Pub Date : 2024-02-14DOI: 10.59490/65116fedd42eaa71f57d625a
F. Farroni, Guido Napolitano Dell’Annunziata, Marco Ruffini, Fabio Alberti, D. D’Andrea, G. Risitano, D. Milone
Optimizing the performance of racing motorcycles is a central goal for competition teams. The necessity to ensure driver stability and a good level of grip in the widest possible range of riding conditions makes it necessary for tires to work in the right temperature window, capable of ensuring the highest interaction force between tire and road. Specifically, the internal temperature of the tire is a parameter that can be difficult to measure and control but has a significant impact on motorcycle performance and, also, on driver stability. Deepening knowledge of internal tire temperature in racing motorcycles can improve performance optimization on the track and finding the right motorcycle setup. In this work, a physical thermal model is adopted for an activity concerning the development of a moto-student vehicle, to predict the racing motorcycle setup allowing the tire to work in a thermal window that optimizes grip and maximizes tire life. More in detail, a focus has been placed on the effects of the motorcycle’s wheelbase and pivot height variations on internal tire temperatures. Indeed, the stability and handling of the vehicle are highly dependent on the geometric properties of the chassis. Several values of such quantities have been tested in a properly implemented vehicle model developed in the “VI-BikeRealTime” environment, validated by outdoor tests, able to provide forces acting on the tires, slip indices, and speeds, needed by the thermal model as inputs. Through the analysis of the internal temperatures calculated by the model, reached by the various layers of the tire, it has been possible to investigate which of the simulated conditions cause a too-fast thermal activation of the tire and which of them can avoid overheating and underheating phenomena. Lately, this research has delved into the correlation between motorcycle riders' paths and temperature fluctuations with the aim of comprehending how minor alterations in routine maneuvers may influence tire energy activation, particularly in the context of racing and qualifying conditions.
{"title":"Application of tire multi-physical modeling methodologies for the preliminary definition of a racing motorcycle setup","authors":"F. Farroni, Guido Napolitano Dell’Annunziata, Marco Ruffini, Fabio Alberti, D. D’Andrea, G. Risitano, D. Milone","doi":"10.59490/65116fedd42eaa71f57d625a","DOIUrl":"https://doi.org/10.59490/65116fedd42eaa71f57d625a","url":null,"abstract":"Optimizing the performance of racing motorcycles is a central goal for competition teams. The necessity to ensure driver stability and a good level of grip in the widest possible range of riding conditions makes it necessary for tires to work in the right temperature window, capable of ensuring the highest interaction force between tire and road. Specifically, the internal temperature of the tire is a parameter that can be difficult to measure and control but has a significant impact on motorcycle performance and, also, on driver stability. Deepening knowledge of internal tire temperature in racing motorcycles can improve performance optimization on the track and finding the right motorcycle setup. In this work, a physical thermal model is adopted for an activity concerning the development of a moto-student vehicle, to predict the racing motorcycle setup allowing the tire to work in a thermal window that optimizes grip and maximizes tire life. More in detail, a focus has been placed on the effects of the motorcycle’s wheelbase and pivot height variations on internal tire temperatures. Indeed, the stability and handling of the vehicle are highly dependent on the geometric properties of the chassis. Several values of such quantities have been tested in a properly implemented vehicle model developed in the “VI-BikeRealTime” environment, validated by outdoor tests, able to provide forces acting on the tires, slip indices, and speeds, needed by the thermal model as inputs. Through the analysis of the internal temperatures calculated by the model, reached by the various layers of the tire, it has been possible to investigate which of the simulated conditions cause a too-fast thermal activation of the tire and which of them can avoid overheating and underheating phenomena. Lately, this research has delved into the correlation between motorcycle riders' paths and temperature fluctuations with the aim of comprehending how minor alterations in routine maneuvers may influence tire energy activation, particularly in the context of racing and qualifying conditions.","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"31 2","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139779104","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-14DOI: 10.59490/65116fedd42eaa71f57d625a
F. Farroni, Guido Napolitano Dell’Annunziata, Marco Ruffini, Fabio Alberti, D. D’Andrea, G. Risitano, D. Milone
