The document discusses the history and development of gyrobuses. Some key points:
- Gyrobuses store energy in a large flywheel instead of batteries or overhead wires, allowing them to operate without external charging infrastructure.
- The first gyrobus service launched in 1953 between Yverdon and Grandson, Switzerland. However, it was not commercially viable due to limited ridership.
- Additional early services launched in Belgium and the Congo in the 1950s, but all faced reliability issues and high energy consumption costs.
- While development continued into the 1970s-2000s, gyrobuses never saw widespread commercial use due to technical challenges around flywheel energy storage.
This was made by me as part of a technical communication course I had taken.
Herein I have tried to give brief from Steam Engines to Shinkansen to Maglev to Hyperloop.
This was made by me as part of a technical communication course I had taken.
Herein I have tried to give brief from Steam Engines to Shinkansen to Maglev to Hyperloop.
"Pony Express" electrification of long haul trucks using tractor swappingRoger Bedell
Electrification of long distance trucks is now a reality using the "Pony Express" model of swapping an exhausted "pony" (the tractor part of a tractor-trailer) for a fresh one at charging stations strategically placed along the highway.
Ocean Gravitational Energy Storage (OGRES) from Sink Float Solutions:
Reducing the cost of energy storage to make competitive energy mixes 100% renewable without CO2 emissions.
Cross-Sector Battery Systems Innovation Network: Batteries for RailKTN
Building on the successful launch of the Cross-Sector Battery Systems Innovation Network in late September 2020, this webinar series will look into the opportunities and trends for Batteries in Defence, Maritime and Rail. Each session will bring together experts looking at the supply and demand side for batteries, technical requirements and explore how these wide range of sectors can decarbonise through batteries.
"Pony Express" electrification of long haul trucks using tractor swappingRoger Bedell
Electrification of long distance trucks is now a reality using the "Pony Express" model of swapping an exhausted "pony" (the tractor part of a tractor-trailer) for a fresh one at charging stations strategically placed along the highway.
Ocean Gravitational Energy Storage (OGRES) from Sink Float Solutions:
Reducing the cost of energy storage to make competitive energy mixes 100% renewable without CO2 emissions.
Cross-Sector Battery Systems Innovation Network: Batteries for RailKTN
Building on the successful launch of the Cross-Sector Battery Systems Innovation Network in late September 2020, this webinar series will look into the opportunities and trends for Batteries in Defence, Maritime and Rail. Each session will bring together experts looking at the supply and demand side for batteries, technical requirements and explore how these wide range of sectors can decarbonise through batteries.
Automobile Management System Project Report.pdfKamal Acharya
The proposed project is developed to manage the automobile in the automobile dealer company. The main module in this project is login, automobile management, customer management, sales, complaints and reports. The first module is the login. The automobile showroom owner should login to the project for usage. The username and password are verified and if it is correct, next form opens. If the username and password are not correct, it shows the error message.
When a customer search for a automobile, if the automobile is available, they will be taken to a page that shows the details of the automobile including automobile name, automobile ID, quantity, price etc. “Automobile Management System” is useful for maintaining automobiles, customers effectively and hence helps for establishing good relation between customer and automobile organization. It contains various customized modules for effectively maintaining automobiles and stock information accurately and safely.
When the automobile is sold to the customer, stock will be reduced automatically. When a new purchase is made, stock will be increased automatically. While selecting automobiles for sale, the proposed software will automatically check for total number of available stock of that particular item, if the total stock of that particular item is less than 5, software will notify the user to purchase the particular item.
Also when the user tries to sale items which are not in stock, the system will prompt the user that the stock is not enough. Customers of this system can search for a automobile; can purchase a automobile easily by selecting fast. On the other hand the stock of automobiles can be maintained perfectly by the automobile shop manager overcoming the drawbacks of existing system.
Courier management system project report.pdfKamal Acharya
It is now-a-days very important for the people to send or receive articles like imported furniture, electronic items, gifts, business goods and the like. People depend vastly on different transport systems which mostly use the manual way of receiving and delivering the articles. There is no way to track the articles till they are received and there is no way to let the customer know what happened in transit, once he booked some articles. In such a situation, we need a system which completely computerizes the cargo activities including time to time tracking of the articles sent. This need is fulfilled by Courier Management System software which is online software for the cargo management people that enables them to receive the goods from a source and send them to a required destination and track their status from time to time.
