Browse Topic: Two or three wheeled vehicles

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Motorcycle Bank Angle Measurement ProcedureJ1168_202104 (Current)4/6/2021
The purpose of this SAE Standard is to specify the procedure for measuring the bank angle of motorcycles.
Motorcycle Technical Steering Committee
Test Procedure for Parking Stability of MotorcyclesJ1101_202009 (Current)9/9/2020
Side stands and center stands are designed to support stationary two-wheel motorcycles. This SAE Standard establishes procedures for determining parking surface loading and stability limits as follows: a The footprint pressure exerted on a horizontal parking surface by the stand. b The tilt angle of the parking surface at which tip-over occurs. c The tilt angle of the parking surface at which roll-off occurs.
Motorcycle Technical Steering Committee
Maximum Sound Level Potential for MotorcyclesJ47_202006 (Current)6/5/2020
This SAE Recommended Practice establishes the test procedure, environment, and instrumentation for determining the maximum sound level potential for motorcycles under wide open throttle acceleration and closed throttle deceleration.
Motorcycle Technical Steering Committee
Motorcycle and Motor Driven Cycle Electrical System Maintenance of Design VoltageJ392_202005 (Current)5/26/2020
This SAE Recommended Practice pertains to electrical systems of motorcycles both with and without batteries.
Motorcycle Technical Steering Committee
Step by Step Conversion of ICE Motorcycle to a BEV Configuration2020-01-14364/14/2020
With the mass movement toward electrification and renewable technologies, the scope of innovation of electrification has gone beyond the automotive industry into areas such as electric motorcycle applications. This paper provides a discussion of the methodology and complexities of converting an internal combustion motorcycle to an electric motorcycle. In developing this methodology, performance goals including, speed limits, range, weight, charge times, as well as riding styles will be examined and discussed. Based on the goals of this paper, parts capable of reaching the performance targets are selected accordingly. Documentation of the build process will be presented along with the constraints, pitfalls, and difficulties associated with the process of the project. The step-by-step process that is developed can be used as a guideline for future build and should be used as necessary. During the development and conversion process, the model of the electric motorcycle was developed in Simulink to size the battery pack and the electric motor. This model was also the focus of different design experiments to choose the proper components and subsystems to minimize the development cycle time. The goal of this paper is also to provide guidelines of the conversion process for the future industry as well as the academic arena.
Lawrence, Matthew D., Siavoshani, Saeed
History and Prospects for Electric Vehicles and Electric Bikes: Pathway to Sustainable Carbon Free Energy and Transportation2020-01-09744/14/2020
The Electric Transportation Revolution (ETR) began with the General Motors USA EV1 project and Yamaha Japan Pedal Assist System (PAS) electric bike, both in 1993. Worldwide EB annual sales are 40 million with 300 million on the road, mostly in China. Mandates and government incentives influence the EV market, customer demand drives EB growth. The EPA CO2 endangerment finding is forcing the auto industry to invest in EVs to help limit Mankind Made Carbon Dioxide Climate Change, MMCDCC, which is based on theoretical computer models that calculate global temperature. Measured temperature data, revised by modelers, used to validate these models has been challenged and so reported. Historical climatology data shows that Natural Climate Change, NCC, is more likely the CC cause. Known periodic variations of the sun’s orbit changes solar radiance and causes NCC. More CO2 in the atmosphere produces more plant growth, more food, thus CO2 is a beneficial gas. We propose a long term pathway to eliminate CO2 as an issue for energy and transportation. Fossil fuels may be depleted in 200 years. During this period, transition worldwide to nuclear power and hydrogen for electricity and transportation is necessary. Nuclear fuels will be used forever as uranium extraction from seawater is now possible and is replenished by runoff from land. Nuclear electricity will produce hydrogen from electrolysis of water for vehicle use. Power plants and vehicles will thus not produce CO2. With this prospect of sustainable carbon free electricity and vehicle fuel, the humanitarian thing to do today is to continue to use fossil fuels for both domains, in order to provide affordable heat in cold winters and cooling in hot summers which occurs in some regions of the world today until nuclear options are developed. This all is likely NCC as it has been for hundreds of millions of years on planet earth, and not MMCDCC.
Jamerson, Frank E.
Using Vehicle EDR Data to Calculate Motorcycle Delta-V in Motorcycle-Vehicle Lateral Front End Impacts2020-01-08854/14/2020
This research focuses on the use of Event Data Recorders (EDR) to assist in calculating speed loss or ΔV undergone by a motorcycle in a broadside type impact into a vehicle. If the struck vehicle has EDR data, this could be a useful tool in calculating motorcycle ΔV or corroborating motorcycle ΔV calculations from crush or other methodologies. Certain parameters critical to calculation of motorcycle ΔV must be considered, including the appropriate effective mass to use for the motorcycle/rider combination. This study used crash test data to determine a method of applying parameter values to accurately calculate motorcycle ΔV in a motorcycle-vehicle collision. In this study, three crash tests were performed in which a motorcycle with a dummy rider traveling in the range of 42 to 51 mph collided into the right front corner of a vehicle traveling between 5 and 16 mph. In all three tests, both the vehicle and motorcycle were instrumented with triaxial accelerometers and triaxial rate gyros. The first test involved a 2002 Kawasaki ZRX1200R traveling at 42.2 mph into the right front corner of a 2009 Chevrolet Malibu traveling at 5 mph. The impact occurred just forward of the vehicle’s right front wheel area. The second test involved a 2006 Yamaha YZF-R6 traveling at 48.1 mph into the right front corner of a 2012 Ford Focus traveling at 14 mph. The impact occurred near the vehicle’s right front headlight/bumper reinforcement area. The third test involved a 2013 Kawasaki Ninja EX300 traveling at 50.5 mph into the right front corner of a 2015 Nissan Sentra traveling at 9 mph. Again, the impact occurred near the vehicle’s right front headlight/bumper reinforcement area. In all the tests, the vehicle ACM-recorded data underreported the longitudinal ΔV in the range of 0.8-1.3 mph. Additionally, in all tests the vehicle ACM-recorded data overreported the lateral ΔV by 0.4-0.5 mph. This overreporting was present after adjustments were made for the ACM location. Overall, the EDR data was able to predict the motorcycle ΔV within a range of -5.9 mph to +3.1 mph. The underpredicted values were calculated with full rider and motorcycle weight, and the overpredicted values were calculated with half the rider weight.
Fatzinger, Edward, Landerville, Jon
Development of Drive Cycle using Fleet Data for Two-Wheelers in Indian Market2019-32-05451/24/2020
Generally, to produce reliable two-wheelers, manufacturers resort to intense engineering efforts to make sure the two-wheeler can withstand the most harsh testing conditions and requirements. This sometimes leads to a higher cost in realizing such outlier requirements. Thus, a drive cycle matching the actual riding characteristics will enable better understanding of the requirements and an optimized engineering effort. There have been several attempts by governmental and non-governmental organizations to realize a real drive cycle for various cities and countries, trying to capture the typical riding style in those regions. But the drive patterns observed in most representative cycles do not match with the scenario in India with frequently dense traffic, constrained roads and slow driving speeds. To understand the driving pattern in India, a drive cycle generation algorithm is developed which uses real time on-road data captured from a fleet of vehicles in India and creating a database of micro-trips. These micro-trips are first categorized based on their average speeds. The algorithm concatenates these micro-trips to make a drive cycle, such that the average speed of the resulting drive cycle matches closely to the average speed of the captured on-road data. The algorithm then iterates different sequencing of these micro-trips in the drive cycle to minimize the error in various parameters like average acceleration, time percentage of acceleration, & deceleration, time percentage of idle, between the resulting drive cycle and the captured on-road data. Representative cycles of different cities and regions have been developed and described in this paper. This paper aims in explaining the approach of extracting a drive cycle from the data collected from a fleet of two-wheelers on-road in the Indian market and comparing the different riding patterns found in different regions. The algorithm developed can be extended to any level of data, ranging from a particular city to even combining different countries together.
