DR.

BABASAHEB AMBEDKAR
TECHNOLOGICAL UNIVERSITY, LONERE

P. S. G. V. P. MANDAL’S
D. N. PATEL COLLEGE OF ENGINEERING
SHAHADA, DIST- NANDURBAR

A
SEMINAR
ON

“GYRO BUS”

SUBMITTED BY

Mrs. VAISHNAVI LAXMAN KANHAIYA

(2051641293014)

UNDER THE GUIDANCE OF

PROF. PRASHANT R. PATIL
DEPARTMENT OF ELECTRICAL ENGINEERING
YEAR 2022-23
 P. S. G. V. P. MANDAL’S
D. N. PATEL COLLEGE OF ENGINEERING,
SHAHADA, DIST. NANDURBAR

This is to certify that

Mrs. VAISHNAVI LAXMAN KANHAIYA

(2051641293014)

Have been satisfactorily completed

Seminar entitled on
“GYRO BUS”

As a part of syllabus of

DR. BABASAHEB AMBEDKAR TECHNOLOGICAL

UNIVERSITY, LONERE

For the partial fulfillment of Bachelor of Technology in

ELECTRICAL ENGINEERING
In the Academic Year
2022-23

SEMINAR GUIDE H.O.D.

PROF. PRASHANT R. PATIL PROF. Smt. K.A. PATEL

PRINCIPAL
EXTERNAL PROF. Dr. N. J. PATIL
 ACKNOWLEDGEMENT

It is a privilege for us to have been associated with Prof. PRASHANT R. PATIL sir,
our guide, during this project work. We are thankful to him, for his constant inspiration and
valuable guidance, carefully reading and editing our work and always boosting our confidence
to complete work.

We express our gratitude to Prof. Dr. N. J. Patil, Principal and Prof. Smt. K. A. Patel,
Head Department of Electrical Engineering, for their constant encouragement, co-operation,
valuable guidance, and support. We express our sincere thanks to our academic and class
coordinators Prof. Pankaj R. Patil and all the faculty members of the Electrical Department
for their unfailing inspiration.

We take this opportunity to thank all our classmates for their company during the course
work and for the useful discussions, we had with them.

We would be failing in our duties if we do not make a mention of our family members
including our parents and our siblings for providing moral support, without which this work
would not have been completed.

This kind of work cannot be finished without any others help, even some of them have
not aware of their contribution and importance in producing this report. It is a great pleasure
for us to take this opportunity to express our gratefulness to all.

NAME: - VAISHNAVI LAXMAN KANHAIYA

PRN NO: - 2051641293014
ROLL NO: - 35

ii
 INDEX

Chapter Name of Topic Page No

Certificate i

Acknowledgement ii

Index of Figures v

Abstract vii

Chapter-1 Introduction 1

Chapter-2 Development 2

Chapter-3 Architecture and Standardization 4

3.1 Present Solutions 4

3.2 Principles of the Gyro Bus Drive 6

3.3 The New CVT and ITS operation as IVT 8

3.3.1 Modes of Transmission System 11

3.3.2 Energy Recharging 13

3.4 Safety of Gyro Drive 14

3.4.1 Reduction of damages caused by flywheel 14

collapse

3.4.2 Flywheel safety in case of a vehicle accident 14

3.5 Assumed Main Parameters of the Gyro bus Drive 15

Chapter-4 Early Commercial Service 17

iii
Chapter-5 Technical specification 20

Chapter-6 Types of Gyro bus 23

6.1 Verdon 23

6.2 Leopoldville 24

6.3 Gent 25

6.4 Other Gyro Application 26

Chapter-7 Advantages and Disadvantages 28

7.1 Advantages 28

7.2 Disadvantages 28

Chapter-8 Further Developments 29

Chapter-9 Conclusion 30

References 31

iv
 INDEX OF TABLE

No Name of Figure Page No

3.1 Flywheel unit combined with the TOROTRAK CVT as 5

auxiliary drive for F1 racers

3.2 Scheme of individual drive for each of both rear wheels of 7

the low floor gyro bus

3.3 Special drive of the rear wheel (inner tyros are mountable 7

from the vehicle interior).

3.4 Hypothetic scheme of mechanically controlled IVT 9

(Both pressure and gear ratio are actuated)

3.5 The conic pulley composed of discs forced to rotate 10

with uneven rpm when rolling.

