Motorcycle Simulator

Main Menu

2009-07-19T23:01:00.000-07:00

Course Code/Name: SME4533 / System Design

Title of Assignment: Motorcycle Simulator

Date of Assignment: 15th July 2008

Date of Submission: 7th November 2008

This website will be the place where we store all the information obtained regarding our motorcycle simulator project. Do refer to the navigation bar on the right hand side of this website for more details. The links are sorted by order of time.

Conclusion

2008-11-06T17:54:00.001-08:00

At the end of this project, we managed to come up with a feasible design for a motorcycle simulator using the Honda C70 as the simulated motorcycle. We went through appropriate design steps such as concept brainstorming, the creation of a morphological chart, concept combination selection and design evaluation as well as design improvement.

The use of the SolidWorks software has helped us tremendously in detailing our design. We also used CosmosWorks on the models and analysed it using static analysis on the first two drafts. For the final draft, we also used fatigue analysis to analyse the model since it is has passed the static analysis.

Besides that, there were several changes in our initial plan design. In our initial planned design, we started off with only 3 degree of freedom; roll, pitch and steer. About mid semester, we found out that we did not include a vital degree of freedom which was the yaw motion. Also, after several literature review, we found out that steer isn’t exactly a degree of freedom. So in our end-design, we came up with a total of 4 degrees of freedom which are roll, pitch, steer and yaw.

We also browsed through several catalogues regarding servomotors, linear actuators, couplings and etc. and managed to select all the appropriate parts for use in our motorcycle simulator. The knowledge or static, dynamics and component design are systematically used in our selection. Unfortunately, the proposed total spent on this motorcycle simulator is a tad over the budget given. We also did not manage to build an actual working simulator or even came up with a prototype as we intended due to time constraints.

Detail Design

2008-11-06T17:46:00.000-08:00

First Draft

Second Draft

Third Draft (Final)

We had a total of 3 drafts. All improvements on the model were made based on analysis using CosmosWorks and suggestions given by our fabricator.

Concept Selection

2008-11-06T17:32:00.000-08:00

Concept 1

Concept 2

Concept 3

Concept 4

Concept Selection Form

(Click to enlarge image)
Concept 2 came out the better. Hence, improvements and further steps in our design will be based on concept 2.

Function Analysis

2008-11-06T17:26:00.000-08:00

Criteria Evaluation

2008-09-06T20:39:00.000-07:00

Click to enlarge

Concepts

2008-09-06T20:20:00.000-07:00

Concept 1

Concept 2

Concept 3

Concept 4

Product Design Specification

2008-08-03T18:38:00.000-07:00

(Download PDF here)

Technical Aspects

2008-07-24T05:09:00.000-07:00

1.0 TECHNICAL ASPECTS
1.1 Forces Acting On Motorcycle

The forces acting on a motorcycle can be divided into two; that are the external forces and the internal forces.

The external forces are:

Gravity (Green): This force is minuscule compared to all the other forces involved and can be ignored.

Ground reaction: The vertical component (red) counteracts with gravity, braking and accelerating. The horizontal component (yellow) counteracts with propulsive force, braking forces and turning forces.

Turning forces (Orange): Basically referred to as centrifugal force.

Gyroscopic forces (Magenta): Forces acting on rotating parts such as wheels, engine and transmission.

Aerodynamic forces (Blue): Drag forces caused by atmosphere. It is the largest force resisting forward motion.

The internal forces are:

By rider: The rider can apply torques between the steering mechanism (front fork, handlebars, front wheel, etc.) and rear frame, and between the rider and the rear frame. In other words, the internal force may exist when the rider adds an extra weight on only one side (left or right) of the motorcycle.

By friction: Exists between any parts that move against each other.

1.2 Balance

The self-stability of a motorcycle is generated by a combination of several effects that depend on the forward speed, mass distribution (CoG) and the geometry (trail) of the bike.

