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Basic Characteristics of Motorcycle Riding Maneuvers 2014-32-0025

of Expert Riders and Ordinary Riders 20149025

Published 11/11/2014

Maki Kawakoshi, Takashi Kobayashi, and Makoto Hasegawa

Japan Automobile Research Institute

CITATION: Kawakoshi, M., Kobayashi, T., and Hasegawa, M., "Basic Characteristics of Motorcycle Riding Maneuvers of
Expert Riders and Ordinary Riders," SAE Technical Paper 2014-32-0025, 2014, doi:10.4271/2014-32-0025.

Copyright © 2014 SAE International and Copyright © 2014 SAE Japan

Abstract Controllability (C) determines the Automotive Safety Integrity

Level (ASIL) of each hazardous event based on ISO 26262.
ISO26262 was intended only for passenger cars but can be
The estimation of C class for passenger cars has been studied
applied to motorcycles if the Controllability (C) is subjectively
using experiment results of ordinary drivers and the assumed
evaluated by expert riders. Expert riders evaluate motorcycle
classification method of the C class [2]. The C class for
performance from the viewpoint of ordinary riders. However,
motorcycles must be appropriately estimated because the
riding maneuvers of ordinary riders have not been confirmed
vehicle dynamics and riding maneuvers of motorcycles differ
by objective data. For this reason, it is important to understand
from those of passenger cars even on the same road. Also,
the basic characteristics of riding maneuvers of both expert
estimation by the expert riders is appropriate because they can
and ordinary riders. This study seeks to confirm the
evaluate the vehicle stably and safely. Expert riders evaluate C
compatibility between the riding maneuvers of expert riders
class by assuming the riding maneuvers of ordinary riders.
and those of ordinary riders.
However, their real riding maneuvers have not been well
understood based on objective data. It is thus necessary to
The riding maneuvers and vehicle behavior of four expert
understand the basic riding maneuvers of both ordinary and
riders and 16 ordinary riders were compared using the results
expert riders.
of a test assuming normal running. Referring to the UN
regulations and Japanese Automotive Standards Organization
This study conducted tests assuming normal running to
(JASO) that define test methods for objectively measuring the
investigate the compatibility between expert and ordinary
behavioral characteristics of two-wheeled vehicles in Japan,
riders. Three tests (steady-state circular test, lane-change test,
three tests (steady-state circular test, lane-change test, and
and braking test) were performed referring to the UN
braking test) were performed. These tests provided two results.
regulations and Japanese Automotive Standards Organization
Under low-difficulty test conditions, the distribution range of the
(JASO) that defined test methods for objectively measuring the
riding maneuvers of expert riders were similar to those of
behavioral characteristics of motorcycles in Japan. The test
ordinary riders. In contrast, under high-difficulty test conditions,
plan was reviewed and approved by the research ethics
the riding maneuvers of the expert riders were superior to
committee in advance. Also, before the tests, all participants
those of ordinary riders. These results demonstrate that expert
were informed about test details and protection of personal
riders can evaluate test conditions from the standpoint of
information in writing and oral. And consents to participate in
ordinary riders using objective data and can examine the range
the test were obtained in writing.
of safe test conditions for ordinary riders.

