ISO 23274:2007

Hybrid-electric road vehicles - Exhaust emissions and fuel consumption measurements - Non-externally chargeable vehicles

ISO 23274:2007 establishes a uniform chassis dynamometer test procedure for hybrid-electric road vehicles (HEV) with internal combustion engines (ICE) classified as passenger cars and light duty trucks, as defined in each regional annex. ISO 23274:2007 proposes ways of correcting the measured emissions and fuel consumption of HEV, in order to obtain the correct values when the battery state of charge (SOC) of the rechargeable energy storage system (RESS) does not remain the same between the beginning and the end of test cycle. ISO 23274:2007 applies to HEV with ICE of which the nominal energy of the RESS is at least 2 % of the total energy consumption by the vehicle over the test cycle. ISO 23274:2007 applies to non-externally chargeable vehicles without an operating mode switch to draw propulsion energy from the following sources of energy: consumable fuel, and an energy storage battery/capacitor system that is rechargeable only by an on-board engine-generator/electric motor system. Consumable fuels covered by ISO 23274:2007 are limited to petroleum-based liquid fuels (e.g. gasoline and diesel fuel).

Véhicules routiers électriques hybrides — Mesurages des émissions à l'échappement et de la consomation de carburant — Véhicules non rechargeables par des moyens externes

General Information

• Status: Withdrawn
• Publication Date: 05-Jun-2007
• Withdrawal Date: 05-Jun-2007
• ICS: 43.120 - Electric road vehicles
• Technical Committee: ISO/TC 22 - Road vehicles
• Drafting Committee: ISO/TC 22 - Road vehicles
• Current Stage: 9599 - Withdrawal of International Standard
• Start Date: 08-Jan-2013
• Completion Date: 13-Dec-2025

Relations

• Revised: ISO 23274-1:2013 - Hybrid-electric road vehicles - Exhaust emissions and fuel consumption measurements - Part 1: Non-externally chargeable vehicles
• Effective Date: 17-Jul-2010
• Revised: ISO 23274-2:2012 - Hybrid-electric road vehicles - Exhaust emissions and fuel consumption measurements - Part 2: Externally chargeable vehicles
• Effective Date: 17-Jul-2010

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 23274
First edition
2007-06-15
Hybrid-electric road vehicles — Exhaust
emissions and fuel consumption
measurements — Non-externally
chargeable vehicles
Véhicules routiers électriques hybrides — Mesurages des émissions à
l'échappement et de la consomation de carburant — Véhicules non
rechargeables par des moyens externes

Reference number
©
ISO 2007
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©  ISO 2007
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ii © ISO 2007 – All rights reserved

Contents Page
Foreword. iv
Introduction . v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions. 1
4 Test conditions and instrumentation. 3
5 Exhaust emissions and fuel consumption tests . 5
6 Calculations and expressions . 6
Annex A (informative) Test procedure in Japan . 7
Annex B (informative) Test procedure in Europe . 19
Annex C (informative) Test procedure in North America . 25
Annex D (normative) Linear correction method using a correction coefficient. 30
Annex E (normative) Allowable energy change. 32
Annex F (informative) Procedure to obtain correction coefficient. 34
Annex G (informative) Requirement on practical current and charge measurement in batteries. 35
Annex H (informative) Theory for the linear regression method. 36
Bibliography . 38

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 through ISO
technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International Standards
adopted by the technical committees are circulated to the member bodies for voting. Publication as an
International Standard requires approval by at least 75 % of the member bodies casting a vote.
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.
ISO 23274 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 21,
Electrically propelled road vehicles.
iv © ISO 2007 – All rights reserved

Introduction
Hybrid-electric road vehicle (HEV) design has huge flexibility (in applied components or in operational
manners). HEV can be roughly classified by following three characteristics (see also Table 1):
a) external charge capability: externally chargeable/non-externally chargeable;
b) rechargeable energy storage system (RESS): battery/capacitor;
c) driver-selected operating modes: if HEV has no driver-selected operating mode, it has only HEV mode; if
HEV has driver-selected operating mode, it has three possibilities [i.e. HEV mode, internal combustion
engine vehicle (ICEV) mode and electric vehicle (EV) mode].
Table 1 — Classification of HEV
External charge Operating mode
HEV operating mode
Externally chargeable
ICEV operating mode
EV operating mode
HEV operating mode
Non-externally chargeable
ICEV operating mode
EV operating mode
For hybrid-electric vehicles with internal combustion engines (ICE), exhaust emissions and fuel consumption
measurements are principally the same as for ICEV. The measured exhaust emissions and fuel consumption,
however, cannot be assumed to be the correct ones because the battery state of charge (SOC) of the RESS
at the end of the test cycle is not necessarily the same as that at the beginning of the test cycle. In addition, it
is not always possible for the SOC of the RESS at the end of test cycle to be equal to that at the beginning of
test cycle (see Figure 1).
In this case illustrated in Figure 1, a correction needs to be introduced as described in this International
Standard. The linear correction method, as described in Annex D, represents the current state of the art.
Key
1 combustion engine A condition before test
2 electric motor B condition after test
3 fuel tank B1 case 1: driven partly by fuel, partly by battery
4 battery B2 case 2: driven only by fuel
B3 case 3: driven only by fuel, additional fuel used to charge battery
Figure 1 — Status of energy storage system before and after test

vi © ISO 2007 – All rights reserved

INTERNATIONAL STANDARD ISO 23274:2007(E)

