Evolution of Motorcycles Safety Standards in the EU: A Historical Overview

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Delve into the historical development of safety standards for motorcycles in the EU, tracing back from past initiatives to the current ASEP-16-09 protocol. Explore the progression towards dynamic limits, partial load considerations, and the transition from ASEP to RD-ASEP. Discover the challenges faced and advancements made in ensuring motorcycle safety through regulatory frameworks.

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IWG ASEP 07 Nov 2023

History: looking back 2016 GRB-64-16 (FR): Questionnaire: R51/03 needs work, R41/04 not IMMA trigger to start working on ASEP 2017 EU COM report on L-cat L_Urban limits study GRB-66-12 (DE): Grey areas of EU/UN regs ASEP-06-05: IWG ASEP requesting L-cat to consider model approach 2018 GRBP-69-13: IMMA wants quick action closing grey zones , consider model later ASEP-12-07Rev2: IMMA concept RD-ASEP 2019 GRBP-71-19Rev1 and GRBP-71-25: 2-step approach for L-cat + IMMA concept ASEP-16-09: IMMA sound expectation model considerations: GRBP/2020/9 and GRBP-72-05: RD-ASEP step 1 adopted as R41/05 2020 Difficult to apply to L-cat due to: - wide variation in tyre rolling, - CVT-DCTnot possible, - different load-depending dynamic - No correlation v * a / sound for MC - R41 specificS (PP) 2021 EU COM 2nd report on L-cat L_Urban limits study 2022 GRBP-77-27Rev1: GRBP priorities, IWG ASEP re-start in 2023 2023 2

ASEP Step 1: from R41/04 ASEP to R41/05 RD-ASEP GRBP-71-19Rev1: R41/04 ASEP R41/05 RD-ASEP Speed range 20 80 km/h 10 100km/h (for PMR 150) 3.4 * PMR-0.33 * (S nidle) +nidle Max rpm 0,8 x S (= increased) Gears tested Fixed gear (not including 1st) Any gear (including 1st) Throttle operation (between AA & BB ) WOT only Any constant throttle Approach (pre AA ) Constant speed Any approach (constant speed, acceleration, deceleration) Applicability All (PMR>50) All (PMR>50) ASEP limits Established for R41/04 based on fleet data Established for R41/04 based on fleet data 3

Partial load R51/03 supplement 7 includes dynamic limits depending on (i.e) load (Supplement 7 is in test phase until July 2024) However, due to different characteristics (exposed mechanics, less tyre noise component, different driveline, ) partial load limits has fewer benefits for Motorcycles. From ASEP-16-09 (2020): R41/04 ASEP vs. R41/05 RD-ASEP R41/05 RD-ASEP R41/04 ASEP 4

Partial load Difference between 50% load (measured) and WOT (calculated from logarithmic trendline based on WOT measurements) only vehicles without exhaust flexibilities: 52% of measured vehicles have a WOT sound level less than 2db higher than that of 50% load (average per vehicle) 78% of measured vehicles have a WOT sound level less than 3db higher than that of 50% load 3db (average per vehicle) Biggest gap is for vehicles with low max sound level: 50% load <-> WOT sound level varies depending on PMR, vehicle type, transmission type, engine type Some vehicles have a consistent gap across rpm range, some have large variations Some vehicles have 50% load sound values very similar to those for WOT = no one size fits all behavior 5

Partial load Some examples (one graph = one vehicle): Different characteristics depending on PMR, transmission type, engine type, Variations of 2~3dB possible at same Rpm from different exit Rpms/ gear 6

ASEP Step 2: Identification of potential improvements Current situation: the R41/04 and R41/05 limit line for rpm over nwot,(i) Lwot,(i)+ (5 * (nPP' nwot,(i)) / 1,000) + 3 (for nPP' nwot,(i)) is not coherent with the natural sound emission behaviour of the motorcycle: R51/03 Supplement 7: The formulas for (i.a) power train mechanic sounds acknowledges a logarithmic trend with Rpm: 7

ASEP Step 2 proposal Similar to how the R41/04 ASEP limit line was established and inspired by the principles of the sound expectation model of R51 RD-ASEP, a best fit curve was developed based on non-offending vehicle fleet data. Only vehicles without flexibilities in the exhaust were used. Current R41/05 limit The formula for nPP < nwot,(i) is unchanged min function to guarantee that new ASEP limit is at never higher than current limit New limit respecting natural sound emission behavior Special consideration for low PMR vehicles with a wide rpm band 8