Student information management system project report ii.pdfKamal Acharya
Our project explains about the student management. This project mainly explains the various actions related to student details. This project shows some ease in adding, editing and deleting the student details. It also provides a less time consuming process for viewing, adding, editing and deleting the marks of the students.
Vaccine management system project report documentation..pdfKamal Acharya
The Division of Vaccine and Immunization is facing increasing difficulty monitoring vaccines and other commodities distribution once they have been distributed from the national stores. With the introduction of new vaccines, more challenges have been anticipated with this additions posing serious threat to the already over strained vaccine supply chain system in Kenya.
Cosmetic shop management system project report.pdfKamal Acharya
Buying new cosmetic products is difficult. It can even be scary for those who have sensitive skin and are prone to skin trouble. The information needed to alleviate this problem is on the back of each product, but it's thought to interpret those ingredient lists unless you have a background in chemistry.
Instead of buying and hoping for the best, we can use data science to help us predict which products may be good fits for us. It includes various function programs to do the above mentioned tasks.
Data file handling has been effectively used in the program.
The automated cosmetic shop management system should deal with the automation of general workflow and administration process of the shop. The main processes of the system focus on customer's request where the system is able to search the most appropriate products and deliver it to the customers. It should help the employees to quickly identify the list of cosmetic product that have reached the minimum quantity and also keep a track of expired date for each cosmetic product. It should help the employees to find the rack number in which the product is placed.It is also Faster and more efficient way.
Overview of the fundamental roles in Hydropower generation and the components involved in wider Electrical Engineering.
This paper presents the design and construction of hydroelectric dams from the hydrologist’s survey of the valley before construction, all aspects and involved disciplines, fluid dynamics, structural engineering, generation and mains frequency regulation to the very transmission of power through the network in the United Kingdom.
Author: Robbie Edward Sayers
Collaborators and co editors: Charlie Sims and Connor Healey.
(C) 2024 Robbie E. Sayers
Final project report on grocery store management system..pdfKamal Acharya
In today’s fast-changing business environment, it’s extremely important to be able to respond to client needs in the most effective and timely manner. If your customers wish to see your business online and have instant access to your products or services.
Online Grocery Store is an e-commerce website, which retails various grocery products. This project allows viewing various products available enables registered users to purchase desired products instantly using Paytm, UPI payment processor (Instant Pay) and also can place order by using Cash on Delivery (Pay Later) option. This project provides an easy access to Administrators and Managers to view orders placed using Pay Later and Instant Pay options.
In order to develop an e-commerce website, a number of Technologies must be studied and understood. These include multi-tiered architecture, server and client-side scripting techniques, implementation technologies, programming language (such as PHP, HTML, CSS, JavaScript) and MySQL relational databases. This is a project with the objective to develop a basic website where a consumer is provided with a shopping cart website and also to know about the technologies used to develop such a website.
This document will discuss each of the underlying technologies to create and implement an e- commerce website.
Event Management System Vb Net Project Report.pdfKamal Acharya
In present era, the scopes of information technology growing with a very fast .We do not see any are untouched from this industry. The scope of information technology has become wider includes: Business and industry. Household Business, Communication, Education, Entertainment, Science, Medicine, Engineering, Distance Learning, Weather Forecasting. Carrier Searching and so on.
My project named “Event Management System” is software that store and maintained all events coordinated in college. It also helpful to print related reports. My project will help to record the events coordinated by faculties with their Name, Event subject, date & details in an efficient & effective ways.
In my system we have to make a system by which a user can record all events coordinated by a particular faculty. In our proposed system some more featured are added which differs it from the existing system such as security.
Saudi Arabia stands as a titan in the global energy landscape, renowned for its abundant oil and gas resources. It's the largest exporter of petroleum and holds some of the world's most significant reserves. Let's delve into the top 10 oil and gas projects shaping Saudi Arabia's energy future in 2024.
Explore the innovative world of trenchless pipe repair with our comprehensive guide, "The Benefits and Techniques of Trenchless Pipe Repair." This document delves into the modern methods of repairing underground pipes without the need for extensive excavation, highlighting the numerous advantages and the latest techniques used in the industry.
