Design Principles High-speed Maglev System. Information (MSB, 2007)

. ------IND- 2007 0384 D-- EN- ------ 20070907 --- --- PROJET

Design Principles High-speed Maglev System (MSB)

Information

Introduction

Technical systems are developed, realised, approved and operated on the basis of gener-

ally accepted codes of engineering practice. There is no self-contained body of rules for

high-speed maglev systems. We have therefore compiled a set of generally applicable

guidelines for a high-speed maglev system that have been derived from development,

testing, approval and operation.

Project-neutral design principles have been drafted for high-speed maglev systems and

their individual subsystems. The "Eisenbahn-Bundesamt" (EBA - German Federal Railway

Authority) proposes to apply this documentation as "engineering rules" in the sense of

Section 3 Paragraph 1 of the "Magnetschwebebahn-Bau- und Betriebsordnung" (MbBO -

Maglev Construction and Operation Regulations).

Scope

This documentation applies to maglev systems in the Federal Republic of Germany in

accordance with the "Allgemeines Magnetschwebebahngesetz" (AMbG - General Maglev

System Act).

Structure of the Documentation

Similar to a basic standard, this documentation lays down the generally accepted techni-

cal and operational requirements for a high-speed maglev railway system that are pro-

ject-neutral. These requirements constitute the principles for the design, planning, reali-

sation and operation of high-speed maglev projects. Reference is also made to existing

engineering rules that apply to high-speed maglev systems.

The regulations according to DIN 820 have been applied by analogy in the preparation of

this documentation. The degree to which the requirements are binding has been defined

by reference to DIN 820, Part 2, E, and has been taken into consideration when formulat-

ing the individual requirements.

The documentation comprises the MSB design principles listed in the table below.

Complete System

Doc.No.

Complete

System

50630

(GS)

67536

GS - Annex 1

Abbreviations and Definitions

67539

GS - Annex 2

Statutes, Regulations, Standards and Directives

67285

GS - Annex 3

Environmental Conditions

69061

GS - Annex 4

Rules for Operation (Train Operation and Maintenance)

72963

GS - Annex 5

Noise

Vehicle

Doc.No.

67698

Vehicle Part I

General Requirements

67694

Vehicle Part II

Design

67650

Vehicle Part III

Kinematic Gauge

73388

Vehicle Part IV

Levitation/Guidance System

73389

Vehicle Part V

Brake System

Drive and energy supply

Doc.No.

50998

Drive and energy supply

Operation Control System

Doc.No.

53328

Operation Control System

Guideway

Doc.No.

57284

Guideway Part I

Primary Requirements

57288

Guideway Part II

Design

41727

Guideway Part III

Geometry

60640

Guideway Part IV

Alignment

60641

Guideway Part V

Surveying

63842

Guideway Part VI

Maintenance

Table: MSB Design Principles

The copyright in the published documentation and all attachments remains with the re-

Status of the Procedure

The acceptance of the documentation by the various individual Technical Committees on

15.02.2007 completes the process of national agreement.

Procedure for the Provision of Information pursuant to Directive

98/34/EC

The requirements of Directive 98/34 are complied with on completion of the process of

national agreement.

Publication by the Federal Railway Authority

The Federal Railway Authority publishes the documentation in its capacity as manage-

ment of the high-speed maglev system technical committees. The technical committees

alone are responsible for the content of the documentation.

Equivalence Clause

Vehicles and operating plant from other Member States of the European Community or

Turkey or from an EFTA State that is a party to the EEA Agreement are also permitted

provided the same level of traffic safety as contained in the high-speed maglev system

design principles is guaranteed.

Note

The obligations laid down in Directive 98/34/EC of the European Parliament and of the

Council of 22 June 1998 laying down a procedure for the provision of information in the

field of technical standards and regulations and of rules on Information Society services

(OJ L 204 Page 37), as amended by Directive 98/48/EC of the European Parliament and

of the Council of 20 July 1998 (OJ L 217 Page 18), have been complied with.

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

List of contents

Distribution

Change history

List of contents

General

Purpose of the document, scope

High-speed Maglev System Design Principles

Abbreviations and definitions

Statutes, regulations, standards and directives

Identification and binding value of requirements

System Characteristics

Function

Transport

Speed

Acceleration

Track alignment

Alignment data

Dimensioning limiting accelerations

Clearance gauge and line cross-section

System structure

Availability

Reliability

Failure performance/failure frequency of active modules

Failure performance/failure frequency of structural and cladding components

Maintainability

Requirements for modules and cabling

Inspectability of modules

Maintenance

Basic approach

Repairs

Useful life

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 8

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Rating of parts and modules

Safety

Safety concept

Project-specific safety requirements

Project-neutral safety requirements

Protection of persons

Fire safety

Fire safety in the vehicle

Fire safety in installations

Collisions

Collision avoidance

Collision behaviour

Departure from the guideway

Unscheduled stop

Track sections adjacent to the platform area of stations

Service stopping places (BHPL)

Drive malfunctions

Rescue concept

Proof of safety

Environment

Effects from the environment

Wind

Winter

Electromagnetic interference

Effects on the environment

Noise

Magnetic, electric and electromagnetic interference

Travelling comfort

Comfort-relevant aspects of alignment

Comfort-relevant vibration (rms values)

Pressure fluctuations in tunnels

System concept/design

Subsystems

MSB Vehicle

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 9

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Structure

Vehicle boundary

Car body

Functions

Support and guide

Safe Brake

On-board energy supply

Configuration parameters

Vehicle configuration

Running resistance

Aerodynamics

Drive and energy supply

Structure

Functions

Configuration parameters

Operation Control System

Structure

Functions

Configuration parameters

Guideway

Structure

Functions

Configuration parameters

Guideway superstructures

Guideway substructures

Track-switching devices

Special structures

Route peripherals

Guideway equipment

Boundary lines and dimensions for fixed internals and vehicles

Tolerances, deviations of position

Other operating plant

Stations

Substations

Operations centre

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 10

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Stopping places

Maintenance installations

Special vehicle

Interfaces and cross-subsystem functions

Loads and effects

Positioning

Purpose and structure

Functional requirements

Constructional requirements

Verification

Operation

Difference between Operation and Modes

Definition of Operation

Definition of Modes

Principles for the application of the modes

Operational functions and procedures

Journey inputs and operations monitoring

Departure from a station in normal operation

Approach to a station in normal operation

Activating and deactivating of MSB vehicles

Processing automatic stops of MSB vehicles

Constraints for moving the special vehicles

Quality management

Figures

Document tree

System structure and system of coordinates

MSB vehicle sections for passenger transport

Levitation/guide system

Braking curve Safe Brake

Running resistance

Pressure effect (outside tunnels)

Structure of the energy supply

Structure and functions of the drive

Structure and functions of the operation control system

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 11

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Structure of the positioning

Elevated guideway

At-grade guideway

Beam dimension

Guideway equipment and functional planes

Stator pack arrangement

Long-stator winding

Track-switching devices

Protective structures

101

Route peripherals

103

Annex: High-speed Maglev System Data

105

List of illustrations

Figure 1: Document tree High-speed Maglev System Design Principles

Figure 2: System structure

Figure 3: System of coordinates

Figure 4: System of coordinates and direction of travel

Figure 5: Layout of winding legs, reference position, exciter poles

Figure 6: Vehicle sections for passenger transport long-haul (example)

Figure 7: Vehicle end sections for passenger transport airport link (example)

Figure 8: Vehicle centre sections for passenger transport airport link (example)

Figure 9: Levitation/guide system (example)

Figure 10: Braking characteristic of safe brake for an MSB vehicle section

Figure 11: Running resistance (airport link - planning status 2006)

Figure 12: Pressure effect from a passing MSB vehicle (outside tunnels) (airport link -

planning status 2006)

Figure 13: Structure of the energy supply (example)

Figure 14: Structure of the drive (example)

Figure 15: Functions of the drive

Figure 16: Placement and interfaces of the OCS

Figure 17: OCS functions and data flows

Figure 18: Structure of the positioning (example)

Figure 19: Elevated guideway (example)

Figure 20: At-grade guideway (example)

Figure 21: Beam dimension - Relationship between component length and system length ..91

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 12

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Figure 22: Functional elements, functional planes and installation spaces on the guideway,

dimensions (nominal)

Figure 23: Stator pack arrangement (example)

Figure 24: Long-stator winding (example)

Figure 25: Point (example)

Figure 26: Traverser (example)

Figure 27: Turntable (example)

100

Figure 28: Noise barrier and fence on at-grade guideway (example)

101

Figure 29: Noise barrier on elevated guideway (example)

102

Figure 30: Route peripherals with at-grade guideway (example)

103

Figure 31: Route peripherals with elevated guideway (example)

104

List of tables

Table 1: Alignment data for maglev stops

Table 2: General alignment data

Table 3: Dependence R_{xz min} on warping α'

Table 4: Overview of minimum vertical radii R_Vmin and horizontal radii R_H

Table 5: Speed-dependent track centres

Table 6: Definition of effect conditions A / B

Table 7: Effects at the vehicle/guideway interfaces

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 13

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

General

Purpose of the document, scope

This documents lays down the technical and operational minimum requirements for a high-

speed maglev rail system (MSB system) that are project-neutral. These requirements consti-

tute the basis for the design, planning, realisation and operation of high-speed maglev pro-

jects. Reference is also made to existing standards and directives that apply to high-speed

maglev systems.

These design principles apply to a high-speed maglev system according to the General

Maglev System Act /AMbG/.

High-speed Maglev System Design Princi-

ples

This document forms part of a documentation for high-speed maglev systems consisting of

multiple design principles. The document tree is shown in Figure 1. These high-level "com-

plete system" design principles and their annexes apply uniformly for the whole documenta-

tion.

The documentation consists of the existing

•

High-speed Maglev System Design Principles Complete System, Doc. No.: 50630,

/MSB AG-GESAMTSYS/, with annexes:

•

Annex 1: Abbreviations and Definitions, Doc. No.: 67536, /MSB AG-ABK&DEF/

•

Annex 2: Statutes, Regulations, Standards and Directives, Doc. No.: 67539, /MSB

AG-NORM&RILI/

•

Annex 3: Environmental Conditions, Doc. No.: 67285, /MSB AG-UMWELT/

•

Annex 4: Rules for Operation (Train Operation and Maintenance), Doc. No.:

69061, /MSB AG-BTR/

•

Annex 5: Noise, Doc. No.: 72963, /MSB AG-SCHALL/

as well as the jointly applicable low-level documents:

•

High-speed Maglev System Design Principles Vehicle, Part I: General Requirements,

Doc. No.: 67698, /MSB AG-FZ GEN/

•

High-speed Maglev System Design Principles Vehicle, Part II: Dimensioning, Doc.

No.: 67694, /MSB AG-FZ BEM/

•

High-speed Maglev System Design Principles Vehicle, Part III: Kinematic Gauge,

Doc. No.: 67650, /MSB AG-FZ KIN/

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 14

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

High-speed Maglev System Design Principles Vehicle, Part IV: Support/Guidance

System, Doc. No.: 73388, /MSB AG-FZ TRAFÜ/

•

High-speed Maglev System Design Principles Vehicle, Part V: Brake System, Doc.

No.: 73389, /MSB AG-FZ BREMS/

•

High-speed Maglev System Design Principles Drive and Power Supply, Doc. No.:

50998, /MSB AG-ANT/

•

High-speed Maglev System Design Principles Operation Control System, Doc. No.:

53328, /MSB AG-BLT/

•

High-speed Maglev System Design Principles Guideway, Part I: High-level Require-

ments, Doc No.: 57284, /MSB AG-FW ÜBG/

•

High-speed Maglev System Design Principles Guideway, Part II: Dimensioning, Doc.

No.: 57288, /MSB AG-FW BEM/

•

High-speed Maglev System Design Principles Guideway, Part III: Geometry, Doc.

No.: 41727, /MSB AG-FW GEO/

•

High-speed Maglev System Design Principles Guideway, Part IV: Track Alignment,

Doc. No.: 60640, /MSB AG-FW TRAS/

•

High-speed Maglev System Design Principles Guideway, Part V: Surveying, Doc.

No.: 60641, /MSB AG-FW VERM/

•

High-speed Maglev System Design Principles Guideway, Part VI: Maintenance, Doc.

No.: 63842, /MSB AG-FW IH/

Abbreviations and definitions

The abbreviations and definitions given in /MSB AG-ABK&DEF/ apply.

