ISO 362-2:2009

INTERNATIONAL ISO
STANDARD 362-2
First edition
2009-07-15
Measurement of noise emitted by
accelerating road vehicles — Engineering
method —
Part 2:
L category
Mesurage du bruit émis par les véhicules routiers en accélération —
Méthode d'expertise —
Partie 2: Catégorie L
Reference number
©
ISO 2009
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©  ISO 2009
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ii © ISO 2009 – All rights reserved

Contents Page
Foreword. iv
Introduction . v
1 Scope . 1
2 Normative references . 2
3 Terms and definitions. 2
4 Symbols and abbreviated terms . 6
5 Specification of the acceleration for vehicles of category L3 with PMR > 25 . 7
5.1 General. 7
5.2 Calculation of acceleration . 7
5.3 Calculation of the target acceleration. 8
5.4 Calculation of the reference acceleration . 9
5.5 Partial power factor k . 9
P
6 Instrumentation. 9
6.1 Instruments for acoustical measurement .9
6.2 Instrumentation for engine and vehicle speed measurements. 10
6.3 Meteorological instrumentation . 10
7 Acoustical environment, meteorological conditions and background noise . 10
7.1 Test site . 10
7.2 Meteorological conditions . 11
7.3 Background noise. 12
8 Test procedures . 12
8.1 Microphone positions. 12
8.2 Conditions of the vehicle . 12
8.3 Operating conditions. 13
8.4 Measurement readings and reported values . 16
8.5 Measurement uncertainty . 17
9 Test report . 18
Annex A (informative) Technical background for development of vehicle noise test procedure
based on in-use operation in urban conditions . 19
Annex B (informative) Measurement uncertainty — Framework for analysis according to
ISO/IEC Guide 98-3 . 25
Annex C (informative) Flowchart of the procedure for category L3 with PMR > 25 . 28
Annex D (informative) Flowchart for vehicles of category L3 with PMR u 25 . 29
Annex E (informative) Flowchart for vehicles of categories L4 and L5. 30
Annex F (informative) Indoor test operation. 31
Bibliography . 34

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 362-2 was prepared by Technical Committee ISO/TC 43, Acoustics, Subcommittee SC 1, Noise.
This first edition of ISO 362-2, together with ISO 362-1, cancels and replaces ISO 362:1998 and
ISO 7188:1994, which have been technically revised.
ISO 362 consists of the following parts, under the general title Measurement of noise emitted by accelerating
road vehicles — Engineering method:
⎯ Part 1: M and N categories
⎯ Part 2: L category
iv © ISO 2009 – All rights reserved

Introduction
From as early as 1994, the International Motorcycle Manufacturers Association (IMMA) has collected in-use
data for vehicles of category L3 (two-wheeled motorcycles) to study motorcycle dynamics, rider attitude and
behaviour. In 1999 and 2000, additional in-use data was collected through a tripartite project in which the
Dutch Ministry of the Environment (VROM), the Dutch research institute TNO-Automotive and the IMMA took
part. This project eventually led to the adoption of the Worldwide Motorcycle Exhaust Emission Test Cycle
(WMTC) as a UNECE Global Technical Regulation under the 1998 Agreement (Agreement concerning the
establishing of global technical regulations for wheeled vehicles, equipment and parts which can be fitted
and/or be used on wheeled vehicles).
Though the aim of the WMTC project was to collect data with which to construct an exhaust emissions test
cycle for motorcycles, the in-use data was equally suitable as a basis for the definition of a more
representative and performance-based urban noise test procedure. From 2002 to 2004, additional in-use data
for low-performance motorcycles was added to ensure the representativity of the in-use database for small
engine displacement motorcycles. Additional wide-open-throttle acceleration data from large engine
displacement motorcycles was collected in the course of 2005 to upgrade the acceleration equations. Prior to
preparation of this part of ISO 362, an extensive test programme was conducted to verify the practicability and
technical accuracy of the new noise test.
This noise test was developed in accordance with the following set of demands:
⎯ performance-based concept with prescribed acceleration rate prescriptions related to vehicle acceleration
capability and engine speed corresponding to typical motorcycle usage in urban and conurban areas, i.e.
where motorcycles are in closest proximity to the greater part of the population — this typically relates to
motorcycle usage on roads with speed limits of 50 km/h and 70 km/h;
⎯ accurate simulation of noise source distribution (intake, exhaust, engine/gearbox …) in relation to the
most relevant motorcycle operations;
⎯ comparability with other vehicle types in the same operating environment;
⎯ independency of vehicle design to allow future propulsion technologies to be tested.
