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Design, Simulation, and Implementation of an Electric Hybrid Motorcycle

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Abstract
This paper presents a general integrated procedure of fabricating a Hybrid Electric Motorcycle (HEM). Firstly, a simple
model designed and simulated using ADVISOR2002 and the proposed model is exported to MATLAB/SIMULINK.
Secondly, the controller schematic and its optimized control strategy is described. In addition, the ratings of the
components including the batteries, electric motor, and internal combustion engine (ICE) are calculated based on the
design. A 125 cc ICE motorcycle is selected for conversion to HEM. A brushless DC (BLDC) motor assembled in front
wheel as accessory propellant. The nominal powers are 8.2 kW at 8500 rpm and 1 kW for the ICE and BLDC
respectively. The original motorcyle has a Continues Variable Transmission (CVT) that is the best choice for the HEM
power transmission because it can operate in automatic handling mode and has high efficiency. Moreover, by using
CVT the ICE can be started while it is running at 15 km/h. Finally, the three operating modes of the HEM, the servo
motors, and the LCD panel were explained.
Presentation Author Biography
Dr. Behzad Asaei received his B.Sc. and M.Sc. degrees from the University of Tehran in 1988 and 1990, respectively,
and his Ph.D. degree from the Sydney University in 1995, all in electrical engineering. From 1996 to 2006, he was
with the Irankhodro Company Research and Development Center as Electrical Engineer Design Manager and doing
research in automotive industry mainly on the electric and electric vehicle projects, while simultaneously he has been
at University of Yazd as Assistant professor. Since 2006, he has been at University of Tehran, school of Electrical and
Computer Engineering, where he is the director of the Electric Drive Lab. His research is focused in the field of
Automotive Electronics, and Energy sector in which several projects are completed. His current research work is in
power electronics, motor drives, hybrid vehicles, and their control systems.

Version 1: Draft Paper

Reviewer Comments
Reviewer 1:
The authors claimed a simulation based system design, component sizing, operating strategy optimization algorithm.
The paper is full of general description of common components such as ICE, CVT, SOC calculation, etc. However, very
little information is presented for this specific motorcycle. More technical details are required to make the paper more
informative, complete, and different from previous publications.
Draft Recommendations/Comments
Comments

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minor revision

Version 2: Draft Paper

Reviewer Comments
Draft Recommendations/Comments
Comments
Paper accepted.

Status
Event Date
Abstract submitted 16 Nov 2009
Abstract accepted 16 Nov 2009
Draft paper submitted 29 Jan 2010
Draft paper updated 22 Mar 2010
Revision requested 22 Mar 2010
Revised paper submitted 28 Mar 2010
Draft paper updated 05 Apr 2010
Draft paper accepted 05 Apr 2010

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 Proceedings of the ASME 2010 International Design Engineering Technical Conferences &
Computers and Information in Engineering Conference
IDETC/CIE 2010
August 15-18, 2010, Montreal, Quebec, Canada

28015

DESIGN, SIMULATION, AND IMPLEMENTATION OF AN ELECTRIC HYBRID

MOTORCYCLE

Behzad Asaei Seyed Hosein Seyed mohammadi

Assistant Professor Graduate Student
Faculty of Electrical and Computer, University of Center of Advanced Vehicle (CAV)
Tehran, Tehran, Iran Faculty of Mechanical Engineering,
basaei@ut.ac.ir University of Tehran, Tehran, Iran

Aghil Yousefi koma Mahdi Habibidoost Roohollah Aghnoot

Associate Professor
CAV, Faculty of Mechanical
Engineering,
University of Tehran, Tehran,
Iran
Graduate Student Graduate Student
Presently Ms student at the CAV, Faculty of Mechanical
Faculty of Electrical and Engineering,
Computer,University of Tehran, University of Tehran, Tehran,
Tehran, Iran Iran

Behzad karimi Seyed Majid Pourhosseini Hamed Jalali

Graduate Student
Presently Ms student at the
Department of Management,
Kish International Campus,
University of Tehran, Kish, Iran
Graduate Student
Presently Ms student at the
Faculty of Mechanical
Engineering, Sharif University,
Tehran, Tehran, Iran
Graduate Student
Presently Ms student at the
Faculty of Electrical and
Computer,University of
Tehran, Tehran, Iran