Statutes, regulations, standards and direc-

tives

The normative documents listed in /MSB AG-NORM&RILI/ contain requirements that form

part of the High-speed Maglev System Design Principles by cross reference in the High-speed

Maglev System Design Principles. Where normative documents in /MSB AG-NORM&RILI/

are dated, subsequent changes or revisions of these publications do not apply. With undated

references, the latest version of the normative document that is referred to applies.

The version of the standards and directives to be observed in an MSB project must be decided

bindingly on a project-specific basis.

Identification and binding value of require-

ments

The requirements of /DIN 820/ were essentially applied in the preparation of this document.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 15

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

System Characteristics

The coordinate system, direction of travel and assignment between reference points, phase

windings and exciter poles are shown in Figure 3, Figure 4 and Figure 5.

Function

The high-speed maglev system must be constructed as a track-guided transport system for

passenger and/or goods traffic, and must have the following characteristics:

•

Noncontact support/guidance function by controlled electromagnets (electromag-

netic levitation technology, EMS), Chapter 0,

•

Noncontact drive and brake function by synchronous long-stator linear drive,

transformation of the controlled traction power at stationary plants, Chapter 0,

•

Noncontact on-board energy supply of the MSB vehicles above a project-

specifically defined speed at which the on-board power demand is fully covered,

Chapter 0,

•

Fully technically and automatically controlled train operation, Chapter 0,

•

Guideway elevated or at grade, Chapter 0.

The geometry of the guideway and the geometry of the devices that support and guide the

vehicles must be harmonised with one another such that track guidance is guaranteed at the

respective permitted speeds and with the alignment parameters, even when utilising the per-

missible tolerances of the components.

The forces that occur at the interface between the guideway and the devices for supporting,

guiding, driving and braking in the vehicles, must be safely absorbed and transmitted, includ-

ing in case of failure.

Transport

Speed

The vehicle maximum speed, guideway maximum speed and tunnel maximum speed must be

defined project-specifically. (see Chapter 0).

Typical values for vehicle and guideway maximum speeds:

•

long-haul traffic 400-500 km/h

•

airport link 300-400 km/h.

The journey maximum speed must be derived from the vehicle maximum speed, the guide-

way maximum speed and the tunnel maximum speed.

The design of the MSB vehicle must be based on the vehicle maximum speed.

The design of the guideway must be based on the guideway maximum speed.

The technical maximum speed can be defined project-specifically.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 17

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Journeys in the speed range above the journey maximum speed and up to the technical maxi-

mum speed may be carried out using reserves in dimensioning only after testing and approval

in each separate case.

During the design stage, the site-dependent nominal speed that is required for train opera-

tions shall be calculated having regard to operational and economic aspects, and realised by

the system configuration.

For the definitions and relationships of the speed relative to each other, see also /MSB AG-

ABK&DEF/, Chapter 5.

Acceleration

Section 13, (5) /MbBO/ must be taken into consideration.

This requirement is met as follows:

The start-up and brake-related acceleration of a vehicle must not exceed 1.5 m/s².

Exceptional influences shall be allowed for according to the requirements of Chapter 0.

The mean and maximum drive acceleration should be defined project-specifically and accord-

ing to site, and having regard to operational and economic aspects.

The operationally usable brake retardation is limited by the braking capacity of the Safe

Brake, by the train resistance and by the maximum running profile monitored by the OCS.

For requirements relating to acceleration in the y and z direction, see Chapter 0.

Track alignment

Section 13, (1) and Section 13, (7) /MbBO/ must be taken into consideration.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 18

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Alignment data

Section 13, (2); Section 13, (3); Section 13, (4) und Section 13, (6) /MbBO/ must be taken

into consideration.

The following values should also be adhered to:

Values

Criterion

Platform area

Scheduled stop

Transverse inclination *

≤ 3.0 °

Wheelchair users, risk of

falling when boarding and

alighting

Linear inclination

≤ 5 ‰

Service stopping place for

Unscheduled stop, e.g. in

operational stopping

case of operational or techni-

cal faults

Transverse inclination

≤ 6 °

Wheelchair users, risk of

falling

Linear inclination

≤ 100 ‰

Holding function

according to proof of the

holding function

Other service stops

Unscheduled infrequent

stop, essentially for technical

faults

Transverse inclination

≤ 12°

Linear inclination

≤ 100 ‰

Holding function

according to proof of the

holding function

Evacuation stops

Unscheduled infrequent

stop, in emergencies

Transverse inclination **)

≤ 6 °

Possibility of evacuation

Linear inclination **)

≤ 5 ‰

Open stretch,

Unscheduled stop in excep-

outside stops

tional and very rare failure

situations

Transverse inclination

≤ 12 °

Usability for alignment

up to 16 ° in special cases

Linear inclination

≤ 100 ‰

Usability for alignment

*) /MbBO/ Section 13 (3) limits the permissible transverse inclination in the stationary train

in the platform area to 3.4 °. The max. permitted transverse inclination of 3.0 ° for the align-

ment is derived from this.

**) Figures apply to the platform or walkway area within evacuation stops; the figures for

other service stop apply outside these areas

Table 1: Alignment data for maglev stops

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 19

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Characteristic

Area

Criterion for

maximum value

Warping

≤ 0.10°/m, in special cases up

Kinematics of the MSB vehi-

to 0.15°/m *)

cle

Lateral and vertical jerk

≤ 0.5 m/s³

Comfort

•

basically

≤ 1 m/s³

Comfort

•

as an exception

e.g. in station proximity

≤ 2 m/s³

Comfort

•

on points at junction

Omnidirectional jerk (not

≤ 1 m/s³

Comfort

at points)

*) Transverse inclination > 12 ° and warping > 0.10 °/m only at constraints of the alignment

after testing and approval in each case.

Table 2: General alignment data

The following values must also be adhered to as minimum radius in cases where horizontal

radii and vertical radii are superimposed:

cosα

sinα∗

cos

Linear inclination, positive on an incline, negative on a decline

Transverse inclination, positive on a right-hand bend, negative on a left-hand bend

(in the direction of ascending kilometre markers)

R_H

Horizontal radius

R_V

Vertical radius, positive on a crown, negative in a trough

α' [°/m]

0,01

0,02

0,03

0,04

0,05

0,06

0,07

0,08

0,09

0,10

0,11

0,12

0,13

0,14

0,15

Rx,z min

530

550

590

630

670

710

770

830

900

990

1.100

1.230

1.410

1.640

1.950

2.430

[m]

Table 3: Dependence R_{xz min} on warping α'

Allowing for the R_x,z criterion there is a minimum vertical radius R_Vmin with transverse incli-

nation α of the guideway and horizontal radius R_H according to the following table:

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 20

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

R_Vmin

R_H=350

R_H=500

R_H=600

R_H=700

R_H=800

R_H=1.000

R_H=2.000

R_H=400

[m]

when

α = 0°

±1300

±1020

±780

±670

±620

±580

±530

α = 4°

-1760/

-1230/

-870/

-730/

-650/

-610/

-550/

-540/

1040

860

700

620

580

550

530

α = 8°

-2590/

-1530/

-970/

-780/

-690/

-630/

-570/

-550/

840

740

630

580

530

α =

-4710/

-1980/

-1090/

-840/

-720/

-660/

-580/

-550/

12°

700

640

570

530

α =

-21900/

-2740/

-1230/

-900/

-760/

-680/

-590/

-550/

16°(*)

600

560

530

(*) Approval by the responsible supervisory authority is required in individual cases

Table 4: Overview of minimum vertical radii R_Vmin and horizontal radii R_H

Transitional bends must be constructed as follows in sectors for passenger traffic:

•

horizontal:

sinusoids

•

points in junction position:

clothoids (approximately)

In sectors with no passenger traffic, other transitional bends can be defined, e.g. for points in

maintenance plants.

•

vertical:

clothoids

Requirements for low-frequency acceleration changes through a succession of alignment ele-

ments are contained in /MSB AG-FW TRAS/.

The requirements of the long stator linear drive in regard to the length in the three-

dimensional curve must be taken into consideration when aligning the route and defining the

support intervals.

Requirements of the synchronous long stator linear drive are determined, for example, by the

pole centres.

The coordinate system and sub-sectors of the alignment, as well as the spatial layout of the

long stator winding, are shown schematically in Fig. 4 and Fig. 5.

The alignment requirements are detailed further in /MSB AG-FW TRAS/. The sequence of

alignment elements (curves, crowns, troughs) is described.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 21

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Dimensioning limiting accelerations

The free lateral acceleration (lateral to the guideway table) must not exceed the following

values:

•

Standard guideway

1.5 m/s²

•

Points

2.0 m/s².

The free dynamic normal acceleration (normal to the guideway table)

must not exceed the following values:

•

Crown

0.6 m/s²

•

Trough

1.2 m/s².

The lateral and vertical accelerations to be achieved in normal operation from aspects of com-

fort should be defined project-specifically.

Clearance gauge and line cross-section

The typical cross section must be defined project-specifically. Aspects of maintenance and

safety must be taken into consideration as well as the clearance gauge according to /MbBO/.

Clearance, track centres

For the clearance gauges of the single and double track guideway, refer to /MSB AG-FW

TRAS/.

The values according to Table 5 must be achieved.

Unit

Design speed v_e

Abb. [km/h]

≤ 300

≤ 300*⁾

300 < v_e ≤ 400

400 < v_e ≤ 500

Track centres

[m]

4.40

4.50

4.80

5.10

Width of the line cross-section**⁾

[m]

10.10

10.20

10.50

11.40

*) for special conditions:

10° < α or

5° < α ≤ 10° and RH ≤ 3,500 m

**) Figures for α = 0°. The values given allow for the clearance conditions for curve radii and

guideway transverse inclination with the above limits, i.e. no increase in track centres on

curves.

Table 5: Speed-dependent track centres

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 22

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

System structure

Section 2, (2) and Section 2, (3) /MbBO/ must be taken into consideration.

Within the scope of these design principles, the MSB system is divided into the following sub-

systems contrary to the designation in the /MbBO/ (see Figure 2):

•

MSB vehicle

•

Drive and energy supply

•

Operation Control System

•

Guideway

•

Other operating plant

•

Special vehicle.

Availability

The complete system must have the following characteristics in order to achieve a high degree

of availability:

•

a guideway dimensioned to be operationally stable, no permanent geometry or sur-

face alterations of the guideway beams as a result of defined operational and envi-

ronmental impacts, adjustable guideway beam position to offset plastic soil defor-

mations,

•

realisation of the operationally necessary active functions to be extensively modu-

lar, with autonomous, redundant modules,

•

continuation of schedule operation following isolated faults in any desired mobile

or static module,

•

extensively status-oriented maintenance based on automatic failure disclosure with

electrical/electronic modules,

•

automated detection of significant changes in position of the guideway functional

surface and largely automated initiation of maintenance actions,

•

maintenance work carried out with the least possible impact on train operations.

The quantitative requirements for the system availability should be defined project-

specifically.

The system availability should be measured in every project.

A fault tree analysis can be used for this purpose, for example.

The system must be designed so that:

•

train operations according to Chapter 0 are assured,

•

the required availability is achieved by high module reliability or by redundancy or

both,

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 23

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

MSB vehicles do not have to stop between two stations because of individual

technical faults,

•

in case of an availability-relevant fault the train can still be moved to the mainte-

nance facility.

It must be remembered that MSB vehicles cannot be towed away.

Reliability

Failure performance/failure frequency of active modules

In case of failure of an operationally relevant active module

•

a redundant module must assume the function,

•

there must be automatic failure disclosure,

•

an automatic test and reactivation while maintaining the safe condition during and

after reactivation must take place as soon as the cause of the failure is no longer

present.

The MTBF times must be determined for operationally relevant active modules.

Failure performance/failure frequency of structural and cladding components

Structural parts of vehicle and guideway as well as vehicle cover panels must be sustainable,

stable and fit for purpose.

The resulting requirements for construction/choice of materials and proofs are contained in

the "Design Principles Vehicle/Guideway".

The influences to be allowed for in the design are given in /MSB AG-FZ BEM/ and /MSB AG-

FW BEM/.

Maintainability

Requirements for maintainability are contained in the Design Principles for the various indi-

vidual subsystems. Basic requirements are listed below.

Requirements for modules and cabling

So far as is economically meaningful, the service life of electrical and mechanical modules

should be designed for the expected useful life of the respective subsystem.

Modules whose service life is less than the expected useful life of the subsystems should be

easy to access and replace.

Modifications or rework should not be necessary when replacing modules.

