改性聚酰亚胺在摩托车中的应用

本研究选择了改性聚酰亚胺、改性聚甲醛、改性尼龙三种材料应用于摩托车衬套制品,进行了对比试验,结果表明:采用改性聚酰亚胺的衬套具有强度高、耐磨损、尺寸稳定性好等特点,完全达到该产品设计的要求。     

摩托车超越离合器本体的精密锻造工艺研究

通过中间预制坯形状和尺寸的合理设计、采用合适的冷挤压模具结构,用温/冷复合成形工艺进行了摩托车超越离合器本体内孔型腔的精密成形.采用该工艺生产的超越离合器本体精锻件,其内孔型腔不仅表面光洁度高、尺寸精度高,而且内孔型腔不再后续机械加工就可以达到超越离合器本体的设计要求,因此具有显著的节能、节材效果,经济效益十分显著.从1996年至今500万余件的生产实践表明,采用冷/温复合成形工艺是生产摩托车超越离合器本体的一种高效加工工艺.     

The contribution of visual and proprioceptive information to the perception of leaning in a dynamic motorcycle simulator

Compared with driving or flight simulation, little is known about self-motion perception in riding simulation. The goal of this study was to examine whether or not continuous roll motion supports the sensation of leaning into bends in dynamic motorcycle simulation. To this end, riders were able to freely tune the visual scene and/or motorcycle simulator roll angle to find a pattern that matched their prior knowledge. Our results revealed idiosyncrasy in the combination of visual and proprioceptive information. Some subjects relied more on the visual dimension, but reported increased sickness symptoms with the visual roll angle. Others relied more on proprioceptive information, tuning the direction of the visual scenery to match three possible patterns. Our findings also showed that these two subgroups tuned the motorcycle simulator roll angle in a similar way. This suggests that sustained inertially specified roll motion have contributed to the sensation of leaning in spite of the occurrence of unexpected gravito-inertial stimulation during the tilt. Several hypotheses are discussed.

Practitioner Summary: Self-motion perception in motorcycle simulation is a relatively new research area. We examined how participants combined visual and proprioceptive information. Findings revealed individual differences in the visual dimension. However, participants tuned the simulator roll angle similarly, supporting the hypothesis that sustained inertially specified roll motion contributes to a leaning sensation.     

Survey of head,helmet and headform sizes related to motorcycle helmet design

A test rig was built to measure rapidly and store on computer files the size and shape of human heads. The dimensions measured are specifically related to the areas protected by motor-cyclists' safety helmets. A survey of over 500 motor-cyclists and young adults was carried out, from which a statistical analysis of single size parameters, and of the correlation between pairs of parameters, was performed. These data were compared with the sizes and shapes of helmets available on the UK market. It was concluded that the current range of sizes is far from ideal, and suggestions for a better range of sizes are made.     

Motorcyclists’ speed and “looked-but-failed-to-see” accidents

Previous research on motorcycle crashes has shown the frequency and severity of accidents in which a non-priority road user failed to give way to an approaching motorcyclist without seeing him/her, even though the road user had looked in the approaching motorcycle's direction and the motorcycle was visible. These accidents are usually called “looked-but-failed-to-see” (LBFS) accidents. This article deals with the effects that the motorcyclist's speed has in these accidents. It is based on the in-depth study and precise kinematic reconstruction of 44 accident cases involving a motorcyclist and another road user, all occurring in intersections. The results show that, in urban environments, the initial speeds of motorcyclists involved in “looked-but-failed-to-see” accidents are significantly higher than in other accidents at intersections. In rural environments, the difference in speed between LBFS accidents and other accidents is not significant, but further investigations would be necessary to draw any conclusions. These results suggest that speed management, through road design or by other means, could contribute to preventing “looked-but-failed-to-see” motorcycle accidents, at least in urban environments.     

