Gyrobuses used large flywheels instead of engines or batteries to store energy. They were developed in the 1940s but saw limited commercial use in the 1950s due to high costs and technical challenges. A gyrobus carried a multi-ton flywheel that was charged at stations using overhead wires or plugs. The flywheel then powered electric motors to move the bus. Early models could travel up to 10km on a single charge. While gyrobuses had potential advantages like zero emissions, challenges included the flywheel's large weight and complex driving dynamics due to gyroscopic effects. No gyrobuses remain in commercial use today.
A gyrobus is an electric bus that uses a large flywheel instead of overhead wires to store rotational energy. The flywheel spins at up to 3,000 RPM and can power the bus for 5-6 km between 30 second to 3 minute recharging stops. Developed in the 1940s, gyrobuses faced challenges due to their large flywheel weight and complexity of controlling a spinning gyroscope within the bus. Modern power electronics and materials could help address some of the historical issues with gyrobuses.
- A Gyrobus is an electric bus that uses a large flywheel instead of overhead wires or batteries to store energy. It was developed in the 1940s as a quiet alternative for low-frequency routes not suitable for full electrification.
- The flywheel was spun up to 3,000 RPM by an onboard motor/generator. Fully charged, a gyrobus could travel up to 6 km before needing to stop and recharge for 30 seconds to 3 minutes using roof-mounted charging booms.
- Advantages included being quiet, pollution-free, and able to vary its route without rails. Disadvantages included the heavy 3-ton flywheel that had to be securely mounted and controlled given its
- Hydrogen can be used as a fuel in fuel cells or internal combustion engines. It is the most abundant element in the universe and can be produced from water through electrolysis using renewable energy sources.
- Hydrogen fuel cell vehicles operate by using hydrogen and oxygen to produce electricity through an electrochemical reaction without combustion, emitting only water vapor. Several automakers have developed hydrogen fuel cell vehicle prototypes.
- For widespread adoption, infrastructure is needed for large-scale hydrogen production, storage, and distribution similar to today's gas stations. Challenges include the flammability of hydrogen and high costs of production compared to fossil fuels.
This document discusses electric vehicles from an engineering perspective. It begins with a brief history of electric vehicles dating back to the 1850s. It then covers reasons for adopting electric vehicles like reduced pollution and fuel dependence. The document compares costs and efficiencies of electric vehicles versus internal combustion engine vehicles. It also discusses different electric vehicle types like all-electric, hybrid, and plug-in hybrid vehicles. The document outlines various charging methods and levels as well as the interaction of electric vehicles with the power grid, including vehicle-to-grid technologies. It concludes by considering the possibility of an all-electric vehicle fleet by 2030.
Conventional Braking System
Introduction OfRegenerative Braking System
Necessity Of The System
Elements Of Regenerative Braking System
Different Types Of Regenerative Braking System
Advantages And Disadvantages
Research Papers
Conclusion
Future Scope
References
This document provides information about electric vehicles. It lists the student names and course details in the header. The introduction discusses the history of electric vehicles from their invention in the 19th century to their decline with the rise of gasoline-powered cars. It then describes how electric vehicles work by taking electricity from the grid to charge batteries which power electric motors. The document outlines the advantages and disadvantages of electric vehicles. Finally, it defines and provides examples of three types of electric vehicles: battery electric vehicles (BEV), hybrid electric vehicles (HEV), and fuel cell electric vehicles (FCEV).
A gyrobus is an electric bus that uses a large flywheel instead of overhead wires to store rotational energy. The flywheel spins at up to 3,000 RPM and can power the bus for 5-6 km between 30 second to 3 minute recharging stops. Developed in the 1940s, gyrobuses faced challenges due to their large flywheel weight and complexity of controlling a spinning gyroscope within the bus. Modern power electronics and materials could help address some of the historical issues with gyrobuses.
- A Gyrobus is an electric bus that uses a large flywheel instead of overhead wires or batteries to store energy. It was developed in the 1940s as a quiet alternative for low-frequency routes not suitable for full electrification.
- The flywheel was spun up to 3,000 RPM by an onboard motor/generator. Fully charged, a gyrobus could travel up to 6 km before needing to stop and recharge for 30 seconds to 3 minutes using roof-mounted charging booms.