ABSTRACT
This paper presents a general integrated procedure of
fabricating a Hybrid Electric Motorcycle (HEM). Firstly, a
simple model designed and simulated using ADVISOR2002
and the proposed model is exported to MATLAB/SIMULINK.
Secondly, the controller schematic and its optimized control
strategy are described. In addition, the ratings of the
components including the batteries, electric motor, and internal
combustion engine (ICE) are calculated based on the design. A
125 cc ICE motorcycle is selected for conversion to HEM. A
brushless DC (BLDC) motor assembled in front wheel as
accessory propellant. The nominal powers are 8.2 kW at 8500
rpm and 500 W for the ICE and BLDC respectively. The
original motorcycle has a Continues Variable Transmission
(CVT) that is the best choice for the HEM power transmission
because it can operate in automatic handling mode and has high
efficiency. Moreover, by using CVT the ICE can be started
while it is running at 15 km/h. Finally, the three operating
modes of the HEM, the servo motors, and the LCD panel were
explained.
NOMENCLATURE
Hybrid Electric Motorcycle (HEM), Brushless DC
(BLDC) motor, controller, Continues Variable Transmission
(CVT), ADVISOR2002.

1

1- INTRODUCTION
Technological advances make the human life more
comfortable, but on the other hand, these advances cause many
problems and damages in the human life such as environmental
pollutions. Fossil fuels consumption in the vehicle engines
contaminates our environment and this is one of the main issues
in this regard. Reducing environmental pollutions is a global
plan nowadays, and using electric and hybrid electric vehicles
and substitution fuels such as ethanol are among the solutions
to reduce the emissions or not to let them increase. The hybrid
technology and hybrid electric vehicles are put forward as a
new argument and because of its specifications, it is expected
that this technology becomes more and more popular [1]. Since
1998, the commercial hybrid electric vehicles are introduced in
the market.
Fuel consuming motorcycles are one of the ordinary vehicles in
the urban transportation. Urban transportation requires a low
output power and it causes the incomplete combustion and
more air pollution because of the low permissive speed and
many cycles of braking and movement [2]. So, many researches
all over the world have been trying to solve this problem by
different methods such as hybrid concepts. Until today, a few
companies produced some experimental models of the HEM.
For example, Yamaha has introduced a hybrid motorcycle
which was named Gen-Ryn in the 39th Tokyo motorcycle
exhibition [3]. ECycle Company in the United States has
produced another hybrid motorcycle model named EC1 with
Brushless motors [4].
In this paper, at first an ordinary ICE motorcycle is simulated.
Then a converted hybrid is simulated and compared with the
simulation results of the ICE motorcycle. A BLDC motor is
installed in the front wheel. A central electronic control unit is
used to change the motorcycle modes.
In Iran there are around 8 million motorcycles. Almost one
third of that is in the capital Tehran. Therefore, there is a real
need to reduce the motorcycle emissions. A hybrid fuel-cell
motorcycle was designed by some researchers in Iran [5], but
the present HEM is the first prototype in Iran.
2- FUEL INJECTION SYSTEM
In an ordinary ICE motorcycle, the combustion engine,
which is the only source of energy, is running in the whole
driving cycle. The required fuel is supplied to the ICE by the
fuel injection system. By changing the angle of acceleration
handle, the driver determines the fuel valve aperture and the
rate of incoming air into the cylinder chamber. The volume
ratio of the air to fuel is constant, so the injected fuel is
determined by the driver.
In the hybrid motorcycle, the fuel engine does not work
continuously. Therefore, in the manufactured prototype, two
servo-motors (KDFLGDHTY-5N version) are used to control
the fuel valve aperture. The servos has 180 degree phase shift to
each other and both of them control the gas valve by a metal
wire. Based on the controller command, both servos move with
same angles and in the opposite directions to adjust the required
gas valve aperture.
In zero degree, the engine valve is totally closed and in 90
degree, it is completely opened.
3- POWER TRANSMISSION SYSTEM
There are two types of power transmission systems, manual
and automatic, which are used in motorcycles. In a manual
system, the driver changes the gear by using a clutch. This is a
suitable style for step torque changes and faster acceleration
and the driver can choose the gear. In this system when the
engine is turned off the gear condition is neutral and after start
the driver selects the gear 1 and begins to move. During the
movement, the driver changes the gear occasionally. In an
automatic system such as CVT, the gear selection is done
automatically without the driver decision.
In the hybrid motorcycles, the combustion-engine is off at the
beginning. After it starts the control try to keep it running in the
speed range with higher efficiency. It is better not to use the
manual transmission because the driver may not choose the
optimum value of the gear at different speeds. The driver
should select an appropriate gear because the engine should be
turned on at around 15 Km/h. Therefore, in this prototype a
continuous variable transmission (CVT) is used to optimize the
energy.
Leonardo da Vinci brought forward the first idea about CVT
500 years ago. The CVT automatic gearboxes are
commercialized in the middle of the 20th century. This system
with a continuous process gives us different gear ratios that
leads to a better engine efficiency. Moreover, the driver feels
more comfortable. The main advantage of a CVT is that it
makes the engine works at the high efficiency mode so the fuel
consumption is reduced 10 to 15 percents. It is observed in the
tests that in a CVT system, the engine and the power
transmission components work slower than the ordinary
gearboxes. Hence, the engine, gearbox, and other components
have longer life [6].
The main components of a CVT are driver pulley (front pulley),
driven pulley (rear pulley), roller weights, belt and spring. Each
pulley is divided into two categories: front half and rear half.
As shown is figure 1, when the engine speed is increased, the
centrifugal force shoots the roller weights to the sloped plates
that it pushes the rear half pulley to the front half pulley. During
speed increase, the belt goes from one side to the other side, so
the torque increases. The distance that the rear half pulley
moves is constant, so it means that the transmission system can
generate a constant acceleration ratio. However, this system
cannot influence all high speeds because of its components
shape.
2
A CVT cannot increase the vehicle power in all regions. It can
only increase the power when the engine accelerates at a
specific rotation. It can also balance the acceleration ratio when
the speed is being increased.
The importance of the roller weight is that if they are loaded
more, the more force will be used to receive the appropriate
surface angle which the rear pulley move faster to receive the
higher gear ratio faster but we cannot get to a very high
acceleration. As shown in figure 2, at low speed, the wheel
speed is low but its torque is high. This is similar to the low
gear in the manual transmission. When the roller weights are Figure 3. CVT in high speed
forced to move and the rear half pulley is forced to move
forward, the belt is ejected that this is similar to high gear in the
manual transmission. As shown in figure 3, at high speed, the
wheel speed is high but its torque is low.
The rear pulley is assembled with a Contra spring. The front
half pulley controls the torque, there is angled groove that it
makes the belt move faster. In addition, if the motorcycle goes
up hill, the speed is reduced and the pulley is forced back and
its torque is increased (figure 4).
When the speed is reduced, it seems that the spring pushes the
rear pulley to the low gear ratio. If the spring is not strong
enough the pulley will be in the heavy gear condition and when
it wants to accelerate, it does not have enough power to move
and push back the pulley.