Hybrid-electric road vehicles — Exhaust emissions and fuel
consumption measurements — Non-externally chargeable
vehicles
1 Scope
This International Standard establishes a uniform chassis dynamometer test procedure for hybrid-electric road
vehicles (HEV) with internal combustion engines (ICE) classified as passenger cars and light duty trucks, as
defined in each regional annex. This International Standard proposes ways of correcting the measured
emissions and fuel consumption of HEV, in order to obtain the correct values when the battery state of charge
(SOC) of the rechargeable energy storage system (RESS) does not remain the same between the beginning
and the end of test cycle.
This International Standard applies to HEV with ICE of which the nominal energy of the RESS is at least 2 %
of the total energy consumption by the vehicle over the test cycle.
This International Standard applies to non-externally chargeable vehicles without an operating mode switch to
draw propulsion energy from the following sources of energy:
⎯ consumable fuel, and
⎯ an energy storage battery/capacitor system that is rechargeable only by an on-board engine-generator/
electric motor system.
Consumable fuels covered by this International Standard are limited to petroleum-based liquid fuels (e.g.
gasoline and diesel fuel).
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
ISO 10521 (all parts), Road vehicles — Road load
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
battery state of charge
battery SOC
residual capacity of battery available to be discharged, normally expressed as a percentage of full charge
3.2
charge balance of battery
change of charge in battery during test period, normally expressed in Ah
3.3
driver selected operating mode
vehicle propulsion operating mode that the driver can select through on-board switches or other means
3.4
electric vehicle operating mode
EV operating mode
mode of a HEV in which only the RESS is used for vehicle propulsion and possibly auxiliary systems
3.5
energy balance of battery
charge balance of battery multiplied by the nominal voltage, normally expressed in Wh
NOTE This definition is an approximation of the actual energy balance used for practical purpose.
3.6
externally chargeable HEV
plug-in HEV
HEV with RESS that is intended to be recharged for normal operation from an external electric energy source
3.7
hybrid electric vehicle
HEV
vehicle using both a RESS and a fuelled power source for vehicle propulsion
NOTE ICE or fuel cell systems are typical types of fuelled propulsion power sources.
3.8
hybrid-electric vehicle operating mode
HEV operating mode
mode of a HEV with ICE in which both RESS and ICE are used simultaneously or sequentially for vehicle
propulsion
NOTE The ICE may also charge the RESS during propulsion or standstill.
3.9
internal combustion engine vehicle operating mode
ICEV operating mode
mode of a HEV with ICE in which only the ICE is used for vehicle propulsion, and in which regenerative
braking is excluded
3.10
non-externally chargeable HEV
non plug-in HEV
HEV with RESS that is not intended to be recharged for normal operation from an external electric energy
source
NOTE The RESS may be externally charged for infrequent conditioning of the RESS, or other purposes unrelated to
vehicle propulsion.
3.11
rechargeable energy storage system
RESS
system that stores energy for delivery of electric energy and which is rechargeable
EXAMPLES Batteries or capacitors.
2 © ISO 2007 – All rights reserved

