Hyperloop: Design, Analysis & Optimization of Chassis
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The document presents a comprehensive analysis of hyperloop technology, focusing on the design, construction, and optimization of its chassis. It discusses the principles of magnetic levitation and pressure reduction that enable high-speed travel, as well as various methods of chassis design and material selection. Safety concerns and human factors are also examined, concluding that hyperloop offers a faster, economical, and environmentally friendlier transportation alternative compared to conventional systems.
![• Topology Optimization
In topology optimization it is supposed that the elements density can vary between 0
(void) and 1 (presence of the material). The variables are then given by the element-
wise densities. Topology optimization was firstly introduced by Bendsøe and Sigmund and
is extensively treated in [4]; it has developed in several directions giving birth to rather
different approaches, the simplest and known of which is the SIMP (Single Isotropic
Material with Penalization).
• Topometry Optimization
The idea behind topometry optimization is very similar to that of topology optimization,
the variables being the element-wise thicknesses. Of course, this method does not apply
to 3D elements where the concept of thickness could not be defined.
• Topography Optimization
Again, topography optimization can be applied only to 2D or shell elements and aims at
finding the optimum beads pattern in a component. The concept is yet similar to the
previous cases and, simply speaking, the variables are given by the set of the elements
offsets from the component mid-plane.
• Size Optimization
Size optimization is the same as topometry optimization, but in this case the number of
variables is greatly reduced in that the shell thicknesses of components are considered in
place of the single elements of the domain.](https://image.slidesharecdn.com/hyperloopchassis-210209072845/85/Hyperloop-Design-Analysis-Optimization-of-Chassis-31-320.jpg)
![CASE STUDY
Value
Property AA 6061-T6 AISI 304
Density 2.7 g/cc 8.0 g/cc
Ultimate tensile
strength 310.0 MPa 505.0 MPa
Modulus of Elasticity 68.9 GPa 193 GPa
Poisson’s Ratio 0.33 0.29
Shear Modulus 26.0 GPa 77.0GPa
Table : Physical Properties of Aluminium Alloy 6061-T6 [7] and
Stainless Steel AISI 304 [8]
The Main chassis plate as well
as side panels were made from
formed Aluminium Sheet metal
alloy 6061-T6, while the linear
guides of the various
mechanisms act as transverse
ribs, are made of Stainless-
Steel alloy AISI 304. The
properties of the same are
summarized in Table 8.1.](https://image.slidesharecdn.com/hyperloopchassis-210209072845/85/Hyperloop-Design-Analysis-Optimization-of-Chassis-33-320.jpg)
Hyperloop: Design, Analysis & Optimization of Chassis
- 1. HYPERLOOP DESIGN ,ANALYSIS & OPTAMISATION OF CHASSIS by SAIIFI HAIDER College Of Engineering Pune
- 2. CONTENT • TYPES OF TRANSPORTATION SYSTEM • NEED OF FASTER TRANPORTATION • WHAT IS HYPERLOOP? • LITERATURE SURVEY • CONSTRUCTION • ROLE OF CHASSIS • TYPES • STANDERED USED NOW IN DIFFERENT VEHICLE • HYPERLOOP CHASSIS STANDERED • DESIGN METHODOLOGY • MATERIAL SELECTION • FABRICATION METHODOLOGY • QUALITY TEST METHODOLOGY • TESTING METHODOLOGY • LOAD APPLIED • CAUSE OF FAILURE • OPTIMIZATION • CASE STUDY • IS IT SAFE ? • SAFTEY CONCERN
- 3. TRASPORTATION SYSTEM • Trains, • Trams, • Buses, • Airplanes, • Boats / Ferries, • Cars, • Horses, • Bicycles, • Motorbikes, • Trucks, • Vans and Walking.
- 4. EXPECTATION FROM TRANSPORTATION SYSTEM • COMFORT RIDE • ECONOMICAL • SAFER • LESS POLLUTING • USE NON-CONVENTIONAL ENRGY
- 5. WHAT IS HYPERLOOP? • The concept was originally proposed in a whitepaper published by Space X in Aug. 2013 as an alternative to the high-speed rail system, which was deemed too expensive and slow. • Hypersonic speed ground rail transportation. • Magnetic levitation eliminating Rolling friction forces. • Low density air overcome the air friction. • It is faster than trains , car and other transportation system and less polluting . • The train has superconducting magnets installed in its chassis and guide paths containing metal coils.
- 6. WHY HYPERLOOP? • It is quicker and cheaper to build than traditional high-speed rail; as such, Hyperloop could take the pressure off gridlocked roads, making travel between cities easier and potentially unlocking major economic benefits as a result. • A passenger transportation option can be analysed in terms of its service characteristics and operational features. • Service characteristics experienced by travellers include: travel time, frequency, user cost, comfort, and reliability. • Operational features include: energy consumption, capacity, system resilience, and system interoperability.
