ISO 23280:2022

Electrically propelled mopeds and motorcycles - Test method for evaluation of energy performance using motor dynamometer

This document specifies a test method to evaluate energy performance of electric motorcycles and mopeds by measuring performance of a test motor system (3.4) to be installed to an electric moped or motorcycle under consideration. The test is carried out on a motor dynamometer test bench where the traction motor system is connected to a load motor system (3.3) that simulates resistance torque arising from running resistance of vehicle and drive train friction loss and inertia effect. This method provides estimates of specific energy consumption and range of an electric moped or motorcycle to which the traction motor system is intended to be applied. This document is only applicable to two-wheeled motorcycles and mopeds. NOTE This test method is applicable to motorcycle or moped regardless of types of power transmission devices, such as chains, belts, gears, ratio controllable CVTs, shaft drives, direct drives, etc., once gear ratios (ratio of input to output speed) and transmission efficiencies (ratio of input to output torque) are provided.

Motocycles et cyclomoteurs à propulsion électrique — Méthode d'essai pour l'évaluation de la performance énergétique à l'aide d'un dynamomètre

General Information

• Status: Published
• Publication Date: 10-May-2022
• ICS: 43.140 - Motorcycles and mopeds
• Technical Committee: ISO/TC 22/SC 38 - Motorcycles and mopeds
• Drafting Committee: ISO/TC 22/SC 38/WG 2 - Electric mopeds and motorcycles
• Current Stage: 6060 - International Standard published
• Start Date: 11-May-2022
• Due Date: 03-Nov-2021
• Completion Date: 11-May-2022

Overview

ISO 23280:2022 specifies a laboratory test method for evaluating the energy performance of electrically propelled mopeds and motorcycles using a motor dynamometer. Instead of testing a whole vehicle on a chassis dynamometer, the standard measures a traction motor system (motor + inverter) mounted to a dynamometer test bench. A load motor system simulates running resistance, drivetrain friction and inertia so that the method can estimate specific energy consumption and range for two‑wheeled electric vehicles.

Key topics and technical requirements

• Scope: Applies only to two‑wheeled electric motorcycles and mopeds. Applicable to any transmission type (chain, belt, gears, CVT, shaft, direct drive) provided gear ratios and transmission efficiencies are specified.
• Motor dynamometer setup: Defines the motor dynamometer test bench architecture - test motor system, load motor system (motor + inverter), DC power supply, transducers and data acquisition.
• Resistance torque determination: Converts vehicle running resistance (based on equivalent mass, acceleration, rolling resistance and aerodynamic drag) into the torque to be applied to the traction motor. Annexes cover central‑drive and in‑wheel drive derivations.
• Control modes: Speed–torque control where the traction motor is speed‑controlled and the load motor torque‑controlled to follow target driving cycles (UDC, EUDC, WMTC).
• Measured metrics and calculations: Consumed energy, travelled distance, motor system efficiency and reference energy consumption (ratio of consumed energy to distance). Test conditions, sensors (torque, speed, voltage, current, temperature) and power meter accuracy requirements are specified.
• Reporting: Test report template and required test conditions are included (Annex E and informative annexes on parameter classifications).

Practical applications and users

Who uses ISO 23280:2022:

• EV motor and inverter manufacturers validating motor system energy performance before vehicle integration.
• OEMs and drivetrain integrators estimating vehicle range and optimizing gear ratios or transmission efficiencies.
• Test laboratories and certification bodies performing repeatable bench tests for R&D, benchmarking and regulatory submission.
• Battery/system engineers sizing battery capacity and predicting energy consumption for specified driving cycles.

Practical benefits:

• Faster, lower‑cost evaluation of motor systems compared with full vehicle chassis testing.
• Repeatable comparison of traction motor assemblies across designs and suppliers.
• Early validation of drivetrain losses (transmission, friction, inertia) and their impact on range estimation.

Related standards

• ISO 13064‑1 / ISO 13064‑2 - BEV mopeds & motorcycles performance and operating characteristics
• ISO 11486 / ISO 28981 - Running resistance setting on chassis dynamometers
• IEC 60034‑1, IEC 60034‑2‑1 - Rotating electrical machines rating and loss/efficiency tests

Keywords: ISO 23280:2022, electric motorcycles, electric mopeds, motor dynamometer, energy performance test, traction motor system, specific energy consumption, range estimation, running resistance, transmission efficiency.