- Advantages included being quiet, pollution-free, and able to vary its route without rails. Disadvantages included the heavy 3-ton flywheel that had to be securely mounted and controlled given its
- Hydrogen can be used as a fuel in fuel cells or internal combustion engines. It is the most abundant element in the universe and can be produced from water through electrolysis using renewable energy sources.
- Hydrogen fuel cell vehicles operate by using hydrogen and oxygen to produce electricity through an electrochemical reaction without combustion, emitting only water vapor. Several automakers have developed hydrogen fuel cell vehicle prototypes.
- For widespread adoption, infrastructure is needed for large-scale hydrogen production, storage, and distribution similar to today's gas stations. Challenges include the flammability of hydrogen and high costs of production compared to fossil fuels.
This document discusses electric vehicles from an engineering perspective. It begins with a brief history of electric vehicles dating back to the 1850s. It then covers reasons for adopting electric vehicles like reduced pollution and fuel dependence. The document compares costs and efficiencies of electric vehicles versus internal combustion engine vehicles. It also discusses different electric vehicle types like all-electric, hybrid, and plug-in hybrid vehicles. The document outlines various charging methods and levels as well as the interaction of electric vehicles with the power grid, including vehicle-to-grid technologies. It concludes by considering the possibility of an all-electric vehicle fleet by 2030.
Conventional Braking System
Introduction OfRegenerative Braking System
Necessity Of The System
Elements Of Regenerative Braking System
Different Types Of Regenerative Braking System
Advantages And Disadvantages
Research Papers
Conclusion
Future Scope
References
This document provides information about electric vehicles. It lists the student names and course details in the header. The introduction discusses the history of electric vehicles from their invention in the 19th century to their decline with the rise of gasoline-powered cars. It then describes how electric vehicles work by taking electricity from the grid to charge batteries which power electric motors. The document outlines the advantages and disadvantages of electric vehicles. Finally, it defines and provides examples of three types of electric vehicles: battery electric vehicles (BEV), hybrid electric vehicles (HEV), and fuel cell electric vehicles (FCEV).
This document provides an overview of hybrid vehicles, including their history and evolution. It discusses how hybrids work by combining an internal combustion engine with an electric motor powered by batteries. The document outlines the components of hybrid vehicles and explains the benefits of hybrids such as improved fuel efficiency and reduced emissions compared to conventional vehicles. Both the advantages and disadvantages of hybrid technology are presented.
A hybrid electric vehicle combines an electric motor with an internal combustion engine or other power source to improve fuel efficiency. There are two main types of hybrid systems - series and parallel. In a series hybrid, the engine only charges a battery which powers the electric motor to turn the wheels. In a parallel hybrid, both the engine and motor can power the wheels directly and work together or independently based on driving conditions. Key components of hybrid systems include batteries to store energy, a generator to charge batteries, and regenerative braking to capture kinetic energy during deceleration. Hybrid vehicles provide benefits like lower emissions and fuel use while maintaining the performance of conventional vehicles. Further research and development of hybrid technology promises more efficient and environmentally friendly vehicles.
The document discusses flywheel energy storage systems (FESS). It first provides an introduction to energy storage and defines FESS. It then reviews literature on FESS technology and applications. The main components of FESS are described as the flywheel rotor, electric machine, power electronics, bearings and housing. Examples of FESS applications discussed include use in the Porsche 911, transportation, railways, and spacecraft. FESS provide advantages like high power capability and long lifespan but also have limitations such as potential energy losses over time.
The document discusses electric and hybrid vehicles as alternatives to conventional gasoline vehicles. It notes the rising costs and pollution problems with gasoline vehicles. Electric vehicles are defined as using electric motors powered by energy storage, while hybrid vehicles combine an internal combustion engine with electric motors and energy storage. The document outlines the components and advantages of electric vehicles, as well as challenges like high costs and limited range. It then describes different types of hybrid vehicle architectures like series, parallel and series-parallel, and provides examples of popular hybrid models. Overall hybrids are presented as a solution that provides better fuel efficiency while addressing problems with conventional vehicles.
1) A flywheel energy storage system consists of five main components: a flywheel, motor/generator, power electronics, magnetic bearings, and external inductor.
2) Flywheels store energy mechanically in the form of kinetic energy by rotating a steel or composite mass at high speeds.
3) Permanent magnet motors/generators are most suitable as they provide higher efficiency and smaller size compared to other types.