Satish, Arvind, Sabu, Abhijith, Saldanha, Johnson Xavier, A P, Nagesh
A Comparative Study on ESC Drive and Brake Control Based on Hierarchical Structure for Four-Wheel Hub-Motor-Driven Vehicle2019-01-505111/4/2019
Electronic Stability Control (ESC) is an important measure to proactively guarantee vehicle safety. In this paper, the method of four-wheel hub-motor torque control is compared with the traditional single-wheel hydraulic brake control in ESC system. The control strategy adopts the hierarchical structure. In upper controller, the stability of the vehicle is identified by threshold method, the additional yaw moment control uses a way to get the moment including feedforward and feedback parts based on the linear quadratic regulator (LQR). The medium controller is tire slip rate control, in order to get the optimal target slip rate from the upper additional yaw moment, a method of quadratic programming to optimize the longitudinal force is proposed for each wheel. The inputs of tire state for the magic tire model is introduced so as to calculate the target slip rate from the target longitudinal force. The lower controller is wheel cylinder pressure control and motor torque control which is realized by Carsim ideal control. Finally, through Co-simulation of Carsim/Simulink in the condition of open steering wheel loop for Sine with Dwell Waveform and closed driver loop for Double Lane Change, the results show that, at high speed and with large and frequent steering wheel angle, restricted by the motor torque, the method of motor torque control is not as effective as hydraulic brake control, but have the same effects and better driver seating comfort and handing stability at middle or low speed. If the control torque range of motor at high speed can be improved or the AFS and SBW can be applied to the field of ESC in the future, the drive motor control can be further developed in the application of the hub-motor-driven vehicle.
Lin, Chen, Pei, Xiaofei, Guo, Xuexun
Nonlinear Iterative Optimization Process for Multichannel Remote Parameter Control10-03-03-001510/14/2019
In this article, compared with traditional Remote Parameter Control (RPC), the iterative process is improved based on linear transfer function (TF) estimation of the nonlinear dynamic system. In the improved RPC, the iteration coefficient is designed according to the convergence condition of the nonlinear iterative process, so that the convergence level, convergence speed, and iteration stability could be improved. The difference between the traditional and the improved RPC iterative process is discussed, the RPC iterative process of the nonlinear system is analyzed, and channel decoupling for Multi-Input Multi-Output (MIMO) system based on eigen-decomposition of the system TF and linear TF estimation is introduced. It assumes that the eigenvector matrix of the system TF remains the same, and the linear TF in the iterative process is estimated and updated, which is used for iterative calculation. The method for iteration coefficient is designed according to the nonlinear system convergence condition of the iterative process. The whole theory is verified on a two-channel electrohydraulic servo system and a lightweight motorcycle. The optimization strategy can be used not only for motorcycles but also for general dynamic systems with the same number of inputs and outputs. The experiment results show that the improved RPC is superior to the traditional RPC in the convergence level, convergence speed, and iteration stability. The improved algorithm makes the iterative process more effective, faster, and more stable. In the practical application of RPC, the results can be reproduced better, as well as the time and manpower can be saved.
Li, Meng, Zhang, Yong
Development and Testing of Electric Microcar for Indian Cities2019-28-000810/11/2019
Population growth, rapid urbanisation and compounding effects of adding personal vehicles have resulted in increasing the urban air pollution in major Indian cities. Apart from the rising concerns about the urban air pollution, the increasing traffic and lack of parking space difficulties are promoting energy efficient small vehicles. Hence, there is a need to develop a new environmental friendly microcar that relatively affordable and easily manoeuvrable in bigger cities. Electric microcar is one of the most promising options to improve the near term sustainability for personal transportation in cities. This paper mainly presents the development of two seater electric microcar suitable for city driving requirements followed by road test. A mathematical modelling with reference to the urban cycle (Part-one) of modified Indian driving cycle (MIDC) is also carried out for the evaluation of energy and power requirements of electric microcar. The developed electric microcar has been tested on road with the help of the MIDC simulator kit. Results revealed that the developed prototype has demonstrated about 50 km range after one full charge.
Shaik, Amjad, Talluri, Srinivasa Rao, Tappa, Raju, Ratlavath, Ramu
A Dictionary of Terms for the Dynamics and Handling of Single Track Vehicles (Motorcycles, Scooters, Mopeds, and Bicycles)J1451_201909 (Current)9/24/2019
Terminology within this document is limited to the dynamics and handling characteristics of single track, two-wheeled vehicles.
Motorcycle Technical Steering Committee
Ludwig, Rudolf and Emil Rüb: Forgotten German Aeronautical and Rotating-Wing PioneersF-0075-2019-146175/13/2019
Ludwig Rudolf Rüb, a passionate inventor, lived in poverty most of his life and is virtually unknown in the rotorcraft community. His inventions covered combustion engines and motorcycles first. Around 1900 he built a paddle-wheel plane under contract by Count Zeppelin, next he designed and built a first version of a coaxial rotor helicopter in Munich, and then he moved to Augsburg for building a large fixed-wing aircraft. None of these were ever finished. At the begin of WW I, with support of the German army, he took up a refined version of his coaxial rotor helicopter concept as a highly agile and maneuverable replacement of the observation balloons used in those times, which also was intended to take an active part in warfare by installing a machine gun or dropping bombs. It included some astonishing advanced features and with the help of his sons the construction was finished; ground testing started in June 1918. The end of the war immediately stopped all works; the contract of Versailles demanded the destruction of that vehicle and thus formed the end of the Rüb aeronautical work. Ludwig Rüb died 1918, after months of illness, without having seen the rotors turning.
G., Berend
Behavior of Electric Scooter Operators in Naturalistic Environments2019-01-10074/2/2019
The use of electric scooters (e-scooters), which are more generally categorized as motorized scooters, has undergone explosive growth owing to “scooter share” programs in which an e-scooter is rented for a limited period of time. The near-spontaneous ubiquity of e-scooters has prompted government and scooter share companies to address issues partly motivated by concerns related to the inclusion of a large population of e-scooters into vehicular traffic. These issues are influenced by the decisions and behaviors of the scooter operators, who, despite being licensed to drive passenger vehicles, potentially have limited experience operating an e-scooter in the presence of traffic. E-scooters are in a relative unique position where they are small enough to negotiate pedestrian traffic, yet fast enough to travel on roadways. This enables an e-scooter operator to change when and where he rides, e.g., from traveling on a sidewalk to riding in a clear traffic lane in order to avoid a group of pedestrians standing at an intersection. Such changes may catch nearby motorists off-guard, thereby increasing the risk of a collision with the e-scooter. The present observational study assessed e-scooter rider behavior in west Los Angeles, a region with a robust presence of rental e-scooters. The large population, preponderance of e-scooters, and high traffic volumes provide an exemplary area to observe not just how drivers and e-scooter riders adapt to one-another’s presence, but also the increased risk of an interaction between e-scooters with other vehicles and pedestrians. Operator behavior of rented e-scooters is quantified and reviewed according to current regulations, public concerns regarding e-scooters, and behaviors present that may affect an individual’s ability to safely operate an e-scooter in the presence of traffic, including both vehicular and pedestrian.
