Motorcycle Maximal Safe Speed in Cornering Situation

Hamid Slimi, Dalil Ichalal, Hichem Arioui, Sad Mammar

To cite this version:

Hamid Slimi, Dalil Ichalal, Hichem Arioui, Sad Mammar. Motorcycle Maximal Safe Speed in
Cornering Situation. 10th IEEE International Conference on Networking, Sensing and Control
(ICNSC 2013), Apr 2013, Evry, France. pp.340346, 2013, <10.1109/ICNSC.2013.6548761>.
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 Motorcycle Maximal Safe Speed in Cornering Situation
H. Slimi and D. Ichalal and H. Arioui and S. Mammar
Abstract In this paper, we present a new method for the
computation of the maximal authorized motorcycle speed in
curves. The three main actors which are the vehicle, the driver
and the infrastructure are taken into account. The vehicle
dynamics are represented by a dynamic four degrees of freedom
model which includes the vehicles longitudinal slip and side
slip angle. The driver behavior model considers his ability in
deceleration maneuvers according to the mobilized friction. The
infrastructure characteristics introduce a precise handling of
the road geometry and of the maximal available friction.
I. I NTRODUCTION
The number of death in road accidents has experienced a
huge reduction of about 50% during the last decade. However
analysis of accident statistics shows that the number of death
when a motorcycle is involved has not decreased and even
increased. In fact, the motorcycle remains a particularly
dangerous mode of transport: the number of death is still
very high, and if one takes account of the number of traveled
kilometers, the risk of death for a motorcycle rider is 21 times
higher than that of other transportation modes. In additions,
motorcycles and scooters become more and more popular
for urban an suburban displacement in European countries.
Associated traveled kilometers and number of vehicles sold
is continuously increasing.
Thus France as well as Europe have launched several
research programs in order to study motorcycle dynamics and
detect precursor indicators of imminent accident. Notice that
good interactions between the rider-the motorcycle and the
infrastructure is an important factor. This paper is focused on
the development of a computational method of the maximal
authorized speed for a motorcycle driving the upcoming
curve.
The interaction of the three actors which are the vehicle,
the rider and the infrastructure are taken into account. The
motorcycle dynamics are represented by a model which
includes longitudinal load transfer. The rider behavior con-
siders his ability in deceleration while the infrastructure
characteristics introduce a precise handling of the road
geometry (curvature, slope and road bank angle) and the
maximal available friction. These parameters even if they
are not actually available for measurement could be provided
through ADASE maps for example.
The remaining of the paper is organized as follow: the
problem statement is provided in section (2). Existing speed
models in curves are reviewed in section (3) while the
proposed speed profile model is detailed in section (4).
Authors are with IBISC Lab, University of Evry Val
dEssonne, 40 rue du Pelvoux, Evry, 91020, France.
hichem.arioui@ibisc.univ-evry.fr
Simulation results are provided is section (5). The conclusion
is given in section (6) wrap up the paper.
II. OVERVIEW ON LIMIT SAFE MOTORCYCLE PROFILE IN
CURVE
The models on safe profile we discuss in this section are
mostly specific to cars (four-wheeled ones). Nevertheless,
few models exist for motorcycles. These last were initially
concerned the admissible roll angle and speed limits to
perform a turn safely [10].
It should be noted that the speed limits that we find on
our roads and highways are based on studies conducted
for cars than any other category must fulfill (motorcycles)
or even reduce it (truck). Also, we can find this type of
requirement in terms of infrastructure, sometimes poorly
suited for motorcycles, [2].
Among the earliest models, limiting the cars safe speed,
is the one proposed by [12] (we call it : simple model). This
model is based on a quasi-static study of a car with a mass M
moving at vx longitudinal speed taking a turn of curvature.
The limit safe speed, neglecting any parameters other than
the curvature, is governed by:
glat
r
vxmax = (1)
Where lat is the maximum available lateral friction and
g is the gravity acceleration.
Unfortunately, this speed model does not contain any
other element such as: instant road adhesion, road geometry
(slope and elevation), etc. In addition, the curvature radius
is assumed constant, what is wrong, at least at the beginning
and the exit of turn. However, the centrifugal force depends
on the curvature dynamics, which we try to proof afterwards.
In the US, National Highway Traffic Safety Administration
(NHTSA) calculates the cars limit speed when cornering
based on the following formula [11]:
s
g d + lat
vxmax = (2)
1 d lat
Unlike the previous formula takes into account another
aspect of the road geometry, ie the bank angle. However, the
linearized formula seems to ignore the vehicle angle roll. For
motorcycle, the roll angle can reach 30 in some cases, and
therefore absorbs a large part of the lateral acceleration or
centrifugal force. Thereafter, we propose a model adapted for
bike, taking into account the roll angle and the road slope
also.
 As mentioned previously, very few models for setting the This equation can be rewritten as a function of vx speed by
speed limit or eligible roll angle, when cornering, have been substituting by R(t)
1
vx . The equation (6) has two important
proposed. Generally, a roll angle providing an outlet to safely terms, namely:
turn depends strongly on the road geometry (curvature, slope The first term obtained by projection on ~y axis
and bank angles), the road conditions (adhesion, weather), represents the centrifugal acceleration (force):
the drivers experience and dynamic states of the vehicle,
 2 
d R(t) v2
dt 2
R(t) . It is noted that in the case of a
[10], [12]. Based on the same assumptions (under constant
circular road type (constant curvature = 0) or a
longitudinal speed, vx ) than for cars, [10] proposed a model
clothoid, = constant, acceleration (or force) depends
for limited the admissible roll angle des :
only on the centrifugal speed and the instantaneous
curvature value. Moreover, the curvature dynamics can
|des d | < arctan(limit ) (3)
affect the safe speed limit, especially at the beginning
III. M ODELS ENHANCEMENT and the end of turn, where the radius and its first
A. Simple Model derivative are variable.
In this section, we present improvements to previous The second term obtained by projection on ~x axis rep-

