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Motorcycling is a fascinating kind of transportation. While the riders' direct exposure to the environment and the unique driving dynamics are essential to this fascination, they both cause a risk potential which is several times higher than when driving a car. This chapter gives a detailed introduction to the fundamentals of motorcycle dynamics and shows how its peculiarities and limitations place high demands on the layout of dynamics control systems, especially when cornering. The basic principles of dynamic stabilization and directional control are addressed along with four characteristic modes of instability (capsize, wobble, weave, and kickback). Special attention is given to the challenges of braking (brake force distribution, dynamic over-braking, kinematic instability, and brake steer torque induced righting behavior). It is explained how these challenges are addressed by state-of-the-art brake, traction, and suspension control systems in terms of system layout and principles of function. It is illustrated how the integration of additional sensors " essentially roll angle assessment " enhances the cornering performance in all three categories, fostering a trend to higher system integration levels. An outlook on potential future control systems shows exemplarily how the undesired righting behavior when braking in curves can be controlled, e.g., by means of a so-called brake steer torque avoidance mechanism (BSTAM), forming the basis for predictive brake assist (PBA) or even autonomous emergency braking (AEB). Finally, the very limited potential of brake and chassis control to stabilize yaw and roll motion during unbraked cornering accidents is regarded, closing with a promising glance at roll stabilization through a pair of gimbaled gyroscopes.
SEEKING is looking for answers regarding electric powered bicycles and their relation to traffic safety issues. Does a cyclist need "E"? Is it as risky as riding a moped or are E-bikes creating conflicts with other cyclists? The project described herein, funded by the Austrian Ministry of Transport, has the aim of seeking answers to these hot topics. The SEEKING-team shows an in-depth investigation of vehicle dynamic sensing, together with subjective feedback of test riders to detect similarities and differences between conventional cycling and E-biking. Following an overview on the international status quo, measurement runs and their analyses are performed to find a set of preventative measures to make (E-)biking safer. A specific focus is the detection of curve handling, stopping and acceleration phases as well as conflict studies on course-based test rides and "real world" tests on cycling paths (naturalistic riding).
Many big cities in Europe and elsewhere in the world have problems managing the traffic especially during rush hours. The improvement of the parking problematic and environmental protection as well are important aspects for the future traffic design of urban areas. To improve the traffic situation the development of new traffic concepts and alternative vehicles are required. The BMW company has developed a new type of two-wheel vehicle. This two-wheeler constitutes a totally new concept. BMW implemented a lot of safety features, such as a structure made up of rollover bars and a crush element instead of a front protecting plate. Furthermore the driver can secure himself with two safety belts. The paper contains a description of the novel two-wheel vehicle concept designed so far. BMW's concept and the safety features are also explained. The Federal Highway Research Institute (BASt) was given the task of assessing the concept as a whole with regard to the active and passive safety and the exemption of the obligation to wear a helmet. The expertise concluded that the BMW two-wheeler concept has a very high safety standard. Some extracts of the expertise, in particular the investigations concerning the exemption of the obligation to wear a helmet are presented. Common legal requirements for the vehicle registration of vehicle concepts similar to the BMW two-wheeler in Germany have been formulated.
The 2BeSafe project (2-Wheeler Behaviour and Safety) is a collaborative project (co financed by the European Commission) that aims to study the naturalistic behaviour of Powered-Two-Wheeler (PTW) riders in normal and critical riding situations. That includes the interaction between PTW riders and other road users and possible conflicts between them. One of the predominant causes of accidents involving PTWs is that PTWs are often overlooked by other road users. One task of the project lead by BASt therefore deals with possible improvements in conspicuity and the development of recommendations. Particularly using the findings of the studies on conflict situations, promising lighting arrangements to enhance conspicuity of PTWs during the day and at night are selected. An abstract recognizing pattern for PTWs is defined, enabling other road users (e.g. car drivers) to clearly identify riders. Lamps and outfit like lighting configurations of different colours, different helmet lights, reflect / luminescent clothing parts and retro-reflective markings are designed and manufactured. Then, the different solutions are tested in a laboratory setting using experimental motorcycles together with riders to which the equipment is fitted. As result a proposal for a uniform signal pattern or lamp configuration in the front of all motorcycles and riders will be outlined. The contribution first gives a short overview of the topics of the research project that deal with conflicts and their connection with poor conspicuity and then presents in detail the methods used in the activities concerning solutions for the improvement of conspicuity together with first results.
