HyperLoop

BELGAVI - 590014, KARNATAKA, INDIA

A Seminar report on

“Hyperloop High Speed Transportation”

Mashooq S Jain

Under the guidance of

Mr. Lava K R

Assistant Professor

Dept. of Mechanical Engineering

Department of Mechanical Engineering

Jain Institute of Technology

DAVANGERE-577 005 2016-2017

Department of Mechanical Engineering

Certificate

This is to certify that the Project report entitled

“Hyperloop High Speed Transportation”

is an authentic record of the

project work carriedout by Mr. Mashooq S Jain in partial full filament of the

requirements for the award of Bachelor’s degree in the field of Mechanical

Engineering of Visvesvaraya Technological University, Belagavi under our

guidance and supervision during the year 2016-2017

Guide

………..

Mr. Lava K R

Assistant Professor

Dept. of Mechanical Engineering

………. ………

Dr. Rajaneesh N Marigoudar Dr. Manjunataha T S

Head of the Department Principal &Director Mechanical Engineering

1. Examiner 1 ……….

Abstract

Hyperloop is a proposed mode of passenger and freight transportation that propels a pod-like vehicle through a near-vacuum tube at more than airline speed. The alpha version of the proposal, published on the SpaceX website, describes claims of the design of the system, as well as its function. The pods would accelerate to cruising speed gradually using a linear electric motor and glide above their track using passive magnetic levitation or air bearings. The tubes could also go above ground on columns or underground, eliminating the dangers of grade crossings. It is hoped that the system will be highly energy-efficient, quiet and autonomous.

The concept of high-speed travel in tubes has been around for decades, but there has been a resurgence in interest in pneumatic tube transportation systems since the concept was reintroduced, using updated technologies, by Elon Musk after 2012, incorporating reduced-pressure tubes in which pressurized capsules ride on an air cushion driven by linear induction motors and air compressors.

The outline of the original Hyperloop concept was made public by the release of a preliminary design document in August 2013, which included a suggested route running from the Los Angeles region to the San Francisco Bay Area, paralleling the Interstate 5 corridor for most of its length. Preliminary analysis indicated that such a route might obtain an expected journey time of 35 minutes, meaning that passengers would traverse the 350-mile (560 km) route at an average speed of around 600 mph (970 km/h), with a top speed of 760 mph (1,200 km/h). Preliminary cost estimates for the LA–SF suggested route were included in the white paper—US$6 billion for a passenger-only version, and US$7.5 billion for a somewhat larger-diameter version transporting passengers and vehicles —although transportation analysts had doubts that the system could be constructed on that budget; some analysts claimed that the Hyperloop would be several billion dollars overbudget due to construction, development and operation costs.

Acknowledgement

The satisfaction that accompanies the successful completion of this seminar would be in complete without the mention of the people who made it possible, without whose constant guidance and encouragement would have made efforts go in vain. I consider myself privileged to express gratitude and respect towards all those who guided us through the completion of this project.

First and foremost, I wish to record my sincere gratitude to Management of this

college and to my beloved Principal, Dr. Manjunatha T S, Principal and Director, Jain

Institute of Technology, Davanagere for his constant support and encouragement in preparation of this report and for making available library and laboratory facilities needed to prepare this report.

I sincerely thanks to Dr. Rajaneesh N Marigoudar, Head of the Department of Mechanical Engineering, Jain Institute of Technology, Davanagere for his valuable suggestions and guidance throughout the period of this report.

I wish to record my sincere gratitude to our guide, Mr. Lava K R, Assistant Professor, Department of Mechanical Engineering, Jain Institute of Technology, Davanagere for guiding me in investigations for this seminar and in carrying out experimental work. His contributions and technical support in preparing this report are greatly acknowledged.

The seminar on “Hyperloop High Speed Transportation” was very helpful to me in giving the necessary background information and inspiration in choosing this topic for the seminar. I sincerely thanks to Mr. Murulidhar, Project/Seminar Coordinator for being supported the work related to this seminar.

Last but not the least, I wish to thank my parents for financing my studies in this college as well as for constantly encouraging me to learn engineering. Their personal sacrifice in providing this opportunity to learn engineering is gratefully acknowledged.