3.6 Axial forces between friction members depending on 10
torque and transmission ratio
3.7 Hertzian pressures [MPa] at maximum input torque (125 Nm). 11

3.8 Slip [%] caused by the geometry of friction members rolling 15

4.1 Interior of the Gyro bus G3 (front) 18

4.2 Interior of the Gyro bus G3 (back) 18

4.3 Engine of the Gyro bus G3 19

4.4 Loading up the flywheel 19

v
5.1 Gyro bus flywheel 20

5.2 Gyro bus principle 21

5.3 Gyro bus 22

vi
 ABSTRACT

The new gyro drive concept is an innovation of the mechanical gyro bus transmission by
Hampl & Vítek, 2006. The legitimate aim of substituting urban buses with zero emission
vehicles is actually very difficult to achieve. First of all, no existing non-rail vehicle for urban
mass transport can compete with urban buses in terms of cost. Even trolleybuses on the busiest
lines are less economically efficient. In addition, they lack the flexibility of buses. Electro buses
with their heavy and slow to charge accumulators are almost as expensive as fuel-cell buses
whose specific problem is the refueling with compressed or liquefied hydrogen. A gyro drive
does not face such problems and it is also reasonably safe. But even a modern electric system
for power transmission from the flywheel to the driving axle is neither light nor cheap. A
mechanical solution with CVT (Continuously Variable Transmission) can be more
advantageous. Such a system has been used for recuperation of braking energy. The mechanical
system described in this article uses an IVT system (Infinitely Variable Transmission) for the
vehicle drive. If that system is used for flywheel charging at the terminal, it will be connected
as CVT (by using an external three-phase 50 Hz electromotor). The higher-than-average
requirement for transmitted power should be met by the suggested special CVT solution with
rigid friction members. Thanks to its planetary configuration it has acceptable dimensions and
mass. The slip minimization and the fact that the pressure forces do not load the bearings should
ensure a good efficiency.

KEY WORDS: Gyobus, mechanical power transmission, CVT, IVT, planetary differential.

vii
 Chapter-1

INTRODUCTION

A Gyro bus 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 gyro buses currently in use commercially, development in this area continues

A gyro bus 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

1
 Chapter-2

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 gyro bus 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 an 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 Gyro bus 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 Verdon-les-Bains (Switzerland) 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.

2
 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.

In 2005, the Centre for Transportation and the Environment, working with the University
of Texas at Austin, Centre for Electromechanics, Test Devices, Inc., and DRS Technologies
sought funding for the development of a prototype Gyro bus.

3
 Chapter-3

Architecture and Standardization

3.1 Present solutions

Current technology allows a step-less and entirely smooth control of flywheel propulsion
over a wide running speed range, and also minimizes the consequences of an unlikely material
destruction. That is to say that in the area of inertial energy accumulation a lot of theoretical
and experimental work has been performed with positive results, particularly in the USA. The
new “super-flywheels” make use of light materials such as glass type E, aramid or carbon. In
the form of a filament, they are extremely strong. A wound flywheel can also accumulate more
energy due to the permitted low safety coefficient (a ruptured filament will be disarmed by the
flywheel box without endangering passengers or pedestrians).

In order to eliminate ventilation losses such a flywheel runs in the vacuum and it is
directly connected to a synchronous motor-generator whose rotor has permanent magnets, e.g.,
made of Fe-B-Nb alloy (electromagnets would need cooling which is difficult in the vacuum).

One of the first similar solutions was an inertial accumulator developed by NASA for
supplying electric energy to satellites when they pass through the Earth’s shadow, where the
photocells do not work (an electrochemical accumulator would work there for only a few
months). Chrysler used 15 of these sources for the powering of an experimental electro car.

A more significant in this context were additional flywheel units for urban buses or
trolleybuses used together with main energy sources to cover the peaks in consumption and for
regenerative braking (possibly also for a short independent drive). Such units were installed by
the Magnet Motor GmbH in two urban buses in Munich in 1988, and in twelve trolleybuses in
Basle in 1992. Their carbon filament flywheels had a maximum speed of 12,000 rpm. Their
relatively high extra mass was also unfavorable for use in road vehicles.