Testing and adjustment after module replacement should be avoided so far as possible by the

appropriate design of the modules (e.g. self-calibration, self-test etc.).

Opportunities for assembly and installation errors should be eliminated so far as possible by

design. For plug-and-socket connections that carry safety-relevant signals, appropriate techni-

cal measures (e.g. slot coding) should be taken to ensure that they can only be connected to

their assigned location / device / module.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 24

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Modules, cables and lines must be identified clearly, uniquely and systematically. A module's

designation must clearly identify its version and, if applicable, the software release.

A systematic identification must be used for the installation position of modules.

It must be possible for failures to be disclosed by automatic diagnostic devices and / or by

scheduled planned inspections.

Inspectability of modules

Modules that must be inspected according to a maintenance schedule must be accessible for

inspection.

Maintenance

Section 8(1) Section 8(2) and Section 8(3) of the /MbBO/ must be observed.

Requirements for operating rules (train operations and maintenance) are defined in /MSB

AG-BTR/.

Maintenance must conform to /DIN 31051/.

The integration of maintenance into operations, and the dovetailing of maintenance with train

operations must be defined project-specifically.

A project-specific maintenance concept must be created.

Basic approach

The specified maintenance actions must have an instruction manual for their execution which

includes test reports /checklists for documenting the results.

The maintenance of the subsystems must be integrated in the maintenance of the complete

system, and a Maintenance Manual (MM) must be created for this purpose.

The MSB subsystems may be divided up into suitable subject or topic units in which stan-

dardised maintenance procedures can then be carried out.

The effectiveness and appropriateness of the measures must be regularly reviewed on the ba-

sis of the documented results.

Suitable information systems must be put in place for this purpose, and for the purpose of

supporting the maintenance management.

The maintenance must be subject to quality management comparable with /DIN EN ISO

9000/.

Repairs

A repair should be performed by the replacement of modules or on the basis of the smallest

replaceable units that must be defined project-specifically.

Each module or smallest replaceable unit must be replaceable and testable in itself.

The lifecycle of replaced / repaired modules / smallest replaceable units must be clearly and

traceably documented together with a description of the fault, particulars of the cause of the

fault and the repair (or replacement by a new part as applicable).

Useful life

The useful lives of subsystems and components must be defined project-specifically.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 25

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

The complete system must fulfil the specified requirements during the useful life when used

according to specification (train operations and maintenance).

Rating of parts and modules

Mechanical/structural parts/modules must be rated and proven

•

according to the criteria of stability / load withstand capability and

•

fitness for purpose

on the basis of

•

the maximum influences arising out of operation and environment according to

/MSB AG-UMWELT/ and

•

the parameter range and failure behaviour specified in this document.

The dimensioning action combinations and loads are defined in /MSB AG-FZ BEM/ und

/MSB AG-FW BEM/.

The influences from operation and the environment on the basis of which the service strength

and predicted service life of parts and modules is determined are defined in /MSB AG-FZ

BEM/ and /MSB AG-FW BEM/.

The limiting values that apply to all subsystems and on which the design must be based should

be taken from Chapter 0.

Safety

Safety concept

Project-specific safety requirements

Section 23, (1) and Section 23, (2) /MbBO/ must be observed.

Guidance for design is given in the official justification for Section 23 /MbBO/.

A project-specific safety concept must be created based on /EN 50126/.

The safety concept must analyse and assess the project-specific risks on the basis of the

safety-relevant requirements and characteristics of the MSB system specified in the Design

Principles (see Figure 1), and must define risk-reducing measures (technical, structural, opera-

tional and organisational).

The safety concept must define project-specific safety objectives and a risk acceptance crite-

rion.

The project-specific risk analysis and assessment can be carried out as part of a risk analysis

according to /EN 50126/.

Information on methods will be found in /prEN 50126-2/ and /prR009-004/.

The risk-reducing measures can be described in an action catalogue or action list.

The requirements for the rescue concept, in particular procedures, decision criteria and re-

sponsibilities, must be defined in the safety concept project-specifically.

The risk analysis, risk list, action catalogue and rescue concept can form part of the project-

specific safety concept.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 26

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

The risk analysis, risk list, action catalogue and rescue concept must be harmonised with each

other project-specifically.

Compliance with the maximum permissible number of persons in the MSB vehicle must be

described in the safety concept.

The residual risk should not exceed the defined risk acceptance criterion.

Project-neutral safety requirements

The requirements listed in the following sections represent separate requirements for individ-

ual risk aspects that are not the preserve of project-specific safety requirements.

They shall not be a substitute for the systematic and project-specific analysis and assessment

of all risks.

The safety requirements for the functions must be derived from the risk analysis.

Safety-relevant functions must be demonstrated according to the CENELEC standards (/ DIN

EN 50126/, / DIN EN 50128/ and /DIN EN 50129/).

The components and modules which are used to perform these functions must be demon-

strated according to the product-specific standards (e.g. parent standard /DIN EN 61508-1/).

Other requirements for safety-relevant functions are described in

•

Chapter 0 and in the Design Principles for the subsystems, see Figure 1 and

•

Chapter 0 for the protection of train operations.

Protection of persons

Construction characteristics

•

for fire safety are described in Chapter 0,

•

for the protection of persons in the MSB vehicle are described in /MSB AG-FZ

GEN/,

•

for the protection of persons on the platform are described in Chapter 0 .

The protective effect against a risk to persons from electrostatic discharge from the outer skin

of the MSB vehicle according to /MbBO/ Section 17, (4) must be demonstrated.

Specific measures for the occupational safety of the maintenance personnel must be defined

project-specifically.

For operations carried out within the danger area of the guideway (from the special vehicle or

independently of it), e.g. maintenance or vegetation control, protection for the persons con-

cerned must be defined project-specifically. The danger area must be defined project-

specifically.

Work carried out within the danger area of the guideway must be signalled in such a way that

train movements that may put the persons affected at risk are made impossible. The route sec-

tion that is affected must be closed before work commences and may not be signalled clear

until work is complete. This line clear detection is a precondition for the issue of a clearance

for the corresponding route section.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 27

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

If train operations with MSB vehicles are to take place while the work is in progress, it must

be possible for the person responsible for the work to close route sections by means of techni-

cal devices and signal them clear again.

A collective fall protection must be provided for work on the guideway.

Further safety measures for the protection of persons can be defined project-specifically.

Fire safety

Project-specific fire safety concepts must be defined.

Fire alarms must be signalled at the operation centre.

Requirements for the transmission of fire alarms must be derived from the project-specific

safety concept.

The fire safety concept may infer restrictions on the carriage of baggage and goods.

Fire safety in the vehicle

The technical fire safety requirements for MSB vehicles are described in /MSB AG-FZ GEN/.

The technical fire safety requirements for the devices of the OCS in the MSB vehicle must be

defined project-specifically having regard to the fire safety concept of the vehicle.

Fire safety requirements for special vehicles must be defined project-specifically.

Fire safety in installations

The design of tunnels must taken into account the fire safety requirements according to /EBA-

RL MSB Tunnel/.

The design of stations must taken into account the fire safety requirements according to

/EBA-Lf MSB Station/.

The need for and design of fire safety concepts for other installations must be decided project-

specifically.

Collisions

Collision avoidance

A collision between vehicles must be reliably prevented (guide value for probability of occur-

rence as per SIL 4 according to /DIN EN 61508-1/).

Passing a danger point must be reliably prevented (guide value for probability of occurrence

as per SIL 4 according to /DIN EN 61508-1/).

Clearance violations due to the failure of a guideway module must be prevented in order to

avoid collisions.

Failures in magnetic control loops that can lead to contact between magnets and stator or lat-

eral guide rail with excessive force transference into the structure of the MSB vehicle and

guideway must be prevented.

The guideway must be dimensioned having regard to the effects of local probable earthquake

intensity according to /MSB AG-UMWELT/.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 28

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Protective structures and devices must be provided according to the safety concept having

regard to /EN 1317/ and the /RPS/.

The following principles must be applied:

• for traffic routes under the MSB guideway:

Supports, guideway beam bearers etc. must be dimensioned to allow for impact by

road vehicles (see /MSB AG-FW BEM/).

The guideway must be provided with a collision barrier on the basis of a risk analysis,

• for traffic routes above the MSB guideway:

Protection must be provided against the falling of vehicles and objects onto the

guideway on the basis of a risk analysis.

• for traffic routes parallel to the guideway:

A collision barrier for the supports of the elevated guideway and at-grade guideway

must be provided on the basis of a risk analysis.

The following organisation and operational measures must be provided:

• special forest maintenance along the route of the high-speed maglev system so that the

MSB clearance gauge according to /MbBO/ remains free, even from falling trees etc.,

• measures for winter operations according to Chapter 0,

• other project-specific measures to be define in the safety concept (see Chapter 0).

Collision behaviour

The following representative collision cases must be considered:

•

15 kg stone on slide rail,

•

50 kg round stone in centre of guideway table or beside the guideway beam level

with the levitation magnets of the MSB vehicle,

•

Tree (length 18 m, trunk diameter at point of impact 20 cm), lying at 45° on the

elevated guideway or horizontally across the at-grade guideway table,

•

75 kg hydrobody on the guideway table.

The maximum speed to be defined project-specifically must be taken into consideration.

For these representative collisions, accelerations in the passenger compartment must be lim-

ited to the extent that the risk remains at least tolerable (assessment criterion: Head Injury

Criterion (HIC)).

For these representative collisions, accelerations must not result in a danger to the track guid-

ance or the stability of the guideway.

For these representative collisions, deformations of the passenger cell must be limited to the

extent that persons are not trapped in the passenger compartment.

The penetration strength of the car body cell in a head-on collision with an obstacle must be

designed according to the penetration strength for windows (against a standard projectile,

mass 1kg, impact velocity 600 km/h) according to /UIC 651/.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 29

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

The way in which the above collision cases are diagnosed and the follow-up measures that

must be taken must be decided on a project-specific basis.

Departure from the guideway

Unintended vehicle departure from the guideway must be prevented.

Departure from the guideway is conceivable at guideway ends or at open ends of track-

switching devices.

For this purpose, the following must be defined project-specifically:

•

Danger points before guideway ends and

•

Danger points before the open ends of track-switching devices.

Unscheduled stop

The unscheduled stop of a train outside the platform area of stations must occur either within

a defined section of track adjacent to the platform area or at a service stopping place.

The unscheduled stop of an MSB vehicle outside a stopping place may therefore only occur

when there is a simultaneous coincidence of certain fault conditions and other failures. Situa-

tions arising from this must be allowed for in the safety concept.

Example: If while accelerating immediately after an unscheduled stop at a service stopping

place the energy supply to the drive fails before the speed needed to reach the next stopping

place is attained.

Track sections adjacent to the platform area of stations

Track sections adjacent to the platform area of stations must have the characteristics of a ser-

vice stopping place (see Chapter 0) and should be equipped throughout with external on-

board energy supply. These areas may be interrupted by individual short sections in which

•

the permitted linear or transverse inclination for service stopping places according

to Chapter 0 is exceeded, or

•

the evacuation of an MSB vehicle is possible with difficulty only, e.g. where the

train crosses traffic routes.

An unscheduled stop should be made outside such sections.

Guide value for the length of line sections adjacent to the platform: 1 to 2 km.

Service stopping places (BHPL)

Service stopping places must be designed project-specifically.

The project-specific design must observe the following principles:

• There must always be one service stopping place that can be reached under the con-

trolled use of the kinetic energy of the MSB vehicle.

• To reach a service stopping place, driving, braking and levitation profiles must be de-

fined which allow for locally specified conditions.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 30

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

• The braking profiles must be achievable by both the long stator drive and the Safe

Brake at least for all of the service stopping places where a stop for operational rea-

sons is to be expected.

Braking profiles to other service stopping places may be designed so that they are

achieved with the Safe Brake but not by the long stator drive.

• Monitoring by the OCS against passing a danger point must be realised with a failure

probability that must be derived project-specifically.

The probability of failure as per SIL 4 according to /DIN EN 61508-1/ is a guide

value.

• Monitoring by the OCS for reaching a reachability point must be realised with a fail-

ure probability that must be derived project-specifically.

The probability of failure as per SIL 3 according to /DIN EN 61508-1/ is a guide

value.

The permitted probabilities of occurrence for passing a danger point and for not reaching a

reachability point must be defined on the basis of the project-specific risk analysis (Chapter

0).

A service stopping place is determined by a reachability and a danger point.

