear is engaged, at the latest, when the engine speed
has reached 110 % of the speed at which the maximum net power output occurs. If a motorcycle
reaches a speed of 20 km/h in first gear or 35 km/h in second gear, the next higher gear shall be
engaged at these speeds.
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.
3.2.1.3.2 Motorcycles equipped with automatic gearboxes shall be tested with the highest gear engaged
(drive). The accelerator shall be operated in such a way as to obtain as steady an acceleration as possible,
so that the transmission engages the different gears in the normal order. The tolerances specified in
3.2.1.4 apply.
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.
3.2.1.4 Tolerances
3.2.1.4.1 The theoretical speed shall be maintained to a tolerance of ±2 km/h during all phases. Speed
tolerances greater than those prescribed are permitted during phase changes provided that the tolerances
are never exceeded for more than 0,5 s on any one occasion, in all cases subject to the provisions of
3.2.2.5.2 and 3.2.2.6.3.
3.2.1.4.2 A tolerance of ±0,5 s above or below the theoretical times shall be allowed.
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ISO 6460-2:2014(E)
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
3.2.2.1.1 The temperature in the premises where the chassis dynamometer bench is situated shall be
between 293 K and 303 K throughout the test, and shall be as close as possible to the temperature of the
premises where the motorcycle was conditioned.
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.
3.2.2.2 Starting up the engine
3.2.2.2.1 Once the preliminary operations on the equipment for collecting, diluting, analysing, and
measuring the gases have been carried out, the engine is started up by means of the devices provided for
that purpose, such as the choke, the starter valve, etc., in accordance with the manufacturer’s instructions.
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.
3.2.2.4 Idling
3.2.2.4.1 Manual-shift gearbox
During periods of idling, the clutch shall be engaged and the gears shall be in neutral.
To enable the accelerations to be performed in accordance with the normal cycle, the motorcycle shall be
put in first gear, with the clutch disengaged, 5 s before start of the acceleration following the idling period
in question.
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 last idling period in the cycle consists of 7 s in neutral with the clutch engaged.
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ISO 6460-2:2014(E)
3.2.2.4.2 Semi-automatic gearboxes
The manufacturer’s instructions for driving in town, or in their absence instructions applicable to
manual gearboxes, shall be followed.
3.2.2.4.3 Automatic gearboxes
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 Accelerations
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.
3.2.2.5.2 If the acceleration capacities of the motorcycle are not sufficient to perform the acceleration
cycles within the prescribed tolerances, the motorcycle shall be driven with the throttle completely open
until the speed prescribed for the cycle has been reached. The cycle may then continue normally.
3.2.2.6 Decelerations
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.
3.2.2.6.3 If the period of deceleration is shorter than that prescribed for the corresponding phase, the
timing of the theoretical cycle is restored by a steady state or an idling period merging into the following
steady state or idling operation. In this case, 3.2.1.4.3 is not applicable.
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 Constant speeds
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.
3.2.3 Analysis
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 described in
Table 1, and the operation cycle of the extra-urban driving cycle (EUDC) on the chassis dynamometer
is described in Table 2. The operating cycle of UDC is described in Figure 1 and the operating cycle of
UDC/EUDC is described in Figure 2.
