APPLIED

Applied Energy 84 (2007) 526–541

ENERGY
www.elsevier.com/locate/apenergy

Conceptual design of hybrid scooter

transmissions with planetary gear-trains
Kuen-Bao Sheu *

Department of Vehicle Engineering, National Formosa University, 64 Wunhua Road, Huwei,

Yuenlin 63208, Taiwan, ROC

Received 11 November 2005; received in revised form 4 February 2006; accepted 25 February 2006
Available online 15 December 2006

Abstract

This paper presents an approach for designing hybrid scooter transmissions with planetary gear
trains. The basic concept is to combine two planetary gear trains into a split-power system; so, by
incorporating clutches and brakes when engaged, the system becomes a hybrid scooter transmission.
The transmissions combine the power from two power sources, a gasoline engine and an electric
motor. The systems use four different modes in order to maximize the performance and reduce emis-
sions: electric-motor mode; engine-mode and engine/charging mode; power-mode; and regenerative-
braking mode. Kinematic and power flow analyses are performed. According to the analysis results,
formulae for the speed ratio of the transmission are derived and a procedure for identifying the
arrangements with no internal recirculation of the split power system is developed. Sixteen possible
configurations of hybrid scooter transmission satisfying the design requirements are presented. A
design example is used to illustrate the design procedure and operation principle of the transmission.
 2006 Published by Elsevier Ltd.

Keywords: Hybrid scooter; Transmission; Split-power system; Planetary gear-train

1. Introduction

Due to geographic factors, the motor scooter is one of the most important transpor-
tation modes in many of Taiwan’s urban areas. To combat pollution from the scooters’

*
Tel.: +886 5 6315697; fax: +886 5 6321571.
E-mail address: kbsheu@sunws.nfu.edu.tw.

0306-2619/$ - see front matter  2006 Published by Elsevier Ltd.

doi:10.1016/j.apenergy.2006.02.006
 K.-B. Sheu / Applied Energy 84 (2007) 526–541 527

Nomenclature

a, c, s ring gear, carrier and sun gear of planetary gear train

B brake adjacent to axis of split-power system
Ci, Ct idling clutch of gasoline engine and shifting clutch of split-power system
E input member adjacent to gasoline engine of split power system
F one-degree-of-freedom (F = 1) and two-degrees-of-freedom (F = 2) of plane-
tary gear-train
i, j, k input member, output member and remaining member adjacent to two-
degrees-of-freedom of planetary gear-train
M/G input member adjacent to electric motor/generator of split-power system
PF1 power carried by one-degree-of-freedom of planetary gear-train (kW)
Pi, Pj, Pk powers adjacent to the input member, output member and remaining mem-
ber of the two-degrees-of-freedom of planetary gear-train (kW)
Pin input power of transmission (kW)
RF1 speed ratio of one-degree-of-freedom of planetary gear-train
RF2 speed ratio of two-degrees-of-freedom of planetary gear-train
rE speed ratio of engine mode and engine/charging mode
rG speed ratio of generator to engine as operating in engine/charging mode
ric speed ratio of input-coupled system
rM speed ratio of electric motor mode
roc speed ratio of output-coupled system
rP1 speed ratio of power mode 1
rRe g speed ratio of regenerative-braking mode
TE torque of input member adjacent to gasoline engine of split-power system (N m)
Ti, Tj, Tk torques adjacent to input member, output member and remaining member
of two-degrees-of-freedom of planetary gear-train (N m)
TM/G torque of input member adjacent to electric motor/generator of split-power
system (N m)
TW torque of output member adjacent to real wheel of split-power system (N m)
W output member adjacent to real wheel of split-power system
Za, Zb, Zc numbers teeth of ring gear, planet gear and sun gear of simple planetary
gear train
xE angular velocity of input member adjacent to gasoline engine of split power
system (rpm)
xM/G angular velocity of input member adjacent to electric-motor/generator of
split power system (rpm)
xW angular velocity of output member adjacent to real wheel of split-power sys-
tem (rpm)
xi, xj, xk angular velocity of input member, output member and remaining member
adjacent to two-degrees-of-freedom of planetary gear-train (rpm)

gasoline engines, many efforts had been taken by the government and motorcycle indus-
tries to research and develop battery/fuel-cell powered electric scooters [1–5]. However,
the battery-powered electric scooters have not yet successfully captured significant
528 K.-B. Sheu / Applied Energy 84 (2007) 526–541