The procedure uses two operating conditions, i.e. a wide-open-throttle acceleration phase and a constant
speed phase, to simulate real-life partial throttle acceleration actually used in urban traffic. The combination of
these two primary operating conditions was demonstrated to be equivalent in terms of noise generation to the
partial throttle and partial power (engine load) acceleration. Both primary operating conditions are also more
repeatable and reproducible than partial throttle/power acceleration.
The measurement procedure for categories L4 and L5, already contained in ISO 362:1998, is retained until in-
use data for these categories that suggests the need for change becomes available.
Categories L6 and L7, previously not covered in ISO 362:1998, are excluded pending in-use data becoming
available and thereby allowing a representative test procedure to be considered.

INTERNATIONAL STANDARD ISO 362-2:2009(E)

Measurement of noise emitted by accelerating road vehicles —
Engineering method —
Part 2:
L category
1 Scope
This part of ISO 362 specifies an engineering method for measuring the noise emitted by road vehicles of
categories L3, L4 and L5 under typical urban traffic conditions. It excludes vehicles of category L1 and L2,
which are covered by ISO 9645, vehicles of categories M and N covered by ISO 362-1 and vehicles of
categories L6 and L7.
The specifications are intended to reproduce the level of noise generated by the principal noise sources
during normal driving in urban traffic, typically on roads with speed limits of 50 km/h and 70 km/h (see
Annex A).
The method is designed to meet the requirements of simplicity as far as they are consistent with
reproducibility of results under the operating conditions of the vehicle.
The test method requires an acoustical environment that is only obtained in an extensive open space. Such
conditions are usually provided for
⎯ type approval measurements of a vehicle,
⎯ measurements at the manufacturing stage, and
⎯ measurements at official testing stations.
NOTE 1 The results obtained by this method give an objective measure of the noise emitted under the specified test
conditions. It is necessary to consider the fact that the subjective appraisal of the noise annoyance of different classes of
motor vehicles is not simply related to the indications of a sound measurement system. As annoyance is strongly related
to personal human perception, physiological human conditions, culture and environmental conditions, there is a large
variation and it is therefore not useful as a parameter to describe a specific vehicle condition.
NOTE 2 Spot checks of vehicles chosen at random are rarely made in an ideal acoustical environment. If
measurements are carried out on the road in an acoustical environment which does not fulfil the requirements stated in
this International Standard, the results obtained can deviate appreciably from the results obtained using the specified
conditions.
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 4106, Motorcycles — Engine test code — Net power
ISO 6726, Mopeds and motorcycles with two wheels — Masses — Vocabulary
ISO 7117, Motorcycles — Measurement method for determining maximum speed
ISO 10844, Acoustics — Specification of test tracks for the purpose of measuring noise emitted by road
vehicles
IEC 60942, Electroacoustics — Sound calibrators
IEC 61672-1, Electroacoustics — Sound level meters — Part 1: Specifications
ISO/IEC Guide 98-3:2008, Uncertainty of measurement — Part 3: Guide to the expression of uncertainty in
measurement (GUM:1995)
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 6726 and the following apply.
3.1 Vehicle mass
3.1.1
kerb mass
complete shipping mass of a vehicle fitted with all equipment necessary for normal operation, plus the mass of
the following elements:
⎯ lubricants, coolant (if needed), washer fluid;
⎯ fuel (tank filled to at least 90 % of the capacity specified by the manufacturer);
⎯ other equipment if included as basic parts for the vehicle, such as spare wheel(s), wheel chocks, fire
extinguisher(s), spare parts and tool kit
NOTE 1 Adapted from ISO 362-1:2007.
NOTE 2 The definition of kerb mass may vary from country to country, but in this part of ISO 362 it refers to the
definition contained in ISO 6726.
3.1.2
test mass
mass as determined by Table 1
NOTE Adapted from ISO 362-1:2007.
