Title: Gyroscope

Author: Jitendra. Chaubey College: Indira College of Engineering & mgnt.

Abstract:

Gyroscope is a device measuring or maintaining orientation, based the principles of momentum. Applications gyroscopes include systems, stabilizations ships, aeroplanes, auotmobles.etc.

for on of of

The axle of the spinning wheel defines the spin axis. The rotor is journaled to spin about an axis, which is always perpendicular to the axis of the inner gimbal. So the rotor possesses three degrees of rotational freedom and its axis possesses two. The wheel responds to a force applied about the input axis by a reaction force

My presentations will include details about gyroscopic effect, and one detail application.

Introduction
A gyroscope is a device for measuring or maintaining orientation, based on the principles ofangular momentum. Within mechanical

about the output axis. The behaviour of a gyroscope can be most easily appreciated by consideration of the front wheel of a bicycle. If the wheel is leaned away from the vertical so that the top of the wheel moves to the left, the forward rim of the wheel also turns to the left. In other words, rotation on one axis of the turning wheel produces rotation of the third axis. Applications of gyroscopes include inertial

systems or devices, a conventional gyroscope is a mechanism comprising a rotorjournaled to spin about one axis, the journals of the rotor being mounted in an inner gimbal or ring; the inner gimbal is journaled for oscillation in an outer gimbal for a total of two gimbals. The outer gimbal or ring, which is the gyroscope frame, is mounted so as to pivot about an axis in its own plane determined by the support. This outer gimbal possesses one degree of rotational freedom and its axis possesses none. The next inner gimbal is mounted in the gyroscope frame (outer gimbal) so as to pivot about an axis in its own plane that is always perpendicular to the pivotal axis of the gyroscope frame (outer gimbal). This inner gimbal has two degrees of rotational freedom.

navigation systems,ships,aeroplane,automobiles.etc. In addition to being used in compasses, aircraft, computer pointing devices, etc., gyroscopes have been introduced into consumer electronics. Since the gyroscope allows the calculation of orientation and rotation, designers have

incorporated them into modern technology. The integration of the gyroscope has allowed for more accurate recognition of movement within a 3D space than the previous lone accelerometer within a number of smartphones. Scott

Steinberg, known for his critiques on newly released technology, says that the new addition of the gyroscope in the iPhone 4 may

locomotive - would require a constantly powered gyroscope to stay upright. Unlike other means of maintaining balance, such as lateral shifting of the centre of gravity or the use of reaction wheels, the gyroscopic balancing system is statically stable, so that the control

"completely redefine the way we interact with downloadable apps etc.

The gyro monorail, gyroscopic monorail, gyrostabilized monorail, or gyrocar are terms for a single rail land vehicle that uses the gyroscopic action of a spinning wheel, to overcome the inherent instability of balancing on top of a single rail. The monorail is associated with the names Louis Brennan, August Scherl and Pyotr Shilovsky, who each built full-scale working prototypes during the early part of the twentieth century. A version was developed by Ernest F. Swinney, Harry Ferreira and Louis E. Swinney in the USA in 1962. The gyro monorail has never developed beyond the prototype stage. The principal advantage of the monorail cited by Shilovsky is the suppression of hunting oscillation, a speed limitation encountered by conventional railways at the time. Also, sharper turns are possible compared to the 7 km typical of modern high-speed trains such as the TGV, because the vehicle will bank automatically on bends, like an aircraft,
[1]

system serves only to impart dynamic stability. The active part of the balancing system is therefore more accurately described as a roll damper.

