Littérature scientifique sur le sujet « …Powered Two Wheeler (PTW) »
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Articles de revues sur le sujet "…Powered Two Wheeler (PTW)"
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Perco, Paolo. « Comparison between Powered Two-Wheeler and Passenger Car Free-Flow Speeds in Urban Areas ». Transportation Research Record : Journal of the Transportation Research Board 2074, no 1 (janvier 2008) : 77–84. http://dx.doi.org/10.3141/2074-10.
Texte intégralRésumé :
Accident data indicate that motorcyclists are a particularly vulnerable group of road users because they run a higher risk of being injured or killed in an accident than passenger car drivers. One of the countermeasures that can improve traffic safety for motorcyclists is an increase in awareness and knowledge about powered two-wheelers (PTWs) in the planning, construction, operation, and maintenance of new and existing roads. Road design standards and policies that regulate design process and safety evaluations are usually based on passenger car characteristics only. In particular, the passenger car operating speed is used as the critical input for design choices of geometric elements connected with traffic safety and as a performance measure to evaluate road design and consistency. Because the passenger car operating speed might not be representative of the PTW operating speed, this study compared the PTW and passenger car speed distributions in urban areas to establish definitively whether they are similar. The results showed that PTW speeds are always considerably higher than passenger car speeds and that the corresponding operating speeds are correlated. Therefore, a prediction equation to estimate the PTW operating speed starting from passenger car operating speed was developed for urban streets. This equation can help highway engineers to estimate expected PTW speeds that can be effectively used in the safety evaluations of new and existing roads where the significant presence of PTWs in the traffic flow suggests that this vehicle type should be considered.
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Ramnath, B. Vijaya, K. Venkataraman, Selvaraj Venkatram, Sohil Thomas, Muthukumarasamy Maheshwaran et N. Dinesh. « Powered Two-Wheeler with Integrated Safety Using Recurdyn Multi-Body Dynamics ». Applied Mechanics and Materials 591 (juillet 2014) : 193–96. http://dx.doi.org/10.4028/www.scientific.net/amm.591.193.
Texte intégralRésumé :
- Powered Two Wheelers (PTW) are very sensitive to environmental conditions and advancement in two-wheeler safety has not kept pace with the advancement in two-wheelers. The objective of our research is to bring about an improved design for powered two wheelers, analyzing the changes through simulation and thereby improving the safety considerations. According to the databases referred regarding accidents in depth study, it is observed that two-wheelers top the chart in number of accidents by a big margin and these accidents causes more fatal injuries. To save the rider, this paper proposes to constraint the rider along with pillion to the vehicle using “Leg holding device“ and seat belt. Side airbags are employed to absorb the impact of accident. The present safety system saves the rider in frontal collisions, while this research also focuses on side collisions. ISO 13232 standard accident scenarios were followed. For simulation of scenarios multi body dynamics software called RecurDyn is used. The improvement in employing safety measures is compared with its absence and results are plotted.
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G. Kumaresh, T. Lich, A. Skiera et J. Moennich. « Benefit Mapping of Anti-Lock Braking System for Motorcycles from India to Indonesia ». Journal of the Society of Automotive Engineers Malaysia 1, no 2 (1 mai 2017) : 166–78. http://dx.doi.org/10.56381/jsaem.v1i2.19.
Texte intégralRésumé :
Around 1.3 million people die every year on the world's roads of which 285,200 are users of motorised two or three wheelers. In Indonesia, the number of traffic accidents has also increased by an average of 13% annually (2009-2013). This leads to socio-economic loss of approximately 255,864 million rupiah (Rp). The European Transport Safety Council (ETSC) analysis shows the risk of a motorcyclist (Powered Two Wheeler - PTW) being involved in a fatal accident is 20 times greater compared to a car driver travelling along the same route. This research reveals interesting facts about the Indonesian PTW accident situation through mapping the benefit of Anti-Lock Braking System (ABS) for PTWs from India to Indonesia - although there is no in-depth data available to carry out thorough accident research study. One estimation is that every fourth accident with injuries involving a motorcyclist on Indonesian road can be avoided by a PTW with ABS (assuming a 100% installation rate of such device). This result is in line with other international studies claiming the avoidance potential of PTW with ABS.
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Diop, Mohamed, Abderrahmane Boubezoul, Latifa Oukhellou et Stéphane Espié. « Powered Two-Wheeler Riding Profile Clustering for an In-Depth Study of Bend-Taking Practices ». Sensors 20, no 22 (23 novembre 2020) : 6696. http://dx.doi.org/10.3390/s20226696.
Texte intégralRésumé :
The understanding of rider/vehicle interaction modalities remains an issue, specifically in the case of bend-taking. This difficulty results both from the lack of adequate instrumentation to conduct this type of study and from the variety of practices of this population of road users. Riders have numerous explanations of strategies for controlling their motorcycles when taking bends. The objective of this paper is to develop a data-driven methodology in order to identify typical riding behaviors in bends by using clustering methods. The real dataset used for the experiments is collected within the VIROLO++ collaborative project to improve the knowledge of actual PTW riding practices, especially during bend taking, by collecting real data on this riding situation, including data on PTW dynamics (velocity, normal acceleration, and jerk), position on the road (road curvature), and handlebar actions (handlebar steering angle). A detailed analysis of the results is provided for both the Anderson–Darling test and clustering steps. Moreover, the clustering results are compared with the subjective data of subjects to highlight and contextualize typical riding tendencies. Finally, we perform an in-depth analysis of the bend-taking practices of one subject to highlight the differences between different methods of controlling the motorcycle (steering handlebar vs. rider’s lean) using the rider action measurements made by pressure sensors.
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Lecoublet, Brieg, Yvan Petit, Eric Wagnac, Dominic Boisclair et Pierre-Jean Arnoux. « Neck Braces and Driving Posture Affect Neck Mobility on Powered Two-Wheelers ». Promet - Traffic&Transportation 33, no 3 (31 mai 2021) : 337–45. http://dx.doi.org/10.7307/ptt.v33i3.3687.
Texte intégralRésumé :
Cervical spine injuries are a major concern for motorcyclists in traffic accidents and racing competitions. Neck braces aim to prevent cervical spine injuries during accidents by reducing the neck range of motion, and keeping it under physiological limits. This work aims to evaluate the ability of neck braces to reduce neck mobility for two driving postures associated with PTW configurations. The neck mobility of twelve volunteer subjects testing four neck braces on two powered two-wheelers (scooter and racing motorbike) is measured using an optoelectronic motion capture system. With the tested neck braces worn, neck mobility is significantly reduced as compared to the physiological range of motion in all degrees of freedom. However, only flexion/extension is reduced by all neck braces tested. This suggests that these brace designs do not provide protection against all the cervical spine loading directions that may occur in a trauma. Furthermore, specific type of each powered two-wheeler considered significantly affects the neck mobility in axial rotation, as well as the postero-anterior and caudo-cranial translations, thus underscoring the need to consider the driving posture when evaluating neck brace devices.