This document discusses hybrid electric vehicles (HEVs). HEVs combine an internal combustion engine with an electric motor to provide propulsion. They offer improved fuel efficiency over conventional vehicles through regenerative braking and a smaller engine size. HEVs are classified as parallel, series, or power-split based on how their electric and fuel-powered components are connected and work together. While more expensive initially, HEVs provide benefits like reduced emissions and fuel costs compared to traditional vehicles.
This document discusses the benefits of electric vehicles and advancements in electric vehicle technology. It notes that electric vehicles can help reduce grid demand through smart charging, lower fuel and maintenance costs compared to gas vehicles, and produce no direct emissions. Current electric vehicles like the Tesla Model S and Nissan Leaf are mentioned. The document also outlines plans for Tesla's Gigafactory to mass produce lithium-ion batteries and a new lithium-ion battery design from University of Illinois that could significantly improve electric vehicle range and charging times.
Hydrogen as a Transport Fuel: The Key to Reducing UK Oil Dependence?
Speaker: Prof. Kevin Kendall (Birmingham University, School of Chemical Engineering)
Professor Kevin Kendall has been researching hydrogen and fuel cells for 30 years. He was responsible for the first hydrogen filling station in England, which has fuelled hydrogen vehicles running on the Birmingham University campus since 2008. But what is the full potential of hydrogen as a transport fuel? When can we expect affordable mass production of fuel cell vehicles to occur? How can large quantities of hydrogen be produced cleanly? Prof. Kendall will address these issues and take questions from the floor.
Wireless charging of Electric Vehicles (IEEE Paper 2017)Georget Eldhose
This document discusses wireless power transmission applied to electric vehicles. It begins with an introduction to electric vehicles and the need to reduce charging times. It then describes different charging systems and compares wireless to plug-in charging. The document outlines the typical components of a wireless charging system including power inverters, resonant tanks, and induction coils. It presents an experimental model of a small-scale wireless charging track for electric cars. Key advantages include reduced operating costs, lower maintenance than gas vehicles, and the ability to charge multiple vehicles simultaneously. However, initial installation costs are high and power transmission is limited by range. In conclusion, wireless charging is well-suited for electric vehicles by reducing recharging times and allowing charging on the go.
Hybrid electric vehicles (HEVs) combine an internal combustion engine with batteries and an electric motor to improve fuel efficiency. HEVs capture energy from braking through regenerative braking and use that stored energy to power the vehicle at low speeds. This reduces emissions and fuel use compared to conventional vehicles. While more expensive initially, HEVs have lower operating costs over time due to reduced fuel needs. They also have less engine wear, less noise pollution, and allow use of a smaller engine.
Jerry Patel is an 8th semester B.Tech student who discusses different types of hybrid vehicles, including trains, cars, and submarines. A hybrid electric vehicle uses both an internal combustion engine and electric motor powered by batteries, resulting in less fuel consumption than conventional vehicles without needing to be recharged. Hybrid vehicles have both a fuel tank to power the engine and batteries to power the electric motor and wheels. While hybrids provide benefits like efficiency and environmental friendliness, challenges include driving range, recharge time, battery cost, and added bulk and weight.
This document summarizes key aspects of hydrogen fuel cell vehicles. It discusses how hydrogen can be produced from renewable sources like solar and wind. It describes how hydrogen fuel cells work to produce electricity from hydrogen to power electric motors. Some benefits of these vehicles are quick refueling times and long ranges. Challenges include limited refueling infrastructure and energy losses during hydrogen production. The document concludes that hydrogen fuel cell technology has potential as a sustainable transportation fuel if renewable energy is used to produce the hydrogen.
A flywheel, in essence is a mechanical battery - simply a mass rotating about an axis.Flywheels store energy mechanically in the form of kinetic energy.They take an electrical input to accelerate the rotor up to speed by using the built-in motor, and return the electrical energy by using this same motor as a generator.Flywheels are one of the most promising technologies for replacing conventional lead acid batteries as energy storage systems.
Have you pulled your car up to the gas/petrol pump lately and been shocked by the high
price of gasoline? As the pump clicked past Rs1400 or 1500, maybe you thought about
trading in that SUV for something that gets better mileage. Or maybe you are worried
that your car is contributing to the greenhouse effect. Or maybe you just want to have
the coolest car on the block. Currently, there is a solution for all this problems, it's the
hybrid electric vehicle.