models. For the simple one (1), we illustrate the impact resents the tangential acceleration: 2 dR(t)
dt + R(t)
.
of curvature radius and its dynamics on the safe speed The highest safe speed in a curve, can be rewritten as
limitation. Indeed, the impact of this road parameter (first and follows:
second derivative) is particularly important for two-wheelers,
because, for example, of the ability of drivers to change the s
trajectory abruptly. d 2 R(t) V2 + g lat
R(t)
y = + x = glat vxmax = (7)
Consider a material point P, hence, the influence of dt 2 R(t) (t)
moments is ignored, with mass M rotating around the z
axis with angular velocity , Figure (1). The trajectory is with:
defined, among others, by its curvature (t) = R(t) 1
and its
first derivative (t) (assumed continuous and differentiable). d 2 R(t) 2 2 2
= (8)
dt 2 4

Also, the impact of curvature dynamics may be more

important in the determination of the under or over-steering
cases.
Z

X B. NHTSA Model
Y

A
Vx As stated before, equation (2) takes into account the slope
y
angle, road curvature and adherence and seems to ignore the
roll angle of the vehicle itself.
If we consider a single track, the equilibrium will be
governed by the following equations:
Fig. 1. Kinematic parameters of a point P in circular motion

Fx = R sin( p )cos( + + d )

Under these conditions, we have:
R cos( p ) sin( + + d ) = M v2x (9)
R cos( p ) cos( + + d ) = M g

dt = ~x
d~y

dt = ~y
d~x (4)
d~ where : tan( ) = lat .
z
dt = 0 Then, we can express, after light calculations, the maxi-
The point P coordinates are given by: mum safe speed by:

~ = R(t)~y = 1 ~y
v
OP (5) tan( )+lat
u g tan(d ) + 1tan( )lat
u
(t)
u
vxmax =t (10)
We can express the point motion, speed ~vx = vP/O ~ and 1 tan(d ) tan( )+lat
1tan( ) lat
acceleration a~y = ~y = ~aP/O , by the successive derivatives, as
follows: We can notice that the slope angle has no effect on
the speed limit calculation vxmax . Also, the bank and the
~

~v d R(t)
~x = (t)
P/O = dt ~y + R(t)
(t)
2~y + 1(t) ~x roll angles have the same effect on vxmax synthesis. This
 2    relationship gives highest safe speed limit for an admissible
~aP/O = d R(t) R(t) 2 ~y + 2 dR(t) + R(t) ~x roll angle which could be calculated by various methods [1],
dt 2 dt
(6) [11].
 IV. N EW A PPROACH F OR L IMIT S PEED C ALCULATION Where ai , b j and ck are defined in the annex section (VIII).
The proposed approach takes into account the driver We have:
behavior and the road geometry. Also, the main idea of the
limit speed calculation is based on motorcycle dynamics: Mx = (M f j + Mr h)g sin ( Fz f M f eg) sin
A two bodies motorcycle dynamic model which takes Mz = l f Ff lr Fr cos
into account the forces of tire/road contact and the load Ms = ( Fz f M f e g) sin ( Fz f M f e g) sin sin +
transfer due to the longitudinal accelerations. (14)
Lateral and longitudinal mobilized frictions on each Where, Fyi are the lateral forces exerted on each tire. We
wheel are computed. The highest safe speed is defined can express the lateral forces on each tire as, [1]:
considering the maximum friction. As we consider a 
Fy f = C f 1 f +C f 2 f
four degrees (roll, steer, yaw and longitudinal dynamics) (15)
Fyr = Cr1 r +Cr2 r
of freedom model, its speed is computed by resolving
the maximum of the two tires mobilized frictions. Where, C f i and Cr j are the lateral stiffness and the camber
The driver behavior (acceleration/deceleration profile). coefficients of the tire.
On the other hand, the slip angles of the front and rear
A. Motorcycle Dynamic Model tires are given by:
This model has two joined rigid bodies and is inspired  
f = vy +L f cos

