General Atomics Urban Maglev: Moving Towards Demonstration

Transcription

1 General Atomics Urban Maglev: Moving Towards Demonstration Presented by Dr. Sam Gurol General Atomics Electromagnetic Systems Director, Maglev Systems San Diego, CA October 12,

2 Staircase Towards Deployment Deployment Deployment Demonstration Demonstration System System Prototype Development Component Component (Completed) Design Design (Completed) (Completed) Production Prototype Prototype Development Component Component - Testing Testing Track (In (In Process) Process) Concept Concept Development Development (Completed) (Completed) 2

3 What s New? Simple, passive permanent magnets. EDS levitation requires no gap control. Fail-safe in event of power failure. Large air gap operation will result in cheaper construction. No shielding required in passenger compartment. Driverless operation with safety-certified Automatic Train Protection (ATP) system. No high voltage equipment on vehicle, no third rail for power pick-up. Enables tight turns, steep grades, quiet. Major system cost savings (avoids tunneling, which costs from $125M to $250M per km). O&M costs are expected to be very low, reducing life-cycle costs. 3

4 Vehicle and Guideway 2 Chassis Car Length 13 m Car Width 2.6 m Car Height 3 m Chassis Body Module Fiber-Reinforced Hybrid Girder 4

5 Other Vehicle Configuration Options Chassis units can be connected to produce 2-TEU cargo conveyor Chassis units can be connected to produce longer passenger vehicle 5

6 Worldwide Maglev Systems Transrapid: EMS Levitation, Long Stator LSM Propulsion HSST: EMS Levitation, Short Stator LIM Propulsion MLX: Superconducting EDS Levitation, Long Stator LSM Propulsion UTM: EMS Levitation, Short Stator LIM Propulsion GA: Permanent Magnet EDS Levitation, Long Stator LSM Propulsion 6

7 Test Track Uses Full-Scale Building Blocks Levitation Track LSM Windings 7

8 Control and Electrical Room Data Acquisition Vehicle Control Panel 8 Inverter Cabinet Interior View

9 Principle of Passive EDS Levitation y Upper Halbach Array h d 1 Direction of Travel y 0 2d tr Track x -h Lower Halbach Array d 2 Permanent magnets Double Halbach array Maximizes parallel B component, minimizes I Track - transposed conductors Magnetic field cancellation on back side Reaction currents in track produce levitation 9

10 Magnetic Levitation and Drag Forces Air Gap (mm) Empty Vehicle vehicle Full vehicle Vehicle Drag Drag Force force [kn] (kn) Full Full vehicle Vehicle Empty Vehicle Speed (m/s) Velocity [m/s] full Speed (m/s) empty Peak power is required for a few seconds during vehicle lift-off. The sudden drop in magnetic drag force and changing air gap result in the uniqueness of the LSM thrust control requirements. Peak power capability is ~ 80 kn for a full vehicle. 10

11 Overall Propulsion Control System Architecture Speed Command Speed Controller Current Command Applied Current Thrust LSM Vector Controller LSM Vehicle Speed / Position Inner current loop (τ ~ 30 ms) adjusts propulsion current. Outer speed loop (τ ~ 500 ms) provides speed control. No control system is required for levitation. 11

12 The Levitation and Propulsion Systems Operate Well Despite Inaccurate Track Construction Section 2 through m m West East

13 Measured Ride Quality With Single Chassis 10 RMS Acceleration, m/s 2-1/3 Octaves Frequency, Hz Vertical Acceleration Lateral Acceleration Axial Acceleration Vertical One Hour Lateral One Hour Vertical 2.5 Hour Lateral 2.5 Hour Vertical 4 Hour Lateral 4 Hour 13

14 Cruise Power Projections Based on Test Data Acceleration Cruise Speed Kilowatts Braking Time (Seconds) System Being Tested Drag Power I 2 R Cable Losses Total Losses Single chassis (present system) 5kN x 8m/s = 40kW 210 kw (84%) 250 kw Demonstration system with block switches 2.25kN x 20m/s = 45 kw 4.3 kw (9%) 50 kw 14

15 ATP Speed Profile Test Data 1. Protect test system from an over-speed condition. 2. Collect information for demonstration system ATP design ATP Speed Profile , , , , Velocity (m/ , , , Distance Traveled (m) 15

16 Static Load Test: One Third-Scale Beam Static Load Test Failure 16

17 Plans for Test Track Extension Extend test track 90 meters Manufacture 4 hybrid girders Higher speeds (55 km/h) 17

18 Vehicle Body Design and Fabrication Standard Body Modules Aluminum Alloy Truss Work Air-Conditioning Fairing Nose Body Module Door Opening Body Modules Vehicle Body Modules Body Modules and Backbone Structure Roof Fairing and Air-Conditioning Unit Lexan Windows Installed Vehicle Body Window Installation Chassis Body Installed on Chassis Unit Fairing 18

19 California University of Pennsylvania Demonstration System James Adamson Stadium Student Housing Overlooking the Bluff Demonstrates 1 mile 7% Grade and All- Weather Operation Serves a University Transportation Need Convocation Center Site 19

20 World s First Cargo Maglev Move June

21 LA Port ECCO System Study Architecture 21

22 UCSD Maglev System Connects Sorrento Valley Transit Station (The Coaster) with Pepper Canyon LRT Station (SD Trolley) 22

23 Roadmap Leading to Demonstration Preliminary Engineering Prototype Component Testing Test Track Construction CUP Preliminary Engineering Preliminary Testing Extended Testing Pre-Construction Planning for CUP, Update Engineering Fabricate Second Chassis Design Vehicle Car Body Systems Optimization CUP Detail Engineering & Construction MAGLEV 2008 Conference 23

24 MAGLEV'2008 The 20 th International Conference on Magnetically Levitated Systems and Linear Drives December 15-18, 18, 2008 San Diego, California, USA 24

25 Conclusions Advantages are simple, passive, fail-safe levitation, and large air-gap operation. No high voltage equipment on vehicles. About one-half the weight per unit length of existing maglev systems. Significant potential for capital and O&M cost savings. Test track in San Diego operating for over 3 years is validating system performance, costs and schedules. Maglev 2008 conference will be opportunity to showcase new technology. Contact: sam.gurol@gat.com 25