The vehicle is lighter and roomier than a purely electric vehicle, because there is less
need to carry as many heavy batteries. The internal combustion engine in hybrid-electric
is much smaller and lighter and more efficient than the engine in a conventional vehicle.
In fact, most automobile manufacturers have announced plans to manufacture their own
hybrid versions. Hybrid electric vehicles are all around us. Most of the locomotives we
see pulling trains are diesel-electric hybrids. Cities like Seattle have diesel-electric
buses -- these can draw electric power from overhead wires or run on diesel when they
are away from the wires. Giant mining trucks are often diesel-electric hybrids.
Submarines are also hybrid vehicles -- some are nuclear-electric and some are dieselelectric. Any vehicle that combines two or more sources of power that can directly or
indirectly provide propulsion power is a hybrid.
The document summarizes an air-powered car that uses compressed air as fuel instead of gasoline. It has 3 main parts:
1. The vehicle is powered by an engine that runs on compressed air stored in a carbon-fiber tank holding 90 cubic meters of air. It can reach speeds of 50 km/h using solely compressed air.
2. It was developed by Moteur Development International and has a fiberglass body with injected foam that is lightweight and doesn't rust. It recovers 13% of braking power and uses carbon air filters.
3. While air-powered cars could reduce pollution and rely on renewable energy, they currently have less speed and range than gasoline cars and require more air
This document discusses regenerative braking systems. It begins by explaining how conventional braking systems waste kinetic energy as heat, while regenerative braking systems convert kinetic energy to electrical energy during braking. It then provides details on the working principle of regenerative braking, where the electric motors coupled to the drive wheels generate electricity during braking which is stored in the battery. The document presents the history of regenerative braking and provides examples of vehicles that use this technology today, concluding that regenerative braking improves fuel efficiency and reduces emissions.
This presentation discusses hydrogen fuel cells as a clean energy alternative. It provides an overview of the history and principle of fuel cells, focusing on hydrogen fuel cells. The key advantages are their high efficiency, low emissions that produce only water, and potential to power vehicles. Challenges include currently high costs, unknown long-term durability, and lack of hydrogen refueling infrastructure. The future potential of hydrogen fuel cells is discussed as the technology continues to develop.
This document discusses hybrid electric vehicles (HEVs). HEVs combine a conventional internal combustion engine with an electric propulsion system to achieve better fuel economy or performance than conventional vehicles. HEVs use both an internal combustion engine and electric motor for propulsion, with a battery to store energy from regenerative braking and the engine. The engines charge the batteries and provide rotational power, while the electric motors help drive the wheels. HEVs offer the driving range of gas vehicles with some electric vehicle benefits like regenerative braking, but can be more expensive with higher maintenance costs. Overall, HEVs are more environmentally friendly with less dependence on fossil fuels.
Rapid prototyping is a process that builds 3D objects from a digital CAD file layer by layer. It allows designers to quickly test designs by creating physical prototypes. Various techniques were developed in the 1960s-1980s including selective laser sintering which uses a laser to fuse powdered material. Rapid prototyping is now commonly used to build prototypes from 3D CAD models in hours rather than weeks. It offers advantages over traditional modeling like faster production and ability to modify designs easily.
Rapid prototyping is a process that involves quickly building a prototype or working model to test design features, ideas, concepts, functionality, output, and performance before fully developing the final product. It originated in the late 1960s and became more accessible in the 1980s. Rapid prototyping decreases development time by allowing for early corrections and has advantages like increasing variants, complexity, communication and decreasing delivery times and costly mistakes. However, it can fail to replicate the real product and overlook problems, requiring endless revisions. The rapid prototyping process involves analyzing requirements, identifying objects and actions, organizing them logically, getting feedback, and iterating the prototype-feedback cycle until customers are satisfied before final development.
This document provides an overview of hybrid vehicles, including their history and evolution. It discusses how hybrids work by combining an internal combustion engine with an electric motor powered by batteries. The document outlines the components of hybrid vehicles and explains the benefits of hybrids such as improved fuel efficiency and reduced emissions compared to conventional vehicles. Both the advantages and disadvantages of hybrid technology are presented.
