Feasibility Study of CAU Hybrid

Motorcycle Manufacturing
LOW RATE PRODUCTION LINE (Annual Volume: 100,000 units) AND PRE‐COMMERICAL 
RELEASE PROTOTYPE (6 units in 2 models) COST ESTIMATES 

Prepared by: CAU Electric Vehicle Systems Limited

January 2009

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 Table of Contents
1.0 Executive Summary………………………………………………………………………….4
1.1 Key Technology…………………………………………………………………..4 – 5
1.2 Business Description………………………………………………………………….5
1.3 Vision…………………………………………………………………………………5
1.4 Mission……………………………………………………………………………5 – 6
1.5 Business Goals………………………………………………………………………..6
Designing a Prototype Hybrid Motorcycle table……………………………………..7
1.6 The production line equipments will include the following items……………………8

2.0 Business Status………………………………………………………………………………..8

2.1 Positioning and Strategy………………………………………………………………9
2.2 Technology Achievements……………………………………………………………9
Hybrid Electronic Motorcycle Complex Structure Diagram………………………..10
2.3 Copyrights and IP’s details…………………………………………………………..10

3.0 Value Chain and Business Model………………………………………………………….10

3.1 An Economic Alternative……………………………………………………….10– 11

4.0 Market Opportunity and Analysis…………………………………………………………11

4.1 Background and Motivation…………………………………………………………11
Energy Consumption & Greenhouse Gases Emission Table…………………..11 – 12
4.2 Market Size…………………………………………………………………….12 – 13

5.0 Market Analysis Summary…………………………………………………………………13

5.1 Target Market Segment Strategy……………………………………………….13 – 14
5.2 Industry Analysis…………………………………………………………………….14
5.3 Competition and Buying Patterns………………………………………………14 – 15

6.0 Vehicle Control System Development……………………………………………………..15

6.1 Control System Architecture………………………………………………………...15
Hybrid Electronic Motorcycle Control System Architecture Diagram……………...16
6.2 Engine Control Development………………………………………………………..16
6.3 Electronic Control Unit (ECU)…………………………………………………16 – 17
Hybrid Electronic Motorcycle Engine Control Flowchart…………………………...17
Hybrid Electronic Motorcycle ECU Diagram……………………………………….18
6.4 Hybrid Electronic Motorcycle Battery Management System………………….18 – 19
Hybrid Electronic Motorcycle Battery Management System Diagram……………...19
6.5 Control Strategy………………………………………………………………..19 – 20
ICE Power Reference Diagram……………………………………………………...20
Engine in the Simulation Model Diagram…………………………………………...21
6.6 Gear Ratio and Gear Shift Control…………………………………………………..21
Gear Strategies Diagram…………………………………………………………….22
6.7 Cylinder Deactivation………………………………………………………….22 – 23
6.8 Exhaust Gas Recirculation…………………………………………………………..23
The Original and the Adjusted EFR Map……………………………………………24

7.0 Cost Performance Estimating & Production Phase……………………………………...24

Before & After Hybrid Convention Technical Parameter Tables……………...24 – 25

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 7.1 Hybrid Electronic Motorcycle Commercial Prototype………………………...25 – 26
Hybrid Electronic Motorcycle Power Trains and Components Table…………26 – 27
7.2 Background and Study Methodology………………………………………………..27
7.3 Cost Performance Estimating Relationship Development…………………………. 27
7.4 Hybrid Electric Components…………………………………………………...27 – 28
7.5 Energy Storage Components…………………………………………………...28– 31
Comparison of different Styles of Batteries Table…………………………………..31
7.6 Components of Hybrid Electronic Motorcycle………………………………...........31
7.7 Raw Materials of Hybrid Electronic Motorcycle………………………………31 – 32
7.8 Design of Hybrid Electronic Motorcycle………………………………………32 – 33
7.9 The Manufacturing Process of Hybrid Electronic Motorcycle……………………...33
7.10 Quality Control………………………………………………………………….33
7.11 By-products/Waste………………………………………………………………34

8.0 Strategy and Implementation Summary…………………………………………………. 34

8.1 Competitive Edge……………………………………………………………………35
8.2 Marketing Strategy……………………………………………………………..35 – 36
8.3 Sales Strategy………………………………………………………………………..36

9.0 Budget for pre-commercial release prototype and low rate production line....................36

10.0 The production line equipments will include the following items.…………………..36

11.0 Hybrid motorcycle process production.……………………………………….....36 – 37

12.0 Maintaining A Successful Process…………………………………………………….38

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1.0 Executive Summary

CAU Electric Vehicle Systems Limited was established in 2008 to incubate and commercialise
the Hybrid Electronic Motorcycle technology, which was developed by Hybrid Electronic
Motorcycle Pty Ltd, a company incorporated in Australia, who together have accumulated 19
years of experience through their Research and Development since 1990.

They have successfully undertaken many cutting edge projects, including the development of
Electronic Control Unit (ECU) for the automotive industry, Hybrid car technology, Automated
Mechanical Transmission, Motion Controllers for AC/DC Motors, burning systems utilising
vegetable oils as fuel among others.

We are introducing the new Hybrid electronic motorcycle from CAU Electric Vehicle Systems
Limited, with its sleek, lightweight, with exceptional performance and environmentally conscious.
As with all of CAU Electric Vehicle Systems Limited technology line, it is designed with the
future in mind, as a sustainable, low emission two-wheel / three-wheel vehicle. The new Hybrid
electronic motorcycle features superior, innovative technology from a Company that is committed
to changing the way the world views power…and creating an environmentally sound lifestyle.

1.1 Key Technology

The Hybrid Electronic Motorcycle performs exceptionally well and is ideal for Asian Pacific and
some European Countries which are dominated by motorcycles. Geared with unique Hybrid ECU,
Battery Management System and Variable Frequent Electric Motor, the Hybrid Electronic

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Motorcycle can be fully charged and ready to roll in a mere two / three hours. Its low emission
technology means hardly have any chance to go to petrol station. No more anxiety about rising
fuel costs, and best of all, no hazardous for environment.

1.2 Business Description

CAU Electric Vehicle Systems Limited is an incubator of motorcycle and electronic technologies.
More specifically, the company and its principals have funded the development of the LS Hybrid
Electronic Motorcycle over the past 13 years. The company will continue to fund the technology
through to commercialisation with a view to commercially launching products within the next a
few months.

1.3 Vision

The vision of CAU Electric Vehicle Systems Limited (CAU) is to create substantial wealth for its
investors through funding and management support with the potential to deliver major technical
and economic breakthroughs.

1.4 Mission

The mission of CAU Electric Vehicle Systems Limited is to provide environmentally, friendlier
motorcycle choices and to convert conventional new motorcycle buyers into conscientious
consumers who are aware of external as well as internal costs associated with motorcycle
transportation.

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CAU Electric Vehicle Systems Limited is an emerging leader in the development and marketing
of low emission two and three wheeled vehicles worldwide. As the global demand and need for
sustainable, low emission energy alternatives increases, CAU Electric Vehicle Systems Limited
remains committed to applying its superior technology to a vast range of innovative, everyday
products.

1.5 Business Goals

The core business goals of CAU Electric Vehicle Systems Limited are:

• Produce 6 units in 2 models pre-commercial prototype of Hybrid Electronic Motorcycles

within 6 months after the funding is granted.