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Jalti, Fakhreddine, Bekkay Hajji, Alberto Acri et Michele Calì. « An Advanced Rider-Cornering-Assistance System for PTW Vehicles Developed Using ML KNN Method ». Sensors 23, no 3 (31 janvier 2023) : 1540. http://dx.doi.org/10.3390/s23031540.
Texte intégralRésumé :
The dynamic behavior of a Powered Two-Wheeler (PTW) is much more complicated than that of a car, which is due to the strong coupling between the longitudinal and lateral dynamics produced by the large roll angles. This makes the analysis of the dynamics, and therefore the design and synthesis of the controller, particularly complex and difficult. In relation to assistance in dangerous situations, several recent manuscripts have suggested devices with limitations of cornering velocity by proposing restrictive models. However, these models can lead to repulsion by the users of PTW vehicles, significantly limiting vehicle performance. In the present work, the authors developed an Advanced Rider-cornering Assistance System (ARAS) based on the skills learned by riders running across curvilinear trajectories using Artificial Intelligence (AI) and Neural Network (NN) techniques. New algorithms that allow the value of velocity to be estimated by prediction accuracy of up to 99.06% were developed using the K-Nearest Neighbor (KNN) Machine Learning (ML) technique.
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Sætren, Gunhild Birgitte, Petter Helmersen Bogfjellmo et Jan Petter Wigum. « Competition and its potential negative effect on safety in powered two-wheeler (PTW) training seen from a system perspective ». Research in Transportation Economics 82 (octobre 2020) : 100881. http://dx.doi.org/10.1016/j.retrec.2020.100881.
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Terranova, Paolo, Morgan E. Dean, Cosimo Lucci, Simone Piantini, Trevor J. Allen, Giovanni Savino et Hampton C. Gabler. « Applicability Assessment of Active Safety Systems for Motorcycles Using Population-Based Crash Data : Cross-Country Comparison among Australia, Italy, and USA ». Sustainability 14, no 13 (21 juin 2022) : 7563. http://dx.doi.org/10.3390/su14137563.
Texte intégralRésumé :
The role of powered two-wheeler (PTW) transport from the perspective of a more sustainable mobility system is undermined by the associated high injury risk due to crashes. Motorcycle-based active safety systems promise to avoid or mitigate many of these crashes suffered by PTW riders. Despite this, most systems are still only in the prototype phase and understanding which systems have the greatest chance of reducing crashes is an important step in prioritizing their development. Earlier studies have examined the applicability of these systems to individual crash configurations, e.g., rear-end vs. intersection crashes. However, there may be large regional differences in the distribution of PTW crash configurations, motorcycle types, and road systems, and hence in the priority for the development of systems. The study objective is to compare the applicability of five active safety systems for PTWs in Australia, Italy, and the US using real-world crash data from each region. The analysis found stark differences in the expected applicability of the systems across the three regions. ABS generally resulted in the most applicable system, with estimated applicability in 45–60% of all crashes. In contrast, in 20–30% of the crashes in each country, none of the safety systems analyzed were found to be applicable. This has important implications for manufacturers and researchers, but also for regulators, which may demand country-specific minimum performance requirements for PTW active safety countermeasures.
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Will, Sebastian, Claudia Luger-Bazinger, Marcus Schmitt et Cornelia Zankl. « Towards the Future of Sustainable Mobility : Results from a European Survey on (Electric) Powered-Two Wheelers ». Sustainability 13, no 13 (25 juin 2021) : 7151. http://dx.doi.org/10.3390/su13137151.
Texte intégralRésumé :
Personal transport is of high importance in our society and the 2020 pandemic situation has reinforced this situation. At the same time, transport contributes to local emissions, which need to be reduced in the face of climate change. Changing from vehicles with internal combustion engines to light electric vehicles could be one promising approach. Therefore, we need to understand mobility patterns and attitudes towards E-mobility to create sustainable transport solutions that will be broadly accepted. An online survey with N = 432 participants across Europe was conducted. The majority of respondents came from Germany, followed by Italy, Austria and Sweden. Generally, cars are the main vehicle for personal transport. PTWs are used for commuting as well as leisure activity. Driving experience, easier parking and lower maintenance compared to cars are major reasons to choose a PTW. No differences between younger and elderly participants were observed. E-PTWs are primarily avoided due to high costs, range anxiety and expected problems with the charging infrastructure. To support sustainable mobility, these obstacles need to be overcome. One aspect is definitely the provision of better charging infrastructure or electric vehicles with increased range. Hence, given typical trip lengths and purposes, it might seem equally important to tackle prejudices and increase the knowledge about E-mobility with all its potential benefits in the population.
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Bracali, Andrea, et Niccolò Baldanzini. « Estimation of Head Accelerations in Crashes Using Neural Networks and Sensors Embedded in the Protective Helmet ». Sensors 22, no 15 (26 juillet 2022) : 5592. http://dx.doi.org/10.3390/s22155592.
Texte intégralRésumé :
Traumatic Brain Injuries (TBIs) are one of the most frequent and severe outcomes of a Powered Two-Wheeler (PTW) crash. Early diagnosis and treatment can greatly reduce permanent consequences. Despite the fact that devices to track head kinematics have been developed for sports applications, they all have limitations, which hamper their use in everyday road applications. In this study, a new technical solution based on accelerometers integrated in a motorcycle helmet is presented, and the related methodology to estimate linear and rotational acceleration of the head with deep Artificial Neural Networks (dANNs) is developed. A finite element model of helmet coupled with a Hybrid III head model was used to generate data needed for the neural network training. Input data to the dANN model were time signals of (virtual) accelerometers placed on the inner surface of the helmet shell, while the output data were the components of linear and rotational head accelerations. The network was capable of estimating, with good accuracy, time patterns of the acceleration components in all impact conditions that require medical treatment. The correlation between the reference and estimated values was high for all parameters and for both linear and rotational acceleration, with coefficients of determination (R2) ranging from 0.91 to 0.97.
Thèses sur le sujet "…Powered Two Wheeler (PTW)"
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Smaiah, Sarra. « Système de reconstruction de trajectoire pour véhicules deux roues motorisés ». Thesis, université Paris-Saclay, 2020. http://www.theses.fr/2020UPASS022.