In the last years there has been a decline in accident figures in Germany especially for four wheeled vehicles. At the same time, accident figures for motorcycles remained nearly constant. About 17 % of road traffic fatalities in the year 2006 were motorcyclists. 33 % of these riders were killed in single vehicle crashes. This leads to the conclusion that improving driving dynamics and driving stability of powered two wheelers would yield considerable safety gains. However, the well-known measures for cars and trucks with their proven effectiveness cannot be transferred easily to motorcycles. Therefore studies were carried out to examine the safety potential of Anti Lock Braking Systems (ABS) and Vehicle Stability Control (VSC) for motorcycles by means of accident analysis, driving tests and economical as well as technical assessment of the systems. With regard to ABS, test persons were assigned braking tasks (straight and in-curve) with five different brake systems with and without ABS. Stopping distances as well as stress and strain on the riders were measured for 9 test riders who completed 105 braking manoeuvres each. Knowing the ability of ABS to avoid falls during braking in advance of a crash and taking into account the system costs, a cost benefit analysis for ABS for motorcycles was carried out for different market penetration of ABS, i.e. equipment rates, and different time horizons. The potential of VSC for motorcycles was estimated in two steps. First the kinds of accidents that could be prevented by such a system at all have been analysed. For these accident configurations, simulations and driving tests were then performed to determine if a VSC was able to detect the critical driving situation and if it was technically possible to implement an actuator which would help to stabilise the critical situation.
Analysis of the accident scenario of powered two-wheelers on the basis of real-world accidents
(2013)
For the first time since 20 years the German national statistics of traffic accidents revealed an increasing number of fatalities and seriously injured persons in 2011. This negative development was especially caused by increasing numbers in all groups of vulnerable road users (VRU). Furthermore, the comparison of fatality reduction rates between several categories of road users shows that persons on motorcycles show the worst performance over years. Although every second fatality in German traffic accidents is still a car occupant, users of PTW make up more than 20% in the meantime. Assuming further improvements in the field of occupant protection this trend will continue. For that reason, a study on the basis of real-world accidents was conducted to describe the accident scenario involving motorcycles and to identify the reasons of the above-described fact. Approximately 1.800 motorcycle accidents out of GIDAS database were used for the analyses. The first part of the study deals with the question how representative the GIDAS database is for the German motorcycle accident scenario. Afterwards, detailed descriptive statistics on motorcycle accidents were presented considering numerous parameters about the accident scene, environmental influences, vehicle information, individual characteristics, interview data, injury severity and injury causation. One important point is the identification of the most frequent critical situations that are typical for motorcycle accidents. Furthermore, a special focus was on accident causation. Finally, conspicuous facts out of the analysis are emphasized. All in all, the study gives a comprehensive overview about the German motorcycle accident scenario. One the one hand, the use of weighted GIDAS data allows representative and robust statements on the basis of large case numbers; on the other hand highly detailed conclusions can be drawn. The results of the study help to understand the particularities of motorcycle accidents and provide approaches for further improvements in the field of PTW safety.
This study analyses no.39 cases in which n.41 motorcyclists were fatally injured, or 36% of total motorcycle fatalities in Northern Ireland between 2004 and 2010 (n.114). There were n.17 cases (43.6%) where the actions of another vehicle driver caused the collision, in thirteen of these cases the motorcycles had their lights switched on. The remaining n.22 collisions (56.4%) were due to the actions of the motorcyclist. In the approach to the collision scene, there were n.13 cases (31.7%) in which the approach was a right hand bend and in n.8 (19.5%) cases, the approach was a left hand bend. In the remaining n.18 (43.9%) cases, the approach was a straight road. Of the n.17 (41.4%) motorcycles that slid after falling, n.10 (24.4%) fell onto their right side and the remaining n.7 (17.1%) fell onto their left side. The information from this study identifies primary and contributory causes of motorcycle collisions.