• Low rate production line (Maximum annual production less than 100,000 units)

• Promoting sales of licensing of the technology globally.

• Marketing: dealing with barriers to entry and partnering with global motorcycle
manufacturers worldwide.

• Provide superior product and the best service to motorcycle manufacturers.

• Management: Products delivered on time, costs controlled, marketing budgets managed.

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1.6 The production line equipments will include the following items:

• Complete test equipments for final assembly line (especially to test all the hybrid
function)
• Complete wheel motor hub moulds and test equipments for low rate production (100,000
units/year)
• Complete hybrid ECU moulds and test equipments for low rate production (100,000
units/year)
• Complete Electronic differential device moulds and test equipments for low rate
production (100,000 units/year)
• Complete Battery Management system moulds and test equipments for low rate
production (100,000 units/year)
• Complete Battery charger moulds and test equipments for low rate production (100,000
units/year)
• Complete motion controller moulds and test equipments for low rate production (100,000
units/year)

2.0 Business Status

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2.1 Positioning and Strategy

In a Hybrid Electronic Motorcycle, propulsion power is available from two or more types of
energy storage and power sources, and at least one source can deliver electric current. Hybrid
Electronic Motorcycle technology can reduce both fuel consumption and emissions as its
architectures have the possibility of downsizing the engine, reducing the transient load on the
engine, and recovering energy during regenerative braking. In addition, Hybrid Electronic
Motorcycles have the ability to satisfy power demands by moving between the thermal and
electrical paths. Hybrid Electronic Motorcycles can overcome the Electric Motorcycle problem of
limited range and provide reduced emissions. Hybrid Electronic Motorcycles are normally
divided into subtypes of series, parallel or series-parallel (split), which refers to the manner in
which the engine and electric motor supply power through the propulsion system to the wheels.

2.2 Technology Achievements

Hybrid Electronic Motorcycles have the potential to reduce air pollution and improve fuel
economy without sacrificing motorcycles performance and available infrastructure for
conventional motorcycles. Much research has been done on Hybrid Electronic Motorcycles in
Lawren Solutions. The research includes vehicle architecture design, energy storage system
development and electric propulsion systems of development.

We had completely finished the design for the Hybrid Electronic Motorcycle, which uses
complex hybrid structures. These structures encompass three or more energy sources and/or drive
systems. The possible options are manifold (series-parallel mixed structure, additional energy
sources). The Hybrid Electronic Motorcycle is an interesting solution for the intermediate vehicle
population segment that frequently is used in town but also as a commuter vehicle.

In this structure, the state of charge of the traction battery at the end of a service day is lower than
at the beginning. The batteries are thus supposed to be recharged from an external source (electric
grid).

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2.3 Copyrights and IP’s details

• Hybrid Electronic Motorcycle ECU

• Battery Management System for HEMC
• Trade Mark

The developments of the technologies that underpin the hybrid motorcycle have
entailed considerable research and development and engineering design. HEMC
has sought copyright protection over its designs rather than patent protection as
the directors are of the view that superior protection is afforded by not publicly
disclosing its designs or source code as would be required with patent protection.
Whilst there is always the risk that designs may be copied, key elements of the
designs and in particular the source code cannot be reverse engineered
providing a high level of certainty of protection of the intellectual property of the
company.

On 11 April, 2007, Hains Solicitors in Queensland, Australia acknowledged

receipt for safe custody the description including circuit design for the Electronic
Control Unit.

3.0 Value Chain and Business Model

3.1 An Economic Alternative

The key technology for the Hybrid Electronic Motorcycle is Electronic Control Unit (ECU). We
are the first ECU R & D commercial manufacturer in Australia and China, where we now have
first class engineers and facilities. China’s developing ‘industrial age’ and large population gives
us many fine minds and skilled hands to produce products at very reasonable prices.

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There are currently only a handful of ECU manufacturers in the world and they understandably
protect the designs of their products very well.

These manufacturers are:

• Dephi, USA.
• BOSCH Corporation, Germany.
• Denso, Japan.

BOSCH is the world’s biggest automobile spare part supplier. In the gasoline/petroleum fuel
injection domain, Denso and Dephi have about equal market share.

We own 100 percent of the Intellectual Property rights and our R & D costs is only about 20
percent of those of our competitors.

Our company’s Hybrid ECU product is of an extremely high technical standard, with the product
selling price being much lower than that of our competitors.

4.0 Market Opportunity and Analysis

4.1 Background and Motivation

The transportation system is very important to the entire world today, but at the same time
gasoline and diesel fuelled vehicles burn oil in an internal combustion engine. Therefore,
concerns about atmospheric pollution and dwindling petroleum supplies continue to stimulate
research on new, clean, and fuel-efficient vehicle technologies. With this trend in mind, the use of
alternative, renewable fuels and innovative vehicle architectures has been a proposed solution to
help reduce harmful emissions.

In recent years, activity in alternative fuel research, such as bio-diesel, ethanol, hydrogen, natural
gas, and propane has increased rapidly. Also, several of the largest automotive companies (GM,
Ford, Honda, Nissan and Toyota, etc.) and academic research institutions all over the world have
begun to do research on advanced vehicle development including Electric Vehicle (EV), Hybrid
Electric Vehicle (HEV) and Fuel Cell Vehicle (FCV).

Electric vehicles have long held the promise of zero emission vehicles. However, battery powered
electric vehicles have not been accepted by the general public, in large part, because of their very
limited range. Hybrid Electronic Motorcycle with gasoline engines can get rid of the problem of
limited range and reduce a lot of emissions.

Energy Consumption and Greenhouse Gases Emissions Table (source from USA Federal Reformulated
Gasoline)

Energy Consumption (kJ/km) Greenhouse Gases Emissions (g/km)

Vehicle Type WTP PTW WTW WTP PTW WTW

Gasoline 884 3,679 4,563 73 264 337
Gasoline Hybrid 783 2,950 3,733 60 219 279

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Electrical 2,886 0 2,866 239 0 239
Fuel Cell 1,250 1,757 3,007 188 0 188

4.2 Market Size

According to Stock House (www.stockhouse.com), the global motorcycle production is expected

to grow at 5 percent annually through 2011, with China expected to produce more than 40 percent
of all motorcycles. In 2008, China will adopt Euro III emissions regulations, which all for
significant reductions of hydrocarbon, NOx (oxides of nitrogen) and CO (carbon monoxide)
emissions from two/three wheel vehicles. These tighter clean air regulations will cause demand
for emissions systems to grow faster than overall motorcycle production rates worldwide.

With the current motorcycle technology, it will be costly to implement Euro III emission
regulations, to solve this problem, Hybrid Electronic Motorcycle is the only solution and
economical to meet the Euro III requirement.

Global motorcycle demand is forecast to advance 4.9 percent annually through 2009 to 41.6
million units – value at almost US$40 billion (source from www.thomasnet.com).

Worldwide demand for motorcycles remains strong despite the slowdown in growth in key
markets such as China, which is rapidly transitioning toward cars for its transportation needs,
according to a study by the Freedonia Group, Inc.

The industrial market research firm’s report forecasts global demand for motorcycles to advance
4.9 percent annually through 2009 to 41.6 million units, valued at almost US$40 billion. However,
this is still down from 6.8 percent annual increase from 1999 through 2004, as an article in
IndustryWeek pointed out.