3.12
regenerative braking
partial recovery of the energy normally dissipated in friction braking, which is returned as electric energy to a
RESS
4 Test conditions and instrumentation
4.1 Test conditions
4.1.1 General
Adequate test site capabilities for safe venting and cooling of batteries, protection from exposure to high
voltage, or any other necessary safety precaution shall be provided during testing. The conditions in 4.1.2,
4.1.3 and 4.1.4 shall also apply to all tests specified, unless specified differently in Annexes A, B or C.
4.1.2 Ambient temperature
Tests shall be conducted at ambient temperature of 25 ± 5 °C.
4.1.3 Vehicle conditions
4.1.3.1 Vehicle stabilization
Prior to testing, the test vehicle shall be stabilized, including accumulation of vehicle mileage either to a
manufacturer-determined distance, or to above 3 000 km and less than 15 000 km.
4.1.3.2 Vehicle appendages
Vehicles shall be tested with normal appendages (mirrors, bumpers, etc.). Certain items on the dynamometer
(e.g. hub caps) may be removed for safety, where necessary.
4.1.3.3 Vehicle test mass
The vehicle test mass shall be selected in accordance with Annexes A, B, or C.
4.1.3.4 Tyres
The tyres recommended by the vehicle manufacturer shall be used.
4.1.3.4.1 Tyre pressure
The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer in accordance with the
test chosen (track or chassis dynamometer) when the tyres are at ambient temperature.
4.1.3.4.2 Tyre conditioning
The tyres shall be conditioned as recommended by the vehicle manufacturer. See Annexes A, B or C for
additional requirements for particular regions.
4.1.3.5 Lubricants
The vehicle lubricants normally specified by the manufacturer shall be used.
4.1.3.6 Gear shifting
If the vehicle is fitted with a manually shifted gear box, gear shifting positions correspond to the test procedure
mentioned in Annexes A, B and C. However, the shift positions may have been selected and determined
previously in accordance with the vehicle characteristics.
4.1.3.7 Regenerative braking
If the vehicle has regenerative braking, the regenerative braking system shall be enabled for all dynamometer
testing.
If the vehicle is tested on a single-roll dynamometer and is equipped with systems such as an antilock braking
system (ABS) or a traction control system (TCS), these systems may inadvertently interpret the non-
movement of the set of wheels that are off the dynamometer as a malfunctioning system. If so, modifications
to the these systems shall be made to achieve normal operation of the remaining vehicle systems, including
the regenerative braking system.
4.1.3.8 RESS stabilization
The RESS shall be stabilized with the vehicle as defined in 4.1.3.1, or by equivalent conditioning.
4.1.4 Chassis dynamometer conditions
4.1.4.1 General
HEV should generally be tested on a single-roll chassis dynamometer. HEV with four-wheel drive shall be
tested by modifying the drive train of the vehicle. When the vehicle is modified, the details shall be explained
in the test report.
Double roll dynamometer testing may be performed when a modification for single roll dynamometer testing is
not possible for a specific four-wheel driven HEV.
4.1.4.2 Dynamometer calibration
The dynamometer shall be calibrated in accordance with the specifications indicated in the service manual
provided by the dynamometer manufacturers.
4.1.4.3 Dynamometer warm-up
The dynamometer shall be warmed up sufficiently prior to testing.
4.1.4.4 Determining the dynamometer load coefficient
The determination of vehicle road load and the reproduction on a chassis dynamometer shall conform to
ISO 10521. Vehicles equipped with regenerative braking systems that are activated at least in part when the
brake pedal is not depressed shall have regenerative braking disabled during the deceleration portion of
coast-down testing on both the test track and dynamometer.
4.2 Test instrumentation
Test instrumentation shall have accuracy levels as shown in Table 2, unless specified differently in Annexes A,
B, or C.
4 © ISO 2007 – All rights reserved

Table 2 — Accuracy of measurement test instrumentation
Item Unit Accuracy
Time s ± 0,1 s
Distance m ± 0,1 %
Temperature °C ± 1 °C
Speed km/h ± 1 %
Mass kg ± 0,5 %
Quantity of electricity Ah ± 0,5 %
Capacitor voltage V ± 0,5 % of nominal
voltage
Rotating speed r/min ± 0,5 % of maximum
rotating speed
5 Exhaust emissions and fuel consumption tests
5.1 General
The appropriate procedure for a particular region shall be selected from Annexes A, B and C, for Japan,
Europe and North America respectively. Details and common procedures for each test mode are described
below.
5.2 Test procedure for HEV operating mode
5.2.1 Vehicle preconditioning
Vehicle preconditioning shall be carried out in accordance with the corresponding annex of regional test
procedure, if necessary.
If necessary, the RESS SOC may be pre-adjusted by charging or discharging, to obtain suitable energy
difference in RESS between the beginning and the end of test.
5.2.2 Vehicle soak
The vehicle shall be soaked in accordance with the appropriate regional procedure in Annexes A, B or C.
5.2.3 Vehicle movement to the test room
The vehicle shall be moved into test room by pushing or towing (never by driving). The test vehicle shall be
set on the chassis dynamometer after the chassis dynamometer has warmed up just before the test. The
vehicle shall be kept in a cold condition after soak.
5.2.4 Measurement over scheduled driving test
One cycle of the scheduled driving test shall be conducted. Driving distance, energy difference in RESS,
consumed fuel and exhaust emissions shall be measured. The conditions of the vehicle during the scheduled
driving test shall follow the appropriate regional test procedure in Annexes A, B or C.
5.3 Correction of the test results
5.3.1 General
Correct fuel consumption and exhaust emission shall be obtained from measured exhaust emissions and
energy difference of RESS, through the procedure described below. Measurement shall follow the appropriate
regional test method shown in Annexes A, B or C.
5.3.2 Allowable limit for RESS energy change
The allowable limit for RESS energy change is defined as follows:
||∆×E u0,01 E (1)
RESS CF
where
∆E is the energy change in RESS over the test cycle;
RESS
E is the energy of consumed fuel over the test cycle.
CF
Energy change in RESS and maximum allowable energy change in RESS are specified in Annex E.
5.3.3 Correction procedure by correction coefficient
The vehicle manufacturer shall deliver the correction coefficient to calculate the fuel consumption and the
exhaust emission at ∆E = 0. The correction coefficient can be obtained in accordance with Annex D.
RESS
When the measured value is independent of ∆E , a correction is not required.
RESS
6 Calculations and expressions
Resultant exhaust emission and fuel consumption in each scheduled driving test shall be calculated
individually in accordance with each regional requirement in Annexes A, B or C.
The basic result shall be calculated and expressed as follows.
(weighed mass emission, in grams)
Exhaust emission (g/km) = (2)
(driven distance, in km)
(measured fuel, in litres)
Fuel consumption (l/km) = (3)
(driven distance, in km)
To adapt regional regulation and rules, details in calculating procedure are specified in Annexes A, B and C.
6 © ISO 2007 – All rights reserved