Forward Speed/Inertia Effect: The products mass multiplied by the velocity of a body gives the quantity of motion of the body. The greater this value is, the less influential external forces will have on the trajectory. (More Information)

Center of Mass Location: The closer to front wheel the center of mass of the combined bike and rider, the less the front wheel has to move laterally in order to maintain balance. Conversely, the closer to the rear wheel the center of mass is located, the more front wheel lateral movement or bike forward motion will be required to regain balance.

Trail: Trail is the distance that the front wheel ground contact point trails behind the steering axis ground contact point. The more trail a motorcycle has, the more stable it feels but it becomes harder to steer. (More Information)

Gyroscopic Effect: In any event, gyroscopic forces play little role in leaning the bike over, though they do help set the steering angle. The appealing notion that gyroscopic forces are central to a bike’s behavior, often repeated in papers and textbooks are incorrect. (More Information)

1.3 Turning

Steering a motorcycle or bicycle is counterintuitive; to turn right, you must steer left initially, and vice versa. You can execute this initially counter-directed turn by turning the handlebars explicitly (called counter-steering) or by throwing your hips to the side. (More Information)

Contrary to popular belief, the height of Centre of Gravity play very little role in determining lean angle. (More Information)

1.4 Braking

For a basic motorcycle, brakes can be applied to both the front and back wheel. Although it is actually more preferable to apply brakes only to the back wheel for stability purposes. If brake force is applied too much or solely on the front wheel alone, the possibility of the rear wheel skidding is very high.

Front Wheel Braking: Less preferred but produces quite a significant amount of deceleration (about 0.5g). This is because most of the weight of the bike and rider transfers forward onto the front wheel when the brakes are applied. The weight transfer that takes place under braking on a motorcycle pushes the front wheel onto the ground and makes it grip very well. (Source)

Rear Wheel Braking: More preferred but produces very little amount of deceleration (about 0.1g).

1.5 Vibrations

In addition to the road surface, vibrations in a motorcycle can be caused by the engine and wheels, if unbalanced. Manufacturers employ a variety of technologies to reduce or damp these vibrations, such as engine balance shafts, rubber engine mounts, and tire weights. The problems that vibration causes have also spawned an industry of after-market parts and systems designed to reduce it. Add-ons include handlebar weights, isolated foot pegs, and engine counterweights.

At high speeds, motorcycles and their riders may also experience aerodynamic flutter or buffeting. This can be abated by changing the air flow over key parts, such as the windshield.

1.6 Degrees of Freedom

There are two sources. The first source states that there are seven (7) degrees of freedom which includes:

forward motion of the motorcycle(translational)
rolling motion(rotational)
handlebar rotation(rotational)
longitudinal slippage of the front wheel (braking)(translational)
longitudinal slippage of the rear wheel thrust or braking)(translational)
lateral slippage of the front wheel(translational)
lateral slippage of the rear wheel(translational)

This only applies IF both the wheels of the motorcycle are always in contact with the road. The second source on the other hand, states that a motorcycle has eleven (11) degrees of freedom which includes:

x motion of frame(translational)
y motion of frame(translational)
z motion of frame(translational)
yaw angle(rotational)
roll angle(rotational)
pitch angle(rotational)
steering angle(rotational)
rear suspension deflection(translational)
front suspension deflection(translational)
rear wheel angle spin(rotational)
front wheel angle spin(rotational)

This source is actually more accurate since it takes into account the pitch and yaw of the motorcycle which the first source failed to.

2.0 MATHEMATICAL ASPECTS
2.1 Static Vertical Load
(Source)

2.2 Turn Conditions

There are two equations used to calculate the turn conditions that we found off the internet. The first one is very basic and have been taught before in Statics.

The second equation is slightly more complex and takes in the minute effect of centre of gravity and width of tires.