- 7. OBJECTIVES • Minimize travel time • Minimize cost of travelling • Maximize Ride Safety & Comfort • For chassis: • Strong • Temperature resistant • Light weight • stiffness • Minimum cost of material • Maximum vibration Absorber • Minimum Environment Impact
- 8. WORKING • Working of hyperloop system is based on magnetic levitation principle. • As we know that the passenger pod travel through low pressure tube which is pylon-supported tube. • In hyperloop system an air compressor fan is fitted on front side of pod which sucks the air. • It transfers high pressure air front side to the rear side of capsule (pod) and it propel the pod. It creates the air cushion around the pod, so that the pod is suspended in air within the tube. • On the basis of magnetic levitation principle, the pod will be propelled by the linear induction motor. • By the linear induction motor the capsule send from one place to another place to a subsonic velocity that is slower than the speed of sound.
- 9. CONSTRUCTION • TUBE & TRACK • CAPSULE / POD • COMPRESSOR • SUSPENSION FOR STABILITY • PROPULSION • CHASSIS
- 10. TUBE & TRACK • The tube is made of steel. There are two tubes which are welded together side by side configuration to allow the capsules travel in both directions. The tube will be supported by pillars. • Test track will be a steel tube, fitted with an aluminium sub track and rail mounted on a concrete fill bed.
- 11. CAPSULE / POD • The capsule can carry passengers at a very high speed and it is levitated by a high- pressure air cushion. • The design of capsule is start with the aerodynamic shape. • There are two version of capsule are being considered: a passenger only version and a passenger plus vehicle version.
- 12. COMPRESSOR • The compressor is fitted at the front side of the capsule. It supplies the air to the air bearings which supports the weight of the capsule. The compressor allows the capsule to traverse to the low-pressure tube without choking the air flow that travels between tube walls and capsule.
- 13. SUSPENSION FOR STABILITY • Air bearing suspension offers stability and extremely low drag at a feasible cost. A stiff air bearing suspension is superb for reliability and safety. When there is a gap between ski and tube walls is high then it shows the nonlinear reaction and which results in large restoring pressure. • A key point for stability was to separate the degrees of freedom between different contact groups, such that each degree of freedom is controlled only by one contact group.
- 14. Translation Rotation X Brakes Lift skis Y Lateral Control Modules Lift skis Z Lift skis Lateral Control Modules
- 15. PROPULSION • To accelerate and decelerate the capsule the linear induction motor is used in hyperloop system. It provides some advantages over a permanent magnet motor. • To accelerate the capsules there is linear accelerators are constructed on a length of the tube. Stators are placed on the capsules to transfer momentum to the capsules via the linear accelerators
- 16. CHASSIS • The chassis (or frame) is a structure supports all the components by mounting all other parts of the vehicle and maintains the relative position of the guiding and braking mechanisms. • Use lengths of round or square tubing, or other structural metal shapes to form the chassis structure (Space frame, multi-tube, ladder frame) • Use joined panels to form the chassis structure (Monocoque, Unibody) • DIFFERENT BODIES USED IN AUTOMOBILES:
- 18. Various types of chassis depending upon the structure • 1) Ladder frame • 2) X-frame or cruciform frames • 3) Torque tube backbone frame • 4) space frame • 5)Unibody • 6) Platform frame • 7)Perimeter frame • 8) Subframe
- 19. ladder frame • The frame consists of two long, heavy beams of steel, held together by two shorter pieces. • A ladder frame is easy to design, build and can be used in multiple applications with minimal modification. Vehicles with a ladder frame are easier to assemble,
- 20. X-frame or Cruciform frames • Focus on three specific areas of the body: the shoulders, the waist, and the legs or calves.
- 21. Torque tube backbone chassis • It has transverse members joining the rear and front. The entire body is placed on this structure. • However, due to no members on the sides, it does not provide any protection against side crashes.
- 22. Space frames • It has triangulated structures of tubular members welded together. Thus, sometimes the loads are borne by the welded joints. • It is comparatively easy to build and lightweight, owing to the open apertures, imperative for accessing various components, makes this chassis less stiff.
- 23. Unibody • This engineering approach of a vehicle describes "of a vehicle, a one-piece frame and body structure" • A type of body/frame construction in which the body of the vehicle, its floor plan and chassis form a single structure. • Such a design is generally lighter and more rigid than a vehicle having a separate body and frame.