from those presented in [4], [5], [6], [7], [8].
vx
(16)
r = y r
 
v L
vx

L f (resp. Lr ) represents the distance between the center of

mass and the front axis (resp. rear axis).
The camber angles of front and rear tires are given by [1]:

f = + sin

(17)
r =
Finally, we can express the lateral forces on the two wheels
as follows:
 
Y f = C f cos vy +L f +C f 2 ( + sin )

vx

 
L v
Fig. 2. Schematic diagram of the Motorcycle Yr = Cr1 r y
+Cr2

vx
(18)
The longitudinal dynamics is given by:
Under dynamical conditions, load can transfer on the front
wheel when braking or on the rear wheel during accelera-
M(x y ) (M f j + Mr h) 2 (M f e cos ) 2 tions/decelerations phases. In this cases, normal forces on
(11)
Faerolong M g sin d sin p = Fxi the two tires can be obtained as follows:
Where, Fxi represents the longitudinal forces acting on
M f + Mr

the tires according to the longitudinal slip. Faerolong is the Fz f = L + L (Lr g cos p cos d hx)


aerodynamic force in the longitudinal direction. f r
(19)
M f + Mr
Fzr = (L f g cos p cos d + hx)



Fxi = Fx f + Fxr = Kpi i (12) L f + Lr
Where i = 1, 2. Kpi is the longitudinal stiffness coefficient Where, h is the height of the center of mass, L f (resp.
of tires, i is the tires longitudinal slip. Lr ) corresponding to the dimensions of vehicle configura-
The lateral dynamics is described by [1]: tion (horizontal dimensions of the overall center of gravity
relative to the center of the front wheel, rear respectively).
Fz f (resp. Fz f ) represent normal forces applied on the front
M(y + x ) + (M f j + Mr h) + M f k + M f e
tire (resp. rear tire).
Faerolat + M g cos p sin d
= Fyi B. Tire Road Friction
(M f j + Mr h)y + a1 + a2 + a3 + a4 x + a5 x The tire dynamic behavior is very complex and is linear
= Mx (13) only under certain restricted conditions of drive. We can
M f k(y + x ) + a2 + b1 + b2 b3 x a5 x observe various phenomena like skidding and blocking.
= Mz The Coulomb friction model is used to obtain the mo-
M f ey + a3 + c1 + c2 a5 x + c3 x bilized friction mob . Thus the transversal force Ft and the
= Ms normal force Fn = Fz f + Fzr are such that:
 C. Driver Behavior
Ft
mob = max (20) The driver is unceasingly obliged, according to the infor-
Fn
mation taken from the environment, to define an appropriate
Where max is the maximum available friction.
speed and position to the encountered situation [3]. Here, the
Since:
capacities of the driver in acceleration are taken into account.
The driver cannot mobilize the same level of acceleration into
Ft2 = Flat
2 2
+ Flong (21)
longitudinal and lateral directions. For this reason, we have
We have: to distinguish between the maximum friction in longitudinal
2 +F 2 and lateral modes:
Flat
mob = lat
2 = long 2 + 2
Fn2 long
s
lat f 2 long f 2
  
lat = Flat
Fn
(22)
1 = max( + ,
latmax longmax

Flong
long

=

Fn s (29)
To calculate lat and long , we use the simplified model of latr 2 longr 2
  
+ )
the motorcycle in absolute frame based on previous model, latmax longmax
including lateral and longitudinal equations, as follows: For comfort and safety reasons, and under good weather
M y = (Y f +Yr ) Mg sin( + d )

conditions, a driver generally does not mobilize all the
Fx = M x Mg sin p (23) available lateral and/or longitudinal friction. Therefore we
Iz = (L f Y f LrYr ) cos( + d )

represent the driver behavior with through two dimensionless
Then, front and rear lateral forces expressed by: coefficients lat , long and a maximum friction max [3].