In case of an impending violation of the braking and levitation profiles there is a safe drive

shutdown. The MSB vehicle slows under controlled conditions with the Safe Brake to the cur-

rent BHPL.

Service stopping places at which a stop for operational reasons is expected should be

equipped with al external on-board energy supply.

On line sections with an exceptionally long and steep gradient, a service stopping place must

be provided at the start of the gradient section.

Provision must be made to ensure that in the event of reverse hover to the service stopping

place at the start of the gradient section, this line section is protected by the OCS.

Guide value for the probability of failure as per SIL 4 according to /DIN EN 61508-1/.

According to /MSB AG-BLT/, in the event of an automatic train stop in such a gradient sec-

tion (e.g. 5 % over 10 km), the passed service stopping place at the start of the gradient sec-

tion can be approached.

Guide value for the minimum length of service stopping places: train length + 350 m.

Requirements for alignment at service stopping places according to Chapter 0.

Construction and equipment according to Chapter 0.

Drive malfunctions

Consideration must be given to the following in conjunction with drive malfunctions:

•

synchronous fault currents with significant residence times and an effect that gen-

erates shearing force, in regard to forces and accelerations in the x-direction, and

•

synchronous fault currents with significant residence times and an effect that

weakens or strengthens the field of the levitation magnet.

The fault current strength must not result in

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 31

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

a force that is unacceptable for the design of the MSB vehicle and guideway, or

•

an unacceptable acceleration (with a violation of limiting running profiles or a risk

to persons in the vehicle).

The fault current strength must be monitored and limited for this purpose.

Effect that generates shearing force:

•

Faulty drive force

The faulty drive force must be limited so that the force in the x-direction used as the basis

to design the MSB vehicle and guideway (as per the "Exceptional Effects", see Chapter 0,

No. 7. (2)) is exceeded by no more than a probability of occurrence according to SIL 4

(guideline).

Stability of the guideway and design of the MSB vehicle, classification according to /DIN

EN 61508-1/.

•

Faulty drive acceleration

The faulty positive drive acceleration in the direction of travel must be limited so that the

maximum acceleration on which the maximum running profile is based is exceeded by no

more than the probability of occurrence specified for it by the OCS.

The limitation of the probability of occurrence for the event "passing the danger point"

(see Chapter 0) applies. The faulty drive acceleration must be allowed for pro rata. Rat-

ing is according to /DIN EN 61508-1/.

The faulty negative drive acceleration (deceleration) in the direction of travel must be lim-

ited so that the maximum acceleration on which the minimum running profile is based is

exceeded by no more than a probability of occurrence specified for it by the OCS.

The limitation of the probability of occurrence for the event "not reaching the reachability

point" (see Chapter 0) applies. The faulty drive acceleration must be allowed for pro rata.

Effect that weakens or strengthens the field of the levitation magnet:

A faulty drive current with an effect that weakens the field of the levitation magnet on one

motor / guideway side may occur.

Stability of the guideway and design of the MSB vehicle, rating in regard to the probabil-

ity of failure according to /DIN EN 61508-1/, one-sided setting-down is considered as a

special load case.

A faulty drive current with an effect that weakens the field of the levitation magnet on

both motor / guideway sides may occur at most with a probability of occurrence according

to SIL 4 (guideline).

A faulty drive current with an effect that strengthens the field of the levitation magnet

must be limited so that the resulting force in the x-direction on which the design of MSB

vehicle and guideway is based (as per the "Exceptional Effects", see Chapter 0, No. 7) is

exceeded by no more than a probability of occurrence according to SIL 4 (guideline).

Stability of the guideway and design of the MSB vehicle, classification according to /DIN

EN 61508-1/.

Earth fault detection and shutdown:

The earth fault detection and shutdown must be implemented with a project-specifically

defined availability.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 32

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

No direct faulty force effect occurs in this case.

Rescue concept

The requirements for rescue must be defined in a project-specific rescue concept.

The rescue concept must be part of the project-specific safety concept.

The rescue concept gives particular consideration to the safety of persons in the event of a

fire in the MSB vehicle.

The rescue concept should be based on the self-rescue principle.

External rescue measures must be additionally included.

The rescue concept must describe the sequence of a time-critical evacuation under the project-

specific conditions and the interaction of all safety measures (technical, structural, operational

and organisational) for the case of evacuation.

Based on the requirements of the rescue concept, the risk analysis (see Chapter 0) assesses

whether the residual risk is acceptable for the case of evacuation.

Proof of safety

Proof of system safety according to Section 4 (2) /MbBO/ must be provided project-

specifically as proof of safety on the basis of /DIN EN 50129/.

Environment

Effects from the environment

The modules and subsystems of the MSB system must be rated and qualified on the basis of

the data of the primary environment /MSB AG-UMWELT/.

If environmental data beyond the primary environment data must be considered in a project

area, then these must be covered by a special design.

If the specified environmental data are likely to be exceeded, then operations must be re-

stricted or stopped by project-specific operating regulations.

Wind

The impact of side wind, including gusting (as per /MSB AG-UMWELT/) and traversing ar-

eas sheltered from the wind, must be offset by the electromagnetic guidance system.

Where exceptional side wind gusts are overlaid, the electromagnetic guidance system may be

temporarily assisted by the mechanical lateral guidance without this affecting the train opera-

tions.

Following winds and head winds must be allowed for when designing the stopping distances

and distances from stopping places.

Winter

Installations and vehicles must be designed so that danger to third parties from snow, water or

ice is avoided.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 33

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

When aligning the at-grade guideway, the gradient height must be defined project-specifically

taking account of the anticipated climatic effects (e.g. build-up of snow).

The guideway table must be constructed so that rain and melt water can run off unimpeded.

The magnetic support, guidance and drive function must not be affected by icing according to

/MSB AG-UMWELT/ of MSB vehicle and guideway.

The operation and stopping distance of the Safe Brake according to Chapter 0 must allow for

icing of the guideway unless this is prevented by, for example, design measures.

Winter service measures must be defined project-specifically.

Rescue equipment must be included in the winter service.

Electromagnetic interference

The immunity of the MSB system from electromagnetic interference from outside must con-

form to the requirements of /DIN EN 50121/.

Lightning protection must conform to /DIN V VDE V 0185-3/.

Effects on the environment

Noise

The /MSB-LSchV/ applies.

The method for determining the correction factors DFz and DFb is described in Annex 5 to

the Design Principles Complete System.

Magnetic, electric and electromagnetic interference

Standards /DIN EN 50121-2/, /DIN EN 50121-5/ and /26th BImSchV/ must be applied.

Travelling comfort

Comfort requirements should be defined project-specifically.

Comfort-relevant aspects of alignment

Requirements for acceleration and jolt are given in Chapter 0.

Requirements regarding low-frequency changes in acceleration and jolts from a succession of

alignment elements are given in /MSB AG-FW TRAS/, Chapter 6.2.

Comfort-relevant vibration (rms values)

Acceleration should achieve the following guide values for the rms values:

0.2 m/s² in x, y and z direction on 95 % of all evaluation sections

(with rating filter as per /ISO 2631, ORE B 153/, evaluation sections 5 s or 500 m each).

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 34

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Pressure fluctuations in tunnels

Based on the maximum pressure load in tunnels given in Chapter 6.1.1.3.3., the pressure seal-

tightness and compressive rigidity of the MSB vehicle should be designed so that the comfort

requirements are complied with.

The permitted pressure fluctuations acting on passengers in the MSB vehicle must be defined

project-specifically.

Guide value for the maximum change in pressure in the passenger compartment in tunnels

500 Pa in 1 s

800 Pa in 3 s

1000 Pa in 10 s.

For the aerodynamic requirements arising out of the design of the vehicle, refer to Chapter 0.

For the building requirements for tunnels, refer to Chapter 0.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 35

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

System concept/design

Subsystems

MSB Vehicle

Structure

The structure of the MSB vehicle is shown in Figure 9.

Vehicle boundary

Proof of kinematic boundary line according to /MSB AG-FZ KIN/.

Car body

Section 18(1) and Section 18(3) /MbBO/ must be taken into consideration.

For pressure stresses on the car body, refer to Chapter 0.

Functions

Support and guide

Section19 /MbBO/ must be taken into consideration. This requirement must be met as fol-

lows:

Structure/Function

The magnetic drivetrain must transmit the support/guidance/drive forces to the guideway as

area loads.

The MSB vehicles have a magnetic drivetrain which extends over the entire length of the ve-

hicle and consists of a series of levitation chassis and levitation/guide magnets.

Section 17(4) and Section 20(1) /MbBO/ must be taken into consideration. These require-

ments must be met as follows.

Requirements for the mechanical support function:

•

The support skid must realise the function of the mechanical support and of the

holding brake of the set-down, stationary MSB vehicle in areas where stationary

vehicles must be secured against inadvertent movement.

•

The support skids must be able to bring the MSB vehicle to a stop below the set-

down speed.

•

Upon the failure of the two support control circuits on a levitation frame, the sup-

port skids must assume the support function while travelling.

•

The sliding behaviour between the slide rail and the support skid must be matched

so that the static and dynamic loads on which the design of the guideway and the

MSB vehicle are based are complied with.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 36

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

The failure of the magnetic support function in one support control circuit must be

detected and must initiate an automatic system response with the aim of limiting

the sliding distance to a project-specifically defined dimension.

See Figure 10: Braking characteristic of safe brake for an MSB vehicle section.

Guide value for the sliding distance of a levitation frame set down on support skids:

100 to 200 km

Requirements for the mechanical guide function:

•

Upon the failure of both guide control circuits on a levitation frame, the mechani-

cal guide function must be provided by the sliding of mechanical guide elements

on lateral guide rails.

•

The sliding behaviour between the lateral guide rail and the mechanical guide ele-

ment must be matched so that the static and dynamic loads on which the design of

the guideway and the MSB vehicle are based are complied with.

Safe Brake

Functional characteristics

The braking capability of the MSB vehicle must be available to comply with the maximum

running profile monitored by the OCS.

If a Safe Brake is used with a different operating principle than the drive, then it must be en-

sured that the Safe Brake function is not unacceptably affected (e.g. by the drive).

A fault or a failure that occurs within the devices that trigger the brake system must generate

at least the same braking effect as an operational triggering.

The maximum value of the braking force must be compatible with the design loads for the

guideway and the MSB vehicle.

The safely attainable minimum value of the braking force must be matched to the running

profiles under unfavourable conditions (e.g. a strong following wind) that are monitored for

safety-technical purposes.

The vehicle's own Safe Brake must be designed so that the MSB vehicle is able to autono-

mously execute a braking manoeuvre to a stopping place with the OCS devices that are built

into it.

For specific projects, the Safe Brake can be supplemented by the braking effect of shading

coils when designing the Safe Brake profile, see also /MSB AG-ANT/, Chapter 5.3.

Exceeding the braking force assumed in the design loads must be prevented. If this cannot be

achieved by the design, then the prevention of a simultaneous action of the braking force of

the long stator drive and the vehicle's own Safe Brake by the operation control system with a

probability of occurrence of SIL 4 (guide value) must be proven (see Chapter 0).

A set-down MSB vehicle must not be influenced by the long-stator drive.

This is achieved by the excitation for the long-stator drive being absent in the set-down condi-

tion.

The function of the holding brake must be proven for line sections in which MSB vehicles

must be secured against inadvertent movement.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 37

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

MbBO Section 13(2) states that a linear inclination of 5 ‰ must not be exceeded in these sec-

tions. Exceptions from this requirement are permissible in individual cases on special

grounds provided safety is demonstrated in another way.

The holding brake function must be proven if, in special cases, stationary MSB vehicles in

sections with a linear inclination > 5 ‰ must be secured against inadvertent movement.

The Safe Brake function must be capable of executing an automatic stop according to /MSB

AG-BLT/.

On-board energy supply

The on-board energy supply function must be monitored (see Chapter 0).

It must be ensured that sufficient on-board power is available to carry out a journey including

a stop with the Safe Brake.

Configuration parameters

Section 3(3); Section 17(1); Section 17(6), Section 18(2) and Section 21(1) /MbBO/ must be

taken into consideration.

For requirements for fire safety in the MSB vehicle, see Chapter 0.

Vehicle configuration

Section 20, (2) /MbBO/ must be taken into consideration. This requirement must be met as

follows.

The MSB vehicles must be made up of vehicle sections that are self-contained in regard to the

support and guide function, brake device, on-board energy supply and car body.

The system size of vehicle sections of an MSB vehicle must be 24.768 m.