market share because of the poor performance of batteries together with the lack of
recharge stations. Although using fuel cells in automobiles could significantly reduce
emissions to almost zero, its application for scooters is limited by cost and weight. It
is obvious that the fuel-cell powered scooters are not likely to displace gasoline scooters
in the near future. Hybrid electric-vehicles are being developed in an attempt to over-
come the limited range problems of battery-powered electric vehicles, while significantly
reducing the emissions. Over the past few years, hybrid electric vehicles, primarily auto-
mobiles, have been actively developed and marketed [6–10]. In 1997, Honda Motors
released a hybrid 2-wheeler concept in the 1997 Tokyo Motor show with the key goals
of a 60% reduction in CO2 emissions and a 2.5 times better fuel-efficiency. In this sys-
tem, a water-cooled 49 cc gasoline engine is backed by a DC brushless electric-motor,
together driving the rear wheel. The gasoline engine delivers sufficient power for high-
speed performance and for hill climbing, while the electric motor is engaged for low-
speed cruising. In 1999, AVL Company proposed a hybrid system that used a 50 cc car-
buretted lean-burn 2-stroke engine with a 0.75 kW electric motor mounted on the engine
crankshaft mainly to provide increased torque during acceleration [11]. Matsuto and
Wachigai proposed a motorcycle hybrid-drive system, consisting an engine and an elec-
tric motor as power sources, a traction drive continuously variable transmission (CVT),
a final reduction drive and three clutches [12–14]. The system’s transmission shaft and
electric-motor shaft are coaxially in series in the longitudinal direction of the vehicular
body and in parallel to the crankshaft of the engine. Sheu and Hsu also presented a par-
allel hybrid motorcycle transmission [15]. This system incorporates a mechanical type
rubber V-belt CVT and chain drives to combine power of the two power-sources,
namely a gasoline engine and an electric motor. Advantages of this transmission include
the use of only one electric motor/generator and the shift of the operating mode accom-
plished by the mechanical type clutch for easy control and low cost.
A transmission used in gasoline motorcycles typically utilizes the discrete speed ratio
transmission that works by alternating the gear pairs, and the CVT that transmits power
by using the rubber V-belt drive. Advantages of the CVT include smoother speed-
characteristics, adequate speed ratio, a simpler mechanism, low cost, etc. The benefits
claimed for conventional fixed-speed gear transmissions in comparison to CVT include
reliability, higher mechanical efficiency and mature manufacturing technology. Planetary
gear trains (PGTs) offer the possibility of achieving a given speed-ratio with a smaller
weight and size than could be acheived with an ordinary gear-train. The coaxial design
of the PGT provides an advantage in that a different speed-ratio can be achieved using
the same planetary gear set by simply changing the input, output or reaction member.
Hence, we consider the design of hybrid scooter transmission using the PGTs in this paper.
This paper presents a procedure for designing the hybrid scooter transmissions with
PGTs. We first propose two design concepts utilizing the split-power system. Then, we per-
form the kinematic and power flow analyses. Finally, according to the design requirements
suitable for the hybrid scooter, we recognize the new designs. A design example is also
used to illustrate the design procedure and operation principle of the transmission.

2. Design concepts

As shown in Fig. 1, the hybrid scooter system proposed here utilizes a gasoline engine
and an electric motor to provide the traction force to the rear wheel. The electric motor
 K.-B. Sheu / Applied Energy 84 (2007) 526–541 529

Operator Feed-back
commands signals

Controller

Motor/ Transmission
gear box Engine
Generator

Inverter
Wheel

Battery

Fig. 1. Schematic diagram of hybrid scooter.