A hybrid electric vehicle combines an electric motor with an internal combustion engine or other power source to improve fuel efficiency. There are two main types of hybrid systems - series and parallel. In a series hybrid, the engine only charges a battery which powers the electric motor to turn the wheels. In a parallel hybrid, both the engine and motor can power the wheels directly and work together or independently based on driving conditions. Key components of hybrid systems include batteries to store energy, a generator to charge batteries, and regenerative braking to capture kinetic energy during deceleration. Hybrid vehicles provide benefits like lower emissions and fuel use while maintaining the performance of conventional vehicles. Further research and development of hybrid technology promises more efficient and environmentally friendly vehicles.
The document discusses flywheel energy storage systems (FESS). It first provides an introduction to energy storage and defines FESS. It then reviews literature on FESS technology and applications. The main components of FESS are described as the flywheel rotor, electric machine, power electronics, bearings and housing. Examples of FESS applications discussed include use in the Porsche 911, transportation, railways, and spacecraft. FESS provide advantages like high power capability and long lifespan but also have limitations such as potential energy losses over time.
The document discusses electric and hybrid vehicles as alternatives to conventional gasoline vehicles. It notes the rising costs and pollution problems with gasoline vehicles. Electric vehicles are defined as using electric motors powered by energy storage, while hybrid vehicles combine an internal combustion engine with electric motors and energy storage. The document outlines the components and advantages of electric vehicles, as well as challenges like high costs and limited range. It then describes different types of hybrid vehicle architectures like series, parallel and series-parallel, and provides examples of popular hybrid models. Overall hybrids are presented as a solution that provides better fuel efficiency while addressing problems with conventional vehicles.
1) A flywheel energy storage system consists of five main components: a flywheel, motor/generator, power electronics, magnetic bearings, and external inductor.
2) Flywheels store energy mechanically in the form of kinetic energy by rotating a steel or composite mass at high speeds.
3) Permanent magnet motors/generators are most suitable as they provide higher efficiency and smaller size compared to other types.
This document discusses hybrid electric vehicles (HEVs). HEVs combine an internal combustion engine with an electric motor to provide propulsion. They offer improved fuel efficiency over conventional vehicles through regenerative braking and a smaller engine size. HEVs are classified as parallel, series, or power-split based on how their electric and fuel-powered components are connected and work together. While more expensive initially, HEVs provide benefits like reduced emissions and fuel costs compared to traditional vehicles.
This document discusses the benefits of electric vehicles and advancements in electric vehicle technology. It notes that electric vehicles can help reduce grid demand through smart charging, lower fuel and maintenance costs compared to gas vehicles, and produce no direct emissions. Current electric vehicles like the Tesla Model S and Nissan Leaf are mentioned. The document also outlines plans for Tesla's Gigafactory to mass produce lithium-ion batteries and a new lithium-ion battery design from University of Illinois that could significantly improve electric vehicle range and charging times.
Hydrogen as a Transport Fuel: The Key to Reducing UK Oil Dependence?
Speaker: Prof. Kevin Kendall (Birmingham University, School of Chemical Engineering)
Professor Kevin Kendall has been researching hydrogen and fuel cells for 30 years. He was responsible for the first hydrogen filling station in England, which has fuelled hydrogen vehicles running on the Birmingham University campus since 2008. But what is the full potential of hydrogen as a transport fuel? When can we expect affordable mass production of fuel cell vehicles to occur? How can large quantities of hydrogen be produced cleanly? Prof. Kendall will address these issues and take questions from the floor.
Wireless charging of Electric Vehicles (IEEE Paper 2017)Georget Eldhose
This document discusses wireless power transmission applied to electric vehicles. It begins with an introduction to electric vehicles and the need to reduce charging times. It then describes different charging systems and compares wireless to plug-in charging. The document outlines the typical components of a wireless charging system including power inverters, resonant tanks, and induction coils. It presents an experimental model of a small-scale wireless charging track for electric cars. Key advantages include reduced operating costs, lower maintenance than gas vehicles, and the ability to charge multiple vehicles simultaneously. However, initial installation costs are high and power transmission is limited by range. In conclusion, wireless charging is well-suited for electric vehicles by reducing recharging times and allowing charging on the go.