Place: Davanagere. Mashooq S Jain (4JD13ME061)

CONTENTS

Page no

I

Chapter 1

INTRODUCTION

1

Chapter 2

Main Parts of Hyperloop

2

2.1 Low Pressure Tube

3

2.2 Capsule

4-5

2.3 Axial Compressor

2.4 Compressed Line Diagram

7

2.5 Suspension

8

Chapter 3

Results and Discussion

3.1 Cost

9

3.2 Route 10

3.3 Comparison of Energy per Passenger per Journey

11

3.4 Can it be Self Powering

12

Chapter 4

4.1 Advantages of Hyperloop

13

4.2 Disadvantages of Hyperloop

13

Conclusion

14

Bibliography

List of Figures

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Journey

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List of Table

Chapter-1

INTRODUCTION

Existing conventional modes of transportation of people consists of four unique types:rail, road, water, and air. These modes of transport tend to be either relatively slow (e.g., road and water), expensive (e.g., air), or a combination of relatively slow and expensive (i.e., rail). Hyperloop is a new mode of transport that seeks to

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change this paradigm by being both fast and inexpensive for people and goods. Hyperloop is also unique in that it is an open design concept, similar to Linux.

Feedback is desired from the community that can help advance the Hyperloop design and bring it from concept to reality

Figure 1. Hyperloop

Hyperloop consists of a low pressure tube with capsules that are transported at both low and high speeds throughout the length of the tube. The capsules are supported on a cushion of air, featuring pressurized air and aerodynamic lift. The capsules are accelerated via a magnetic linear accelerator affixed at various stations on the low pressure tube with rotors contained ineach capsule. Passengers may enter and exit Hyperloop at stations located either at the ends of the tube, or branches along the tube length.

Chapter-2

Main Part of Hyperloop



Low Pressure Tube



Capsule



Electromagnetic Launch System



Axial Compressor



Suspension

2.1 Low Pressure Tube

 The tube is made of steel.

 The pressure in the tube is 100pa (equivalent to flying above 150,000 feet altitude).

 Pylons are placed every 30 m to support the tube.

Figure 3. Low Pressure Tube

2.2 CAPSULE

Two versions of the Hyperloop capsules are being considered:



passenger only version.



passenger plus vehicle version.

Hyperloop Passenger Capsule

Assuming an average departure time of 2 minutes between capsules, a minimum of 28 passengers per capsule are required to meet 840 passengers per hour.

it is possible to further increase the Hyperloop capacity by reducing the time between departures.The current baseline requires up to 40 capsules in activit y during rush hour, 6 of which are at the terminals for loading and unloading of the passengers in approximately 5 minutes.

Geometry

In order to optimize the capsule speed and performance, the frontal area has been minimized for size while maintaining passenger comfort.

Figure 5. Geometry of Capsule

The maximum width is 1.35 m and maximum height is 1.10 m. With rounded corners, this is equivalent to a 1.4 m2 frontal area, not including any propulsion or suspension components.

The aerodynamic power requirements at 700 mph (1,130 kph) is around only 100 k with a drag force of only 320 N, or about the same force as the weight of one oversized checked bag at the airport. The doors on each side will open in a gullwing (or possibly sliding) manner to allow easy access during loading and unloading. The luggage compartment will be at the front or rear of the capsule.The overall structure weight is expected to be near 3,100 kg includ i ng the luggagecompartments and door mechanism.

2.3 Axial Compressor

 It avoids kantrowitz limit.

 Air is compressed with a pressure ratio of 20:1.

 Some air is stored for passenger and air bearing.

 An onboard water tank is used for cooling of the air.

Figure 6. Axial Compressor

One important feature of the capsule is the onboard compressor, which serves two purposes. This system allows the capsule to traverse the relatively narrow tube without choking flow that travels between the capsule and the tube walls (resulting in a build-up of air mass in front of the capsule and increasing the drag) by compressing air that is bypassed through the capsule. It also supplies air to air bearings that support the weight of the capsule througho ut the journey.

2.4 Compressor Line Diagram

1. Tube air is compressed with a compression ratio of 20:1 via an axial compressor. 2. Up to 60% of this air is bypassed:

a. The air travels via a narrow tube near bottom of the capsule to the tail.

b. A nozzle at the tail expands the flow generating thrust to mitigate some

of the small amounts of aerodynamic and bearing drag.

3. Up to 0.2 kg/s of air is cooled and compressed an additiona l 5.2:1 for the passenger

version with additional cooling afterward.

a. This air is stored in onboard composite overwrap pressure vessel. b. The stored air is eventually consumed by the air bearings to maintain

distance between the capsule and tube walls. 4. An onboard water tank is used for cooling of the air.

2.5 Suspension

 Thrust air bearings offer stability and extremely low drag

 Compressor pressurized air and aerodynamic lift provide better lift to capsule. (0.5 to 1.3 mm)

 Independent mechanical suspension are provide for smooth ride for passengers.