can function as a motor or a generator, according to the driving condition and battery
power levels. The electronic controller receives commands from a driver and receives
feedback signals from sensors to select the operating mode and to decide how much
power is needed to drive the scooter and how much to charge the battery. Traditionally,
the top speed of a 50cc gasoline engine scooter is about 70–75 km/h, and a two-speed
transmission can satisfy this requirement for the hybrid scooter. One of the strategies
applied in this hybrid system is to run the electric motor only for the lower speeds so
that the emission in urban areas is limited to the minimum. For the maximum perfor-
mance and climbing hills, both the electric motor and the engine drive the scooter simul-
taneously. On cruising, the engine drives the scooter and simultaneously charges the
batteries by switching the electric motor into a generator. The engine will be controlled
to operate at the optimal specific fuel consumption regions where the emissions are also
lower.
The synthesis of the PGTs has been studied extensively [16–20], and various PGTs have
been developed as a hybrid transmission. The design concepts proposed here are referred
to as a split-power system that consists of a one-degree-of-freedom (dof) PGT (F = 1) and
a two-dof PGT (F = 2) as shown in Fig. 2. This split-power system can be classified as an
input-coupled system or an output-coupled system. One shaft of the gear train is linked to
the power input side of an input-coupled system, as shown in Fig. 2(a); while the other
shaft of the gear train is linked to the power output side for an output-coupled system,
Fig. 2(b). One of the two-dof PGT members and the two coupled rotating members can
be linked to the two power sources of the gasoline engine (E) and electric motor/generator
(M/G), and one output member to the rear wheel (W) of the hybrid scooter.

PGT PGT
F=1 M/G M/G F=1
k k
i PGT j i PGT j
E F=2 W E F=2 W

(a) Input-coupled system (b) Output-coupled system

Fig. 2. Design concepts of a hybrid scooter transmission with the split-power system.
530 K.-B. Sheu / Applied Energy 84 (2007) 526–541

When such concepts are used for designing the hybrid scooter transmissions, using an
engine idling clutch Ci, a shifting clutch Ct and a brake B, the block diagram can be rear-
ranged as shown in Fig. 3. Five operation modes of this new design can be achieved as
listed in Table 1, where ‘·’ denotes that the corresponding clutches and brakes are engaged:
(1) Electric-motor mode: When in the start-up or low speed situation, by engaging brake
B and disengaging both clutch Ci and Ct, the two-dof PGT functions as a one-dof gear set.
The electric motor alone transmits power to the scooter operating in the electric-motor
mode.
(2) Engine mode and engine/charging mode: During moderate and high speeds, both
clutch Ci and clutch Ct are engaged and brake B is disengaged. Here, the engine alone
drives the scooter via the coupled arrangement operating in the engine mode. If the battery
power is low, the electric motor is switched into a generator to charge the batteries, and the
transmission is operated in an engine/charging mode.
(3) CVT/charging mode: During moderate and high speeds, clutch Ci is engaged and
both clutch Ct and brake B are disengaged. The two-dof PGT functions as a single-input
and dual-output device. Part of the engine power is transmitted to the wheel and the other
part to the electric motor that is switched into a generator for charging the batteries. By
regulating the speed and the load of the electric motor, the transmission functions as a
CVT.
(4) Power mode: When maximum acceleration is needed or during hill climbing, the
scooter is operated in a power mode. With both clutch Ci and Ct engaged and brake B
disengaged, the electric-motor’s power and the engine’s power are coupled together simul-
taneously to drive the scooter operating in the power mode 1. In addition, for the power
mode 2, clutch Ci is engaged and the other clutches are disengaged. The electric motor and
the engine together drive the scooter via the two-dof PGT.

Ct Ct
PGT PGT
F=1 M/G M/G F=1

Ci B Ci B
PGT PGT
E F=2 W E F=2 W

(a) Input-coupled system (b) Output-coupled system

Fig. 3. Transmission configurations using an engine idling clutch Ci, a shifting clutch Ct and a brake B.

Table 1
Clutches conditions
Operating mode Clutches engaged
Ci Ct B
1 Electric-motor mode ·
2 Engine mode · ·
Engine/charging mode · ·
3 CVT/charging mode ·
4 Power mode 1 · ·
Power mode 2 ·
5 Regenerative-braking mode ·
 K.-B. Sheu / Applied Energy 84 (2007) 526–541 531

PGT PGT
F=1 M/G M/G F=1

Ci Ci
PGT PGT
E F=2 W E F=2 W

(a) Input-coupled system (b) Output-coupled system

Fig. 4. Transmission configurations using an engine-idling clutch Ci.