Learn about the cost savings, reduced environmental impact, and minimal disruption associated with trenchless technology. Discover detailed explanations of popular techniques such as pipe bursting, cured-in-place pipe (CIPP) lining, and directional drilling. Understand how these methods can be applied to various types of infrastructure, from residential plumbing to large-scale municipal systems.
Ideal for homeowners, contractors, engineers, and anyone interested in modern plumbing solutions, this guide provides valuable insights into why trenchless pipe repair is becoming the preferred choice for pipe rehabilitation. Stay informed about the latest advancements and best practices in the field.
COLLEGE BUS MANAGEMENT SYSTEM PROJECT REPORT.pdfKamal Acharya
The College Bus Management system is completely developed by Visual Basic .NET Version. The application is connect with most secured database language MS SQL Server. The application is develop by using best combination of front-end and back-end languages. The application is totally design like flat user interface. This flat user interface is more attractive user interface in 2017. The application is gives more important to the system functionality. The application is to manage the student’s details, driver’s details, bus details, bus route details, bus fees details and more. The application has only one unit for admin. The admin can manage the entire application. The admin can login into the application by using username and password of the admin. The application is develop for big and small colleges. It is more user friendly for non-computer person. Even they can easily learn how to manage the application within hours. The application is more secure by the admin. The system will give an effective output for the VB.Net and SQL Server given as input to the system. The compiled java program given as input to the system, after scanning the program will generate different reports. The application generates the report for users. The admin can view and download the report of the data. The application deliver the excel format reports. Because, excel formatted reports is very easy to understand the income and expense of the college bus. This application is mainly develop for windows operating system users. In 2017, 73% of people enterprises are using windows operating system. So the application will easily install for all the windows operating system users. The application-developed size is very low. The application consumes very low space in disk. Therefore, the user can allocate very minimum local disk space for this application.
1. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
INTRODUCTION
A Gyrobus is an electric bus that uses flywheel energy storage, not overhead
wires like a trolleybus. The name comes from the Greek language term for
flywheel, gyros. While there are no gyrobuses currently in use commercially,
development in this area continues.
A gyrobus is a special bus which does not use a normal engine. It has a big
flywheel of steel or other materials (weighing about one ton) rotating at very high
speed (RPM). By rotating at such high speed, the flywheel stores large amounts of
kinetic energy. This big wheel moves the wheels of the bus. At special stations,
electric engines accelerate the flywheel so the bus can still run. There are not many
buses of this kind because they are very expensive
2. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
DEVELOPMENT
The concept of a flywheel-powered bus was developed and brought to
fruition during the 1940s by Oerlikon (of Switzerland), with the intention of
creating an alternative to battery-electric buses for quieter, lower-frequency routes,
where full overhead-wire electrification could not be justified.
Rather than carrying an internal combustion engine or batteries, or
connecting to overhead powerlines, a gyrobus carries a large flywheel that is spun
at up to 3,000 RPM by a "squirrel cage" motor.[1]
Power for charging the flywheel
was sourced by means of three booms mounted on the vehicle's roof, which
contacted charging points located as required or where appropriate (at passenger
stops en route, or at terminals, for instance). To obtain tractive power, capacitors
would excite the flywheel's charging motor so that it became a generator, in this
way transforming the energy stored in the flywheel back into electricity. Vehicle
braking was electric, and some of the energy was recycled back into the flywheel,
thereby extending its range.
Fully charged, a gyrobus could typically travel as far as 6km on a level route
at speeds of up to 50 to 60 km/h, depending on vehicle batch (load), as top speeds
varied from batch to batch. The installation in Yverdon-les-Bains (Switzerland)
3. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
sometimes saw vehicles needing to travel as far as 10 km on one charge, although
it is not known how well they performed towards the upper end of that distance.
Charging a flywheel took between 30 seconds and 3 minutes; in an effort to
reduce the charge time, the supply voltage was increased from 380 volts to 500
volts. Given the relatively restricted range between charges, it is likely that several
charging stops would have been required on longer routes, or in dense urban
traffic. It is not clear whether vehicles that require such frequent delays would have
been practical and/or suitable for modern-day service applications.
The demonstrator was first displayed (and used) publicly in summer 1950
and, to promote the system, this vehicle continued to be used for short periods of
public service in a myriad of locations at least until 1954.
