EPRA_JOURNALS_brakes

SJIF Impact Factor 2021: 8.013| ISI I.F.Value:1.241| Journal DOI: 10.
36713/epra2016 ISSN: 2455-7838(Online)

EPRA International Journal of Research and Development (IJRD)
Volume: 6 | Issue: 9 | September 2021 - Peer Reviewed Journal
DRAG ANALYSIS OF AERODYNAMIC BRAKING

SYSTEM FOR THE HYPERLOOP POD
Syed Habeeb1,,Kavati Aakaanksha2,Abdul Rahman3, Ms. D Anitha4,

Dr. D Govardhan5
1
Pg Scholar, Department Of Aerospace Engineering, Institute Of Aeronautical Engineering, Dundigal,
Hyderabad, Telangana, India 500043.
2
Pg Scholar, Department Of Aerospace Engineering, Institute Of Aeronautical Engineering, Dundigal,
Hyderabad, Telangana, India 500043.
3
Pg Scholar, Department Of Aerospace Engineering, Malla Reddy College Of Engineering And
Technology, Kompally, Hyderabad, India 500100.
4
Assistant Professor, Department Of Aerospace Engineering, Institute Of Aeronautical Engineering,
Dundigal, Hyderabad, Telangana, India 500043.
5
Professor & Head, Department Of Aerospace Engineering, Institute Of Aeronautical Engineering,
Dundigal, Hyderabad, Telangana, India 500043.
Article DOI: https://doi.org/10.36713/epra8401

DOI No: 10.36713/epra8401
ABSTRACT
This research presents the results of the aerodynamic brake plates mounted on the hyperloop pod, on a fluid flow field,
and overall braking force under the same velocity with different angle deployment of the brake plates. Aerodynamic
brake plates are designed to generate the braking force by increasing the aerodynamic drag when It was deployed
against the fluid flow, in this research three plates are used one is a horizontal plate mounted on the roof of the pod and
the remaining two are vertical plates which are mounted on the left and right side of the hyperloop pod. In this research
to develop the case studies different combinations of angle deployment of the brake plates are used, the sixteen cases of
hyperloop pods with different angle deployment of brake plates are designed by using CATIA VR-6R. the flow
simulation was made by Ansys CFX software for sixteen cases of the pods with different angle deployment of the brake
plates under the same velocity.
This research founds that the aerodynamic drag force is a function of angle deployment of the brake plates
under the same velocity, drag force can increase or decrease by changing the angles of the brake plates. the result shows
that 2.4 times of drag force increased for a fully deployed angle of attack of the brake plates when compared with the
the same pod with no brake plates shows us that employing the brake plate increases the drag force This outcome will
provide a major contribution to the development of the aerodynamic braking system of the hyperloop pod.
KEYWORDS: hyperloop pod, aerodynamic drag, 𝑘 − 𝜔 model, aerodynamic brake
2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |78 |