Todd, Jay, Krauss, David, Zimmermann, Jacqueline, Dunning, Amber
Analyzing the Limitations of the Rider and Electric Motorcycle at the Pikes Peak International Hill Climb Race2019-01-11254/2/2019
This paper describes a post-race analysis of team KOMMIT EVT’s electric motorcycle data collected during the 2016 Pikes Peak International Hill Climb (PPIHC). The motorcycle consumed approximately 4 kWh of battery energy with an average and maximum speed of 107 km/h and 149 km/h, respectively. It was the second fastest electric motorcycle with a finishing time of 11:10.480. Data was logged of the motorcycle’s speed, acceleration, motor speed, power, currents, voltages, temperatures, throttle position, GPS position, rider’s heart rate and the ambient environment (air temperature, pressure and humidity). The data was used to understand the following factors that may have prevented a faster time: physical fitness of the rider, thermal limits of the motor and controller, available battery energy and the sprocket ratio between the motor and rear wheel. Even though the rider’s heart rate implied a vigorous exercise intensity level, throttle values indicated that the rider wanted to go faster ~33% of the time. The motor reached a steady-state temperature that was approximately 30°C below the maximum allowable temperature and thus could have handled more current. By analyzing additional thermal and current data, it was concluded that the motor controller was likely a limiting factor but not the battery capacity since only ~2/3 of the total available battery energy was consumed. A model that estimates the optimal sprocket ratio was derived and validated; It was determined that using the optimal sprocket ratio of 62/12 would have decreased the finishing time by approximately 2 seconds.
Rodgers, Lennon, Jeunnette, Mark, Biffard, Ryan, Möller, Björn, Wu, Eric, Matthys, Koen
Braking and Swerving Capabilities of Three-Wheeled Motorcycles2019-01-04134/2/2019
This paper reports testing and analysis of the braking and swerving capabilities of on-road, three-wheeled motorcycles. A three-wheeled vehicle has handling and stability characteristics that differ both from two-wheeled motorcycles and from four-wheeled vehicles. The data reported in this paper will enable accident reconstructionists to consider these different characteristics when analyzing a three-wheeled motorcycle operator’s ability to brake or swerve to avoid a crash. The testing in this study utilized two riders operating two Harley-Davidson Tri-Glide motorcycles with two wheels in the rear and one in the front. Testing was also conducted with ballast to explore the influence of passenger or cargo weight. Numerous studies have documented the braking capabilities of two-wheeled motorcycles with riders of varying skill levels and with a range of braking systems. The results reported here showed that when both the front and rear brakes are utilized, the decelerations produced during braking are consistent with, but in the upper half of, the range of decelerations previously reported for two-wheeled motorcycles. Studies of two-wheeled motorcycles commonly report that most of the deceleration is produced through use of the front brake. The testing reported here showed that the rear brake produced most of the deceleration for the three-wheeled motorcycles used in the testing. In relationship to swerving, this paper examines the accuracy of a commonly-used formula for calculating the longitudinal distance necessary for a swerve of a specified lateral distance. The results showed that, with a modification to the coefficient of this equation, this formula can be used to reasonably estimate the distance necessary for a three-wheeled motorcycle to swerve.
Rose, Nathan, Carter, Neal, Neale, William, Mckelvey, Nathan
An Analysis of Sport Bike Motorcycle Dynamics during Front Wheel Over-Braking2019-01-04264/2/2019
There is extensive literature on motorcycle skid/brake to stop testing on a host of motorcycle types, rider experience, brake system configurations and the associated deceleration rates. Very little information exists on deceleration rates involved with over-braking the front wheel. The subject of this paper addresses the deceleration rates of sport bike type motorcycles during over-braking of the front wheel. Based on the physics of a two-wheeled vehicle like the motorcycle, once the front wheel is over-braked and becomes locked, the rider has very little time to recover from the skid and often times falls. Another over-braking scenario, especially on sport bike type motorcycles, is the possibility of the rear wheel lifting and pitching over the front wheel. During the initial phase of braking, weight transfer to the front wheel occurs creating a greater level of traction. As the motorcycle begins to fall or pitch over, the weight on the front wheel decreases significantly and therefore the frictional force decreases significantly as well. The goal of this publication was to perform maximum front wheel brake testing that involves front wheel skid-to-fall as well as front wheel brake-to-pitch over scenarios on various sport bike motorcycles and determine an applicable deceleration rate. Three motorcycles; a 2002 Kawasaki ZRX1200R, a 2006 Yamaha YZF-R6, and a 2013 Ninja EX300 were subject to various maximum front wheel brake tests. The speed of the motorcycle at brake application ranged from 50 to 60 mph. The results of the testing concluded that the average deceleration rates during front wheel skid-to-fall tests were in the range of 0.32-0.8g depending on the lean angle of the motorcycle at brake application. The average deceleration rates for the front wheel brake-to-pitch over tests were in the range of 0.8-0.86g.
Fatzinger, Edward, Landerville, Jon, Bonsall, Jeffrey, Simacek, Daniel
ABS Optimization for a Two-Wheeler Based on Tire-Road Friction Characteristics2019-26-00171/9/2019
Anti-lock Braking System (ABS) is a well-known active safety technology widely used in cars. Recently, it has become a mandatory safety feature for two-wheelers. In principle, ABS ensures an optimum braking performance by not allowing the tire to slip beyond a certain level. This guarantees steering stability and peak braking performance of the tire during panic braking situations. As the ABS controller depends on the tire characteristics information for its algorithm, a change in tire or pavement can vary the optimum operating range of ABS. In addition to this, motorcycle tires differ from a car tire in terms of its construction, dimension and compound. Therefore, the motorcycle tire’s performance envelope cannot be directly compared to a car tire. This work presents a methodology which aims to acquire the tire-road friction characteristics of three different tires for a study motorcycle on different friction surfaces through experimentation and estimation techniques. The optimum pressure release slip thresholds for the three tires on different surfaces are then determined from the obtained tire characteristics. Further, the ABS controller is calibrated based on the determined parameter set for the three study tires and the performance of the study motorcycle is evaluated. The chosen slip thresholds were able to utilize all the three tires sufficiently to meet the performance targets as set by IS14664.
Ranjan, Ashish, Srivastava, Shreyansh, Anantha, Prashanth
Development of 2 Speed Automatic Transmission for Battery Electric Two Wheelers2019-26-01091/9/2019
Improving vehicle performance in terms of both torque and power is a strong customer need in both conventional and electric vehicles. In this work, different two speed automatic transmission (AT) concepts are developed to improve the energy efficiency and performance of battery electric two wheelers. Developed transmission systems are simple, compact and cost effective and results in relatively high energy efficiency of an electric motor. The unique shift control strategy ensures motor to operate at higher efficiency zones to minimize the overall energy consumption. Virtual simulations of electric vehicle were carried out for different driving conditions and optimal transmission ratios were determined. Mechanical behaviors such as gear shift characteristics, linear and angular velocities, inertial forces of each components are analyzed by using Multi body dynamics simulation. Forces predicted here are further used for durability studies of these components. The developed system combines superior shifting accuracy, high transmission efficiency with increased grade ability and results in substantial improvement in acceleration while retaining top vehicle speed without much compromise.
Satyanarayana, PS, Ayyappath, Prajod, Jaiswal, Animesh, Iyer, Ramkumar, Charantimath, Siddalingesh
Methodology Development for External Aerodynamic Evaluation of a Bus and Its Impact on Fuel Economy along with Experimental Validation2019-26-02941/9/2019
The objective of this study is to develop, demonstrate and validate the methodology of external aerodynamic analysis of a State Road Transport bus for prediction of drag coefficient and its impact on fuel consumption with experimental validation. It has been verified that vehicle consumes around 40% of the available engine power to overcome the air drag. This gives us a huge scope to study the effect of aerodynamic drag. Baseline model of State Road Transport Bus was evaluated for estimating fuel consumption using Computational Fluid dynamics (CFD) methodology. The CFD results were validated with the experimental data with less than 10% deviation. Bus design was optimized with an objective of reducing the fuel consumption with parameters like angle of windshield, rounding and tapering corners and rear draft angle. Optimized bus design is also ensured to meet functional specifications as per AIS052. The prototype of the optimized bus design has been tested experimentally as per IS 11921: 1993 standard to estimate fuel consumption. The results obtained from CFD and experimental tests were analyzed and they were found to be in good agreement. With the optimized design of the bus, it is found that the fuel efficiency remains almost same though weight of the bus has been increased by around 1.5 ton.