- 24. Perimeter frame • Similar to a ladder frame, but the middle sections of the frame rails sit outboard of the front and rear rails just behind the rocker / sill panels. • This was done to allow for a lower floor pan, especially at the passenger footwells, to lower the passengers' seating height and therefore reduce the overall vehicle height in passenger cars
- 25. Platform frame • This is a modification of the perimeter frame, or of the backbone frame, in which the passenger compartment floor, and sometimes also the luggage compartment floor has been integrated into the frame as loadbearing parts, for extra strength and rigidity.
- 26. Subframe • A subframe is a distinct structural frame component, to reinforce or complement a particular section of a vehicle's structure. Many a time, these components are mounted on a separate frame called sub frame. • The main frame at three points further supports this sub frame. • In this way the components are Isolated from the effects of twisting and flexing of the main frame.
- 27. VARIOUS LOADS ACTING ON THE FRAME: • Short duration Load – While crossing a broken patch. • Momentary duration Load – While taking a curve. • Impact Loads – Due to the collision of the vehicle. • Inertia Load – While applying brakes. • Static Loads – Loads due to chassis parts. • Over Loads – Beyond Design capacity • Passenger load -
- 28. Different types of load applied • •Loads due to normal running conditions: • –Vehicle transverse on uneven ground • –Manoeuvre performed by driver • •Five basic load cases: • –Bending case • –Torsion case • –Combined bending and torsion • –Lateral loading • -Longitudinal loading • –Fore and aft loading
- 29. MATERIAL SELECTION • It should be considerably cheaper • It should be easy to weld and form • Repairs/modifications can safely be done • Can be easily painted in wide range of colours Fig. Material Selection Using Ashby Method
- 30. Structural optimization techniques • Maximizing or minimizing some function relative to some set, often representing a range of choices available in a certain situation. The function allows comparison of the different choices for determining which might be “best.” • Weight reduction is a major issue for carmaker companies due the need to comply with the emission regulations without reducing the vehicle safety. ... In the present paper the problem of automotive chassis design in view of weight reduction is tackled by means of topology optimization. • Topology • Topometry • Topography • Size • Shape
- 31. • Topology Optimization In topology optimization it is supposed that the elements density can vary between 0 (void) and 1 (presence of the material). The variables are then given by the element- wise densities. Topology optimization was firstly introduced by Bendsøe and Sigmund and is extensively treated in [4]; it has developed in several directions giving birth to rather different approaches, the simplest and known of which is the SIMP (Single Isotropic Material with Penalization). • Topometry Optimization The idea behind topometry optimization is very similar to that of topology optimization, the variables being the element-wise thicknesses. Of course, this method does not apply to 3D elements where the concept of thickness could not be defined. • Topography Optimization Again, topography optimization can be applied only to 2D or shell elements and aims at finding the optimum beads pattern in a component. The concept is yet similar to the previous cases and, simply speaking, the variables are given by the set of the elements offsets from the component mid-plane. • Size Optimization Size optimization is the same as topometry optimization, but in this case the number of variables is greatly reduced in that the shell thicknesses of components are considered in place of the single elements of the domain.
- 32. optimization method variable applicability topology element density solid & (material distribution) shell elements topometry element thickness shell elements (thickness distribution) topography element o set shell elements (bead patterns) size component thickness shell elements (thickness distribution) shape morphing weight factors solid & (deformations superposition) shell elements
- 33. CASE STUDY Value Property AA 6061-T6 AISI 304 Density 2.7 g/cc 8.0 g/cc Ultimate tensile strength 310.0 MPa 505.0 MPa Modulus of Elasticity 68.9 GPa 193 GPa Poisson’s Ratio 0.33 0.29 Shear Modulus 26.0 GPa 77.0GPa Table : Physical Properties of Aluminium Alloy 6061-T6 [7] and Stainless Steel AISI 304 [8] The Main chassis plate as well as side panels were made from formed Aluminium Sheet metal alloy 6061-T6, while the linear guides of the various mechanisms act as transverse ribs, are made of Stainless- Steel alloy AISI 304. The properties of the same are summarized in Table 8.1.