Brennan's monorail
The image in the leader section depicts the 22 tonne (unladen weight) prototype vehicle developed by Louis Philip Brennan CB.
[2]

Brennan filed his first monorail patent in

1903. His first demonstration model was just a 2 ft 6in by 12 inch (762 mm by 300 mm) box containing the balancing system. However, this was sufficient for the Army Council to recommend a sum of 10,000 for the development of a full size vehicle. This was vetoed by their Financial Department. However, the Army found 2000 from various sources to fund Brennan's work. Within this budget Brennan produced a larger model, 6 ft (1.83m) long by 1 ft 6in (0.46m) wide, kept in balance by two 5 inch (127 mm) diameter gyroscope rotors. This model is still in existence in the London Science Museum. The track for the vehicle was laid in the grounds of Brennan's house in Gillingham, Kent. It consisted of ordinary gas piping laid on wooden sleepers,

so that no

lateral centrifugal acceleration is experienced on board. A major drawback is that many cars - including passenger and freight cars, not just the

with a fifty foot wire rope bridge, sharp corners and slopes up to one in five.

system used a pneumatic servo, rather than the friction wheels used in the earlier model. The gyros were located in the cab, although Brennan planned to re-site them under the floor of the vehicle before displaying the vehicle in public, but the unveiling of Scherl's machine forced him to bring forward the first public demonstration to 10 November 1909. There was insufficient time to re-position the gyros before the monorail's public debut. The real public debut for Brennan's monorail

Brennan's 1909 Patent Pneumatic Servo

was the Japan-British Exhibition at the White largely initial City, London in 1910. The monorail car carried 50 passengers at a time around a circular track at 20 mph. Passengers who showed a viable included Winston considerable means of

Brennan's vindicated

reduced the War

scale

railway

Department's

enthusiasm. However, the election in 1906 of aLiberal government, with policies of financial retrenchment, effectively stopped the funding from the Army. However, the India Office voted an advance of 6000 in 1907 to develop the monorail for the North West Frontier region, and a further 5000 was advanced by

Churchill, enthusiasm.

Although

transport, the monorail failed to attract further investment. Of the two vehicles built, one was sold as scrap, and the other was used as a park shelter until 1930.

the Durbar of Kashmir in 1908. This money was almost spent by January 1909, when the India Office advanced a further 2000. On 15 October 1909, the railcar ran under its own power for the first time, carrying 32 people around the factory. The vehicle was 40 ft (12.2m) long and 10 ft (3m) wide, and with a 20 hp (15 kW) petrol engine, had a speed of 22 mph (35 km/h). The transmission waselectric, with the petrol engine driving a generator, and electric motors located on both bogies. This generator also supplied power to the gyro motors and the air compressor. The balancing

Scherl's car
Just as Brennan completed Scherl, testing his a vehicle, August

German publisher and philanthropist, announced a public demonstration of the gyro monorail which he had developed in Germany. The demonstration was to take place on Wednesday 10 November 1909 at the Berlin Zoological Gardens.

more

slowly

spinning

gyroscope.

After

developing a model gyro monorail in 1911, he designed a gyrocar which was built by

the Wolseley Motor Company and tested on the streets of London in 1913. Since it used a single gyro, rather than the counter-rotating pair favoured by Brennan its and Scherl, it and

exhibited asymmetry in
Scherl's Monorail Car

behaviour,

became unstable during sharp left hand turns. It attracted interest but no serious funding.

Scherl's machine,also a full size vehicle, was somewhat smaller than Brennan's, with a length of only 17 ft (5.2m). It could accommodate four passengers on a pair of transverse bench seats. The gyros were located under the seats, and had vertical axes, while Brennan used a pair of horizontal axis gyros. Theservomechanism was hydraulic, and propulsion electric. Strictly speaking, August Scherl merely provided the financial backing. The righting mechanism was invented by Paul Frhlich, and the car designed by Emil Falcke. Although well received and performing perfectly during its public demonstrations, the car failed to attract significant financial support, and Scherl wrote off his investment in it. In 1922 the Soviet government began construction of a Shilovsky monorail between Leningrad and Tsarskoe Selo, but funds ran out shortly after the project was begun. In 1929, at the age of 74, Brennan also developed a gyrocar. This was turned down by a consortium of Austin/Morris/Rover, on the basis that they could sell all the conventional cars they built.