Lr M y cos( +d )+Lr Mg sin( +d ) cos( +d )+Iz latmax = lat max longmax = long max

Yf = and (30)
(L f +Lr ) cos( +d )
L f M y cos( +d )+L f Mg sin( +d ) cos( +d )Iz (24)
Yr = We consider that the driver behavior varies proportional
(L f +Lr ) cos( +d ) 1
to max .
After light calculations and using the vertical forces (19),
long = long max sliplong

lateral and longitudinal frictions on each wheel are given
(31)
by: lat = lat max sliplat
lat f = Y f /Fz f With:

= Lr My cos( +d )+Lr Mg sin( +d ) cos( +r )+Iz



(Lr Mg cos( p )hFx ) cos( +d ) long = drylong sliplong

(25)
latr = Yr /Fzr lat = drylat sliplat
(32)
= L f My cos( +d )+L f Mg sin( +d ) cos( +r )Iz


(L Mg cos( p )+hFx ) cos( + )
f d Where, dry (resp. slip ) represents the maximum friction
The previous system can be simplified by: that the driver can mobilize on a dry road (resp. slipping
one).

lat cos( + d ) + LIrzMg

D. Generation of Speed Profile

=

lat f
(cos p LhFMg ) cos( + d )

x
Considering the equilibrium state, we can make the fol-

r
(26)
lat cos( + d ) LIfzMg lowing approximations:
latr = (cos + hFx ) cos( + )



v2

p L f Mg d = tan1 ( g x )

Iz dvx dvx (33)
+d ) is very small against lat . ax = x = dt = vx ds

We assume here that Lr Mg cos(
= vx

Then, we can rewrite the previous system as :
lat Where, s is the road curvilinear coordinate. Finally lat f and
lat f =


(1 Lr g ) tan( p )
hax latr may be given in a more compact form, in braking and
lat
latr =

accelerating cases, as:


(1+ Lhaxg ) tan( p ) (27)
ay
f In a simpler form:

lat = g + sin( + d ) y
1 = ( g +sin( +d ) )2 + 2

long = agx sin( p )


1 2
y (34)
g +sin( +d ) 2
The highest safe speed is defined considering the maximum 1=( ) + 2

3 2
mobilized friction. As we consider a two-wheeled vehicle
model, the aim is to find the maximum between the two With:
mobilized frictions, so:
1 = (lat max )(1 + L f ( g ds tan p ))
h vx dvx


q q  2 = ( max )( g ds tan p )
1 vx dvx
max = max lat
2 + 2
long f , latr
2 + 2 (28) lat
3 = (lat max )(1 Lhr ( vgx dv
ds tan p ))

f longr x
 By developing the previous equations (34), the maximum VI. S IMULATION R ESULTS
speed vxi at each wheels is given by solving the following In this section, we test the new safe speed model we have
equation system of equations as shown by the following proposed and the impact of inherent parameters. Also, we
block diagram (Figure 3). compare it with existing models (1 and 2).

0.25
Curvature*10 ()
Road Bank (r)
0.2
Slope (p)

0.15

Road Parameters
0.1

0.05
Fig. 3. Block diagram for limit speed calculation
0

Then, the highest safe speed vlimit , in curve, is obtained

0.05
by solving: vlimit = min(vx1 , vx2 ).
This model speed is function of intrinsic motorcycle 0.1
0 10 20 30 40 50 60
parameters, roadway parameters and driver behavior. Also, Time (sec)

it takes into account the vehicle side slip, and longitudinal

dynamics by considering the longitudinal slip on each wheel. Fig. 4. Road Parameters

V. ROAD PARAMETERS ESTIMATION AND DYNAMIC simulation tests were conducted under the same condi-
STATES RECONSTRUCTION tions: the motorcycle moves on a road with two curves in
the same direction with positive curvature radius of different
To deploy such safety systems or function on motorcycles,
sizes (blue line on Figure 4). The variations of slope and
one has to know reliably what the current state of the
bank are chosen to highlight the impact of each on the limit
vehicle and road parameters are. Various sensors can be used
of the safe speed (Figure 4). We also limited the longitudinal
(e.g. lateral acceleration, yaw rate, wheel speeds), which are
velocity to about 40m/s in straight line. For all simulation
already used for four-wheeled vehicle applications. However,
conditions, adhesions coefficients max are fixed around 0.7.
the major difference concerns the roll angle which can
exceed 40 in some limit cases or lateral speed (due to initial
Maximum Speed Profil Based: Simple, NHTSA and Our Approach
condition issue). 40

