Tuesday, January 27, 2015

Optimized curve braking provides increased motorcycle stability

Optimized curve braking provides increased motorcycle stability

International automotive supplier Continental has been developing and manufacturing anti-lock systems for motorcycles for more than 10 years. The German company has now enhanced its Motorcycle Integral Brake (MIB) system by adding a new function: optimized curve braking for safer braking in curves.
"Thanks to optimized curve braking, braking in curves is more stable and therefore more predictable. The danger of having an accident in a curve is reduced and safety is increased," says Ronan Le Roy, head of the motorcycle business in the Vehicle Dynamics Business Unit of Continental's Chassis & Safety Division.
The function will go into series production in the new BMW S 1000 XR motorcycle in early summer 2015.
Up until now, Anti-lock Brake Systems (ABS) for motorcycles have been designed to maintain stability during straight-line braking. Brakes must be applied carefully in curves in order to avoid an abrupt fall.
"The system takes account of the fact that a motorcycle banks in curves. The ABS kicks in more gradually, modulating braking pressure more smoothly to improve handling in curves," says Lothar Kienle, head of Development Motorcycle in the Vehicle Dynamics Business Unit.
The Motorcycle Integral Brake system makes sure that brake pressure is applied to both the front and rear wheel in ideal proportion. The result is greater overall stability. The motorcycle translates a rider's braking intention without a radical shift in weight -- a prerequisite for dynamic handling and enjoyment coupled with a reassuring sense of safety.
The optimized curve braking relies on the interaction between numerous sensors and high-capacity algorithms that comes together in the Continental Sensorbox, a modular concept that comprises up to six degrees of freedom (6DoF). The yaw rate, the roll rate, and the pitch rate are measured in a scalable range up to 300 deg/sec. The acceleration is detected in longitudinal, lateral, and vertical direction. Based on the sensor signals and motorcycle-specific characteristics, the roll angle of a motorcycle is calculated. The pitch angle can be calculated optionally.
The ABS adapts as a function of how much a rider leans into a curve, depending on the situation. The sensor cluster provides signals on roll and pitch rates plus lateral acceleration to help determine the angle at which a rider is leaning and checks the data around 100 times per second. As the rider leans more into a curve, the system further limits the speed of the brake-pressure increase at the beginning of braking. The resulting braking pressure accumulates gradually. In addition, the ABS doses modulation more gently. Advantages of the optimized curve braking result in a more sensitive response, greater stability, and optimum braking, even in curves for the driver.
The system permits a series of other safety functions that benefit both manufacturers and riders:
  • Particularly sensitive lift-off detection of the rear wheel for optimum deceleration and stability (Rear Wheel Lift-Off Protection, RLP).
  • Electronic traction control (Traction Control System, TCS) steps in whenever a motorcycle appears on the verge of getting out of control due to excess speed, extreme banking, or too much slip. Motor management and/or braking reins in power so that a motorcycle can regain stability.
  • Wheelie control regulates engine torque to prevent the front wheel from lifting off during acceleration.
European Union-mandated ABS
Anti-lock Brake Systems are just as important to motorcycles as they are to cars so that a vehicle remains stable under emergency braking, the front wheel continues to turn, and the motorcycle does not come to an abrupt fall.
"Studies have shown that equipping motorcycles with ABS could reduce accidents by 20 to 30 percent," says Le Roy. "Universal use of ABS in motorcycles and scooters could greatly reduce the number of serious injuries and accidental deaths."
ABS will become mandatory for motorcycles with more than 125 cc displacement starting January 1, 2016, for newly developed models, and January 1, 2017, for any new motorcycle sold in the European Union (EU). The aim is to give motorcyclists more stability, more control, and a big safety plus. Continental is supporting manufacturers and riders with an array of solutions for every class of vehicle. The lineup extends from simple one-channel ABS for scooters and light motorcycles to the Motorcycle Integral Brake system that also offers such enhanced features as sport and off-road ABS, optimized curve braking, or Motorcycle Hold & Go, which provides active support for the motorcyclist when driving off on an incline.
Further information on electronic brake systems for motorcycles can be found here.
Source: Continental
Published January 2015

Wednesday, December 17, 2014

First Scooter

I came across this photo of my very first scooter that was almost a dumpster victim. It cost me nothing to acquire so I did not mind buying the gas tank, transmission gears, drive belt and battery that it needed to run. A fun project that started it all.  Honda Aero.