The number of road accidents in Portugal has decreased significantly in the last decades, however, this tendency is not similar in all types of transportation. In the most recent years and by European standards, Portugal is still one of the leading countries concerning the number of fatalities in Powered Two Wheelers (PTW) accidents. To this effect, the in-depth investigation of PTW accidents is crucial and so, a thorough statistical analysis concerning the main factors influencing PTW riders injury severity accidents was undertaken regarding the 2007-2010 period in the National Road Safety Authority (ANSR) injured riders database using the software SPSS. In addition, to determine the importance of absent factors in the database analysis, such as velocity, a set of 53 real accidents involving PTW were also investigated and computationally reconstructed using the software PC-Crash. Lateral collisions between a motorcycle, its rider and the side of three different passenger cars were also simulated, varying the motorcycle impact angle and velocity in order to estimate the PTW deformation energy and the rider- injuries, as this accident configuration stands out in terms of frequency and even severity. The results of this detailed study are presented.
Injuries in motorbike accidents in correlation with protective clothes and mechanism of the accident
(2013)
This study deals with a possible connection between safety clothing / accident mechanism and injury severity in a state-wide traffic accident investigation with focus on light and small motorbike-involvement for accidents in the area of the Saarland in which the persons riding the bike have been injured or killed. An interdisciplinary team of medical scientists and engineers collected the medical and technical data as well as all the relevant traces of the accident on scene and in time. During twenty months of data collection a total of 401 cases could be gathered. Grave injuries were more common for the group of heavier motorcycles (>125 ccm). Motorcyclists had been polytraumatized only in the group where the accident was connected with a collision. Significant correlation between protective clothes and injury severity could only be found for protective gloves and protective trousers. The knowledge about mechanism of the accident, protective clothes and severity of injuries can be helpful for the improvement of road and motorcyclists' safety.
Motorcycle safety research
(2007)
Honda- global motorcycle sales exceeded the 10 million units mark since 2004, and further expansion is expected. As a responsibility for a company to provide mobility, Honda is focusing on motorcycle safety as top priority and has been working on various activities for both aspects of hardware and software. Here, we present Honda- activity for the safety technology of motorcycles. At present, Honda is promoting motorcycle safety in the four themes of prevention and collision safety such as safety education, recognition assistance, accident prevention and injury reduction. First, in the area of the safety education, the "Honda Safety Driving Promotion Center" was established in 1970, and motorcycle riders and vehicle driver trainings have been organized, and the traffic training centers are used as an actual practice field not only in Japan but also in many other regions in the world. Through our training activities, the new area of safety training with hardware assistance was developed and Honda- unique technology was accumulated such as the riding simulator which can provide experience of potentially dangerous situations without risk. Especially, the "riding trainer", the popular version of the riding simulator, was introduced at several motor shows in various countries and launched in September 2005. It was distributed first in Europe and is expected to expand globally aiming at 3000 units worldwide.. And in Europe, the newest version, which includes the suburban roads program, jointly developed with ADAC, will be released in near future. In the area of recognition assistance, "vehicle to vehicle communication technology" is under development using the advantage of being a manufacturer of both motorcycles and cars. This technology is under research as Honda "ASV-3" in Japan, and as part of C2C activity in Europe. As for the accident prevention, advanced brake systems for motorcycles to assist more effective brake operation have been expanded, Honda signed the European Road Safety Charter in April 2004 with the advanced brake systems commitment and furthermore, they are expanding according to vehicle characteristics and region. Then all models above 250 cc will have a version of the system by 2010. And as the last theme, "motorcycle airbag system" is introduced which is equipped on a mass production motorcycle for the first time in the world. It has been researched and developed for a long time as an injury reduction technology for collision accidents. Honda automobile technology was used for the research and development of the motorcycle airbag, and many specific issues such as the analysis of the collision conditions particular to motorcycles have been solved to realize today- success. It might be known that ADAC in-house crash test held in August this year confirmed the high effectiveness of the airbag system and showed a positive result. This motorcycle airbag system is equipped to the Honda Gold Wing and launched in North America in August, 2006. Also in Europe, it will be sold by the end of this year. Each theme of Honda motorcycle safety technology can be seen at the Honda booth.