Optimizing the performance of racing motorcycles is a central goal for competition teams. The necessity to ensure driver stability and a good level of grip in the widest possible range of riding conditions makes it necessary for tires to work in the right temperature window, capable of ensuring the highest interaction force between tire and road. Specifically, the internal temperature of the tire is a parameter that can be difficult to measure and control but has a significant impact on motorcycle performance and, also, on driver stability. Deepening knowledge of internal tire temperature in racing motorcycles can improve performance optimization on the track and finding the right motorcycle setup. In this work, a physical thermal model is adopted for an activity concerning the development of a moto-student vehicle, to predict the racing motorcycle setup allowing the tire to work in a thermal window that optimizes grip and maximizes tire life. More in detail, a focus has been placed on the effects of the motorcycle’s wheelbase and pivot height variations on internal tire temperatures. Indeed, the stability and handling of the vehicle are highly dependent on the geometric properties of the chassis. Several values of such quantities have been tested in a properly implemented vehicle model developed in the “VI-BikeRealTime” environment, validated by outdoor tests, able to provide forces acting on the tires, slip indices, and speeds, needed by the thermal model as inputs. Through the analysis of the internal temperatures calculated by the model, reached by the various layers of the tire, it has been possible to investigate which of the simulated conditions cause a too-fast thermal activation of the tire and which of them can avoid overheating and underheating phenomena. Lately, this research has delved into the correlation between motorcycle riders' paths and temperature fluctuations with the aim of comprehending how minor alterations in routine maneuvers may influence tire energy activation, particularly in the context of racing and qualifying conditions.
{"title":"Application of tire multi-physical modeling methodologies for the preliminary definition of a racing motorcycle setup","authors":"F. Farroni, Guido Napolitano Dell’Annunziata, Marco Ruffini, Fabio Alberti, D. D’Andrea, G. Risitano, D. Milone","doi":"10.59490/65116fedd42eaa71f57d625a","DOIUrl":"https://doi.org/10.59490/65116fedd42eaa71f57d625a","url":null,"abstract":"Optimizing the performance of racing motorcycles is a central goal for competition teams. The necessity to ensure driver stability and a good level of grip in the widest possible range of riding conditions makes it necessary for tires to work in the right temperature window, capable of ensuring the highest interaction force between tire and road. Specifically, the internal temperature of the tire is a parameter that can be difficult to measure and control but has a significant impact on motorcycle performance and, also, on driver stability. Deepening knowledge of internal tire temperature in racing motorcycles can improve performance optimization on the track and finding the right motorcycle setup. In this work, a physical thermal model is adopted for an activity concerning the development of a moto-student vehicle, to predict the racing motorcycle setup allowing the tire to work in a thermal window that optimizes grip and maximizes tire life. More in detail, a focus has been placed on the effects of the motorcycle’s wheelbase and pivot height variations on internal tire temperatures. Indeed, the stability and handling of the vehicle are highly dependent on the geometric properties of the chassis. Several values of such quantities have been tested in a properly implemented vehicle model developed in the “VI-BikeRealTime” environment, validated by outdoor tests, able to provide forces acting on the tires, slip indices, and speeds, needed by the thermal model as inputs. Through the analysis of the internal temperatures calculated by the model, reached by the various layers of the tire, it has been possible to investigate which of the simulated conditions cause a too-fast thermal activation of the tire and which of them can avoid overheating and underheating phenomena. Lately, this research has delved into the correlation between motorcycle riders' paths and temperature fluctuations with the aim of comprehending how minor alterations in routine maneuvers may influence tire energy activation, particularly in the context of racing and qualifying conditions.","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"541 2","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139839141","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-09-07DOI: 10.59490/64f735457fa5847b39da9e4d
Hannes Fellner
A leaf spring is a very simple type of mechanical spring which is commonly used for heavy duty suspension systems. In single-track vehicles, such as motorcycles or bicycles, the coil and air spring are most widespread as well as current state of the art. However, the application of a leaf spring is nothing new on these types of vehicles. Various design approaches can be admired in museums. A century ago, it was even more common than the coil spring, but history shows us that this spring system has gradually been replaced due to its inherent disadvantages. So why should we deal with it again now? Because we believe that the leaf spring is not yet old news and has the potential to improve current vehicles. In this document, we want to introduce an alternative leaf spring design and the associated benefits. One that at the core is old and simple in form but utilizes new approaches and technologies to meet the demands of modern motorcycle and improve riding behavior.
