Amendment No. 1 to MoRTH/CMVR/TAP-115/116

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In order to avoid different interpretations about acceleration, deceleration, cruise andstop phases corresponding indicators are added to the vehicle speed pattern asintegral parts of the cycles (see tables in Annex 5).The appropriate gear for each sample shall then be calculated according to thevehicle speed ranges resulting from the shift speed equations ofparagraph 6.5.5.2.1.1. and these phase indicators for the cycle parts appropriate forthe test vehicle as follows:Gear choice for stop phases:For the last 5 seconds of a stop phase the gear lever shall be set to gear 1 and theclutch shall be disengaged. For the previous part of a stop phase the gear lever shallbe set to neutral or the clutch shall be disengaged.Gear choice for acceleration phases:gear 1, if v ≤ v 1→2 ,gear 2, if v 1→2 < v ≤ v 2→3 ,gear 3, if v 2→3 < v ≤ v 3→4 ,gear 4, if v 3→4 < v ≤ v 4→5 ,gear 5, if v 4→5 < v ≤ v 5→6 ,gear 6, if v > v 5→6 .Gear choice for deceleration or cruise phases:gear 1, if v < v 2→1 ,gear 2, if v < v 3→2 ,gear 3, if v 3→2 ≤ v < v 4→3 ,gear 4, if v 4→3 ≤ v < v 5→4 ,gear 5, if v 5→4 ≤ v < v 6→5 ,gear 6, if v ≥ v 4→5 .The clutch shall be disengaged, if:(a)The vehicle speed drops below 10 km/h; or(b) The engine speed drops below n idle + 0.03 (s – n idle );(c)There is a risk of engine stalling during cold start phase.6.5.5.2.1.3. Step 3 – Corrections according to additional requirementsThe gear choice has then to be modified according to the following requirements:(a)(b)(c)(d)6.5.5.2.2. Optional ProvisionsNo gearshift at a transition from an acceleration phase to a deceleration phase.The gear that was used for the last second of the acceleration phase shall bekept for the following deceleration phase unless the speed drops below adownshift speed.No upshifts or downshifts by more than 1 gear, except from gear 2 to neutralduring decelerations down to stop.Upshifts or downshifts for up to 4 seconds are replaced by the gear before, ifthe gears before and after are identical. (Examples: 2 3 3 3 2 will be replacedby 2 2 2 2 2, 4 3 3 3 3 4 will be replaced by 4 4 4 4 4 4).No downshift during an acceleration phase.The gear choice may be modified according to the following provisions:
(a) The use of lower gears than determined by the requirements described inparagraph 6.5.5.2.1. is permitted in any cycle phase. Manufacturers'recommendations for gear use shall be followed, if they do not result in highergears than determined by the requirements described in paragraph 6.5.5.2.1.Note 5The calculation program to be found on the UN website at the URL below may beused as an aid for the gear selection:http://www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wmtc.htmlExplanations about the approach and the gearshift strategy and a calculation exampleare given in Annex 13.6.5.6. Dynamometer settingsA full description of the chassis dynamometer and instruments shall be provided inaccordance with Annex 6. Measurements shall be made to the accuracies asspecified in paragraph 6.5.7. The running resistance force for the chassisdynamometer settings can be derived either from on-road coast down measurementsor from a running resistance table (see Annex 3).6.5.6.1. Chassis dynamometer setting derived from on-road coast down measurementsTo use this alternative on road cost down measurements have to be carried out asspecified in Annex 7.6.5.6.1.1. Requirements for the equipmentThe instrumentation for the speed and time measurement shall have the accuracies asspecified in paragraph 6.5.7.6.5.6.1.2. Inertia mass setting6.5.6.1.2.1. The equivalent inertia mass for the chassis dynamometer shall be the flywheelequivalent inertia mass, m fi , closest to the actual mass of the motorcycle, m a . Theactual mass, m a , is obtained by adding the rotating mass of the front wheel, m rf , tothe total mass of the motorcycle, rider and instruments measured during the road test.Alternatively, the equivalent inertia mass m i can be derived from Annex 3. Thevalue of m rf , in kilograms, may be measured or calculated as appropriate, or may beestimated as 3 per cent of m.6.5.6.1.2.2. If the actual mass m a cannot be equalized to the flywheel equivalent inertia mass m i ,to make the target running resistance force F * equal to the running resistance forceF E (which is to be set to the chassis dynamometer), the corrected coast down timeT E may be adjusted in accordance with the total mass ratio of the target coast downtime T road in the following sequence:ΔTroad13.613.62ΔvFma mr1 *ΔTE mi mr12ΔvFEEquation 6-4Equation 6-5