Figure 1. Front pulley

Figure 4. schematic of the rear pulley in two states: low gear and
high gear

Figure 2. CVT in low speed
If the spring is too strong, the weights will not be heavy enough
to force the belt from center to the high gear ratio condition.
Hence, there is a direct equation between the weight of the
weights and the spring rigidity.
According to what is studied, the CVT system is cheaper and
more comfortable to keep and control the HEM in comparison
to the manual transmission. Moreover, in an HEM, it is better
the controller and not the driver decides the more efficient
engine speed.

3
4- ELECTRIC MACHINE The BLDC motor rated values are 500 Watts, 48 Volts, and 10
In an HEM, the electric motor has three major functions. Amperes. This motor is assembled in the front wheel . The
The first is to propel the motorcycle at low speeds where the motor specification diagrams are shown in Figure5.
power demand is not high. The second function is to regenerate
power during braking. The final function of that is to generate
power where the load torque demand is low. The power of the
electric motor should overcomes the required power of the
motorcycle load. The required load power contains the power
of the air drag and the power of rolling resistance on a flat road
and can be calculated by the following equation:
V  1 2
Pm =  Mgfr + ρ a CD A f V  [kW] (1)
1000ηt ,m  2 
where V is the speed of the motorcycle, ηt,m is the efficiency of
the electric motor transmission, M is the mass of the
motorcycle, fr is the rolling resistance coefficient, ߩa is the air
density, CD is the air drag coefficient, Af is the frontal area.
The data on table I are used to calculate the power of the
electric motor.