Post-World War I developments

Shilovsky's work
Following the failure of Brennan and Scherl to attract the necessary investment, the practical development of the gyro-monorail after 1910 continued Shilovsky,
[4]

Principles of operation
Basic idea
The vehicle runs on a single conventional rail, so that without the balancing system it would topple over.

with

the

work

of Pyotr in

a Russian aristocrat residing

London. His balancing system was based on slightly different principles to those of Brennan and Scherl, and permitted the use of a smaller,

lowering the potential energy of the system. Whatever returns the vehicle to equilibrium must be capable of restoring this potential energy, and hence cannot consist of passive elements alone. The system must contain an

active servo of some kind.

Basic principle

A spinning wheel is mounted in a gimbal frame whose axis of rotation (the precession axis) is perpendicular to the spin axis. The assembly is mounted on the vehicle chassis such that, at equilibrium, the spin axis, precession axis and vehicleroll axis are mutually perpendicular. Forcing the gimbal to rotate causes the wheel to precess resulting in gyroscopictorques about the roll axis, so that the mechanism has the potential to right the vehicle when tilted from the vertical. The wheel shows a tendency to align its spin axis with the axis of rotation (the gimbal axis), and it is this action which rotates the entire vehicle about its roll axis. Ideally, the mechanism applying control torques to the gimbal ought to be passive(an
Disturbed cg height

Side loads
If constant side forces were resisted by gyroscopic action alone, the gimbal would rotate quickly on to the stops, and the vehicle would topple. In fact, the mechanism causes the vehicle to lean into the disturbance, resisting it with a component of weight, with the gyro near its undeflected position. Inertial side forces, arising from cornering, cause the vehicle to lean into the corner. A single gyro introduces an asymmetry which will cause the vehicle to lean too far, or not far enough for the net force to remain in the plane of symmetry, so side forces will still be experienced on board.

arrangement

of springs, dampers and levers),

but the fundamental nature of the problem indicates that this would be impossible. The equilibrium position is with the vehicle upright, so that any disturbance from this position reduces the height of thecentre of gravity,

In order to ensure that the vehicle banks correctly on corners, it is necessary to remove the gyroscopic torque arising from the vehicle rate of turn. A free gyro keeps its orientation with respect to inertial space, and gyroscopic moments are generated by rotating it about an axis perpendicular to the spin axis. But the control system deflects the gyro with respect to the chassis, and not with respect to the fixed stars. It follows that the pitch and yawmotion of the vehicle with respect to inertial space will introduce additional unwanted, gyroscopic torques. These give rise to unsatisfactory equilibria, but more seriously, cause a loss of static stability when turning in one direction, and an increase in static stability in the opposite direction. Shilovsky encountered this problem with his road vehicle, which consequently could not make sharp left hand turns. Brennan and Scherl were aware of this problem, and implemented their balancing systems with pairs of counter rotating gyros, precessing in opposite directions. With this arrangement, all motion of the vehicle with respect to inertial space causes equal and opposite torques on the two gyros, and are consequently cancelled out. With the double gyro system, the instability on bends is eliminated and the vehicle will bank to the correct angle, so that no net side force is experienced on board.
Cornering

Shilovsky claimed to have difficulty ensuring stability with double-gyro systems, although the reason why this should be so is not clear. His solution was to vary the control loop parameters with turn rate, to maintain similar response in turns of either direction. Offset loads similarly cause the vehicle to lean until the centre of gravity lies above the support point. Side winds cause the vehicle to tilt into them, to resist them with a component of weight. These contact forces are likely to cause more discomfort than cornering forces, because they will result in net side forces being experienced on board. The contact side forces result in a gimbal deflection bias in a Shilovsky loop. This may be used as an input to a slower loop to shift the centre of gravity laterally, so that the vehicle remains upright in the presence of sustained non-inertial forces. This combination of gyro and lateral cg shift is the subject of a 1962 patent. A

vehicle using a gyro/lateral payload shift was built by Ernest F. Swinney, Harry Ferreira

precession

have

been

developed

by Ship

Dynamics with rotor momentums of 20 to over 2900 kNms, suitable for motor yachts and