Kanekar, Siddhesh, Udawant, Kishor, Patwardhan, Mahesh
Q&A19AUTP08_211/1/2019
Sean Stanley is one of a new generation of motorcycle engineers who are as fluent in battery cooling and electronics integration as their predecessors were in optimizing cam profiles and compression ratios. As Harley-Davidson's EV Systems chief engineer, Stanley, along with EV Platform chief Glen Koval and their teams, have brought the 2020 LiveWire e-bike from a bold concept in 2011 to production, which is getting underway at H-D's York, Pennsylvania, assembly plant. LiveWire is nothing like your granddad's Shovelhead, aside from the brand name on the faux ‘gas tank.’ There are five ECUs on board controlling seven rider-selectable and customizable ride modes. Rear-wheel lift mitigation is managed by a 6-axis inertial measurement unit (IMU). The 15.5-kWh Samsung SDI lithium-ion battery, liquid cooled 78-kW (108-hp) Magneti-Marelli permanent-magnet motor, 1400-watt SAE J1772 ‘Combo’ charging setup, 4.3-in. (109-mm) color thin-film display, and hollow-cast aluminum ‘exoskeleton’ chassis, represent just some of the topflight systems engineering that is the hallmark of this novel bike.
Engineering AVs to ‘play nice’ with humans18AUTP11_0411/1/2018
More than a decade after the DARPA Grand Challenge program demonstrated the technical viability of self-driving vehicles, the industry is now preparing its first commercial deployments of the technology at scale. While Waymo, GM Cruise, Aptiv and others begin to ramp-up automated ride-hailing services for paying passengers, unanswered questions remain. Many of them revolve around the “social” aspects of the technology. Engineering is about taking the principles learned from science and applying them to solving real-world problems. But if the resulting technology requires people to change their behavior for it to work reliably, the engineers are doing it wrong.
Abuelsamid, Sam
Automotive Engineering: November 201818AUTP1111/1/2018
Electrifying the two-wheeler Alta Motors, one of the newest electric motorcycle OEMs, is fueling zero-emission excitement with a passion for product. AV testing is for dummies Rapid development of automated vehicles is driving ATD innovations, as Humanetics' CEO explains. 2019 Yamaha Niken steers a radical path The world's first leaning three-wheel motorcycle is an expression not only of engineering prowess, but of a real passion for riding. Editorial Electrify the U.S. Postal Fleet! SAE Standards News SAE publishes first global standard on shared mobility Supplier Eye Moving the goalposts of emission compliance The Navigator Engineering AVs to 'play nice' with humans What We're Driving Mazda details electrification strategy, confirms rotary engine's return Detecting battery leaks at production speeds Nexteer readies steering technologies for autonomous and mixed-mode driving Nissan's all-new Altima gets variable-compression engine, AWD Lexus soups-up seventh-generation ES sedan Q&A Honda's Noriyuki Sato talks hybrids
Development of the Anti-Lift-Control for Motorcycle2018-32-007610/30/2018
In motorcycle market, there is demand for technology that makes it possible to drive fast safely. One such technology has already been commercialized; control that prevents front lift while enabling maximum acceleration performance. We have developed a more accurate version of this control. In order to maximize acceleration performance, it is necessary to keep front lift angle as close to zero as possible. Reducing output driving force helps to keep the front lift angle low, but if output driving force is reduced too much, it will degrade acceleration performance. Feedback control that reduces output driving force when front lift is detected is effective for optimizing this trade off, but increasing feedback gain too much to reduce front lift angle will cause output driving force to change suddenly, making for a less comfortable ride. In order to solve this problem, we introduced feedforward control that estimates the equilibrium between power and front lift and restricts output driving force. Estimates should be made by measuring the pitching angular acceleration of the actual body of the vehicle in order to correct for error. However when there is no front lift, pitching angular acceleration is always zero so an estimate cannot be made. Therefore when there is no front lift, the open loop estimated from the geometry of the vehicle shall be used as the estimate, to be switched for the closed loop estimate from the actual pitching angular acceleration when front lift is detected. Using the control method, while keeping the front lift angle close to zero, we were able to perform accurate control to meet the demand for maximum acceleration performance without reducing driving force too much.
Mase, Taiki, Suzuki, Takashi
The Influence of Friction Modifiers in Fully Formulated Motorcycle Engine Oils2018-32-002410/30/2018
Globally, emissions legislation placed on motorcycles is becoming ever more stringent [1]. One way of meeting these new regulations is to use friction modifiers (FMs) in the engine oil to reduce frictional losses in the engine. This is, however, complicated by the fact that many motorcycles use a common oil sump for both the engine and a lubricated clutch. It is often the case that if a FM reduces friction in a steel/steel contact it will also reduce friction in a steel/friction material contact. Therefore, it is usually viewed that there will be a necessary compromise between maximizing engine efficiency and maintaining efficient clutch performance. In this paper we examine the effect of a range of organic FMs on commercial fully formulated motorcycle engine oils (MCOs) using benchtop tribotests and full-scale rig tests (SAE #2 clutch test machine). The results show that by careful selection of appropriate FM chemistry it is possible to reduce steel/steel friction whilst maintaining clutch performance. To obtain a deeper understanding of the effect of FM chemical structure on the clutch friction performance the friction-speed (μ-v) behaviour of a commercial MCO formulation is investigated. It is found, in agreement with previous studies, that a lower amount of branching in the alkyl tail of an organic FM corresponds to a positive correlation between friction and speed of the type usually desired in an automatic transmission fluid (ATF). This contrasts with the μ-v behaviour of a commercial MCO intended for use in motorcycles with a wet clutch, which shows almost no correlation between friction and speed. This insight could be used to help rational design of new OFMs for motorcycle oils.
Gillespie, David, Moody, Gareth, Viadas, Aitziber
Preliminary Study on Closed-Loop Acceleration Control of Motorcycles2018-32-005010/30/2018
In this study a preliminary investigation regarding closed-loop acceleration control for motorcycles is presented. Comprehensive considerations for the implementation of such a controller are discussed. Challenges, which are addressed, are a stable and sufficiently accurate measurement with the help of low-cost sensors and the consideration of the varying available maximum acceleration for set point calculation. In case of torque control, the maximum available torque is scaled by the throttle and thus automatically meets the limitation. Using acceleration as control variable, the varying set point limitation must be considered. According to current hypothesis, a precise closed loop control of the motorcycle longitudinal dynamics can be realized on the basis of the reference variable acceleration, yielding new possibilities in drive train control. The current control of the longitudinal dynamics is done by specifying a target output torque. However, the actual torque of the ICE is not available as a measured variable and is subject to a degree of uncertainty. In the case of a torque-based longitudinal dynamics control, the actual value can only be determined with great expense and thus a closed-loop control is not possible. Instead of the torque, the longitudinal acceleration can alternatively be used as a basis, since it is easier and less expensive to measure. The closed-loop acceleration control represents a methodology for use in future powertrains. For example, the potential use of hybrid powertrains in motorcycles raise new challenges for powertrain and vehicle control strategies. Compared to conventional drive configurations, at least two drive units contribute to the output torque, resulting in a higher control effort, which can be overcome by using acceleration control.