(5) Regenerative-braking mode: During braking periods, with brake B engaged and both
clutches Ci and Ct disengaged, the kinetic energy of the scooter is transmitted through the
two-dof PGT to the generator to charge the batteries.
Another rearrangement is shown in Fig. 4, where only an engine-idling clutch Ci, is used
in the hybrid scooter transmissions. However, only four operating modes can be achieved:
(1) electric-motor mode; (2) engine mode and engine/charging mode; (3) power mode; (4)
regenerative-braking mode.
Due to its benefits in terms of cost, efficiency and axial width, a simple PGT consisting
of a ring gear, a carrier and planets and a sun gear is selected here. Two simple PGTs
linked as a split-power system include one grounded member and two gear-trains of cou-
pled rotating members. Theoretically, 36 connection arrangements for the input-coupled
and output-coupled system are possible, since the all three members of the two simple
PGTs can change positions.

3. Kinematic analysis

The speed ratio of a PGT is defined as the ratio of the output speed to the input speed
with the remaining members of the PGT being relatively fixed. Letting RF2 be the speed
ratio of the two-dof PGT as the input member i, the output member j and the remaining
member k, we have
xj  xk
RF 2 ¼ ð1Þ
xi  xk
For the input-coupled system as shown in Fig. 2(a), dividing Eq. (1) by xk and letting
RF1 = xk/xi and ric = xj/xi be the speed ratio of the one-dof PGT and the speed ratio
of the input-coupled system, we obtain
ric ¼ RF 1 þ RF 2 ð1  RF 1 Þ ð2Þ
In the same manner, the speed ratio of the output-coupled system roc as shown in Fig. 2(b)
can be expressed as
R F 1 RF 2
roc ¼ ð3Þ
R F 1 þ RF 2  1
Below, we derive the speed ratio of the transmission with the configurations of the input-
coupled system for each of the five operating modes.
(1) Electric-motor mode: The speed ratio of a transmission is defined as the ratio of the
output speed to the input speed. For the hybrid scooter transmissions, with the input-
coupled system as shown in Fig. 3(a), the speed ratio of the electric-motor mode
532 K.-B. Sheu / Applied Energy 84 (2007) 526–541

rM = xj/xk can be achieved by the two-dof PGT with one member serving as a reaction
member. Substituting xi = 0 into Eq. (1), we have
r M ¼ 1  RF 2 ð4Þ
(2) Engine mode and engine/charging mode: The speed ratios of the engine mode and the
engine/charging mode rE = xj/xi can be obtained by the input-coupled system – see Eq.
(2). In addition, we let rG = xk/xi be the speed ratio of the generator to the engine as oper-
ating in the engine/charging mode. We then have
rE ¼ RF 1 þ RF 2 ð1  RF 1 Þ ð5Þ
r G ¼ RF 1 ð6Þ
(3) CVT/charging mode: From Eq. (1), the speed ratio of the CVT/charging mode can
be achieved as
xW  ð1  RF 2 ÞxM=G ¼ RF 2 xW ð7Þ
where xE, xM/G and xW are the angular speeds of the engine, the electric motor/generator
and the wheel, respectively.
(4) Power mode: For power mode 1, since the speeds of the engine and the electric
motor are related by the kinematics of the gear trains, the transmission output speeds
depend on the speeds of either the engine or electric motor, but not both. The speed ratio
of the power mode 1 can be obtained from Eqs. (4) and (5) as
rP1 ¼ RF 1 þ RF 2 ð1  RF 1 Þ or rP1 ¼ 1  RF 2 ð8Þ
In addition, from Eq. (1), the speed ratio of the power mode 2 can be achieved as
xW ¼ RF 2 xE þ ð1  RF 2 ÞxM=G ð9Þ
(5) Regenerative-braking mode: The speed ratio of the regenerative-braking mode
rRe g = xk/xj can be achieved by the two-dof PGT with one member serving as a reaction
member. Substituting xi = 0 into Eq. (1), we have
1
rRe g ¼ ð10Þ
1  RF 2
In the same manner, for the arrangements of the output-coupled system shown in
Fig. 3(b), the speed ratio of the five operating modes of the transmission can be expressed
in the following equations:

r M ¼ 1  RF 2 ð11Þ
RF 1 R F 2
rE ¼ ð12Þ
RF 1 þ R F 2  1
RF 2
rG ¼ ð13Þ
RF 1 þ RF 2  1
RF 1 R F 2
rP1 ¼ or rP1 ¼ 1  RF 2 ð14Þ
RF 1 þ R F 2  1
xW ¼ RF 2 xE þ ð1  RF 2 ÞxM=G ð15Þ
1
rRe g ¼ ð16Þ
1  RF 2
 K.-B. Sheu / Applied Energy 84 (2007) 526–541 533