Does an on-road motorcycle coaching program reduce crashes in novice riders? A randomised control trial

ObjectivesMotorcycle riding is increasing globally and confers a high risk of crash-related injury and death. There is community demand for investment in rider training programs but no high-quality evidence about its effectiveness in preventing crashes. This randomised trial of an on-road rider coaching program aimed to determine its effectiveness in reducing crashes in novice motorcycle riders.MethodsBetween May 2010 and October 2012, 2399 newly-licensed provisional riders were recruited in Victoria, Australia and completed a telephone interview before randomisation to intervention or control groups. Riders in the intervention group were offered an on-road motorcycle rider coaching program which involved pre-program activities, 4 h riding and facilitated discussion in small groups with a riding coach. Outcome measures were collected for all participants via telephone interviews at 3 and 12 months after program delivery (or equivalent for controls), and via linkage to police-recorded crash and offence data. The primary outcome was a composite measure of police-recorded and self-reported crashes; secondary outcomes included traffic offences, near crashes, riding exposure, and riding behaviours and motivations.ResultsFollow-up was 89% at 3 months and 88% at 12 months; 60% of the intervention group completed the program. Intention-to-treat analyses conducted in 2014 indicated no effect on crash risk at 3 months (adjusted OR 0.90, 95% CI: 0.65–1.27) or 12 months (adjusted OR 1.00, 95% CI: 0.78–1.29). Riders in the intervention group reported increased riding exposure, speeding behaviours and rider confidence.ConclusionsThere was no evidence that this on-road motorcycle rider coaching program reduced the risk of crash, and we found an increase in crash-related risk factors.     

Some factors affecting motorcyclists' conspicuity

Three experiments examined some of the factors that might affect motorcyclists' conspicuity to other road users. In each case, subjects saw a sequence of slides showing traffic, some of which contained a motorcyclist. A record was taken of their reaction times to decide whether or not a motorcyclist was present in each slide. Experiments 1 and 2 examined the effects on conspicuity of headlight use, type of clothing, distance of motorcyclist from viewer, and driving situation (urban or semi-rural). Experiment 3 looked more closely at environmental influences on motorcyclist conspicuity, systematically varying the level of background ‘clutter’ behind the motorcyclist. All three experiments indicate that the effectiveness of the conspicuity aids used, especially clothing, may depend on the situation in which the motorcyclist was located: bright clothing and headlight use may not be infallible aids to conspicuity. Brightness contrast between the motorcyclist and the surroundings may be more important as a determinant of conspicuity than the motorcyclist's brightness per se. Motorcyclists' conspicuity is a more complex issue than has hitherto been acknowledged.     

How similar are two-unit bicycle and motorcycle crashes?

This paper explores the similarities and differences between bicycle and motorcycle crashes with other motor vehicles. If similar treatments can be effective for both bicycle and motorcycle crashes, then greater benefits in terms of crash costs saved may be possible for the same investment in treatments. To reduce the biases associated with under-reporting of these crashes to police, property damage and minor injury crashes were excluded. The most common crash type for both bicycles (31.1%) and motorcycles (24.5%) was intersection from adjacent approaches. Drivers of other vehicles were coded most at fault in the majority of two-unit bicycle (57.0%) and motorcycle crashes (62.7%). The crash types, patterns of fault and factors affecting fault were generally similar for bicycle and motorcycle crashes. This confirms the need to combat the factors contributing to failure of other drivers to yield right of way to two-wheelers, and suggest that some of these actions should prove beneficial to the safety of both motorized and non-motorized two-wheelers. In contrast, child bicyclists were more often at fault, particularly in crashes involving a vehicle leaving the driveway or footpath. The greater reporting of violations by riders and drivers in motorcycle crashes also deserves further investigation.     

Modeling offenses among motorcyclists involved in crashes in Spain

In relative terms, Spanish motorcyclists are more likely to be involved in crashes than other drivers and this tendency is constantly increasing. The objective of this study is to identify the factors that are related to being an offender in motorcycle accidents. A binary logit model is used to differentiate between offender and non-offender motorcyclists. A motorcyclist was considered to be offender when s/he had committed at least one traffic offense at the moment previous to the crash. The analysis is based on the official accident database of the Spanish general directorate of traffic (DGT) for the 2003–2008 time period. A number of explanatory variables including motorcyclist characteristics and environmental factors have been evaluated. The results suggest that inexperienced, older females, not using helmets, absent-minded and non-fatigued riders are more likely to be offenders. Moreover, riding during the night, on weekends, for leisure purposes and along roads in perfect condition, mainly on curves, predict offenses among motorcyclists. The findings of this study are expected to be useful in developing traffic policy decisions in order to improve motorcyclist safety.     

CF250T摩托车排放净化低成本实用技术的研究

CF250T摩托车不采用电控燃油喷射、催化触媒等价格较为昂贵的技术,而代之以改进燃烧室、内部废气再循环、二次进气等改动小、成本低的实用化措施,也能达到国内现行的欧Ⅱ排放标准,大大降低整车成本的目的,具有较大的经济效益和社会效益。