Table I: The data used for power calculation

Figure 5. The BLDC motor diagrams
Gravity acceleration g = 9.8 m/s2
Mass factor δm = 1
Air density ρa = 1.19 kg/m3 5- CONTROL UNIT
Air drag coefficient CD = 0.5 The designed HEM control unit is formed by two separate
Frontal area Af = 0.62 m2 control levels. In the upper level, the central control unit is
Rolling resistance coefficient fr = 0.009 settled to apply control signals. In the lower level, the
combustion-engine control unit (ECU) and the electric motor
Mass m = 185kg control unit are settled to transmit the commands from the
Maximum mass mmax = 250kg central unit to the engines. The central control unit core shown
Tire radius Rd = 25cm in figure 6 is a PIC micro-controller.
Mechanical efficiency ηt,m=0.9 The control unit receives the command signals and by
analyzing the input data decides to work in which operation
If the motorcycle has to cruise with the speed of 25km/h on modes. Some of the command and input data are the rate of
only electric mode, the required power of the electric motor pushing the brake pedal, the rate of rotation of the acceleration
will be 240W. handle, the battery voltage, the electric motor current, the
On the other hand, both the electric motor and the ICE have to engine speed, and other feedback signals.
supply the peak power to the drive train during acceleration.
The total power for acceleration is estimated by the following Batteries State of Charge (SOC)
equation: It is necessary to know the voltage and the current of the
δ M 2 battery to know the state of charge (SOC). The SOC is
Pm = m (
2ηt ,mta
) 2
3
1
V f + Vb2 + MgfrV f + ρ aCD Af V f3
5
calculated by a simple model and following equations.
(2)
where δm is the mass factor, ta is the acceleration time, Vf is the SOC = SOC0 + ∆E / Cbattery
maximum speed, and Vb is the base speed. For the acceleration (3)
time of 10 seconds, Vb of 15 km/h and Vf of 60km/h, the ∆E = ∫ v.i.dt
required average power is 4.6kW. If the ICE supplies 3.9kW
power where it has the highest efficiency, the electric motor A resistive voltage divider is used to measure the batteries
should supply 720W. Hence, the maximum power of the voltage and a shunt resistance is used to measure the charge or
electric motor should be 800 W. The electric motor can be discharge current of the batteries. The measured analog data are
overloaded by a factor of two during acceleration time that is sent to the central control unit and converted by the PIC
very short. Hence, the nominal power of around 400W is microcontroller internal A/D to digital data and the batteries
suitable for the electric motor. A 500W electric motor is used in SOC is calculated.
this prototype.

4

Figure 6. A simple diagram of the control system
Speed and Distance Measurement
The HEM speed is calculated by reading the electric motor
speed that is in the front wheel hub in different situations
situations. The
HEM speed is one of the most important terms in the HEM
control strategy. The electric motor is a brushless DC ((BLDC)
motor with three hall-effect sensors. Its distance is calculated
by counting one hall effect sensor outputs pulses
pulses, and its speed
is calculated by use of time of between two consecutive pulses.
Figure 7. General schematic of system
Fuel Measurement
The existing variable linear resistance in the fuel tank is used
use to
measure the amount of fuel consumed.
consumed The resistance is
changed by the amount of the fuel. The changeable resistance is
measured by a resistive voltage divider.
divi
Outputs of the Control Unit
The electric motor (BLDC) has a controller and it has an input
command that is normally given to that by an accelerator that is
a torque command. In HEM, this signal is sent to the BLDC
controller by the HEM controller. As shown in figure 7, the
central control unit sends this torque command by a 6 bits data.
This digital
gital data is changed to an analog voltage by a D/A IC
and then is send to the controller.
To control the fuel engine condition, two electric servo motors
are used. So, the fuel valve can be easily controlled by the
signal sent to the servo-motors
motors from the controller.
The controller input of these servo-motors
serv is a PWM signal
with 740 Hertz frequency that is made and sent by the control
unit.
When the driver push the brake pedal a variable linear resistor
sends an analog voltage to the control unit that is read by a
micro-controller A/D input pin.
Figure 8 shows the central control unit of the HEM. In mass
production SMT technology may be used.
5

