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• Status: Withdrawn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
• Completion Date: 08-Jan-2013

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 23274:2007(E)
©
ISO 2007

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ISO 23274:2007(E)
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ISO 23274:2007(E)
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

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ISO 23274:2007(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 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.
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)

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

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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
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)
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.
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ISO 23274:2007(E)
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
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ISO 23274:2007(E)
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
2
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.

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ISO 23274:2007(E)

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

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ISO 23274:2007(E)
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
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ISO 23274:2007(E)
A.8 Calcu
...