Annex A
(informative)
Test procedure in Japan
A.1 General principles
A.1.1 General comments on regional information
This annex contains regional information, which supplements the provisions of this International Standard.
A.1.2 General considerations
This annex describes the typical procedures and related conditions used in Japan to measure the exhaust
emissions and fuel consumption of the passenger cars and light duty trucks, as defined in Japanese
regulations.
A.2 Accuracy of measurement
A.2.1 The accuracy of determining of road load shall conform to ISO 10521.
A.2.2 The repeatable test result of calibration gas in exhaust emission sampling and analytical systems
shall be kept within ± 1 %.
A.2.3 The accuracy of constant volume sampling (CVS) equipment shall be kept within ± 2 %.
A.3 Driving procedure
A.3.1 General
The gear manipulation in each operational condition, specified in Tables A.1 and A.2, shall be performed
smoothly and quickly, in accordance with A.3.2 to A.3.4.
A.3.2 Motor vehicles with manual transmission
A.3.2.1 The idling operation refers to a condition in which the accelerator pedal is not depressed, with the
transmission gear in neutral.
A.3.2.2 The transmission gear shall be shifted to the low gear positions (or other gear in instances where
the “low” gear position should read otherwise in Tables A.1 and A.2) 5 s before the idling operation mode is
switched to the acceleration mode.
A.3.2.3 For deceleration, the clutch shall be disengaged at a speed of 10 km/h during the deceleration
from 20 km/h to 0 km/h; at a speed of 20 km/h during the deceleration from 40 km/h to 0 km/h (as specified in
Tables A.1 and A.2). In the same way, the clutch shall be disengaged at a speed of 30 km/h during the
deceleration from 70 km/h to 0 km/h (as specified in Table A.2).
A.3.2.4 In A.3.2.3 above, if the engine speed is under the engine idling speed, the clutch shall be
disengaged.
A.3.2.5 In the case of vehicles with a 6-speed transmission that cannot be driven properly by operating
the shift schedule specified in Table A.2, the driving may be carried out in accordance with the 5-speed
transmission shift schedule.
A.3.2.6 If the speed of the engine of the test vehicle exceeds the speed at which the engine delivers its
maximum output during the operation of the test vehicle, the gear position that is one step higher than the
original gear may be used. In this case, the vehicle speed at which the gearshift takes place shall be the
vehicle speed corresponding to the engine speed at which the engine delivers its maximum output.
A.3.3 Motor vehicle with automatic transmission
The selector position shall remain in drive position. No further manipulation shall be made.
A.3.4 Motor vehicle with other transmission
The gear changes shall be made considering the running characteristics of the tested motor vehicle with other
transmission than those in A.3.1 and A.3.2.
A.4 Vehicle test mass
The test vehicle shall have a mass obtained when two persons (assuming that the mass of a person is 55 kg)
or mass of 110 kg are loaded on the test vehicle under the “unloaded state” [specified in Item (3) of
Paragraph 1 of Article 1 of the Safety Regulations for Road Vehicles (Ministry of Transportation Ordinance
No. 67 of 1951)].
A.5 Tyre conditioning
Tyres shall be conditioned as recommended by the vehicle manufacturer, have accumulated a minimum of
100 km (62 miles) and have at least 50 % of the original usable tread depth remaining.
A.6 Dynamometer inertia setting
The equivalent inertia mass set for the chassis dynamometer shall be the standard value of equivalent inertia
mass corresponding to the vehicle test mass as specified in Table A.3.
However, if the specified equivalent inertia mass is not available on the chassis dynamometer being used, the
equivalent inertia mass within + 10 % of the specified standard value may be used.
8 © ISO 2007 – All rights reserved