Introduction Test Vehicle

The two motorcycles (Figure 1) used in the tests carried a
The international standard of electrical and/or electronic
measurement system including GPS speed sensors. The
systems within road vehicles (ISO 26262) was published in
specifications of these are shown in Table 1. Data was
November 2011. The scope of current standard is passenger
sampled at 100Hz. Bike 1 was remodeled to have independent
cars, but motorcycles will certainly be included in the next
front and rear brakes.
revision. Future motorcycle development must be compliant
with the standard.
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Figure 1. Test vehicles
Table 1. Specifications of test vehicles
Participants
Both expert and ordinary riders participated. The expert riders
were professional test riders. The ordinary riders were skilled
at riding the same size motorcycle as the test vehicle.
Steady-State Circular Test
Test Conditions
The steady-state circular test simulated right or left turns at
intersection and highway junctions. Test speed and circular
radius (Table 1) were set referring to JASO [3] and Japanese
road traffic laws.
Table 2. Conditions of steady-state circular test
Environmental Setting
The environmental settings are presented below and in Figure 2.
• Test field --------Dry asphalt (0.5% gradient) with approach,
circular, and escape sections.
• Wind velocity ---5m/s or less.
• Direction ---------Left (counterclockwise).
• Lane width ------2.75m (20R), 3.00m (70R) with markers.
Figure 2. Course setting of steady-state circular test
Test Procedure
Twenty males, four of whom were expert riders, aged 22 to 53
participated (Table 3). They were instructed as follows.
• Run at the indicated speed and gear in the course.
• After entering the circular section, run at two speeds
during three laps.
• Be upright in the approach section and the escape section.
• Don't deviate from the center of the lane.
After participants practiced for 10 minutes per motorcycle,
including confirming course setting and introduction, three test
data were acquired for each test condition. The data were valid if
the speed was within ±5km/h of the indicated speed in the
circular section, and if the participants did not deviate from the
center of the lane. Acquired test data were processed as follows.
• The analysis range was about one lap at the indicated speed
±5km/h, considering the influence of the course gradient.
• After filtering with a 4Hz low-pass filter, the time series of
the steering angle, the steering torque, the yaw velocity,
and the roll velocity were subtracted from the average
value of the approach section to remove offset.
• The roll angle was calculated by integrating the roll velocity.
• The average value was calculated from the time series of the
steering angle and the steering torque for each condition.
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Table 3. Participants in steady-state circular test

a. Bike1

b. Bike2

Figure 4. Average steering angle in steady-state circular test

Experiment Results
The results are shown below. The average value of each
evaluation index was sorted by speed and turning radius. The
average value and standard deviation of each evaluation index
were shown in the figures as shown in Figure 3.

a. Bike1

Figure 3. Representation of the average and standard deviation in

the figure

The average value of steering angle (Figure 4) was the same

order of magnitude for both expert and ordinary riders. Further,
the standard deviation was small in each test condition. Expert
riders input a greater average steering torque (Figure 5) than
the ordinary riders, possibly because the expert riders were
physically larger than the ordinary riders. The evaluation
indexes relative to vehicle dynamics, the average yaw velocity,
and the average roll angle were the same order of magnitude
for both riders and the difference of standard deviation was
small in each test condition. The same trend was seen for both b. Bike2
motorcycles in all evaluation indexes.
Figure 5. Average steering torque in steady-state circular test

In this test condition, the distribution range of the riding

maneuvers of expert riders was similar to those of ordinary riders.
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Lane-Change Test
Test Conditions
The lane-change test simulated lane changes on straight
roads. Test conditions (Table 4) were set by speed, referring
the JASO [4] and Japanese road traffic laws.
Table 4. Conditions of lane-change test
Environmental Setting
The environmental settings are presented below and in Figure 6.
• Test field --------Dry asphalt (0.5% gradient) with approach,
lane-change, and escape sections. Target makers (width
0.5m × 0.1m) were set at the start and end of the lane-
change section.
• Wind velocity ---5m/s or less.
• Lane width ------The approach section was 1.5m wide and
the escape section was 2.5m wide; marked with pylons.
• Lane offset ------3.6m.
Figure 6. Course setting of lane-change test
Test Procedure
Twenty males, four of whom were expert riders, aged 22 to 53
participated (Table 5) were instructed as follows.
• Run at the indicated speed and gear in the course.
• Be upright in the approach section and the escape section.
• Place the front tire of the motorcycle on the target marker
at the start of the lane-change section.
• Don't go beyond the course.
After participants practiced for 10 minutes per motorcycle,
including confirming the course setting and introduction, three
test data were acquired for each test condition. The data were
valid if the speed was within ±5km/h of the indicated speed in
all sections and the front tire passed on the target marker.
Acquired test data were processed as follows.
• The analyzed data range was from the approach section
to the escape section.
• After filtering with a 4Hz low-pass filter, the time series of
the steering angle, the steering torque, the yaw velocity
and the roll velocity were subtracted from the average
value of the approach section to remove the offset.
• Three peak values were extracted from the time series of
the steering angle, the steering torque, the yaw velocity,
and the roll velocity for each condition. Sections for
extracting the peak values were equivalent to the three
vehicle behaviors leaning, turning and returning.
Table 5. Participants in lane-change test
Experiment Results
The results are shown below. The average value and standard
deviation of each evaluation index were shown in the figures
as shown in Figure 3. Also, since the same trend was observed
in both left and right lane changes, only the results for the left
lane change are presented in this section.
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The steering torque input of expert riders was smaller than that
of ordinary riders at the second peak and the standard
deviation was the same order of magnitude for both riders
(Figure 7). The steering angle input of expert riders was
smaller than that of ordinary riders at the second and third
peaks and the standard deviation was the same order of
magnitude for both riders (Figure 8). The peaks of roll velocity
and yaw velocity, relative to vehicle dynamics, exhibited the
same trends as steering wheel torque and angle.

