Gyrobus

A Gyrobus is a bus with electric drive, the energy comes from a flywheel storage in an entrained flywheel. The word comes from the Greek γύρος part Gyro Gyro, round. Overall, only 19 cars were built, the principle proved itself with the former technique does not, although already a regenerative brake was integrated. In the 1990s, buses were in Munich and Bremen again inserted with flywheels, analogous to the Basel trolleybus trolleybuses with a flywheel storage auxiliary drive.

Principle

Before starting operation, in particular intermediate stops and especially during the prolonged stay at the end stations connect to the power grid is made by a three-arm pantograph. In this case, the vehicle three-phase alternating current is supplied with a voltage of 500 volts, by means of which the flywheel is accelerated. The braking energy can be recovered as in battery or hybrid bus buses and transmitted to the flywheel. A busy Gyrobus could travel with a charging six kilometers, but as a rule all four km a charging station has been established.

The flywheel in detail

The engine

Charging I

Recharging II

Pros and Cons

The Gyrobus is quieter than a diesel vehicle and produces no exhaust fumes along the route. Unlike trolleybuses he needs no catenary. Thus, it can be used flexibly to changing routes. For the operators represent an investment cost of the pipeline, the townscape is preserved by not using overhead lines.

A disadvantage is the weight: A Gyrobus for about 20 people and a radius of 20 kilometers required by conventional flywheels made ​​of steel about 1.5 tons of flywheel mass to store the necessary about 3.3 MJ (9.15 kWh). In addition, the rotating disk requires special safety measures. Thus, the peripheral speed of a disc with a diameter of 1.6 m at 3000 rpm, about 900 km / h In addition, the flywheel housing to be evacuated to reduce the air resistance and the associated energy loss. These measures increase the overall weight by about three tons over a comparable diesel vehicle. Modern flywheels of wound carbon fiber reinforced plastic can operate at higher speeds. They are lighter and would reduce the weight of the Gyrobusses.

A further disadvantage is the handling of a Gyrofahrzeugs. The flywheel rotating about a vertical axis causes changes in the slope of the road tilting forces to the vehicle. By using two counter-rotating flywheels, this effect can be canceled, however.

Also due to these disadvantages, put the concept of the bus with flywheel drive not. In addition, there were always more powerful buses with internal combustion engines with larger ranges, which were more flexible in use. The idea to charge electric energy at the bus stop in the bus, is relevant again because of the ecological problems of the internal combustion engine. The " Capabus ", which was traveling in Shanghai at Expo 2010, working again on this principle, but took advantage of due to the disadvantages outlined capacitors for energy storage. Also developed in Dresden " AutoTram " uses since 2005 as a flywheel energy storage; However, it is only a smaller flywheel, that is not the only driving, but supports only a fuel cell and is used for temporarily storing braking energy. Even in modern racing cars flywheel have been for buffering braking energy used, for example the Porsche 911 GT3 R Hybrid.

Scheduled Appearances

In Switzerland, the public transport company Société anonyme 1960 two Gyrobusse on the eight -kilometer route Tuileries de Grandson Condémines one of the transport Publics Yverdon -Grandson ( TPYG ) between September 1953 and October. They frequented the hour, at peak times every half hour.

August 6, 1955 to perverse in Leopoldville - the capital of the then Belgian Congo - Gyrobusse on four lines. As late as the 1950s turned to the operation due to technical problems on the one hand and the Congo turmoil on the other hand again.

In addition, with the Swiss Maschinenfabrik Oerlikon ( MFO ) were prepared Gyrobusse used in Ghent, Belgium. Thither gave you three cars at the Société Nationale des Chemins de Fer Vicinaux, they operated on a 9.6 km long line from Gent to Merelbeke. In use they were from September 1956 to November 1959.

For the residents of a Gyrobuslinie the tests were positive, they were exhaust gases and the sight of overhead lines spared. However, the research ended prematurely by the progressive motorization and the desire of the operator for higher flexibility. The combined 19 vehicles were distributed as follows:

Some of the re- operated as city buses in Munich and Bremen in the 1990s Gyrobusse arrived later in museums, trolley buses used in Basel were sold to Bulgaria.

Gyrolokomotive

1954 built MFO in the same technology a Gyrolokomotive for the Lorraine iron ore mine Mines de St- Pierre Mont. The locomotive proved to be not there ( not enough charge due to insufficient power supply) and came into Gonzen mine Sargan, where she was until the cessation of mining of ore in 1966 in use thereafter. After a long shut-down the engine has been revised and is occasionally since 1994 for leading the visitor moves into the disused mine used.