Figure 8. The HEM central control unit
6- CONTROL STRATEGY
Although, the HEM control algorithm is very complicated,
a brief description of the control strategy is explained here.
There are two main goals in the HEM control strategy. First is
to turn the ICE off during low speeds and low torques. The
second goal is push the ICE operating point to the most
efficient point when the ICE is on. Therefore, the dynamic
power is given by the batteries and the electric motor and the
static power is supplied by the ICE to improve the HEM
efficiency. In the designed and manufactured HEM, the
following factors are essential to calculate the control strategy.
• ICE Fuel consumption map at different torque and
speeds,
• Electric motor efficiency map at different torque and
speeds,
• Driving cycle of the hybrid motorcycle,
• Batteries SOC
If the SOC level is low, the ICE will not turned off and
continues to run and will charge the batteries by the BLDC
machine that will works in the generating region. It charges the
batteries through the road; hence it is called through the road
(TTR) hybrid electric motorcycle.
During starting of the HEM or at low speeds, the efficiency of
the ICE is significantly low, so using this source will result in
negative effects on the fuel consumption [6]. Focusing on this
fact and studying the simulation results, it was decided to use
electric motors as the only energy supply when the speed is less
than 15 Km/h, provided that the batteries have enough charge.
This marginal speed is chosen due to the electric motor power
and the fuel consumption model of the ICE and the simulation
results. Above the speed of 15 Km/h, it is recommended to use
the gasoline engine energy supply, because of two major
reasons discussed below:
• The required power is high and the electric motor
cannot supply enough power,
• The engine efficiency is improved significantly in the
speed over 15 Km/h.
An important point is to use a speed hysteresis diagram to
switch from the electrical to the engine modes and vice versa.
As shown in figure 9, when the motorcycle speed reaches to
15Km/h, the mode is changed from electrical to to engine
mode. It takes few seconds for the ICE to be turned on.
Therefore, the controller waits to make sure that the ICE is on
then turn off the electric motor. On the other side, when the
motorcycle speed is reduced below 5Km/h, the engine is turned
off and the electric mode restarts.
mode
Engine mode
Electric mode
5 15 Speed (Km/h)
Figure 9. The hysteresis diagram for changing mode
Another important finding that comes from the simulation
program indicates that up to the speed of 45 Km/h, the BLDC
electric machine may run as motor and generator, but above
that speed the machine torque is low and may not apply or
generate that much torque, because an in-wheel motor without
any gearbox is used.
There are some other interesting points within the algorithm.
For example, if the driver turns the acceleration handle for
maximum acceleration, then the controller will commands to
both the BLDC and ICE to produce as much torque as they can.
However, in this mode of operation, the efficiency would be
reduced and the ICE operating point would not be in the most
efficient condition for few seconds.
If the HEM runs at heavy traffic cycles, the electric motor runs
and after several minutes, the charge level of the batteries are
reduced to the lower SOC level. Therefore, the electric motor
may not be able to provide enough torque. Hence, in this
condition, the ICE will run even at low speeds and the BLDC
acts as generator to recharge the batteries during the driving
cycle.
Another operation mode is when the HEM runs downhill in low
speeds. In this mode, the required and command torque is
negative and the BLDC operates in the regenerative mode. It
has two usefulness: first, the stored potential energy is
regenerated by regenerative braking and is used to charge the
6
batteries while the ICE is off. Second, there is no need to use
the mechanical brake of the HEM.
In an ordinary motorcycle, the vehicle speed is reduced by
mechanical brakes, so the kinetic energy lost and converted to
heat. In a hybrid motorcycle by using the electric motor as a
generator, main part of the kinetic energy can be regenerated
and stored in the batteries. In urban driving cycles generally, 30
to 40 percent of the fuel energy is wasted in the brakes. The
simulation results show that by using hybrid technology, part of
that energy can be restored that leads to 10 to 15 percent
reduction in the fuel consumption.
During heavy loads at low speeds such as driving uphill, the
HEM requested maximum torque. The BLDC electric motor as
an auxiliary source will help the ICE to provide more torques to
the wheels.
Another operating mode in the control strategy algorithm is
related to long stops or moving in traffic with very low speeds. Figure 10. Digital LCD
During this period, the gasoline motor is turned off and the
electric motor runs. The former will not be started due to the
low required energy. This trend continues until it reaches to the
point that the batteries are discharged, the gasoline engine will
start in order to recharge the batteries.
Servo motor
Of course, the other energy mode is during stop conditions that
both of them are off.
The high and low batteries SOC levels are considered to be 80
and 40 percent respectively to maintain high batteries efficiency
during charges and discharges [7].
Being aware of the battery charge status makes it possible for
the controller to keep its’ value in the required limits.