The Kinetic Energy Recovery Systems (KERS) with a mechanical transmission of power
by using CVT are lighter. For example, the company Hybrid Automotive Limited has
developed the Flywheel Hybrid System for Premium Vehicles (FHSPV for Jaguar XF
prototype). Another their set designed to meet the FIA regulations for the Formula One is

4
shown in Fig. 2. Its accumulated energy is 400 kJ (60,000 rpm), its additional power 60 kW
(limited by its toroidal CVT). Its total weight is 25 kg and volume 13 liters.

Figure No 3.1: Flywheel unit combined with the TOROTRAK CVT as auxiliary drive
for F1 racers

Concerning rail vehicles, the increased price due to the installed flywheel unit is not
dramatic and the mass increase is hardly relevant. Therefore, an auxiliary flywheel unit made
by the russet Technik GmbH was installed into the LIREX articulated train produced by Alstom
LHB. Its carbon fiber flywheel had a net mass of 160 kg, a maximum speed of 25,000 rpm, a
maximum accumulated energy of 6 kWh and a maximum output of 350 kW. Its specific energy
of 135 kJ/kg was comparable to that of CD-Ni accumulators. (The new lithium batteries, e.g.,
LiFePO4, have a higher specific energy but such a flywheel can outperform them in terms of
power. Its lifetime, measured in cycles, is more than 1,000 times longer.)

The flywheel together with the rotor of the motor-generator runs in its box on ball-
bearings lightened by permanent magnets. The bearing losses do not exceed 200 W but the
losses in the motor-generator during its idle run were 3.5 kW (causing fast self-discharging).
Therefore, the producer recommended its use only for applications where charging or
discharging lasts only about ten minutes.

5
 Our intention is to significantly extend that time by a radical restriction of self-
discharging so that the flywheel could be used as the only energy source for the gyro bus drive.
Furthermore, we want to increase the total efficiency (Dede, 2012) and reduce the mass of the
entire gyro bus propulsion unit to the level of the standard bus engine-gearbox assembly. We
also aspire to cut the price of the unit.

3.2 PRINCIPLES OF THE NEW GYROBUS DRIVE

We expect to use a nearly identical design for the composite flywheel as noted above but
we will replace the electric power transmission from the flywheel to driving wheels with a fully
mechanical one. An Infinitely Variable Transmission (IVT) will be used for this purpose. That
should result in a substantially decreased self-discharging, increased total efficiency and a
smaller mass. The price is also expected to decrease.

A disadvantage of the mechanical transmission is the leeway loss due the dislocation of
drive components in the vehicle. Concerning the placement of the flywheel, a parallel
orientation of its rotation axis to the vehicle transverse axis would be favorable because if the
flywheel rotation is reverse to the vehicle wheels rotation the gyroscopic moment counteracts
the tilting torque of the centrifugal force during the vehicle turning (Shabo, 2012).

The rpm has linear influence on the gyroscopic moment but quadratic influence on the
accumulated energy. So, if a high-speed flywheel and a low speed one have the same
accumulated energy, the high-speed flywheel will have a lower gyroscopic moment. Therefore,
its axis orientation is not very important (for example in case of our gyro bus the maximal lateral
force on the axles generated by both flywheels during a very rapid turning of the vehicle can
reach approx. 1 KN).
Because of the low-floor concept the drafted gyro bus has individual drive for each rear
wheel. So, two flywheels are used. They are placed together with the IVT systems under fours
of passenger seats (2 + 2, dos à dos on the elevated floor). Similarly, under the next four seats
the driving wheels are situated, see figure 3:

6
 Figure No 3.2: Scheme of individual drive for each of both rear wheels of the low floor
gyro bus

The flywheel rotational axes are parallel with the longitudinal axis of the vehicle. The
special drive of the rear wheel is illustrated in figure 4:

Figure No 3.3: Special drive of the rear wheel (inner tyros are mountable from the
vehicle interior).

7
 In order to minimize ventilation losses there will be the vacuum in the flywheel box and
rarefied hydrogen in the IVT box. Compared to air, hydrogen has half the kinematic viscosity,
14 times lower specific mass and it better conducts away the heat produced. The vacuum in
the flywheel box must be renewed by an on-board exhauster (at terminals only). The hydrogen
infiltrates into the flywheel box from the IVT box along the shaft sealing, and into the IVT box
from the bearing inter-space where it is replenished from a small container. The filling pressure
must be slightly higher than the atmospheric one so that no explosive mixture can result due to
air penetrating from the outside.