Texte intégralRésumé :
Les conducteurs des véhicules deux roues motorisés sont considérés parmi les usagers de la route les plus vulnérables, comme en témoigne le nombre d'accidents, en augmentation chaque année. Le nombre important des décès relatifs aux véhicules seuls « sans tiers identifié » est lié à la perte de contrôle dans les virages. Ces travaux de thèse reposent sur une plate-forme moto instrumentée avec un système multi-capteurs. Nous avons proposé des algorithmiques pour reconstruire avec précision les trajectoires des motos lors de la négociation des virages. Ce système est destiné à évaluer et examiner de manière objective le comportement des conducteurs lors de prise de virages afin de mieux les former. L’objectif est de les amener à adopter une trajectoire de sécurité pour améliorer la sécurité routière. Les données nécessaires à la reconstruction de trajectoire sont acquises à l’aide d’une moto instrumentée embarquant plusieurs capteurs redondants (capteurs de référence et capteurs à faible coût) qui mesurent les actions du conducteur (roulis, direction) et le comportement de la moto (position, vitesse, accélération, odométrie, cap et attitude). Ce travail s’inscrit dans le cadre d’un projet ANR VIROLO ++. La solution que nous avons proposé a permis de reconstruire les trajectoires des motos dans les virages avec une précision acceptable. L'algorithme développé sera utilisé afin d'évaluer et examiner de manière objective la manière dont les conducteurs négocient les virages. Le système embarqué portant cet algorithme peut être utilisé pour la formation initiale et l’entraînement afin de mieux former les conducteurs de motos à estimer une trajectoire sûre et à assurer ainsi une sécurité lors de la prise de viragesThe drivers of Powered Two Wheels vehicles are considered among the most vulnerable road users, as attested by the number of crashes increasing every year. The significant part of mortalities related to single vehicle “without identifying a third party” is related to the loss of control in bends. These thesis work is based on an instrumented motorcycle platform with a multi-sensor system. We have proposed algorithms to accurately reconstruct motorcycle trajectories achieved when negotiating bends. This system is intended to objectively evaluate and examine the behavior of drivers when negotiating bends in order to better train them. The goal is to lead them to adopt a safe trajectory in order to improve the road safety. Data required for the trajectory reconstruction are acquired using an instrumented motorcycle embedding several redundant sensors (reference sensors and low-cost sensors) that measure the rider’s actions (roll, steering) and the motorcycle behavior (position, velocity, acceleration, odometry, heading and attitude). This work is a part of the ARN project VIROLO++. The solution we have proposed allows to reconstruct bikes trajectories in bends with acceptable accuracy. The developed algorithm will be used to objectively evaluate and examine how riders negotiate bends. The embedded system carrying this algorithm can be used for the initial training and retraining in order to better train motorcycle drivers to estimate a safe trajectory and thus ensure safety when taking bends
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Broughton, Paul Stephen. « Risk and enjoyment in powered two wheeler use ». Thesis, Edinburgh Napier University, 2007. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.506326.
Texte intégral
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Fouka, Majda Amina Aida. « Contributions for parametric identification and observation of powered two-wheeler vehicles ». Thesis, Université Paris-Saclay (ComUE), 2019. http://www.theses.fr/2019SACLE033/document.
Texte intégralRésumé :
Au cours des dernières années, la mobilité routière a été marquée par la croissance considérable du trafic des Véhicules à Deux-Roues Motorisés (V2RM), qui demeurant désormais le mode de déplacement le plus dominant et convoité, notamment pour les possibilités qu'il offre d'esquiver les embouteillages de trafic. Cependant, les conducteurs de deux-roues motorisés sont considérés comme les usagers de la route les plus vulnérables. En effet, le risque d'être tué dans un accident est 29 fois plus élevé pour un cyclomoteur que pour un conducteur de voiture de tourisme. Ce problème est d'autant plus important lors du freinage d'urgence ou lors de la prise de virage. Alors que les systèmes de sécurité passifs et actifs (ABS, ESP, ceintures de sécurité, airbags, etc.) développés en faveur des véhicules de tourisme ont amplement contribué à la diminution des risques sur la route, cependant, le retard dans le développement de ces systèmes pour les motos est considérable. Malgré quelques systèmes existants, les conducteurs de motos les utilisent mal ou pas du tout. Ceci est dû à une mauvaise formation et cela ne contribue donc pas à l'amélioration de leur sécurité. Par conséquent, il n'est pas anodin que ce retard, dans le développement des systèmes d'aide à la conduite, résonne avec un retard dans le développement des outils de recherches théoriques. L'objectif principal de la thèse est de concevoir des systèmes d'assistance à la conduite, ARAS (Advanced Rider Assistance Systems), pour les V2RM pouvant alerter ces conducteurs en amont des situations de conduite dangereuses. De nombreux défis sont encore ouverts en ce qui concerne la conception des systèmes ARAS comme l'accessibilité des états dynamiques et paramètres physiques des V2RM ainsi que la synthèse des indicateurs de risques en visitant tous les points d'intérêts. Nous nous intéressons alors à proposer des techniques d'estimation, tout en réduisant le nombre de capteurs et en contournant la problématique de non-mesurabilité de certains variables. Par ailleurs, la synthèse de ces approches répondant à certaines exigences (modélisation, structure simple, précision, instrumentation) constitue un défi supplémentaire. La première partie de thèse est consacrée aux algorithmes d'identification classiques. Ces techniques sont conçues pour estimer les paramètres physiques inconnus des modèles paramétriques des V2RM. La deuxième partie concerne des observateurs basés modèles. Pour cela, un observateur à entrées inconnues (UIO) pour reconstruire la dynamique de la direction en tenant compte de la géométrie de la route, et, un observateur interconnecté (IFO) pour l'estimation de la dynamique longitudinale et latéral, ont été proposées. Ensuite, nous nous sommes penchés sur des méthodes alternatives aux approches d'identification, notamment des techniques d'estimations basées identification capable à la fois d'estimer les états et les paramètres au même temps. À cette occasion, un observateur retardé à entrées inconnues pour les systèmes avec un degré relatif arbitraire (DUIO), et, un observateur de Luenberger adaptative (LAO) pour l'estimation des raideurs pneumatiques ont été développées. Les méthodes proposées nécessitent une combinaison simple de capteurs et prennent en compte des hypothèses réalistes telles que la variation de vitesse longitudinale. Tous ces travaux ont été validés à l'aide de BikeSim et/sur des données expérimentales. En outre, ce manuscrit introduit un algorithme d’auto-calibration pour l’alignement des unités de mesure inertielle (IMU). Une telle méthode d’auto-étalonnage s’applique aux boîtiers télématiques (e-Box) installés sur des véhicules à deux roues, dont les axes des IMU sont souvent mal alignés avec le repère référentielle du véhicule. La dernière partie de cette thèse traite des indicateurs objectifs (comportement sur/sous vireur de la moto et la distance de sortie de la voie de circulation) pour la quantification du risqueNowadays, Powered Two-Wheeled Vehicles (PTWV) are an increasingly popular means of transport in daily urban and rural displacements, especially for the possibilities it offers to avoid traffic congestion. However, riders are considered as the most vulnerable road users. In fact, the risk of being killed in an accident is $29$ times higher for a motorcycle than for a driver of a four wheeled vehicle. Therewith, the unstable nature of the PTWV makes them more susceptible to control loss. This problem is even more complex during emergency braking or on cornering maneuvers. As matter of fact, passive and active safety systems (Anti-Lock Braking (ABS), Electronic Stability Control (ESP), seat belts, airbags) developed in favour of passenger vehicles have largely contributed to the reduction of risks on the road. However, the delay in the development of security systems for motorcycles is notable. Moreover, despite some existing systems, motorcycle riders use them badly or they don't use them at all. Therefore, it is not trivial that this delay, in the development of Advanced Rider Assistance Systems (ARAS), coming from a delay in the development of theoretical and research tools. This thesis fits into the context of designing ARAS for PTWV that can alert riders upstream of dangerous driving situations. Our work deals with observation and identification techniques to estimate the PTWV dynamic states and physical parameters. These latter are fundamental for risk quantification in ARAS design and to assess the safety of the PTWV, which are the main focus of our research work. The first part of the thesis concerns classical identification techniques to estimate physical parameters of PTWV. The second part deals with model-based observers implemented to estimate the dynamic states of the PTWV. We proposed an unknown input observer (UIO) for steering and road geometry estimation and an interconnected fuzzy observer (IFO) for both longitudinal and lateral dynamics. An alternative methods for identification algorithms are observer based identifier which provide both parameters identification and states estimation. Therefore, a Luenberger adaptive observer (LAO) to estimate lateral dynamic states and pneumatic stiffness as well as a delayed unknown inputs observer (DUIO) with an arbitrary relative degree, have been developed in this thesis. As matter of fact, all these techniques allow to estimate the vehicle dynamics while reducing the number of sensors and overcoming the problem of non-measurable states and parameters. These proposed methods require a simple combination of sensors and take into account realistic assumption like the longitudinal speed variation. Among others, this manuscript introduces a self calibration algorithm for Inertial Measurement Units (IMUs) alignment. Such a self-calibration method is used for telematic boxes (e-Boxes) installed on two-wheeled vehicles, whose IMUs’ axes are often result not to be aligned with the vehicle reference system. Finally, objective indicators are setting up to quantify riding risks. These functions were studied for ARAS purpose. To highlight the performance of these approaches, we have acquired data from high-fidelity motorcycle simulator and also with data from real motorcycles. To sum up, a comparison tables are drawn up for all the presented approaches. The results of both the numerical simulations and the performed experimentations seem to be quite promising
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Prabhakar, Yadu. « Detection and counting of Powered Two Wheelers in traffic using a single-plane Laser Scanner ». Phd thesis, INSA de Rouen, 2013. http://tel.archives-ouvertes.fr/tel-00973472.