Table A.1 — Operation conditions, vehicle speed, acceleration/deceleration of 10-mode operation
Vehicle Duration of Cumulative Acceleration
a
speed operation time Standard gear positions or
Mode Operation
time deceleration
no. conditions
b 2
km/h s s 3-speed (3+OD )-speed 4-speed 5-speed (m/s )
transmission transmission transmission transmission
1 Idling 20 20 — — — — —
2 (0–15) Low (0–15) Low
Acceleration 0–20 7 27 (0–20) Low (0–20) Low 0,78
(15–20) 2nd (15–20) 2nd
3 Constant speed 20 15 42 2nd 2nd 2nd 2nd —
4 Deceleration 20–0 7 49 2nd 2nd 2nd 2nd 0,78
5 Idling 16 65 — — — — —
6 (0–15) Low (0–15) Low
(0–20) Low (0–20) Low
Acceleration 0–40 14 79 (15–30) 2nd (15–30) 2nd 0,78
(20–40) 2nd (20–40) 2nd
(30–40) 3rd (30–40) 3rd
7 Constant speed 40 15 94 Top 3rd Top 4th —
8 Deceleration 40–20 10 104 Top 3rd Top 4th 0,59
9 Constant speed 20 2 106 Top–2nd 3rd–2nd Top–3rd 4th–3rd —
10 Acceleration 20–40 12 118 2nd 2nd 3rd 3rd 0,49
11 40–20 10 128 Top 3rd Top 4th 0,59
Deceleration
20–0 7 135 Top 3rd Top 4th 0,78
a
Figures in brackets () represent vehicle speeds for the respective gear positions.
b
Overdrive.
Key
X time, s
Y velocity, km/h
Figure A.1 — 10-mode operation, vehicle speed versus time
Table A.2 — Operation conditions, vehicle speed, acceleration/deceleration of 15-mode operation
Duration
Acceleration
Vehicle of Cumulative
a
Standard gear positions or
speed operation time
deceleration
Mode Operation
time
no. conditions
b
(3+OD )-
3-speed 4-speed 5-speed 6-speed
km/h s s speed m/s
transmission transmission transmission transmission
transmission
1 Idling 65 65 — — — — —
(0–20) Low (0–20) Low (0–15) Low (0–15) Low (0–15) Low
2 Acceleration 0–50 18 83 (20–40) 2nd (20–40) 2nd (15–35) 2nd (15–35) 2nd (15–35) 2nd 0,78
(40–50) Top (40–50) 3rd (35–50) 3rd (35–50) 3rd (35–50) 3rd
Constant
3 50 12 95 Top 3rd Top 4th 4th —
speed
4 Deceleration 50–40 4 99 Top 3rd Top 4th 4th 0,69
Constant
rd
5 40 4 103 Top 3rd 3 3rd 3rd —
speed
(40–50)3rd
rd
6 Acceleration 40–60 16 119 Top 3rd 3 3rd 0,39
(50–60)4th
Constant
7 60 10 129 Top 3rd Top 4th 5th —
speed
8 Acceleration 60–70 11 140 Top 3rd Top 4th 5th 0,29
Constant
9 70 10 150 Top OD Top Top Top —
speed
10 Deceleration 70–50 10 160 Top OD Top Top Top 0,59
Constant
11 50 4 164 Top 3rd Top 4th 5th —
speed
12 Acceleration 50–70 22 186 Top 3rd Top 4th 5th 0,29
Constant
13 70 5 191 Top OD Top Top Top —
speed
70–30 20 211 Top OD Top Top Top 0,59
14 Deceleration
30–0 10 221 — — — — — 0,88
15 Idling 10 231 — — — — — —
a
Figures in brackets () represent vehicle speeds for the respective gear positions.
b
Overdrive.
10 © ISO 2007 – All rights reserved

Key
X time, s
Y velocity, km/h
Figure A.2 — 15-mode operation, vehicle speed versus time
Table A.3 — Standard value of equivalent inertia mass versus test vehicle mass
Test vehicle mass Standard value of equivalent inertia mass
kg kg
to 562 500
563 to 687 625
688 to 812 750
813 to 937 875
938 to 1 125 1 000
1 126 to 1375 1 250
1 376 to 1 625 1 500
1 626 to 1 875 1 750
1 876 to 2 125 2 000
2 126 to 2 375 2 250
2 376 to 2 625 2 500
2 626 to 2 875 2 750
2 876 to 3 250 3 000
Continues in increments of 500 kg Continues in increments of 500 kg

A.7 Test procedure
A.7.1 Preconditioning the vehicle for PCT-HEV
The test vehicle shall be placed on the chassis dynamometer and warmed up for about 20 min continuously
with a constant speed of 60 ± 2 km/h. The vehicle shall then further be warmed up with 15-mode operation,
shown in Table A.2.
A.7.2 Operating cycle
After the preconditioning, the operating cycle shall start with the idling operation for 24 s, then the 10-mode
operation, shown in Table A.1, shall be repeated three times consecutively, and the 15 mode operation,
shown in Table A.2, shall be performed once.
Sampling the exhaust gases shall begin before or at the initiation of the idling operation for 24 s, and end on
conclusion of the final idling period in the 15-mode operation.
A.7.3 Tolerance of vehicle speed and time
With regard to the tolerable ranges of the vehicle speed and time, the test vehicle shall be operated within a
range of ± 2 km/h of the specified speed and within a range of ± 1 s of the specified time, throughout all the
operations specified in Tables A.1 and A.2. The ranges of tolerable are shown in the area marked in
Figure A.3.
If the time of the testing deviates from the tolerance, but the deviation time is less than 1 s at the time of gear
shift and transition of operation mode, the test result is acceptable.
For those motor vehicles that cannot reach the acceleration specified in Tables A.1 and A.2 with full opening
of the throttle valve, the aforesaid requirement cannot apply and the acceleration value obtained from
fully-opened throttle valve shall be used.