Monday, March 10, 2014

Scooter Cannonball Run 2014

It's that time again

Scooter Cannonball Run 2014

An Epic Journey...

The Scooter Cannonball Run is a coast to coast endurance event for scooters 250cc or smaller. It is a test of both rider and machine that covers 3500 miles and takes in some of the best motorcycle roads on the North American continent. It will be run as a time/distance/regularity rally where points are awarded based on miles completed and the ability to maintain the standard pace.

This year...

Gulf to Gulf

Hyder, Alaska to New Orleans, Louisiana

The Route
My Ride
(2005 Honda Helix -  244cc, 4-stroke, water-cooled "Barcalounger")
Barcalounger is a type of recliner made in the United States of America.

and Me (at the finish of Scooter Cannonball 2010 in Maine)

Official Web Site....

I will attempt to document the trip this year here at 2wheelstudio while riding under the alias HelixGeoff

Tuesday, November 20, 2012

Piaggio has recently been investing its efforts in the creation of a new scooter model

Engineer's Toolbox:
Fatigue and durability performance evaluation of scooter crankshaft

A Piaggio scooter. The Piaggio Group is the European leading manufacturer of two-wheeled motor vehicles.

The Piaggio Group is the European leading manufacturer of two-wheeled motor vehicles and also holds an international leading role in the commercial vehicle market.
With over 7,000 employees and facilities and research centers scattered over Italy, Vietnam, Spain, China, and India, Piaggio has recently been investing its efforts in the creation of a new scooter model destined for the Indian market and has chosen LMS Virtual.Lab Durability software to address engineering challenges linked to this new ambitious strategic move.
Piaggio started on the project with an in-depth analysis of the Indian market demand characteristics and singled out a few key features of the "scooter to be," such as low cost, high engine efficiency, low fuel consumption, low driver-ground distance, and low engine emissions.
With these guidelines, Piaggio started developing a new small displacement engine that could respond to these requirements. And when the engineers came up with a first design for the crankshaft, the system was submitted to the motor center to assess the soundness of the components.
The engine center employed LMS Virtual.Lab Durability to reproduce and analyze the crankshaft subcomponents' fatigue and durability performance, using the "hot-spot" feature to single-out the "least safe point" of the system.
The engine center employed LMS Virtual.Lab Durability to reproduce and analyze the crankshaft subcomponents' fatigue and durability performance, using the "hot-spot detection" feature to single out the most critical areas of the system.

The results highlighted a spot next to the contact surface between the crankshaft and the crankpin. Using Virtual.Lab's damage contribution analysis demonstrated that the crankshaft/crankpin interference fit was the main source of fatigue damage. This information showed Piaggio that design variations on this assembly were delicate and could affect the whole crankshaft performance.
Virtual.Lab's output data on this spot were then compared to Piaggio's standards: the conclusion was that, with the current design, all crankshaft components, including the hotspot, satisfied Piaggio safety factor criteria.
"But what would have happened to the crankshaft's performance, and in particular to our hot spot, if -- without simulation analysis -- we had decided to slightly change the design of one of the system subcomponents?" asks Engineer Riccardo Testi, a long time Virtual.Lab user from Piaggio's motor center division. "Virtual.Lab provided us with the answer to this question, as it helped us calculate the impact of all neighboring components on the system and pinpoint the highest load channel in the system."
Virtual.Lab helped Piaggio calculate the impact of all neighboring components on the system and pinpoint the most damaging load channel in the system.