Texte intégralRésumé :
The safety of Powered Two Wheelers (PTWs) is important for public authorities and roadadministrators around the world. Recent official figures show that PTWs are estimated to represent only 2% of the total traffic but represent 30% of total deaths on French roads. However, as these estimated figures are obtained by simply counting the number plates registered, they do not give a true picture of the PTWs on the road at any given moment. This dissertation comes under the project METRAMOTO and is a technical applied research work and deals with two problems: detection of PTWsand the use of a laser scanner to count PTWs in the traffic. Traffic generally contains random vehicles of unknown nature and behaviour such as speed,vehicle interaction with other users on the road etc. Even though there are several technologies that can measure traffic, for example radars, cameras, magnetometers etc, as the PTWs are small-sized vehicles, they often move in between lanes and at quite a high speed compared to the vehicles moving in the adjacent lanes. This makes them difficult to detect. the proposed solution in this research work is composed of the following parts: a configuration to install the laser scanner on the road is chosen and a data coherence method is introduced so that the system is able to detect the road verges and its own height above the road surface. This is validated by simulator. Then the rawd ata obtained is pre-processed and is transform into the spatial temporal domain. Following this, an extraction algorithm called the Last Line Check (LLC) method is proposed. Once extracted, the objectis classified using one of the two classifiers either the Support Vector Machine (SVM) or the k-Nearest Neighbour (KNN). At the end, the results given by each of the two classifiers are compared and presented in this research work. The proposed solution in this research work is a propototype that is intended to be integrated in a real time system that can be installed on a highway to detect, extract, classify and counts PTWs in real time under all traffic conditions (traffic at normal speeds, dense traffic and even traffic jams).
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Blackman, Ross Alexander. « The increased popularity of mopeds and motor scooters : exploring usage patterns and safety outcomes ». Thesis, Queensland University of Technology, 2012. https://eprints.qut.edu.au/52685/1/Ross_Blackman_Thesis.pdf.
Texte intégralRésumé :
Increased use of powered two-wheelers (PTWs) often underlies increases in the number of reported crashes, promoting research into PTW safety. PTW riders are overrepresented in crash and injury statistics relative to exposure and, as such, are considered vulnerable road users. PTW use has increased substantially over the last decade in many developed countries. One such country is Australia, where moped and scooter use has increased at a faster rate than motorcycle use in recent years. Increased moped use is particularly evident in the State of Queensland which is one of four Australian jurisdictions where moped riding is permitted for car licence holders and a motorcycle licence is not required.
A moped is commonly a small motor scooter and is limited to a maximum design speed of 50 km/h and a maximum engine cylinder capacity of 50 cubic centimetres. Scooters exceeding either of these specifications are classed as motorcycles in all Australian jurisdictions.
While an extensive body of knowledge exists on motorcycle safety, some of which is relevant to moped and scooter safety, the latter PTW types have received comparatively little focused research attention. Much of the research on moped safety to date has been conducted in Europe where they have been popular since the mid 20th century, while some studies have also been conducted in the United States. This research is of limited relevance to Australia due to socio-cultural, economic, regulatory and environmental differences. Moreover, while some studies have compared motorcycles to mopeds in terms of safety, no research to date has specifically examined the differences and similarities between mopeds and larger scooters, or between larger scooters and motorcycles.
To address the need for a better understanding of moped and scooter use and safety, the current program of research involved three complementary studies designed to achieve the following aims: (1) develop better knowledge and understanding of moped and scooter usage trends and patterns; and (2) determine the factors leading to differences in moped, scooter and motorcycle safety.
Study 1 involved six-monthly observations of PTW types in inner city parking areas of Queensland’s capital city, Brisbane, to monitor and quantify the types of PTW in use over a two year period. Study 2 involved an analysis of Queensland PTW crash and registration data, primarily comparing the police-reported crash involvement of mopeds, scooters and motorcycles over a five year period (N = 7,347). Study 3 employed both qualitative and quantitative methods to examine moped and scooter usage in two components: (a) four focus group discussions with Brisbane-based Queensland moped and scooter riders (N = 23); and (b) a state-wide survey of Queensland moped and scooter riders (N = 192).
Study 1 found that of the PTW types parked in inner city Brisbane over the study period (N = 2,642), more than one third (36.1%) were mopeds or larger scooters. The number of PTWs observed increased at each six-monthly phase, but there were no significant changes in the proportions of PTW types observed across study phases. There were no significant differences in the proportions or numbers of PTW type observed by season.
Study 2 revealed some important differences between mopeds, scooters and motorcycles in terms of safety and usage through analysis of crash and registration data. All Queensland PTW registrations doubled between 2001 and 2009, but there was an almost fifteen-fold increase in moped registrations. Mopeds subsequently increased as a proportion of Queensland registered PTWs from 1.2 percent to 8.8 percent over this nine year period. Moped and scooter crashes increased at a faster rate than motorcycle crashes over the five year study period from July 2003 to June 2008, reflecting their relatively greater increased usage. Crash rates per 10,000 registrations for the study period were only slightly higher for mopeds (133.4) than for motorcycles and scooters combined (124.8), but estimated crash rates per million vehicle kilometres travelled were higher for mopeds (6.3) than motorcycles and scooters (1.7). While the number of crashes increased for each PTW type over the study period, the rate of crashes per 10,000 registrations declined by 40 percent for mopeds compared with 22 percent for motorcycles and scooters combined.