Hybrid electric vehicles (HEVs) combine an internal combustion engine with batteries and an electric motor to improve fuel efficiency. HEVs capture energy from braking through regenerative braking and use that stored energy to power the vehicle at low speeds. This reduces emissions and fuel use compared to conventional vehicles. While more expensive initially, HEVs have lower operating costs over time due to reduced fuel needs. They also have less engine wear, less noise pollution, and allow use of a smaller engine.
Jerry Patel is an 8th semester B.Tech student who discusses different types of hybrid vehicles, including trains, cars, and submarines. A hybrid electric vehicle uses both an internal combustion engine and electric motor powered by batteries, resulting in less fuel consumption than conventional vehicles without needing to be recharged. Hybrid vehicles have both a fuel tank to power the engine and batteries to power the electric motor and wheels. While hybrids provide benefits like efficiency and environmental friendliness, challenges include driving range, recharge time, battery cost, and added bulk and weight.
This document summarizes key aspects of hydrogen fuel cell vehicles. It discusses how hydrogen can be produced from renewable sources like solar and wind. It describes how hydrogen fuel cells work to produce electricity from hydrogen to power electric motors. Some benefits of these vehicles are quick refueling times and long ranges. Challenges include limited refueling infrastructure and energy losses during hydrogen production. The document concludes that hydrogen fuel cell technology has potential as a sustainable transportation fuel if renewable energy is used to produce the hydrogen.
A flywheel, in essence is a mechanical battery - simply a mass rotating about an axis.Flywheels store energy mechanically in the form of kinetic energy.They take an electrical input to accelerate the rotor up to speed by using the built-in motor, and return the electrical energy by using this same motor as a generator.Flywheels are one of the most promising technologies for replacing conventional lead acid batteries as energy storage systems.
Have you pulled your car up to the gas/petrol pump lately and been shocked by the high
price of gasoline? As the pump clicked past Rs1400 or 1500, maybe you thought about
trading in that SUV for something that gets better mileage. Or maybe you are worried
that your car is contributing to the greenhouse effect. Or maybe you just want to have
the coolest car on the block. Currently, there is a solution for all this problems, it's the
hybrid electric vehicle.
The vehicle is lighter and roomier than a purely electric vehicle, because there is less
need to carry as many heavy batteries. The internal combustion engine in hybrid-electric
is much smaller and lighter and more efficient than the engine in a conventional vehicle.
In fact, most automobile manufacturers have announced plans to manufacture their own
hybrid versions. Hybrid electric vehicles are all around us. Most of the locomotives we
see pulling trains are diesel-electric hybrids. Cities like Seattle have diesel-electric
buses -- these can draw electric power from overhead wires or run on diesel when they
are away from the wires. Giant mining trucks are often diesel-electric hybrids.
Submarines are also hybrid vehicles -- some are nuclear-electric and some are dieselelectric. Any vehicle that combines two or more sources of power that can directly or
indirectly provide propulsion power is a hybrid.
The document summarizes an air-powered car that uses compressed air as fuel instead of gasoline. It has 3 main parts:
1. The vehicle is powered by an engine that runs on compressed air stored in a carbon-fiber tank holding 90 cubic meters of air. It can reach speeds of 50 km/h using solely compressed air.
2. It was developed by Moteur Development International and has a fiberglass body with injected foam that is lightweight and doesn't rust. It recovers 13% of braking power and uses carbon air filters.
3. While air-powered cars could reduce pollution and rely on renewable energy, they currently have less speed and range than gasoline cars and require more air
This document discusses regenerative braking systems. It begins by explaining how conventional braking systems waste kinetic energy as heat, while regenerative braking systems convert kinetic energy to electrical energy during braking. It then provides details on the working principle of regenerative braking, where the electric motors coupled to the drive wheels generate electricity during braking which is stored in the battery. The document presents the history of regenerative braking and provides examples of vehicles that use this technology today, concluding that regenerative braking improves fuel efficiency and reduces emissions.
This presentation discusses hydrogen fuel cells as a clean energy alternative. It provides an overview of the history and principle of fuel cells, focusing on hydrogen fuel cells. The key advantages are their high efficiency, low emissions that produce only water, and potential to power vehicles. Challenges include currently high costs, unknown long-term durability, and lack of hydrogen refueling infrastructure. The future potential of hydrogen fuel cells is discussed as the technology continues to develop.