Table 2
Equations of the speed ratio of the four operating modes
Operating mode Configurations as shown in Fig. 4
Input-coupled system Output-coupled system
Electric-motor mode rM = 1 + RF2(1/RF1  1) rM = RF1
Engine/charging mode rE = RF1 + RF2(1  RF1) rE ¼ RFR1 þR
F 1 RF 2
F 2 1
rG = RF1 RF 2
rG ¼ RF 1 þR F 2 1
Power mode rP1 = RF1 + RF2(1  RF1) or rP1 = 1  RF2 rP1 ¼ RFR1 þR
F 1 RF 2
or rP1 = 1  RF2
F 2 1
RF 1
Regenerative-braking mode rRe g ¼ RF 1 þRF 2 ð1RF 1 Þ rRe g ¼ R1F 1

Moreover, for the design concepts using only an engine-idling clutch in the split-power
system to achieve a hybrid scooter transmission, as shown in Fig. 4, the speed ratios of
the four operating modes of the transmission are listed in Table 2.

4. Power-flow analysis

There have been many power flow analyses of split-power transmissions [21–25]. Here
Pi(Pj, Pk), Ti(Tj, Tk), and xi(xj, xk) represent the power, the torque, and the angular
velocity adjacent to the input member (output member, remaining member) of the
two-dof PGT, respectively. With no energy losses and under steady-state operation,
the relation between the external torques and powers acting on the two-dof PGT can
be expressed as
Ti þ Tj þ Tk ¼ 0 ð17Þ
T i xi þ T j xj þ T k xk ¼ 0 ð18Þ
From Eqs. (17) and (18) and kinematic analysis results, the torque and power relationships
of the five operating modes can be obtained. Moreover, there are three types of power flow
within a split-power transmission: the true split system, the negative recirculation system
and the positive recirculation. The direction of power flow varies according to the speed
ratio of the two-dof PGT and transmission. From Eqs. (2), (17), and (18), the ratio of
the power carried by the one-dof PGT PF1 to the input power of the transmission Pin
for the input-coupled system can be obtained as
PF1 RF 2
¼1 ð19Þ
P in ric
Similarly, for the output-coupled system, we have
PF1 roc
¼1 ð20Þ
P in RF 2
The simple PGT can serve different functions under proper operating conditions. These
functions include two gear-reduction ratios (0 < RF2 < 0.5 and 0.5 < RF2 < 1) by using
the planet carrier as the output member, two overdrive ratios (1 < RF2 < 2 and RF2 > 2)
by using the planet carrier as the input member and two reverse ratios (1 < RF2 < 0
and RF2 < 1) by using the planet carrier as the reaction member. Hence, according to
Eqs. (19) and (20), the three types of transmission power flow can be identified as listed
534 K.-B. Sheu / Applied Energy 84 (2007) 526–541

Table 3
Types of power flow of split-power transmissions
Range of relative speed ratio Type of power flow (ric > 0, roc > 0)
0 < RF2 < 1 RF2 > 1 RF2 < 0
Input-coupled RF2 < ric 0 < PF1/Pin < 1 0 < PF1/Pin < 1 PF1/Pin > 1
RF2 > ric PF1/Pin < 0 PF1/Pin < 0
Output-coupled RF2 < roc PF1/Pin < 0 PF1/Pin < 0 PF1/Pin > 1
RF2 > roc 0 < PF1/Pin < 1 0 < PF1/Pin < 1

in Table 3: the true split power system (0 < PF1/Pin < 1), the negative recirculation-system
(PF1/Pin < 0) and the positive recirculation-system (PF1/Pin > 1).
Substituting Eq. (2) into Eq. (19), the ratio of the power carried by the one-dof PGT to
the input power of the transmission for the input-coupled system can be rewritten as
PF1 1
¼ ð21Þ
P in 1 þ RF 2 =ð1  RF 2 ÞRF 1
For the output-coupled system, substituting Eq. (3) into Eq. (20), we have
PF1 1
¼ ð22Þ
P in 1 þ RF 1 =ðRF 2  1Þ
From Eqs. (21) and (22), no recirculation of power of the transmission corresponds to
RF2/(1  RF2)RF1 > 0 and RF1/(RF2  1) > 0 for the input-coupled and output-coupled
system, respectively. Therefore, by selecting the speed ratios of the one-dof PGT RF1
and the two-dof PGT RF2, the ranges of the speed ratio for the true split-power systems
can be identified and are listed in Table 4.