In EUDC on the chassis dynamometer, for motorcycles with a permitted maximum speed of 110 km/h,
the maximum speed for EUDC shall be restricted to 90 km/h and the operation cycle on the chassis
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ISO 6460-2:2014(E)
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
Duration of each
Cumulative Distance
Operation Acceleration Speed
Operation Phase time covered
Operation Phase
2
no. m/s km/h
s m
s s
1 Idling 1 0 0 11 11 11 0
2 Acceleration 2 1,04 0 to 15 4 4 15 8
3 Constant speed 3 0 15 8 8 23 34
4 Deceleration −0,69 15 to 10 2 25 7
Deceleration,
4 5
5 clutch −0,92 10 to 0 3 28 4
disengaged
6 Idling 5 0 0 21 21 49 0
7 Acceleration 6 0,74 0 to 32 12 12 61 54
8 Constant speed 7 0 32 24 24 85 214
9 Deceleration −0,75 32 to 10 8 93 48
Deceleration,
8 11
10 clutch −0,92 10 to 0 3 96 4
disengaged
11 Idling 9 0 0 21 21 117 0
12 Acceleration 10 0,53 0 to 50 26 26 143 183
13 Constant speed 11 0 50 12 12 155 167
14 Deceleration 12 −0,52 50 to 35 8 8 163 95
15 Constant speed 13 0 35 13 13 176 127
16 Deceleration −0,68 35 to 10 9 185 64
Deceleration,
14 12
17 clutch −0,92 10 to 0 3 188 4
disengaged
18 Idling 15 0 0 7 7 195 0
Total distance covered 1 013
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ISO 6460-2:2014(E)
Table 2 — EUDC operating cycle on the chassis dynamometer
Duration of each
Cumulative Gear to be used
Operation Acceleration Speed
Operation Phase time in the case of a
2 Operation Phase
no. m/s km/h
s manual gearbox
s s
1 Idling 1 20 20 20 See 3.2.1.3.3; use
of the gearbox over
2 Acceleration 2 0,47 0 to 70 41 41 61
the extra-urban
cycle in accord-
Constant
3 3 70 50 50 111
ance with the
speed
manufacturer’s
4 Deceleration 4 −0,69 70 to 50 8 8 119
recommendations.
Constant
5 5 50 69 69 188
speed
6 Acceleration 6 0,43 50 to 70 13 13 201
Constant
7 7 70 50 50 251
speed
8 Acceleration 8 0,24 70 to 100 35 35 286
Constant
9 9 100 30 30 316
speed
100 to
10 Acceleration 10 0,28 20 20 336
120
Constant
11 11 120 10 10 346
speed
12 Deceleration −0,69 120 to 80 16 362
13 Deceleration −1,04 80 to 50 8 370
12 34
Deceleration,
14 clutch −1,39 50 to 0 10 380
disengaged
15 Idling 13 20 20 400
[7]
NOTE This table is the result of reformatting Annex III, Appendix 1, Section 3 of Directive 91/441/EEC, in accordance
with 3.2.1.3.3.
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ISO 6460-2:2014(E)
Table 3 — EUDC operating cycle on the chassis dynamometer for motorcycles with a maximum
designed speed of 110 km/h
Duration of each
Cumulative Gear to be used
Operation Acceleration Speed
Operation Phase time in the case of a
Operation Phase
2
no. m/s km/h
s manual gearbox
s s
1 Idling 1 20 20 20 See 3.2.1.3.3; use
of the gearbox
2 Acceleration 2 0,47 0 to 70 41 41 61
over the extra-
urban cycle in
3 Constant speed 3 70 50 50 111
accordance with
4 Deceleration 4 −0,69 70 to 50 8 8 119
the manufactur-
er’s recommenda-
5 Constant speed 5 50 69 69 188
tions.
6 Acceleration 6 0,43 50 to 70 13 13 201
7 Constant speed 7 70 50 50 251
8 Acceleration 8 0,24 70 to 90 23,1 23,1 274,1
9 Constant speed 9 90 84 84 358,1
10 Deceleration −0,69 90 to 80 3,9 362
11 Deceleration −1,04 80 to 50 8 370
10 21,9
Deceleration,
12 clutch −1,39 50 to 0 10 380
disengaged
13 Idling 11 20 20 400
Key
X time, s
Y speed, km/h
Figure 1 — Operating cycle on chassis dynamometer (UDC)
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ISO 6460-2:2014(E)
Key
1 UDC/EUDC
X time, s
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)
3.3 Type 2 test
3.3.1 Application
This requirement only applies to all test motorcycles powered by a positive-ignition engine.
3.3.2 Measurement conditions
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”.
3.3.3 Sampling of gases
The exhaust outlet shall be fitted with a sufficiently leak-tight extension piece such that the exhaust-
gas sampling probe can be inserted to at least 60 cm without increasing back pressure by more than
1,25 kPa and without affecting operation of the motorcycle. Nevertheless, the shape of the extension
piece shall be such as to avoid appreciable dilution of exhaust gases by air at the point of the sampling
probe. If the motorcycle is equipped with more than one exhaust outlet, either these outlets shall be
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ISO 6460-2:2014(E)
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.
The concentrations for carbon monoxide, c , and carbon dioxide, c , are determined by reading off
CO,e CO2,e
the results shown by the instruments or recording devices and using the appropriate calibration tables.