In 1979, General Electric was awarded a $5 million four-year contract by the
United States government, the Department of Energy and the Department of
Transportation, to develop a prototype flywheel bus.
In the 1980s, Volvo briefly experimented with using flywheels charged by a
small Diesel engine and recharged via braking energy. This was eventually
dumped in favour of using hydraulic accumulators. During the 1990s, CCM had
developed a flywheel for both mobile and stationary applications.
4. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
In 2005, the Center for Transportation and the Environment, working with
the University of Texas at Austin, Center for Electromechanics, Test Devices, Inc.,
and DRS Technologies sought funding for the development of a prototype
gyrobus.
5. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
EARLY COMMERCIAL SERVICE
The first full commercial service began in October 1953, linking the Swiss
communities of Yverdon-les-Bains and Grandson. However, this was a route with
limited traffic potential, and although technically successful it was not
commercially viable. Services ended in late October 1960, and neither of the two
vehicles (nor the demonstrator) survived.
The next system to open was in Léopoldville in Belgian Congo (currently
Kinshasa in the Democratic Republic of the Congo). Here there were 12 vehicles
(although apparently some reports suggest 17), which operated over four routes,
with recharging facilities being provided about every 2 km. These were the largest
of the gyrobuses, being 10.4 m in length, weighing 10.9 tonnes, carrying up to 90
passengers, and having a maximum speed of 60 km/h (about 37 mph).
There were major problems related to excessive "wear and tear". One
significant reason for this was that drivers often took shortcuts across unpaved
roads, which after rains became nothing more than quagmires. Other problems
included breakage of gyro ball bearings, and high humidity resulting in traction
motor overload. The system's demise, however, came because of high energy
consumption. The bus operator deemed that 3.4 kWh/km per gyrobus was
6. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
unaffordable, so closure came in the summer of 1959 with the gyrobuses being
abandoned.
The third location to use gyrobuses commercially was Ghent, Belgium.
Three gyrobuses started operation in late summer 1956 on a route linking Ghent
and Merelbeke (the route Gent Zuid - Merelbeke). The flywheel was in the center
of the bus, spanning almost the whole width of the vehicle, and having a vertical
axis of rotation.
The Ghent - Merelbeke route was intended to be the first of a proposed
multi-route network. Instead its Gyrobuses stayed in service for only three years,
being withdrawn late autumn 1959. The operator considered them unreliable,
"spending more time off the road than on", and that their weight damaged road
surfaces. They were also considered to be energy hungry, consuming 2.9
kWh/km—compared with between 2.0 kWh/km and 2.4 kWh/km for trams with
much greater capacity.
One of Ghent's gyrobuses has been preserved and restored, and is displayed
at the VLATAM-museum in Antwerp. It is sometimes shown (and used to carry
passengers) at Belgian exhibitions, transport enthusiasts' bazaars, etc. The tram
depot in Merelbeke has been closed since 1998, but it still stands, as it is protected
by the law.
7. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
Interior of the Gyrobus G3 (front)
Interior of the Gyrobus G3 (back)
8. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
Engine of the Gyrobus G3
Loading up the flywheel
9. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
TECHANICAL SPECIFICATION
The Gyrobus prototype was built on the massive chassis of an FB W lorry dating'
from 1932. The flywheel (MFO called it the gyro) was positioned in the centre of this
chassis between the axles. This disc weighing 1.5t and with a diameter of 1.6m was
10. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
enclosed in an airtight chamber filled with hydrogen gas at a reduced pressure of 0.7 bar
to lower "air" resistance. The flywheel would spin at a maximum of 3000rpm.
The principle of operation would be that the bus would "dock" into an overhead
gantry located at selected stops. Contact blades would automatically rise and deliver three
phase electricity to the flywheel at 380V.
This choice of voltage permitted the normal mains power supply to be used,
so minimising the technical installations required. The flywheel could equally be
charged by plugging it into a socket. This was the usual charging procedure at
depots.
11. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
The flywheel was spun up with a three-phase asynchronous motor. The same
motor acted as a generator when disconnected from the ground supply. The choice
of an asynchronous brushless machine helped reduce friction within the flywheel
assembly to an absolute minimum. Once in generator mode, power from the
flywheel would be fed to the 52kW asynchronous traction motor, which was
arranged longitudinally behind the rear axle. Capacitors controlled the motor
torque. The arrangement could be reversed, with energy recovered by the motor during
braking or on downhill runs being fed back to the flywheel.