{"title":"New design approach for leaf-springs in motorcycles","authors":"Hannes Fellner","doi":"10.59490/64f735457fa5847b39da9e4d","DOIUrl":"https://doi.org/10.59490/64f735457fa5847b39da9e4d","url":null,"abstract":"A leaf spring is a very simple type of mechanical spring which is commonly used for heavy duty suspension systems. In single-track vehicles, such as motorcycles or bicycles, the coil and air spring are most widespread as well as current state of the art. However, the application of a leaf spring is nothing new on these types of vehicles. Various design approaches can be admired in museums. A century ago, it was even more common than the coil spring, but history shows us that this spring system has gradually been replaced due to its inherent disadvantages. So why should we deal with it again now? Because we believe that the leaf spring is not yet old news and has the potential to improve current vehicles. In this document, we want to introduce an alternative leaf spring design and the associated benefits. One that at the core is old and simple in form but utilizes new approaches and technologies to meet the demands of modern motorcycle and improve riding behavior.","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115111498","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-09-07DOI: 10.59490/64f6c1c17d4743f56ed1665c
Claudia Leschik, Meng Zhang, Kay Gimm
Cyclists have various route options to get to their destination. They can share lanes with vehicles, share lanes with pedestrians, or have their own lane. In Germany there are often marked lanes across intersections and stop lines in front of the crossing, guiding the cyclists their way. However, these markings are not always respected in the way they should be. This study is intended to examine the stopping behaviour of cyclists at a traffic light-controlled intersection. A distinction was made between cyclists riding alone (n = 1,411) and cyclists riding in groups (more than one cyclist; n = 475). The stopping area was divided into polygons to understand where most people stop before an intersection. Furthermore, it was examined where people continued to ride after stopping (path marked for cyclists or path marked for pedestrians) and this was compared with cyclists who did not stop. The aim of this study is to investigate cyclists’ stopping behaviour (e.g. stopping position) at intersections with consideration of the impact of groups, wrong-way riding and road usage. It is to be investigated whether cyclists alone behave differently than cyclists in groups and whether there are differences in the two groups for wrong way cyclists. Both - cyclists alone (69.38%) and cyclists in groups (84.57%) - crossed the intersection more frequently without stopping within the observation period. In all cases, cyclists stopped more often at the bicycle stopping line or used the special marked bicycle lane, thereby complying with the law. Most wrong way cyclists on the special marked bicycle lane were found for cyclists alone with stopping (10%, n = 27) and cyclists in groups with stopping (8%, n = 12). The speeds were also compared. The speeds between cyclists alone and cyclists in groups differ slightly, and the stopping behaviour is very similar if the special marked bicycle lane is used after the stop. The information can be used to improve models of cyclists’ behaviour, for example in microscopic simulations, in which cyclists only stop at clearly defined locations. Furthermore, the results of this study will provide further knowledge, which help developing autonomous driving functions correctly anticipating cycle behaviour at intersections.
