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

High-speed Maglev system

Maglev Technical Committee

Design principles

Guideway

Annex I-A Maximum dimensions for guideway superstructures

In the following figures the maximum dimensions for guideway superstructures of the standard guideway

types I, II and III are given. These dimensions are to be taken into account in the development of new

guideway superstructures along with the requirements for clearance following Figure 106.

Raumkurve

Trägerfeld

Auflagerbereich

(Lagerpratzen)

Auflagerbereich

(Lagerpratzen)

mögl. Einbaubereich

für Lager

500

1400

500

Figure 111: Maximum sectional dimension for standard guideway type I (example)

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Annex I-C Stator pack and motor winding (informative)

Bohrungen für die Schrauben

Nuttraversen als integrierte

zur Befestigung an den Fahr-

Befestigungselemente inkl.

wegüberbauten

Oberflächenbeschichtung

Elektroblechpaket mit Nuten zur Aufnahme der

Motorwicklung und der Nuttraversen inkl.

Oberflächenbeschichtung

Figure 115: Example of a completed stator pack

Nuttraversen als integrierte Befestigungselemente inkl. Ober-

Groove cross beams as integrated securing elements

flächenbeschichtung

including surface coating

Bohrungen für die Schrauben zur Befestigung an den Fahr-

Bores for the bolts for securing to the guideway su-

wegüberbauten

perstructure

Elektroblechpaket mit Nuten zur Aufnahme der Motorwick-

Electro laminated core with slots for accepting the

lung und der Nuttraversen inkl. Oberflächen beschichtung

motor winding and the groove cross beams including

surface coating

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Annex I-D Diverse redundant securings for stator packs (examples)

In the following figures examples for diverse redundant securings for stator packs are shown. The solutions

shown (figure 117 and figure 118) are used in prototypes of the Transrapid test facility in Emsland (TVE) and

in the Shanghai stretch.

The primary fixing in these solutions consists of a pre-tensioned bolt (primary fixing) The redundancy con-

sists of the grooves by the cantilever arm and the cantilever arms of the groove cross beams by the stator

pack. If bolts fail the stator pack settles on the grooves by the cantilever arm. The play between the cantile-

ver arms of the groove cross beams and the surfaces of the fixings by the beams is such that automatic de-

tection in accordance with “design basis guideway part III” /MSB AG-FW GEO/ and “design basis guideway

part IV” /MSB AG-FW IH/ is possible.

Redundanzbefestigung

Insert

Nuttraverse

Befestigungsschraube

Figure 117: Example of a diverse redundant stator pack fixing on a concrete cantilever arm

Insert

insert

Redundanzbefestigung

Redundancy securing attachment

Nuttraverse

Grooved crossbeam

Befestigungsschraube

Securing bolt

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Annex I-E Support systems of guideway superstructures

In figure 119 examples of possible support systems on single and two span beams are given.

Einfeldträger

allseits unverschiebliches Lager

längsverschiebliches Lager

X-Achse

allseits verschiebliches Lager

Zweifeldträger

X-Achse

(Spiegelung an X-Achse möglich)

Figure 119: Exemplary support arrangement for single and two span beam systems

Einfeldträger

Single span beam

Zweifeldträger

Twin span beam

Allseits unverschiebliches Lager

Support fixed on all sides

Längsverschiebliches Lager

Support which can be moved longitudinally

Allseits verschiebliches Lager

Support which can be moved in all directions

Spiegelung an x-Achse möglich

Mirroring to x-axis possible

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Table of contents

Distributor

Revisions

Table of contents

General

Purpose of the document and area of application

Design fundamentals

Abbreviations and definitions

Laws, regulations, standards and guidelines

Labelling and liability

References

Design situations

General

Vehicle related design situations

Frequent design situations

Infrequent and accidental design situations

Guideway related design situations

Environment related design situations

Surrounding area related design situations

Velocities and acceleration

Value limits of the travelling speeds

Acceleration value limits

Actions on the guideway

Arrangement of the actions

Permanent actions

Variable actions

Accidental actions

Combination of the actions

Power transferring interfaces vehicle - guideway

General

Designation and numbering of the partial magnets

Interface support magnet - long stator

Functions

Geometry

Interface guidance magnet - lateral guidance rails

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Functions

Geometry

Interface braking magnet - lateral guidance rails

Functions

Geometry

Interface support skid - sliding strip

Functions

Geometry

Other interfaces

Dynamic step up of requirements

General

Influence quantities on the dynamic step up

General

Influence quantities of the guideway

Influence quantities of the vehicle

Influential excitation mechanisms

Excitation mechanism I

Excitation mechanism II

Excitation mechanism III

Excitation mechanism IV

Excitation mechanism V

Excitation mechanism VI

Damping characteristics

Establishment of the dynamic requirements

General

Dynamic step ups as a consequence of magnet regulation

Time variability of the magnet forces

Excitation of characteristic forms through the magnet regulation

Dynamic step ups as a consequence of mobile operation

Mathematical establishment of the dynamic requirements

Establishment of the dynamic requirements with the help of vibration coefficients