2.3 Centre of Gravity

(Source)

2.4 Braking

(Source)

3.0 AVAILABLE OR SIMILAR DESIGNS
3.1 Simulators Around the World

Driving simulation has been used for many years in research studies on driving behavior for auto¬mobiles, trucks, and other vehicles. There are many simulators available for these vehicles at various levels of cost, complexity, and fidelity. There are two important aspects of fidelity or realism of the simulator: cue fidelity and dynamics and control fidelity.

Cue fidelity pertains to the display the operator interacts with, including visual, motion, and sound. If they are suitably designed, motorcycle simulators can more readily achieve higher cue fidelity regarding their ability to simulate the riding task faithfully, in comparison with automobile simulators.

Dynamics and control fidelity pertain to the simulated vehicle response to various kinds of operator inputs. For a motorcycle, the vehicle response and operator inputs are considerably more complex than for a car. For a motorcycle, the responses include motorcycle roll, yaw, and pitch angles and rates, and forward and lateral translation. The operator inputs include steer torque and steer angle; lateral and fore-aft upper-body lean angle; and braking, throttle, and gearshift control inputs.

Purposes of a motorcycle simulator:

Research; A motorcycle simulator is capable of giving researchers valuable information on rider and road safety, motorcycle design and motorcycle engineering. This unique system will allow engineers to study aspects of motorcycle ergonomics and rider human factors -- a relatively new research area. This covers all aspects of motorcycling, from motorcycle design and rider equipment to rider behavior and competence and road safety.

Training (Civilian); Besides, motorcycle simulator is an important training aid. For total beginners it enables the student to become familiar with the controls of either an automatic scooter or geared motorcycle. Later, by using highly challenging and realistic scenarios it teaches the student the importance of excellent observational skills, and prints out the resultant score. Later still it can be used to track the improvement in skill levels in all circumstances. The simulator is begin used as part of the training in all Basic training courses and as required both at other levels and for remedial training.

Training (Military); Motorcycle simulation is often used in the training of military personnel. This usually occurs when it is prohibitively expensive or simply too dangerous to allow trainees to use the real equipment in the real world. In such situations they will spend time learning valuable lessons in a "safe" virtual environment. Often the convenience is to permit mistakes during training for a safety-critical system.

3.2 EF-Bike Motorcycle Simulator

EF-Bike showing three hi-resolution 42" plasma monitors, force-feedback steering, operational instrument cluster and motion base.

EF-Bike visuals showing hi-resolution graphics with integrated motion base dynamics.

EF-Bike graphical representation of the motion base movement dynamics.
For more details on the technical aspects of the EF-Bike, refer to this article.

3.3 PC-based Motorcycle Safety Training Device

For more details on the technical aspects of the training device, refer to this article.

3.4 The Moris Motorcycle Simulator

The motorcycle hub standing on actuators that will simulate movement.
For more details on the technical aspects of the training device, refer to this article.

4.0 CONCLUSION
After we did the background study for motorcycle, more specifically motorcycle dynamic, we have a better understanding of the science and physics behind motorcycle motion. Few of our misconceptions about riding motorcycle also have been corrected after this study. For example, counter-steering does exist when we are making a turning. This would help us a lot in designing our own motorcycle simulator.

The objective of our motorcycle simulator is academic; it is used for student to understand the motorcycle engineering and dynamic. We have decided to use Honda C70 cub as our motorcycle, since budget is one of our consideration in this project and C70 is much popularized in Malaysia.

The degree of freedom of a motorcycle is 11 as stated above. Hence, our main goal of next research is to go further detail with every motion and calculations behind each degree of freedom. Besides, we also will find out types of actuators, decoders or sensors that are suitable in actuating or measuring those signals.