5. Acceptable design-concepts for hybrid scooter-transmissions

To design new transmissions suitable for these hybrid scooters, the design requirements
include:

 Because a scooter does not have a reverse gear, the speed ratio of the transmission is
greater than zero; i.e. rM > 0, rE > 0.
 When the electric motor is serving as a generator, the rotation direction is the same as
serving the electric motor; i.e. rG > 0.
 Because the electric motor runs at start-up to reduce emissions, the speed ratio of the
transmission operating in the electric motor mode is less than in the engine mode;
i.e. rM < rE.

Table 4
Range of speed ratios for the true split-power systems
0 < RF2 < 1 RF2 > 1 RF2 < 0
Input-coupled RF1 > 0 RF1 < 0 RF1 < 0
Output-coupled RF1 < 0 RF1 > 0 RF1 < 0
 K.-B. Sheu / Applied Energy 84 (2007) 526–541 535

 Since recirculation of power around an internal loop of a split-power transmission

increases tooth and bearing losses and results in a lower efficiency, only the true
split-power transmissions are adopted here; i.e. 0 < PPFin1 < 1.

For the input-coupled system as shown in Fig. 3(a), from Eqs. (4) and (5), the relation-
ship of the speed ratio between the one-dof PGT and two-dof PGT as Eq. (23) satisfied
design requirement (1). Hence
RF 1
< RF 2 < 1 ð23Þ
RF 1  1
For design requirement (2), from Eq. (6), we obtain the ranges of the speed ratio of the
one-dof PGT as
RF 1 > 0 ð24Þ

For design requirement (3), from Eqs. (4) and (5), the relationship of the speed ratio be-
tween the one-dof PGT and two-dof PGT as
1  2RF 1
RF 2 > ð25Þ
1  RF 1
For design requirement (4), the true split-power systems, as shown in Tables 3 and 4, cor-
respond to the ranges of speed ratio of the one-dof PGT and two-dof PGT as the following
equations:

RF 1 > 0
ð26Þ
0 < RF 2 < 1 and RF 2 < r E

According to Eqs. (23)–(26), the acceptable design concepts of hybrid scooter transmis-
sions with the input-coupled configuration proposed here can be identified; that is, the
ranges of speed ratio of the PGTs using this new transmission are defined by
RF 1 > 0
ð27Þ
0 < RF 2 < 1 and RF 2 < r E
Eq. (27) indicates that a total of eight different arrangements can be used in the hybrid
scooters as shown in Fig. 5. However, from Eq. (27), we observe that the CVT/charging
mode of this new transmission cannot be achieved. In Fig. 5, the ring gear, carrier and
sun gear of the PGT are denoted by a, c and s, respectively, while the speed ratios for
each connection are shown in terms of ring/sun teeth Za/Zs on each gear-train block. In
addition, according to Eqs. (11)–(13) as well as Tables 3 and 4, no arrangement of the
output-coupled system, Fig. 3(b), satisfies the design requirements be utilized in hybrid
scooters.
In the same manner, for the arrangements of the hybrid scooter transmissions shown in
Fig. 4, the ranges of speed ratio of the PGTs used in the transmissions are defined as in
Eqs. (28) and (29) for the input-coupled and output-coupled system, respectively.

RF 1 > 1 and 0 < RF 2 < 1 ð28Þ

0 < RF 1 < 1 and RF 2 > 1 ð29Þ
536 K.-B. Sheu / Applied Energy 84 (2007) 526–541

a a
Ct Ct
s Zs c M/G s Zs c M/G
Za + Zs Za + Zs

Ci B a B s
Zs
Ci
s c a Za c
Za + Zs Za + Zs
E W E W

Ct
M/G B Ci Ct M/G B Ci
W E W E

(a) Speed ratio of PGTs: (b) Speed ratio of PGTs:

> > > > > > > >
0 R F1 0.5, 0 RF 2 0.5 0 RF 1 0.5, 0.5 RF 2 1

s s
Ct Ct
a Za c M/G a Za c M/G
Za + Zs Za + Zs

B a s
Ci Ci B
s Zs c a Za c
E Za + Zs E Za + Zs W
W

Ct Ct
M/G B Ci M/G B Ci
W E W E

(c) Speed ratio of PGTs: (d) Speed ratio of PGTs:

> > > > > > > >
0.5 R F1 1, 0 RF 2 0.5 0.5 R F1 1, 0.5 RF 2 1

s s
Ct Ct
c Za Zs a M/G c Za Zs a M/G
Za Za

Ci B a Ci s
B
s Zs c a Za c
E Za Zs E Za Zs W
W

Ct Ct Ci
M/G B Ci M/G B
W E W E

(e) Speed ratio of PGTs: (f) Speed ratio of PGTs:

1 R F1 2, 0 RF 2 0.5 1 R F1 2, 0.5 RF 2 1

a a
Ct Ct
c Zs Za s M/G c Zs Za s M/G
Zs Zs

Ci B a B s
Ci
s Zs c a Za c
E Za Zs E Za Zs
W W

Ct B Ci
M/G Ct M/G B Ci
W E W E

(g) Speed ratio of PGTs: (h) Speed ratio of PGTs:

R F1 2, 0 RF 2 0.5 R F1 2, 0.5 RF 2 1

Fig. 5. Acceptable designs of the hybrid scooter-transmission corresponding to Fig. 3(a).

 K.-B. Sheu / Applied Energy 84 (2007) 526–541 537

s s

c Za Zs a M/G c Za Zs a M/G
Za Za

Ci a Ci s
s Zs c a Za c
Za Zs E Za Zs W
E W

Ci Ci
M/G M/G
W E W E

(a) Speed ratio of PGTs: (b) Speed ratio of PGTs:

1 R F1 2, 0 RF 2 0.5 1 R F1 2, 0.5 RF 2 1

a a
c Zs Za s M/G c Zs Za s M/G
Zs Zs

Ci a Ci s
s Zs c a Za c
E Za Zs W E Za Zs
W

Ci Ci
M/G M/G
W E W E

(c) Speed ratio of PGTs: (d) Speed ratio of PGTs:

R F1 2, 0 RF 2 0.5 R F1 2, 0.5 RF 2 1

Fig. 6. Acceptable designs of the hybrid scooter-transmission corresponding to Fig. 4(a).

Eqs. (28) and (29) show a total of four different arrangements that can be used in the hy-
brid scooters for the input-coupled and output-coupled system, respectively, as shown in
Figs. 6 and 7.

6. Design example

In this section, we demonstrate the feasibility of the hybrid scooter transmission pro-
posed in this paper by a numerical example. Assume that the top speed of the hybrid scoo-
ter of 75 km/h corresponding to an engine speed of 8500 rpm is desired. The top speed of
the hybrid scooter occurs when the hybrid scooter is operating in the engine mode. With
the drive wheel tyre diameter of 0.425 m and the final reduction ratio of 13, the speed ratio
of the engine mode can be obtained as
rE ¼ 0:716 ð30Þ
Selecting the ratio between the two speed stage of the electric-motor mode and the
engine mode rE/rM = 1.8, then the speed ratio of the electric mode is

rM ¼ 0:4 ð31Þ
538 K.-B. Sheu / Applied Energy 84 (2007) 526–541

a a

M/G Zs c M/G s Zs c
Za Zs Za Zs

Ci a
Ci
c Za Zs a c Za Zs s
Za Zs
E W E W

Ci Ci
W M/G E M/G
W E

(a) Speed ratio of PGTs: (b) Speed ratio of PGTs:

0 RF 1 0.5, 1 RF 2 2 0 RF 1 0.5, RF 2 2

s s

M/G a Za c M/G a Za c
Za Zs Za Zs
a
Ci Ci
c Za Zs a c Za Zs s
E Za W E Zs W

Ci Ci
W M/G W M/G E
E

(c) Speed ratio of PGTs: (d) Speed ratio of PGTs:

0.5 RF 1 1, 1 RF 2 2 0.5 RF 1 1, RF 2 2

Fig. 7. Acceptable designs of the hybrid scooter-transmission corresponding to Fig. 4(b).