Moped and scooter crashes were generally less severe than motorcycle crashes and this was related to the particular crash characteristics of the PTW types rather than to the PTW types themselves. Compared to motorcycle and moped crashes, scooter crashes were less likely to be single vehicle crashes, to involve a speeding or impaired rider, to involve poor road conditions, or to be attributed to rider error. Scooter and moped crashes were more likely than motorcycle crashes to occur on weekdays, in lower speed zones and at intersections. Scooter riders were older on average (39) than moped (32) and motorcycle (35) riders, while moped riders were more likely to be female (36%) than scooter (22%) or motorcycle riders (7%). The licence characteristics of scooter and motorcycle riders were similar, with moped riders more likely to be licensed outside of Queensland and less likely to hold a full or open licence. The PTW type could not be identified in 15 percent of all cases, indicating a need for more complete recording of vehicle details in the registration data.
The focus groups in Study 3a and the survey in Study 3b suggested that moped and scooter riders are a heterogeneous population in terms of demographic characteristics, riding experience, and knowledge and attitudes regarding safety and risk. The self-reported crash involvement of Study 3b respondents suggests that most moped and scooter crashes result in no injury or minor injury and are not reported to police. Study 3 provided some explanation for differences observed in Study 2 between mopeds and scooters in terms of crash involvement. On the whole, scooter riders were older, more experienced, more likely to have undertaken rider training and to value rider training programs. Scooter riders were also more likely to use protective clothing and to seek out safety-related information.
This research has some important practical implications regarding moped and scooter use and safety. While mopeds and scooters are generally similar in terms of usage, and their usage has increased, scooter riders appear to be safer than moped riders due to some combination of superior skills and safer riding behaviour. It is reasonable to expect that mopeds and scooters will remain popular in Queensland in future and that their usage may further increase, along with that of motorcycles. Future policy and planning should consider potential options for encouraging moped riders to acquire better riding skills and greater safety awareness. While rider training and licensing appears an obvious potential countermeasure, the effectiveness of rider training has not been established and other options should also be strongly considered. Such options might include rider education and safety promotion, while interventions could also target other road users and urban infrastructure.
Future research is warranted in regard to moped and scooter safety, particularly where the use of those PTWs has increased substantially from low levels. Research could address areas such as rider training and licensing (including program evaluations), the need for more detailed and reliable data (particularly crash and exposure data), protective clothing use, risks associated with lane splitting and filtering, and tourist use of mopeds. Some of this research would likely be relevant to motorcycle use and safety, as well as that of mopeds and scooters.
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Attal, Ferhat. « Classification de situations de conduite et détection des événements critiques d'un deux roues motorisé ». Thesis, Paris Est, 2015. http://www.theses.fr/2015PEST1003/document.
Texte intégralRésumé :
L'objectif de cette thèse est de développer des outils d'analyse de données recueillies sur les deux roues motorisés (2RMs). Dans ce cadre, des expérimentations sont menées sur des motos instrumentés dans un contexte de conduite réelle incluant à la fois des conduites normales dites naturelles et des conduites à risques (presque chute et chute). Dans la première partie de la thèse, des méthodes d'apprentissage supervisé ont été utilisées pour la classification de situations de conduite d'un 2RM. Les approches développées dans ce contexte ont montré l'intérêt de prendre en compte l'aspect temporel des données dans la conduite d'un 2RM. A cet effet, nous avons montré l'efficacité des modèles de Markov cachés. La seconde partie de cette thèse porte sur le développement d'outils de détection et de classification hors ligne des évènements critiques de conduite, ainsi que, la détection en ligne des situations de chute d'un 2RM. L'approche proposée pour la détection hors ligne des évènements critiques de conduite repose sur l'utilisation d'un modèle de mélange de densités gaussiennes à proportions logistiques. Ce modèle sert à la segmentation non supervisée des séquences de conduite. Des caractéristiques extraites du paramètre du modèle de mélange sont utilisées comme entrées d'un classifieur pour classifier les évènements critiques. Pour la détection en ligne de chute, une méthode simple de détection séquentielle d'anomalies basée sur la carte de contrôle MCUSUM a été proposée. Les résultats obtenus sur une base de données réelle ont permis de montrer l'efficacité des méthodologies proposées à la fois pour la classification de situations de conduite et à la détection des évènements critiques de conduiteThis thesis aims to develop framework tools for analyzing and understanding the riding of Powered Two Wheelers (PTW). Experiments are conducted using instrumented PTW in real context including both normal (naturalistic) riding behaviors and critical riding behaviors (near fall and fall). The two objectives of this thesis are the riding patterns classification and critical riding events detection. In the first part of this thesis, a machine-learning framework is used for riding pattern recognition problem. Therefore, this problem is formulated as a classification task to identify the class of riding patterns. The approaches developed in this context have shown the interest to take into account the temporal aspect of the data in PTW riding. Moreover, we have shown the effectiveness of hidden Markov models for such problem. The second part of this thesis focuses on the development of the off-line detection and classification of critical riding events tools and the on-line fall detection. The problem of detection and classification of critical riding events has been performed towards two steps: (1) the segmentation step, where the multidimensional time of data were modeled and segmented by using a mixture model with quadratic logistic proportions; (2) the classification step, which consists in using a pattern recognition algorithm in order to assign each event by its extracted features to one of the three classes namely Fall, near Fall and Naturalistic riding. Regarding the fall detection problem, it is formulated as a sequential anomaly detection problem. The Multivariate CUmulative SUM (MCUSUM) control chart was applied on the data collected from sensors mounted on the motorcycle. The obtained results on a real database have shown the effectiveness of the proposed methodology for both riding pattern recognition and critical riding events detection problems
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Rowden, Peter John. « Development and formative evaluation of a motorcycle rider training intervention to address risk taking ». Thesis, Queensland University of Technology, 2012. https://eprints.qut.edu.au/64240/1/Peter_Rowden_Thesis.pdf.
Texte intégralRésumé :
The need to address on-road motorcycle safety in Australia is important due to the disproportionately high percentage of riders and pillions killed and injured each year. One approach to preventing motorcycle-related injury is through training and education. However, motorcycle rider training lacks empirical support as an effective road safety countermeasure to reduce crash involvement. Previous reviews have highlighted that risk-taking is a contributing factor in many motorcycle crashes, rather than merely a lack of vehicle-control skills (Haworth & Mulvihill, 2005; Jonah, Dawson & Bragg, 1982; Watson et al, 1996). Hence, though the basic vehicle-handling skills and knowledge of road rules that are taught in most traditional motorcycle licence training programs may be seen as an essential condition of safe riding, they do not appear to be sufficient in terms of crash reduction. With this in mind there is considerable scope for the improvement of program focus and content for rider training and education. This program of research examined an existing traditional pre-licence motorcycle rider training program and formatively evaluated the addition of a new classroom-based module to address risky riding; the Three Steps to Safer Riding program. The pilot program was delivered in the real world context of the Q-Ride motorcycle licensing system in the state of Queensland, Australia. Three studies were conducted as part of the program of research: Study 1, a qualitative investigation of delivery practices and student learning needs in an existing rider training course; Study 2, an investigation of the extent to which an existing motorcycle rider training course addressed risky riding attitudes and motives; and Study 3, a formative evaluation of the new program.