Anti-rolling gyro
Ship stabilising gyroscopes are a technology developed in the 19th century and early 20th century and used to stabilise roll motions in ocean-going application ships. It lost favour roll in this

commercial vessels over 18 metres (60 feet). The ship gyroscopic stabiliser typically operates by constraining the gyroscope's roll axis and allowing it to "precess" either in the pitch or the yaw axes. Allowing it to precess as the ship rolls causes its spinning rotor to generate a

to hydrodynamic

stabiliser

fins because of reduced cost and weight. However, more recently (since the 1990s) a growing interest in the device has reemerged for low speed roll stabilisation of vessels. The gyroscope does not rely on the forward speed of the ship to generate a roll stabilising moment and therefore has shown to be attractive to motor yacht owners for use whilst at an anchorage. One of the most famous ships to first use a antirolling gyro was the 1930 Italian passenger liner the SS Conte di Savoia which had three huge gyros to control roll. Gyroscopic roll stabilisers that use a passively damped (braked) precession motion in their

counteracting roll stabilising moment to that generated by the waves on the ship's hull. Its ability to effectively do this is dependent on a range of factors that include its size, weight and angular momentum. It is also affected by the roll period of the ship. Effective ship installations require approximately 3% to 5% of a vessel's displacement. Unlike hydrodynamic roll stabilising fins, the ship gyroscopic stabiliser can only produce a limited roll stabilising moment that may be exceeded as the wave height increases. Otherwise, it is not unusual for the manufacture to recommend that the unit not be used at sea in large waves.

designs have been marketed and produced byMitsubishi and the Ferretti Group that have rotor moments of up to 15000 Nm. Gyroscopic roll stabilisers with an actively damped (braked) precession motion have been developed by Seakeeper with rotor moments of 7000 Nm, suitable for boats and yachts under 100 feet. Ship gyroscopic roll stabilisers that adopt both driven and damped (braked) actively controlled

The Single Rail an Essential of Ideal Travel

So, evidently, the ideal railway-train must run on one rail, not on two; Brennan came to this conclusion years ago, but the question was, how to make a train do this. For a long time he considered a single, overhead rail with the train suspended from it but he saw that such a system would require a continuous supporting structure, and, while it would doubtless solve the problem of smooth running, it could never come into general use, because of its prohibitive cost. There remained, then, only the device of a single rail under the train; it must be that or

nothing. But could a train be made to balance itself on a single rail? Tightrope walkers balance themselves on ropes, men balance themselves on bicycles, but a locomotive on a single railit seemed like a foolish dream; yet, obstinately, Brennan's thoughts came back to ityear after year came back to it. There must be some way of doing this thing. The comfort of mankind required that a locomotive should balance itself on a single railyes, and draw a train after it. Early in his life, Brennan thought about the ordinary spinning top, and noted that so long as it spins it has the very balancing power that he was seeking. He saw that if you kept a top spinning indefinitely (say by electricity) it would balance itself indefinitely on a point, and that this would be true even if you made the top large and heavy. Brennan bought various kinds of tops, and made new kinds, and experimented with them and puzzled over them for hours and weeks and years. One result of his puzzling was the steerable torpedo, the invention of which he sold some years ago to the British government for $550,000the largest sum of money ever paid by a government for any invention; for the steering-gear of this is based upon the principle of the revolving wheel.