3.1.3
driver mass
nominal mass of a driver
[ISO 362-1:2007, definition 3.1.6]
2 © ISO 2009 – All rights reserved

3.2
power-to-mass ratio index
PMR
dimensionless quantity used for the calculation of acceleration according to the equation
P
n
PMR=×1000 (1)
m
t
where
P is the numerical value of the rated engine power as defined in ISO 4106, expressed in kilowatts;
n
m is the numerical value of the test mass, expressed in kilograms.
t
NOTE Adapted from ISO 362-1:2007.
3.3
rated engine speed
S
engine speed at which the engine develops its rated maximum net power as stated by the manufacturer
NOTE 1 If the rated maximum net power is reached at several engine speeds, S is used in this part of ISO 362 as the
highest engine speed at which the rated maximum net power is reached.
NOTE 2 ISO 80000-3 defines this term as “rated engine rotational frequency”. The term “rated engine speed” was
retained due to its common understanding by practitioners and its use in government regulations.
[ISO 362-1:2007, definition 3.3]
3.4 Vehicle categories
3.4.1
category L
motor vehicles with fewer than four wheels
[ISO 362-1:2007, definition 3.4.1]
3.4.1.1
category L1 and L2
mopeds
[ISO 362-1:2007, definition 3.4.1.1]
NOTE See ISO 9645 for further details.
3.4.1.2
category L3
two-wheeled motor vehicles with an engine cylinder capacity greater than 50 cm or maximum speed greater
than 50 km/h
[ISO 362-1:2007, definition 3.4.1.2]
3.4.1.3
category L4
three-wheeled motor vehicles with an engine cylinder capacity greater than 50 cm or maximum speed
greater than 50 km/h, the wheels being attached asymmetrically along the longitudinal vehicle axis
[ISO 362-1:2007, definition 3.4.1.3]
3.4.1.4
category L5
three-wheeled motor vehicles with an engine cylinder capacity greater than 50 cm or maximum speed
greater than 50 km/h, having a gross vehicle mass rating not exceeding 1 000 kg and wheels attached
symmetrically along the longitudinal vehicle axis
[ISO 362-1:2007, definition 3.4.1.4]
3.4.1.5
category L6
four-wheeled vehicles whose unladen mass is not more than 350 kg, not including the mass of the batteries in
the case of electric vehicles, whose maximum design speed is not more than 45 km/h, and whose engine
cylinder capacity does not exceed 50 cm for spark (positive) ignition engines, or whose maximum net power
output does not exceed 4 kW in the case of other internal combustion engines, or whose maximum
continuous rated power does not exceed 4 kW in the case of electric engines
[ISO 362-1:2007, definition 3.4.1.5]
3.4.1.6
category L7
four-wheeled vehicles, other than those classified for the category L6, whose unladen mass is not more than
400 kg (550 kg for vehicles intended for carrying goods), not including the mass of the batteries in the case of
electric vehicles, and whose maximum continuous rated power does not exceed 15 kW
[ISO 362-1:2007, definition 3.4.1.6]
3.5
reference point
front end of the vehicle
NOTE Adapted from ISO 362-1:2007.
3.6
target acceleration
acceleration at a partial throttle condition in urban traffic, derived from statistical investigations
[ISO 362-1:2007, definition 3.6]
NOTE Refer to Annex A for more detailed explanations.
3.7
reference acceleration
required acceleration for the acceleration test on the test track
[ISO 362-1:2007, definition 3.7]
NOTE Refer to Annex A for more detailed explanations.
3.8
gear ratio weighting factor
k
dimensionless quantity used to combine the test results of two gear ratios for the acceleration test and the
constant speed test
[ISO 362-1:2007, definition 3.8]
4 © ISO 2009 – All rights reserved

3.9
partial power factor
k
P
dimensionless quantity used for the weighted combination of the test results of the acceleration test and the
constant speed test
NOTE 1 Adapted from ISO 362-1:2007.
NOTE 2 Refer to Annex A for more detailed explanations.
3.10
pre-acceleration
application of acceleration control device prior to the position AA′ for the purpose of achieving stable
acceleration between AA′ and BB′
[ISO 362-1:2007, definition 3.10]
NOTE See Figure 1 for additional details.