{"title":"Analysis of stopping behaviour of cyclists at a traffic light-controlled intersection using trajectory data","authors":"Claudia Leschik, Meng Zhang, Kay Gimm","doi":"10.59490/64f6c1c17d4743f56ed1665c","DOIUrl":"https://doi.org/10.59490/64f6c1c17d4743f56ed1665c","url":null,"abstract":"Cyclists have various route options to get to their destination. They can share lanes with vehicles, share lanes with pedestrians, or have their own lane. In Germany there are often marked lanes across intersections and stop lines in front of the crossing, guiding the cyclists their way. However, these markings are not always respected in the way they should be.\u0000\u0000This study is intended to examine the stopping behaviour of cyclists at a traffic light-controlled intersection. A distinction was made between cyclists riding alone (n = 1,411) and cyclists riding in groups (more than one cyclist; n = 475). The stopping area was divided into polygons to understand where most people stop before an intersection. Furthermore, it was examined where people continued to ride after stopping (path marked for cyclists or path marked for pedestrians) and this was compared with cyclists who did not stop.\u0000\u0000The aim of this study is to investigate cyclists’ stopping behaviour (e.g. stopping position) at intersections with consideration of the impact of groups, wrong-way riding and road usage. It is to be investigated whether cyclists alone behave differently than cyclists in groups and whether there are differences in the two groups for wrong way cyclists. Both - cyclists alone (69.38%) and cyclists in groups (84.57%) - crossed the intersection more frequently without stopping within the observation period. In all cases, cyclists stopped more often at the bicycle stopping line or used the special marked bicycle lane, thereby complying with the law. Most wrong way cyclists on the special marked bicycle lane were found for cyclists alone with stopping (10%, n = 27) and cyclists in groups with stopping (8%, n = 12). The speeds were also compared. The speeds between cyclists alone and cyclists in groups differ slightly, and the stopping behaviour is very similar if the special marked bicycle lane is used after the stop.\u0000\u0000The information can be used to improve models of cyclists’ behaviour, for example in microscopic simulations, in which cyclists only stop at clearly defined locations. Furthermore, the results of this study will provide further knowledge, which help developing autonomous driving functions correctly anticipating cycle behaviour at intersections.","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"84 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129694113","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-09-07DOI: 10.59490/64e61a33563addeb42473c8f
Karl Ludwig Stolle, Anja Wahl, Stephan Schmidt
Active safety systems for powered two wheelers (PTWs) are considered a key pillar to further reduce the number of accidents and thus of injured riders and fatalities. Enhanced awareness for the current riding situation is required to improve the performance of current systems as well as to enable new ones; this includes the detection of the rider’s intention – the action that is planned by the rider for the short-term future. The prediction of a continuous trajectory for the upcoming seconds of the ride is one way to express rider intention. Our work pursues the prediction of the PTW lateral dynamic state by means of a roll angle trajectory over the upcoming 4 s of riding. A deep learning (DL) prediction model that is based on a Long-Short Term Memory (LSTM) layer is optimized and trained for this task using a broad on-road riding dataset that focuses on the rural road environment. Inputs to the prediction model are PTW internal signals only, that are measurements of vehicle dynamics, rider inputs, and rider behavior. The latter two groups of signals are non-common for current series production PTWs and were especially added to our test bike before gathering the riding data set. The prediction performance of the optimized DL model is compared to a simple heuristic algorithm using multiple metrics in the roll angle and position trajectory domain. Evaluation on a representative test data set shows a significantly improved detection of rider intention by the DL model in all metrics. Reasonable lateral trajectory accuracy is achieved for 2-2.5 s of the total 4 s prediction horizon in cornering, given the chosen model architecture and input features. Furthermore, the feature importance of the especially added non-common measurement signals of steering and rider behavior is investigated in an ablation study.