A literature review as well as the investigation of learning needs for motorcyclists in Study 1 aimed to inform the initial planning and development of the Three Steps to Safer Riding program. Findings from Study 1 suggested that the training delivery protocols used by the industry partner training organisation were consistent with a learner-centred approach and largely met the learning needs of trainee riders. However, it also found that information from the course needs to be reinforced by on-road experiences for some riders once licensed and that personal meaning for training information was not fully gained until some riding experience had been obtained. While this research informed the planning and development of the new program, a project team of academics and industry experts were responsible for the formulation of the final program. Study 2 and Study 3 were conducted for the purpose of formative evaluation and program refinement.
Study 2 served primarily as a trial to test research protocols and data collection methods with the industry partner organisation and, importantly, also served to gather comparison data for the pilot program which was implemented with the same rider training organisation. Findings from Study 2 suggested that the existing training program of the partner organisation generally had a positive (albeit small) effect on safety in terms of influencing attitudes to risk taking, the propensity for thrill seeking, and intentions to engage in future risky riding. However, maintenance of these effects over time and the effects on riding behaviour remain unclear due to a low response rate upon follow-up 24 months after licensing.
Study 3 was a formative evaluation of the new pilot program to establish program effects and possible areas for improvement. Study 3a examined the short term effects of the intervention pilot on psychosocial factors underpinning risky riding compared to the effects of the standard traditional training program (examined in Study 2). It showed that the course which included the Three Steps to Safer Riding program elicited significantly greater positive attitude change towards road safety than the existing standard licensing course. This effect was found immediately following training, and mean scores for attitudes towards safety were also maintained at the 12 month follow-up. The pilot program also had an immediate effect on other key variables such as risky riding intentions and the propensity for thrill seeking, although not significantly greater than the traditional standard training. A low response rate at the 12 month follow-up unfortunately prevented any firm conclusions being drawn regarding the impact of the pilot program on self-reported risky riding once licensed.
Study 3a further showed that the use of intermediate outcomes such as self-reported attitudes and intentions for evaluation purposes provides insights into the mechanisms underpinning risky riding that can be changed by education and training. A multifaceted process evaluation conducted in Study 3b confirmed that the intervention pilot was largely delivered as designed, with course participants also rating most aspects of training delivery highly.
The complete program of research contributed to the overall body of knowledge relating to motorcycle rider training, with some potential implications for policy in the area of motorcycle rider licensing. A key finding of the research was that psychosocial influences on risky riding can be shaped by structured education that focuses on awareness raising at a personal level and provides strategies to manage future riding situations. However, the formative evaluation was mainly designed to identify areas of improvement for the Three Steps to Safer Riding program and found several areas of potential refinement to improve future efficacy of the program. This included aspects of program content, program delivery, resource development, and measurement tools. The planned future follow-up of program participants' official crash and traffic offence records over time may lend further support for the application of the program within licensing systems. The findings reported in this thesis offer an initial indication that the Three Steps to Safer Riding is a useful resource to accompany skills-based training programs.
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Gille, Laure-Anne. « Caractérisation physique et perceptive de différentes compositions de trafic routier urbain pour la détermination d'indicateurs de gêne en situation de mono-exposition et de multi-exposition ». Thesis, Lyon, 2016. http://www.theses.fr/2016LYSET005/document.
Texte intégralRésumé :
Le bruit de la circulation routière, et en particulier le bruit des deux-roues motorisés, constituent une importante source de gêne sonore. Afin d’estimer l’exposition sonore dans les villes de plus 100 000 habitants, la directive européenne 2002/49/CE impose la réalisation de cartes de bruit stratégiques, basées sur l’indice Lden. Cet indice est également utilisé dans des relations exposition-réponse, afin de prédire les pourcentages de personnes gênées, notamment par le bruit du trafic routier. En couplant les cartes de bruit stratégiques et ces relations exposition-réponse, des cartes de gêne pourraient être établies. Toutefois, la pertinence de cet indice pour prédire la gêne due au bruit en milieu urbain est souvent remise en cause, car de nombreux facteurs acoustiques influents (e.g. les caractéristiques spectrales et temporelles) ne sont pas pris en compte par cet indice. Cette thèse vise à améliorer la caractérisation de la gêne due au bruit de trafic routier urbain en considérant différentes compositions de trafic et la présence des deux-roues motorisés. Dans ce but, des expériences sont menées en conditions contrôlées. Une première étude a porté sur l’influence de plusieurs facteurs acoustiques relatifs aux périodes de calme et aux bruits de passage de véhicules sur la gêne due au bruit de trafic routier urbain. Cette étude a conclu à l’influence de la présence de périodes de calme et du nombre de véhicules au sein du trafic routier urbain et à l’absence d’influence de l’ordre des véhicules routiers, de la position et de la durée des périodes de calme. Ces résultats ont été utilisés afin de mener la caractérisation physique et perceptive de différentes compositions de trafic routier urbain. La régression multi-niveau a été utilisée pour calculer la gêne, en considérant 1) des facteurs acoustiques influents à l’aide de combinaisons pertinentes d’indices et 2) un facteur non acoustique : la sensibilité au bruit. Dans les villes, le bruit routier est souvent entendu en situation de multi-exposition avec d’autres bruits. Dans le cadre de ces travaux de thèse, les situations de multi-exposition aux bruits routier et d’avion ont été étudiées. Pour cela, un travail semblable à celui mené pour le bruit de trafic routier urbain a été mené pour le bruit d’avion conduisant également à des combinaisons pertinentes d’indices. En vue de caractériser les gênes dues aux bruits de trafic routier et d’avion pour des situations de multi-exposition sonore, les données des précédentes expériences ainsi que celles d’une expérience conduite en situation de multi-exposition à ces bruits combinés ont été utilisées au travers d’une régression multi-niveau adaptée, comme cela a pu être mené dans la littérature. La régression multi-niveau a ainsi permis la proposition de modèles de gêne pour chaque source de bruit. Puis, la gêne totale due à des situations de multi-exposition à ces bruits a été étudiée, afin de mettre en évidence les phénomènes perceptifs mis en jeu. Des modèles de gêne totale ont été proposés, en utilisant les modèles de gêne due à chaque source. Enfin, les modèles de gêne obtenus pour chaque source et les modèles de gêne totale ont été confrontés aux données d’une enquête socio-acoustique. A cet effet, une méthodologie a été proposée afin d’estimer les différents indices des modèles à partir des valeurs du Lden, issues de cartes de bruit et utilisées pour définir l’exposition au bruit des personnes enquêtées. Cette confrontation a montré que les modèles proposés à partir d’expériences menées en laboratoire et couplés à la méthodologie d’estimation des indices à partir des valeurs du Lden permettent une bonne prédiction de la gêne in situRoad traffic noise, and in particular powered two-wheeler noise, constitute an important source of noise annoyance. In order to estimate the noise exposure in cities of more than 100 000 inhabitants, the European directive 2002/49/EC requires the elaboration of strategic noise maps, based on the Lden index. This index is also used in exposureresponse relationships, to predict the percentages of annoyed people, by road traffic noise for example. By coupling strategic noise maps and these exposure-response relationships, noise annoyance maps could be established. The relevance of this index to predict noise annoyance in cities is however often questioned, since many influential acoustical