Key
1 upper tolerance line
2 reference mode
3 lower tolerance line
4 reference point
Figure A.3 — Tolerance of vehicle speed and time in 10-15 driving mode
12 © ISO 2007 – All rights reserved

A.8 Calculation
A.8.1 Exhaust emissions
A.8.1.1 Sampling
The entire exhaust gas emitted from the tail pipe of the test vehicle shall be brought into the CVS system and
the necessary amount of emissions shall be sampled in a bag for the analysis (approximately 50 l to 100 l).
Moreover, for vehicles with a diesel engine, the exhaust gas for HC analysis shall be sampled at the place
where the exhaust gas and the dilution air are mixed sufficiently and uniformly. For the CVS system with a
heat exchanger, the gas sample shall be collected from the upstream side of the heat exchanger.
A.8.1.2 Analysing
The sampled gas shall be examined using the analyzers specified in Table A.4 for the respective exhaust
emission components specified in the same table. Each emission mass shall be calculated using the formulas
given in A.8.1.3.
Table A.4 — Analyser of exhaust emission components
Exhaust emission components Analyzer
CO, CO Nondispersive infrared analyzer (NDIR)
HC (gasoline engine vehicle) Hydrogen flame ionization detector (FID)
HC (diesel engine vehicle) Heating type hydrogen flame ionization detector (HFID)
NO Chemiluminescence detector (CLD)
X
A.8.1.3 Calculation method of emission mass of each component
A.8.1.3.1 General
The CO emission mass, m , in g/km, is calculated as follows:
CO
−6
mV=×ρ×k×10 (A.1)
CO mix CO CO
where
V is the diluted exhaust gas volume per km running under standard conditions, in l/km;
mix
ρ is the density of the emission, in g/l;
CO
k is the concentration of the emission, in ppm.
CO
The HC emission mass, m , in g/km, is calculated as follows:
HC
−6
mV=×ρ×k×10 (A.2)
HC mix HC HC
where
ρ is the density of the emission, in g/l;
HC
k is the concentration of the emission, in ppm.
HC
The NO emission mass, m , in g/km, is calculated as follows:
X NOX
−6
mV=×ρ ×k ×K×10 (A.3)
NOX mix NOX NOX h
where
ρ is the density of the emission, in g/l;
NOX
k is the concentration of the emission, in ppm;
NOX
K is the humidity correction coefficient.
h
The CO emission mass, m , in g/km, is calculated as follows:
2 CO2
−2
mV=×ρ ×k ×10 (A.4)
CO2 mix CO2 CO2
where
ρ is the density of the emission, in g/l;
CO2
k is the concentration of the emission, in ppm.
CO2
A.8.1.3.2 CO density, ρ
CO
The CO density, ρ , is the CO mass, in g/l, at the standard condition, 1,17 g/l.
CO
A.8.1.3.3 CO concentration, k
CO
The CO concentration, k , in ppm, corresponds to the CO concentration of diluted exhaust gas minus the
CO
CO concentration in dilution air, calculated as follows:
⎛⎞
⎟
⎜
kk=−k 1− ⎟ (A.5)
⎜
CO CO,e CO,d ⎟
⎜
⎜ ⎟
D
⎝⎠
f
where
k is the CO concentration of diluted exhaust gas, in ppm;
CO,e
k is the CO concentration in dilution air, in ppm;
CO,d
D is the dilution rate (recommended to be W 8 by water condensation in CVS system, etc.)
f
NOTE D is calculated using the formulae given in A.8.1.3.9.
f
A.8.1.3.4 HC density, ρ
HC
The HC density, ρ ; is the density of HC in exhaust sample gas.
HC
This refers to HC mass, in g/l, under standard conditions, as calculated below:
1,,008×+R 12 01
HC,ex
ρ=× (A.6)
HC
22,4 293
14 © ISO 2007 – All rights reserved