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 23280
First edition
2022-05
Electrically propelled mopeds and
motorcycles — Test method for
evaluation of energy performance
using motor dynamometer
Motocycles et cyclomoteurs à propulsion électrique — Méthode
d'essai pour l'évaluation de la performance énergétique à l'aide d'un
dynamomètre
Reference number
© ISO 2022
All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication may
be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on
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or ISO’s member body in the country of the requester.
ISO copyright office
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CH-1214 Vernier, Geneva
Phone: [phone]
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Website: www.iso.org
Published in Switzerland
ii
Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Principle . 2
5 Determination of resistance torque to traction motor system . 3
5.1 Running resistance of vehicle . 3
5.2 Resistance torque for central drive system . 3
5.3 Resistance torque for in-wheel drive system . 5
6 Test conditions .6
6.1 Motor dynamometer . 6
6.2 Driving mode . . 7
6.3 Operation for the motor dynamometer . 7
6.3.1 Resistance torque to traction motor . 8
6.3.2 Load motor system . 8
6.3.3 Torque and speed sensors . 8
6.4 DC Power supply . 8
6.5 Power meter . 8
6.6 Measurement of voltage and current . 9
6.7 Measurement of temperature . 9
7 Performance calculation . 9
7.1 Consumed energy . 9
7.2 Travelled distance . 9
7.3 Motor system efficiency . 9
7.4 Reference energy consumption . 10
8 Presentation of results .10
Annex A (informative) Classification of equivalent inertia mass and the running resistance
for motorcycles .11
Annex B (informative) Classification of equivalent inertia mass and the running resistance
for mopeds .13
Annex C (informative) Derivation of traction motor torque for central drive system .15
Annex D (informative) Derivation of traction motor torque for in-wheel drive system.19
Annex E (normative) Test report – test motor and test conditions .20
Bibliography .22
iii
Foreword
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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
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www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 38,
Mopeds and Motorcycles.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
iv
INTERNATIONAL STANDARD ISO 23280:2022(E)
Electrically propelled mopeds and motorcycles — Test
method for evaluation of energy performance using motor
dynamometer
1 Scope
This document specifies a test method to evaluate energy performance of electric motorcycles and
mopeds by measuring performance of a test motor system (3.4) to be installed to an electric moped or
motorcycle under consideration.
The test is carried out on a motor dynamometer test bench where the traction motor system is connected
to a load motor system (3.3) that simulates resistance torque arising from running resistance of vehicle
and drive train friction loss and inertia effect.
This method provides estimates of specific energy consumption and range of an electric moped or
motorcycle to which the traction motor system is intended to be applied.
This document is only applicable to two-wheeled motorcycles and mopeds.
NOTE This test method is applicable to motorcycle or moped regardless of types of power transmission
devices, such as chains, belts, gears, ratio controllable CVTs, shaft drives, direct drives, etc., once gear ratios
(ratio of input to output speed) and transmission efficiencies (ratio of input to output torque) are provided.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements 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 11486, Motorcycles — Methods for setting running resistance on a chassis dynamometer
ISO 13064-1, Battery-electric mopeds and motorcycles — Performance — Part 1: Reference energy
consumption and range
ISO 13064-2, Battery-electric mopeds and motorcycles — Performance — Part 2: Road operating
characteristics
ISO 28981, Mopeds - Methods for setting the running resistance on a chassis dynamometer
IEC 60034-1, Rotating electrical machines — Part 1: Rating and performance
IEC 60034-2-1, Rotating electrical machines — Part 2-1: Standard methods for determining losses and
efficiency from test (excluding machines for traction vehicles)
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 13064-2, IEC 60034-1,
IEC 60034-2-1 and the following apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
driving mode
test mode used for performance evaluation of mopeds and motorcycles such as UDC (urban driving
cycle), EUDC (extra-urban driving cycle), WMTC (world motorcycle test cycle)
Note 1 to entry: For reference to UDC, see ISO 13064-1:2012, Annex A for mopeds and Annex B for motorcycles,
and EUDC, see ISO 13064-1:2012, Annex B for mopeds, and WMTC, see UN-ECE GTR No.02.
3.2
load motor
electric motor that provides torque control function defined from running resistance, friction loss and
inertia effect of the drive train when testing a traction motor system of electrically propelled mopeds
and motorcycles
3.3
load motor system
combination of a load motor (3.2) and its pairing inverter
3.4
test motor system
combination of a traction motor and its pairing inverter under test that is used as a main traction motor
for electric mopeds or motorcycles
3.5
speed-torque control mode
test mode performed in a motor dynamometer (3.6) where a test motor system (3.4) is speed controlled
and load motor system (3.3) is torque controlled
3.6
motor dynamometer
test equipment for measuring test motor system (3.4) energy performance comprising test motor
system, load motor system (3.3), DC power supply, transducers, data acquisition and analysing system
4 Principle
This test method specifies a test procedure to evaluate energy performance, such as consumed energy
(7.1), travelled distance (7.2), motor system efficiency (7.3) and reference energy consumption (7.4)
of electric motorcycles and mopeds with a traction motor system to be fitted to a vehicle under
consideration. Instead of chassis dynamometer test that requires a full vehicle, this method is
carried out with a traction motor system on a motor dynamometer and provides estimate of energy
performance of vehicle with nominal information of the vehicle.
NOTE Reference energy consumption (7.4) defined in this document is different from those in other
standards, such as ISO/TR 8713, ISO 8714 and ISO 13064-1, where reference energy consumption is defined as
electric energy required to fully recharge the traction battery from the main electric supply network system
after completion of a selected driving cycle. While in this document reference energy consumption is the ratio of
consumed energy (7.1) to travelled distance (7.2).
In order to determine resistance torque to the traction motor system, running resistance acting on the
driving wheel of a vehicle, in accordance with ISO 11486 for motorcycles and ISO 28981 for mopeds,
shall be converted to the resistance torque to the traction motor system, and additionally the inertia
effects and friction losses of the drive train of vehicle shall be accounted for.
5 Determination of resistance torque to traction motor system
5.1 Running resistance of vehicle
Running resistance of motorcycle and moped, respectively according to ISO 11486 and ISO 28981, is
given as Formula (1):
F = m A + a + b v (1)
w i
where
F is the running resistance acting on the driving wheel;
w
m is the equivalent mass;
i
A is the acceleration of vehicle;
a is the rolling resistance of the front and rear wheel;
b is the aero dynamic drag coefficient;
v is the velocity of the vehicle.
While values for m and b can be adopted from ISO 11486 and ISO 28981, rolling resistance a shall
i
account for both front and rear wheels for motor dynamometer test. In this document, a is determined
by assuming 50:50 weight distribution between front and rear wheels and the same rolling resistance
coefficients. Care should be taken for the application of this method to mopeds and motorcycles having
extraordinary weight distribution characteristics. Values m , a, and b for motorcycles and mopeds are
i
given in Annex A and Annex B, respectively.
The accuracy and resolution of associated parameters, such as time, distance, temperature, speed, mass
and energy, is in accordance with ISO 13064-1, which is given in Table 1.
Table 1 — Accuracy and resolution of parameters
Parameter Unit Accuracy Resolution
Time s ±0,1 s 0,1 s
Distance m ±0,1 % 1,0 m
Temperature °C ±1,0 K 1,0 K
Speed km/h ±1,0 % 0,2 km/h
Mass kg ±0,5 % 1,0 kg
a a
Energy Wh class 0,2 S class 0,2 S
a
According to IEC 62053-22.
5.2 Resistance torque for central drive system
A typical configuration for a central drive system is shown in Figure 1, where a chassis mounted
traction motor is connected to driving sprocket via gears, and power is transmitted to driven sprocket
with a chain or belt. Besides chain, belt and sprocket, other types of transmission devices, such as CVT,
gear, shaft drive, direct drive, etc. Resistance torque T [N-m] that shall be applied to the traction motor
m
system on a motor dynamometer test setup can be given as (see Annex C for derivation) Formula (2):
 r 
T = F (2)
mw 
ηN
 