General

Mathematically established vibration coefficients

Test technical proven vibration coefficients

Limitation of the dynamic step ups

Characteristic values of the actions

Permanent actions

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Self-weight(G1)

Planned pre-tension/force (G2)

Creeping and shrinkage of the concrete (G3)

Constant water compressive forces (G4)

Probable ground movements (G5)

Guideway superstructure

Guideway substructure

Earth pressure (G6)

Variable actions

Variable actions as a consequence of the vehicle

Coordinate system of the actions

Vehicle weight (self-weight and payload) (Q1, Q2)

Centre of gravity of the vehicle

Position of the vehicle centre of gravity in x-direction (Q3)

Position of the vehicle centre of gravity in y-direction (Q4)

Position of the vehicle centre of gravity in z-direction

Frequent variable actions (Q1...Q10)

General

Actions as a consequence of braking and accelerating (Q1/Q2)

Actions in y-direction

General

Guidance magnet initial loading

Free lateral acceleration (Q1, Q2)

Lateral forces from the guidance dynamics (Q5)

Reactive forces with small horizontal radii R_H (Q6)

Guidance magnet forces from one sided propulsion

Actions in z-direction (Q1.. Q3)

Acceleration in z-direction

Acceleration and braking

Special operating situations

Regulated setting down of the vehicle at v = 0 km/h (Q1, Q2)

Set down vehicle (Q1, Q2)

Levitating vehicle and hovering (Q1, Q2)

Aerodynamic actions from the vehicle (Q7, Q8)

Meeting of trains (Q7a)

Tunnel travel (Q7b)

Actions on structures close to track/tunnels (Q7c)

Impulse (Q8a)

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Direct pressure/suction action on the guideway (Q8b)

Wind on the vehicle (Q9)

General

Action as a consequence of side wind on the vehicle (Q9a)

Aerodynamic impulse as a consequence of wind (Q9b)

Wind with unfavourable aerodynamic influences

Thermal action as a consequence of propulsion (Q10)

Infrequent variable actions (Q11a...Q11k)

General

Exceeding of payload (Q11a)

Failure of a support magnet circuit (Q11b)

Failure of neighbouring support magnet circuits (Q11c)

Failure of a guidance magnet circuit (Q11d)

Failure of neighbouring support magnet circuits (Q11e)

Use of the vehicle "safe brake" (Q11f)

Rule

Special cases

Velocity deviations (Q11g)

Propulsion system failure (Q11h)

One-sided propulsion system failure

Other propulsion system malfunctions

One-sided set-down of the vehicle (Q11i)

General

Design situation 1

Design situation 2

Activating/contact with magnets (Q11j)

Support magnets

Guidance magnets

Raising frozen support skids (Q11k)

Increase in vehicle weight due to snow (Q11l)

Actions resulting from maintenance (Q30)

Environmental temperature (Q50)

General

Thermal fluctuations in the guideway superstructure (Q50a)

Linear temperature difference (Q50b)

General

Guideway superstructure

Guideway substructures

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Uneven heating of components due to environmental factors (Q50c)

Table 2 - thermal fluctuations and linear temperature differencesEffect of wind on the supporting structure

(Q51)

Effect of wind on the supporting structure (Q51)

Effect of both wind and traffic on the supporting structure (Q51)

Effect of wind without traffic on the supporting structure (Q51)

Snow and ice loads (Q52)

Variable water pressure forces (Q53)

Wind load in construction stages (Q54)

Maintenance conditions (Q55)

Construction stages (Q56)

Actions on track switching equipment (Q57)

Elastic bending of deflection switches (Q57a)

Actions resulting from the propulsion system (Q57b)

Displacement resistance of bearings (Q58)

Failure of supporting structure elements (Q59)

Lateral earth pressure from variable actions (Q60)

Accidental actions

General

Accidental actions resulting from the vehicle

Actions as a result of loading gauge violations (A1)

Safety wind load on the vehicle (A2)

Accidental actions resulting from maintenance (A3)

Safety wind load on the supporting structure (A4)

Possible foundation movements (A5)

Impact

General

Impact of track-guided vehicles (A6)

Road vehicle impact (A7)

Ice jam, thermal ice pressure, impact from watercraft (A8)

Earthquakes (A9)

Vehicle load arrangements

General

Global load arrangements

Inertia forces

Wind on the vehicle

Local load arrangements

Support magnet/long stator interface (stator pack)