law in astronomy is a part of the staple information of every man of education. This familiar law is the first principle of Brennan's invention. From the top Brennan turned to study a more scientific instrumentthe gyroscope. The gyroscope is simply a metal wheel, delicately poised within two metal rings, so placed that the wheel is free to turn in any direction as it spins. It is an invention made more than half a century ago for use in the study of the laws of revolving bodies. The most familiar law illustrated by it is the tendency of such bodies to continue spinning in the direction that has once been given them. A small brass gyro-scope-wheel that you could move, while at rest, as easily as you move your watch, will develop, once it starts whirling, an amazing resistance to any effort you may make to change its plane of rotation. The little thing points obstinately in one direction, and if you press against it you feel it pressing back with almost human resentment, and with a strength like that of a powerful magneta strength out of all proportion to its size. Now, Mr. Brennan found that if he fixed a gyroscope in a square-metal frame, like a small picture-frame, and set the wheel turning in the plane of this frame, the gyroscopic persistency would hold the frame rigidly upright, although, with the wheel at rest, the frame would be quite unstable and fall at once to one side or the other. He also found that the frame would remain steadily upright even when resting on two legs filed to points as fine as needles; and if for such pointed legs there were substituted two small wheels, placed tandem, then, still the gyroscope would hold the frame upright, even if it were rolled backward or forward.

The Laws of the Action of the Gyroscope

Now, according to a familiar law of physics, any body once set spinning persists with all its power in spinning in one plane. Tops, children's hoops, and all spinning wheels, of whatever sort, have made this law familiar to all civilized mankind; the working of the

The Chief Problemthe Curve

Here was the germ of Mr. Brennan's invention. A whirling balance-wheel would hold his crude little car upright, so long as the car moved straight away, exactly in the plane of the revolution of the wheel. The difficulty appeared at once. The car balanced perfectly moving on a straight track; it jumped the track at the first curve. Brennan had a long, weary way to go before he solved his chief problemthe problem of the curve. It was a matter of twelve years' study and

experiment and splendid persistence. Five times in succession through five years he filed preliminary patent specifications, only to find that something was wrong and the work was all to be done over again. It is good to know, however, that during this long period Brennan's case was by no means that of the ordinary struggling inventor; on the contrary, he was drawing a handsome salary as head of the government factory for the manufacture of his own torpedoes; he was living on the fruits of one big invention while he perfected a bigger one. And at last, in 1903, came a flash of inspiration. Brennan had gone to the south of France for rest, but he could not keep his thoughts away from the old absorbing subject, and, while strolling about one morning, he bought a little gyroscope from a peddler and took it back to his hotel. It was a poor affair, this gyroscope, quite unworthy to stand beside the large and costly ones with their mountings of solid brass that filled his workshop in England; nevertheless it was this cheap plaything, and not the proud apparatus at home, that gave the inventor his clue.

the axle to spin on that is, to correspond with the surface on which the top spins. Now, when the car went about a curve, centrifugal action started to throw it outward from the track. As it did this, the car began to tip over, and the side of the car on the inside of the curve rose. This brought up the little projection on the car-body till it touched the end of the horizontal axle of the balance-wheel. Immediately the balance-wheel startedexactly as a top would doto rise upright on the end of its axle, upon the surface of the projection. To do this it must lean toward the inside of the curve and, of course, exert its power to draw the car with it. In other words, the moment the car struck a curve, the balance-wheel caused it to lean inward instead of outward upon it. This device overcame the familiar law of centrifugal force which tends to pull all railroad trains off the track at curves. But there remained a still greater problem. It was not only centrifugal force which tended to drag Brennan's car off the track upon a curve: it was his balance-wheel itselfthe very thing which kept it on the straight track. If you take a gyroscope, fasten one of its axles, and whirl it about at arm's length, one thing always occurs. The gyroscope-wheel starts to revolve in the plane of the greater circle described by your arm. This is another fixed law of revolving bodies; the most familiar example of it is seen in the revolution of the earth around the sun. Now, when Brennan's car came upon a curve, his revolving balance-wheel was, in effect, seized upon by a greater force and whirled about a greater circle. The wheel could do but one thing: it must revolve in the plane of the greater circle; that is, as the balance-wheel of the car was spinning in an upright plane on the straight track, when it turned the curve, it tried with all its power to turn over into a horizontal plane-in other words, to throw the car over upon its side.