In normal operation the flywheel could slow down from its initial 3000 rpm to
2100 rpm. In emergencies the speed could further be reduced to 1500 rpm, but this would
negatively affect the performance of the vehicle. Below this speed a proper functioning of
the transmission could no longer be guaranteed. Under normal conditions, the Gyrobus
could cover 5 to 6km between charges (taking stops and traffic into account). A charge
would then take two to five minutes. In idle mode, the fywheel could continue spinning
for more than ten hours. The bus would, however, be plugged in at the depot overnight to
keep the flywheel at 2850 rpm. This was done to permit a quick start in the morning and
also because a full recharge would have posed a heavy load on the grid, A recharge from
standstill could take 40 minutes. The bus could run at up to 55
12. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
13. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
TYPES OF GYROBUS
YVERDON
The first order was placed by a private company in Yverdon. The Societé
aonyme Gyrobus Yverdon — Grandson (GYG) inauguarted a bus service between
those two places in 1953 using a fleet of two Gyrobuses, numbered 1 and 2. Like
the prototype, these used a chassis by FBW, a body by CWA, and electrics by
MFO. In contrast to the prototype, however, the chassis was purpose-designed for
14. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
Gyrobus use, and weight savings were achieved. In keeping with the times, an
angular body style was adopted. The route was 4.5km long and had four recharging
points. In order to speed-up the charging process, the charging voltage was raised
from 380V to 500V in 1954. The small fleet was joined by the prototype that year,
with the new arrival being numbered 3.
The extremely light loadings of the route caused financial difficulties and led
to service cuts. Rather than turing the company's fortunes around, these led to even
greater difficulties. The high electricity consumption and other costs led GYG to
replace its Gyrobuses by diesel minibuses in 1960.
LÉOPOLDVILLE
15. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
The next order came from Léopoldville in the Belgian Congo (today
Kinshasa in D.R. Congo). The 12 buses ordered were largely similar to those of
Yverdon and were numbered 101-112. The operator, Société: des transports en
commun de Léopoldville (TCL) used them on a four-route system of about 20km,
making it the largest Gyrobus system ever operated. However poor operating
conditions and the tendency for drivers to deviate from the official routes and drive
on rough unmade roads lead to heavy wear and tear. Consequently, TCL made
generous use of its warranty rights with MFO to obtain spare parts. The outbreak
of war in 1959 finally put an end to Gyrobus operations in Léopoldville.
Gent
The third operator to acquire Gyrobuses was the Belgian SNCV/NMVB.
Three buses numbered G1 to G3 (later 1451-3) were supplied by the usual
consortium, but presented a more rounded front-end, maybe more in line with
Belgian tatses. The Gent — Merelbeke service replaced a tram line in 1956. This
16. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
line was and remained an island operation. It was especially the high costs of
electricity that led to abandonment in 1959. One vehicle has survived and is
preserved in the tram museum in Antwerpen. This vehicle, the only know Gyrobus
survivor, visited Yverdon in 2003 to mark the 50th anniversary of that system.
Other gyro applications
Besides these Gyrobuses, it should be noted that similar flywheels by MFO
found use on various mining locomotives in Switzerland, Belgium and in Africa.
One of the main obstacles facing the Gyrobus was its inability to gain a firm
market presence and so cut down manufacturing costs through economy of scale.
17. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
A further recurring issue was the high cost of electricity (or shall we say low cost
of fuel). Furthermore, the manufacturers would appear to have been unfortunate in
their choice of pilot projects, with many of the problems being external rather than
strictly technical. Not necessarily a disadvantage but certainly a point worth noting
was the dynamic behaviour of the vehicle. The spinning flywheel acts like a giant
gyroscope and so resists changes in orientation. This had to be taken into account
be the driver and so induced an adapted driving technique. At the same time, this
gyroscope effect led to a very smooth ride. As reduced comfort through eratic
driving is precisely an argument that is often used against buses, this is certainly
something worth looking into
In today's environment, many of the factors that disadvantaged the Gyrobus
have changed. Fuel prices are rising and concerns over pollution and smog have
led to experiments with such inefficient and dangerous storage technologies as
hydrogen cells (which appear to be more in political favour than technologically
sound). Would a simpler, safer and more comfortable alternative not do the same
in a friendlier manner? Modern power electronics would help reduce power
consumption whilst also enabling faster charging. Modern materials could help
reduce the overall weight of the bus while retaining the required robustness. Maybe
the Gyrobus is far from dead.
18. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
ADVANTAGES
"Pollution-free" (Pollution confined to generators on electric power grid.)
Runs without rails (An advantage because the route can be varied at will.)
Can operate flexibly at varying distances
19. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
DISADVANTAGES
Weight: a bus which can carry 20 persons and has a range of 20 km requires
a flywheel weighing three tonnes.
The flywheel, which turns at 3000 revolutions per minute, requires special
attachment and security—because the external speed of the disk is 900 km/h.
Driving a gyrobus has the added complexity that the flywheel acts as a
gyroscope that will resist changes in orientation, for example when a bus
tilts while making a turn, assuming that the flywheel has a horizontal
rotation axis.
20. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
FURTHER DEVELOPMENTS
After the Gyrobus was discontinued in all locations, there have been a
number of attempts to make the concept work. Recently, there have been two
successful projects, though the original idea of storing energy has been changed
considerably: In Dresden, Germany there is the "Autotram", a vehicle that looks
like a modern tram, but moves on a flat surface, not on tracks. It has run since 2005
and is powered by a flywheel, though the wheel is small and only used to store
energy from braking. The main source of energy is a fuel cell. The second
successful vehicle was the Capabus, which ran at the Expo 2010 in Shanghai. It
was charged with electricity at the stops - just like the Gyrobus was. However,
instead of using a flywheel for energy storage the Capabus utilized capacitors.
21. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
CONCLUSION
Since 1955 there have been some practical applications of electrogyrobuses.
Such buses are equipped with a flywheel unit consisting of an asynchronous motor
and generator coupled to a flywheel and of electric traction motors. The unwinding
of the flywheel of an electrogyrobus is accomplished with the aid of an electric
motor. The stored kinetic energy is sufficient for traveling a distance of 4-5 km.
The efficiency of an electrogyrobus is not better than 50 percent. The weight-to-
work ratio of the flywheel unit is 322 kg/kWh (32 times greater than that of the
currently used electrochemical current sources). The unit operational expenses of
an electrogyrobus are 5 percent greater than those of a trolleybus and 20 percent
greater than those of an autobus. Experimental electrogyrobuses have been
operated on some interurban runs, for instance, between Ghent and Merelbeke
(Belgium). The electrogyrobus is an auxiliary means of passenger transport on
short runs; it is also usable in transporting dangerously explosive objects.
22. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
REFERENCES
"the GYROBUS: Something New Under the Sun?". Motor Trend: p. p37.
January 1952.
Access to Energy Newsletter, Archive Volume: Volume 7, Issue/No.: Vol. 7,
No. 8, Date: April 01, 1980 03:23 PM, Title: Anniversary of the Grand
Disaster, Article: The Flywheel Bus is Back
Center View (CTE) Spring 2005
23. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
CONTENTS
Introduction : 01
Development : 02
Early commercial service : 05
Techanical specification : 09
Types of gyrobus : 13
Advantages : 18
Disadvantages : 19
Further developments : 20
Conclusion : 21
References : 22
24. Seminar Report on Gyrobus 2012-2013
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom
ABSTRACT
Since 1955 there have been some practical applications of
electrogyrobuses. Such buses are equipped with a flywheel unit
consisting of an asynchronous motor and generator coupled to a
flywheel and of electric traction motors. The unwinding of the flywheel
of an electrogyrobus is accomplished with the aid of an electric motor.
The stored kinetic energy is sufficient for traveling a distance of 4–5 km.
The efficiency of an electrogyrobus is not better than 50 percent. The
weight-to-work ratio of the flywheel unit is 322 kg/kWh (32 times
greater than that of the currently used electrochemical current sources).
The unit operational expenses of an electrogyrobus are 5 percent greater
than those of a trolleybus and 20 percent greater than those of an
autobus. Experimental electrogyrobuses have been operated on some
interurban runs, for instance, between Ghent and Merelbeke (Belgium).
The electrogyrobus is an auxiliary means of passenger transport on short
runs; it is also usable in transporting dangerously explosive objects.