7- LCD PANEL
As shown in figure 10, there is a graphic LCD panel to
display motorcycle information such as motorcycle operating
modes (electric mode, gasoline mode, and hybrid mode),
vehicle speed, the remaining fuel, percentage of the accelerator
command, percentage of the brake command, and SOC. There
is a three-contact selector switch over the display that one can
choose among the three operating modes. For instance, when
there is a technical problem with one source, or there is not
enough fuel for the engine or battery energy for the motor, this
switch can help the driver to choose the best operating mode.
8- FUEL INJECTION SYSTEM
As shown in figure 11, two servo motors are assembled on the
fuel valve to adjust the amount of supplied fuel to the engine.
9- SIMULATION RESULTS
ADVISOR2002 program is used as a tool for simulating the
ordinary, and hybrid motorcycles. Both ordinary and hybrid
motorcycles were simulated. Total body weight of the
motorcycle is 66 kilograms and its drag coefficient is 0.5.
Figure 11. Fuel injection system
For simulation, the FC-SI63-emis internal combustion engine is
chosen that is a 63 kW motor, but it is scaled to 6.6 kW and the
fuel consumption model was changed relatively. This engine is
used because the specific fuel consumption (SFC) model in
various speeds and torques is much more similar to the
introduced internal combustion engine of the motorcycle
mentioned in the paper [5].
In this simulation, the TX-CVT50_FOLOSON gearbox is used.
Its’ specification has been changed for this current motorcycle.
The wheel types are WH-CYCLE and the front and rear wheel
radius are 30.3 and 27.8 cm respectively, but for simplification
the average value of 29 cm is used.
Total weight of the motorcycle is assumed to be 114 kg without
driver, and 180 kg with driver. Therefore, the override mass
condition has been checked in the simulation program, so that
these weights are applied.

7
The simulation results for the ordinary motorcycle in the CYC-
CSHVR driving cycle is shown in figure 12.
Figure 12. The ordinary motorcycle simulation results
for the CYC-CSHVR driving cycle
Implementing acceleration test in the ordinary motorcycle has
the following results:
0-60 km/h : 9.60 seconds
60-100 km/h : 21.2 seconds
0-100 km/h : 30.8 seconds
The average fuel consumption for the ordinary motorcycle
according to the simulation is 2.7 liters per 100 km.
The total motorcycle emission results in this type and for this
driving cycle are as follows:
HC = 0.177 g/km
CO = 1.685 g/km
NOx= 0.451 g/km
For simulation of the hybrid motorcycle, four acid lead 12 volts
batteries and a 1 kW electric motor is used. The total hybrid
motorcycle weight with driver is considered to be 220 kg.
To make correct comparison regarding the fuel consumption
and pollution between the ordinary and hybrid motorcycles, the
battery SOC level in the hybrid system should be the same at
the beginning and end of the simulation cycle.
Implementing acceleration test in the hybrid motorcycle leads
to this following results:
0-60km/h : 8.0 seconds
60-100km/h : 13.7 seconds
0-100km/h : 21.7 seconds
Fuel consumption at this simulation is about 2.1 liters per 100
kilometers .Even so pollution at this level is:
HC = 0.137 g/km
CO = 1.286 g/km
NOx= 0.374 g/km
The simulation results for the hybrid motorcycle in the CYC-
CSHVR driving cycle is shown in figure 13.
Comparing the two motorcycle simulation results indicate that
the fuel consumption is reduced around 28 percent in the hybrid
type. Also, the HC, CO, and NOx emissions of the hybrid
motorcycle are reduced around 29, 30, and 21 percent
respectively.
The manufactured hybrid motorcycle is shown in figure 14.
10- CONCLUSION
In this paper, the details of design, simulation, and
manufacturing of a through the road (TTR) Hybrid Electric
Motorcycle (HEM) with BLDC in wheel electric machine is
explained. The in wheel electric machine hub is added in the
front wheel of an ordinary motorcycle with minor power train
and mechanical modifications. The motorcycle performance is
improved. The simulation results indicate that 16.7 and 29.3
percent improvement in acceleration from zero to 60 km/h and
zero to 100km/h is achieved respectively. The Fuel
consumption is also reduced by 28 percent in the CYC-CSTVR
driving cycle compared to the traditional motorcycle. In this
cycle, pollutions from hydrocarbons, carbon monoxide and
nitrogen oxides have been decreased by 29, 30, and 21 percent,
respectively. These results are obtained without redesigning the
engine and the wheel motor. If the engine is downsized to a
smaller one, and the optimum size wheel motor is used, it might
be further improvements.
ACKNOWLEDGMENTS
The authors would like to acknowledge the Center of
Advanced Vehicle (CAV) and Electric Drive Lab (EDL) of
University of Tehran staff and students for their support.
Special thanks Miss. T. Akbarpour for her help in the
manufacturing of the hybrid electric motorcycle.
8
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Figure13- The hybrid motorcycle simulation results

for the CYC-CSHVR driving cycle

Figure 14- The manufactured Hybrid Electric Motorcycle

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