<?xml version="1.0" encoding="ISO-8859-1"?><article xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink" xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance">
<front>
<journal-meta>
<journal-id>1390-6542</journal-id>
<journal-title><![CDATA[Enfoque UTE]]></journal-title>
<abbrev-journal-title><![CDATA[Enfoque UTE]]></abbrev-journal-title>
<issn>1390-6542</issn>
<publisher>
<publisher-name><![CDATA[Universidad UTE]]></publisher-name>
</publisher>
</journal-meta>
<article-meta>
<article-id>S1390-65422025000300025</article-id>
<article-id pub-id-type="doi">10.29019/enfoqueute.1173</article-id>
<title-group>
<article-title xml:lang="en"><![CDATA[Optimized Fairing Development for Electric Motorcycle Using CFD Simulation and Finite Element Analysis (FEA)]]></article-title>
</title-group>
<contrib-group>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Martínez-Reategui]]></surname>
<given-names><![CDATA[Cristian H]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
<contrib contrib-type="author">
<name>
<surname><![CDATA[León-Japa]]></surname>
<given-names><![CDATA[Rogelio S.]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Jurado]]></surname>
<given-names><![CDATA[Francisco]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
</contrib-group>
<aff id="Af1">
<institution><![CDATA[,Universidad Nacional de Loja Humberto, Facultad de Energía, Industrias y Recursos Naturales No Renovables ]]></institution>
<addr-line><![CDATA[Loja ]]></addr-line>
<country>Ecuador</country>
</aff>
<aff id="Af2">
<institution><![CDATA[,Universidad Nacional de Loja Facultad de Energía, Industrias y Recursos Naturales No Renovables ]]></institution>
<addr-line><![CDATA[Loja ]]></addr-line>
<country>Ecuador</country>
</aff>
<aff id="Af3">
<institution><![CDATA[,Universidad de Jaén Departamento de Ingeniería Eléctrica, ]]></institution>
<addr-line><![CDATA[Jaén ]]></addr-line>
<country>Spain</country>
</aff>
<pub-date pub-type="pub">
<day>00</day>
<month>09</month>
<year>2025</year>
</pub-date>
<pub-date pub-type="epub">
<day>00</day>
<month>09</month>
<year>2025</year>
</pub-date>
<volume>16</volume>
<numero>3</numero>
<fpage>25</fpage>
<lpage>36</lpage>
<copyright-statement/>
<copyright-year/>
<self-uri xlink:href="http://scielo.senescyt.gob.ec/scielo.php?script=sci_arttext&amp;pid=S1390-65422025000300025&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://scielo.senescyt.gob.ec/scielo.php?script=sci_abstract&amp;pid=S1390-65422025000300025&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://scielo.senescyt.gob.ec/scielo.php?script=sci_pdf&amp;pid=S1390-65422025000300025&amp;lng=en&amp;nrm=iso"></self-uri><abstract abstract-type="short" xml:lang="en"><p><![CDATA[Abstract: The growth of urbanization has generated an increase in the use of motorized transport, which has intensified problems such as road congestion, environmental impact and health and safety risks. Currently, the automotive field is responsible for more than 10 % of global greenhouse gas (GHG) emissions. In response to this problem, manufacturers have developed several solutions, with electric vehicles playing the leading role as a sustainable alternative. Electric motorcycles have shown a growth in sales in recent years in Ecuador; however, their growth is limited by factors such as lack of infrastructure and government regulations. Manufacturers focus on aerodynamics as a key aspect to improve efficiency; to optimize their design, tools such as wind tunnels or computational simulations are used, the latter being a more accessible option. This study proposes the design of a fairing for an electric motorcycle using CAD/CAE software, based on the IDes process. Three proposals were developed, evaluating their aerodynamic performance under the conditions of Loja province. The results indicated that design 3 obtained the best performance, with an average drag coefficient of 0.283 and a lift coefficient of -0.273, subjected to different speeds. From the structural point of view, epoxy resin with unidirectional prepreg S-glass fiber was selected for its balance between mechanical properties and cost. The simulation showed a maximum deformation of 0.35339 mm under various stresses. Furthermore, in the modal analysis, at 78.802 Hz, the fairing presented a deformation of 15.788 mm with a maximum amplitude of 6.5 Hz, validating its ability to withstand the dynamic conditions of the motorcycle without compromising its structure.]]></p></abstract>
<abstract abstract-type="short" xml:lang="es"><p><![CDATA[Resumen El crecimiento de la urbanización ha generado un aumento en el uso de transporte motorizado, lo que ha intensificado problemas como la congestión vial, el impacto ambiental y riesgo en la salud y seguridad. Actualmente, el campo automotriz es responsable de más del 10 % de las emisiones globales de gases de efecto invernadero (GEI). Como respuesta a esta problemática, los fabricantes han desarrollado diversas soluciones, teniendo el papel principal los vehículos eléctricos como una alternativa sostenible. Las motocicletas eléctricas han mostrado un crecimiento en ventas en los últimos años en Ecuador; sin embargo, su crecimiento se ve limitado por factores como la falta de infraestructura y regulaciones gubernamentales. Los fabricantes se enfocan en la aerodinámica como un aspecto clave para mejorar la eficiencia, para optimizar su diseño, se emplean herramientas como túneles de viento o simulaciones computacionales, siendo este último una opción más accesible. Este estudio propone el diseño de una carenado para una motocicleta eléctrica utilizando software CAD/CAE como el SolidWorks para el diseño y el Ansys workbench para la simulación, basado en el proceso IDEs. Se desarrolló tres propuestas, evaluando su desempeño aerodinámico bajo las condiciones de la provincia de Loja. Los resultados indicaron que el diseño 3 obtuvo el mejor desempeño, con un coeficiente de arrastre promedio de 0.283 y una fuerza de sustentación de -0.273, sometido a distintas velocidades. Desde el punto de vista estructural, se seleccionó la resina epoxi con fibra de vidrio S preimpregnado unidireccional, por su equilibrio entre propiedades mecánicas y costo. La simulación determinó una deformación máxima de 0.35339 mm bajo diversos esfuerzos. Además, en el análisis modal, se halló 78.802 Hz, el carenado presentó una deformación de 15.788 mm con una amplitud máxima de 6.5 Hz, validando su capacidad para soportar las condiciones dinámicas de la motocicleta sin comprometer su estructura.]]></p></abstract>
<kwd-group>
<kwd lng="en"><![CDATA[Electric motorcycle]]></kwd>
<kwd lng="en"><![CDATA[Finite element]]></kwd>
<kwd lng="en"><![CDATA[Computational fluid dynamics (CFD)]]></kwd>
<kwd lng="en"><![CDATA[Drag coefficient]]></kwd>
<kwd lng="en"><![CDATA[Lift coefficient]]></kwd>
<kwd lng="en"><![CDATA[Structure]]></kwd>
<kwd lng="es"><![CDATA[Motocicleta eléctrica]]></kwd>
<kwd lng="es"><![CDATA[Elementos finitos]]></kwd>
<kwd lng="es"><![CDATA[Dinámica de fluido computacional (CFD)]]></kwd>
<kwd lng="es"><![CDATA[Coeficiente de arrastre]]></kwd>
<kwd lng="es"><![CDATA[Coeficiente de sustentación]]></kwd>
<kwd lng="es"><![CDATA[Estructura]]></kwd>
</kwd-group>
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