3.3 THE NEW CVT AND ITS OPERATION AS IVT

Currently produced CVTs are installed into cars with a considerable output surplus
available so that the CVTs mostly transmit only a small part of the presented maximum torque.
Also, the number of service hours is far lower for cars than for urban buses. Therefore, such
CVTs would not work well for a gyro bus. However, this is not the only reason - they are not
high-speed enough either.
Therefore, our draft considers an IVT that is based on the planetary CVT presented in
figure (next page). This planetary CVT outdoes existing CVTs with rigid friction members by:
• small dimensions, mass and moment of inertia in relation to the transmitted torque;
• allowing transmission of big tangential forces due to a high number of contact facets
between the friction elements (48 co-operating facets between disks and double-cones);
• a total absence of the “spin” slip type;
• using the mechanical transmission ratio control (energy savings due to the absence of
a hydraulic pump);

8
Figure No 3.4: Hypothetic scheme of mechanically controlled IVT (both pressure and
gear ratio are actuated)

• a small slip forced by geometry (“creep” type) due to the differential linkage of the
parallel friction elements as they are illustrated in figure 6;
• axial pressure forces (figure 7) avoiding the bearings; it ensures, together with the small
slip, good efficiency;
• a low value of Hertzian pressure between (see figure 8); the maximum Hertzian
pressure (1.35 GPA- TOROTRAK admits 4 GPA) is achieved in sporadic cases only:
when a big output at the minimum operating rpm. is required during the maximum or
minimum transmission ratio; that ensures long life of friction elements without
requiring any extremely high-quality material for them.

9
 B B
8 2 3 4
A 7 6 8 9

6 7 1 5 10

11 9 6 7 11

12 10 8 10 13

14 13 17 12

15 16 16 14

A
B
17 15
B

Figure No 3.5: The conic pulley composed of discs forced to rotate with uneven rpm
when rolling.

Figure No 3.6: Axial forces between friction members depending on torque and
transmission ratio

During the rotation and at a steady transmission ratio the axial forces between rings and double-
cones are equal as between pulleys and double-cones (the rotation “nullifies” the friction in
direction of the cone surface straight line). In the horizontal parts of curves, the input torque
requires bigger axial force than the output torque and vice versa in the inclined parts

10
 1400
1300
1200
1100
1000
900
800
700
600
0.3 0.5 0.7 0.9 1.1 1.3 1.5 1.7 1.9 2.1
between doublecones and pulleys
Transmission ratio
between doublecones and rings

Figure No 3.7: Hertzian pressures [MPa] at maximum input torque (125 Nm).

The mechanical control of the transmission ratio change is implemented by a mutually

opposite shift of friction disks (and rings) by means of screws with right-hand and left-hand
threads (Fig. 5). This ensures a permanent perpendicularity of pulleys and rings to the
rotational axis during their shift. The mechanism concerned is driven by an energy saving
electric servomotor. Mmechanical actuation is also used for the mutual thrust of friction
members by using a worm gearing for the second servomotor. This type of self-locking gear
makes it possible to nullify its incoming power when the thrust maintains a steady value.

3.3.1 Modes of transmission system

It is not possible to control the speed of a gyro bus (unlike bus and trolleybus) by varying
the power source rpm. There is only one method for doing this: continuous varying of the
transmission ratio. The variability range must be considerable, also owing to counteractive
changes (when the vehicle speed increases the flywheel rpm goes down and vice versa).
For our purposes current mechanical CVTs have insufficient transmission ratio. We can
extend the ratio if the CVT collaborates with a differential, changing the transmission into an
IVT (Infinitely Variable Transmission). Then the vehicle can move without using a clutch and
it will be possible to decelerate and stop without using friction brakes. In the IVT mode the
flywheel will be connected to the differential in two ways: both directly (e.g., with the planet