Demand for all categories of motorcycles is expected to remain healthy, and increased growth in
all categories will be seen in developed markets, where rising fuel prices and – in some markets –
continued restrictions in car use “are stoking interest in the exceptional fuel economy and cost-
effectiveness of motorcycles”, the Cleveland-based research firmed noted. So fuel efficiency and
continued restrictions on car use in developed markets were cited as reasons for the continued
growth.

However, while the market for expensive high-powered motorcycles also is expected to remain
strong, its aging United States and Western European customer base is raising concerns. As well,
restrictions on motorcycle use in China’s large metropolitan areas and some other Asian countries
will likely cause a shift in demand away from urban areas to more rural markets, according to the
Freedonia Group’s “World Motorcycles” report.

The new study breaks down into essentially two separate motorcycle markets: one is centred in
the industrialised Triad (i.e., the USA, Japan and Western Europe), where motorcycles are seen as
pleasure vehicles by consumers already owning one+ automobile(s); the other, a much larger
market in unit terms, is found in the emerging economies of Asia, where motorcycles are seen as
primary family and work vehicles. The latter vehicles are cheaper, smaller and less powerful than
Triad motorcycles.

While Asia is dominant in terms of unit volume, most major manufacturers focus their efforts on
developed markets such as North America, as they derive far higher revenues per unit via sales in
these developed markets.

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Hybrid Electronic Motorcycle Pty Ltd estimated that in the very near future, there will be at least
over 40 percent (over US$16 billion) of the motorcycle worldwide will be adopting the Hybrid
Electronic Motorcycle technology as it is affordable, reliable and economical to meet the
environmental requirement worldwide (Euro III, IV emissions standards).

5.0 Market Analysis Summary

5.1 Target Market Segment Strategy

Hybrid Electronic Motorcycle customers can be divided into five groups:

1. Early-adopters
Hybrid Electronic Motorcycle first customers will likely be early-adopters. The reason for
this is that these people will eagerly seek out the risks in purchasing an automobile that
operates on alternative fuels in exchange for the status of being an automobile pioneer. This
type of customer will range widely in age but will share an interest in automobile engineering
and maintenance. Therefore, these customers will be most easily accessed by advertising in
magazines marketed to automobile enthusiasts, engineers, hobbyists, mechanics and scientists.

Other members of this customer group will be attracted by consumer protection reports that
have given favourable ratings to our Hybrid Electronic Motorcycle. Favourable reviews by
these customers will lend credibility to low emissions vehicles as not only environmentally
friendly, but also as the economically preferable transportation option. The younger
generation will be attracted to low emissions vehicles once they see early-adopters driving
these Hybrid Electronic Motorcycles around.

2. The younger generation

The younger generation is not vested in perpetuating fossil-fuel-based transportation and
economic systems and therefore, requires less marketing to demonstrate the advantages of
low emissions Hybrid Electronic Motorcycles.

The younger generation will be likely to purchase low emission automobiles because these
automobiles affect their future. These automobiles will have far less pollution compared to
the conventional motorcycles. The reason for this is that after past generations have ignored
the warning signs of global warning, the younger generations are now witnessing the
cumulative and destructive effects that carbon-based-fuel systems are having on the
environment and global eco-political structures.

The younger generation will be likely to purchase an automobile of some sort between age
sixteen and twenty-one. If the younger generation buys into the former gasoline-based
automobile market, there will be more gas-burning vehicles on the road. More gas guzzling
vehicles will pollute the air. Therefore, converting the next wave of vehicle consumers to a
non-fossil-fuel-dependent form of transportation will more likely achieve Hybrid Electronic
Motorcycle mission of a low emission transportation system worldwide.

Most importantly, investing in the future customer base of the younger generation will ensure
exponential increase in Hybrid Electronic Motorcycle sales for years to come.

3. Environmentalists

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 Hybrid Electronic Motorcycle customers will also include environmentalists. This category of
customer exercises their purchasing power and will accept the risks in purchasing an
automobile that operates on alternative fuels in exchange for the obvious environmental
benefits and future rewards of low emissions transportation systems. Therefore, these
customers will be most easily accessed by direct marketing campaigns to local conservation
groups, outdoors athletic clubs, and environmentally- sensitive political parties.

4. Working class in the city region

Driving a conventional vehicle in city traffic is usually not efficient. This is due to the low
power demand relative to the large amount of power available. This implies that the
efficiency rarely reaches the higher levels in city driving. A smaller engine, adapted for city
traffic would increase the efficiency, but would also imply inability to drive in highway
traffic due to an unreachable power demand.

The advantage with a Hybrid Electronic Motorcycle run in city traffic is the possibility to run
in electric mode at low power demands and use the Internal Combustion Engine at larger
power demands or use combinations of thereof.

5. Low emission motorcycle permit region

China, the world’s leading producer of motorcycles with more than 13 million units
manufactured annually, has been systematically banning or limiting the use of motorcycles.
Most recently, the large Chinese city of Guangzhou, formerly known as Canton, will join
over 100 other cities in banning all motorised two-wheelers. As of January 1, 2007, the city’s
260,000 registered motorcycles in the city will be forced off the roads, as well as an
additional 100,000 unregistered ones and tens of thousands of people who use the vehicles to
earn a living and make deliveries must turn them in for scrap or move them out of the city,
largely because they are viewed as polluting machines that are not good for the environment.

We believed that most of the Asian countries authorities (such as Thailand, Philippine,
Vietnam, India, Pakistan, Malaysia and Indonesia) will follow suit to ban the conventional
motorcycles. Hybrid Electronic Motorcycles are the only solution for these regions
motorcycles customers.

5.2 Industry Analysis

Motorcycle sales are one of the largest industries in the world.

The motorcycle industry is diversified into many large and small sub-groups, each supplied with
high concentrations of capital. Many sub-groups enjoy support from classic motorcycle and
electric engineering enthusiasts in the western world. Most of the Asian countries motorcycle
customers require solid, robust, reliable and affordable motorcycles.

Services are bought and sold upon word-of-mouth recommendations and product image.

5.3 Competition and Buying Patterns

Motorcycle sales are about transportation for the individual. Customers seem to choose their
vehicle based on their self image. One motorcycle maker’s success depends on image and trends
in one part of the market, and on advertising and word-of-mouth recommendations in another.

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Visibility, delivery, reliability, and features are critical. While price is less a factor in this industry
than delivery and reliability, materials used by manufacturers in volume must come from reliable
sources because the niche industry of low emission motorcycles should not be subject to risky
fluctuations in wholesale and subsequently retail values. Features will also be important because
our Hybrid Electronic Motorcycle must be viewed as the highest technology.

Target customers choose between competing motorcycles based on brand name image and word-
of-mouth. Motorcycle performance and image are major factors in developing word-of-mouth
recommendations. Customers like that their choice of low emissions motorcycles protects the
environment.

6.0 Vehicle Control System Development

The vehicle control system is an integrated system that is composed of many sub-systems, such as
engine, electric motor, battery, brakes, fuel, etc. Each sub-system is also a complete system and
has its own desired functionality and performance. Some sub-systems have their own controllers,
while some do not. However, almost every sub-system has sensors and actuators that are operated
by either an original equipment manufacture (OEM) controller or a custom built controller. In
addition, all the sub-systems in the vehicle must be coordinated to achieve better fuel economy,
fewer emissions and good performance. Therefore, the control system plays a very important role
in the implementation of hybrid power-train to achieve multiple objectives.