(levitation magnet occupancy length, see also Chapter 0, No. 6.1.1. (3)).

The length dimensions of MSB vehicle end sections may differ from this.

An MSB vehicle must have two end sections.

An MSB vehicle may also have up to 8 centre sections.

The number of sections is decided project-specifically based on the transport task (e.g. traffic

volume).

The individual sections must be freely configurable as part of the vehicle design for passenger

and goods transport.

Daily variations in traffic volume can be operationally addressed by using MSB vehicles with

more or fewer centre sections and/or by changing the schedule.

The capacity of the MSB vehicles can be increased by adding centre sections to meet the long-

term growth the demand for transport.

An MSB vehicle is referred to as a train when it is equipped with, and operationally con-

trolled and protected by, OCS devices (see /MSB AG-ABK&DEF/).

Dimensions of MSB vehicle sections are shown by way of example:

•

End/centre section for passenger transport long-haul: Figure 6

•

End/centre section for passenger transport airport link: Figure 7 and Figure 8

•

Car body and support/guide system: Figure 9

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 38

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Running resistance

For a definition of running resistance, see /MSB AG-NORM&RILI/.

The running resistance is made up of the following components:

•

Aerodynamics,

•

Magnetisation,

•

On-board power generation.

The local downslope force must be taken into consideration in addition to the running resis-

tance when defining running profiles and determining levitation and braking distances.

Guide values for the running resistance for MSB vehicles with 2 to 10 sections at 0 to 400

km/h and its components: Figure 11

The running resistance must be project-specifically defined and allowed for in the design (see

Figure 11):

Total running resistance:

F_W = F_A + F_M + F_B

Aerodynamics:

F_A = 2.8 kN * (v/[m/s])² * (0.53 * N/2 + 0.30) * 10^-3

Aerodynamic increases in running resistance through tunnels must be additionally allowed

for on a project-specific basis.

The aerodynamics component is largely proportional to v² but it also includes a small

component proportional to v to allow for the air removal for ventilation and air condition-

ing. This component proportional to v can be taken as contained in the component pro-

portional to v².

Magnetisation:

F_M = N * (0.1 kN * (v/[m/s])^0.5 + 0.02 kN * (v/[m/s])^0.7)

applies when using the recommended material for the lateral guide rails according to

Chapter 0.

On-board power generation:

F_B= 0

for 0 to 20 km/h

F_B= N * 7.3 kN

for 20 to 70 km/h

F_B = N * (146 kN / v/[m/s] - 0.2 kN)

for 70 to 500 km/h

where

v - velocity of MSB vehicle

N - number of vehicle sections

for steady-state operation

•

without a supply from an external on-board energy supply (when operating with ex-

ternal on-board energy supply up to 100 km/h, F_B = 0),

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 39

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

without recharging of the on-board batteries,

•

without wind influence, and

•

for mean ambient temperature in moderate climate (as per /MSB AG-UMWELT/)

with a corresponding air conditioning rating.

Aerodynamics

The aerodynamic loading resulting from oncoming traffic and in tunnels must be allowed for

as per /EN 14067-2/ and /EN 14067-3/.

The vehicle must be designed to allow for the maximum permissible pressure difference (in-

ternal/external) in tunnels and the pressure effect from oncoming traffic.

The pressure difference (internal/external) in tunnels is determined by the change in external

pressure that depends on the tunnel length and cross-section, and the delayed change in in-

ternal pressure. The change in internal pressure is determined by the pressure seal-tightness

and compressive rigidity of the car body. The tunnel cross-section, the comfort requirements

and the vehicle characteristics must therefore be coordinated. See also 0 and 0.

The maximum pressure difference (internal/external) may not exceed 5,500 Pa (limit).

The maximum value of the pressure difference (internal/external) that occurs in tunnels must

be determined project-specifically.

The pressure effect with an oncoming train on open track is shown in Figure 12.

The pressure effect on static equipment along the guideway on open track when a vehicle

passes by is also shown in Figure 12.

Drive and energy supply

The Drive and Energy Supply subsystem must supply other subsystems of the MSB system

with the necessary energy, and propel MSB vehicles according to the requirements of the op-

eration control system.

The Drive and Energy Supply subsystem must observe the following interfaces with other

subsystems:

•

Guideway (stator of the synchronous long-stator motor, track-switching devices,

reference locations),

•

MSB vehicles (levitation magnet as the exciter of the synchronous long-stator mo-

tor, absolute and relative position information, external on-board energy supply),

•

Operation control system (running requirements, safe drive shutdown),

•

Other MSB system components (auxiliary energy supply).

Structure

Depending on location, the Drive and Energy Supply subsystem must consist of the following

components:

•

Central devices for operating and observing and for diagnosis,

•

Energy supply (structure Figure 13) with

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 40

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

Devices in substations for auxiliary and traction energy supply, if neces-

sary also for the external on-board energy supply and

•

Trackside devices for the auxiliary energy supply of the trackside devices

of the MSB system and, if necessary, the external on-board energy supply,

•

Drive (Figure 14) with

•

Devices in substations for transforming the electrical energy and for regu-

lating/controlling, and

•

Drive circuit along the guideway to distribute the electrical energy along

the guideway and for control, comprising of circuit cables, switch points

and stator sections.

Functions

At central control stations it must be possible to observe the status of the complete subsys-

tem and operators must be able to carry out the necessary operating actions. Manual operating

actions must not be necessary during undisturbed scheduled operation.

The energy supply must include the subfunctions of energy matching and distribution, auxil-

iary energy supply, external on-board energy infeed, traction energy supply, power factor cor-

rection and control energy supply.

The energy matching and distribution must (where necessary) match the voltage level pro-

vided at the interface with the public mains to the mains design used in the drive, and distrib-

ute it to the functional units of the energy supply described below.

The auxiliary energy supply must supply the drive regulation/control system, the OCS, the

points and any other components of the MSB system with the energy required in each case.

The energy supply must be uninterruptible for selected components.

The external on-board energy infeed must provide energy according to the power demand

of the MSB vehicles at locations to be defined. It must transform the energy according to the

construction of the external on-board energy supply and feed it to the guideway-side compo-

nents.

The traction energy supply must supply the drive with the energy needed for traction.

If necessary, the power factor correction must ensure compliance with the required connec-

tion conditions at the interface with the public energy supply grid.

The control energy supply must monitor all energy supply devices and in case of a fault ini-

tiate protection responses and if necessary automatic redundancy changeovers. It must also

check switching actions entered at the operator terminal for plausibility with the existing in-

terlock conditions and initiate the necessary switching actions.

The drive must fulfil the following subfunctions according to Figure 15:

The converters must transform the provided energy according to the vehicle location, the ve-

hicle speed and the required acceleration.

The transformers must be constructed so that the brake energy can be fed back into the public

grid.

The line must be divided up into drive sectors in which an MSB vehicle can be driven ac-

cording to OCS requirements.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 41

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

The components of the drive circuit are assigned to a drive sector at any given point in time.

The drive sectors usually coincide with the safety areas of the operation control system.

Within the drive sectors, the electrical traction power must be converted to mechanical power

in synchronous long-stator motors.

The excitation is generated by the levitation magnets installed on the MSB vehicle.

The drive regulation/control system must coordinate all operations that are drive sector-

wide and overarching:

•

Creating and cancelling drive units and synchronising neighbouring drive units un-

til the vehicle guidance is passed from one drive unit to the next,

•

Coordinating the use of the converters, stator sections and redundancies,

•

Controlling the operating modes for all drive devices as a function of their status

and the current OCS input.

The vehicle guidance system must guide an MSB vehicle over a drive circuit according to

the running profile input by the OCS, allowing for the comfort conditions. The following

must be provided for this:

•

Communication with the operating control system to receive the inputs for destina-

tion, direction of travel and speed,

•

Communication with the MSB vehicle to receive the relative and absolute position

information,

•

Calculation of target braking speeds,

•

Distance and speed control,

•

Phase regulating (determining the vehicle position relative to the long stator).

The circuit controller must coordinate the control and monitoring of the various controlgear

of the drive circuit as a function of stator section change procedures, vehicle position and

speed, with the following functions:

•

Generating control signals for on/off switching of the stator section switches and

circuit switches,

•

Monitoring switch messages,

•

Circuit cable and long stator protection.

The current regulation system must regulate the stator current by frequency, amount and

phase angle, with:

•

Determining the rotor voltage induced by the MSB vehicle in the long stator,

•

Translating the inputs of vehicle guidance and drive control into manipulated

variables for the converter regulation/control system.

The converter regulation/control system must control and regulate all the components of a

converter according to the inputs of the current controller and drive controller, with:

•

Actual-value capture on the grid and motor side and in the converter power circuit,

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 42

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

Controlling and monitoring the converter power circuit,

•

Controlling and monitoring the assigned peripheral components such as control-

gear, transformers and cooling system.

Configuration parameters

The following boundary conditions / parameters for the drive configuration must be derived

from system-specific, project-specific or operational requirements:

General:

•

The complete line must be divided up into drive sectors in line with operational

requirements.

•

Junctions may be located inside or on the edge of a drive sector.

•

To meet the availability requirements, the stator sections on the two guideway

sides must be assigned to independent motor systems and should normally be spa-

tially offset.

Interface with the operation control system (drive shutdown):

•

The drive must provide shutdown devices for the safe drive shutdown.

The safe drive shutdown is triggered by the OCS.

•

The drive should ensure that in the event of a drive shutdown in a drive sector, the

effect on other drive sectors is confined to a loss of redundancy or to a power re-

duction.

Operations:

•

Project-specifically defined drive failure combinations must be taken into consid-

eration when designing the stopping places.

Motor parameters:

The following motor parameters must be defined project-specifically:

•

Ohmic resistance per unit length,

•

Inductance per unit length,

•

Capacitance per unit length,

•

Motor constant,

•

Magnetizing and leakage inductance,

•

Maximum permissible conductor temperature and temperature response,

•

Rotor voltage.

For motor characteristic data see Chapter 0, Annex: No. 8.

The characteristics of the safety devices and of the long-stator winding must be matched to

ensure a reliable safety function.

The following measures must be provided to reduce the connection guideway:

•

Partial winding of one or more stator sections with resulting change in motor data,

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 43

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

Temporary or permanent interconnection of one or more stator sections or parts of

stator sections on both sides at the neutral point (short-circuit).

Operation Control System

Section 15(3) and Section 15(4) /MbBO/ must be taken into consideration. These require-

ments must be executed according to /MSB AG-BLT/.

Structure

The operation control system must provide the components for securing, monitoring and con-

trolling the train operations.

The operation control system must connect the subsystems of the high-speed maglev system

functionally into a complete system that is ready for operation.

The neighbouring subsystems and operative levels of the OCS are (see Figure 16):

•

Station master,

•

Guideway and stations (incl. track-switching devices and reference points for po-

sitioning)

•

Vehicle (all MSB vehicles and project-dependently technically secured special ve-

hicles),

•

Drive and energy supply (substations with drive units),

•

Maintenance.

The components of the operation control system may be mobile (e.g. backup computer for a

vehicle) or fixed (e.g. backup computer for a guideway section).

The fixed components can be subdivided into central components and decentral components.

The configuration must be made as part of project planning according to the operator's re-

quirements.

Functions

The operation control system must provide the following functions:

•

Journey sequence control,

•

Guideway protection,

•

Running profile monitoring,

•

Vehicle protection,

•

Drive shutdown,

•

Secure positioning,

•

Data transmission.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 44

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

The journey sequence control function must provide the following subfunctions:

•

Operating and display function (displaying the current status of the guideway and

of all vehicles known to the OCS, processing operator inputs),

•

Generating journey requirements (from operator actions and automatically from

journey schedules),

•

Guideway setting (setting of moving guideway elements),

•

Generating and transmitting control data for vehicles.

The vehicle protection function must monitor and control the status of the vehicles. In the

MSB vehicle for example it must handle lifting, lowering, monitoring the on-board energy

supply function and triggering the Safe Brake via the vehicle controller.

The guideway protection function must implement the setting and monitoring of routes ac-

cording to the guideway parameters including the moving guideway elements. The occupancy

monitoring and route cancellation function must take into account information about the vehi-

cle movements.

The Safe Positioning function must determine the current position and the speed of the vehi-

cle on the basis of the defined reference points and the relative position referenced to it. This

information must provide the Safe Positioning of the running profile monitoring (see also

Chapter 0).