11
carrier) and by means of CVT (e.g., with the sun wheel). Then three different modes can be
identified at the output (ring gear):
• Pseudo-locking mode. Although the connection of the flywheel with the vehicle driving
wheels is not interrupted the vehicle is stopped as if the parking brake had been used.
In this mode the sun wheel (driven by the CVT) turns round faster than the planet carrier
in order for satellites to roll in the stopped ring gear. Such a situation occurs when the
CVT transmission ratio is nearly the quickest one.
• Reverse. The absolutely quickest CVT transmission ratio is used (the return motion
does not require any gear shifting).
• Driving forwards. When the CVT transmission ratio starts getting slower (from the
pseudo-locking mode) the sun wheel rpm decreases; however, without any rpm change
of the planet carrier connected to the flywheel. Therefore, the ring gear starts rotating
in the same direction as the planet carrier and the sun wheel. The vehicle starts moving
forwards.
and the energy is being dissipated by its internal resistances. Nevertheless, the IVT output
torque Mout IVT is several times bigger than the CVT output torque Mout CVT (in a situation where
the differential operation is disconnected and when only the CVT is working). The
corresponding multiplication factor depends on the efficiency η of the circuit in which the
energy circulates.
Mout IVT = Mout CVT * η / (1 – η)

The multiplication factor of the torque decreases by moving away from the zero-
transmission ratio, and the energetic efficiency increases. However, it remains significantly
worse than without differential linkage.
Therefore, we disconnect the differential linkage after the transmission range depletion
towards the slow output rpm. The IVT will, therefore, change into the CVT, which has better
efficiency. Before disconnection the ring gear rpm increase to the level of the planet carrier
rpm due to the deceleration of the sun wheel rotation (the rpm of the sun wheel and ring wheel
equalize) and so the planetary gear set started to revolve as a whole. Consequently, the
changeover of the output withdrawal from the sun wheel to the ring wheel runs totally without
shock. After the shifting, the CVT transmission ratio starts to return from the slowest value to
the quicker values causing the vehicle to accelerate.

12
 Automatic stepped gearboxes present a problem of undesirable alternating up- and
downshift at the boundary between adjacent speed gears. Vehicles with combustion engines
have solved the problem by shifting up at a higher vehicle speed than for downshift. This is
not possible for a Gyro bus with mechanical transmission because a shock-free shifting
between IVT and CVT is possible only during the slowest CVT transmission ratio. The
alternating gearshift mode cannot be totally excluded but the probability of its occurrence is
very low. It can only arise when the change of flywheel rpm is exactly identical to the change
of the vehicle speed during the slowest CVT transmission ratio. Furthermore, such an
alternating gearshift represents no danger for the driving system. Only the driver would notice
it and he can easily stop it (a tiny change of power would be enough).
The driver sets the required value of the output torque using the accelerator. The difference
between the required and the actual value determines the velocity of the transmission ratio
change and, consequently, the flywheel deceleration. The same applies to the brake pedal in
the recuperative braking mode when the flywheel accelerates.

Both the driving force and recuperative braking force will be limited by the control system:
• if the maximum value of the CVT torque is achieved,
• if the maximum vehicle speed is achieved,
• if the set maximum output is achieved (so that the vehicle dynamics are not influenced
by the level of the flywheel charge).

3.3.2 Energy recharging

The most important part of the charging station at the terminal are two common three-
phase two-poles electromotors with a short-circuit armature, 50/60 Hz, 6 kV, approx. 150 kW,
connected to the gyro bus by sheathed articulated shafts. During charging their non-variable
rpm are changed into ascending rpm of the flywheel by the same CVTs used to drive the vehicle
after moving off (during charging the differential linkage changing CVT into IVT will not be
used). Unlike an electrochemical accumulator, the charging accelerates with the increased
accumulated energy. The full charging takes 4-5 minutes.

If, exceptionally, it is necessary to start running the flywheel from a total standstill, the
external electromotor will also start running from standstill (with Y-connection).