{"title":"Trajectory Forecasting for Powered Two Wheelers by Roll Angle Prediction with an LSTM Network","authors":"Karl Ludwig Stolle, Anja Wahl, Stephan Schmidt","doi":"10.59490/64e61a33563addeb42473c8f","DOIUrl":"https://doi.org/10.59490/64e61a33563addeb42473c8f","url":null,"abstract":"Active safety systems for powered two wheelers (PTWs) are considered a key pillar to further reduce the number of accidents and thus of injured riders and fatalities. Enhanced awareness for the current riding situation is required to improve the performance of current systems as well as to enable new ones; this includes the detection of the rider’s intention – the action that is planned by the rider for the short-term future. The prediction of a continuous trajectory for the upcoming seconds of the ride is one way to express rider intention. Our work pursues the prediction of the PTW lateral dynamic state by means of a roll angle trajectory over the upcoming 4 s of riding. A deep learning (DL) prediction model that is based on a Long-Short Term Memory (LSTM) layer is optimized and trained for this task using a broad on-road riding dataset that focuses on the rural road environment. Inputs to the prediction model are PTW internal signals only, that are measurements of vehicle dynamics, rider inputs, and rider behavior. The latter two groups of signals are non-common for current series production PTWs and were especially added to our test bike before gathering the riding data set. The prediction performance of the optimized DL model is compared to a simple heuristic algorithm using multiple metrics in the roll angle and position trajectory domain. Evaluation on a representative test data set shows a significantly improved detection of rider intention by the DL model in all metrics. Reasonable lateral trajectory accuracy is achieved for 2-2.5 s of the total 4 s prediction horizon in cornering, given the chosen model architecture and input features. Furthermore, the feature importance of the especially added non-common measurement signals of steering and rider behavior is investigated in an ablation study.","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"240 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133738704","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-09-07DOI: 10.59490/64f21eec0b23ace23fac5785
Willem Den Boer
Test and modeling results are reported on a bicycle crankset with limited elasticity. Like record-breaking running shoes, the crank set has spring action which mitigates the effect of the dead zone during the pedal stroke. Fiber composite leaf springs are inserted inside the hollow carbon crank arms. The crank arms are not directly attached to the crank axle. Instead, sleeve bearings allow the crank arms to rotate by up to about five degrees relative to the crank axle. The rotation is counteracted by the springs and is proportional to applied torque at the pedals. The novel crank set and a conventional crank set with forged aluminum crank arms were both tested on a stationary bike. The ratio of effective speed to input power is used as a measure of cycling efficiency. Depending on the difference in torque during the downstroke and in the dead zone, this ratio is typically a few percent higher for the novel crankset than for a conventional crankset. Multiple tests show efficiency improvements in the range of 1 to 4% at power levels of 200 W and cadence of 71 rpm with average of around 2%. Details of a test with 2.3 % improvement are presented. This would translate, for example, into a one minute advantage in a 45 minute time trial. In an attempt to understand the test results computer modeling of bicycle speed and crank arm angular velocity vs. time was performed for non-elastic and and elastic crank arms. It is difficult to explain the test results with computer modeling unless it is assumed that conventional crank sets introduce energy losses in the drivetrain from twisting of the crank arms and flexing of the bicycle frame under load at the pedals and that these energy losses are reduced for the crank set with built-in elasticity.
{"title":"Improvement of Cycling Efficiency for Drivetrains with Elasticity","authors":"Willem Den Boer","doi":"10.59490/64f21eec0b23ace23fac5785","DOIUrl":"https://doi.org/10.59490/64f21eec0b23ace23fac5785","url":null,"abstract":"Test and modeling results are reported on a bicycle crankset with limited elasticity. Like record-breaking running shoes, the crank set has spring action which mitigates the effect of the dead zone during the pedal stroke. Fiber composite leaf springs are inserted inside the hollow carbon crank arms. The crank arms are not directly attached to the crank axle. Instead, sleeve bearings allow the crank arms to rotate by up to about five degrees relative to the crank axle. The rotation is counteracted by the springs and is proportional to applied torque at the pedals. The novel crank set and a conventional crank set with forged aluminum crank arms were both tested on a stationary bike. The ratio of effective speed to input power is used as a measure of cycling efficiency. Depending on the difference in torque during the downstroke and in the dead zone, this ratio is typically a few percent higher for the novel crankset than for a conventional crankset. Multiple tests show efficiency improvements in the range of 1 to 4% at power levels of 200 W and cadence of 71 rpm with average of around 2%. Details of a test with 2.3 % improvement are presented. This would translate, for example, into a one minute advantage in a 45 minute time trial.