SJIF Impact Factor 2021: 8.013| ISI I.F.Value:1.241| Journal DOI: 10.36713/epra2016 ISSN: 2455-7838(Online)
1. INTRODUCTION
Hyperloop is a hypothetical transportation system that maintained nearly or above 10,000pa this allows for
is designed to decrease cost and relative time travel further scope of improvement in the aerodynamic
from any place. It is a proposed high-speed mass performance. The changes in the pod, brake plates
transportation system for both passenger and cargo. design result in the variation of aerodynamic forces.
Hyperloop is also defined as a sealed tube or system of Currently, braking systems available for the hyperloop
tubes in which a pod travels without any air resistance pod are friction brakes and eddy current brakes, these
or friction, Passengers being transported through the two brake systems require a lot of maintenance and
tube is not a new notion. George Medhurst, a British parts replacement. An alternative to this braking system
mechanical engineer, and inventor received the first is an aerodynamic braking system which depends on
patent for transporting products in tubes in 1799. the aerodynamic forces. The aerodynamic braking
Medhurst published a pamphlet in 1812 outlining his system uses the drag force to decelerate the hyperloop
plan to carry persons and cargo through air-tight tubes pod, advantages of the drag-based aerodynamic braking
propelled by air. Other comparable systems were system are less power consumption, more effectiveness
suggested or experimented with within the early 1800s. in high velocity, easy control, easy installation, and less
In July 2012, during a PandoDaily event in Santa maintenance required. The purpose of the paper is to
Monica, California, Elon Musk first announced his identify the effectiveness of the drag-based
plans for a "fifth mode of transportation," dubbed the aerodynamic braking system using three braking plates
Hyperloop. This proposed high-speed mode of with different angles under the same velocity.
transportation would have the following features:
weather resistance, collision-free operation, double the 2. METHODOLOGY
speed of an aircraft, minimal power usage, and energy Inside the tube, the flow is in low pressure, while
storage for 24-hour operation. From late 2012 through dealing with the low-pressure flow we have to verify
August 2013, a team of engineers from Tesla and whether the continuum approach is applicable to solve
SpaceX collaborated on Hyperloop conceptual the flow field at the given operating condition.
modeling. This describes one potential design, Knudsen number(kn) is a dimensionless number, it is
function, pathway, and cost of a hyperloop system. The defined as the ratio of the molecular mean free path
MIT Hyperloop team created the first Hyperloop pod length to the characteristic length of the model if
prototype. Electrodynamic suspension and eddy current kn<0.01 then the flow is a continuum. After evaluating
braking are used in their design. In November 2020, the Knudsen number(Kn) we got the result 6.307 x
Virgin Hyperloop completed the first-ever passenger From this, we can say that the continuum
test of Hyperloop technology with two company approach is applicable to solve the flow field around
workers. the pod.
The contact between the pod and the ground is nullified Knudsen number Formula give as
by using Electro Dynamic Suspension [1], so there will
be no contact friction, and propulsion in the hyperloop
pod is generated by using Linear Induction Motors, √
which is used to accelerate or deaccelerate the pod [2].
The hyperloop concept was proposed to operate at In this study k-𝜔 SST Turbulence model is used. k-𝜔
0.015 psi 100pa which is about 1/1000 of the earth's turbulence model is a two-equation model that predicts
atmospheric pressure [2]. by evaluating partial differential equations (PDE) for
The effect of drag reduction is negligible when the the turbulence kinetic energy 𝑘 and the specific
vacuum pressure is less than 1000 Pa. As the vacuum turbulence dissipation rate 𝜔, the 𝑘−𝜔 model handles
pressure increases from 1000 to 10000 Pa, the drag
separated flows well, where large adverse pressure
reduction effect enhances slowly and then increases
gradients exist. The SST model predicts accurately the
rapidly beyond 10000 Pa [3]. It was identified that
flow separation and flow transition from laminar to
below the pressure of 10,000 Pa the drag reduction is
turbulent.
not significant, so the tube pressure should be

Figure 1: Hyperloop Pod Model, and Tube

Hyperloop Pod, brake plates, and tube were created boundary conditions are given as shown in figure 2.
using CATIA V5-6R, a constructional sketch of a pod, The turbulence model was selected after that numerical
brake plates, and a tube is shown in figure 1. three solution was made by the solver.
brake plates were mounted on the pod, horizontal brake Numerical analysis was done to find the effect of
plate with an area of 0.002 on the roof of the pod, aerodynamic brake on the pod with a velocity of
vertical brake plates with an area of 0.001 one on 126.944 m/s by using different angles of the brake
the left side and another on the right side of the pod as plates, angle deployment of the brake plates are
shown in figure 1. From CATIA V5-6R the model was represented in table 1.
imported in Ansys CFX, the mesh was generated on the
model. After completing the mesh generation,
Case Horizontal top plate angle Vertical left plate angle Vertical right plate angle
1
2
3
4
5
6
7
8
9
10