3.11
locked gear ratio
control of transmission such that the transmission gear cannot change during a test
[ISO 362-1:2007, definition 3.11]
3.12
engine
power source without detachable accessories
[ISO 362-1:2007, definition 3.12]
3.13
test track length
l
length of test track used in the calculation of acceleration from points PP′ to BB′
[ISO 362-1:2007, definition 3.13]
3.14
test track length
l
length of test track used in the calculation of acceleration from points AA′ to BB′
[ISO 362-1:2007, definition 3.14]
4 Symbols and abbreviated terms
Table 1 lists the symbols used in this document and the clause where they are used for the first time.
Table 1 — Symbols used and corresponding clauses
Symbol Unit Clause Explanation
line perpendicular to vehicle travel which indicates beginning of
AA′ — 3.10
zone to record sound pressure level during test
wide-open-throttle acceleration at 95th percentile of engine speed
a m/s A.4
wot 50
ratio and applicable test speed
a m/s 5.1 acceleration at wide-open-throttle in gear i
wot i
a m/s 5.1 acceleration at wide-open-throttle in gear i + 1
wot (i + 1)
a m/s 5.1 acceleration at wide-open-throttle in single gear test cases
wot test
a m/s 5.4 reference acceleration for the wide-open-throttle test
wot ref
a m/s 5.3 target acceleration representing urban traffic acceleration
urban
line perpendicular to vehicle travel which indicates end of zone to
BB′ — 3.10
record sound pressure level during test
CC′ — 8.1 line of vehicle travel through test surface defined in ISO 10844
δ − δ dB B.2 input quantities to allow for any uncertainty
1 7
gear i — 8.3.1.3.2 first of two gear ratios for use in the vehicle test
second of two gear ratios, with an engine speed lower than gear
gear (i + 1) — 8.3.1.3.2
ratio i
index for single test run within overall acceleration or constant speed
j — 5.2.1
test series i or (i + 1)
k — 3.9 partial power factor
P
k — 3.8 gear ratio weighting factor
k — A.4 interpolation factor between gears
n
l m 5.1 reference length
ref
l m 5.1 length of vehicle
veh
length of test track section from PP′ to BB′ for calculation of
l m 3.13
acceleration from PP′ to BB′
length of test track section from AA′ to BB′ for calculation of
l m 3.14
acceleration from AA′ to BB′
L dB 8.4.3.2 vehicle sound pressure level at constant speed test for gear i
crs i
L dB 8.4.3.2 vehicle sound pressure level at constant speed test for gear i + 1
crs(i + 1)
L dB 8.4.3.2 reported vehicle sound pressure level at constant speed test
crs rep
L dB 8.4.3.2 vehicle sound pressure level at wide-open-throttle test for gear i
wot i
L dB 8.4.3.2 vehicle sound pressure level at wide-open-throttle test for gear i + 1
wot (i + 1)
L dB 8.4.3.2 reported vehicle sound pressure level at wide-open-throttle
wot rep
L dB 8.4.3.2 reported vehicle sound pressure level representing urban operation
urban
m kg 8.2.2 mass of driver
d
m kg 8.2.2 kerb mass of the vehicle
kerb
6 © ISO 2009 – All rights reserved

Table 1 (continued)
Symbol Unit Clause Explanation
m kg 8.2.2 kerb mass + 75 kg ± 5 kg for the driver
ref
m kg 3.2 test mass of the vehicle
t
n 1/min A.3 engine speed of the vehicle
n 1/min 9 engine speed of the vehicle when the front of the vehicle passes PP′
PP′
n 1/min 9 engine speed of the vehicle when the front of the vehicle passes BB′
BB′
(n/S) — A.3 95th percentile dimensionless engine speed ratio
PMR — 3.2 power-to-mass ratio index to be used for calculations
P kW 3.2 rated engine power
n
line perpendicular to vehicle travel which indicates location of
PP′ — 3.13
microphones
rated engine speed in revs per minute, synonymous with the engine
S 1/min 3.3
speed at maximum power
v km/h 5.1 vehicle speed when the front of the vehicle passes line AA′
AA′
v km/h 5.1 vehicle speed when the rear of the vehicle passes line BB′
BB′
v km/h 8.3.1.2 maximum vehicle speed as defined in ISO 7117
max
v km/h 5.1 vehicle speed when front of the vehicle passes line PP′
PP′
v km/h 8.3.1.2 target vehicle test speed
test
5 Specification of the acceleration for vehicles of category L3 with PMR > 25
5.1 General
All accelerations are calculated using different speeds of the vehicle on the test track. The formulas given in
5.2 are used for the calculation of a , a and a . The speed either at AA′ (v ) or PP′ (v ) is
wot i wot (i + 1) wot test AA′ PP′
defined by the vehicle speed when the reference point passes AA′ or PP′. The speed at BB′ (v ) is defined
BB′
when the rear of the vehicle passes BB′. The method used for determination of the acceleration shall be
indicated in the test report.