\u0000In an attempt to understand the test results computer modeling of bicycle speed and crank arm angular velocity vs. time was performed for non-elastic and and elastic crank arms. It is difficult to explain the test results with computer modeling unless it is assumed that conventional crank sets introduce energy losses in the drivetrain from twisting of the crank arms and flexing of the bicycle frame under load at the pedals and that these energy losses are reduced for the crank set with built-in elasticity.","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"124 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115498243","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-07-03DOI: 10.59490/6450ba60ee29c320fcbe928a
J. K. Moore, Jeswin Koshy Cherian, B. Andersson, Oliver Lee, Anders Ranheim
Modeling and Implementation of a Reaction Wheel Stabilization System for Low Speed Balance of a Cargo Bicycle
货物自行车低速平衡反作用轮稳定系统的建模与实现
{"title":"Modeling and Implementation of a Reaction Wheel Stabilization System for Low Speed Balance of a Cargo Bicycle","authors":"J. K. Moore, Jeswin Koshy Cherian, B. Andersson, Oliver Lee, Anders Ranheim","doi":"10.59490/6450ba60ee29c320fcbe928a","DOIUrl":"https://doi.org/10.59490/6450ba60ee29c320fcbe928a","url":null,"abstract":"Modeling and Implementation of a Reaction Wheel Stabilization System for Low Speed Balance of a Cargo Bicycle","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"18 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117226565","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-07-03DOI: 10.59490/649d9ceb4adb98a3b887079f
Emmanuel Viennet, Nicolas Ramosaj, Christian Fusco
The availability of electric energy onboard e-bikes allows the emergence of active safety systems like antilock braking systems (ABS). This paper presents the development of a test-bench that can be leveraged to validate an e-bike ABS for multiple bicycle geometry, loading and test scenarios. The approach consists in reproducing the dynamics of an e-bike thanks to a simulation model and interfacing it with a physical brake and the ABS hardware under test. The results and useability of the obtained hardware-in-the-loop (HiL) test-bench are discussed.
{"title":"Development of a Hardware-in-the-Loop Test Bench for Validation of an ABS System on an e-Bike","authors":"Emmanuel Viennet, Nicolas Ramosaj, Christian Fusco","doi":"10.59490/649d9ceb4adb98a3b887079f","DOIUrl":"https://doi.org/10.59490/649d9ceb4adb98a3b887079f","url":null,"abstract":"The availability of electric energy onboard e-bikes allows the emergence of active safety systems like antilock braking systems (ABS). This paper presents the development of a test-bench that can be leveraged to validate an e-bike ABS for multiple bicycle geometry, loading and test scenarios. The approach consists in reproducing the dynamics of an e-bike thanks to a simulation model and interfacing it with a physical brake and the ABS hardware under test. The results and useability of the obtained hardware-in-the-loop (HiL) test-bench are discussed.","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"143 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122951802","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-07-03DOI: 10.59490/649f22789bdaf83436b1087a
Takuro Sone, Takehiro Maeda, T. Kitani
In order to analyze the motion of motorcycles and other vehicles, it is desirable to measure and record data using a combination of data loggers and video and audio recording devices and accurately integrate the collected data. For this purpose, it is necessary to be able to record the position and time at which data was recorded with sufficient accuracy. In recent years, it has become relatively easy to determine the recorded position with an accuracy on the order of cm by using high-precision satellite positioning such as RTK-GNSS. On the other hand, determining the position of a moving object from data timestamps with an accuracy of cm order often requires a time accuracy of 1 millisecond or better. The time stamps used in conventional data loggers, general video cameras, smartphones, and other motion sensors and video recording functions cannot easily achieve a time accuracy of 1 millisecond due to limitations such as the accuracy of the built-in clock generator and the effects of communication delays related to synchronization. The accuracy of the built-in clock generators of consumer-use equipment may have an error on the order of 100 ppm due to various factors. This error cannot be ignored, as even a recording of only 10 seconds cannot guarantee a time accuracy of 1 millisecond. The problem is further complicated when software is involved. In particular, there is a video camera in which the video frame interval fluctuates on the order of several tens of percent due to load fluctuations in the