The running profile monitoring function must calculate the permitted running profile from

vehicle and guideway data. The running profile monitoring function must monitor this profile

by means of the vehicle's safe positioning information. The running profile monitoring func-

tion must report a violation of the profile to the drive shutdown and to the vehicle protection

system.

The drive shutdown must shut down the drive so that the action of the Safe Brake is not ex-

cessively affected by the drive.

If the maximum running profile is violated, the safe vehicle brake must also be applied.

If the minimum running profile is violated, driveless flattening out takes place after the drive

shutdown.

The data transmission function must ensure the interchange of the following

data/information between the subsystems of the high-speed maglev system and within the

operation control system:

•

Backup data,

•

Drive data,

•

Diagnostic data,

•

Passenger emergency call,

•

Fire alarm,

•

Operational voice transmission.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 45

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Configuration parameters

The following minimum boundary conditions and/or parameters for the configuration of the

operation control system must be derived from the system-specific, project-specific or opera-

tional requirements:

•

The whole route must be divided up into drive sectors based on operational require-

ments and the drive design.

•

Guideway parameters:

- Track plan (element chain),

- Danger points,

- Track-switching devices,

- Guideway linear inclination,

- Positioning accuracy, point-based if necessary (position of the reference points),

- Stopping places (location, length, target points, door release for MSB vehicles),

- Automatic stop to the stopping place or as an immediate stop,

- Point-based speeds,

- Point-based drive configuration,

- Point-based faulty drive acceleration,

- Point-based permitted overlay of drive and Safe Brake.

•

Vehicle parameters:

- Characteristic curves for Safe Brake and driveless levitation of MSB vehicles,

- Vehicle-based speed limits,

- Vehicle length,

- Setdown speed of MSB vehicles.

•

Other parameters so far as can be OCS-controlled:

- Sections with external on-board energy supply,

- Platform door release.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 46

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Guideway

Structure

Section 12, (1), Section 12, (2) and Section 12, (3) and Section 14 /MbBO/ must be taken into

consideration.

The guideway is part of the installations and is divided into:

•

Guideway superstructures,

•

Guideway substructures,

•

Track-switching devices,

•

Special structures,

•

Route peripherals,

•

Guideway equipment.

The boundary lines and clearances defined in Figure 22 should be adhered to, but they may be

adapted depending on design and subject to project-specific review.

The maintenance of the guideway should be carried out from the guideway beam. This rule

may be disregarded, especially for the repair of guideway substructures.

Guideway beams and items of equipment may only be operated in an application project after

qualification.

Before they are used as standard designs in an application project, guideway beams and items

of equipment must also be trialled under boundary conditions that are as near to the applica-

tion as possible.

The effects of individual modules of the guideway on each other, especially under the dy-

namic loading of vehicles and environmental impacts, must be allowed for depending on the

design.

The modules of the guideway must be clearly defined in a project-specific schedule of struc-

tures.

The schedule of structures must provide the following minimum information:

•

Alignment parameters (three-dimensional chainage, transverse tile, linear inclina-

tion, horizontal radius, vertical radius, guideway coordinates, guideway elevation,

ground level elevation),

•

Support number,

•

Beam number and length,

•

Special structures,

•

Longitudinal and crossing infrastructure (incl. headroom),

•

Stator pack layout (indicating the gap),

•

Location and coding of the position reference strips,

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 47

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

Sections with external on-board energy supply,

•

Stopping places,

•

Position and layout of the motor winding relative to the stator pack layout,

•

Cable routing on the substructures.

Other requirements for the guideway are defined in Design Principles Guideway Parts I to

VI.

The requirements described in it apply to all modules installed directly on the guideway or in

the immediate vicinity of the route.

Functions

The loads that result from operations and the environment and which act on the guideway

must be defined project-specifically.

The guideway must withstand these loads and transmit them into the subsoil.

The loads resulting from the drive and vehicle are transmitted to the guideway through the

functional planes of the guideway beam.

The structures of the guideway and of its mount-on parts should be designed to be fault-

tolerant, fault-disclosing and/or redundant.

The guideway beams must accept the guideway-side modules of the MSB-specific guideway

equipment.

The constructions must be designed such that, under the simultaneous influence of the guide-

way's dead weight and the loads from operations and the environment, the functional planes

display at most deviations from the requirements of the three-dimensional curve according to

/MSB-FW GEO/ and /MSB-FW BEM/.

Configuration parameters

Guideway superstructures

The guideway superstructures form the running tracks of the guideway.

The guideway superstructures must accept the guideway equipment (according to Chapter 0).

The guideway superstructures must take down the acting loads into the guideway substruc-

tures (through the bearers if necessary).

MSB routes should be planned with the following standard guideway types; other types may

be used for specific projects:

•

Guideway type I: Single/multiple bay beam with system lengths of > 16 m

(guide value: 24.768 m),

•

Guideway type II: Single/multiple bay beam with system lengths of ≤ 16 m

(guide value: 12.384 m),

•

Guideway type III: Multiple bay slabs with system lengths of 6 m, for example

(guide value: 6.192 m).

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 48

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Guideway types I and II are normally supported discretely on supports with individual foot-

ings. The bearing forces of guideway type III are normally transferred to the subsoil through

strip footings.

The definition of the respective guideway type and system lengths must be project-specific.

Contrary to the above guide values for system lengths, beams with a shorter system length

may be used:

To compensate for the radial displacement of the system axes with the dual-track guide-

way or at alignment constraints, guideway superstructures can be used on the track on the

inside of the bend whose system length in a grid of 86 mm can be shortened by up to 4*86

mm.

With longer system lengths (approx. > 31 m) either special beams or primary support

structures with a standard guideway mounted on top will have to be used.

The following "construction methods" must be used for the guideway superstructures:

•

Concrete beam/slab with integrated (concrete) cantilever arms,

•

Steel beam/slab with integrated (steel) cantilever arms,

•

Hybrid beam/slab as concrete beam/slabs with attached steel modules to take the

guideway equipment,

•

Concrete slab on steel beams or steel plate on concrete beams.

A distinction is made between at-grade and elevated guideways according to the position of

the gradient to the ground level elevation (guideway elevation).

Elevated guideway

Guideways with a guideway elevation of between 3.5 m and 20 m (> 20 m in special cases)

are referred to as elevated guideways.

The elevated guideway (see Figure 19) is usually constructed in beam design with discrete

substructures as:

•

Single-bay beams constrained at one end,

•

Dual-bay beams constrained on the centre support.

At-grade guideway

Guideways with a guideway elevation of up to 3.5 m (minimum height in special cases: 1.25

m) are referred to as at-grade guideways.

The at-grade guideway can be constructed with the following methods:

•

slab construction with continuous substructures (see Figure 20),

•

beam construction with discrete substructures as per the elevated guideway.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 49

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Guideway substructures

The guideway substructures must

•

transmit the loads from the guideway superstructures into the subsoil, and

•

allow the attachment of supply lines to the guideway equipment.

The guideway substructures comprise

•

guideway foundation,

•

guideway supports,

•

other guideway substructures (including mass-spring system).

The deviations of the guideway support points in the x-direction due to the elastic deforma-

tion of the substructures must be limited to the following values:

•

10 mm due to changeable effects,

•

20 mm due to exceptional effects.

Track-switching devices

The requirements of /MbBO/, Section 12, (2) must be respected.

Track-switching devices must enable the MSB vehicles and special vehicles to change from

one running track to another.

A general distinction is made between track-switching devices that require no journey break

(points) (see Figure 25) and track-switching devices that require a journey break (turntables

and traversers).

Track-switching devices must be provided with equipment that locks the end position reached

after the track-switching operation and secure it from inadvertent adjustment.

The end position and end position locking are monitored for safety by the OCS.

The end position of the track-switching device must be maintained irrespective of failures of

the control system, monitoring or energy supply.

The failure of an individual electrical, electronic or electromechanical module in actuating

and locking devices, control system, monitoring and/or power supply must have no effect on

the adjustment function.

The track-switching may only be adjusted

•

at the request of the OCS or

•

under a special operating instruction, with personnel responsibility.

The following constraints must be defined project-specifically:

•

Adjustment frequencies,

•

Required adjustment times,

•

MTBF and

•

required electrical power.

Special structures

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 50

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Tunnels

Planning and execution must be project-specific.

Tunnels must meet the following requirements:

•

Receive the guideway,

•

Receive the line peripherals,

•

Requirements of the project-specific safety concept,

•

Comply with the defined clearances and boundary lines.

The tunnel must be constructed so that the compressive stress of the MSB vehicle according

to Chapter 0 is not exceeded.

The tunnel should be constructed so that the changes in pressure to be defined project-

specifically acting on the passenger inside the MSB vehicle according to

Chapter 0 are not exceeded.

The construction of the complete tunnel structure must take account of the following project-

specific factors:

•

tunnel length, number of tracks and vehicle length,

•

spatial requirements that go beyond the clearance (e.g. line peripherals),

•

vibration transmissions,

•

tunnel boom effects,

•

waste heat emissions (e.g. cables),

•

any existing exhaust emissions from special vehicles.

The planning and construction of the complete tunnel structure must also be based on the

relevant regulations for tunnel structures.

Compliance with the geometrical requirements for the guideway must be separately demon-

strated for the transition between the guideway resting on the tunnel invert and the adjacent

guideway supported directly off the subsoil.

Primary structures

Planning and execution must be project-specific.

Compliance with the geometrical requirements for the guideway must be separately demon-

strated for the transition between the guideway resting on the primary structure and the adja-

cent guideway supported directly off the subsoil. A transitional structure must be provided if

necessary.

The long-stator in the transitional structure should be executed without a drive function.

The positioning function must be separately demonstrated for the area of the transitional

structure.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 51

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Route peripherals

The route peripherals comprise the following modules:

•

functionally necessary small structures that are needed close to the guideway route

(e.g. radio masts, sectioning points),

•

project-specific structures that are necessary locally, positioned close to the route

(e.g. noise barriers, sight screens).

Excessive effects of route peripheral installations on the system must be avoided.

Planning and execution must be project-specific.

Guideway equipment

The guideway equipment is divided into:

•

MSB-specific guideway equipment (including the appropriate fasteners) with

•

long-stator with stator pack and long-stator winding,

•

slide rail,

•

lateral guide rail,

•

guideway-side positioning modules,

•

guideway-side modules of the external on-board energy supply,

•

design-specific guideway equipment with

•

beam supports,

•

beam gap covers,

•

earthing and lightning protection,

•

and other built-ons, with

•

temporary and/or project-specific built-ons, including fasteners, and

•

rigs for maintenance on the guideway.

Stator pack

The stator packs with their underside form the stator plane and must meet the following re-

quirements:

•

Carry the magnetic flow generated by the levitation magnets, withstanding and

transmitting the forces generated by the magnetic flow (levitation forces),

•

Withstand and transmit the acceleration and braking forces from the motor wind-

ing (drive forces),

•

Form the reference surface (stator plane) for measuring the air gap between stator

pack and levitation magnet,

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 52

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

Form the reference surface for the guideway inspection,

•

Form the tooth/slot sequence for positioning,

•

Form the tooth/slot geometry for flow modulation for the inductive energy trans-

mission to the MSB vehicle (on-board energy supply).

The steel sheet grade should fulfil M 800-50 A as per /EN 10106/, alternative project-specific

decisions may be taken following functional testing.

The tooth/slot geometry must conform to the system grid of 86 mm.

The stator pack pitch must be 1032 mm, based on the three-dimensional curve.

The dimensions defined in /MSB AG-FW GEO/ for offsets, gaps and the angle-change crite-

rion of the stator plane must be achieved in the assembled unstressed condition at reference

temperature.

Long-stator winding

The thrust forces from the drive and the other forces (e.g. dead weight, from dynamic excita-

tion) must be transmitted to the stator packs through the fastening of the long-stator winding

in the slots of the stator pack.

The long-stator winding must be constructed as a 3-phase winding (see Figure 24 and Figure

5).

The nominal length of a winding period must be 516 mm corresponding to the wavelength of

the magnetic moving field (6 tooth/slot periods).

The guide value for the cable length of a single conductor is 2.35m per linear metre of guide-

way.

The following requirements must be achieved:

•

the electrical data and properties of the motor winding according to Chapter 0

Drive,

•

the requirements for long-stator protection as per /MSB AG-ANT/ ,

•

connection of the winding earth to the earth of the guideways as per /MSB AG-

FW ÜBG/,

•

the connection of the motor winding must be made at suitable points (e.g. at sup-

ports) allowing for the clearances as per Figure 22 and /MSB AG-FW ÜBG/,

•

Temperature and load-related min. and max. gaps in the stator plane must be al-

lowed for when laying the motor winding.