Finally, the initial crankshaft design was maintained, and Piaggio moved on to finalize the scooter project.
"Use of LMS Virtual.Lab Durability in Piaggio cut the number of required prototypes in half, effectively reducing the development cycle," says Testi.
Piaggio has been an LMS tool user for many years, and the motor center division has just recently added LMS Virtual.Lab Motion to their virtual simulation portfolio for effective analysis and optimization of real-life performance of their mechanical systems.
"LMS is a great partner," Testi says. "What we also strongly valued in LMS during the benchmarking process of LMS Virtual.Lab Durability was their responsiveness in adapting the tool completely to the existing development process."
Want more information? Got to LMS website or contact LMS directly atinfo.us@lmsintl.com
Source: LMS
Published November 2012

Tuesday, August 14, 2012

Factors Affecting Top Speed and Mileage

#25 Factors Affecting Top Speed and Mileage

May 29, 2012
As with our last installment, I’m not addressing a specific question, but a lot of questions or conversations I’ve heard about motorcycle or scooter top speed and mileage:
Why do other scooterists report better mileage or a higher top speed than I seem to get from my scooter?
Why does my mileage seem to fluctuate so much?
Why am I not getting the mileage promised by the brochure?
Sometimes I get the impression that folks don’t realize how many factors can affect both mileage and top speed. Both can vary immensely depending on a variety of conditions. Some of these variables make a bigger difference than others, but all together, they make scientific comparison very difficult.
What factors can affect your mileage or top speed? Here are a few dozen off the top of my head, I’m sure commenters can offer more.
  • Weight
    Body/clothing weight variations
    Cargo and luggage
    Weight of fuel in the tank (full vs. empty tank)
  • Aerodynamics
  • Weather
    Wind direction/speed
    Altitude/Barometric pressure
  • The Road
    Riding style (aggressive acceleration/braking)
    Open road vs. traffic/lights
    Surface temperature
    Surface texture
    Grade (uphill/downhill)
    Direction (straight line or curves)
  • Fuel
    Octane (NOT a measure of “quality,” use the proper octane, higher isn’t better!)
    Weight of fuel in tank
  • Tires
    Quality/tread design/intended use
    Tread wear
  • Engine
    Adjustment of valves, timing, compression
    Cleanliness/design of fuel/oil/air filters
    Obstructions in airflow
  • Speedometer/Odometer calibration
  • Perception and Confirmation Bias
    If I’ve learned anything on the forums, it’s that there are people who have their own ideas about their mileage and/or top speed, and nothing anyone can say will convince them otherwise. If the brochure said the top speed was 60mph and the bike offers 120mpg, well, they’re getting even better than that, damnit! If they’re not, it has nothing to do with the factors above, it’s a defective bike, or their shop screwed something up last time they were in. No, really, they can FEEL it! Take any measurement of top speed with a grain of… well, unless salt flats and a lot of timing technology were involved, don’t believe it. Same with mileage, if a notebook, a graduated cylinder, and a full year or so of measurements aren’t involved, it’s just anecdotal. And even then, that rider’s conditions may vary wildly from yours.
To specifically answer the last question, “Why am I not getting the mileage promised by the brochure?,” The answer is simple. The mileage figure quoted in the brochure IS attainable. All you need to do is lose 140 pounds, and ride on a perfectly level sheet of stainless steel, at 65°F with a 25mph wind at your back. Be sure not to accelerate, decelerate, or stop, and keep the engine at 1210 RPM, just above idle. Eventually you’ll work your way up to 25, maybe 30mph, but you’ll be getting great mileage.
Do you have a question for the 2strokebuzz experts? Email Dr. BuzzYour confidentiality is guaranteed.
Note: Dr. Buzz is an unlicensed, mostly-fictional doctor. Take his advice, and that of his team of experts, with a grain of salt.

Chicago 2012 Mods vs Rockers photos

Chicago Mods vs Rockers 

Looks like they had a great weekend of fun.2012 Photos

June 19, 2012

The 2012 2012 Mods vs. Rockers rally was Father’s Day Weekend, we made it out to the Mayday SCFriday night party at Late Bar, but once again we couldn’t make it to the main event on Saturday, so Jordan sent loads of great photos. Thanks, Jordan!