06818-6039-R 0-00

High-Speed Ground Transportation Systems Engineering Study

TRACKED AIR CUSHION VEHICLE SYSTEM S

Prepared for the U.S. DEPARTMENT OF TRANSPORTATION

Under Contract No. C—353—66 (Neg)

MAY, 1970

TECHNICAL REPORT STANDARD T IT LE PAGE

FF.A - RT •• 71 ” 5 9ernment Accession No.

9. I i tie and Subti tie

T rack ed A ir C ushion V e h ic le System s

3. Recipient's Catalog No.

5. Report DateMav 19706. Performing Organization Code

7. Author(s) 8. Performing Organization Report No.06818-6039-R0-00

9. Performing Organization Nome and AddressTRW System s GroupOne Space P a rkRedondo Beach, Calif. 90278

10. Work Unit No.11. Contract or Grant No.

C-353-66(Neg)12. Sponsoring Agency Name and Address

Office of High Speed Ground Transportation Department of Transportation 400 Seventh Street, S.W.Washington, D. C. 20591

13. Type of Report and Period Covered

Final14. Sponsoring Agency Code

OHSGT15. Supplementary Notes

16. AbstractThe tracked air cushion vehicle is one of several advanced ground transpor­

tation systems being studied by TRW Systems Group for the Department of Transpor­tation as a possible means of providing safe, high-speed, high-capacity transportation along densely populated areas such as the Northeast Corridor.Based on requirements and constraints chosen for an operational system, subsystem alternatives are evaluated and the selected subsystems are synthesized into a TACV system. Cost and performance are estimated over a range of parameters, such as design cruise speed (150 to 350 mph) and vehicle capacity (50 to 150 passengers per vehicle). The configuration defined consists of trainable, electrically powered TACV's which collect power from trackside power rails mounted on the side of a channel guideway. Propulsion is by linear induction motors with variable frequency speed control. Control of the vehicles, singly or in trains, is automated and centralized. The vehicles are supported on and guided by peripheral jet air cushions with high pressure air provided by electrically driven axial flow compressors.

17. Key Words . . _ , . . . _ , .Air Cushions, Air ..Cushion Vehicles, Transportation, Linear Motors, Tracked Air Cushion Vehicles,

18. Distribution StatementClearinghouse for Federal Scientific and Technical Information

Guideway Design, Vehicle Dynamics

19. Security Classif. (of this report) 20. Security Ctassif. (of this page) 21* No. of Pages 22. PriceUNCL. UNCL. 866

Form DOT F 1700.7 (8-69)

A B S T R A C T

The tracked air cushion vehicle is one of several advanced ground transportation systems being studied by T R W Systems Group for the Department of Transportation as a possible means of providing safe, high-speed, high-capacity transportation along densely populated areas such as the Northeast Corridor. Based on require­ments and constraints chosen for an operational system, subsystem alternatives are evaluated.and the selected subsystems are synthe­sized into a T A C V system. Cost and performance are estimated over a range of parameters, such as design cruise speed (150 to 350 rriph) and vehicle capacity (50 to 150 passengers per vehicle).The configuration defined consists of trainable, electrically powered TACV's which collect power from trackside power rails mounted on the side of a channel guideway. Propulsion is by linear induction motors with variable frequency speed control. Control of the vehicles singly or intrains, is automated and centralized. The vehicles are supported on and guided by peripheral jet air cushions with high pres­sure air provided by electrically driven axial flow compressors.

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C O N T E N T S

1. F O R E W O R D 1-12 . INTRODUCTION . 2 - 13. PERSPECTIVE: THE P L A C E OF THE T R A C K E D

Page

AIR CUSHION CLASS IN HIGH-SPEED G R O U N D TRANSPORTATION SYSTEMS 3-13. 1 Study Scope 3-13. 2 General Procedure 3-23. 3 The Analysis Into Classes 3-33. 4 Other TACV Systems 3-33. 5 The Growth to HSGT 3-5References 3-9S U M M A R Y 4-14. 1 The Configuration 4-14. 2 . The Guideway-Vehicle Relationship 4-64. 3 The Air Cushion 4-74. 4 Power 4-214. 5 Performance - - 4-254. 6 System Cost 4-274. 7 Critical Development 4.-31'

