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Introduction
The diversity of motorcycles from scooter, tourer, chopper and enduro to
supersport and racing leads to numerous particular solutions for engine, vehicle
structure and dynamics or safety concept. The motorcycle is a remarkable
argument for the development of technics and technologies. The technique
began with an ingenious two-wheeler, not far away from a bicycle, but even with
engine, as shown in Fig. 1. This first type in series production worldwide (1894)
is on the origin of the name of motorcycle (motorrad in german), patented in
1897 by Wolfmller.
Fig. 1
On the other hand, the technology began as illustrated in Fig. 2, by the example
of the workshop of Wilhelm Maybach (1895).
Fig. 2
Fig. 3
The characteristics with crucial importance for every kind of motorcycle are the
weight-to-power ratio as well as the systems and measures for active and
passive safety.
The decrease of the weight-to-power ratio in all motorcycle type classes in the
last years, as illustrated in Fig. 4 demonstrates a strong technical development
[2].
Fig. 4
Much more impressive and important appears the decrease of mortal incidents
(Mrd. Km per year) as shown in Fig. 5 in base on statistical data for Germany.
Fig. 5
The specific work wcycle can be improved by a steeper pressure rice during
combustion which is obtainable by an intensified mixture turbulence provoked
by fuel direct injection and by controlled auto-ignition leading to a short
combustion duration. Obviously, the functions around combustion must achieve
the required effectiveness and have to be adapted to each other from gas
wave tuning, valve timing, internal mixture formation and homogeneous charge
compression ignition up to exhaust gas recirculation, as illustrated in Fig. 6.
Fig. 6
Fig. 7
Fig. 8
The intake pipe length and the intake valve timing have to be adapted to this
behavior.
A variable length of the intake duct and moreover, their continuous adaptation
to the engine speed are practically not feasible for a motorcycle engine. It
remains the way of the variable valve movement. The possible parameters and
valve actuation solutions are shown in Fig. 9 [3].
Fig. 9
Surely, such actuation appears much more complex for a motorcycle engine
than for an automobile engine. However, a relative low electric support allows a
considerable variability of the valve movement, as illustrated in Fig. 10.
Fig. 10
A high efficiency of the combustion process for improving the specific cycle
work as well as the consumption and pollutant emission is obtainable when
controlling the formation of the fuel/air mixture also during the combustion
process consequently by fuel direct injection.
The mixture formation within the intake duct by an electronic carburetor
system, as shown in Fig. 11 or by injection, as shown in Fig. 12 has the benefit
of more space and time before scavenging and compression, as suggested by
Fig. 13.
Fig. 12
Fig. 13
On the other hand, the direct injection of fuel droplets at higher pressure into the
air within the combustion chamber provokes a noticeable mixture turbulence, as
basic condition for an efficient combustion. Furthermore, the combustion
process itself can be controlled by the shape of the injection flow, as
represented schematically in Fig. 14: within the combustion chamber take place
in this case 3 simultaneous
Fig. 14
process sequencies during the combustion of the first injection fuel quantity a
second fuel part is evaporated an distributed on air, whereas a third and last
part is just injected [3].
The complexity of such process is illustrated as example by the heat transfer
between different zones of the combustion chamber, as shown in Fig. 14. The
control of this process by means of the injected fuel droplets necessitates an
exact knowledge about the time and space related properties of fuel and of
Fig. 15
Fig. 16
Fig. 17
Especially for motorcycle engines with a very large range of engine speed and
with frequent transient load conditions, the exact control of combustion offers a
remarkable potential for the improvement of engine performances.
Performance begins for a motorcycle engine with the torque characteristic and
maximum torque level. Could be benefic to adapt hybrid technologies from the
automotive sector? As shown in Fig. 18, the power addition from a piston
engine and from a coupled motor allows a torque increase in the illustrated
case 30% - at low engine speed, as ideal condition for the acceleration of a
motorcycle [6].
Fig. 21
Fig. 22
Fig. 23
The simulation results are compared for validation and calibration with
experimental analysis, as illustrated in Fig. 24 [9].
Fig. 24
Of particular interest appears the air drag distribution along vehicle length and
height, as shown in Fig. 25.
Fig. 25
Last but not least, the air flow plays an important role for the cooling system of
the engine, as presented in the example in Fig. 26 [9].
Fig. 26
Fig. 27
The vehicle adaptation requires the knowledge about the rider in three
dimensions: geometry, force, reaction. In this manner the kinetic and dynamic
properties of all rider members can be determinate in terms on way, work (as
way force) and power of decision (as work per reaction time). Fig. 28 shows the
geometrical model of a biker and data about posture, motion, typology and
comfort [7].
Fig. 28
Sex:
Body height:
Corpulence:
Proportion:
Hand model:
male/female
very short, short, medium, tall, very tall
slim waist, medium waist, large waist
short torso, medium torso, large torso
mitten-like, 5-finger-hand
Foot model:
Reference
Age group:
Nation:
Child model:
A posture prediction model enables the calculation of the most probable posture
in consideration of boundary conditions (restrictions). The calculations are
based on angle probability functions that are acquire in tests with several
subjects. Motorcycle posture model was deduced from car posture model (low
number of subjects does not allow creation of distribution functions). In order
that all motorcycle types can be handled with one posture model, functions of
probability are opened. The effect is: one joint got several angles of the same
probability.
This analysis allows an appropriate dimensioning of the operating elements of
the motorcycle. Fig. 29 shows an example.
Fig. 29
Fig. 30
Fig. 31
Fig. 32
Fig. 33
Fig. 34
Conclusions
The motorcycle will never be a transportation vehicle with two wheels and
standard components, the motorcycle is a true symbol of diversity as well as of
harmony between high-tech and feeling. Motorcycle means no longer only
mechanical jewel but a system of functions, from the combustion, vehicle
structure, safety and intelligent control up to the interaction with the surrounding
systems, in conditions of very restricted place, weight and electric energy.
From the workshop of Wilhelm Maybach as an excellent technician the
development of motorcycles moved to the laboratories of simulation specialists,
of experts in thermodynamics, materials, fluid mechanics, electronics and
infotainment, of physiology and psychology doctors.
The last word has the designer, but in different conditions as for automobiles
there is not only car body, but a system of bike and biker with esthetic quality
and personality.
References
1
Stan, C.; Stanciu, A.; Trger, R.; Mller, D.: Motorcycle Engines;
Development Trends of Motorcycles (Entwicklungstendenzen im
Motorradbau); ISBN3-8169-2272-4
Stan, C.; Tubert, S.: Charging Strategies for a Compact GDI Engine,
9th International Conference on Engines and Vehicles ICE 2009, SAE
Paper 2009-24-0075
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