where r is the rear wheel radius, η is overall torque transmission efficiency between traction motor and
wheel, and N is overall gear ratio between traction motor and wheel.
NOTE 1 In case of drive configuration given in Figure 1, η is given as η = η × η , where η is the transmission
g c g
efficiency of gear between traction motor and driving sprocket, and η is the transmission efficiency of the chain
c
drive system connected with driving sprocket and driven sprocket (see Annex C).
If a traction motor system is combined with internal transmission gears to form a single assembly, then
the whole assembly is regarded as a traction motor unit. If this is the case, transmission efficiency η
g
shall not be taken into consideration, thus, the overall torque transmission efficiency is η = η , and the
c
overall gear ratio becomes N = N .
w
If the traction motor system and gear between traction motor and driving sprocket is combined to form
a single assembly, and tested as a one unit, which is the case when a traction motor system assembly
has integrated internal gears whose gear ratio may be varying (see NOTE 2), then, both transmission
efficiency η and gear ratio N between traction motor and driving sprocket need not be considered and
g g
set to 1. In this case all energy performance results are valid for the assembly, and not for a traction
motor. When traction motor system assembly has varying gear ratios, then gear shifting shall be
implemented in the test according to the test motor gear shifting map (see NOTE 3).
NOTE 2 Gear ratios can change stepwise or continuously like CVT.
NOTE 3 Gear ratios are determined depending on acceleration throttle angle (desired speed), traction motor
speed and torque, traction motor efficiency etc., and gear shifting strategy is expressed as so called “gear shifting
map” in conjunction with acceleration throttle angle and traction motor current relations (map), and traction
motor speed–torque–current relations (map).
Typical values for η and η are η = η = 0,9. However, other efficiency values or non-constant values that
g c c g
depend on load, speed, etc., can be used by agreement between parties involved. The adopted values for
each power transmission devices shall be reported.
In case of Figure 1, N is given as N = N × N , where N is the gear ratio between traction motor and
g w g
driving sprocket, and N is the gear ratio between driving sprocket and driven sprocket (see Annex C).
w
The adopted values for N and N shall be reported.
g w
Key
1 traction motor
2 gear between traction motor and driving sprocket
3 driving sprocket
4 chain
5 wheel
6 driven sprocket
7 running resistance applied to wheel
Figure 1 — Configuration of a central drive system
5.3 Resistance torque for in-wheel drive system
A typical configuration for in-wheel drive system is shown in Figure 2, where a traction motor is
connected to a wheel with gears.
Resistance torque to traction motor system can be given as (see Annex D for derivation) Formula (3):
r
 