Videos

2008-07-19T22:36:00.000-07:00

The motorbike simulator developed by Motorcycle Dynamics Research Group, at University of Padua, Italy. More info at www.dinamoto.it

Motorcycle simulator in action at the University of Nottingham. More about this project at http://www.test-tube.org.uk/morestuff...

motorcycle riding simulator at Honda Welcome Plaza Aoyama

References

2008-07-19T21:13:00.000-07:00

Bicycle and motorcycle dynamics. Wikipedia, the free encyclopedia. [Online] 21 October, 2008. http://en.wikipedia.org/wiki/Bicycle_and_motorcycle_dynamics.
Cocco, Gaetano. Motorcycle Design and Technology. s.l. : Motorbooks International, 2004. ISBN 0760319901.
Foale, Tony. article on motorcycle balance and cornering. Tony Foale Designs. [Online] 1986. http://www.tonyfoale.com/Articles/Balance/BALANCE.htm.
Steering in bicycles and motorcycles. Fajans, J. 94720-7300, California : University of California, 1999.
Davis, James R. Slow Speed Shortest Radius Turns. Motorcycle Tips & Techniques. [Online] Master Strategy Group, 1992. http://www.msgroup.org/Tip.aspx?Num=173.
Motorcycle Braking: 15 Questions & Answers. webBikeWorld. [Online] New Zealand Motorcycle Safety Consultants, 2 November, 2008. http://www.webbikeworld.com/Motorcycle-Safety/braking-tips.htm.
Cossalter, Vittore. Motorcycle Dynamics. s.l. : Lulu.com, 2006. ISBN 1430308613.
D., Bortoluzzi, A., Doria and R., Lot. EXPERIMENTAL INVESTIGATION AND SIMULATION OF MOTORCYCLE TURNING PERFORMANCE. Dinamoto.it. [Online] Department of Mechanical Engineering, Universiti of Padova. http://www.dinamoto.it/DINAMOTO/on-line%20papers/torquewww/steeringtorque.htm.
Davis, James R. Lean Angle Calculator. All Things Motorcycle. [Online] 2007. http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=4676.
—. Lean Angle. All Things Motorcycle. [Online] 2004. http://www.msgroup.org/forums/MTT/topic.asp?TOPIC_ID=312.
—. Center of Gravity. All Things Motorcycle. [Online] 2004. http://www.msgroup.org/forums/MTT/topic.asp?TOPIC_ID=137.
Cossalter, Vittore and Lot, Roberto. ABOUT THE MOTORCYCLE BRAKING. Dinamoto.it. [Online] http://www.dinamoto.it/DINAMOTO/on-line%20papers/frenata/Braking%20paper/braking_new.htm.
Levy, Dr. Marvin. Synthesis Report on Alternative Approaches With Priorities for Research. NHTSA. [Online] NHTSA, April, 2007. http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/MotorcycleCrashRiskVol1.pdf. DOTHS810761.
Motorcycle Training Simulator. webBikeWorld. [Online] 2002. http://www.webbikeworld.com/Motorcycle-news/motorcycle-training-simulator.htm.
Riding Simulator. Honda Worldwide. [Online] Honda Motor Co. Ltd., 2004. http://world.honda.com/motorcycle-technology/sim/index.html.
A MOTORCYCLE RIDING SIMULATOR FOR ASSESING THE RIDER ABILITY AND FOR TESTING RIDER ASSISTANCE SYSTEMS. Cossalter, Vittore, et al. Padova : Department of Mechanical Engineering, University of Padova, 2006. ISBN 2-85782-641-9.
THE MORIS MOTORCYCLE SIMULATOR: AN OVERVIEW. D. Ferrazzin, F. Salsedo, F. Barbagli, C. A. Avizzano, G. Di Pietro, A. Brogni, M. Vignoni, M. Bergamasco. Pisa : Carducci 40, 2001.
Basic Notes on Safety Factor. Roymech. [Online] 2008. http://www.roymech.co.uk/Useful_Tables/ARM/Safety_Factors.html.
COEFFICIENT OF FRICTION. [Online] 2008. www.supercivilcd.com/FRICTION.htm.
Budynas, Richard and Nisbett, J. Keith. Shigley's Mechanical Engineering Design. s.l. : McGraw Hill, 2008.