6.1 Control System Architecture

The basic structure of the control architecture in the prototype Hybrid Electronic Motorcycle is
shown in the following diagram. The diagram shows the complete schematic of the vehicle
power-train control system architecture. The function of central controller is to control the
operation of the hybrid system through input and output signals, manage communication with
sub-system controllers, and monitor other system status. According to the driver’s command and
current status of the sub-systems, the central controller sends proper signals either to the
controllers or the individual component to perform certain operations. After the sub-system
controller receives a command, it sends signals to the corresponding device.

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 Hybrid Electronic Motorcycle Control System Architecture Diagram

6.2 Engine Control Development

Control techniques for a Hybrid engine control remain similar to that of a gasoline spark ignition
(SI) engine. However, due to the new structure of Hybrid Electronic Motorcycle petrol engine
needs more accurate control to assure the engine reaches maximum horsepower and runs at its
most efficient points.

6.3 Electronic Control Unit (ECU)

The following diagram shows the inputs and the outputs of the engine control unit (ECU). There
are seven major inputs into the engine control unit (ECU). The crank shaft and cam shaft sensors
determine at what speed the engine is turning and which cycle the engine is currently running,
respectively. The throttle position sensor (TPS) is used to determine what the throttle position is
doing to reflect the driver’s intention. Manifold absolute pressure (MAP) and barometric absolute
pressure (BAP) are used to calculate the load the engine is under. The air temperature sensor
determines the temperature of the air entering the engine. The engine temperature sensor is used
to determine load does not accurately represent the actual engine load but merely the load which
the driver demands. An accurate calculation of the engine load is to use the MAP and BAP
because engine load is determined by the amount of vacuum being pulled within the intake
manifold. According to the inputs, four fuel injector signals and four ignition signals are produced
to control each cylinder separately and sequentially. Another diagram shows the engine control

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flowchart. The pressure sensor, temperature sensor and oxygen sensor reading are treated as
feedback to adjust the main injection and ignition tables.

Hybrid Electronic Motorcycle Engine Control Flowchart

According to the input signals, the ECU generates appropriate injection and ignition signals. The
relationship of the inputs and outputs are often difficult or even impossible to describe by
mathematical equations. Therefore, a large number of lookup tables are used to determine the
pulse width and timing. If the inputs (for example, engine RPM and engine load) correspond
exactly to a point in the table, then the table value for this point is used. If the engine RPM and
engine load do not correspond exactly to a point in the table then the values of the four closest
points are mathematically interpolated to arrive at an appropriate value depending on how close
the current RPM and efficiency are to the different points.

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6.4 Hybrid Electronic Motorcycle Battery Management System

Automotive battery management is much more demanding than the other application. It has to
interface with a number of other on board systems, it has to work in real time in rapidly changing
charging and discharging conditions as the vehicle accelerates and brakes and it has to work in a
harsh and uncontrolled environment. This example describes a complex system as an illustration
of what is possible, however not all applications will require all the functions shown here.
The functions of a Battery Management System suitable for a Hybrid Electronic Motorcycle are
as follows:

• Monitoring the conditions of individual cells which make up the battery.

• Maintaining all the cells within their operating limits.
• Protecting the cells from out of tolerance conditions.
• Providing a “Fail Safe” mechanism in case of uncontrolled conditions or abuse.
• Compensating for any imbalances in cell parameters within the battery chain.
• Setting the battery operating point to allow regenerative braking charges to be absorbed
without overcharging the battery.
• Providing information on the State of Charge (SOC) of the battery. This function is often
referred to as the “Fuel Gauge” or “Gas Gauge”
• Providing information on the State of Health (SOH) of the battery. This measurement
gives an indication of the condition of a used battery relative to a new battery.
• Providing information for driver displays and alarms.
• Predicting the range possible with the remaining charge in the battery.
• Accepting and implementing control instructions from related vehicle systems.

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 • Providing the optimum charging algorithm for charging the cells.
• Providing means of access for charging individual cells.
• Responding to changes in the vehicle operating mode.

In practical systems, the battery management system can thus incorporate more vehicle functions
than simply managing the battery. It can determine the vehicle’s desired operating mode, whether
it is accelerating, braking, idling or stopped, and implement the associated electrical power
management actions.

6.5 Control Strategy

The presence of a secondary power unit, primary and/or secondary energy storages in the
motorcycle creates unique control possibilities for the Hybrid Electronic Motorcycle compared
with the conventional motorcycle. By using a control algorithm that avoids the disadvantage and
benefits the advantage, a new dimension in vehicle control is obtained.

Time Constant

A fundamental consideration when dealing with Hybrid Electronic Motorcycles is that the
dynamic operation of the ICE must be limited. It is argued that an ICE consumes fuel and
generates emissions out of proportion when making changes of operating point with a certain rate,
compared to the fuel consumption and emissions in stationary operation.

The simplest way to limit the dynamic operation of the ICE is to low pass filter the required
power from the ICE. The choice of time constant therefore significantly affects the motorcycle
behaviour and must be selected to ensure quasi-stationary operation of the ICE.

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With Time Constant theoretically set to zero, the engine is used like an engine in a conventional
motorcycle. No power is supplied from the battery, if the ICE can deliver the demanded power.
The drawback is that a transient behaviour of the ICE involves an increased amount of emissions.
When Time Constant increases, the battery has to supply an increased amount of transient power.

Charging Gain

The ICE power demanded is a sum of power demands for traction, auxiliary power and a
proportion of the deviation of the SOC. When the SOC diverges from its reference value, a P-
controller requests a correction (the battery can be overcharged as well). With a small gain factor,
a SOC deviation is slowly corrected, i.e. the battery permitted to compensate for a transient ICE
power request. This will be done to the price of larger deviations of SOC. A larger gain factor
adjusts the SOC deviation quicker, at the expense of higher ICE power and its associated
emissions.
The SOC deviation is multiplied with both the maximal ICE power and with a gain factor, called
Charging Gain, and thereafter added to the total ICE power demand. When choosing a larger gain
it is accompanied with reduced utilisation of the battery. The ICE has to supply the power
demand on its own to an increasing extent when the gain is increased. A small gain stresses
instead the battery. A large deviation in SOC reduces the battery lifetime and consequently ought
to be avoided.

The Charge control algorithm suggested in the above diagram is simple and more advanced
methods are proposed in literature. It is however rather efficient when compared to much more
ambitious algorithms. Since the focus in this thesis is on control aspects related to the ICE itself,
no study deeper that the one already present in is made here.

Efficiency Optimisation

To achieve certain demanded power there are several feasible torque/speed combinations (load
points). The different load points will though imply different efficiencies. One of the advantages
with Hybrid Electronic Motorcycles is that the engine speed can be chosen relatively freely
relative the motorcycle speed. It is, after all, depending on transmission (5-speed manual-, 5/6-

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speed automatic transmission or CVT). Therefore an examination of the efficiency for all possible
load points, for every single power level in the engine in question, has been made. The aim is to
guarantee the highest possible efficiency for the present power demand. This has been carried out
as follows: An optimisation algorithm will find a number of load points with optimum efficiency.
These points are not necessarily connected along a smooth path, but represent the best efficiency
for each power value. In order to obtain a system where the engine can change its load point
smoothly during a driving cycle, the various optimum load points have been connected along a
smoothened path. This path represents the most efficient operation for different power values.
The result is shown below.