With the front of the vehicle as the reference point, l = l is the length of vehicle.
ref veh
The dimensions of the test track are used in the calculation of the acceleration. These dimensions are defined
as follows: l = 20 m, l = 10 m.
20 10
Due to the large variety of technologies, it is necessary to consider different modes of calculation. New
technologies (such as continuously variable transmission) and older technologies (such as automatic
transmission) which have no electronic control, require a more specific treatment for a proper determination of
the acceleration. The given possibilities for calculation of the acceleration shall cover these needs.
5.2 Calculation of acceleration
5.2.1 Calculation procedure for vehicles with manual transmission, automatic transmission, adaptive
transmission and continuously variable transmission (CVT) tested with locked gear ratios
The value of a used in the determination of gear selection shall be the average of the four a
wot test wot test, j
values during each valid measurement run.
Calculate a using Equation (2):
wot test, j
vv/3,6 − /3,6
()( )
BB′′AA
a = (2)
wot test, j
2ll+
()
20 ref
where
a is the numerical value of acceleration, expressed in metres per second squared;
wot test, j
v v are numerical values of speed, expressed in kilometres per hour;
BB′, AA′
l l are numerical values of length, expressed in metres.
20, ref
Pre-acceleration may be used.
5.2.2 Calculation procedure for vehicles with automatic transmission, adaptive transmission and
CVT tested with non-locked gear ratios
The value of a used in the determination of gear selection shall be the average of the four a
wot test wot test, j
values during each valid measurement run.
If devices or measures described in 8.3.1.3.3 are used to control transmission operation for the purpose of
achieving test requirements, calculate a using Equation (2).
wot test, j
Pre-acceleration may be used.
If no devices or measures described in 8.3.1.3.3 are used, calculate a using Equation (3):
wot test, j
vv/3,6 − /3,6
()()
BB′′PP
a = (3)
wot test, j
2ll+
()
10 ref
where
a is the numerical value of acceleration, expressed in metres per second squared;
wot test, j
v v are numerical values of speed, expressed in kilometres per hour;
PP′, BB′
l l are numerical values of length, expressed in metres.
10, ref
Pre-acceleration shall not be used.
NOTE It would be useful for these types of vehicles to record the vehicle speeds at AA′, PP′ and BB′ to provide
information for a future revision of this part of ISO 362.
5.3 Calculation of the target acceleration
Calculate a using Equation (4) or (5):
urban
a = 1,37 lg(PMR) − 1,08 for 25 < PMR u 50 (4)
urban
a = 1,28 lg(PMR) − 1,19 for PMR > 50 (5)
urban
where
a is the numerical value of acceleration, expressed in metres per second squared;
urban
PMR is the dimensionless value of the power-to-mass index.
8 © ISO 2009 – All rights reserved

5.4 Calculation of the reference acceleration
Calculate a using the equations:
wot ref
a = 2,47 lg(PMR) − 2,52 for 25 < PMR u 50 (6)
wot ref
a = 3,33 lg(PMR) − 4,16 for PMR > 50 (7)
wot ref
where
a is the numerical value of the reference acceleration, expressed in metres per second squared;
wot ref
PMR is the dimensionless value of the power-to-mass index.
NOTE Calculations of a and a for a specific vehicle are based on statistical analyses of in-use vehicle data.
wot ref urban
As such, this is not strictly a calculation of acceleration based on the independent non-dimensional variable PMR, since
this is used as a function to identify the appropriate target acceleration.
5.5 Partial power factor k
P
Partial power factor k is:
P
k = 1 − (a / a ) (8)
P urban wot test
In cases other than a single gear test, a shall be used instead of a as defined in 8.4.3.1.
wot ref wot test
6 Instrumentation
6.1 Instruments for acoustical measurement
6.1.1 General
The apparatus used for measuring the sound pressure level shall be a sound level meter or equivalent
measurement system meeting the requirements of Class 1 instruments (inclusive of the recommended
windscreen, if used) according to IEC 61672-1.