video encoding. A calibration signal for synchronization is used to guarantee the time accuracy of data loggers. In professional equipment, high-precision time management is performed by SMPTE timecode (SMPTE12M-1, 2008) and IEEE1588, etc. However, it is not common in consumer equipment. In general, synchronizing data loggers in remote locations or between different media, such as inertial motion and video/audio recording, is not easy. This paper proposes a method and system for time synchronization between independent data loggers, motion sensors, and different media, such as video and audio, within a 1-millisecond error. The proposed method takes advantage of the fact that the one-second timing pulses (PPS signals) generated by typical GNSS receivers have accuracy on the order of 100 nanoseconds for synchronization purposes. The proposed system achieves synchronization by embedding PPS signals in an inertial measurement unit (IMU) and by displaying LEDs synchronized with PPS signals in the camera images. Figure 1 shows a block diagram of the main parts of the prototype experimental system with the motorcycle. A logger collects ob- servation data from GNSS, IMU, and vehicle information, and a video camera records video images. The GNSS receiver connected to the logger receives correction information via a server from the electronic reference point. It performs satellite positioning with centimeter-level positional accuracy and nanosecond-level tim
图4的快照显示了附着在摩托车把手上的GNSS LED Beacon和360度摄像头拍摄的驾驶图像。图5是刹车(红色)和转向灯(黄色)的操作日志截图，轨迹在摩托车行驶路径的左右两侧移动了30厘米，并显示在GoogleEarth上。
{"title":"A mobile recording system featuring high-precision time synchronization","authors":"Takuro Sone, Takehiro Maeda, T. Kitani","doi":"10.59490/649f22789bdaf83436b1087a","DOIUrl":"https://doi.org/10.59490/649f22789bdaf83436b1087a","url":null,"abstract":"In order to analyze the motion of motorcycles and other vehicles, it is desirable to measure and record data using a combination of data loggers and video and audio recording devices and accurately integrate the collected data.\u0000For this purpose, it is necessary to be able to record the position and time at which data was recorded with sufficient accuracy.\u0000In recent years, it has become relatively easy to determine the recorded position with an accuracy on the order of cm by using high-precision satellite positioning such as RTK-GNSS.\u0000On the other hand, determining the position of a moving object from data timestamps with an accuracy of cm order often requires a time accuracy of 1 millisecond or better.\u0000\u0000The time stamps used in conventional data loggers, general video cameras, smartphones, and other motion sensors and video recording functions cannot easily achieve a time accuracy of 1 millisecond due to limitations such as the accuracy of the built-in clock generator and the effects of communication delays related to synchronization.\u0000The accuracy of the built-in clock generators of consumer-use equipment may have an error on the order of 100 ppm due to various factors.\u0000This error cannot be ignored, as even a recording of only 10 seconds cannot guarantee a time accuracy of 1 millisecond.\u0000The problem is further complicated when software is involved.\u0000In particular, there is a video camera in which the video frame interval fluctuates on the order of several tens of percent due to load fluctuations in the video encoding.\u0000A calibration signal for synchronization is used to guarantee the time accuracy of data loggers.\u0000In professional equipment, high-precision time management is performed by SMPTE timecode (SMPTE12M-1, 2008) and IEEE1588, etc.\u0000However, it is not common in consumer equipment.\u0000In general, synchronizing data loggers in remote locations or between different media, such as inertial motion and video/audio recording, is not easy.\u0000\u0000This paper proposes a method and system for time synchronization between independent data loggers, motion sensors, and different media, such as video and audio, within a 1-millisecond error.\u0000The proposed method takes advantage of the fact that the one-second timing pulses (PPS signals) generated by typical GNSS receivers have accuracy on the order of 100 nanoseconds for synchronization purposes.\u0000The proposed system achieves synchronization by embedding PPS signals in an inertial measurement unit (IMU) and by displaying LEDs synchronized with PPS signals in the camera images.\u0000\u0000Figure 1 shows a block diagram of the main parts of the prototype experimental system with the motorcycle.\u0000A logger collects ob- servation data from GNSS, IMU, and vehicle information, and a video camera records video images.\u0000The GNSS receiver connected to the logger receives correction information via a server from the electronic reference point.\u0000It performs satellite positioning with centimeter-level positional accuracy and nanosecond-level tim","PeriodicalId":141471,"journal":{"name":"The Evolving Scholar - BMD 2023, 5th Edition","volume":"191 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122485977","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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