T = F (3)
mw 
ηN
 
where η is torque transmission efficiency between traction motor and wheel, and N is the gear ratio
between traction motor and wheel.
If a traction motor system is combined with internal transmission gears to form a single assembly,
then the whole assembly is regarded as a traction motor unit. If this is the case, the overall torque
transmission efficiency is η = 1, and the gear ratio is N = 1.
Typical values for η = 0,9, or other value can be adopted by agreement between parties involved. If this
is the case, then the adopted values shall be reported.
The adopted values for N shall be reported.
Key
1 traction motor
2 gear between traction motor and wheel
3 wheel
4 running resistance applied to wheel
Figure 2 — Configuration of in-wheel drive system
6 Test conditions
6.1 Motor dynamometer
Figure 3 shows a motor dynamometer test bench consisting of a load motor system and a test motor
system that are mechanically connected by a coaxial mechanical coupling, power supply, torque and
speed sensors, power meter, and data acquisition and processing equipment.
When the test motor is driven in a selected driving mode, the load motor shall be able to generate
running resistance torque given in Formulae (2) or (3) as a function of rotational speed and acceleration.
When the traction motor is operating as a generator in regenerative braking mode, the load motor shall
be able to generate braking torque defined in a selected driving mode.
A temperature chamber should be used to control the temperature of the test motor. Temperature shall
be maintained between 20 °C and 30 °C in accordance with ISO 13064-1.
Sampling rate for load, velocity, voltage and current shall be at least 10,0 Hz.
Key
1 load motor 7 coupling
2 load inverter 8 torque/speed meter
3 test motor 9 power meter
4 test inverter 10 DC power supply
5 torque sensor 11 temperature chamber
6 main controller
Figure 3 — Schematic diagram of the test system
6.2 Driving mode
The test motor system shall be able to perform any driving mode such as UDC, EUDC and WMTC.
The load motor system shall be controlled to emulate any driving mode, where WMTC driving mode is
given in Figure C.1 as an example.
Tolerances on speed and time in the test sequence shall subject to ISO 8714:2002, Clause 5/Figure 1 and
ISO 13064-1.
6.3 Operation for the motor dynamometer
The speed-torque control mode (3.5) shall be used, since test motor shall be driven in accordance with
a selected driving mode, and load motor shall be able to generate corresponding running resistance
torque.
Traction motor system shall be driven with the rotational speed(ω ) given as Formula (4):
m
Nv
ω = (4)
m
r
where v is the vehicle velocity specified in a selected driving cycle.
Any driving cycle can be adopted, however tolerances on speed and time for a selected driving cycle
shall be satisfied in accordance with the specification given in the original document for the driving
cycle.
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