The entire measurement system shall be checked by means of a sound calibrator that fulfils the requirements
of Class 1 sound calibrators according to IEC 60942.
Measurements shall be carried out using the time weighting “F” of the acoustic measuring instrument and the
“A” frequency weighting curve described in IEC 61672-1. When using a system that includes periodic
monitoring of the A-weighted sound pressure level, a reading should be made at a time interval not greater
than 30 ms.
The instruments shall be maintained and calibrated in accordance with the instructions of the instrument
manufacturer.
6.1.2 Calibration
At the beginning and at the end of every measurement session, the entire acoustic measurement system shall
be checked by means of a sound calibrator as described in 6.1.1. Without any further adjustment, the
difference between the readings shall be less than or equal to 0,5 dB. If this value is exceeded, the results of
the measurements obtained after the previous satisfactory check shall be discarded.
6.1.3 Compliance with requirements
Compliance of the sound calibrator with the requirements of IEC 60942 shall be verified once a year.
Compliance of the instrumentation system with the requirements of IEC 61672-1 shall be verified at least
every 2 years. All compliance testing shall be conducted by a laboratory which is authorized to perform
calibrations traceable to the appropriate standards.
6.2 Instrumentation for engine and vehicle speed measurements
The engine speed shall be measured with an instrument meeting specification limits of at least ± 2 % at the
engine speeds required for the measurements being performed.
The road speed of the vehicle shall be measured with instruments meeting specification limits of at least
± 0,5 km/h when using continuous measuring devices.
If testing uses independent measurements of speed, this instrumentation shall meet specification limits of at
least ± 0,2 km/h.
NOTE Independent measurements of speed are when two or more separate devices will determine the v v and
AA′ BB′
v values. A continuous measuring device will determine all required speed information with one device.
PP′
6.3 Meteorological instrumentation
The meteorological instrumentation used to monitor the environmental conditions during the test shall meet
the following specifications:
⎯ ± 1 °C or less for a temperature measuring device;
⎯ ± 1,0 m/s for a wind speed measuring device;
⎯ ± 5 hPa for a barometric pressure measuring device;
⎯ ± 5 % for a relative humidity measuring device.
7 Acoustical environment, meteorological conditions and background noise
7.1 Test site
The test site shall be substantially level. The test track construction and surface shall meet the requirements
of ISO 10844. The test site dimensions are shown in Figure 1.
NOTE 1 The symbols in Figure 1 are directly copied from ISO 10844 and are not necessarily consistent with the
symbols in this part of ISO 362.
Within a radius of 50 m around the centre of the track, the space shall be free of large reflective objects such
as fences, rocks, bridges or buildings. The test track and the surface of the site shall be dry and free from
absorbing materials such as powdery snow or loose debris.
In the vicinity of the microphone, there shall be no obstacle that could influence the acoustical field and no
person shall remain between the microphone and the noise source. The meter observer shall be positioned so
as not to influence the meter reading.
NOTE 2 Buildings outside the 50 m radius can have significant influence if their reflection focuses on the test track.
10 © ISO 2009 – All rights reserved

Dimensions in metres
Key
minimum area covered with test road surface, i.e. test area
› microphone positions (height 1,2 m)
AA′ test zone start
BB′ test zone end
CC′ line of vehicle travel through test zone
PP′ line perpendicular to vehicle travel between microphone locations
R50 radius of 50 m around the centre of the track
NOTE The shaded area (“test area”) is the minimum area to be covered with a surface complying with ISO 10844.
Figure 1 — Test site dimensions
7.2 Meteorological conditions
The meteorological instrumentation shall deliver data representative of the test site and shall be positioned
adjacent to the test area at a height representative of the height of the measuring microphone.
The measurements shall be made when the ambient air temperature is within the range from 5 °C to 40 °C.
The tests shall not be carried out if the wind speed, including gusts, at microphone height exceeds 5 m/s
during the noise measurement interval.
A value representative of temperature, wind speed and direction, relative humidity and barometric pressure
shall be recorded during the noise measurement interval.
NOTE Refer to Annex B for the effects of temperature and other factors.