11
12
13
14
15
16
Table.1: Angle deployment arrangement of the plates
Boundary conditions are velocity inlet where a static tube is assumed as a free slip adiabatic wall and the
pressure (11kpa), static temperature (always 300 K), pressure outlet is assumed as a static pressure(10kpa),
and velocity (126.944m/s) are imposed. The surface of k-𝜔 SST Turbulence model considered.
the pod is considered as a no-slip adiabatic wall, the
Figure .2: Representing a 3D model of pod with brake plates traveling in tube and boundary condition
Figure.3: Aerodynamic brake plates position on the pod with angles movement

Because of the fluid flow blockage on the roof of the

To develop the case studies different combinations of pod due to the horizontal brake plates, the fluid flow at
angle deployment of the brake plates are created. Total the bottom seemed to accelerate as shown in figure5.
combinations are made for simulation are sixteen as As the flow velocity increases at the bottom then the
represented in table1. For simulation working fluid is pressure decreases which generates a negative lift force
considered as an ideal gas with the k-𝜔 SST on the pod, this negative lift force can be utilized to
Turbulence model. The sixteen cases of simulation stabilize the pod. The downward force generated by the
using Ansys CFX have been developed pod with different angle of attack of the brake plates is
namely(velocity, pressure, force) profiles. Velocity represented in table 2. From table 2 we have observed
profile gives the variation in a field flow velocity along that due to the variation of the angle of attack of the
with the pod, pressure profile gives the variation in the brake plates drag and negative lift force generated, the
field flow pressure along with the pod, force result higher drag force is seen in case 1 due to the higher
gives the amount of drag and lift generated by the fluid angle of attack of the brake plates, and lower drag force
flows on the pod surface. seen in the case 16 due to the lower angle of attack of
the brake plates. The highest negative lift was found in
3. RESULTS AND DISCUSSIONS case 5 and the lowest negative lift was found in case
After completing the simulation of the sixteen cases, 16. It was noticed that an increase in the angle of attack
we have noticed that there is a change in flow increases the drag force. After observing all cases, we
properties, due to the straight hitting fluid on the pod can say that fully deployed brake plates in case 1 give
front portion and brake plates. When aerodynamic more drag when compared to the remaining cases.
brake plates are applied against the flow, head-tip and Deceleration of the pod fully depends on the angle of
brake plates of the pod were identified with maximum attack of the brake plates, if high brake force is
pressure along with stagnation point. At a higher angle required then the angle of attack of the brake plates
of attack of the brake plates, the pressure build-up in should be fully deployed, if less brake force is required
the front portion of the pod is higher. The front portion then the angle of attack of the brake plate should be
of the pod, brake plates has higher pressure, and behind less. It was identified that 2.4 times of drag force was
the plates, there was a drop in the pressure due to the increased on the pod when compared between the pod
flow separation which is shown in figure4. The with a fully deployed angle of attack plates and the pod
pressure difference between the front and behind the with a zero angle of attack plates. Eddy current brake
brake plates generates the drag force, which is helpful system braking force decreases after at a certain value
to decelerate the pod. The force results of sixteen cases of the speed rises, the braking force decreases when the
are shown in table 2. From this table we have observed speed increases. The drag base braking system is more
due to the variation of the angle of attack of the brake effective in decelerating the pod compared to the eddy
plates drag and negative lift force generated, the higher current braking system. The braking force of the drag-
drag force is seen in case 1 due to the higher angle of based braking system increases as the velocity
attack of the brake plates, and lower drag force is seen increases because drag force is proportional to the
in the case 16 due to the lower angle of attack of the square velocity.
brake plates. The highest negative lift was found in
case 5 and the lowest negative lift was found in case
16.