Optimal choice of load points considering the NOx production for the engine in the simulation
model.

6.6 Gear Ratio and Gear Shift Control

Yet another control parameter is the choice of gearbox, its gearing and its final drive ratio. Should
the vehicle be equipped with a 5- or 6-speed manual or automatic transmission or a CVT? The
choice of transition speeds/levels between different gears in a X-speed gearbox represents yet
another degree of freedom.

To investigate the impact of different gear ratios different solutions have been implemented in the
simulation model. Besides the gear ratios, belonging to the motorcycle where the engine derives
from, some alternative gear ratios have been defined. The gear transition levels have also been
adapted for lowest fuel consumption or lowest NOx emission.

Following shows two examples of gearshift strategies, one CVT and one 5/6-speed gearbox.

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 Gearshift strategies. CVT strategy (dashed black line) and 6-speed gearbox (solid grey line)

6.7 Cylinder Deactivation

The main advantage with a Hybrid Electronic Motorcycle is the possibility to choose to only
operate the ICE when the efficiency is above a certain limit. This results in electric mode at low
velocity. Inversely it implies that a conventional motorcycle operates at low efficiency when
driving in city traffic. One way of rectifying this would be to equip the conventional motorcycle
with a smaller engine. But that result in a motorcycle that cannot keep up with the highway speed
or manage swift overtaking.

A solution to this issue is to use cylinder deactivation, i.e. to switch off a certain number of
cylinders at low power demand. If hybridisation and cylinder deactivation are combined, new
possibilities open up. The working area representing the sufficiently high efficiency would
increase in other words. The solution also benefits the conventional vehicle.

The number of deactivated cylinders can, theoretically, vary from zero to all, except one, of the
present cylinders. In this study the efforts have been focused on full sized engine and an engine
with half of the cylinders deactivated.

Deactivating the engine implies that consideration must be taken to the deactivated cylinders. The
cylinders cannot just be “switched off”, unless the engine does not actually consist of two engines,
where one can be switched off. The drawback with that solution is the need for mechanic
separation of crankshaft, camshafts etc.

When the cylinders are not switched off, but deactivated, it implies that the pistons are moving up
and down without combustion taking place. The fuel feed is interrupted as well as the ignition.
The movement of the pistons is taking place due to the existence of a common crankshaft. The
movement of the deactivated pistons however, still suffer from mechanical losses.

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If decoupling of cylinders is not possible, the optimum cylinder deactivation would be to close
valves and fuel feed for the deactivated cylinders. This would however require a flexible valve
mechanism.

The piston movement in a conventional engine implies that gas exchange is taking place. This
brings about that air from the deactivated cylinders will be diluting the exhausts from the other
cylinders, cooling down the exhaust gas mixture. It also results in pump losses and a risk that the
catalyst becomes too cold.

The power extracted in the burning fuel should not only propel the motorcycle, it should also
overcome the inner losses of the engine, the friction losses. These inner losses are, for example,
piston assembly, pump losses, compression losses, valve train, crankshaft and seals. Their relative
impacts vary depending on engine speed.

If the engine were equipped with a valve mechanism without a common camshaft, which makes it
possible to control the valves individually, it would open up a possibility to reduce the losses
from the deactivated cylinders. Such technology is currently being evaluated by the automotive
industry and may very well be a reality in a not too distant future.

6.8 Exhaust Gas Recirculation

Exhaust Gas Recirculation (EGR) in an engine for a conventional vehicle does not suit the engine
in a hybrid application, since the load point where the EGR is used does not necessarily coincide
with the load points preferred in the hybrid application. A purpose of a Hybrid Electronic
Motorcycle is to achieve a higher efficiency than a conventional motorcycle uses. The best
efficiency is reached at load points different from those where the EGR is in operation in a
conventional motorcycle. Therefore it needs an adjustment for hybrid application.

To stress the maximum possibilities that EGR supplies with, the highest used EGR has been
detected in the data belonging to the engine in question. A new efficiency and NOx map has then
been created, with the highest used EGR all over the working area. This is a method to investigate
the possibilities an adjusted EFR could bring about regarding NOx emission and efficiency. The
following diagram shows the original and the adjusted EGR map (scaled to the engine size used
in the simulation model).

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The above diagram shows the original EGR (lower graph) and the adjusted EGR (upper graph). Since the
Hybrid Electronic Motorcycle is controlled to use high ICE efficiency, the working area ends at an area
mainly outside the peak of the original EGR

ICE – internal combustion engine

SOC – state of charge reference
CVT – continuously variable transmission

7.0 Cost Performance Estimating & Production Phase

Before the Hybrid Convention Technical Parameter

Dry Weight 140KG

Wheel Base 1450MM
Exterior Size 1250 x 650 x 1600MM
Maximum Speed 90KM/H
Maximum Payload Mass 145KG
Fuel Capacity 12L
Braking Type F/R Disk, Disk
Engine Type 4 Stroke, Single, Air-Forced Cool
Maximum Power 6.5KW / 7500R / Min
Starting system Electric, Kick
Tyre Size 110/90 – 12PR/130/70 – 12PR
Battery Size 12V – 7AH

After the Hybrid Convention Technical Parameter

Dry Weight 168KG – 184KG

Wheel Base 1450MM
Exterior Size 1250 x 650 x 1600MM
Maximum Speed 90KM/H
Maximum Payload Mass 125KG

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Fuel Capacity 12L
Braking Type F/R Disk, Disk
Engine Type 4 Stroke, Single, Air-Forced Cool
Maximum Power 6.5KW / 7500R / Min
Starting system Electric, Kick
Tyre Size 110/90 – 12PR/130/70 – 12PR
Battery Size 12V – 7AH + 8 x 12V 20AH
Variable Frequency Motor 750W

7.1 Hybrid Electronic Motorcycle Commercial Prototype

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Hybrid Electronic Motorcycle Power Trains and Components (estimate cost only)
Items Prototype < 10 units Low Rate Production < Production Phase
500 units > 50,000 units
750 Watt variable RMB $5,000 RMB $1,000 RMB $500
Frequency Motor
Motion Controller RMB $10,000 RMB $450 RMB $305

Hybrid Electronic RMB $15,000 RMB $480 RMB $170

Motorcycle ECU
Battery Charger & RMB $23,000 RMB $820 RMB $230
BMS
Electric Clutch RMB $7,000 RMB $620 RMB $180

Alternator ≥ RMB $350 RMB $300 RMB $275

1000W (Optional)

Start up Motor RMB $120 RMB $100 RMB $92

(Optional)
Battery:
8 x 12V 20AH
Lithium Ion RMB $15,000 RMB $6,880 RMB $2,890
Silicate RMB $3,200 RMB $1,720 RMB $1,250
Lead-Acid RMB $1,800 RMB $1,100 RMB $780

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Exchange rate as per 7th January 2009 – US$1 = RMB $6.83

Lifespan on Battery:
Lithium Ion ≥ 1,000 times
Silicate ≥ 600 times
Lead-acid ≥ 350 times

7.2 Background and Study Methodology

The internal combustion engine (ICE) has been the primary source of automotive transport power
for over a century. However, in response to growing concerns about fuel economy, environmental
quality, and dependence on foreign sources of oil the government, automobile manufacturers, and
automotive consumers are seeking out alternative methods of automotive power. One such
alternative is hybrid electric motorcycles. A hybrid electric motorcycle combines two sources of
motive power. The most common type is petrol-electric hybrids, which combine an internal
combustion engine with battery powered electric motors. There is few type of hybrid powered
vehicle prototypes being invented, but the battery powered hybrids, however, are the most
advanced. Hybrid vehicles are being used to pave the way toward fuel cell motorcycles, which
will not be ready for widespread commercialisation for another 10 to 15 years.

