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, 2007

2

“Staircase” Towards Deployment

Concept

Development(Completed)

Concept

Development(Completed)

Prototype

Component Testing

(In Process)

Prototype

Component Testing

(In Process)

Demonstration

System

Demonstration

System

Prototype

ComponentDesign

(Completed)

Prototype

ComponentDesign

(Completed)

Concept

Development(Completed)

Concept

Development(Completed)

Prototype

Component Testing

(In Process)

Production

Development -Test Track

(In Process)

Demonstration

System

Demonstration

System

DeploymentDeploymentDeploymentDeployment

Prototype

ComponentDesign

(Completed)

Prototype

Development

(Completed)

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.

4

Body Module

Chassis

Vehicle and Guideway

• 2 Chassis Car Length – 13 m• Car Width – 2.6 m• Car Height – 3 m

Fiber-Reinforced “Hybrid Girder”

5

Other Vehicle Configuration Options

Chassis units can be connected to produce longer passenger vehicle

Chassis units can be connected to produce 2-TEU cargo conveyor

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

7

Test Track Uses Full-Scale “Building Blocks”

Levitation Track LSM

Windings

8

Control and Electrical Room

Inverter Cabinet Interior ViewData Acquisition Vehicle Control Panel

9

• 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

Direction of Travel

Principle of “Passive” EDS Levitation

d1

d2

y

-h

h

x

y0 2dtr

Upper Halbach Array

Lower Halbach Array

Track

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Magnetic Levitation and Drag Forces

Full vehicle

Empty vehicle

Full vehicle

0 5 10 15 200

10

20

30

40

50

full

empty

Velocity [m/s]

Dra

g f

orc

e [k

N]

Empty Vehicle

0 5 10 15 2015

20

25

30

Speed (m/s)

Air G

ap

(m

m)

Speed (m/s)

0 5 10 15 200

10

20

40

30

50

Dra

g F

orc

e (

kN

)

Full Vehicle

Empty Vehicle

Full Vehicle

•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.

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Overall Propulsion Control System Architecture

LSMVector Controller LSM Vehicle

Speed Controller

ThrustApplied Current

Speed / Position

Current Command

SpeedCommand

•Inner current loop (τ τ τ τ ~ 30 ms) adjusts propulsion current.

•Outer speed loop (ττττ ~ 500 ms) provides speed control.

•No control system is required for levitation.

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Section 2 through 7

155.0

160.0

165.0

170.0

mm West

East

The Levitation and Propulsion Systems Operate Well Despite Inaccurate Track Construction

13

Measured Ride Quality With Single Chassis

0.01

0.1

1

10

1 10 100

Frequency, Hz

RM

S A

cce

lera

tio

n,

m/s

2 -

1/3

Octa

ve

s

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

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Cruise Power Projections Based on Test Data

50 kW4.3 kW (9%)2.25kN x 20m/s = 45 kWDemonstration system with block switches

250 kW210 kW (84%)5kN x 8m/s = 40kWSingle chassis (present system)

Total Losses

I2R Cable Losses

Drag PowerSystem Being Tested

2000

1500

1000

500

0

-500

Kilo

watts

5 10 15 20 25 30 35

Time (Seconds)

Acceleration Cruise Speed

Braking

2000

1500

1000

500

0

-500

Kilo

watts

5 10 15 20 25 30 35

Time (Seconds)

Acceleration Cruise Speed

Braking

15

ATP Speed Profile Test Data

ATP Speed Profile

85.0, 0.0

83.0, 2.0

72.2, 5.5

50.8, 7.534.2, 7.5

12.8, 5.5

2.0, 2.0

0

1

2

3

4

5

6

7

8

0 10 20 30 40 50 60 70 80 90 100

Distance Traveled (m)

Velo

city (m

/s)

1. Protect test system from an over-speed condition.

2. Collect information for demonstration system ATP design

16

Static Load Test: One Third-Scale Beam

Static Load Test Failure

17

Plans for Test Track Extension

• Extend test track 90 meters

• Manufacture 4 hybrid girders

• Higher speeds (55 km/h)

18

Vehicle Body Design and Fabrication

Standard Body

Modules

Nose Body Module

Door Opening

Vehicle Body Modules

Aluminum AlloyTruss Work

Body Modules

Body Modules and Backbone Structure

Air-Conditioning Fairing

Roof Fairing and Air-Conditioning Unit

Lexan Windows

Installed

Window Installation

Fairing

Chassis

Vehicle Body

Body Installed on Chassis Unit

19

California University of Pennsylvania Demonstration System

• Demonstrates 1 mile 7% Grade and All-Weather Operation

• Serves a University Transportation Need

James Adamson Stadium

Student HousingOverlooking the Bluff

Convocation Center Site

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World’s First Cargo Maglev Move – June 2006

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LA Port ECCO System Study Architecture

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

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2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

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

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The 20The 20The 20The 20th th th th International Conference on Magnetically Levitated International Conference on Magnetically Levitated International Conference on Magnetically Levitated International Conference on Magnetically Levitated Systems and Linear DrivesSystems and Linear DrivesSystems and Linear DrivesSystems and Linear Drives

December 15December 15December 15December 15----18, 200818, 200818, 200818, 2008San Diego, California, USASan Diego, California, USASan Diego, California, USASan Diego, California, USA

MAGLEV'2008

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� 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.

Conclusions

Contact: sam.gurol@gat.com