4. 7. 1 Suspension4. 7. 2 Electric Power Pickup4. 7. 3 Power Conditioning Unit4. 7. 4 Linear Induction Motor4. 7. 5 Foreign Object Detection4. 7. 6 Guideway Construction Alignment

4. 8 Implementation . ' ■ . 4-355. R E Q UIREMENTS A N D CONSTRAINTS ' 5-1

5. 1 Physical Constraints 5-35.1. 1 Aerodynamic and R a m Drag 5-35.1.2 Aerodynamic Lift 5-35. 1. 3 Inertia and Mass 5-3

. 5. 1.4 Centrifugal Force 5-45. 1. 5 Transfer of Large Electric Currents 5-55. 1. 6 The Air Cushion 5-5

5; 2 Terrain 5-75. 3 Weather 5-7

4-314-324-334-334-344-35

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C O N T E N T S (Continued)

5.4 Safety 5-85.5 Comfort , 5-105.6 Reliability 5-135.7 Community Acceptability 5-14References 5-16

6. SUBSYSTEMS 6-16.1 Vehicle 6-3

6.1.1 Configuration 6-46.1.2 Vehicle Structure 6-146. 1. 3 Body Forces and Moments 6-326. 1.4 Bottom Drag 6-516.1.5 Generalized Drag 6-556.1.6 Tunnel Effects 6-586.1.7 Effects of Passing Vehicles 6-616.1.8 Configuration Analysis 6-66R e f e r e n c e s 6 - 8 7

6.2 Propulsion 6-896.2.1 Requirements 6-906.2.2 Alternatives 6-916.2.3 Turboprop Propulsion 6-996. 2.4 Linear Induction Motor with

Trackside Power Pickup 6-1096. 2. 5 Linear Induction Motor with

Turbo-Electric Power 6-1286.2.6 Cost of Propulsion Alternatives 6-134.R e f e r e n c e s 6 - 1 3 6

6.3 Braking J 6-1376.3.1 General Approach 6-1376.3.2 Braking Techniques 6-140

6.4 Suspension 6-1506.4.1 Requirements and Criteria 6-15 26.4.2 Air Cushion Characteristics 6-1656.4.3 Disturbance Dynamics 6-1926.4.4 Primary Suspension 6-2206.4.5 Secondary Suspension 6-273R e f e r e n c e s

Page

6-310

6.5 Guideway 6-3136.5.1 Design Approach 6-3146.5.2 Functional Requirements 6-3216. 5. 3 Guideway-Vehicle Interactions “ 6-3256.5.4 Configuration 6-3476.5.5 Switching 6-353References 6-360

6. 6 Power and Control 6-3616.6.1 Objectives 6-3626.6.2 The Power Subsystem 6-3626.6.3 System Control 6-365References 6-378

6.7 Terminals 6-3796.7.4 Design Choices 6-3816.7.2 Terminal Modeling 6-382.6.7.3 Services 6-389References 6-394

7. S Y S T E M STUDIES 7-17.1 Modeling and Simulation 7-2

7.1.1 Design Subroutine 7-87. 1.2 Vehicle Performance in Trains

and at Reduced Velocity 77-207.1.3 Cost Estimating and Apportionment 7-207.1.4 Program Applications 7-24

7.2 System Configurations 7-277.2.1 Guide way Concepts 7-277.2.2 Vehicle-Guideway Arrangements 7-30

7.3 Performance 7-397.3.1 Network Performance 7-437.3.2 Guideway Performance 7-527.3.3 Vehicle Performance 7-54

7.4 Maintenance 7-667.4.1 Guide way 7.-677.4.2 Vehicles 7-69

C O N T E N T S (Continued)

Page

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C O N T E N T S (Continued)Page

8. SYSTEM COSTS 8-18. 1 Research and Development 8-1

8. 1. 1 Preliminary Research and Design 8-18. 1.2 Development, Test, and Evaluation 8-3

8. 2 Investment 8-58. 2. 1 Guideway 8-58. 2. 2 Vehicle 8-98. 2. 3 Controls and Communications 8-158.2.4 Route Electrification 8-168. 2. 5 Terminals 8-188.2. 6 Support Systems 8-19