Winkler, Alexander, Grabmair, Gernot
Assessing Tire Performance from Vehicle Dynamic Transfer Functions2018-32-004810/30/2018
The aim of this study is to develop techniques which can be used to assess tire performance for a motorcycle in a race track and correlate them with subjective perceptions of race riders. This approach focusses on using vehicle level performance parameters and transfer functions to assess tire performance. A subjective assessment study is performed to understand rider’s perception. Tire behavior is then studied by assessing the dynamic performance of the motorcycle in a race track. Analysis techniques are then developed to interpret the data measured and understand tire performance. Based on these techniques, vehicle dynamic parameters and transfer functions that can be used to asses tire performance are developed. Correlations between objective findings and subjective perceptions are then identified. These studies show that the choice of a tire in a race track is not only decided by tire grip but also by factors like steering effort, roll rates and feedbacks perceived by the rider from tires. The influence of these parameters on tire performance is analyzed and presented. The feedback perceived by riders from tires during maneuvers is analyzed using transfer functions and it is found that the slope of the curve between roll factor and lateral acceleration can be used to understand this perception. Influence of tires on high speed stability is then studied by developing a novel test procedure to test weave stability at the maximum speed of the motorcycle. The impact of tires on maneuverability and stability is then quantified using the results of these analysis techniques. Though this study is used to understand tire performance, it is shown that it can be extended to analyze the overall dynamic behavior of the motorcycle in a race track.
Mohan, Barath, Velagapudi, Sai Praveen, Raju, KVM
Theoretical and Fundamental Consideration to Accord between Self-Steer Speed and Rolling in Maneuverability of Motorcycles2018-32-004910/30/2018
This paper considers the phenomenon that the self-steer speed when riders bank a motorcycle. This paper points out that this phenomenon originates from capsize mode. Further, it is specified that the first order differential equation representing capsize mode is included in the equation of motion of the steering system. Furthermore, it is specified that this differential equation is the first order differential equation for the roll angle. Therefore, as the roll angle increases, the roll angle further increases and the steering angle also changes, which is the mechanism of capsize mode. Finally, as a result of parameter studies, it is stated that the design parameters that most affect capsize mode were front and rear camber stiffness.
Sakai, Hideki
Simulation Techniques for Determining Motorcycle Controllability Class according to ISO 262622018-32-006010/30/2018
The ISO 26262 standard specifies the requirement for functional safety of electrical and electronic systems within road vehicles. We have accumulated case studies based on actual riding tests by subjective judgment of expert riders to define a method for determining the controllability class (C class). However, the wide variety of practical traffic environments and vehicle behaviors in case of malfunction make it difficult to evaluate all C classes in actual running tests. Furthermore, under some conditions, actual riding tests may cause unacceptable risks to test riders. In Part 12 Annex C of ISO/DIS 26262, simulation is cited as an example of a technique for comprehensive evaluations by the Controllability Classification Panel. This study investigated the usefulness of mathematical simulations for evaluating the C class of a motorcycle reproducing a malfunction in either the front or rear brakes. To estimate the rate of rate of successful harm avoidance in this scenario, which is considered useful in judging the C class, we calculated whether a representative rider can stop while leaving a safe distance to a hazardous object. For the calculations, we used time-series waveforms of the brake actuation force described by parameters such as the brake reaction time and the maximum brake actuation force. These parameters were chosen from the data that riders’ compensatory control actions were recorded during the actual riding tests. The rates of successful harm avoidance obtained from the calculations showed the almost same tendency as the results of the actual riding tests. This agreement indicated the rate of successful harm avoidance can be estimated with simulations that use brake operation waveforms to model the compensatory control action.
Kawakoshi, Maki, Kobayashi, Takashi, Hasegawa, Makoto
Developing Efficient Motorcycle Oils2018-32-002110/30/2018
Motorcycle OEMs faced with stringent global fuel economy and emission regulations are being forced to develop new hardware and emissions control technologies to remain compliant. Motorcycle oils have become an enabling technology for the development of smaller, more efficient engines operating at higher power density. Many OEMs have therefore become reliant on lubricants to not only provide enhanced durability under more extreme operating conditions, but to also provide fuel economy benefits through reduced energy losses. Unlike passenger car oils that only lubricate the engine, motorcycle oils must lubricate both the engine and the drive train. These additional requirements place different performance demands versus a crankcase lubricant. The drive train includes highly loaded gears that are exposed to high pressures, in turn requiring higher levels of oil film strength and antiwear system durability. Wet starter and drive clutches require specific oil friction profiles for good operation and durability. These friction requirements render wet clutches sensitive to friction reducing additives that would typically be used to improve fuel economy in passenger car oils. The formulating complexity for such shared lubricant applications can be further compounded by a need to deliver these higher levels of performance while complying with physical and elemental restrictions to ensure compatibility with the latest emissions control systems. In this study, the development of emission control system compatible motorcycle oils having improved efficiency while maintaining uncompromised durability will be presented. Performance balance was achieved through a combination of reduced operating viscosity (enabled by enhanced antiwear technology and shear-stable functional polymer technology) in combination with clutch-friendly friction reducing technologies. Significant fuel economy benefits were demonstrated using tribological bench testing in conjunction with proprietary fired motorcycle engine testing. Further proof of real-world fuel economy performance was obtained via chassis dynamometer motorcycle testing using World Motorcycle Test Cycle (WMTC).
Zhang, Yanshi, Hanthorn, Jason, Wilkes, Mark, Chamberlain, Jack, Donnelly, Kieron, Pathak, Satya Prakash, Telang, Kapil, Bhattacharya, Supriyo, Dunfee, Ron
Model-Based Approach for Engine Performance Optimization2018-32-008210/30/2018
State-of-the-art motorcycle engines consist of numerous variable components and require a powerful motor management to meet the growing customer expectations and the legislative requirements (e.g. exhaust and noise emissions, fuel consumption) at the same time. These demands are often competing and raise the level of complexity in calibration. In the racing domain, the optimization requirements are usually higher and test efficiency is crucial. Whilst the number of variables to control is growing, the time to perform an engine optimization remains the same or is even shortened. Therefore, simulation is becoming an essential part of the engine calibration optimization. Considering the special circumstances in racing, involving valuable hardware, as well as extremely short development and calibration iteration loops, only transient testing is possible. By utilizing model-based testing and optimization, Ducati Corse, the racing team division of the well-known motorcycle manufacturer Ducati, improved the ability to optimize their race engines efficiently. By using an engine model it is possible to make extremely quick calibration adaptations. All parameters can easily be optimized with respect to potential constraints without running the engine on a testbed. Moreover, the re-use of the engine model for co-simulations is applicable and sharing it with other departments in the company is possible to increase efficiency even more. AVL CAMEO™ - the intelligent automated calibration environment - supports all engine optimization requirements with a consistent workflow from the task definition to the verification. For this specific racing use case, the software solution was implemented for the test planning using DoE (Design of Experiment), the data plausibility check and the empirical engine modeling. In addition, AVL CAMEO™ was the tool for realizing the model-based optimization and map creation. With the implementation of the model-based approach, the motorcycle manufacturer has successfully improved the engine performance optimization. An exact model of the engine is now available which supports a deep understanding of the engine behavior. Through realizing this calibration approach, quick office and race track adaptations are possible and alternative optimizations for different tracks or conditions are easy to execute.