Significant obstacles must be overcome before the technology becomes widespread. Many of the
components that either do or will make up hybrid electric power trains are in their technological
infancy. In particular, batteries capable of powering hybrid electric vehicles are still in
development. Without further advances in this area, it is not likely that hybrid electric vehicles
will gain significant market share either in commercial or military markets. Battery packs
necessary to power these vehicles are large and heavy. The weight reductions due to engine
downsizing often do not come close to the weight increases caused by the battery packs.
Additionally, the space claim of the batteries is significant. While batteries and energy storage in
general is the most significant obstacle, other components present challenges as well. The motors
for hybrid electric vehicles are still developing and are being produced at low quantities. Further,
high power density engines that could alleviate many of the weigh and volume concerns are still
in development.

7.3 Cost Performance Estimating Relationship Development

Hybrid electric vehicles system components are in various stages of development. As a result the
data available for analysis varies widely. For components where ample data exist, the approach to
CPER development was to collect data from multiple sources, Identify significant independent
variables and fit a cost equation to the data.

In many cases, the components are either not mature or not tailored to hybrid electric vehicle
applications. In this situation, the approach was to interview subject matter experts. We obtained
the limited data that exists as well as insight into trends, technical barriers, and manufacturing
that allowed us to develop basic relationship and factors for development, prototype, low rate
production, and production phases.

7.4 Hybrid Electric Components

The major hybrid electric component categories analysed are energy storage and power train.
Energy storage possibilities include batteries, capacitors and Power train components include:

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 1. Variable Frequency Motor (750W – 1000W)
2. Hybrid Electronic Motorcycle ECU
3. Motion Controller
4. Battery Charger
5. Battery Management System
6. Electric Clutch
7. Start up Motor (optional)
8. Alternator (optional ≥ 1000W)

We discuss four program phases for most components: development, prototype, low rate
production, and full production. There are varying degrees of data availability for each. Data is
most abundant for low rate and full production costs for each of the components. Prototype costs
are available to a lesser extent, but we are able to develop reasonable estimates for this phase for
many components. Data is very limited for component development costs.

The costs to develop hybrid electric vehicle components, subsystems and systems are very
difficult to estimate due to a number of factors. First, the available documentation is limited, as
much of the effort is privately funded. The areas of research, the status of the progress, the
technology barriers and the strategic alliances are often closely guarded proprietary information.
Second, the development efforts often are derived from other related programs and contribute to
other programs, making it difficult to separate costs. The effect is that the costs to develop
specific products are blurred by association with other developmental efforts. A third
consideration is the uncertainty of the hybrid electric vehicle configuration to host the
components. The host vehicle environment is somewhat fluid. Areas that will influence
development costs include the following: electromagnetic interference, ruggedization, shock and
vibration, duty cycle and system configuration. These areas affect the design specifications that
drive the development budgets.

Through interviews with the hybrid electric community, several development cases-in-point were
discussed. Order of magnitude estimates were offered based on actual experience, vendor quotes
and engineering estimates. These have been collected to provide the best information available
for estimating the development costs of various hybrid electric components, subsystems, and
systems.

7.5 Energy Storage Components

Energy storage is the most significant obstacle to widespread market integration hybrid electric
vehicles, particularly in the conventional market. In most of the developing countries such as the
Asian regions, vehicles require significant energy storage for cooling the crew and electronic
equipment, as well as for silent mobility and silent watch. The battery pack necessary to meet the
energy storage and power needs of a hybrid electric vehicle makes significant weight and space
claims on the vehicle. This is because gasoline has greater energy density and specific energy
than batteries. Thus, in order to provide the same level of energy storage as conventionally
powered vehicles, hybrid electric vehicles must dedicate a larger proportion of vehicle weight and
volume to energy storage. This produces a severe weight penalty as a result of large battery packs.
In order to make hybrid electric vehicles rugged to the environment of Asian Pacific countries,
these energy density and specific energy issues must be addressed.

Substantial investment has been made in technologies that provide improved energy density and
specific energy, while also being safer and cleaner than existing technology. New battery
technologies include Valve Regulated Lead Acids (VRLA), Nickel Metal Hydride (NiMH), and

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Lithium Ion. Other energy storage technologies being developed include ultra capacitors,
flywheels, and fuel cells. CPERs are developed the battery technologies, as well as ultra
capacitors. Flywheels and fuel cells are discussed, but are too early in development for reliable
estimation.

Battery

Batteries are likely to continue to meet near-term automotive energy storage needs, hybrid
electric or otherwise. However, the battery currently most common in automotive applications,
the liquid lead acid battery, while relatively inexpensive, is inadequate in terms of energy density
and specific energy. Also, if cracked or tipped over, it will spill acid, and it produces hydrogen
when being charged. These situations cause hazardous conditions and make air transport with
filled batteries impossible.

New battery technologies promise to satisfy the energy storage and power requirements for
hybrid electric vehicles while reducing weight and volume. They are in various stages of
development, and cost more than current technology. These include advanced lead acid batteries
and entirely new battery technologies. The advanced lead acids, known as Valve Regulated Lead
Acids (VRLAs), avoid the spillage and leakage problems of conventional liquid lead acid, while
also providing superior performance. The new technologies, which include Nickel Metal Hydride
(NiMH), Lithium Ion, Lithium Polymer, and Nickel Cadmium, provide energy density, specific
energy, power, lifetime, and storage life advantages over all forms of lead acid batteries, new and
old. They have higher initial costs than the VRLAs, due partly to an earlier stage of development,
and partly to higher material costs. The latter means they are likely to remain more expensive
when compared to full production VRLAs. However, their longer life and other benefits
associated with weight and volume gains will mitigate the higher cost over the course of a
vehicle’s life.

General Methodology

CPER are developed for NiMH, Lithium Ion, and VRLA batteries. Each battery type is estimated
as a function of energy storage, with kilowatt-hours being the standard metric. The two other
battery types mentioned are discussed but are not estimated. Lithium Metal polymer batteries are
too early in development to estimate. Nickel Cadmium batteries are not likely to be used for
reasons that are discussed.

The requirements hybrid electric vehicle are severe enough that individual batteries must be
packaged together to achieve the necessary power and energy. These packs require systems to
manage the electrical and thermal performance of the individual batteries. Lithium Ion and NiMH
batteries are typically chosen for hybrid electric vehicle applications, and are thus normally
packaged for that purpose. The available data for these two battery types includes the cost of this
packaging, and the CPERs that were developed estimate the full cost of the battery packs: the
batteries, controls and container. Since VRLA batteries are primarily used in commercial
automotive applications, the data on them represents the costs of individual batteries. A separate
factor to account for the cost of assembling the VRLA into a pack had to be developed.

A general limitation of these CPERs is that they represent commercial market batteries.

Hybrid Electronic Motorcycle batteries

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Batteries are an essential component of Hybrid Electronic Motorcycle (HEM). Although a few
production HEMs with advanced batteries have been introduced in the market, no current battery
technology has demonstrated an economically acceptable combination of power, energy
efficiency, and life cycle for high-volume production vehicles.