7.3 Background noise
Any sound peak which appears to be unrelated to the characteristics of the general level of noise of the
vehicle shall be ignored when taking the readings.
The background noise shall be measured for a duration of 10 s immediately before and after a series of
vehicle tests. The measurements shall be made with the same microphones and microphone locations used
during the test. The maximum A-weighted sound pressure level shall be reported.
The background noise (including any wind noise) shall be at least 10 dB below the A-weighted sound
pressure level produced by the vehicle under test. If the difference between the background sound pressure
level and the measured sound pressure level is between 10 dB and 15 dB, in order to calculate the jth test
result, the appropriate correction shall be subtracted from the readings on the sound level meter, as given in
Table 2.
Table 2 — Correction applied to an individual measured test value
Background sound pressure greater than
10 11 12 13 14
level difference to measured or equal
sound pressure level, in dB to 15
Correction, in dB 0,5 0,4 0,3 0,2 0,1 0,0

8 Test procedures
8.1 Microphone positions
The distance from the microphone positions on the microphone line PP′ to the perpendicular reference line
CC′ (see Figure 1) on the test track shall be 7,5 m ± 0,05 m.
The microphone shall be located 1,2 m ± 0,02 m above ground level. The reference direction for free-field
conditions (see IEC 61672-1) shall be horizontal and directed perpendicularly towards the path of the vehicle
line CC′.
8.2 Conditions of the vehicle
8.2.1 General conditions
The vehicle shall be supplied as specified by the vehicle manufacturer.
Before the measurements are started, the vehicle shall be brought to its normal operating conditions.
The variation of results between runs may be reduced if there is an approximate 60 s wait, at idle in neutral,
between runs.
8.2.2 Test mass of the vehicle
Measurements shall be made on vehicles at the test mass m , in kilograms, specified as:
t
m = m = m + m = m + 75 kg ± 5 kg
t ref kerb d kerb
NOTE 75 kg ± 5 kg equates to mass of the driver, m .
d
12 © ISO 2009 – All rights reserved

8.2.3 Tyre selection and condition
The tyres shall be appropriate for the vehicle and shall be inflated to the pressure recommended by the tyre
manufacturer for the test mass of the vehicle.
For certification and related purposes, additional requirements for the tyres, defined by regulation, are
necessary. The tyres for such a test shall be selected by the vehicle manufacturer and shall correspond to one
of the tyre sizes and types designated for the vehicle by the vehicle manufacturer. The tyre shall be
commercially available on the market at the same time as the vehicle. The minimum tread depth shall be at
least 80 % of the full tread depth.
NOTE The tread depth and pattern can have a significant influence on the test result.
8.3 Operating conditions
8.3.1 Vehicles of category L3 with PMR > 25
8.3.1.1 General conditions
The path of the centreline of the vehicle shall follow line CC′ as closely as possible throughout the entire test,
from the approach to line AA′ until the rear of the vehicle passes line BB′ (see Figure 1). Any trailer that is not
readily separable from the towing vehicle shall be ignored when considering the crossing of the line BB′. If the
vehicle is fitted with more than two-wheel drive, test it in the drive selection that is intended for normal road
use. If the vehicle is fitted with an auxiliary manual transmission or a multi-gear axle, the position used for
normal urban driving shall be used. In all cases, the gear ratios for slow movements, parking or braking shall
be excluded.
8.3.1.2 Test speed
The test speed, v , shall be:
test
40 km/h ± 1 km/h for PMR u 50
50 km/h ± 1 km/h for PMR > 50
The test speed shall be reached when the reference point (3.5) is at line PP′. The test speed shall be reduced
by decrements of 10 % of v in case the exit speed v exceeds 75 % of v .
PP′ BB′ max
8.3.1.3 Gear ratio selection
8.3.1.3.1 General
It is the responsibility of the manufacturer to determine the correct manner of testing to achieve the required
accelerations.
Annex C gives gear selection criteria and test run criteria in a flowchart form as an aid to test operation.
8.3.1.3.2 Manual transmission, automatic transmissions, adaptive transmissions or transmissions
with continuously variable gear ratios (CVTs) tested with locked gear ratios
The selection of gear ratios for the test depends on the specific acceleration potential a under wide-open-
wot i
throttle condition according to the specification in 5.2 in relation to the reference acceleration a required
wot ref
for the wide-open-throttle acceleration test according to Equation (6) or Equation (7) in 5.4.
