ISO 13064-2:2012

INTERNATIONAL ISO
STANDARD 13064-2
First edition
2012-09-15
Battery-electric mopeds and
motorcycles — Performance —
Part 2:
Road operating characteristics
Cyclomoteurs et motocycles électriques — Performance —
Partie 2: Caractéristiques d’utilisation sur route
Reference number
©
ISO 2012
© ISO 2012
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Published in Switzerland
ii © ISO 2012 – All rights reserved

Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Principle . 2
5 Parameters, units and accuracy of measurements . 2
6 Test conditions . 3
6.1 Vehicle conditions . 3
6.2 Atmospheric conditions . 3
6.3 Track conditions . 3
6.4 Rider and riding position . 4
6.5 Driving selection mode . 5
7 Preconditioning of the vehicle . 5
7.1 Battery charge . 5
7.2 Warm-up. 5
8 Test sequence . 5
9 Test procedures . 6
9.1 Range at 80 % maximum speed . 6
9.2 Complete battery discharge . 6
9.3 Maximum speed . 6
9.4 Partial battery discharge . 7
9.5 Acceleration ability . 8
9.6 Hill starting ability . 8
9.7 Speed uphill . 9
10 Presentation of results . 9
Annex A (informative) Specimen format for test result sheet .10
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 13064-2 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 23, Mopeds.
ISO 13064 consists of the following parts, under the general title Battery-electric mopeds and
motorcycles — Performance:
— Part 1: Reference consumption and range
— Part 2: Road operating characteristics
iv © ISO 2012 – All rights reserved

INTERNATIONAL STANDARD ISO 13064-2:2012(E)
Battery-electric mopeds and motorcycles —
Performance —
Part 2:
Road operating characteristics
1 Scope
This International Standard specifies the procedures for measuring the road performance of electric
motorcycles and mopeds with only a traction battery(ies) as power source for vehicle propulsion.
The road performance comprises road operating characteristics such as speed, acceleration and hill
climbing ability.
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 11486, Motorcycles — Methods for setting running resistance on a chassis dynamometer
ISO 28981, Mopeds — Methods for setting the running resistance on a chassis dynamometer
ISO 13064-1:2012, Battery-electric mopeds and motorcycles — Performance — Part 1: Reference energy
consumption and range
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 13064-1 and the following apply.
3.1
complete battery-electric moped (motorcycle) kerb mass
total unladen mass of the battery-electric moped (motorcycle), including traction batteries, cooling
liquid, window-washer fluid, lubricating oil, tool kit, spare wheel (if mandatory) and on-board charger
and portable charger or part of it, if provided as standard equipment by the manufacturer
3.2
maximum design total mass
maximum vehicle mass as specified by the battery-electric moped (motorcycle) manufacturer
3.3
test mass of a battery-electric vehicle
complete battery-electric vehicle kerb mass increased by a uniform figure of 75 kg, which represents
the mass of a rider
3.4
tyre rolling radius
effective radius of a tyre when it is deformed by the mass of the vehicle loaded to its test mass
3.5
range at 80 % maximum speed
Total distance the vehicle can cover when running at 80 % maximum speed
NOTE For the relevant test procedure, see 9.1.
3.6
maximum speed
highest average speed which the vehicle can maintain twice over a distance of 200 m
NOTE For the relevant test procedure, see 9.3.
3.7
acceleration ability
shortest time required to accelerate the vehicle from standstill over a given distance
NOTE For the relevant test procedure, see 9.5.
3.8
hill starting ability
maximum slope on which the vehicle can start moving over a minimum distance of 10 m
NOTE For the relevant test procedure, see 9.6.
3.9
speed uphill
highest average speed which the vehicle can maintain on a given slope over a distance of 200 m
NOTE For the relevant test procedure, see 9.7.
4 Principle
All road operating characteristics (3.5 to 3.9) shall be tested in the test sequence according to Clause 8
with the charged states of the battery for each test resulting from the previous procedure.
However, if any test is conducted individually, start the test procedure for range and maximum speed
(9.1 and 9.3) with a battery state between 100 % and 90 % of fully charged.
For acceleration (9.5), hill starting ability (9.6) and speed uphill (9.7), the test procedure shall be started
with a battery state between 65 % and 50 % of fully charged.
5 Parameters, units and accuracy of measurements
Table 1 specifies parameters and their units, accuracy and resolution.
Table 1 — Parameters, units and accuracy of measurements
Parameter Unit Accuracy Resolution
Time s ±0,1 s 0,1 s
Distance m ±0,1 % 0,1 m
Temperature °C ±1 K 1 K
Air pressure kPa ±1 kPa 1 kPa
±1 % or ±
Speed, constant km/h 0,2 km/h
a
0,1 km/h
Mass kg ±0,5 % 1 kg
a
Whichever is the greater.
2 © ISO 2012 – All rights reserved