where
R is the carbon to hydrogen atom ratio of HC in exhaust gas, as follows:
HC,ex
⎯ gasoline: 1,85;
⎯ diesel: 1,90.
A.8.1.3.5 HC concentration, k
HC
The HC concentration, k , in ppm, corresponds to the HC concentration of diluted exhaust gas minus the HC
HC
concentration in dilution air, expressed by equivalent carbon concentration, in ppmC, as calculated below. It
corresponds to three times of propane gas.
⎛⎞
⎟
⎜
⎟
kk=−k 1− (A.7)
⎜
HC HC,e HC,d ⎟
⎜
⎟
⎜
D
⎝⎠
f
where
k is the HC concentration of diluted exhaust gas, in ppmC;
HC,e
k is the HC concentration in dilution air, in ppmC.
HC,d
In the case of gasoline engine vehicles, the diluted exhaust gas in the bag shall be calculated using an FID
analyzer. In the case of diesel engine vehicles, the diluted exhaust gas taken from an exclusive sample line
shall be calculated using an HFID analyzer and the following formula:
t
e
C
HC,dt
∫
k = (A.8)
HC,e
t −0
e
where
t
e
C is the cumulative value of the HFID analyzer record during the test (t −0), in ppmC.
HC,dt
e
∫
A.8.1.3.6 NO density, ρ
X NOX
The NO density, ρ , is the NO mass in g/l at the standard condition, 1,91 g/l.
X
X NOX
A.8.1.3.7 NO concentration, k
X NOX
The NO concentration, k , in ppm, corresponds to the NO concentration of diluted exhaust gas minus the
X NOX X
NO concentration in dilution air, calculated as follows:
X
⎛⎞
⎟
⎜
kk=−k 1− ⎟ (A.9)
⎜
NOX NOX,e NOX,d ⎟
⎜
⎜ ⎟
D
⎝⎠
f
where
k is the NO concentration of diluted exhaust gas, in ppm;
X
NOX,e
k is the NO concentration in dilution air, in ppm;
X
NOX,d
D is the dilution rate (recommended to be W 8 by water condensation in CVS system, etc.)
f
NOTE D is calculated using the formulae given in A.8.1.3.9.
f
A.8.1.3.8 CO density, ρ
2 CO2
The CO density, ρ , is the CO mass in g/l at the standard condition, 1,83 g/l.
2 CO2 2
A.8.1.3.9 CO concentration, k
2 CO2
The CO concentration, k , in %, corresponds to the CO concentration percentage of diluted exhaust gas
2 CO2 2
minus the CO concentration percentage in dilution air, calculated as follows:
⎛⎞
⎟
⎜
⎟
kk=−k ⎜1− (A.10)
CO2 CO2,e CO2,d ⎟
⎜
⎜ ⎟
D
⎝⎠
f
where
k is the percentage of CO concentration of diluted exhaust gas, in %;
CO2,e 2
k is the percentage of CO concentration of dilution air, in %;
CO2,d 2
D is the dilution rate (recommended to be W 8 by water condensation in CVS system, etc.),
f
calculated as follows:
⎯ in the case of gasoline engine vehicles:
13,4
D = (A.11)
f
−4
kk++()k ×10
CO2,e HC,e CO,e
⎯ in the case of diesel engine vehicles:
13,3
D = (A.12)
f
−4
kk++()k ×10
CO2,e HC,e CO,e
A.8.1.3.10 Diluted exhaust gas volume, V
mix
V is the diluted exhaust gas volume per km running under standard conditions, in l/km, calculated using
mix
either method a) or method b) below.
a) In the case of positive displacement pump (PDP) type CVS systems:
P 1
P
VK=×V×N× × (A.13)
mix 1 e
TL
P
K== 2,892 (A.14)
101,3
where
K corresponds to the atmospheric absolute temperature, in degrees Kelvin (K), divided by the
atmospheric pressure under standard conditions, in K/kPa;
V is the total volume, in l, of diluted exhaust gas pumped by the positive displacement pump per
e
revolution (l/revolution); this value varies according to the pressure difference before and after the
positive displacement pump;
N is the total number of revolutions of the positive displacement pump during the diluted exhaust gas
sampling;
16 © ISO 2007 – All rights reserved

P is the absolute pressure, in kPa, of diluted exhaust gas at the positive displacement pump inlet; the
P
amount is derived as atmospheric pressure minus pressure depression of mixture gas entering the
positive displacement pump;
T is the average temperature, in degrees Kelvin (K), of diluted exhaust gas at the positive displacement
P
pump inlet;
L is the running distance, in km; in the case of 10 to 15 mode operation, L = 4,165 km.
b) In the case of critical flow venturi (CFV) type CVS systems:
VV=× (A.15)
mix S
L
where
V is the diluted exhaust gas volume, in litres per test, under standard conditions, calculated as follows:
S
t
e
Pt()
V
VK= dt (A.16)
S2
∫
0 Tt()
V
where
K is the venturi calibration coefficient, calculated as follows:
T
KQ=× (A.17)
2cal
P
where
Q is the gas flow, in l/s, under standard conditions (a value that is converted from measured flow using
cal
a laminar flow meter etc.), calculated as follows:
P
c
QK=×Q (A.18)
cal 1 c
T
c
K== 2,892 (A.19)
101,3
where
K corresponds to the atmospheric temperature, in K/kPa, under standard conditions;
Q is the measured gas flow, in l/s;
c
T is the measured atmospheric temperature, in degrees Kelvin (K);
c
P is the measured atmospheric pressure, in kPa;
c
T is the temperature at the venturi inlet, in degrees Kelvin (K);
P is the pressure at the venturi inlet, in kPa;
t is the cumulative time per test, in s (in principle, t is actual cumulative time; however, if the time is
e e
required, that time is t , e.g. in the case of 10 to 15 mode operation, t = 660 s);
e e
P (t) is the pressure, in kPa, of diluted exhaust gas at the venturi inlet;
V
T (t) is the temperature, in degrees Kelvin (K), of diluted exhaust gas at the venturi inlet;
V
t is the time, in s;
L is the running distance, in km; in the case of 10 to 15 mode operation, L = 4,165 km.
A.8.2 Fuel consumption, F
e
Fuel consumption, F , in km/l, shall be calculated using the carbon balance method by means of the formula
e
below, using the mass of exhaust gas derived in D.2.1.4.2.
In the case of gasoline engine vehicles:
F = (A.20)
e
0,,429×+mm0 866× +0,273×m
CO HC CO2
and in the case of diesel engine vehicles:
F = (A.21)
e
0,,429×+mm0 862× +0,273×m
CO HC CO2
where
m is the CO emission mass, in g/km;
CO
m is the HC emission mass, in g/km;
HC
m is the CO emission mass, in g/km.
CO2 2
18 © ISO 2007 – All rights reserved