Page 2 and 3: 1.6 Clause 4.1Substitute following
Page 4: 2.5 Clause 5.0Substitute following
Page 8 and 9: 3.4. "Driver mass" means the nomina
Page 10 and 11: max. vehicle speed in km/hengine ca
Page 12 and 13: Figure 6-2: Equipment for sampling
Page 14 and 15: Class 3:Subclass 3-1:Subclass 3-2:p
Page 16 and 17: The deceleration modes shall be run
Page 20 and 21: *FE FEquation 6-6ΔTE ΔTroadmmia
Page 22 and 23: 7.1.1.2.1. The number of tests shal
Page 24 and 25: 7.2.1. Overview7.2.1.1. The Type I
Page 26 and 27: setting points. At each setting poi
Page 28 and 29: 7.2.2.3.2. Verification of chassis
Page 30 and 31: 7.2.5.1.6. If, during the cold star
Page 32 and 33: 7.3.1. Conditions of measurement7.3
Page 34 and 35: HCm is the mass of hydrocarbons emi
Page 36 and 37: dCO 2 is the density of the carbon
Page 38 and 39: (d) Instrument operator,(e) Driver
Page 40 and 41: Symbol Definition Unitv Coast down
Page 42 and 43: Symbol Definition UnitTpTemperature
Page 44 and 45: Annex 3CLASSIFICATION OF EQUIVALENT
Page 46 and 47: Annex 4ESSENTIAL CHARACTERISTICS OF
Page 48 and 49: 3.3.1.8. Net maximum torque: Nm at
Page 50 and 51: 3.3.3.3.5.1. Operating principle(s)
Page 52 and 53: 3.5.3.1.2. Type(s): . . . . . . . .
Page 54: Annex 5DRIVING CYCLES FOR TYPE I TE
Page 58 and 59: Table A5-2: Cycle part 1, reduced s
Page 60 and 61: Table A5-4: Cycle part 1, reduced s
Page 62 and 63: Table A5-6: Cycle part 1 for vehicl
Page 64 and 65: Table A5-8: Cycle part 1 for vehicl
Page 66 and 67: Table A5-10: Cycle part 2, reduced
Page 68 and 69:
Table A5-12: Cycle part 2, reduced
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4. Table A5-16: Cycle part 2 for ve
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6. Table A5-18: Cycle part 3, reduc
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8. Table A5-20: Cycle part 3, reduc
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10. Table A5-22: Cycle part 3 for v
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Table A5-24: Cycle part 3 for vehic
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Annex 7ROAD TESTS FOR THE DETERMINA
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5.2. Since it can be dangerous and
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6.1.2. The running resistance force
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ECE/TRANS/180/Add.2page 948Annex 9A
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ECE/TRANS/180/Add.2page 950Annex 11
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Annex 13EXPLANATORY NOTE ON GEARSHI
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6000500040003000acc, gear 1acc, gea
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Table A13-2: Input data for the cal
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6.2.2 In Table II in speed column o
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2. Specific OBD requirements and te
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7.0 PART X - SUB PART AClause 8.2.1
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For N ≥ 20, K =10.0 PART XV - SUB
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3) Each mode duration will be 10 mi
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CHAPTER - IITEST PROCEDURE FOR SPAR
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engines which are not designed to o
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(b) For engines tested with the dyn
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Table 2Permissible deviations of in
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measurement systems is given in MoR
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APPENDIX 21. CALIBRATION OF ANALYTI
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initial stabilization period all fl
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calibration points are placed betwe
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Figure 61.9 Adjustment of the FID1.
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1.10 Interference Effects with CO,
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The water quench, which must not be
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with Ha absolute humidity of the in
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where:GFUEL [kg/h] is the fuel mass
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of the engine. The fan or blower po
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Mode 1 2 3 4 5 6 7 8Nox mass 58.195
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Amendment No. 1 to MoRTH/CMVR/TAP-115/116

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