The motor section ends should be laid on guideway beam ends.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 53

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Slide rails / slide plane

The slide plane can be an integral part of the guideway beam or be constructed as a slide rail.

The slide plane must meet the following requirements:

•

withstand the effects introduced by special vehicles while allowing for effects

from the environment,

•

allow for the arising static and dynamic forces while withstanding the effects from

the environment at the support skid/slide plane interface,

•

withstand a maximum linear force of 250 kN per MSB vehicle section and trans-

mit it to the guideway beam,

•

the linear force between the skid of the MSB vehicle and the slide plane of the

guideway that is due to static friction must, given the project-specifically defined

environmental conditions and linear inclinations, be greater than the pro rata

downhill force and the wind force in the x-direction (see Chapter 0) in areas in

which the vehicles must be secured against inadvertent movement.

•

the dimensions defined in /MSB AG-FW GEO/ for offsets, gaps and the angle-

change criterion of the slide rail must be achieved in the assembled unstressed

condition at reference temperature,

•

satisfy the defined min. and max. values for the gaps and offsets under live load,

both in the planning phase and after the completion of the guideway, with project-

specific proof,

•

be executed at equidistant spacing parallel to the three-dimensional curve.

The slide rails should be constructed along the length of the beam.

Lateral guide rails/lateral guide plane

The lateral guide rails form with their surface the lateral guide plane, and must meet the fol-

lowing requirements:

•

meet the requirements of a reaction rail for the guide magnets and the brake mag-

net,

•

withstand all static and dynamic effects from operations and the environment at

the guide magnet/lateral guide plane interface brake magnet/lateral guide plane in-

terface,

•

withstand the effects introduced from special vehicles,

•

must meet the dimensions defined in /MSB AG-FW GEO/ for offsets, gaps and the

angle-change criterion of the lateral guide plane in the assembled unstressed con-

dition at reference temperature.

The lateral guide rails should be executed along the length of the beam and at equidistant

spacing to the three-dimensional curve.

The lateral guide rails should be made from special steel with an electrical conductivity re-

duced by a factor of 3 compared with S235 (ST37-2), or equivalent material. The system de-

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 54

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

sign should allow for a change of brake characteristics and running resistance for an alterna-

tive choice of material.

Guideway-side modules of the on-board energy supply of MSB vehicles

The guideway-side modules of the on-board energy supply transmit electrical energy to the

vehicle-side modules of the external on-board energy supply in the low speed range, and must

be defined project-specifically.

Guideway-side positioning modules,

The guideway-side modules of the positioning system act as reference points. Requirements

for their arrangement along the guideway must be defined project-specifically.

Beam support

The beam support must facilitate an adjustment to compensate for plastic subsoil deformation.

The beam support must ensure the take-down of all forces from the guideway beams.

Beam gap covers

Gaps between consecutive guideway beams must be closed if they

•

can be larger than 20 mm and

•

are in route sections with a maximum section speed of more than 150km/h.

Earthing and lightning protection

To protect persons and to protect against the effects of electrostatic discharge as well as in

regard to electromagnetic compatibility (EMV), the electrical effects of

•

lightning strike,

•

differences in potential and

•

earth currents and residual currents

of the vehicles and of all modules of the guideway must be taken into consideration when

designing an earthing and lightning protection system for the guideway.

A project-specific earthing and lightning protection concept must be created for this purpose.

Other built-ons

Other built-ons on the guideway (due for example to the qualification of new modules, meas-

urements or project-specific requirements) must be designed so that

•

under the project-specific environmental conditions they reliably withstand all

loads specified for them during the project-specifically defined service life, and

•

have no unwanted effects on the system.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 55

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Boundary lines and dimensions for fixed internals and vehicles

The following boundary lines must be complied with when designing the guideway modules:

•

Boundary line for the kinematic space requirement of the vehicle,

•

Clearance for maintenance systems (e.g. vehicle wash),

•

boundary line for fixed installations,

•

boundary lines for station platforms and platform doors.

The position of the individual elements of the guideway equipment in relation to the three-

dimensional curve, and the installation spaces available for the equipment are shown in

Figure 22.

The space available between the installation spaces and the boundary lines may be used for

local incoming and outgoing lines and as assembly space. The use must be defined project-

specifically to avoid multiple occupancies of this space.

Tolerances, deviations of position

The position (Y, Z position) of the functional surfaces and the installation spaces defined for

them must be achieved as indicated in Figure 22.

All particulars of the guideway geometry relate to the functional planes in the installed,

painted condition (mechanical dimensions, not electrically effective dimensions).

The defined dimensions apply to the unloaded condition (guideway without live load and un-

der its own dead weight only) at project-specifically defined reference temperature.

The maximum and minimum gaps must also be achieved having regard to the thermal linear

expansion of the guideway, the elastic deformation of the substructures under the effect of

load, and the assembly tolerances.

The geometrical requirements and tolerances of the functional planes are defined in the /MSB

AG-FW GEO/.

Other operating plant

The layout of structures near to the route and of the other operating plants must be defined

project-specifically.

Consideration must be given to the system requirements in regard to:

•

Clearance,

•

Boundary lines,

•

Aerodynamic influences,

•

Influences on the MSB radio system,

•

Dimensioning,

•

Maintenance and

•

other project-specific requirements.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 56

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Stations

Section 3(3); Section 15(1) to Section 15(6) /MbBO/ must be taken into consideration. These

requirements must be met as follows:

Stations

Stations must be designed for a project-specifically defined pass-through speed that may not

exceed the local maximum line speed.

Requirements for weather protection must be defined project-specifically.

Equipping with glazed doors and walls must be carried out according to /DIN EN ISO 12543/

with safety glass.

Lighting, lightning protection/fire protection, floorcoverings, entrances/exits and access for

rescue services must be defined project-specifically and based on local regulations.

The guideway within the stations (platforms and adjacent line sections according to Chapter

5.4.4) should be equipped with external on-board energy supply.

The clearances and gaps between vehicle and platform must be defined project-specifically

based on the vehicle boundary of MSB vehicles.

The construction/equipment of the stations must be project-specific.

Platform doors

Platform doors are used to prevent hazards to persons while boarding and alighting and from

passing trains in automatic train operations (analogous with Section 31(5) BOStrab).

It must be ensured irrespective of the train movements that

•

Persons cannot enter the clearance area of the moving train or fall or jump onto the

guideway from the platform,

•

Objects cannot enter the clearance area of the train from the platform, and

•

Persons on the platform cannot be put at risk by the effects of passing trains.

The positioning accuracy, the width and the distance of the outer doors of MSB vehicles and

the configuration of the platform doors must be coordinated project-specifically in such a way

that during a stop and with the vehicle and platform doors open, a defined clear passage width

is available with a defined probability.

This will avoid hazards to passengers while boarding and alighting due to the passage width

being too narrow. The Safe Positioning, control engineering relevant positioning or inde-

pendent positioning means of the platform door system can be used as positioning equipment.

The design of the platform doors must ensure that automatic departure from the secured end

position without release by the safety device is not possible.

It should be possible to temporarily set up local operation (e.g. for maintenance work).

Guideway reserving and local operation must be mutually exclusive.

At the platform door system it must be possible to manually lock malfunctioning platform

doors, secure them from movement and take them out of technical control and monitoring.

This bypasses the actuation and monitoring of the platform door that is affected.

The signalling of the secured end position (closed, locked and secured from opening) may not

be bypassed until the door has been manually locked in the closed position.

Platform doors that have been manually locked and secured against movement may only be

released for movement under personnel responsibility.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 57

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Platform doors must have emergency unlocking devices that must be operable on the guide-

way side by passengers and allow the train to be evacuated irrespective of the positioning of

the MSB vehicle.

Substations

Substations must be planned and constructed project-specifically.

Operations centre

Operations centres must be planned and constructed project-specifically.

Stopping places

Service stopping places

The layout and equipment of the service stopping places is carried out project-specifically

having regard to the requirements in Chapter 0.

Service stopping places must guarantee that passengers and personnel are able to alight in the

event of malfunctions.

Alighting is normally assisted by alighting aids carried in the MSB vehicle.

For other requirements see Chapter 0.

Maintenance installations

The maintenance installations are divided into:

•

central maintenance installations,

•

decentral maintenance installations and

•

bases for special vehicles.

The maintenance installations must be designed project-specifically.

Special vehicle

Special vehicles can be driven by their own power.

The technical equipment which special vehicles must have must be defined project-

specifically.

The work that is to be done with the special vehicles must be taken into consideration (e.g.

maintenance operations).

Trailers of special vehicles which will be deployed independently of those special vehicles

must conform to the regulations for special vehicles.

The following applies to the safety of special vehicles:

•

Where the operations programme provides for simultaneous train operations with

MSB vehicles and special vehicles, special vehicles must be incorporated into the

technical safety system.

In this case, special vehicles should contain technical devices for detecting the ve-

hicle position and for controlling/monitoring the vehicle brakes (service and park-

ing brake) and the vehicle's drive.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 58

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

If no simultaneous operation with MSB vehicles and special vehicles are to take

place, this must be ensured by appropriate measures.

There is no simultaneous operation of MSB vehicles and special vehicles when all special

vehicles are at their intended park positions or are in isolated route sections during the op-

eration of MSB vehicles, or when all MSB vehicles are at intended park positions during op-

erations with special vehicles.

This does not affect exemptions, e.g. for the commissioning phase, for unscheduled mainte-

nance or in conjunction with the rescue concept.

Special vehicles are guided by technical devices. These must be designed so that a tipping of

the vehicle from the guideway (even if transversely inclined) is prevented.

The introduced loads from special vehicles must not generate stresses that become decisive

for the rating of the guideway.

The mechanical properties of the special vehicle including existing attachments to fulfil their

intended purpose (e.g. work platforms, cranes, snow plough) must in regard to

•

Geometry (dimensions of car body and chassis, e.g. gauge width),

•

Weight and weight distribution,

be matched to the design limits given in /MSB AG-FW BEM/ for position-dependent and

time-dependent acceleration effects and clearance requirements as per /MSB AG-FW GEO/.

Interfaces and cross-subsystem functions

Loads and effects

Criteria for designing the structure of vehicle and guideway:

a) The nature and extent of relevant effects (constant, variable and exceptional) must be

known.

b) The relevant effects must be known in terms of their frequency of occurrence (assumptions

are permitted).

c) The effect combinations and resulting loads on the modules must be known.

d) Loads from effect combinations with a probability of occurrence less than SIL 4 (according

to /DIN EN 61508-1/) need not be allowed for in the design.

e) A risk assessment according to EN 50126 should be carried out for hazard cases due to

effect combinations according to d).

Statistical data and empirical values from the field service of comparable sys-

tems/modules/materials can be used when determining the probability of occurrence accord-

ing to d).

Vehicle weight

The weight of the MSB vehicles must be defined according to Annex 0, Point 4.3.

The following load conditions must be allowed for to Annex 0 :

•

Unladen weight (without payload),

•

Mean vehicle weight (e.g. 80% of permissible load capacity) for passenger vehi-

cles,

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 59

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

Permissible vehicle weight (100% permissible load capacity for passenger and

goods vehicles),

•

Maximum vehicle weight (e.g. exceptional operating situations such as evacuation

to adjacent sections of passenger vehicles).

Load capacity is defined as:

•

The weight of passengers with baggage (passenger vehicles),

•

The weight of the payload (goods vehicles).

The frequencies of occurrence of the load conditions must be defined project-specifically.

The load conditions to be taken into consideration in the design may be defined differently on

the basis of the frequencies of occurrence.

Effects:

On the basis of the project-specifically defined vehicle weights and constraints such as

•

permissible accelerations in the x, y and z direction,

•

operational and maximum travelling speeds,

•

environmental conditions (e.g. side wind, temperatures)

•

permissible operating situations,

the effect variables to be applied at the force-transmitting vehicle/guideway interfaces must be

determined having regard to the requirements in /MSB AG-FW BEM/ and /MSB AG-ANT/.

The drive current must be limited so that the maximum permissible force according to Chap-

ter 0 No. 7. (1) is not exceeded.

The drive current must be limited so that the maximum permissible acceleration/deceleration

according to Section 13(5), /MbBO/ is not exceeded.

The limitation of the drive current in case of a malfunction is dealt with in Chapter 0.

Effect conditions

Frequency of occurrence

Frequent variable effects

System condition without failures or faults of

modules.

