Munchen, 11. January 2016 [-] city line buses and formula 1 race cars have two things together: they always drive the same round and have to accelerate a lot of frequenters and brakes than most other cars. For both of these such different vehicle treasures, there are therefore efforts not to simply transform and lose the kinom energy when braking in warms, but at least partially store them and use them when reading. The company torotrak now brings himself into conversation with an omnibus ker.
Already in 1979 daimler-benz built with the mercedes o 305 oe a small series of city line bus, which could electrically recipate energy during braking (a little bit) and since 1998, as mika hakkinen and david coulthard thus imports a double victory at the gross prize of australia, is kers (kinetic energy recovery system, english. For system for the process of chinetic kinetic energy) a topic in formula 1. After this high victory, the fia has banned it, but since 2009, kers is part of the regulations.
Today, some diesel-electric and even a handful of fuel cell-powered hybrid buses in european and american fleets with a recuperation-proof, electric branch with electricity storage in batteries is already in control mode. Because of mixed experiences in consumption reduction and availability, however, these concepts have not yet reached a breakthrough on a broad front.
Rather, it looks like public transport companies and manufacturers just learned in which types of use which concepts bring what specific benefits. Here are often significantly less operating costs saved than predicted, but passengers and residents relieved much strong laceable lacquer and exhaust emissions as expected. Apparently, the laboratory information of the manufacturers of the potential savings in real operation still differ stronger than that of the nefz consumption values of those of the strain banner at cars. The usage profile of buses seems to have a significantly coarse influence on recuperation skills.