Roll angle is the main characteristic of the Motorcycle

lateral dynamics. A good control of motorcycle motions 35

requires an accurate assessment of this quantity and for

16 m/s
Maximum Speed Profil [m/s]

safety applications also the risk of sliding or friction loss 30

need to be considered. Direct measurement of roll angle and

tire slip is not available or very expensive as for the lateral 25

speed (corevit sensor). Some previous work [14] and [13]

have addressed these challenges based on estimation and/or 20
VSimple
observation techniques of these dynamic parameters.
V
NHTSA
Regarding to road parameters estimation, two approaches 15 V
New
can be implemented. The fist one uses observation techniques
based on unknown input estimation. Indeed, as shown previ- 10
0 10 20 30 40 50 60
ously, the function calculating the safe authorized maximal Time [s]

speed depends on some motorcycle parameters. Due to

economic and/or technique reasons these parameters are
not accessible to measure. Observers can then provide an
estimation of them. For that purpose, in future works, we
consider a nonlinear model of the motorcycle in order to
provide an accurate and robust estimation of the parameters
which allows reducing false alarms and to give a good
estimation of the safe authorized maximal speed in curves.
The second approach is based on available data given by
cartographies.
This issues and their real time implementation will be
addressed in future works.
Fig. 5. Maximum Speed Profile synthesized by Simple (1), NHTSA (2)
and the proposed (34) approaches
Figure (5) illustrates the various speed limits obtained by
the three models (equations: 1, 2 and 34). The difference
between the speed synthesized by our approach and those
given by the other two approaches is significant. Indeed,
this speed difference (between the first and third model) can
reach, in some cases, 16 m/s. The first observation can be
done on the impact of the bank angle on the NHTSA and the
proposed models in this paper. The second remark is made on
the discrepancy in these two models, where the motorcycle We have shown that existing models (single or NHTSA
dynamics (load transfer, geometry and inertia of the bike, one) give a safe speed profiles not adapted or suitable for
etc.) and the driver behavior parameters are very important. two-wheeled vehicles. These models take into account little
important information, for example adherence and geometry
Maximum Speed Profil For Different Road Maximum Friction of the road (curvature and/or the bank angle). This means
40
that whatever the vehicle be light or heavy (not taking
38 into account the mass and inertia), would not change the
36 safe speed limit. This finding is of course false, since the
34
centrifugal force is proportional to the vehicle mass. On the
other hand, we found that a safe speed profile giving by the
Speed Profil [M/s]

32
simple model can depend on curvature dynamics (second
30 V ( =1) derivative) and thus impacting, according to the road shape,
New max

28 V
New
(
max
=0.7) the safe speed profile. This issue will be studied soon.
26 In addition, we proposed a new dynamic model to calcu-
24
late the motorcycle speed limit when cornering. This model
does not take into account the quasi-static conditions as the
22
two previous models. The motorcycle dynamics (load trans-
20
0 10 20 30 40 50 60 fer, roll and camber angles), road infrastructure (adhesion,
Time [s] curvature, bank angle) and driver behavior are supported
in the proposed model. The effect of these parameters is
Fig. 6. Maximum Speed Profile For Different Road Maximum Friction significant, since we have a safe speed difference, under the
same conditions of simulation, about 16 m/s with the simple
Figure (6) shows the influence of the maximum road model and about 9 m/s with NHTSA model.
adhesion and confirms that high adhesion results in an In future work, we plan to synthesize a limit roll profile in
increased high safe speed. This speed is maximum when cornering situations. It should be noted that the roll dynamics
i = 1. is one of the most important degrees of freedom. In addition,
dynamic states and road profile estimation will be addressed
Maximum Speed Profile For Different x, y thus the impact of road traffic.
40

R EFERENCES
35

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30
Prevention, 12th International IEEE Conference on Intelligent Trans-
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VIII. APPENDIX
A PPENDIX
, , Roll, yaw and steering motorcycle angles
Fx f , Fy f Lateral and longitudinal front forces
Fxr , Fyr Lateral and longitudinal rear forces
Fz f , Fzr Front and rear vertical forces
x, y Longitudinal and lateral displacement
M, M f , Mr Masses of whole, front and rear bodies
p , d Slope and road bank angles
, R Road curvature and radius.
Ix , Iz Roll and yaw moment of inertia
Is , Ixz Steer and product moment of inertia
, Side slip and camber angles
Rider applied steering torque
Steering damper coefficient
Trail
Caster angle
g Acceleration due to gravity
ai , b j , ck Motorcycle model parameters based on masses and inertia