Rare and extremely rare variable effects

System condition with failures or faults of

modules.

Table 6: Definition of effect conditions A / B

The following effects must be observed.

Interface

Effect conditions A

Effect conditions B

Levitation magnet

Forces in z-direction from

Increased levitation magnet force

/ long stator

- Vehicle's dead weight

of adjacent levitation magnets on

- Load capacity

failure of the

allowing for additional mass forces

levitation magnet control circuit

resulting from

- the speed and

Increased forces due to drive faults

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 60

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Interface

Effect conditions A

Effect conditions B

- the line route (radii, transverse and

linear inclination)

Increased payload weight in excep-

tional operating situations

Effects on the vehicle (esp. aerody-

namics)

Forces in x-direction from the long-

stator drive

Effects on the levitation field from

drive currents (value and duration

must be defined project-specifically)

Guide magnet /

Forces in y-direction with trans-

Increased guide magnet force of

lateral guide rail

versely inclined guideway from

adjacent guide magnets on failure

- vehicle dead weight

of the guide magnet control circuit

- load capacity

allowing for additional mass forces

Mechanical guide function on fail-

resulting from

ure of two adjacent guide magnet

- the speed and

control circuits

- the line route (radii, transverse and

linear inclination)

Aerodynamic effects on the vehicle

Support skid /

Forces in x, y and z-direction from

Mechanical levitation function on

slide rail

- vehicle dead weight

failure of two adjacent levitation

- load capacity

magnet control circuits

allowing for the guideway position

(radii, transverse and linear inclina-

Setting down of the MSB vehicle

tion) and coefficient of friction in x

at v > 0 km/h due to drive faults

and y-direction.

Vehicle brake /

Mechanical and/or magnetic forces

lateral guide rail

in x and y-direction when braking

with the Safe Brake

Table 7: Effects at the vehicle/guideway interfaces

The dimensioning effects must be defined on the basis of /MSB AG-FZ BEM/ and /MSB AG-

FW BEM/ and documented in a project-specific specification.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 61

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Positioning

Purpose and structure

Positioning is a facility for determining the position and speed of technically protected vehi-

cles.

The main function "positioning" is divided up into devices and functions within the subsys-

tems Vehicle (if the vehicles are technically protected), Guideway, Operation Control System

and Drive Figure 18).

Functional requirements

The requirements for positioning (equipment for detecting position and speed information)

must be defined by all subsystems.

Devices for detecting the position and speed information are referred to as "control system-

relevant positioning" (see Figure 18).

There must be fixed components for ascertaining reference points and relative points.

The detection of position and speed information of technically protected vehicles is achieved

by scanning features of the guideway, e.g. position reference points installed on the guideway

(position reference strips, LRL) and the stator packs (slot / tooth periodicity).

The guideway-side position information must be captured by vehicle-side devices and further

processed:

•

The following information must be provided for the drive (see also /MSB AG-

ANT/):

•

Vehicle location,

•

Vehicle position signal (rotor angle),

•

Vehicle identifier.

•

The following information must be provided for the "Safe Positioning" function of

the operation control system (see /MSB AG-BLT/):

•

Vehicle location,

•

Vehicle speed,

•

Direction of travel.

•

Position information must also be provided for diagnostic purposes.

The accuracy, up-to-dateness and backup procedures on the transmission paths of all position

information must be defined project-specifically and, if necessary, dependent on position and

speed.

The coordinate system (chainage points/kilometre markers) and its relation to the vehicle

must be defined project-specifically allowing for the vehicle length.

Other requirements for the interfaces between the participating subsystems must be defined

project-specifically.

The reference points along the line and in the approach to

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 62

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

•

Stations,

•

Stopping places,

•

Parking places and

•

Track-switching devices

must be defined project-specifically.

Constructional requirements

Installation positions of the vehicle-side devices (e.g. sensors for scanning the slot/tooth pe-

riodicity of the long stator and the reference point information, also electronic evaluator mod-

ules) must be defined project-specifically.

The following particular factors should be considered for the vehicle-side devices:

•

the space required by the guideway-side components (see Figure 22) allowing for

dynamic movements of the moving vehicle,

•

the environmental conditions and mechanical requirements according to /MSB

AG-UMWELT/, /EN 50125-1/ and /EN 61373/.

Details of the requirements for the guideway-side devices will be found in /MSB AG-FW

ÜBG/.

Other requirements for the interfaces between the participating subsystems must be defined

project-specifically.

Verification

Safety requirements for the positioning system including responsibilities for verification must

be defined project-specifically in interface documents.

Their compliance must be proven across all subsystems for the complete functionality.

Typical requirements are:

•

Diversity and independence in both the detection and processing of the data,

•

Fault disclosure (permissible failure disclosure time, system responses),

•

Safety of isolated failures.

Operation

Difference between Operation and Modes

Definition of Operation

"Operation" is the totality of all measures used to carry passengers and goods (/MbBO/, Sec-

tion 2).

This comprises the provision of the complete MSB system as well as the preparation and exe-

cution of journeys (train operations) and the performance of maintenance work.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 63

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Requirements for operation must also be laid down in the Operation Manual to be produced

by the MSB contractor (/MbBO/, Section 24). Project-specific consideration must be given to

the characteristics of the MSB system and the operational/organisational framework condi-

tions of the MSB contractor and relevant statutory requirements.

Building or maintenance work (including associated journeys) can take place simultaneously

during train operations. Project-specific arrangements must be laid down for this.

Project-specific special arrangements must be made and, if necessary, additional safety meas-

ures put in place for journeys for the first-time putting into service of the system and for dem-

onstration journeys during the commissioning phase.

Requirements for rules for operation (train operations and maintenance) should be taken

from /MSB AG-BTR /.

Definition of Modes

"Modes" are defined and clearly delimited types of train operation which differ in their tech-

nical and nontechnical measures for the execution of journeys.

Modes are vehicle-related, i.e. a mode is set for each vehicle participating in the train opera-

tion.

The train operation must be carried out in one of the following two modes:

•

"Normal operation":

Journeys under complete technical safety,

•

"Departure from normal operation":

Journeys not under complete technical safety

Complete technical safety of the guideway should be present for train operations with

MSB vehicles conducted in the "Departure from normal operation" mode. The OCS func-

tions of journey sequence control, guideway securing, running profile monitoring, drive

shutdown and Safe Positioning should not be impaired. It is permissible for the monitor-

ing of safety-relevant vehicle-side status signals (monitored by the OCS 'vehicle securing'

function) to be not fully available.

This mode may be necessary for transfer journeys to a maintenance installation, for ex-

ample.

Project-specific decisions must be taken regarding the operational arrangements to be ap-

plied to carry out journeys in the "Departure from normal operation" mode.

For special vehicles, the constraints on train operations must be decided project-specifically

depending on their technical equipment.

Exceptions such as the securing of train operations within maintenance facilities must be de-

fined project-specifically.

For the simultaneous operation of MSB vehicles and special vehicles, see Chapter 0.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 64

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Principles for the application of the modes

Train operations with passengers with MSB vehicles must be carried out in the normal opera-

tion mode as a matter of principle. Exceptions are only permitted in malfunctions and emer-

gencies that must be defined separately.

For train operations in the "Departure from normal operation" mode, the measures for the

non-technical monitoring of the vehicle status must be defined in the rules for operation.

The simultaneous operation of vehicles in different modes must be regulated project-

specifically.

Operational functions and procedures

Journey inputs and operations monitoring

Manual and automatically generated journey inputs must be possible for journeys in the

modes according to Chapter 0.

The train operation personnel must be able to carry out monitoring and controlling tasks.

Train operation personnel must be able to change modes.

For other requirements, see /MSB AG-BLT/.

Departure from a station in normal operation

Securing the MSB vehicle outer doors: See /MSB AG-BLT/, Chapter 6.3.3.5.

Securing the platform doors: See /MSB AG-BLT/, Chapter 6.3.2.7.

Optical and acoustic signals for passengers that signal the time to departure should be pro-

vided at the stations.

Approach to a station in normal operation

MSB vehicles must approach stations accurately and set down automatically.

Securing the MSB vehicle outer doors: See /MSB AG-BLT/, Chapter 6.3.3.5.

Securing the platform doors: See /MSB AG-BLT/, Chapter 6.3.2.7.

Passing through stations with locked platform doors must be possible; the maximum passing

speed must be defined project-specifically.

Activating and deactivating of MSB vehicles

Treatment of the Safe Brake (brake test): See /MSB AG-BLT/, Chapter 6.3.3.2.

Control / monitoring on-board energy supply: See /MSB AG-BLT/, Chapter 6.3.3.3.

A direct-acting deactivation and shutdown of on-board electrical systems for a particular rea-

son that is done without a technical consent check must be regulated as a project-specific,

operational special measure (operation under personnel responsibility).

From vehicles that are parked while activated,

•

the status of the fire alarms should still be transmitted and

•

diagnostic data should be transmitted and incorporated into operational dispatch-

ing.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 65

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Processing automatic stops of MSB vehicles

Treatment of automatic stops is dealt with in /MSB AG-BLT/, including in Chapters 6.3.3.7

("Automatic Stop") and 6.3.4 ("Running Profile Monitoring").

Forced braking should normally be carried out by the drive.

Cases that require immediate activation of the Safe Brake are given in /MSB AG-BLT/.

The sequence of an automatic stop with the Safe Brake is described in /MSB AG-BLT/, Chap-

ter 6.3.3.4, its cancellation is described in /MSB AG-BLT/, Chapter 6.3.3.7.

Constraints for moving the special vehicles

It must be possible to operate special vehicles outside the environmental conditions defined in

/MSB AG-UMWELT/ (e.g. for winter service operations). The limits to be observed must be

defined project-specifically.

If the special vehicles cannot travel the whole MSB guideway because of their design, then

appropriate restrictions and exclusions must be laid down project-specifically.

Further requirements for the treatment of special vehicles in operating procedures are given

in /MSB AG-BTR /.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 66

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Quality management

The requirements of standard /DIN EN ISO 9001/ must be fulfilled in all phases of planning,

execution and operation of the MSB system by introducing and maintaining a quality man-

agement system.

/DIN EN ISO 9004/ also provides additional guidance for improving the effectiveness and

efficiency of the quality management system to be put in place.

A project-specific quality management plan must be produced for each subsystem.

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 67

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Figures

Document tree

Annex 1:

Abbreviations and Definitions

Rapid Maglev System

(Doc No: 67536)

Construction Guideline

Annex 2:

Complete System

Statutes, Regulations, Standards and Directives

(Doc No: 67539)

(Doc No: 50630)

Annex 3:

Environmental Conditions

(Doc No: 67285)

Annex 4:

Rules for Operation (Train Operation and Maintenance)

(Doc No: 69061)

Annex 5:

Noise

(Doc No: 72963)

Rapid Maglev System

Construction Guideline

Vehicle

Drive and Energy Supply

Operation Control System

Guideway

Part I: General Requirements

(Doc No: 50998)

Part I: Primary Requirements

(Doc No: 67698)

(Doc No: 53328)

(Doc No: 57284)

Part II: Design

(Doc No: 57288)

(Doc No: 67694)

Part III: Geometry

Part III:Kinematic Gauge

(Doc No: 41727)

(Doc No: 67650)

Part IV: Alignment

Part IV: Levitation/Guidance System

(Doc No: 60640)

(Doc No: 73388)

Part V: Surveying

Part V: Brake System

(Doc No: 60641)

(Doc No: 73389)

Part VI: Maintenance

(Doc No: 63842)

Figure 1: Document tree High-speed Maglev System Design Principles

Title

High-speed Maglev System Design Principles

Complete System

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 68

paper

Rapid Maglev System

Maglev Technical

Committee

Design Principles

Complete System

Complete system

System structure

as per MbBO

Installations

∆y_p8

∆y_p1

δxy

MSB Design Principles

Systemstructure as per

MSB

Vehicle

Drive and

Energy supply

∆z_p8

(Le

vel

Special vehicle

OCS

reco

ding

Guideway

poin

t, at

the

Other installations

bac

∆z_p1

(Le

vel

reco

ding

poin

t, at

the

fron

γ_xz

η_0yz

η_yz

Centr

e of

rota-

tion

Stat

Title

High-speesur-glev System Design Principles

Completefacem

Late

Doc.No.:

50630

Version White

Issue date

15.02.2007

Page 70

ral

paper

gui-

rail

Slid

Design Principles High-speed Maglev System. Information (MSB, 2007) - page 1