This document discusses hybrid electric vehicles (HEVs). HEVs combine a conventional internal combustion engine with an electric propulsion system to achieve better fuel economy or performance than conventional vehicles. HEVs use both an internal combustion engine and electric motor for propulsion, with a battery to store energy from regenerative braking and the engine. The engines charge the batteries and provide rotational power, while the electric motors help drive the wheels. HEVs offer the driving range of gas vehicles with some electric vehicle benefits like regenerative braking, but can be more expensive with higher maintenance costs. Overall, HEVs are more environmentally friendly with less dependence on fossil fuels.
Rapid prototyping is a process that builds 3D objects from a digital CAD file layer by layer. It allows designers to quickly test designs by creating physical prototypes. Various techniques were developed in the 1960s-1980s including selective laser sintering which uses a laser to fuse powdered material. Rapid prototyping is now commonly used to build prototypes from 3D CAD models in hours rather than weeks. It offers advantages over traditional modeling like faster production and ability to modify designs easily.
Rapid prototyping is a process that involves quickly building a prototype or working model to test design features, ideas, concepts, functionality, output, and performance before fully developing the final product. It originated in the late 1960s and became more accessible in the 1980s. Rapid prototyping decreases development time by allowing for early corrections and has advantages like increasing variants, complexity, communication and decreasing delivery times and costly mistakes. However, it can fail to replicate the real product and overlook problems, requiring endless revisions. The rapid prototyping process involves analyzing requirements, identifying objects and actions, organizing them logically, getting feedback, and iterating the prototype-feedback cycle until customers are satisfied before final development.
Talk on Rapid Prototyping for Augmented Reality, given by Mark Billinghurst on April 5th 2016. Given to students at Stanford University's Augmented Reality class
This document discusses computational fluid dynamics (CFD). CFD uses numerical analysis and algorithms to solve and analyze fluid flow problems. It can be used at various stages of engineering to study designs, develop products, optimize designs, troubleshoot issues, and aid redesign. CFD complements experimental testing by reducing costs and effort required for data acquisition. It involves discretizing the fluid domain, applying boundary conditions, solving equations for conservation of properties, and interpolating results. Turbulence models and discretization methods like finite volume are discussed. The CFD process involves pre-processing the problem, solving it, and post-processing the results.
What will be the cost of your Mineral Water Plant in IndiaSoumitra Ghotikar
Whenever you’re taking a Decision to start a Mineral Water Plant, there is always question in your mind i.e. "What is Plant Cost?' This article will helps you to get answer.
==> http://mineralwaterprojectinformation.org/mineral-water-plant-cost/
Read More New Link ==> https://www.slideshare.net/Saumitramg/what-will-be-the-cost-of-your-mineral-water-plant-in-india
Wind power plants harness the power of wind to generate electricity. They work by using wind turbine blades to capture the kinetic energy of the wind and convert it into rotational energy to spin a shaft. This shaft spins a generator to produce electricity. India has over 19,000 MW of installed wind power capacity as of 2013, the fifth largest in the world. The state of Tamil Nadu generates the most wind power in India. Wind power is a renewable and clean energy source but suffers from intermittent availability due to fluctuating wind speeds.
The document discusses vertical axis wind turbines (VAWT) as an option for residential wind power generation. It provides information on several VAWT models available ranging from 500W to 20,000W capacity. State rebates of 30-60% are available in California, New Jersey, and New York to help reduce the cost of installing a VAWT. VAWTs have advantages over traditional horizontal axis turbines for residential use, such as being lower profile and able to generate power from any wind direction.
The document summarizes a presentation about rapid prototyping and its applications in the 21st century. It defines what a prototype is and discusses the need for prototyping. It then explains the basics of rapid prototyping, including the main processes of stereolithography, selective laser sintering, laminated object manufacturing, and fused deposition modeling. The document outlines common materials used and applications of rapid prototyping in various fields like aerospace, automotive, biomedical, architecture, fashion and more. It concludes by discussing NWFP UET's collaboration with Khyber Medical University to initiate bio-medical engineering.
Wind energy has a long history dating back thousands of years. Modern utility-scale wind turbines are much larger than early designs and can power hundreds of homes. While wind is a renewable resource, it fluctuates and is not a constant power source. Wind farms are best used alongside other renewable energy sources. Technological advances continue to be made to optimize wind energy production and integrate it into energy systems.
