This presentation aims to understand the design, analysis and optimization of the Hyperloop chassis structure , which I gained during the Hyperloop Pod Building Competition organized by SpaceX. To reduce the aerodynamic drag, Hyperloop uses a partially evacuated tube, for running the pod. The design of the structure of hyperloop pod chassis is very critical due its high speed, vibrations induced due to it and critical dynamic conditions. Also, in today's world of mass production, we cannot keep the factor of safety unnecessarily greater than needed. Also, while maintaining the safety we also must consider the material costing. it is very necessary to analyses for stresses and accordingly to optimize it. Hyperloop is a proposed mode of passenger and freight transportation that propels a capsule-like vehicle through a near-vacuum tube at more than airline speed. The pods would accelerate using a linear electric motor and glide above their track using passive magnetic levitation or air bearings. 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. Passengers may enter and exit Hyperloop at stations located either at the ends of the tube, or branches along the tube length. It quickly becomes apparent just how dramatically the Hyperloop could change transportation, road congestion and minimize the carbon footprint globally. With the Hyperloop, extremely fast, inexpensive intercity travel would be widely accessible.

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:

17. DESIGN METHODOLOGY

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?