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RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology1 Mobilität
• Motorcycles have the highest technical potential of noise emission (figure 1),
• Motorcycles do not contribute significantly to the Leq in agglomerations and even on rural roads (figures 2, 3 and 4), but their annoyance potential at the boundaries of urban locations is high. This annoyance is not only related to the use of illegal exhaust systems but also to single events with high accelerations and high engine speeds that can lead to noise levels of up to 90 dB(A) even for a non modified motorcycle (figures 5, 6 and 7).
• The measurement method of the new ISO 362 standard for cars and motorcycles is Leq based. This is adequate for cars but not for motorcycles.
• First investigations show that the acceleration values of ISO 362 new are in line with practical use (figure 8) but that the engine speeds during the tests are significantly lower than the engine speeds used in real traffic (figure 9).
• ECE R40 (exhaust emission measurement procedure) is currently been updated (by WMTC, a subgroup of GRPE). The already agreed gearshift prescriptions result in higher engine speeds during the driving cycles than those of the new ISO 362 standard (figure 9).
• For an amendment of ECE R41 a measurement method that better reflects the most annoying conditions in real traffic would be more adequate. One possible solution is the adaptation of the ISO 362 new method for N2 and N3 vehicles to motorcycles. That means target engine speeds that must be reached at the end of the test track (BB’) during an acceleration test. The target engine speed should be a function of power to mass ratio. An appropriate gear ratio should be chosen so that the resulting vehicle speed at a given position falls into the range between 30 and 60 km/h.
Motorcycle Noise EmissionInformal document No. GRB-41-10
(41st GRB, 22-24 February 2005,
agenda item 1.1.)
RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology2 Mobilität
The technical noise emission potential
50
55
60
65
70
75
80
85
90
95
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
(n - n_idle)/(s - n_idle)
Lmax
in d
B(A
)
car, 110 kW, no load
car, 110 kW, full load
heavy duty vehicle, 290 kW, no load
heavy duty vehicle, 290 kW, full load
motorcycle, 72 kW, no load
motorcycle, 72 kW, full load
Figure 1
RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology3 Mobilität
The contribution of motorcycles to LeqFigure 2
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
fleet share propulsion noise rolling noise total noise
perc
enta
ge o
f ve
hicl
es/
nois
e em
issi
on e
ner
gy
motorcycles
scooters
trailer trucks
rigid trucks
light duty vehicles
cars
residential 30 km/h
7:00 to 19:00
RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology4 Mobilität
The contribution of motorcycles to LeqFigure 3
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
fleet share propulsion noise rolling noise total noise
perc
enta
ge o
f ve
hicl
es/n
oise
em
issi
on e
nerg
y
motorcycles
scooters
trailer trucks
rigid trucks
light duty vehicles
cars
urban main 50 km/h
7:00 to 19:00
RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology5 Mobilität
The contribution of motorcycles to Leq
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
fleet share propulsion noise rolling noise total noise
perc
enta
ge o
f ve
hicl
es/n
oise
em
issi
on e
nerg
y
motorcycles
trailer trucks
rigid trucks
light duty vehicles
cars
rural 100 km/h
7:00 to 19:00
Figure 4
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Time history of in-use driving behaviour data
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
1800 1950 2100 2250 2400
time in s
vehi
cle
spee
d in
km
/h
0%
20%
40%
60%
80%
100%
120%
(n -
n_i
dle
)/(s
- n
_id
le)
vehicle speedgear*10noise level at 7,5 m distancenorm. engine speed
Figure 5
RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology7 Mobilität
Time history of in-use driving behaviour data
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
3000 3150 3300 3450 3600
time in s
vehi
cle
spee
d in
km
/h
0%
20%
40%
60%
80%
100%
120%
(n -
n_
idle
)/(s
- n
_id
le)
vehicle speed
gear*10
noise level at 7,5 m distance
norm. engine speed
Figure 6
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Peak acceleration as function of vehicle speed
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
0 20 40 60 80 100 120 140
vehicle speed in km/h
a_95
in m
/s²
vehicle 1, 57 kW
vehicle 2, 72 kW
vehicle 3, 25 kW
Figure 7
RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology9 Mobilität
Average urban acceleration and a_urban ISO 362
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
0 50 100 150 200 250 300 350
power to mass ratio in kW/t
a in
m/s
²
a_urban ISO 362
a_wot_ref ISO 362
a_ave acc from <20 km/h up to 50 to 60 km/h
Figure 8
RWTÜV Fahrzeug GmbH, Institute for Vehicle Technology10 Mobilität
In-use engine speeds and ISO 362 test speeds
y = 0.5753e-0.0019x
y = 0.7711e-0.0015x
R2 = 0.6249
y = 0.6184e-0.0024x
R2 = 0.7479
0%
10%
20%
30%
40%
50%
60%
70%
80%
0 50 100 150 200 250 300 350 400 450
power to mass ratio in kW/t
n_no
rm_9
5
n_norm_upshift_WMTC
test speeds ISO 362_new
nrel, acc from <50 km/h up to 70 to 100 km/h
nrel, acc from <20 km/h up to 50 to 60 km/h
Exponentiell (n_norm_upshift_WMTC)
Exponentiell (nrel, acc from <50 km/h up to 70 to 100 km/h)
Exponentiell (nrel, acc from <20 km/h up to 50 to 60 km/h)
Figure 9
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Motorcycles
The end