- 34. STRUCTURE DIMENSIONS • The original mass of chassis was Calculated 60.4 kg. • In this design Length and Width is considered to be constraint while thickness as a Free Variable. • Frame type used here Fig. Chassis Frame Layout
- 35. Weight Distribution (kg) COEP HYPERLOOP COMPONENT WEIGHT DISTRIBUTION ON CHASSIS 10(BLDC) 10(BLDC) 25.625 Stability (10) 12.8125 5(Brakes) 7.8125 10(cooling) 7.8125 50 5(inverters) 50 161.875 17.5 17.5 5 10(Elec&NAv) 12.8125 5(Brakes) 20.625 Stability (10) 10(BLDC) 10(BLDC) 25.625 Grid 70 85 70 225 Chassis 15 15 15 45 Total 85 100 85 270 WEIGHT DISTRIBUTION ON CHASSIS
- 36. Description Forces Magnitude (N) Direction Vector Active suspension actuator (front) 2000 (0.707, -0.707,0) Active suspension actuator (Rear) 2000 (-0.707, -0.707,0) Weight of components 4000 (0, -1, 0) Inertial force (braking) 8300 (0, -1,0) Inertial force (Gas Thrusters on 2700 (0, -1,0) Stability Mechanism down force 3500 (0, -1,0) Braking Mechanism Down Force 200 (0, -1,0) Levitation Lift 4700 (0,1,0) Cold Gas Propulsion Thrust force 3000 (1,0,0) Table : Forces acting on the Chassis • Material density 2700 kg/m3 • The chassis is optimized for maximum stiffness objective for 50% mass constraints. • The chassis is modelled using Solid works and optimized using Solid thinking INSPIRE • The objective is to minimize the weight of the structure • The problem is subject to the stress constrain • And an upper limit for the nodal displacements in any direction is
- 37. ANALYSIS Fig. Displacement Analysis Results Fig. Tension/Compression Analysis Results
- 38. OPTIMIZATION • The analysis of the entire chassis upon application of the boundary conditions and loads was done in INSPIRE and the entire based upon the result the optimization was done for maximum stiffness condition. • The mounting points of various mechanisms and boundary conditions were excluded from the design space. The optimized topology of the chassis is shown in Fig.8.4. • The weight of the chassis was reduced to about 65% from 60 kg to 38.4 kg
- 39. RESULT & CONLUSION • The Maximum deflection in the chassis is 5.743 mm in the region where the magnetic stability mechanism is mounted. • The permissible deflection from the normal position is 12 mm for optimal operation of the mechanism, thus the chassis is safe. • The maximum stress in the chassis is 99.81 MPa. • The maximum stress concentration occurs at swing arm mounting points. • With the help of structural optimization, the weight of the chassis is reduced by 35%. • Modal analysis suggests that the minimum natural frequency of structure is 24 Hz.
- 40. MERITS & DEMERITS MERITS DEMERITS 1. It will save the travelling time. 1. Turning will be critical. 2. There will be no problem of traffic. 2. Less movable space for passenger. 3. Powered by the solar panel. 3. High speed might cause dizziness in some passenger. 4. It can travel in any kind of weather. 4. Punctured tunnel could cause shockwaves. 5. Travelling Cost by hyperloop will be low. 5.Damaged tunnel may cause the serious accident. 6. Not disruptive to those along the route. 6. 7. More convenient. 7. 8. Resistance to earthquake. 8.Safety factors still under development
- 41. SAFETY CONCERN • PRESSURE • SPONTANEOUS DECOMPOSITION • DEADLY COLLISION • THERMAL EXPANSION • STEEL TUBE DOES NOT HEAT EVENLY • NOT FORESEEABLE SOLUTION-YET • AN EASY TERRORIST TARGETS • BURING IT UNDERGROUND
- 42. HUMAN FACTOR CONSIDERATIONS • The first area would likely be carriage design, this may include considerations such as door sizes, seat design, walkway spacing, handle design, seat spacing, control systems, security systems, emergency systems, universal design – designing for different populations and those with impairments, other considerations may also need to be considered such as would food and drink be available, placement for charging points and so on. • Carriage environmental considerations such as noise, vibration, lighting and thermal comfort. • Station design would also need human factors involvement, this may include passenger flow, egress and exit systems, way-finding, safety and security systems, information management, ticket machine design, ergonomic architectural design. A human-focused station design process based on a better understanding of the range of passengers – how they think, how they behave – this will deliver higher satisfaction levels amongst passengers, a key goal of any transport industry. • Control room design, would this be a centralised control room much like modern railway systems or would a much simpler solution be applicable for this scenario, or perhaps a fully autonomous control system? Although at this stage I think that is unlikely. Either way a human factors analysis would be needed, in areas such as allocation of function, workstation design and workload analysis. • Maintenance design. • Organisational design and systems of work, from manning, communication, team-working through to management and supervision. • Training & procedural design. • Accident management & recovery.
- 43. CONCLUSION • A high speed transportation system known as Hyperloop has been developed in this report. • Hyperloop transportation system can be used over the conventional modes of transportation that are rail, road, water and air. • At very high speed it provides better comfort and cost is also low. • By reducing the pressure of the air in the tube which reduces simple air drag and enables the capsule to move faster than through a tube at atmospheric pressure.
- 44. FUTURE SCOPE • Improve the passenger capacity. • Detailed station designs with loading and unloading of passenger • Safety features improvement. • It can be used in material handling devices.
- 45. Will the Hyperloop ever exist?