Bartoccini, Davide, Niedermaier, Peter, Grassberger, Helmut Peter
Preparing BMW Motorrad’s Boxer Engine for the Future: Improving Performance, Driveability and Efficiency While Fulfilling Future Emission Standards2018-32-008310/30/2018
Engine development mostly revolves around the same competing goals. With the implementation of the EU4 and EU5 emission standards for motorcycles, the difficulty of increasing performance and improving driveability and efficiency, while simultaneously fulfilling the Emission standards becomes even higher. Though the automotive industry offers a variety of solutions for the named topics, their implementation in a high performance motorcycle engine with specific needs regarding packaging, a wide operating range and full load behavior, represents a special challenge. This paper presents the approach of BMW Motorrad to meet these goals on the example of the boxer engine, focusing on the methodology throughout the development process. The gas exchange system of the engine was optimized using 1D gas dynamic simulations and 3D CFD analysis for a redesign of the valve train, ports and valves. The results of the calculations were further confirmed by experiments at the flow test bench measuring discharge coefficients and using particle image velocimetry (PIV). Combined simulation and engine testing led to a newly developed exhaust manifold enabling a faster light-off and a more stable operating temperature of the catalyst, while reducing raw exhaust emissions through a new injector layout. Engine experiments showed lower emissions, an improved efficiency and a more stable combustion in part load as well as an increased performance at full load. These results translated into lower exhaust emissions and fuel consumption when testing the motorcycle in the world motorcycle harmonized test cycle (WMTC).
Oppelt, Maximilian, Schwarz, Frank, Eibl, Rüdiger, Gaitan, Pedro
Mixture Formation and Combustion Evaluation of a Motorcycle Engine Concept Equipped with One Fuel Injector for Each Intake Valve2018-32-000910/30/2018
In light of a more stringent emission legislation and in anticipation of possible future measures to further reduce the real environmental impact of motorcycles, it is necessary to develop engine concepts which are efficient and low on emissions in a wide range of operating points. This poses an important challenge on the development of high performance motorcycles engines as their focus on full load behaviour conflicts sharply with the emission and efficiency demands of the remaining engine load map. The focus of this paper is to evaluate the potential of a port fuel injection (PFI) concept consisting of one individual fuel injector for each intake valve to solve this trade-off. Previous research shows a positive effect of such a setup on mixture formation due to better targeting and atomization, reducing HC emissions and cyclic variations. It also shows improved efficiency, performance and knocking characteristics caused by an enhanced charge cooling effect through open valve injection (OVI). Although the system has been previously investigated, the necessary layout considerations and impacts of the system for a high performance motorcycle engine have not yet been addressed. In this work the mentioned PFI concept was studied using a high performance two-cylinder motorcycle engine. Engine tests were conducted for two injector sets having different static flow values. The results showed improved efficiency and lower HC emissions for higher engine loads, but no performance gain at full load. The reasons for this behaviour were closely analysed by means of CFD simulation and thermodynamic loss analysis of the combustion process. These explanations were further confirmed by additional engine tests using exhaust gas sampling with fast FID. As a final result a set of recommendations for further concept improvement is proposed.
Gaitan, Pedro, Schwarz, Frank, Eibl, Rüdiger
Performance Evaluation of Two Wheeler Brake System Using Coupled Thermo-Mechanical Simulation2018-01-189610/5/2018
Safety aspect has been a key requirement in designing braking system. However, non-safety aspect like NVH and thermal performance are gaining equal importance. High engine capacity (cc) motorcycles are prone to thermal and NVH issues as braking energies are more. Therefore, virtual validation of brake disc system by considering both dynamic and thermal load with predefined assumptions is a toughest challenge when confronted with reality boundary conditions. Thus, the paper comes in a unique way of coupling dynamic and thermal load executed between multi body dynamics (MBD) and heat transfer equation which will convey results closer to real time scenario. MBD solves motion and the dynamic influence on heat transfer is calculated using “sliding boundary condition”. A series of repeated braking condition are performed on front brake disc of motorcycle. The results obtained from the analysis shows critical temperature rise. As a consequence, disc thickness variation (DTV) due to thermal expansion are aggregated when coupled with dynamic friction. DTV will prove to be critical in concerning NVH and durability issues of brake disc. Braking conditions are numerically simulated on finite element method (FEM) using nonlinear approach and results are summarized with test data.
Sukumaran, Suraj, Kalani, Dinesh, Suryavanshi, Yogesh, Kokane, Girish, Deshpande, Moresh, Kharul, Ravindra
Autonomous Vehicle Engineering: October 201818AVEP1010/4/2018
Editorial As autonomy and mobility merge LiDAR Giant 100 competitors want to eat his lunch, but Velodyne president Mike Jellen aims to maintain leadership in this fast-moving, trillion-dollar technology space. Rewriting the Code Renovo's Aware operating system for Automated Mobility on Demand (AMoD) is expanding its reach as more players see open-platform software as a unifying-and simplifying-answer to quicker and less-costly automated-vehicle deployment. Expanding the Role of FPGAs New demands for on-vehicle data processing, and over-the-air updating, are expanding the use of these programmable semicon-ductors in production vehicles. The recent Daimler-Xilinx linkup shows the way forward. Sly HMI Mitsubishi Electric sees 'hybrid haptics' and even your own vehicle-de-ployed drone as new methods to enhance the in-cabin experience. Screen Glare be Gone A new atmospheric optical bonding process ensures the "smart surfaces" in AV cabins have significantly-reduced glare and greater clarity-all with improved durability. For Lidar, MEMS the Word Tiny gimballed mirrors on chips are being developed that could improve the form factor and cost of automotive lidar. Scooter, Scat? Some see nuisance and infrastructure pressures, but dockless electric scooters and other small rideshare vehicles probably are too useful to be regulated away. Phone Alliance's Standard Targets Automotive Sensors MIPI plans to have a high-speed automotive standard ready by 2019, to meet the data-processing demand of automated vehicles. Heavy-Duty Disruption Truck-making centenarian Navistar learns new tricks by brushing up on 'business anthropology' and studying disruptors like Amazon.
Ideas for multi-modal mobility18AUTP10_0410/1/2018
Silicon Valley often gets credit for ideas that have been percolating elsewhere for a long time. Great ideas that are not yet fully refined and need a tweak or two to make them viable. Case in point: micro mobility. Last March, I was in San Jose for the Nvidia GPU Technology Conference when a flock of Bird electric scooters magically appeared all over the sidewalks of downtown. Within days, there were thousands more in San Francisco and other cities from Bird, Lime and several other startups. Some critics of this sudden flood called it “scootermaggeddon.”
Abuelsamid, Sam
A Video-Based System for Measuring the Braking Performance of a Bicycle2018-01-50328/27/2018
The following article describes a methodology for using a video-based system to measure the deceleration or braking performance of a bicycle after the rider applies the brakes. The bicycle’s deceleration was calculated from the equation of motion using the initial velocity and the braking distance, which is the difference between the point of brake initiation (POBI) and the bicycle’s point of rest (POR). The POBI was determined by using a GoPro camera mounted on the chain stay near the rear axle that captured a brake light wired into the rear brakes while the test cyclist rode alongside of a 100-foot surveyor tape. The POR or more specifically where the rear wheel stopped was documented next to the 100-foot surveyor tape. This methodology was evaluated under two braking conditions: rear brake only (RBO) and front and rear brake (FARB). The results demonstrated that the video-based system provided reasonably accurate measurements, on the order of 5% for assessing the braking performance of a bicycle for speeds in the range of 15 miles per hour (mph) or less. Additionally, observations regarding skid marks and rider technique during braking are also discussed.
Joganich, Timothy
Design Optimization of the Transmission System for Electric Vehicles Considering the Dynamic Efficiency of the Regenerative Brake2018-01-08194/3/2018
In this paper, gear ratios of a two-speed transmission system are optimized for an electric passenger car. Quasi static system models, including the vehicle model, the motor, the battery, the transmission system, and drive cycles are established in MATLAB/Simulink at first. Specifically, since the regenerative braking capability of the motor is affected by the SoC of battery and motors torque limitation in real time, the dynamical variation of the regenerative brake efficiency is considered in this study. To obtain the optimal gear ratios, iterations are carried out through Nelder-Mead algorithm under constraints in MATLAB/Simulink. During the optimization process, the motor efficiency is observed along with the drive cycle, and the gear shift strategy is determined based on the vehicle velocity and acceleration demand. Simulation results show that the electric motor works in a relative high efficiency range during the whole drive cycle. The energy economy of the case-study vehicle with the optimized a two-speed transmission is also compared to that of the baseline vehicle with fixed-ratio reduction gear.