factors (e.g. spectral and temporal features) are not considered by this index. The aim of this thesis is to enhance the characterization of noise annoyance due to different compositions of urban road traffic including powered two-wheelers. To achieve this goal, experiments were carried out under controlled conditions. A first study concerned the influence of several acoustical features related to quiet periods and vehicle pass-by noises on the annoyance due to urban road traffic noise. This study demonstrated the influence of the presence of quiet periods and of the number of vehicles within the urban road traffic and to the absence of the influence of the order of the vehicle pass-by noises, the position and duration of quiet periods. These results were used to carry out the physical and perceptual characterization of different compositions of urban road traffic noise. Multilevel regression was used to calculate noise annoyance, by coupling combinations of indices relating to influential acoustical features and an individual factor: noise sensitivity. In cities, road traffic noise is often combined with other noises. In the framework of this thesis, noise exposure to road traffic noise combined with aircraft noise was studied. Therefore, the same work as the one performed for urban road traffic noise was carried out for aircraft noise, leading also to relevant combinations of noise indices. In order to characterize annoyances due to road traffic noise and to aircraft noise in a combined exposure situation, data from the previous experiments and from an experiment dealing with these combined noises were used through an appropriate multilevel regression, as done in literature. The regression allows annoyance models for each noise source to be proposed. Then, total annoyance due to combined noises was studied, in order to highlight the perceptual phenomena related to the combined exposure. Total noise annoyance models were proposed, using proposed annoyance model of each noise source. Finally, these single source annoyance models and total annoyance models were tested using data of a socio-acoustic survey. To do this, a methodology has been proposed to estimate the different indices involved in the annoyance models, from the Lden values obtained from the strategic noise maps and used to define the noise exposure of the respondents. This confrontation showed that the models proposed on the basis of experiments carried out under laboratory conditions and coupled with a methodology of estimation of the noise indices from Lden values, enabled a good prediction of in situ annoyance
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Grassi, Alessandro. « Belted Safety Jacket : a new concept in motorcycle passive safety ». Doctoral thesis, 2018. http://hdl.handle.net/2158/1128888.
Texte intégralRésumé :
This study aims to deepen previous knowledge in Powered Two-Wheeler passive safety with an innovative approach in this field, capable to systematically explore all possible design solutions, in order to find new devices/systems able to increase rider's safety. This research results of fundamental importance because in the last years, in Italy, in Europe and in the rest of the world, the Powered Two-Wheelers (PTWs) circulating park has constantly increased. This phenomenon was strictly linked to the user's unremitting demand for mobility. Motorcycles, scooters and mopeds specifically play a significant role in cities around the world, where traffic congestion and parking spaces represent a relevant daily problem. However, PTWs inherent instability and the absence of passive safety protective devices or structures represent a challenge for road safety. Riders are at far more risk than car drivers per kilometer covered in terms of fatalities and severe injuries compared with car occupants. Moreover, although the holistic approach to safety includes different factors (e.g. safe road, improved user training, safe vehicle, etc.), protective systems are still a cornerstone to ensure more tolerance in case of riders' or other road users' errors. For this reason, ensuring safer vehicles equipped with more protective devices could help to improve the motorcyclist’s safety.
• Chapter 1 presents, in the first part, a little review of the new approach to the transport safety system carried out, in the last years, by the main social institutions operating in this sector, and in the second part a statistical overview of the accident trends in the world and in specific in Europe.
• Chapter 2 describes the most important parts of the reference standard (ISO 13232), used to test and assess a new protective device fitted to motorcycles and it introduces the injury mechanisms and the most common injury indexes.
• Chapter 3 represents the backbone of this work and it comprises several activities: the first one is the analysis of the state of the art, carried out to understand previous research works in this sector, what is missing and where research is heading; the second one aims to understand the rider's needs, in order to translate them in device features and selection/decision criteria; the third one is the implementation of a map of possible problem solutions (NoP) using TRIZ and OTSM tools; the last one is the selection of the best solution among those found.
• Chapter 4 presents the solution chosen and the F.E model of the device derived from it. This is integrated within PTW, car, dummy and helmet models into a specific crash test configuration to evaluate its rider's injury reduction capability. It also reports the implementation of a full factorial design to understand: possible device geometrical features interactions and the possibility to install the device on other PTWs. The last activity is the device geometrical optimization setup, carried out to find the best device configuration.
• Chapter 5 shows how to apply the ISO 13232 methodology to an European Powered Two-Wheelers (PTWs) accidentological database, to verify if the set of the seven most relevant configurations, proposed by the ISO standard, does correspond to the most representative European accident scenarios. After this analysis, they are described the new indexes for the configurations and their speeds assessment, and finally, it is presented the impact configurations set emerged from the accidentological databases analysis.
• Chapter 6, the final chapter, reports and analyzes the numerical simulation of the device into the new impact configurations set. A bio-mechanical indexes comparison for each configuration, with and without the device fitted on PTW-rider, is presented to understand the protection offered by the designed device.
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SAVINO, GIOVANNI. « Development of the Autonomous Braking for Powered Two Wheeler Application ». Doctoral thesis, 2009. http://hdl.handle.net/2158/596158.
Texte intégralLivres sur le sujet "…Powered Two Wheeler (PTW)"
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Saunders, Roger. Age factors in powered two-wheeler vehicle road accidents. Poole : Dorset Institute, 1987.
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Maggiore, Michele. Gravitational Waves. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780198570899.001.0001.
Texte intégralRésumé :
A comprehensive and detailed account of the physics of gravitational waves and their role in astrophysics and cosmology. The part on astrophysical sources of gravitational waves includes chapters on GWs from supernovae, neutron stars (neutron star normal modes, CFS instability, r-modes), black-hole perturbation theory (Regge-Wheeler and Zerilli equations, Teukoslky equation for rotating BHs, quasi-normal modes) coalescing compact binaries (effective one-body formalism, numerical relativity), discovery of gravitational waves at the advanced LIGO interferometers (discoveries of GW150914, GW151226, tests of general relativity, astrophysical implications), supermassive black holes (supermassive black-hole binaries, EMRI, relevance for LISA and pulsar timing arrays). The part on gravitational waves and cosmology include discussions of FRW cosmology, cosmological perturbation theory (helicity decomposition, scalar and tensor perturbations, Bardeen variables, power spectra, transfer functions for scalar and tensor modes), the effects of GWs on the Cosmic Microwave Background (ISW effect, CMB polarization, E and B modes), inflation (amplification of vacuum fluctuations, quantum fields in curved space, generation of scalar and tensor perturbations, Mukhanov-Sasaki equation,reheating, preheating), stochastic backgrounds of cosmological origin (phase transitions, cosmic strings, alternatives to inflation, bounds on primordial GWs) and search of stochastic backgrounds with Pulsar Timing Arrays (PTA).
Chapitres de livres sur le sujet "…Powered Two Wheeler (PTW)"
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« Powered two-wheeler crash characteristics ». Dans ITF Research Reports, 51–72. OECD, 2015. http://dx.doi.org/10.1787/9789282107942-4-en.