6 Test conditions
6.1 Vehicle conditions
The vehicle shall be loaded according to the specification for each test.
The vehicle tyres shall be inflated to the pressure specified by the vehicle manufacturer when the tyres
are at ambient temperature.
The viscosity of oils for the mechanical moving parts shall conform to the specification of the vehicle
manufacturer.
The lighting, signalling and auxiliary devices shall be off, except those required for testing and usual
day-time operation of the vehicle.
All energy storage systems available for other than traction purposes (electric, hydraulic, pneumatic,
etc.) shall be charged up to their maximum level specified by the vehicle manufacturer.
The vehicle shall be clean, and the windows and air entries, not needed for the correct operation of the
vehicle and the drive system, shall be closed by the normal operating controls.
If batteries are to be operated at temperatures above ambient temperature, the driver shall follow
the procedure recommended by the vehicle manufacturer to keep the battery temperature within its
operating range.
The vehicle shall be run in properly in accordance with the manufacturer’s requirements, and in any
case not less than 100 km before the test with those batteries that are installed in the test vehicle.
The mass of the vehicle used in the test shall be the test mass of an electric vehicle in accordance
with 3.1 and 3.3.
The traction battery shall be in the state of charge required for the test to be performed.
6.2 Atmospheric conditions
Outdoor test steps shall be performed at an ambient temperature between 5 °C and 35 °C. Indoor test
steps shall be performed at a room temperature between 20 °C and 30°C. The atmospheric pressure
shall be between 91 kPa and 104 kPa. The relative humidity shall be less than 95 %. The tests shall be
performed in the absence of rain and fog.
The wind speed and the direction of the wind shall be measured continuously or with adequate frequency
at a location where the wind force during the measurement is representative. The wind conditions shall
be within the following limits:
a) average wind speed: 3 m/s;
b) maximum wind speed for gusts: 5 m/s.
6.3 Track conditions
6.3.1 General conditions
The measurements shall be taken on a track, which may be either a straight track (see 6.3.2) or a loop
track (see 6.3.3). The surface of the track shall be flat, level, and smoothly paved. The road surface shall
be dry and free of obstacles or wind barriers that might impede the measurements.
6.3.2 Straight track
The test track shall be long enough to allow the vehicle to attain its maximum speed.
The test track shall have not more than 0,5 % longitudinal slope and not more than 3 % transverse slope.
The length of the launching track shall be long enough to achieve a stable speed ahead of the measuring zone.
In order to reduce the influence of factors such as road slope and wind direction/speed, the acceleration
and the speed tests shall be executed in both directions of the test track in direct sequence, taking care
to use the same stretch of the track.
When conditions preclude performing the test in both directions, a single direction test shall be carried
out as in 6.3.4.
6.3.3 Loop track
The test track shall have not more than 0,5 % longitudinal slope and not more than 3 % transverse slope.
The loop track may vary from a perfect circle to straight sections linked by approximately circular sections.
The measuring zone shall be located on the straight part of loop track. The straight track length before
the measuring zone shall be long enough to allow the vehicle to reach the maximum speed before the
measuring zone.
In case of circular tracks, the radius of test track shall be large enough to allow the vehicle to attain the
maximum speed.
The effects of centrifugal forces may be compensated by the transverse profile of the curves in such a
way that the vehicle holds a normal line without any action on the handlebar and without extra weight
shift effort b
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