13
 At terminals, the on-board 24 V (or 42 V) LiFePO4 battery will be charged from an on-
board quick-charger connected to the external 220/380 V network together with a quick-
charging heat reservoir (approx. 75 kW, 5 kWh) and with the exhauster and air-compressor
electro moto

3.4 SAFETY OF GYRODRIVE

3.4.1 Reduction of damages caused by flywheel collapse

With regard to the high circumferential speed of the flywheel (up to 2800 km/h) it is
necessary to protect the flywheel box from ruptured fibers (Wisnom, 2010). The moment of
friction could even release the flywheel box from its attachment. In order to protect the box we
use a thin ring of carbon laminate which has a little smaller diameter then the flywheel box
inside. The pressure of the ruptured fibers extends the ring diameter, so the ring presses on the
box and the flywheel decelerates intensively. Graphite coating on the outer surface of the ring
reduces the friction coefficient and improves the heat removal. The kinetic energy 39 MJ of
the fully charged flywheel would change 15 liters of 20 °C water into 100 °C steam. Therefore,
the flywheel box will be surrounded by a housing and through the so created interlayer a
coolant will flow. Definitely, the emergency flywheel deceleration will be more intensive if air
is let in (Ribeiro, 2012).

3.4.2 Flywheel safety in case of a vehicle accident

The obligatory most severe destructive test of a bus (which applies to a gyro bus) is the
overturning test according to Regulation No. 36 ECE. Such an accident represents no danger
for the flywheel if situated outside the deformation zone. This Regulation does not require
barrier crash tests. With respect to a bus impact into the non-deformable barrier (50 km/h), the
specialists’ opinion is that the deceleration of the vehicle frame should not exceed 400 m.s-2
during approx. 50 MS (stopping distance approx. ½ m).
Such a deceleration represents no problem with respect to the flywheel, its box and the
attachment to the vehicle frame but the choice of bearings is not straightforward. The energy
losses of robust bearings are definitely not negligible. Therefore, relatively small ball-bearings

14
are used, supported by permanent magnets. When a vehicle impact occurs, the floppy part of
the flywheel box which houses the outer bearing rings will experience an elastic deformation.
Thus, the rotating shaft bears on a robust friction bearing which had not operated before due to
large clearance. The calculated shock force of 0.2 MN will require about 150 cm2 of sliding
surface.

3.5 ASSUMED MAIN PARAMETERS OF THE GYROBUS DRIVE

The preliminary calculations considered a haul length of 12 km (Mazloomi, 2012) and

the energy taken away from two flywheels of a two-axled gyro bus of 78 MJ. At present,
composite flywheels achieve a specific energy of 150 kJ/kg (theoretically 673 kJ/kg). So, the
net mass of two flywheels will be 520 kg (estimated mass of the whole driving system will be
about 1200 kg). The power losses of freely rotating flywheels will probably not exceed 0.5
kW and so self-discharging would only present a problem if the drive interruption lasts more
than one or two hours. The friction coefficient between the friction members lubricated by a
special oil was estimated to be f = 0.05 (following the experience of the TOROTRAK
company). That reduces the friction losses under the theoretical values shown in figure 9:

5
4.5
4
3.5
3
2.5
2
1.5
1 Tr an sm issio n r atio
0.3 0.5 0.7 0.9 1.1 1.3 1.5 1.7 1.9 2.1
d ou b lecon e-rin g d ou b lecon e-p u l le y total

Figure No 3.8: Slip [%] caused by the geometry of friction members rolling

The selected value of the maximum output from the shaft of each flywheel is 110 kW.
If it is supposed to be available also at a minimum operating speed of 8400/min (maximum
25000/min) then the input torque of the CVT will be 125 N.M (in all other modes it will be

15
lower). With the rpm decreasing to 8400/min each flywheel still hold 4.4 MJ of energy (11.3 %),
which may be used for a short emergency. Taking the torque 125 N.M into account, the diameter
of the IVT box will be about 300 mm.
Even at minimum operating rpm the required maximum vehicle speed is 70 km/h. The
corresponding minimum vehicle speed in the CVT mode will be 12.9 km/h (the transmission
ratio range according to the drawing is 5.43). With fully charged flywheels it will be 38.4 km/h.
In that case or if only little energy is depleted, a slower drive will have to use the IVT mode,
consequently with a lower efficiency (Mullen, 2012).
That is why the drive of each rear wheel is equipped with an additional two-speed
gearbox. If its low gear (i ≈ 5.5) is used and the flywheel energy is maximal, already at approx.
7 km/h the less economical mode IVT will be changed to the more economical mode CVT.
When the speed exceeds 39 km/h, the high gear (i = 1) will be used.
Gear shifting is not simultaneous for both drives of rear wheels. Transmission ratio of
one drive is changed at a lower speed than of the other. If shifted, the driving force is interrupted
and therefore the torque for the drive other wheel is boosted (controlled by ASR).
The planetary gear set turning a CVT into an IVT (in the differential mode) has wheels
with a number of teeth in the ratio of sun gear: carrier: tiring gear = 14: 24: 62.
Our draft has used rough calculations only. The following problems have not been solved
at all:
• providing for a pressure balance of parallel disks on the double-cones,
• a concept of a comprehensive control system, including a sensor for load torque,
• transmission scheme for charging,
• heat removal.