The Automatic Balance-wheel

With this poor apparatus Brennan came all at once to the solution of the first step in his problem. Every one remembers that When, as a child, he threw down a top, it often struck so that it spun at first at an acute angle with the walk. Then it invariably righted itself. It forced itself upwardthat is, away from the friction on one side of its point to the one position where the friction was equal on all sides. In doing this it followed a familiar law of revolving bodies. Brennan, when he remembered this, did a very ingenious thing. He practically made his revolving balance-wheel a top. The balancewheelstanding vertically in the carwas incased in a frame fastened to the car-body. Through this frame he extended the wheel-axles on either side, leaving their ends free and unfastened. These axle-ends corresponded to the point of the top. Brennan then built out a projecting segment from each side of the car just below the end of each axle, to form a basis for

straight track, that is, backward, it would turn over on this curve to the right. In other words, two wheels revolving in the same plane, but in opposite directions, turn over in exactly opposite directions when they are forced to revolve in the plane of a greater circle.

The Double Balance-wheels a Final Solution

Brennan immediately, applied this law. Instead of one balance-wheel, he put two into his car each revolving in the opposite direction from the other, both, of course, along the plane of the track. The tendency of one wheel to turn over at a curve exactly counterbalanced that. of the other to turn over in the opposite direction.

Brennan's car would now move or stand still upon a single rail under all conditions. The two balance-wheels held it upright on a straight track; on the curves each neutralized the side pull of the other. But on the curves the first devicethe adaptation of the action familiar in a top-still operated on the balance-wheel nearer the inside of the curve, and this wheel tended to draw the car inward.

Referance
After months of thought, the solution of this trouble came to Brennan in a flash. He used this law of a revolving body to defeat itself. To understand, you must understand the whole law. A revolving body forced into a greater circle not only must revolve in the same plane as this greater circleit must always itself spin in the same direction as it is swung in that greater circle. That is, if it is being swung from right to left in the greater circle, it must itself spin from right to leftnever from left to right. To get into this new path of rotation, the wheel takes the shortest possible way. For example, if the balance-wheel of Brennan's car were revolving forward like an ordinary carwheel, in the direction in which the car was moving along a straight track, and the car turned a right-hand curve, the balance-wheel would turn over toward the left, because in that way it would come to revolve in the same direction as it swung in the great circle of which the curve was a part. But if this balance-wheel were turning in the opposite direction when the car was on the Schilovsky P P The Gyroscope, Its construction and Practical Application, E Spon Publications 1922 Cousins H The Stability of Gyroscopic Single Track Vehicles, Engineer Nov 21, Nov 28, Dec. 12 1913 Graham R Brennan, His Helicopter and other Inventions, Aeronautical Journal, Feb. 1973 Mee A Harmsworth Popular Science, Volume 3, Pages 1680 to 1693, 1912 Eddy, H.T. - The Mechanical Principles of Brennan's Mono-Rail Car. Journal of the Franklin Institute, Vol CLXIX p467

Tomlinson, N - Louis Brennan, Inventor Extraordinaire. John Hallewell Publications. 1980. ISBN 0-905540-18-2

Anon - The Scherl Gyroscopic Monorail Car. Scientific American. January 22, 1910

Anon - The Brennan Mono-Track Vehicle. The Commercial Motor. 18 November 1909.

Anon - The Schilowski Gyroscopic Monorail System. The Engineer, Jan 23, 1913.

Hamill, P.A. et al. - Comments on a GyroStabilised Monorail Proposal. Canada.

Control Systems Laboratory. LTR-CS-77. December 1972 Anon - Monorail Vehicles, Engineering. June 14, 1907. p794. Rogers G.F.C. and Y.R.Mayhew -

Engineering Thermodynamics, Work and Heat Transfer. Third Edition. Longman 1972, p433