Desirable attributes of high-power batteries for HEM applications are high-peak and pulse-
specific power, high specific energy at pulse power, a high charge acceptance to maximise
regenerative braking utilisation, and long calendar and cycle life. Developing methods/designs to
balance the packs electrically and thermally, developing accurate techniques to determine a
battery’s state of charge, developing abuse-tolerant batteries, and recyclability are additional
technical challenges. Our Battery management system is one of the best devices to challenge the
problem.

Silicate batteries
Silicate batteries can be designed to be high power and are inexpensive, safe, and reliable. A
recycling infrastructure is in place for them. Silicate batteries have the following advantages:
• High capacity
• High current output – almost double the traditional lead acid battery
• Rapid recharge time (full charge in ~3.5 hours)
• Wider range temperature performance (-50°C to + 70°C)
• Longer life span (>400 charge cycles). Some model can be >600
• Life cycle is almost double the traditional lead acid battery
• Environmentally friendly (silica salt chemistry)
• Smaller size compare to the lead acid battery
• Energy capacity is 20-30% higher than traditional lead acid battery
• Battery is completely sealed, maintenance free and has no problems with leakage
• No disposal issues as the silica gel can be diluted and poured straight on to vegetation as
a fertiliser
• Can maintain charge for over 12 months at normal temperatures even if not used in that
time.
• Can use existing production lines for lead acid batteries to produce the silicate battery
• Is price competitive

Silicate batteries have the following disadvantages:

• Bulky in size compare to other batteries except lead acid batteries
• Heavier than other batteries except lead acid batteries

Nickel-Cadmium batteries
Although nickel-cadmium batteries used in many electronic consumer products have higher
specific energy and better life cycle than lead-acid batteries, they do not deliver sufficient power
and are not being considered for HEV applications.

Nickel-Metal Hydride batteries

Nickel-metal hydride batteries used routinely in computer and medical equipment, offer
reasonable specific energy and specific power capabilities. Their components are recyclable, but a
recycling structure is not yet in place. Nickel-metal hydride batteries have a much longer life
cycle than lead acid batteries and are safe and abuse-tolerant. These batteries have been used
successfully in production electric vehicles and recently in low-volume production HEMs. The
main challenges with nickel-metal hydride batteries are their high cost, high self-discharge and

30
heat generation at high temperatures, the need to control losses of hydrogen and their low cell
efficiency.

Lithium Ion batteries

The lithium ion batteries are rapidly penetrating into laptop and mobile phone markets because of
their high specific energy. They also have high specific power, high energy efficiency, good high
temperature performance, and low self-discharge. Components of lithium ion batteries could also
be recycled. These characteristics make lithium ion batteries suitable for HEM applications.
However, to make them commercially viable for HEVs, further development is needed similar to
those for the EV-design versions including improvement in calendar and cycle life, higher degree
of cell and battery safety, abuse tolerance and acceptable cost.

Lithium Polymer batteries

Lithium polymer batteries with high specific energy initially developed for EM applications, also
have the potential to provide high specific power for HEM applications. The other key
characteristics of the lithium polymer are safety and good cycle and calendar life. The battery
could be commercially viable if the cost is lowered and higher specific power batteries are
developed.

COMPARISON OF DIFFERENT STYLES OF BATTERIES

Comparison of features of various types of batteries (source: e-max):

Battery type Energy density Cycle life Charge time (hrs) Efficiency (%) Cost
(Wh/kg) (US$/Wh)
Lead-acid 30-40 100-300 6-8 65 0.12-0.36
Nickel Zinc 60 >500 5 65 0.60-0.73
NiMH 80 >500 14-16 65 1.20-3.60
Silicate 45-52 >500 2-3 85 0.36-0.42

7.6 Components of Hybrid Electronic Motorcycle

Unlike primary batteries that have a limited lifetime of chemical reactions that produce energy,
the secondary-type batteries found in Hybrid Electronic Motorcycle are rechargeable storage cells.
Batteries are situated in T-formation down the middle of the car with the top of the “T” at the rear
to provide better weight distribution and safety. Batteries for electric cars have been made using
nickel-iron, nickel-zinc, zinc-chloride, and lead-acid.

Weigh of the Hybrid Electronic Motorcycle has also been a recurring design difficulty. In Hybrid
Electronic Motorcycles, the battery and electric propulsion system are typically 18 percent – 33
percent of the weight of the motorcycle, whereas in an internal combustion-driven motorcycle,
the engine, coolant system, and other specific powering devices only amount to 25 percent of the
weight of the motorcycle.

7.7 Raw Materials of Hybrid Electronic Motorcycle

The Hybrid Electronic Motorcycle’s skeleton is called a space frame and is made of aluminium to
be both strong and lightweight. The wheels are also made of aluminium instead of steel, again as
a weight-saving method. The aluminium parts are poured at a foundry using specially designed
moulds unique to the manufacturer. Seat frames and the heart of the steering wheel are made of
magnesium, a lightweight metal. The body is made of an impact-resistant composite plastic that is
recyclable.

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Hybrid Electronic Motorcycle batteries consist of plastic housing that contains metal anodes and
cathodes and fluid called electrolyte. Currently, lead-acid batteries are still used most commonly,
although other combinations of fluid and metals are available with nickel metal hydride (NiMH)
batteries the next most likely power source on the Hybrid Electronic Motorcycle horizon. Electric
motorcycle batteries hold their fluid in absorbent pads that won’t leak if ruptured or punctured
during an accident. The batteries are made by specialty suppliers.

The motor or traction system has metal and plastic parts that do not need lubricants. It also
includes sophisticated electronics that regulate energy flow from the batteries and control its
conversion to driving power. Electronics are also key components for the control panel housed in
the console.

Plastics, foam padding, vinyl, and fabrics form the dashboard cover, and seats. The tyres are
rubber, but, unlike standard tyres, these are designed to inflate to higher pressure so the
motorcycle rolls with less resistance to conserve energy. The electric motorcycle tyres also
contain sealant to seal any leaks automatically, also for electrical energy conservation. Self-
sealing tyres also eliminate the need for a spare tyre, another weight-and material-saving feature.

7.8 Design of Hybrid Electronic Motorcycle

Today’s Hybrid Electronic Motorcycles are described as “modern era production motorcycle” to
distinguish them from the series of false starts in trying to design a motorcycle based on existing
production models of gasoline-powered motorcycles and from “kit” motorcycles or privately
engineered electric motorcycles that may be fund and functional but not production-worthy. From
the 1980 – 1995, interest in the Hybrid Electronic Motorcycle was profound, but development
was slow. The design roadblock of the high-energy demand from batteries could not be resolved
by adapting designs. Finally, in the late 1990s, automotive engineers rethought the problem from
the beginning and began designing a motorcycle from the ground up with heavy consideration to
aerodynamics, weight, and other energy efficiencies.

The space frame, seat frames, wheels, and body were designed for high strength for safety and the
lightest possible weight. This meant new configurations that provide support for the components
and occupants with minimal mass and use of high-tech materials including aluminium,
magnesium, and advanced composite plastics. All extra details had to be eliminated while leaving
the comforts drivers find desirable and adding new considerations unique to Hybrid Electronic
Motorcycles. An added consideration was the pedestrian warning systems; tests of prototypes
showed that Hybrid Electronic Motorcycles run so quietly that pedestrians don’t hear them
approach.