Substituting Eq. (31) into Eq. (4), we obtain the speed ratio of the two-dof PGT as
RF 2 ¼ 0:6 ð32Þ
Substituting Eqs. (30) and (32) into Eq. (5), the speed ratio of the one-dof PGT can be
obtained as
RF 1 ¼ 0:29 ð33Þ
For this design example of RF1 = 0.29 and RF2 = 0.6, the configuration shown in
Fig. 5(b) can be satisfied. Moreover, with the speed ratio of RF2 = 0.6, the teeth of the ring
gear, planets and sun gear of the two-dof PGT can be selected as Za = 72, Zp = 12 and
Zs = 48, respectively. Similarly, for the one-dof PGT, the teeth of the ring gear, planets
and sun gear, respectively, Za = 21, Zp = 15 and Zs = 51 can be selected.
Fig. 8 shows a preferred example of this new transmission. This transmission is made
up of two simple PGTs, a final reduction assembly consisting of a simple PGT and a chain
drive, a one-way clutch as the brake B, a shoe type centrifugal clutch as the engine-idling
 K.-B. Sheu / Applied Energy 84 (2007) 526–541 539

72 51
12 15
Ct B Ci
M/G
48 21
W E

Two-dof PGT One-dof PGT

Final reduction
ratio of 13

Output shaft

Fig. 8. Design example of the hybrid scooter-transmission.

Table 5
Numerical example for the design of RF1 = 0.29 and RF2 = 0.6
Operating mode Equation of the speed ratios and torque Numerical relations
ratios
Electric-motor mode rM = 1  RF2 xW = 0.4xM
TW = (1/rM)TM TW = 2.5TM
Engine mode and Engine/charging rE = RF1 + RF2(1  RF1) xW = 0.716xE
mode TW = (1/rE)/TE TW = 1.4TE
rG = RF1 xG = 0.29xE
Power mode 1 rP1E = RF1 + RF2(1  RF1) or xW = 0.716xE or
rP1M = 1  RF2 xW = 0.4xM
TW = (1/rP1E · TE + 1/rP1M · TM) TW = (1.4TE + 2.5TM)
Power mode 2 xW = RF2xE + (1  RF2)xM xW = 0.6xE + 0.4xM
TW = (TE/rE + RF1/rE · TM) TW = (1.4TE + 0.4TM)

clutch Ci and an electromagnetic clutch as the shifting clutch Ct. The electric motor is con-
nected to the sun gear of the two-dof PGT and to the carrier of the one-dof PGT by the
clutch Ct. The sun gear of the one-dof PGT and the ring gear of the two-dof PGT are con-
nected together by a common shaft. The common shaft is connected to the one-way clutch
B while to the engine by the clutch Ci. The carrier of the two-dof PGT is linked to the final
reduction assembly. Three operation modes of this transmission can be achieved based on
the clutching conditions as listed in Table 1: (1) electric-motor mode; (2) engine mode and
engine/charging mode; (3) power mode 1 and power mode 2. The regenerative braking
mode is ignored since the one-way clutch is used as the brake B. The speed and torque
ratios of the three operating modes can be obtained as summarized in Table 5.

7. Conclusions

Although different types of clean-energy scooters have been introduced, they are unli-
kely to replace conventional gasoline-powered scooters. The hybrid concept is emerging to
fill the gap between zero emissions and the currently well-established gasoline-engine
technology.
540 K.-B. Sheu / Applied Energy 84 (2007) 526–541

In this work, a method for designing the hybrid scooter transmissions is presented by
utilizing the concepts of the split-power system. The split-power system, consisting of a
one-dof PGT and a two-dof PGT, is classified as an input-coupled and output-coupled
system. Two kinds of the split-power transmission concepts, utilizing the clutches and
brakes engaged, used in the hybrid scooter are proposed in this paper. The new transmis-
sions provides four modes of operation that can be used in the hybrid scooter: (1) electric-
motor mode, (2) engine mode and engine/charging mode, (3) power mode, and (4)
regenerative braking mode.
Kinematic and power flow analyses have been performed, and a method for identifying
the arrangements with no internal recirculation of the split-power system has been devel-
oped. With four design requirements adopted in this paper, the ranges of speed ratio of the
PGTs using in the hybrid scooter transmissions have been defined. According to the two
kinds of new design concepts, there are 16 configurations of the hybrid scooter transmis-
sion satisfying the design requirements. Lastly, a design example is used to illustrate the
design procedure and operation principle of the transmission.

Acknowledgment

The author is grateful to the National Science Council of Republic of China for the sup-
port of this research through Grant NSC 93-2212-E-150-010 and to the National Formosa
University.

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