8. 3 Operation 8-208. 3. 1 Guideway Maintenance 8-208. 3. 2 Vehicle Maintenance 8-218. 3. 3 Controls and Communications 8-23

Operations and Maintenance8. 3. 4 Energy 8-238. 3. 5 Terminal 8-25References 8-27

9. I M P L E M E N T A T I O N 9-19. 1 Critical Element Research 9-2

. 9. 1. 1 Electrical Power Systems 9-29. 1. 2 Ride Comfort 9-39. 1. 3 Body-Guideway Aerodynamics 9-49. 1.4 Coupling Into Trains 9-49. 1. 5 Guideway 9-59. 1. 6 High Speed Switching 9-69. 1. 7 Obstacle Detection and Removal 9-69. 1. 8 Control and Communication 9-79. 1.9 Demand Prediction Model 9-7

9.2 Design and Prototype Testing 9-79. 3 Procurement and Installation 001CTN

A N N E X A. Existing TA'CV Concepts A-i'— t

A N N E X B. TACV TRANSOP Computer ProgramNomenclature B-i

F O R E W O R D

This report is one of a series .prepared under Contract C-353-66 (Neg) by T R W Systems Group of T R W Inc. for the Office of High Speed Ground Transportation (OHSGT) of the Federal Railway Administration, U. S. Department of Transportation.

One purpose of the reports is to provide system definitions for the Northeast Corridor (NEC) Transportation Project. These definitions are descriptions of representative alternative high-speed ground transportation systems that can be engineered from current technology for service in the late 1970s or early 1980s. A second purpose is to indicate areas in which, development work is necessary to realize the defined systems.

The system definitions contain general design concepts and perfor­mance characteristics. Conceptual design studies are carried to the point that feasibility is clear within today's technology or the development needed can be delineated, and that performance can be computed and cost esti­mation data generated. Preliminary or detailed design as needed to satisfy , these purposes is included. It is to be expected that some alternates to the defined subsystems will be "designer's choices". Insofar as feasible, the study data are parametrically treated. Tradeoffs between parameters, and variations about the defined systems are.demonstrated.

We have attempted to prepare the report for a general readership rather than one that consists solely of engineers, using language and approaches, particularly in the summary sections, that are not highly technical. Refined comparisons among the candidate systems, and design and development engineering of systems chosen for service construction, will require updating of assumptions and analyses to incorporate advances in technology.

This report on TACV Systems is essentially identical to the TACV Systems Engineering Study Report (i. e. NECTP-219) issued as part of the documentation set for the Northeast Corridor Transportation Project Report of December, 1969. The primary.difference involves a more detailed Implementation section in the present report.

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The study reports cover efforts in 1967, 1968, and 1969. The volumes in this series are:

TitleHigh Speed Rail SystemsTube Vehicle SystemsMultimodal SystemsAutomated Highway SystemsTracked Air Cushion Vehicle SystemsSupporting Studies for HSGT System Reports

A listing of the contents of the Supporting Studies volume is pre­sented in Table 1-1.

Table 1-1. Supporting Studies Appendix Symbol Title

A. Feasibility of Long Rail Support System Train CarsB. Aerodynamics of High-Speed Ground Transportation

VehiclesC. Parametric Representation of Gas Turbine Propulsion

System CharacteristicsD. Power DistributionE. Sample Calculation of Weight and Volume of a Power

Conditioning Unit (PCU)F. Electrical Braking for HSGT SystemsG. Guideway Roughness CriteriaH. Transition Easements Ease-6 Computer ProgramI. Three Mass Vertical Dynamic ModelJ. Four-Degree-of-Freedom Lumped Mass ModelK. Lateral Dynamic ModelL. Fourier Harmonic Analysis for Damped Linear SystemsM. Effective Mass of an Improved Roadbed Above ResonanceN. Design of Flexible Guideways for Smooth Vehicle TravelO. Transop Listing for TVSP. Battery Technology ReviewQ. A Control Law for Functional TrainsR. The Safety of Functional TrainsS. Performance of a Pneumatically Propelled TVS-Listing

and Nomenclature

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T. Modelling and Optimal Performance of Passenger Transportation Networks Operating Under Fixed- Schedule Policy