The corrected concentration of carbon monoxide in two-stroke engines, c , calculated in percent
CO,ec2
volume, is
10
cc= (1)
CO,ec2 CO,e
cc+
CO,e CO2,e
The corrected concentration of carbon monoxide in four-stroke engines, c , calculated in percent
CO,ec4
volume, is
15
cc= (2)
CO,ec4 CO,e
cc+
CO,e CO2,e
It is not necessary to correct the concentration of c measured in accordance with Formula (1) or (2)
CO,e
if the sum of the concentrations measured, c + c , is 10 or more for two-stroke engines, and 15 or
CO,e CO2,e
more for four-stroke engines.
3.3.4 Normal and high idling speed tests
3.3.4.1 When tested in accordance with 3.3.1 and 3.3.2 at normal idling speed,
a) the carbon monoxide content by volume of the exhaust gases emitted is recorded, and
b) the engine speed during the test shall be recorded, including any tolerances.
−1
3.3.4.2 When tested at “high idle” speed (i.e. >2 000 min ),
a) the carbon monoxide content by volume of the exhaust gases emitted is recorded, and
b) the engine speed during the test shall be recorded, including any tolerances.
The engine oil temperature at the time of the test shall be measured and recorded.
4 Test cycle 2
4.1 General
The test cycle 2 is equivalent to the test cycle specified in global technical regulations No.2 (WMTC),
[9]
United Nations Economic Commission for Europe, ECE/TRANS/180/Add.2
4.2 Test room conditions
The test room with the chassis dynamometer and the gas sample collection device shall have a
temperature of 298 K ±5 K. The room temperature shall be measured twice in the vicinity of motorcycle
cooling blower (fan), both before and after the type 1 test.
4.3 Motorcycle classification
4.3.1 General
Figure 3 gives an overview of the motorcycle classification in terms of engine capacity and maximum
motorcycle speed. The numerical values of the engine capacity and maximum motorcycle speed shall
not be rounded up or down.
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ISO 6460-2:2014(E)
4.3.2 Class 1
Motorcycles that fulfil either of the following specifications belong to class 1:
3 3
a) 50 cm < engine capacity < 150 cm and v ≤ 50 km/h;
max
3
b) engine capacity < 150 cm and 50 km/h < v < 100 km/h.
max
4.3.3 Class 2
Motorcycles that fulfil either of the following specifications belong to class 2:
3 3
a) subclass 2-1: engine capacity < 150 cm and 100 km/h ≤ v < 115 km/h or engine capacity ≥ 150 cm
max
and v < 115 km/h;
max
b) subclass 2-2: 115 km/h ≤ v < 130 km/h.
max
4.3.4 Class 3
Motorcycles that fulfil either of the following specifications belong to class 3:
a) subclass 3-1: 130 km/h ≤ v < 140 km/h;
max
b) subclass 3-2: v ≥ 140 km/h.
max
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ISO 6460-2:2014(E)
Key
1 class 1
2 class 2 subclass 2-1
3 class 2 subclass 2-2
4 class 3 subclass 3-1
5 class 3 subclass 3-2
3
X engine capacity, cm
Y maximum motorcycle speed, km/h
Figure 3 — Motorcycle classification
4.4 Type 1 tests
4.4.1 Driving schedules
4.4.1.1 Test cycles
Test cycles (motorcycle speed patterns) for the type 1 test consists of up to three parts that are shown
in 4.8. Depending on the motorcycle class (see 4.3), the following test cycle parts shall be run.
a) class 1:
part 1, reduced speed in cold condition, followed by part 1 reduced speed in hot condition;
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ISO 6460-2:2014(E)
b) class 2:
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.
4.4.1.2 Speed tolerances
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 limit is 3,2 km/h lower than the lowest point on the trace within 1 s of the given time. Speed
variations greater than the tolerances (such as can occur during gear changes) are acceptable provided
they occur for less than 2 s on any occasion. Speeds lower than those prescribed are acceptable provided
the motorcycle is operated at maximum available power during such occurrences. Figure 4 shows the
range of acceptable speed tolerances for typical points.
Apart from these exceptions the deviations of the roller speed from the set speed of the cycles shall meet
the requirements described above. If not, the test results
...
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