Among the many other design and engineering features that must be considered in producing
Hybrid Electronic Motorcycles are the following:

• Batteries that store energy and power the electric motor are a science of their own in
Hybrid Electronic Motorcycle design, and many options are being studied to find the
most efficient batteries that are also safe and cost effective. An electric motor that
converts electrical energy from the battery and transmits it to the drive train. Both direct-
current (DC) and alternating current (AC) motors are used in these traction or propulsion
systems for Hybrid Electronic Motorcycles, but AC motors do not use brushes and
require less maintenance.

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 • A controller that regulates energy flow from the battery to the motor allows for adjustable
speed. Resistors that are used for this purpose in other electric devices are not practical
for motorcycles because they absorb too much of the energy themselves. Instead, silicon-
controlled rectifiers (SCRs) are used. They allow full power to go from the battery to the
motor but in pulses so the battery is not overworked and the motor is not underpowered.

• Any kind of brakes can be used on electric automobiles, but regenerative braking system
are also preferred in electric cars because they recapture some of the energy lost during
braking and channel it back to the battery system.

7.9 The Manufacturing Process of Hybrid Electronic Motorcycle

The manufacturing process required almost as much design consideration as the motorcycle itself;
and that design includes handcrafting and simplification as well as some high-tech approaches.
The assemblers work in build-station teams to foster team spirit and mutual support, and parts are
stored in modular units called reform racks of flexible plastic tubes and joints that are easy to fill
and reshape for different parts. On the high-tech side, each station is equipped with one torque
wrench with multiple heads; when the assembler locks on the appropriate size of head, computer
controls for the machine select the correct torque setting for the fasteners that fit that head.

7.10 Quality Control

Industry has proven that work stations are a highly effective method of providing quality control
throughout an assembly process. Each work station has two team members to support each other
and provide internal checks on their part of the process. On a relatively small assembly line like
this one for the Hybrid Electronic Motorcycle, the workers all know each other, so there is also a
larger team spirit that boosts pride and cooperation. Consequently, the only major quality control
operation concludes the assembly process and consists of a comprehensive set of tests and
inspections.

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7.11 By-products/Waste

There are no by-products from the manufacturer of Hybrid Electronic Motorcycles. Waste within
the assembly factory also is minimal to nonexistent because parts, components, and
subassemblies were all made elsewhere. Trimmings and other waste are recaptured by these
suppliers, and most are recyclable.

8.0 Strategy and Implementation Summary

Hybrid Electronic Motorcycle holds a competitive edge by specialising in low emissions that
could offer any competition around the world.

Hybrid Electronic Motorcycle strategy will focus on direct marketing to eight regions (Northern
America, Europe, China, India, Russia and Eastern Europe, Southern America, Africa and Asia
Pacific) motorcycle manufacturers, as well as advertising in magazines. Sales prospect will be
finalised in person, over the phone, and via the Internet.
As visibility of our motorcycles increases, sales among environmentalists and the younger
generation will increase significantly thereafter.

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8.1 Competitive Edge

Hybrid Electronic Motorcycle holds a competitive edge by specialising in low emissions

motorcycles that could offer any competition. Hybrid Electronic Motorcycle will stand out as the
preferable alternative to fossil fuel burning transportation systems. As visibility of our
motorcycles increases sales among environmentalists and the younger generation will increase
significantly each month thereafter. As word spreads, this rate of increase will maintain steady for
at least 15 – 20 years amongst our target market in the younger generation who will continue to
grow and develop over time.

Furthermore, our motorcycles will readily attract new investment because we introduce the
concept of sustainability to individual transportation systems by bringing fuel efficiency,
economy of size, and environmentally friendlier alternatives to the market.

As the central distribution point of environmentally friendlier motorcycles, Hybrid Electronic

Motorcycle will bring unparalleled know-how and will also aim to serve as a clearing house for
product innovations and design patents.

8.2 Marketing Strategy

Hybrid Electronic Motorcycle media strategy will focus on direct marketing to eight regions
(Northern America, Europe, China, India, Russia and Eastern Europe, Southern America, Africa
and Asia Pacific) motorcycle manufacturers, as well as advertising in magazines marketed to

35
automobile enthusiasts, engineers, hobbyists, mechanics and scientists, and through good ratings
in consumer protection reports. Hybrid Electronic Motorcycle provides a solid foundation of
connections for future marketing ventures.

8.3 Sales Strategy

The sales strategy of Hybrid Electronic Motorcycle will optimise selling by focusing on serving
the immediate needs of the customer – foster the “motorcycle pioneer” image, individual
transportation, reducing dependence on fossil fuels, and minimising the motorcycle’s impact on
the environment. Informed by the customer’s immediate needs, our sales team will focus on
informing the customer of the benefits to driving our motorcycles.

Prices, delivery and conditions of sale are negotiable within the bounds of profitability.

9.0 Budget for pre-commercial release prototype and low rate production line

Pre-commercial release prototype (6 units and 2 models- one in 50cc and another in 120 cc) and
“low rate production line” (<100,000 unit /year)

• Total estimated budget: US$4 – US$4.5 million (for China standard) or

• Total estimated budget: US$5.5 – US$6 million (for EU standard)

10.0 The production line equipments will include the following items:

• Complete test equipments for final assembly line (especially to test all the hybrid
function)
• Complete wheel motor hub moulds and test equipments for low rate production (100,000
units/year)
• Complete hybrid ECU moulds and test equipments for low rate production (100,000
units/year)
• Complete Electronic differential device moulds and test equipments for low rate
production (100,000 units/year)
• Complete Battery Management system moulds and test equipments for low rate
production (100,000 units/year)
• Complete Battery charger moulds and test equipments for low rate production (100,000
units/year)
• Complete motion controller moulds and test equipments for low rate production (100,000
units/year)

11.0 Hybrid motorcycle process production

In continuous process plants require emphasis on real time control and appropriate incident
handling, while the planning is mostly reduced to pure scheduling as the sequence of operations is
typically predefined. Such systems are linear and have no or very limited storage capacities
between processors. Therefore, the planning can be reduced to the selection of current processor
capacity from the range values restricted by the maximum capacity of the bottleneck element for
each element of time. The production line technology constrains – e.g. lead time, preparation and
cleaning time and capacity limitation at start-up or shutdown – needs to be naturally considered.

36
The main concern of planning and scheduling in both above cases is to ensure that the system
capacity, defined by a well understood physical bottleneck is used efficiently and ensure that the
production costs are globally minimized. Therefore, the main emphasis is put on scheduling and
the planning is typically highly centralized.

The motorcycle industry operates in high volumes and on low margins, thus it focuses a lot of
attention on process optimization. Such optimization can be specified by the following generic
requirements:

• Minimize the stock through the production chain, thus decreasing the financial and
storage costs.
• Maximize the production uniformity, to be able to use the industrial means in an efficient
manner and to avoid overtime cost.
• Minimize the unnecessary handling of products between successive steps of the
production process to further reduce human resources and other manipulation related
costs.
• Allow the integration with production surveillance and management tools.
• Allow real-time or near to real-time re-planning in case of demand changes or production
anomalies.
• Allow easy and straightforward process reconfiguration in the future.

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12.0 Maintaining A Successful Process

38