Although there was the difference in the magnitude of

maneuver, the all rider had not to go beyond the course shown
as Figure 6. Because of this, the phase difference of the
vehicle behavior with respect to the rider input was examined a. Bike1
to grasp the characteristics of rider maneuver. The results was
that no difference of the phase difference was observed
between the expert riders and ordinary riders although the
large difference of the standard deviation. It seems that the
riding maneuver of the expert riders and the ordinary riders
was not significantly different in the range of test conditions of
the this lane change test.

However expert riders seemed to change lanes more smoothly

because they had the smaller peaks of vehicle and riding
maneuvers at the second and third peaks.

b. Bike2

Figure 8. Peak value of steering angle in lane-change test

Braking Test
Test Conditions
The braking test simulated various stopping situations
corresponding to the intensity of the brake. Test conditions
(Table 6) were set by the initial speed and target stopping
distance. The initial speed was set referring to UN regulations
a. Bike1 [5]. Note that, this test used only the bike1.

Table 6. Conditions of braking test

b. Bike2
Environmental Setting
Figure 7. Peak value of steering torque in lane-change test
The environmental settings are presented below and in Figure 9.

• Test field --------Dry asphalt (1.0% gradient) with approach,

deceleration, and escape sections.
• Wind velocity ---5m/s or less.
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• Lane width ------3.5 m marked with white lines.

• Braking signal --Lighting device to inform the rider about
start braking to a stop at the target point at the same time
(1)
when the rider reached the braking start point.

Here, ax′ is the average of vehicle deceleration, V is the

speed at braking initiation, L is the stopping distance, and
tBR is the brake reaction time.

Table 7. Participants in brake test

Figure 9. Course setting of brake test

Test Procedure
Nineteen males, four of whom were expert riders, aged 22 to
52 (Table 7) were instructed as follows.

• Run at the indicated speed and gear before the braking

signal lights.
• Brake immediately after the braking signal lights and stop
just before the stop line.
• Operate the front and rear wheel brakes to minimize
ABS activation.
• The braking method (e.g., either the front or rear wheel
brake first) was left to the rider.

After participants practiced for 10 minutes, including confirming

the course setting and introduction, three test data were
acquired for each test condition. This test was conducted under
random test conditions, including “go through” to prevent any
order effect. The data were valid if the speed was within
+10km/h of the indicated speed before the brake signal lit.
Acquired test data were processed as follows.