Group Profile

2008-07-17T09:36:00.000-07:00

Name : Teh Say Cheong (Leader)
Tasks Performed :
- Literature (Objective & Scope)
- Coming up with Concepts
- SolidWorks Modelling/Analysis

Name : Sew Tzong Jin @ Benjamin Sew
Tasks Performed :
- Literature (Technical Aspects)
- Coming up with Concepts
- SolidWorks Modelling/Analysis

Name : Chai Chee Kong
Tasks Performed :
- Literature (Mathematical)
- Coming up with Concepts
- Mathematical Analysis

Name : Mohd Nashriq bin Mukhlas
Tasks Performed :
- Literature (Available Designs)
- Coming up with Concepts
- Contacting Fabricator

Name : Muhammad Qaiyyuum bin Jamal Abd Nasir
Tasks Performed :
- Literature (Available Designs)
- Coming up with Concepts
- Cataloguing

Product Design Specification

2000-05-08T17:08:00.000-07:00

(Click image to enlarge)

Available Motorcycle Simulators

2000-05-06T16:50:00.000-07:00

1. Honda Motorcycle Riding Trainer

Honda Motor Co., Ltd. announced its decision to market the Riding Trainer to authorized Honda motorcycle dealers and other corporations in Japan. It is designed to teach motorcycle safety effectively. Developed with a view to wider use of motorcycle safety training devices, the Riding Trainer teaches riders to foresee and predict the dangers encountered in motorcycle riding. (Source)

2. Honda Motorcycle Simulator

Honda's purpose for developing riding simulators was to provide a safe experience on simulated hazardous situations in mixed traffic which cannot be learned from lecture courses and practical skill training alone and let drivers to correctly understand the processes falling into such situations. Therefore, the foremost theme was how to practically reproduce the conditions of rider himself and surrounding situations changing moment by moment. (Source)

3. University of Padova Motorcycle Simulator

Universiti of Padova developed a motorcycle riding simulator in order to assess the riding ability and to study man-vehicle interaction in safe conditions. The development of a mechanical system well suited to simulate motorcycle dynamics, real time simulation and the generation of satisfactory motion and visual cues of typical motorcycle maneuvers were the main design issues. The reduction of costs and of overall dimensions was important as well. The simulator consists of four sub-systems: a 5 degree-of-freedom serial motion system that generates motion cues; a visual system that generates visual cues; a sensors system that monitors rider’s control actions; a powerful multi-body code that simulates vehicle dynamics. Only one PC is needed for governing the whole system.

Source: A MOTORCYCLE RIDING SIMULATOR FOR ASSESING THE RIDER ABILITY AND FOR TESTING RIDER ASSISTANCE SYSTEMS. Cossalter, Vittore, et al. Padova : Department of Mechanical Engineering, University of Padova, 2006. ISBN 2-85782-641-9

4. Moris Motorcycle Simulator

The Moris Motorcycle developed in Pisa, Italy has 7 DOFs (vertical, lateral and longitudinal displacements, roll, pitch and yaw angles and steer) This project is in the framework of the Esprit project by a consortium composed by industrial partners (Piaggio and Humanware from Italy and HEAD acoustics from Germany) and by academic partners (Scuola Superiore S. Anna from Italy, Halmstad University from Sweden and University of Bochum from Germany). Such project started in 1995 with the aim of developing a two-wheeled motorcycle simulator conceived as a tool for the designer to acquire data on motorcycle handling and stability at the design stage as well as to collect data about rider control behavior implications in motorcycle performances.

Source: THE MORIS MOTORCYCLE SIMULATOR: AN OVERVIEW. D. Ferrazzin, F. Salsedo, F. Barbagli, C. A. Avizzano, G. Di Pietro, A. Brogni, M. Vignoni, M. Bergamasco. Pisa : Carducci 40, 2001.