Zhao, Bolin, Lv, Chen, Hofman, Theo, Steinbuch, Maarten, Zhang, Junzhi, Cao, Dongpu
Eleven Instrumented Motorcycle Crash Tests and Development of Updated Motorcycle Impact-Speed Equations2018-01-05174/3/2018
Eleven instrumented crash tests were performed as part of the 2016 World Reconstruction Exposition (WREX2016), using seven Harley-Davidson motorcycles and three automobiles. For all tests, the automobile was stationary while the motorcycle was delivered into the vehicle, while upright with tires rolling, at varying speeds. Seven tests were performed at speeds between 30 and 46 mph while four low-speed tests were performed to establish the onset of permanent motorcycle deformation. Data from these tests, and other published testing, was analyzed using available models to determine their accuracy when predicting the impact speed of Harley-Davidson motorcycles. The most accurate model was the Modified Eubanks set of equations introduced in 2009, producing errors with an average of 0.4 mph and a standard deviation (SD) of 4.8 mph. An updated set of Eubanks-style equations were developed adding data published since 2009, and advancing from two equations (pillars/axles and doors/fenders) to four equations (axles, pillars/bumpers, doors, and fenders). When applied to the subject tests, the newly developed set of equations produced an average error of 3.5 mph (SD = 4.3 mph). With respect to all available data (N = 99), the equations produced an average error of 0.1 mph and a standard deviation of 5.8 mph. The errors were also analyzed for each of the four equations developed here, and confidence intervals offered. This research, which represents the first detailed analysis of Harley-Davidson motorcycles’ collision response, indicates they behave in a manner similar to previously tested motorcycles. Further, the equations developed and presented here give accident investigators a refined method for estimating the impact speed of an upright motorcycle, Harley-Davidson or otherwise, having struck an automobile with its front tire.
Peck, Louis, Manning, Joseph, Bartlett, Wade, Dickerson, Charles, Deyerl, Eric
Comparing the Accuracy of Image Based Scanning Techniques to Laser Scanners2018-01-05254/3/2018
Accident reconstructionists will typically document scenes, evidence, vehicles or objects of interest by using 3-dimensional laser scanners. These techniques are well documented, utilized and can be extremely accurate. However, when the subject of documentation involves surfaces that include intricate, highly reflective, and/or complex geometry (motorcycles, wheelchairs, stairs, etc.) the commercially available laser scanners can produce obscuring dense stray and scattered points which results in point clouds that could require tedious manual registration and/or optimization. This paper compares a FARO Focus laser scanner, Pix4DMapper, and Agisoft’s Photoscan point cloud data to FARO ARM measurements of vehicles, other transportation devices and architectural features. It was shown that the Pix4DMapper and Agisoft’s Photoscan point cloud data resulted in detailed and accurate point cloud data compared to the FARO ARM measurements. Additionally, the input data for Pix4DMapper and Agisoft’s Photoscan is easy to capture and required minimal processing and did not require extensive, time consuming, optimization of individual scans. This paper demonstrates the use of contemporary photogrammetry softwares, Pix4DMapper and Agisoft’s Photoscan, as accurate, time and cost effective alternatives to laser scanners.
Grimes, Clare, Roescher, Todd, Suway, Jeffrey Aaron, Welcher, Judson
A Comparison of Motorcycle Braking Performance with and without Anti-Lock Braking on Dry Surfaces2018-01-05204/3/2018
This paper analyzes motorcycle braking characteristics during stops at various speeds on a dry, asphalt surface with and without the use of the anti-lock brake system (ABS). To characterize the braking performance of the motorcycle, threshold brake stops were performed on a motorcycle of the superbike category at various speed increments. Motorcycle and brake system outputs consisting of brake pressures, wheel speeds, accelerations and yaw rates were measured and analyzed to highlight the different characteristics between a motorcycle with an integrated anti-lock brake system and multiple anti-lock brake system rider modes. Three different brake input strategies were used to brake the motorcycle; a front only brake application, a front and rear brake application, and a rear only brake application. The anti-lock brake system rider modes consist of a sport setting, a race setting and a setting that deactivates the anti-lock brake system. Each of the rider modes are tailored to the road surface conditions and rider driving style. Motorcycle stopping distances and deceleration levels were correlated with brake performance and longitudinal stability. This paper highlights the differences in braking performance between a motorcycle with and without the use of anti-lock brakes to help better understand what a rider might encounter in a limit braking situation on a dry, asphalt surface.
Dinges, Jeffrey, Hoover, Todd
Further Validation of Equations for Motorcycle Lean on a Curve2018-01-05294/3/2018
Previous studies have reported and validated equations for calculating the lean angle required for a motorcycle and rider to traverse a curved path at a particular speed. In 2015, Carter, Rose, and Pentecost reported physical testing with motorcycles traversing curved paths on an oval track on a pre-marked range in a relatively level parking lot. Several trends emerged in this study. First, while theoretical lean angle equations prescribe a single lean angle for a given lateral acceleration, there was considerable scatter in the real-world lean angles employed by motorcyclists for any given lateral acceleration level. Second, the actual lean angle was nearly always greater than the theoretical lean angle. This prior study was limited in that it only examined the motorcycle lean angle at the apex of the curves. The research reported here extends the previous study by examining the accuracy of the lean angle formulas throughout the curves. The degree to which these equations can be used to model the development of lean as the rider enters a curve is evaluated. The prior study was also limited in that it only examined maneuvers on an oval track in a flat parking lot. The current study examines the accuracy of the theoretical lean angle formulas on a mountainous highway with curves of varying radius and changing banking and slope. The real-world data presented in this study are also utilized in conjunction with the lean angle formula to examine the interplay between the geometry of a curve, the motorcycle speed, and the rider’s skill level.
Rose, Nathan A., Carter, Neal, Smith, Connor
Development of Smart PublicTransport System by Converting the Existing Conventional Vehicles to EV's in Indian Smart Cities2017-01-20119/23/2017
In the Smart Cities, main objective is to promote cities that provide core infrastructure and give a decent quality of life to its citizens, a clean and sustainable environment and application of ‘Smart’ Solutions. The process said for utilization of available resources is the best fit for our concept. Our concept is to convert and refurbish the old and scrap vehicles which will increase their longevity and can be used in any smart city in India or abroad. The ultimate aim to provide this technology for the development of any new smart city in India is the utilization of available resources and reduction in the junk materials and environmental pollution. Refurbishing the old and scrap vehicles with replacement of IC engines doesn’t mean that they will be kept as a scrap and be thrown away, our idea is to utilize maximum of all the available resources. The IC engines taken out of these vehicles will be re-used appropriately. These IC engines in the vehicles will be replaced by an electric retro fitment kit which will be entirely electric powered. After the conversion of conventional vehicles, it will be registered under Electric vehicles category by the regional transport office. These vehicles running on electric motor and battery are well equipped with internet to track the charging stations as well as other innovative smart solutions like nearest next vehicle available, its reservation for parking, online vehicle diagnostic system, vehicle health, etc. Charging stations for these vehicles will be connected directly with the solar, producing the power required to give the output for these vehicles and recharge 80% in just 15-20 minutes making EV’s 100% green.