The following conditions for selection of gear ratios are possible.
a) If there are two gear ratios that give acceleration in a tolerance band of ± 10 % of the reference
acceleration, a , both gear ratios shall be used for the test with the gear ratio weighting factor
wot ref
calculated as shown below.
b) If only one specific gear ratio gives acceleration in a tolerance band of ± 10 % of the reference
acceleration, a , the test shall be performed with that gear ratio.
wot ref
c) If none of the gear ratios give the required acceleration, then choose a gear ratio i, with an acceleration
higher and a gear ratio (i + 1), with an acceleration lower than the reference acceleration a . Use both
wot ref
gear ratios for the test. The gear ratio weighting factor in relation to the reference acceleration a is
wot ref
calculated by:
k = [a − a ] / [a − a] (9)
wot ref wot (i + 1) wot i wot (i + 1)
If the vehicle has a transmission in which there is only one selection for the gear ratio, the wide-open-throttle
test is carried out in this vehicle gear selection. The achieved acceleration, a , is then used for the
wot test
calculation of the partial power factor k (see 3.9) instead of a .
P wot ref
If rated engine speed is exceeded in a gear ratio before the vehicle passes BB′, the next higher gear shall be
used.
8.3.1.3.3 Automatic transmission, adaptive transmissions and transmissions with variable gear
ratios tested with non-locked gear ratios
The gear selector position for full automatic operation shall be used.
The acceleration a shall be calculated by either Equation (2) or Equation (3) as specified in 5.2.
wot test
The test may then include a gear change to a lower gear ratio and a higher acceleration. A gear change to a
higher range and a lower acceleration is not allowed. In any case, a gear shifting to a gear ratio which is
typically not used at the specified condition in urban traffic shall be avoided.
Therefore, it is permitted to establish and use electronic or mechanical devices, including alternative gear
selector positions, to prevent a downshift to a gear ratio which is typically not used at the specified test
condition in urban traffic.
The achieved acceleration, a , shall be greater or equal to a .
wot test urban
The achieved acceleration, a , is then used for the calculation of the partial power factor, k (see 3.9)
wot test P
instead of a .
wot ref
8.3.1.4 Acceleration test
The acceleration test shall be carried out in all gear ratios specified for the vehicle according to 8.3.1.3 with
the test speed specified in 8.3.1.2.
When the front of the vehicle reaches AA′, the acceleration control unit shall be fully engaged and held fully
engaged until the rear of the vehicle reaches BB′. The acceleration control unit shall then be released. Pre-
acceleration may be used if acceleration is delayed beyond AA′. The location of the start of the acceleration
shall be reported.
The calculated acceleration, a , shall be mathematically rounded to the nearest second decimal place.
wot test
8.3.1.5 Constant speed test
For vehicles with transmissions specified in 8.3.1.3.2, the constant speed test shall be carried out with the
same gears specified for the acceleration test. For vehicles with transmissions specified in 8.3.1.3.3, the gear
selector position for full automatic operation shall be used. If the gear is locked for the acceleration test, the
same gear shall be locked for the constant speed test.
14 © ISO 2009 – All rights reserved

During the constant speed test, the acceleration control unit shall be positioned to maintain a constant speed
between AA′ and BB′ as specified in 8.3.1.2.
8.3.2 Vehicles of category L3 with PMR u 25
The only operating condition is a wide-open-throttle acceleration test. The general conditions specified in
8.3.1.1 shall apply. The initial test speed shall be as specified in 8.3.1.2. The test speed shall be reduced by
decrements of 10 % of the initial test speed, v , in case the exit speed v exceeds 75 % of v or in case
test BB′ max
the engine speed exceeds the rated engine speed, S, at BB′. The selected gear ratio shall be the lowest one
without exceeding the rated engine speed, S, during the test. The final test conditions are determined by the
lowest possible gear ratio at the highest possible test speed without exceeding 75 % of v and the rated
max
engine speed, S, at BB′.
8.3.3 Vehicles of categories L4 and L5
8.3.3.1 General
The only operating condition is a wide-open-throttle acceleration test.
8.3.3.2 Automatic transmission
8.3.3.2.1 Approac
...