Wind turbines convert the kinetic energy of wind into mechanical or electrical energy. Modern wind turbines are much more efficient than older designs, able to generate 250-300 kilowatts compared to older models generating around 30 kilowatts. Wind turbines work by using wind to turn blades which spin a shaft connected to a generator, producing electricity. They are mounted on towers to access stronger winds higher off the ground. While wind energy has advantages like being renewable and producing no emissions, it also has disadvantages like dependence on wind conditions and higher initial costs than some other energy sources.
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.
The document discusses the history and development of the gyrobus, an electric bus that uses a large flywheel for energy storage rather than overhead wires. It describes how the gyrobus was developed in the 1940s by Oerlikon in Switzerland as an alternative to trolleybuses. Gyrobuses carried a large flywheel that was spun up to 3,000 RPM using a motor, and could power the bus for up to 6 km between recharges of 30 seconds to 3 minutes. The first commercial gyrobus service began in 1953 in Switzerland, but financial difficulties led services to end by 1960. Further systems operated briefly in Belgium and Congo in the 1950s, but all faced issues with high energy consumption and maintenance costs.
The document provides information about a summer training project conducted from June 11 to July 10, 2015 at the Electric Loco Shed in Kanpur, India. It discusses the history and components of Indian Railways and the Kanpur loco shed. Specifically, it covers the types of locomotives held at the Kanpur shed, the main sections of the shed, locomotive symbols and gauges, bogie and spring components, and analyzes the failure of springs in locomotives.
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.
Maglev trains use magnetic levitation to float above the track and propel vehicles without friction. They can reach speeds over 500 km/h, faster than F1 cars or traditional trains. Maglev trains have been introduced in several countries since the 1960s for their high speed, low noise, and ability to operate in all weather conditions with minimal maintenance requirements compared to mechanically-powered trains. Shanghai, China claims the fastest maglev train at 501 km/h.
Maglev trains use magnetic levitation to float above the track and propel vehicles without friction. They can reach speeds over 500 km/h, faster than F1 cars or traditional trains. Maglev trains have been introduced in several countries since the 1960s for their high speed, low noise, and ability to operate in all weather conditions with minimal maintenance requirements compared to mechanically-powered trains. Shanghai, China claims the fastest maglev train at 501 km/h.
In 2011, the European Commission concluded in its white paper “Roadmap to a Single European Transport Area” that the phase-out of fossil fuels driven cars by 2050 was necessary to achieve its energy and climate objectives. In 2019, as part of the European Green Deal, the Commission is proposing to revise the regulation on CO2 standards for cars and vans, to ensure a clear pathway towards zero-emission mobility.
Greenhouse gas (GHG) emissions due to road transport have grown since 1990 by 20.5%, and now account for one-fifth of EU GHG emissions – and they keep growing. The picture is similar regarding final energy consumption. Road transport uses 24% of EU final energy, having grown by 28% since 1990.
The good news is that a zero-emission technology is ready today for market uptake: the battery electric vehicle. From day one this vehicle completely cuts local GHG and air pollutant emissions and emits three times less GHG emissions on a well-to-wheel basis. On a life cycle basis (“cradle to grave”), a battery electric vehicle also generates significantly less GHG emissions than cars using gasoline or diesel. Moreover, the full decarbonisation of the electricity system, which is foreseen well before 2050, will enable battery electric vehicles to make transport fully climate-neutral.
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This document discusses the potential and limitations of electric flight. It begins by providing historical context on electric flight dating back to 1940. It then compares conventional propulsion systems that burn fuel to electric propulsion systems, noting batteries and fuel cells as two main energy storage options for electric systems. Batteries currently have much lower mass-specific energy density than kerosene-based fuels, presenting a major challenge. While electric propulsion systems can have higher efficiencies than combustion systems, the mass of current battery technology limits its application for aircraft. Advances in battery technology would be needed to overcome this limitation.
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1. Seminar Report on Gyrobus 2012-2013
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
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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)
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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.
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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.
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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
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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.
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Interior of the Gyrobus G3 (front)
Interior of the Gyrobus G3 (back)
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Engine of the Gyrobus G3
Loading up the flywheel
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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
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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.
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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
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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
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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
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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
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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.
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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.
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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
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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.
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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.
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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.
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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
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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
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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.
Dept. Of Electrical & Electronics Engg. G.P.T.C, Muttom