• After filtering with a 4Hz low-pass filter, the time series

of the front and rear wheel brake actuation forces were
subtracted the average value of the approach section to
remove offset.
• The front and rear wheel brake actuation forces were
calculated from each wheel's brake fluid pressure.
However, the front and rear brake fluid pressures were
affected by the kickback from ABS working, their time series
when ABS worked was interpolated linearly for each brake
fluid pressure value before and after ABS activation.
• The brake reaction time was from the braking signal
lighting to the generation of brake fluid pressure. The
generation time of the brake fluid pressure adopted was
the earlier of either the front or rear wheel.
• The average value and the maximum value were
calculated from the time series of the front and rear wheel
brake actuation force from braking initiation to stop.
• The average value of vehicle deceleration was calculated
with the following equation.
Experiment Results
The results are shown below. The average value of each
evaluation index was sorted by target deceleration. The
average value and standard deviation of each evaluation index
were shown in the figures as shown in Figure 3.
Brake reaction time (Figure 10) of expert riders was faster than
those of ordinary riders for target decelerations of 4.0m/s2 and
over. Also, as the target deceleration decreased, the standard
deviation increased. The riders might not respond immediately
in response to the signal because there was a margin in the
distance to the target stopping point. In Figure 11, the average
(a) and maximum (b) front wheel actuation forces of expert
riders were slightly greater than those of ordinary riders. In
contrast, rear wheel actuation forces (Figure 12) of expert
riders were smaller than those of ordinary riders.
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Figure 10. Brake reaction time in braking test
a. Average
b. Maximum
Figure 11. Front wheel brake actuation force (hand control) in
braking test
In Figure 13, the average deceleration was the same order of
magnitude for both expert and ordinary riders. But two ordinary
riders could not achieve the goal of 6.0m/s2 deceleration and
could not stop before the target stopping point. This
demonstrates that expert riders can apply the appropriate
brake-actuation force for target deceleration.
The distribution range of the riding maneuvers of expert riders
was similar to those of ordinary riders in 2.0m/s2 and 4.0m/s2
deceleration. These conditions are considered to be not a
heavy burden on the riders. Conversely, stopping at 6.0m/s2
deceleration imposes a heavy burden. In this condition, the
expert riders can brake more appropriately than ordinary riders
because they have faster brake reactions and apply greater
brake actuation force.
a. Average
b. Maximum
Figure 12. Rear wheel brake actuation force (foot control) in braking test
Figure 13. Average deceleration in braking test
Consideration
These tests provided two results. Under low-difficulty test
conditions (steady-state circular test, and lane-change test,
and braking test at 2.0m/s2 and 4.0m/s2 deceleration), the
distribution range of the riding maneuvers of the expert riders
was similar to that of ordinary riders. In contrast, under
high-difficulty test conditions (braking test at 6.0m/s2
deceleration), the riding maneuvers of the expert riders were
superior to those of ordinary riders. These results demonstrate
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that the expert riders can evaluate test conditions from the
standpoint of ordinary riders using objective data and can
examine the range of safe test conditions for ordinary riders.
References
1. International Standard, “Road vehicles - Functional safety
- Part 3: Concept phase,” ISO 26262-3. Nov. 2011.

By verifying the integrity of the experiment results of ordinary
riders and the subjective evaluation by expert riders, it is
possible to demonstrate that expert riders can evaluate
motorcycle performance from the standpoint of ordinary riders.
Summary
To confirm compatibility between the riding maneuvers of
expert riders and those of ordinary riders, experiments were
conducted and these categories of riders were compared.
• Under low-difficulty test conditions, the distribution range
of the riding maneuvers of expert riders was similar to that
of ordinary riders.
• In contrast, under high-difficulty test conditions, the riding
maneuvers of the expert riders were superior to those of
ordinary riders. The expert riders were able to operate
more appropriate in situations requiring large deceleration.
2. Kawakoshi, M., Kaneko, T., and Nameki, T., “Estimation
of Controllability Based on Driver Behavior - A Case of
Insufficient Brake-Assist Force,” SAE Technical Paper
2014-01-0236, 2014, doi:10.4271/2014-01-0236.
3. Japanese Automotive Standards Organization,
“Motorcycles - Steady state circular test procedure”, JASO
T 011 :2007.
4. Japanese Automotive Standards Organization,
“Motorcycles - Lane change test procedure”, JASO T 013:
2007.
5. Braking (Category L): Uniform Provisions Concerning the
Approval of vehicles of Categories L1, L2, L3, L4 and L5
with Regard to braking.

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