16
 Chapter-4

EARLY COMMERCIAL SERVICE

The first full commercial service began in October 1953, linking the Swiss communities
of Verdon-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 gyro buses, 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 Gyro bus
was unaffordable, so closure came in the summer of 1959 with the Gyro buses being
abandoned.

The third location to use Gyro buses commercially was Ghent, Belgium. Three gyro
buses started operation in late summer 1956 on a route linking Ghent and Merilee (the route
Gent Zuid - Merilee). The flywheel was in the centre of the bus, spanning almost the whole
width of the vehicle, and having a vertical axis of rotation.

The Ghent - Merilee route was intended to be the first of a proposed multi-route
network. Instead, its Gyro buses 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.

17
 One of Ghent's Gyro buses 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 Merilee has been
closed since 1998, but it still stands, as it is protected by the law.

Figure No 4.1: Interior of the Gyro bus G3 (front)

Figure No 4.2: Interior of the Gyro bus G3 (back)

18
Figure No 4.3: Engine of the Gyro bus G3

Figure No 4.4: Loading up the flywheel

19
 Chapter-5

TECHANICAL SPECIFICATION

The Gyro bus 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 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.

Figure No 5.1: Gyro bus flywheel

20
 This choice of voltage permitted the normal mains power supply to be used, so minimizing
the technical installations required. The flywheel could equally be charged by plugging it into
a socket. This was the usual charging procedure at depots.

Figure No 5.2: Gyro bus principle

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.

21
 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 Gyro bus 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 flywheel 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

Figure No 5.3: Gyro bus

22
 Chapter-6

TYPES OF GYROBUS

6.1 YVERDON

The first order was placed by a private company in Verdon. The Société anonym Gyro
bus Verdon — Grandson (GYG) inaugurated a bus service between those two places in 1953
using a fleet of two Gyro bus, 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 Gyro bus 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 Gyro bus by diesel
minibuses in 1960.

23
6.2 LÉOPOLDVILLE

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 Verdon and were numbered 101-
112. The operator, Société: des transports end common de Léopoldville (TCL) used them on a
four-route system of about 20km, making it the largest Gyro bus 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 Gyro bus operations in Léopoldville.

24
6.3 Gent

The third operator to acquire Gyro buses 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 tastes. The Gent — Merilee service
replaced a tram line in 1956. This 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 Gyro bus survivor,
visited Verdon in 2003 to mark the 50th anniversary of that system.

25
6.4 Other gyro applications

Besides these Gyro buses, 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 Gyro bus was its inability to gain a firm market
presence and so cut down manufacturing costs through economy of scale. 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 behavior 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

26
 In today's environment, many of the factors that disadvantaged the Gyro bus 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 favor 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 Gyro bus is far from dead.

27
 Chapter-7

ADVANTAGES & DISADVANTAGES

7.1 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

7.2 DISADVANTAGES

 Weight: a bus which can carry 20 persons and has a range of 20 km requires a flywheel
weighing three tones.
 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 gyro bus 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.

28
 Chapter-8

FURTHER DEVELOPMENTS

After the Gyro bus 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 "Auto tram", 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 Copa bus, which ran at the Expo 2010 in Shanghai. It was charged
with electricity at the stops - just like the Gyro bus was. However, instead of using a flywheel
for energy storage the Copa bus utilized capacitors.

29
 Chapter-9

CONCLUSION

Since 1955 there have been some practical applications of electro gyro buses. 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
electro gyro bus 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 electro gyro bus 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 electro gyro bus are 5 percent greater than those of a trolleybus and 20 percent greater
than those of an auto bus. Experimental electro gyro buses have been operated on some
interurban runs, for instance, between Ghent and Merilee (Belgium). The electro gyro bus is
an auxiliary means of passenger transport on short runs; it is also usable in transporting
dangerously explosive objects.

30
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