Singh, Suyash, Mathur, Ankur, Das, Sandeep, Sinha, Purnendu, Singh, Vinay
Automotive Engineering: August 201717AUTP088/3/2017
Hacked! Is automotive ready for the inevitable? Cybersecurity experts talk defense strategies. Active Aero takes flight Reconfigurable "smart" aerodynamic aids are stretching performance-car envelopes in every direction. The motorcycle's balanced future With its Ride Assist technology, Honda R&D moves two-wheelers toward autonomous capability. Honoring lightweight innovation Chrysler, Toyota, Faurecia and AP&T recognized with the 2017 Altair Enlighten Award for their efforts to reduce vehicle weight. Editorial: Stoking the creative, innovative engineer SAE Standards News SAE gains Special Consultative Status with the United Nations Supplier Eye Non-hybrid ICEs begin their decline The Navigator Printer patent ruling could impact automated-vehicle sales Audi has trick active suspension for new A8 Delphi and Tula show NVH benefits from Dynamic Skip Fire Mahle tests for 'mega knock' in downsized boosted engines 2018 Honda Accord drops mass, adds turbos and 10-speed automatic Alfa Romeo Stelvio gives crossover market a 'bravo' injection The Center for Automotive Industry Research's Dr. Paul Nieuwenhuis on PSA's deal for Opel
Modelling Techniques for Noise and Vibration Control of the Body and Chassis2017-01-18556/5/2017
The basic function of a motorcycle frame is somewhat similar to that of the skeleton in the human body, i.e. to hold together the different parts in one rigid structure. One of the major benefits (for a motorcycle enthusiast) of using an advanced frame design lies in the sporty handling characteristics of the bike. A well designed frame can add to the joy of riding a motorcycle as the bike would feel more stable, effortless, and confident around corners, in straight lines and while braking. A well approved modeling [2] techniques or adequate guide line principles have to be followed while designing the body and chassis in order to achieve the vibration within control. This paper depicts a methodological right approach (guide lines) while designing the body and chassis of a two wheeler in order to control noise and vibration of the body and chassis.
Routaray, Ramakanta
Epidemiology of Helicopter Accidents: Trends, Rates, and CovariatesF-0073-2017-121615/9/2017
ABSTRACT The objective of this work is to provide a better understanding of helicopter accidents (rates, trends, and covariates) and to identify areas that deserve careful attention for accident prevention. Several questions were here investigated, including: (1) whether there are differences in accident rates for helicopters with different number of main rotor blades? (2) whether different engine types are associated with different accident rates, controlling for number of blades? And (3) whether there are seasonality effects in helicopter accident rates? To this effect, Record Linkage of two Federal data sources, the FAA civil helicopter registration data and the NTSB accident data, enabled the investigation of these and other questions. First, the accident rates and trend analysis highlighted the safety challenges that continue to face helicopters (significantly worse track record than commercial airlines, passenger cars, and motorcycles). Second, it was found that helicopter accident rates vary by number of rotor blades. Third, one result upended traditional wisdom, which posited that reciprocating engines are associated with higher accident rates; in its stead, it was shown that helicopter accident rates vary with engine type and number of blades, and that turboshaft are associated with significantly higher accident rates than reciprocating engines for the 4-, 5-, and 6-bladed helicopters. Furthermore, it was shown that helicopter accident rates display seasonality effect. Statistical significance and possible confounders for these results were discussed. The issues here examined deserve careful attention from the helicopter community, and several topics were identified as important areas for future work. Any serious effort to improve helicopter safety will entail action on multiple safety levers, including design, operational, and policy/inspection-related ones. All of these actions should be evidence-based, and they will require better helicopter accident investigations and better flight data.
Churchwell, Jared, Zhang, Katherine, Saleh, Joseph
Video Analysis of Motorcycle and Rider Dynamics During High-Side Falls2017-01-14133/28/2017
This paper investigates the dynamics of four motorcycle crashes that occurred on or near a curve (Edwards Corner) on a section of the Mulholland Highway called “The Snake.” This section of highway is located in the Santa Monica Mountains of California. All four accidents were captured on video and they each involved a high-side fall of the motorcycle and rider. This article reports a technical description and analysis of these videos in which the motion of the motorcycles and riders is quantified. To aid in the analysis, the authors mapped Edwards Corner using both a Sokkia total station and a Faro laser scanner. This mapping data enabled analysis of the videos to determine the initial speed of the motorcycles, to identify where in the curve particular rider actions occurred, to quantify the motion of the motorcycles and riders, and to characterize the roadway radius and superelevation throughout the curve. For each crash video, this paper reports quantitative data from the crash along with a qualitative description of the rider’s actions.
Rose, Nathan A., Carter, Neal, Pentecost, David, Hashemian, Alireza
Experimental and Simulation Studies on Instability of a Two Wheeler Vehicle2017-01-15633/28/2017
Two and three wheeler vehicles are largely used in many developing and under developing countries because of their lower cost, better fuel economy and easy handling. Although, the construction of them is simpler than the four wheeler vehicle, they pose some problems related to instability. Wobbling is the main cause of instabilities in two wheeler and three wheeler vehicles. In this study, a mathematical model was proposed and developed to determine wobble instability of a two wheeler. Nonlinear equations were formulated by using kinematics and the D’Alembert’s principle with the help of multi body formalism. The non-linear equations found in the study were linearized with respect to rectilinear and upright motion, considering no rolling. It led to formation of matrix. The real part of the Eigen value of the matrix was found to be negative, implication of whose was an asymptotic stable motion. It was observed that, the above real part of Eigen value was a function of different parameters such as Tire stiffness, Frame compliance, Steering angle and Rider’s way of handling. These parameters play an important role in determination of wobble frequency. Further, a model was developed using the Lotus Suspension Software, and dependency of above parameters on wobble frequency was studied. Further, experiments were conducted to verify the dynamics behaviour of these parameters included in the proposed mathematical model. The simulation and experimental results are presented in this paper.
Behera, Abhijeet, Sivalingam, Murugan
Individual Cylinder Air-Fuel Ratio Control for Engines with Unevenly Spaced Firing Order2017-01-06103/28/2017
The most recent European regulations for two- and three-wheelers (Euro 5) are imposing an enhanced combustion control in motorcycle engines to respect tighter emission limits, and Air-Fuel Ratio (AFR) closed-loop control has become a key function of the engine management system also for this type of applications. In a multi-cylinder engine, typically only one oxygen sensor is installed on each bank, so that the mean AFR of two or more cylinders rather than the single cylinder one is actually controlled. The installation of one sensor per cylinder is normally avoided due to cost, layout and reliability issues. In the last years, several studies were presented to demonstrate the feasibility of an individual AFR controller based on a single sensor. These solutions are based on the mathematical modelling of the engine air path dynamics, or on the frequency analysis of the lambda probe signal. This work presents a novel approach that has been developed specifically for engines with big-bang (or unevenly spaced) firing order, which is typically adopted in motorcycle applications with either V (all of them) or in-line cylinder configuration. This approach is much simpler if compared to previously published solutions, because it doesn’t require a mathematical model of the air path dynamics, it doesn’t need high computational resources, and it is reliable and robust up to high engine speeds, which are often reached in motorcycle engines. The control algorithm was developed, designed and tested in a simulation environment, by means of a 1-D model of a twin-cylinder motorcycle engine, and then real-time implemented and experimentally validated on the vehicle.
Cavina, Nicolo, Ranuzzi, Francesco, De Cesare, Matteo, Brugnoni, Enrico
Replaceable Motorcycle Headlamp BulbsJ1577_201611 (Current)11/15/2016
This SAE Recommended Practice provides performance parameters and dimensional specifications for available light sources (replaceable bulbs) which are appropriate for motorcycle headlamps.
Motorcycle Lighting Committee-SumanTest-SumanTest-SumanTest
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