U. The Problem of Schedule Determination and Vehicle Distribution for the Dispatch Policy: Go When Full or After First Passenger Has Waited X Minutes

V. Modelling and Optimal Performance of Free-Schedule Transportation Systems

W. Quasi-Steady Gas Dynamic Computer Program Listing and Nomenclature

X. Stepped Position Electronic Escort Device (Speed)A System of Train Control

Y. Drag of Vehicles Travelling'in TubesZ. Derivation of the Equations of Motion for Independently

Rotating Wheel SystemsAA. Tube Vehicle System SafetyBB. Tube Vehicle System Safety SpecificationCC. Electric Arc Power PickupDD. Electromagnetic SuspensionEE. RSS-2 Vehicle Stability Computer Program ListingFF.. Roadbed Model and Computer ProgramGG. Dynamic Response of a Spring Mounted GuidewayHH. Guideway Construction AnalysisII. Matrix Coefficients for Rigid-Truck TVS Lateral

Dynamic Models

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2. INTRODUCTION

The increasing concentration of population in and adjacent to our large cities has created corridors of high population density. Typically, such corridors are several hundred miles long and 50 to 100 miles wide. Transportation between the major cities on these corridors is of a linear- flow type, as contrasted with the area flow or radial flow of urban trans­portation. These corridors, such as the northeast corridor between Washington, D.C. , and Boston, the Pacific corridor between San Diego and San Francisco, and others that are forming, typically have high flows of people moving along them. . These people travel chiefly by automobile and air, to the extent that these modes of transportation are near their capacities for safety and efficiency.

The present study is concerned with ways to provide a safe, high- capacity system that will not add to the burgeoning problems of air pollution, noise, and artificial resectioning of communities. The study is restricted to ground (and below-ground) transportation systems.

Many factors are involved in evaluating the methods of providing this transportation system with today's technology, particularly in the light of what can be achieved by vigorous development programs in spe­cific areas. This profusion of interacting elements leads naturally to the application of the disciplines of systems engineering in seeking an optimum solution to the transportation problem. The work reported here is a part of such an overall systems engineering effort.

In applying the techniques of systems engineering to the problem of providing safe, economical, high-capacity transportation that will be attractive to travelers in an urban corridor, the analysis moves from the evaluation of the general morphology of all possible ground transpor­tation methods through .mathematical modeling of interacting areas to the definition of specific systems that emerge from the analysis. The sys­tems that have been so differentiated in the study are as follows:

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• High speed rail vehicles• Tracked air cushion vehicles• Tube vehicle systems• Monorails• Automated highway systems•' M u ltim o d a l s y s te m s

Each of these is chosen to solve the problem in a different way. The comparable advantages and disadvantages are to be evaluated in the overall system model in working toward the selection and implementa­tion of a system.

The systems are each characterized in terms of a central baseline system that is defined in some detail, together with parametric variation of data about this baseline. The effects of varying particular attributes of the system, such as vehicle length, speed, or control method on other parts of the system, on its costs, or on its performance can therefore be understood. The conversions from engineering specifications to costs are not explicitly part of this study, but are reported in the cost section on the basis of data from Resource Management Corporation.

The qualities desired in the transportation system, as character­ized by the Department of Transportation, are as follows:

• High predictability of arrival time• Low door-to-door travel time from traveler's point

of departure to his ultimate destination• High flexibility of service to meet variations in service

demand• High degree of safety, comfort, and convenience• Evolutionary growth capability• Low degree of undesirable effect on surrounding

environment

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In this relationship, the system should offer low cost per seat mile and high cost effectiveness, consistent with the quality of service needed to maintain its position of market acceptance.

The study culminates in four major areas of results. First, the areas of development, testing,J,and .evaluation that are needed to imple-

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ment the identified systems are delineated. Second, a description on which preliminary design can be based is provided for each system and subsystem, together with the analyses supporting these descriptions. Third, cost versus performance is calculated parametrically for each candidate baseline system. Fourth, qualitative evaluations suitable for comparison of the systems are developed. /

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