Figure 8. Suspension

Suspending the capsule within the tube presents a substantia l technical challenge due to transonic cruising velocities. Conventio na l wheel and axle systems become impracticalat high speed due frictional losses and dynamic instability. A viable technical solution is magnetic levitation; however the cost associated with material and construction is prohibitive. An alternative to these conventio na l options is an air bearing suspension. Air bearings offer stability and extremely low drag at a feasible cost by exploiting the ambient atmosphere in the tube

Chapter-3

Results and Discussion

3.1 Cost

The overall cost of the Hyperloop passenger capsule version (Table 1) is expected to be under $1.35 million USD including manufacturing and assembly cost. With 40 capsules required for the expected demand, the total cost of capsules for the Hyperloop system should be no more than $54 mi lli on U S D or ap pr ox im ate ly 1% of the total budget.

Vehicle Component Cost($) Weight(kg)

Capsule Structure and Doors 245000 3100

Interior and Seats 255000 2500

Suspension and Air Bearing 200000 1000

Batteries, Motor and Coolant 150000 2500

Air Compressor 275000 1800

Emergency Braking 50000 600

General Assembly 100000 N/A

Propulsion System 75000 700

Total/Capsule 1350000 12200

3.2 Route

 The following rationale and philosophies were followed to arrive at the best corridor strategy to set-up the Hyperloop in India.

 Existing Corridor Integration: It should integrate well with existing/sanctioned

industrial/dedicated freight corridors, and should not disrupt sanctioned Government transport plans.

 Passenger & Cargo Mobility: It should maximize the opportunities

for both Passenger and Cargo transport between Origin and Destination pairs.

 Favorable Trends in Economic Geography: It should link high-potential markets

found in fast-growing urban agglomerations

 Minimal Seismic Activity : It should be in areas with low seismic activity – zone

factor of less than 0.16 according to IS Code.

 Incremental Phase-wise Strategy : It should be introduced in phases with relevant

opportunities for socio-economic impact/benefits in all phases.

 High-Impact Demonstration Projects: Initial phases should maximize opportunities

for low-infrastructure, high-impact setup which triggers a nationwide demonstration

ef

Keeping the above in mind, the Mumbai-Bangalore-Chennai corridor with future plans to include Delhi, Hyderabad and Pune is the most ideal choice

3.3 Comparison of Energy per Passenger per Journey

Figure 10. Comparison of Energy per Passenger per Journey

We can find support for these figures if we agree that the hyperloop can be powered mostly or entirely by renewable energy. If powered entirely by solar and wind power, the net emissions of the hyperloop are practically zero.

Even if the hyperloop uses coal or natural-gas power, at the expected level of energy efficiency, it may still be more efficient and environmentally friendly than alternatives like high-speed rail or plane travel. This will depend on the actual designs that are built

.

3.4 Can it really be Self-powering?

 The Hyperloop as a whole is projected to consume an average of 21 MW.

 A solar array covering the entire Hyperloop is large enough to provide an annual average of 76,000 hp (57 MW), significantly more than the Hyperloop requires.

 Battery array at each accelerator, allowing the solar array to provide only the average power needed to run the system.

 Building the energy storage element out of the same lithium ion cells available in the Tesla Model S is economical. A battery array with enough power capability to provide the worst- case smoothing power has a lot of energy – launching 1 capsule only uses 0.5% of the total energy – so degradation due to cycling is not an issue. With proper construction and controls, the battery could be directly connected to the HVDC bus, eliminating the need for an additional DC/DC converter to connect it to the propulsion system.

Chapter-4

Advantages and Disadvantages

4.1 Advantages



Faster



Lower cost.



Pollution free.



Immune to weather.



Safer



Sustainably self-powering.



Resistant to Earthquakes.

4.2 Disadvantages

 Turning will be critical (with large radius).

Conclusion

 As it has number of advantages it will very help full for transport public as well as goods in a very short period of time (at a top speed of 1220 kmph) and also in lower cost.

 It is a new concept so there is some future work will be required for development of this project.

 Conventional means of transportation (road, water, air, and rail) tend to be some mix of expensive, slow, and environmentally harmful. Road travel is particularly problematic, given carbon emissions and the fluctuating price of oil. As the environmental dangers of energy consumption continue to worsen, mass transit.

 Rail travel is relatively energy efficient and offers the most environmentally friendly option, but is too slow and expensive to be massively adopted.

 An additional passenger plus transport version of the Hyperloop has been created that is only 25% higher in cost than the passenger only version. This version would be capable of transporting passengers, vehicles, freight, etc. The passenger plus vehicle version of the Hyperloop is less than 11% of the cost of the proposed passenger only high speed rail system between Los Angeles and San Francisco. Additional technological developments and further optimization could likely reduce this price.