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Chang, Fangrong, Helai Huang et Md Mazharul Haque. « Powered Two- and Three-Wheeler Safety ». Dans International Encyclopedia of Transportation, 443–50. Elsevier, 2021. http://dx.doi.org/10.1016/b978-0-08-102671-7.10156-3.
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« Powered two-wheeler fleet and usage ». Dans ITF Research Reports, 27–50. OECD, 2015. http://dx.doi.org/10.1787/9789282107942-3-en.
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« Motorcyclists and Riders of Other Powered Two-Wheelers (PTWs) ». Dans Traffic Safety and Human Behavior, 927–82. Emerald Publishing Limited, 2017. http://dx.doi.org/10.1108/978-1-78635-221-720162016.
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« Factors contributing to powered two-wheeler crashes and their severity ». Dans ITF Research Reports, 73–91. OECD, 2015. http://dx.doi.org/10.1787/9789282107942-5-en.
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« Specific powered two-wheeler issues in low- and middle-income countries ». Dans ITF Research Reports, 155–73. OECD, 2015. http://dx.doi.org/10.1787/9789282107942-10-en.
Texte intégralActes de conférences sur le sujet "…Powered Two Wheeler (PTW)"
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Sætren, Gunhild Birgitte, Jan Petter Wigum et Petter Helmersen Bogfjellmo. « A qualitative study of the rider training system for younger riders in powered two-wheelers (PTW) class AM146 and A1, and its effect on risk. » Dans Proceedings of the 29th European Safety and Reliability Conference (ESREL). Singapore : Research Publishing Services, 2019. http://dx.doi.org/10.3850/978-981-11-2724-3_0141-cd.
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Moreno Giner, David, Alessandro Toso, Nicola Cofelice et Jian Kang. « Motorcycle Dynamics in Virtual.Lab Motion ». Dans ASME 2010 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/detc2010-29067.
Texte intégralRésumé :
Multibody dynamics is an important tool for virtual prototyping of Powered Two Wheelers (PTW), where it can be very useful to analyze/predict their behavior. However, the development of the multibody model and the definition of the different simulation cases are often very time consuming. With the aim of reducing the time of the simulation process, a new set of tools called “Virtual.Lab Motorcycle” has been developed in the multi-body dynamics code LMS Virtual.Lab Motion. A graphic interface allows the user to easily create a motorcycle model. By substituting the tire/ground contact with actuators, the user can also set up a virtual test rig for ride, comfort, durability analysis and reverse load-identification. The application provides the possibility to simulate the motorcycle response both on the road and on the virtual test rig. The interface and the main structure of the application are explained here and first results are presented.
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RAGNOLI, ANTONELLA, MARIA VITTORIA CORAZZA, PAOLA DI MASCIO et ANTONIO MUSSO. « MAINTENANCE PRIORITY ASSOCIATED WITH POWERED TWO-WHEELER SAFETY ». Dans URBAN TRANSPORT 2017. Southampton UK : WIT Press, 2017. http://dx.doi.org/10.2495/ut170391.
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Kumar, Sachin, Bharti Sharma et Marina I. Nezhurina. « Responsible Factors of Powered Two Wheeler Accidents : A Review ». Dans 2018 International Conference on Research in Intelligent and Computing in Engineering (RICE). IEEE, 2018. http://dx.doi.org/10.1109/rice.2018.8509039.
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Valtolina, Stefano, Sara Vanzi, Roberto Montanari, Luca Minin et Stefano Marzani. « Design of Warning Delivery Strategies in Advanced Rider Assistance Systems ». Dans ASME 2011 World Conference on Innovative Virtual Reality. ASMEDC, 2011. http://dx.doi.org/10.1115/winvr2011-5548.
Texte intégralRésumé :
European statistics show that motorbikes road accidents are extremely high and the reduction of such accidents is one of the main concern for the European community. Advanced Driver Assistance Systems are safety electronic systems used to assist the driver in avoiding risks and road accidents, by means of warnings sent before the situation becomes critical. The use of such systems in motorcycle context is currently lacking due to numerous variables that it is necessary to consider for making sure the riding. This paper presents an innovative research for the safety improvement of Powered-Two-Wheelers (PTW) by means of the development of effective and rider-friendly interfaces and interaction elements for the on-bike assistance systems. In particular, the paper presents the experimental results on comfort and safety aspects of two advanced rider assistance systems: the Frontal Collision Warning (FCW) and the Lane Change Support (LCS). The study starts from analyzing results of motorcycle simulator tests performed in 3D Virtual Reality environments which aim is to find recursive rider’s behavior patterns in FCW and LCS situations according to different multimodal type of warnings (visual, audio and haptic). Afterward, the paper presents three different machine learning models, Hidden Markov Models, Support Vector Machines and Artificial Neural Networks, that have been considered for simulating the riders’ behavior patterns according to the reaction time needful for avoiding a front collision. These simulation behavior models enabled to design a warning delivery strategy for apprising the rider of possible dangerous situations due to front collisions. Finally, the paper describes how this warning delivery strategy has been implemented in a HMI (Human Machine Interface) installed on motorbikes. This HMI is thought to offer an effective FCW system based on an understandable but, at the same time, discreet and unobtrusive rider-friendly solution.
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Vincenzo, Manzoni,. « The Implementation of the Safespot Architecture on a Powered Two-Wheeler Vehicle ». Dans Control in Transportation Systems, sous la direction de Chassiakos, Anastasios, chair De Schutter, et Ioannou, Petros. Elsevier, 2009. http://dx.doi.org/10.3182/20090902-3-us-2007.00067.
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Toman, Premysl, Josef Svoboda et Jaroslav Pinkas. « Study of riding specifics of the electric and conventional powered two-wheeler users ». Dans 2021 Smart City Symposium Prague (SCSP). IEEE, 2021. http://dx.doi.org/10.1109/scsp52043.2021.9447401.
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Lich, Thomas, Girikumar Kumaresh et Joerg Moennich. « Benefit Estimation of Anti-Lock Braking System for Powered Two Wheeler On Indian Highways ». Dans Symposium on International Automotive Technology 2015. 400 Commonwealth Drive, Warrendale, PA, United States : SAE International, 2015. http://dx.doi.org/10.4271/2015-26-0167.
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Chen, Jiguang, Miao Lin et Liang Hou. « Accident Scenario Analysis of Passenger Car to Powered Two-Wheeler Accident Based on China In-Depth Accident Study ». Dans Sixth International Conference on Transportation Engineering. Reston, VA : American Society of Civil Engineers, 2020. http://dx.doi.org/10.1061/9780784482742.045.
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Wigum, Jan Petter, Petter Helmersen Bogfjellmo et Gunhild Brigitte Sætren. « Test-Oriented Rider Training and its Effect on Safety for Powered Two-Wheeler Classes in Norway – A Qualitative Study ». Dans Proceedings of the 29th European Safety and Reliability Conference (ESREL). Singapore : Research Publishing Services, 2020. http://dx.doi.org/10.3850/978-981-14-8593-0_3689-cd.
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