Case Horizontal top plate Vertical left Vertical right Drag (n) Lift (n)
angle plate angle plate angle
1 131.887 -13.441
2 115.291 -9.231
3 106.185 -8.057
4 90.503 -4.337
5 115.979 -14.329
6 99.732 -10.300
7 90.506 -8.741
8 75.914 -6.502
9 107.598 -12.880
10 91.2294 -9.613
11 82.068 -7.551
12 68.056 -5.767
13 93.061 -10.347
14 77.104 -6.656
15 68.114 -5.523
16 54.947 -3.591
Table.2: Braking force and negative lift force at different deployment angles
Figure.4: drag and lift generated by the pod

Figure.5: Pressure contours at different Deployment angles

Figure.6: velocity contours at different Deployment angles

4. CONCLUSION AND AREA FOR 2. Musk, E. 2013. Hyperloop Alpha. SpaceX:

FURTHER RESEARCH Hawthorne, CA, USA.
3. Chen, X., Zhao, L., Ma, J. et al. Aerodynamic
Drag force is proportional to the square of velocity, simulation of evacuated tube maglev trains with
thus increasing the angle of attack of the brake plates different streamlined designs. J. Mod.
against the fluid flow creates a drag force. Sixteen Transport. 20, 115–120 (2012).
cases of different angle of attack brake plates were https://doi.org/10.1007/BF03325788
considered for analysis as a part of this research work. 4. Puharic, Mirjana & Matic, Dusan & Linic, Suzana
These all cases were analyzed using Ansys CFX and & Ristic, Slavica & Lucanin, Vojkan. (2014).
the simulation result was shown in table 2. Based on Determination of braking force on the aerodynamic
the observations from table 2, it can be concluded that brake by numerical simulations. FME Transaction.
the aerodynamic behaviors (drag and lift) of the pod 42. 106-111. 10.5937/fmet1402106P.
5. Jianyong, Zuo, Wu Mengling, Tian Chun, Xi Ying,
vary with the variation of the angle of attack of the Luo Zhuojun, and Chen Zhongkai. “Aerodynamic
brake plates. An increase in brake plates increases the Braking Device for High-Speed Trains: Design,
drag and deaccelerates the pod. The above results of Simulation, and Experiment.” Proceedings of the
this research work will contribute towards the Institution of Mechanical Engineers, Part F:
development of the aerodynamic braking system of the Journal of Rail and Rapid Transit 228, no. 3
pods in the future. It is recommended to carry out the (March 2014): 260–
analysis of the pod with different shapes of a pod, 70. https://doi.org/10.1177/0954409712471620.
brake plates, different positions of the brake plate on 6. H Takami and H Maekawa 2017 J. Phys.: Conf.
Ser. 822 012061
the pod other than in this research, and by increasing
7. Braun, J., Sousa J., and Pekardan, C. 2017.
the number of break plates. Aerodynamic Design and Analysis of the
Hyperloop. AIAA Journal55 (12): 4053–
5. REFERENCE 60.doi.org/10.2514/1.J055634.
1. Lim J, Lee C-Y, Lee J-H, You W, Lee K-S, Choi S. 8. Singh, Yadawendra and K. Mehran. “Numerical
Design Model of Null-Flux Coil Electrodynamic Analysis for Aerodynamic Behaviour of Hyperloop
Suspension for the Hyperloop. Energies. 2020; Pods.” (2019).
13(19):5075. https://doi.org/10.3390/en13195075

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SJIF Impact Factor 2021: 8.013| ISI I.F.Value:1.241| Journal DOI: 10.

36713/epra2016 ISSN: 2455-7838(Online)

DRAG ANALYSIS OF AERODYNAMIC BRAKING

Syed Habeeb1,,Kavati Aakaanksha2,Abdul Rahman3, Ms. D Anitha4,

Article DOI: https://doi.org/10.36713/epra8401

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |78 |

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |79 |

Figure 1: Hyperloop Pod Model, and Tube

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |80 |

Table.1: Angle deployment arrangement of the plates

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |81 |

Because of the fluid flow blockage on the roof of the

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |82 |

Figure.4: drag and lift generated by the pod

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |83 |

Figure.5: Pressure contours at different Deployment angles

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |84 |

Figure.6: velocity contours at different Deployment angles

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |85 |

4. CONCLUSION AND AREA FOR 2. Musk, E. 2013. Hyperloop Alpha. SpaceX:

2021 EPRA IJRD | Journal DOI: https://doi.org/10.36713/epra2016 | www.eprajournals.com |86 |

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