Annex B
(informative)
Test procedure in Europe
B.1 General principles
B.1.1 General comments on regional information
This annex contains regional information, which supplements the provisions of this International Standard.
B.1.2 General considerations
The test procedure specified in this annex is based on UNECE Regulation No. 101, as amended to be applied
to hybrid electric vehicles, and on UNECE Regulation No. 83. In UNECE Regulation No. 101, Annex 8,
Clause 5, HEV, non-externally chargeable vehicles with HEV mode only are dealt with, but the measurements
shall be done as for ICE vehicles, as specified in UNECE Regulation No. 101, Annex 6, with reference to
1)
UNECE Regulation No. 83, Annex 4.
The measurements of the exhaust emissions (CO, NO , HC particulates) and of CO emission and fuel
X 2
consumption are performed by applying the Type I test in UNECE Regulation No. 83. According to the energy
change of the RESS during the test, the values measured are corrected using a correction factor as provided
by the vehicle manufacturer.
The description given in the following clauses contain only the essentials to understand the procedure. For
further details, see the relevant clauses of the two UNECE Regulations, to which reference is made in the text.
B.2 Rationale
Based on the legal requirements in Europe, this annex specifies the measurement procedures for the
determination of the exhaust and the carbon dioxide emission and the fuel consumption of HEV non-externally
chargeable and with HEV mode only of categories M1 and N1 with a maximum permissible total mass of
3 500 kg (in accordance with ISO 1176). As fuels for the ICE only, gasoline and diesel fuel are considered.
B.3 Test equipment
B.3.1 Chassis
Features, accuracy, load and inertia setting, calibration and other steps to prepare the chassis dynamometer
to be used are specified in UNECE Regulation No. 83, Annex 4, 4.1, 5.1 and 5.2, and in UNECE Regulation

1) The following documents of both Regulations have been considered in this annex:
⎯ UNECE Regulation No. 101: Trans/WP.29/GRPE/2004/2, 30 October 2003 (as amended not yet in force)
⎯ UNECE Regulation No. 83: E/ECE/324 Rev.1/Add.82/Rev.2 E/ECE/Trans/505, 30 October 2001(in force)
Upon further amendments of UNECE Regulation No. 101 and UNECE Regulation No. 83, this International Standard,
especially this annex, will need to be reviewed.
No. 83, Annex 4, Appendixes 2 and 3. The adjustment of the inertia simulators to the vehicle's translatory
inertias shall be in accordance with Table B.1 (as specified in UNECE Regulation No. 83, Annex 4, 5.1).
Table B.1 — Equivalent inertia of dynamometer related to the reference mass of the vehicle
Reference mass of the vehicle Equivalent inertia
m I
ref
kg kg
m u 480 455
ref
480 < m u 540 510
ref
540 < m u 595 570
ref
595 < m u 650 625
ref
650 < m u 710 680
ref
710 < m u 765 740
ref
765 < m u 850 800
ref
850 < m u 965 910
ref
965 < m u 1 080 1 020
ref
1 080 < m u 1 190 1 130
ref
1 190 < m u 1 305 1 250
ref
1 305 < m u 1 420 1 360
ref
1 420 < m u 1 530 1 470
ref
1 530 < m u 1 640 1 590
ref
1 640 < m u 1 760 1 700
ref
1 760 < m u 1 870 1 810
ref
1 870 < m u 1 980 1 930
ref
1 980 < m u 2 100 2 040
ref
2 100 < m u 2 210 2 150
ref
2 210 < m u 2 380 2 270
ref
2 380 < m u 2 610 2 270
ref
2 610 < m 2 270
ref
B.3.2 Exhaust gas sampling system
The system that shall be used is the constant volume sampler (CVS) system. Details of the system, as well as
for calibration and accuracy, are given in UNECE Regulation No. 83, Annex 4, 4.2 and 4.4, and in UNECE
Regulation No. 83, Annex 4, Appendix 5.
B.3.3 Analytical equipment
Emitted gases shall be analysed with the following instruments:
⎯ non dispersive infra-red (NDIR) absorption type analysers for CO and CO determination;
20 © ISO 2007 – All rights reserved

⎯ for HC determination flame ionisation (FID) type analysers for spark ignition engines and heated flame
ionisation (HFID) type analysers for compression ignition engines;
⎯ chemical luminescent (CLA) or non dispersive ultraviolet resonance absorption (NDUVR) analysers for
NO determination.
X
Particulates shall be gravimetrically determined from the particulates collected with two series mounted filters.
Details on applying, calibration and accuracy requirements are specified in UNECE Regulation No. 83,
Annex 4, 4.3 and 4.5 (for gases used for calibration), and in UNECE Regulation No. 83, Annex 4, Appendix 6.
B.4 Test vehicle
B.4.1 General
The test vehicle shall be in running order, as determined by the manufacturer, with all the equipment, as
provided as standard.
B.4.2 Test mass
The mass of the vehicle under test (referred to as “reference mass” in UNECE Regulation No. 83, 2.2) shall
be the “unloaded mass” plus a uniform figure of 100 kg. The “unloaded mass” (see UNECE Regulation No. 83,
2.2.1) is the mass of the vehicle in running order, without load and persons, but with the fuel tank 90 % full.
B.4.3 Tyres
The tests shall be performed with all tyres in respect to their width provided as standard by the
...