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

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 23280:2022(E)
© ISO 2022

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ISO 23280:2022(E)
COPYRIGHT PROTECTED DOCUMENT
© 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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Website: www.iso.org
Published in Switzerland
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ISO 23280:2022(E)
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
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ISO 23280:2022(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.
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.
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expressions related to conformity assessment, as well as information about ISO's adherence to
the World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT), see
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.
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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/
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ISO 23280:2022(E)
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.
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ISO 23280:2022(E)
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):
2
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,
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ISO 23280:2022(E)
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
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ISO 23280:2022(E)
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.
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ISO 23280:2022(E)
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.
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ISO 23280:2022(E)
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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ISO 23280:2022(E)
6.3.1 Resistance torque to traction motor
To reproduce running resistance torque due to inertia, rolling resistance and aero dynamic drag to the
test motor system, the test motor system shall be driven with resistance torque specified in Formula (2)
for chain drive and Formula (3) for in-wheel drive at a given rotational speed for a specific driving
mode.
6.3.2 Load motor system
Both rotating speed and torque of the load motor system shall be controllable. The maximum speed and
torque shall be at least 1,2 times greater than those of the test motor system.
6.3.3 Torque and speed sensors
Torque and speed sensors are installed between the test motor system and the load motor system. The
measurement range of the motor torque and speed sensors shall be at least 1,2 times greater than those
of the test motor system.
The accuracy of the torque and speed sensors shall be within ±0,2 % and ±0,1 % of the maximum value,
respectively, as defined in IEC 60034-2-1.
Care should be taken not to break torque sensors by severe jerk (acceleration divided by time).
6.4 DC Power supply
As power source, DC power supply is used for reproducibility of test, even though there may be some
discrepancy with measurement using a battery as power source. This test is intended to measure
energy performance of test motor system excluding effects of voltage and current changes of battery
during driving and braking.
In order to emulate charging and discharging of the vehicle traction battery, the power supply shall be
able to allow bidirectional flow of electric energy, for example, power application during driving and
power absorption during regenerative braking. With regard to this requirement, an example of possible
configuration of DC power supply system would be a combination of DC power supply device and
electric load device, which may have, for example, simple voltage or current setting functions or have
programmable function for emulation of a battery. The configuration of power supply system including
adopted device type such as DC power supply and electric load, makers and technical specifications of
devices, description to device settings and/or used program in case of programmable device, etc., shall
be reported in the test report given in Table E.1 of Annex E.
DC power with rated voltage of intended moped or motorcycle battery supply shall have the minimum
capacity of 1,5 times larger than the input power of the test motor system given in the specification.
Cables should be the same ones intended to be used in the actual vehicle, and the length should be the
same as much as possible. The maker and specification of used cables, such as length and resistance,
shall be reported.
Measurement position between DC power supply and test motor inverter should be the terminal of test
motor inverter, and between test motor and test motor inverter, measurement position should be the
mid-point between them.
6.5 Power meter
The power meter calculates the efficiency by measuring the electrical power of the test motor system
under test. In regeneration mode, the mechanical input power and the electric output power are
measured. In motor mode, the electric input power and the mechanical output power are measured.
The power meter shall have an accuracy within ±0,2 % of the maximum value.
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ISO 23280:2022(E)
6.6 Measurement of voltage and current
When measuring input voltage and current to the inverter from DC power supply, voltage and current
sensor shall have the minimum bandwidth of 3 kHz and the accuracy of ±0,3 % (IEC 60034-2-1) of the
maximum value.
6.7 Measurement of temperature
Temperatures of test motor system is measured to protect them from over temperature beyond
manufacturers’ specification. Temperatures of test motor system shall not exceed the limit specified by
the manufacture. The measuring equipment for a test motor winding and its pairing inverter shall have
accuracy within ±1 °C.
7 Performance calculation
7.1 Consumed energy
Consumed energy E [Wh] during a selected driving mode is the integration of voltage V(t) [V] multiplied
by current I(t) [A] from starting time t [sec] to ending time t [sec] as defined in Formula (5):
0 f
t
f
Vt()It()dt
∫
t
0
E = (5)
3 600
7.2 Travelled distance
Travelled distance D [km] during a selected driving mode is defined as Formula (6):
t
f
rNω ()ttd
m
∫
t
0
D= (6)
1 000
where r is radius of tire [m], N is motor to wheel overall gear ratio, ω (t) is traction motor angular
m
velocity [rad/sec].
7.3 Motor system efficiency
Mechanical energy output of the test motor system is integration of traction motor angular velocity
multiplied by traction motor torque from starting time t to ending time t during a selected driving
0 f
mode. Efficiency of motor system η is ratio of electric input energy to mechanical output energy, which
is given as Formulae (7) and (8);
t
f
ω ()tT ()ttd
mm
∫
t
0
η= (7)
t
f
Vt()It()dt
∫
t
0
t
f
2π nt()Tt()dt
∫
t=0
η = (8)
t
f
60 Vt()It()dt
∫
t=0
where T (t) is traction motor torque [N-m].
m
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ISO 23280:2022(E)
7.4 Reference energy consumption
Reference energy consumption Q [Wh/km] is the ratio of consumed energy to travelled distance as
defined as Formula (9):
E
Q= (9)
D
8 Presentation of results
The results of energy performance calculations along with test conditions used shall be reported as
specified in Annex E.
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ISO 23280:2022(E)
Annex A
(informative)

Classification of equivalent inertia mass and the running
resistance for motorcycles
Equivalent inertia mass and the running resistance for motorcycles are given in Table A.1.
Table A.1 — Equivalent inertia mass
...