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Actions from frequent design situations (Q1...Q10)

Actions from infrequent design situations

Failure of a support magnet control system (Q11b)

Dual failure of support magnet control systems (Q11c)

Other infrequent design situations (Q11a, Q11d to Q11i)

Local component dynamic

Guidance magnets - lateral guidance rails interface

Actions from frequent design situations (Q1...Q10)

Actions from infrequent design situations

Failure of a guidance magnet control system (Q11d)

Dual failure of guidance magnet control systems (Q11e)

100

Local component dynamic

100

Braking magnet/lateral guidance rails interface

101

Infrequent design situations (Q11f)

101

Local component dynamic

101

Support skid/gliding strip interface

102

Actions from frequent design situations (Q1...Q10)

102

Actions from infrequent design situations

102

Dual failure of support magnet control systems (Q11c)

102

Use of the vehicle "safe brake" (Q11f)

102

One-sided set down of the vehicle (Q11i)

102

Local component dynamic

103

Other interfaces

103

Verification

104

General

104

Verification of the ultimate limit states

106

General

106

Partial safety factors of the actions

106

Combination values

109

Proof of the performance capability limit states

111

General

111

Global deformations in discretely mounted guideway superstructures

111

General

111

Deformations in the z direction

112

Effects resulting from the vehicle

112

General

112

Simple beam N = 1

112

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Two-span beams with the same spans N = 2

114

Two-span beams with unequal spans

114

Multiple span girders N > 2

114

Temperate differential

115

Simple beam N = 1

115

Two-span beams with the same spans N = 2

115

Two-span beams with unequal spans

115

Multiple span girders N > 2

115

Deformations specific to the building material

115

Deformations in the y direction

116

Effects resulting from the vehicle

116

General

116

Simple beam N = 1

116

Two-span beams with the same spans N = 2

116

Two-span beams with unequal spans N = 2

116

Multiple span girders N > 2

116

Temperate differential

116

General

116

Simple beam N = 1

116

Two-span beams with the same spans N = 2

116

Two-span beams with unequal spans N = 2

117

Multiple span girders N > 2

117

Deformations specific to the building material

117

Wind

117

Deformations in the x direction

117

Traffic

117

Temperature

117

Creeping and shrinkage

117

Wind

117

Deformation as a result of torsion around the x axis

118

Permitted local support structure deformations

118

Permitted deformations in guideway plates

118

Dynamic deformations when stimulating inherent frequencies

118

Permitted offsets in the functional levels

119

Variable effects to be specified

119

Permitted offsets in the stator and slider levels

119

Permitted offsets in the lateral guide rail level

119

Proof of the gap in the x direction along girder joints

119

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Variable effects to be specified

119

Control gaps

119

Elastic gap changes as a result of traffic

119

Limit values for the gap in the x direction

120

Proof of freedom from shear

120

Special gaps

120

Elastic and plastic deformation in substructures

120

General

120

Substructure deformation in the x direction

120

Substructure deformation in the y direction

121

Plastic substructure deformation

121

Elastic substructure deformation

121

Substructure deformation in the z direction

123

Plastic substructure deformation

123

Elastic substructure deformation

123

Deformation of continuous strip foundations

124

Primary supporting framework deformation

124

Deformations in the event of collisions on the guideway

125

Metal fatigue

125

General

125

Framework conditions which are specific to high-speed maglev systems

125

Point of intersection between the longitudinal stator and the levitation magnet

126

Point of intersection between the lateral guide rail and the guidance magnet

126

Annex

127

Annex II-A: Allocation of the effects at the points of intersection

128

Annex II-B: Calculated vibration coefficients

130

General

130

Area of application

131

Examples of application

132

Examples of vibration coefficient diagrams

133

General

133

Vibration coefficient diagrams for simple beams where L_St = 12.384 m

134

Vibration coefficients for 2-section vehicles

134

Vibration coefficients for 4-section vehicles

135

Vibration coefficients for 6-section vehicles

136

Vibration coefficients for 10-section vehicles

137

Vibration coefficient diagrams for simple beams where L_St = 24.768 m

138

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General

Purpose of the document and area of applicati-

(1)

The system specific fundamentals described in this design basis for the design and verifica-

tion process of the maglev guideway (including building structures close to the lines¹²) are in-

dependent of the project.¹³

(2)

These fundamentals are to be used as dimensioning instructions in the sense of a calculating

instruction for the guideway (see also /MSB AG-FW ÜBG/).

(3)

These fundamentals have the general system requirements in /MSB AG-GESAMTSYS/ as a

basis and also the overriding requirements of the guideway /MSB AG-FW ÜBG/.

(4)

Any available potential regarding a special layout for e.g. higher transport capacity¹⁴ is not

taken into account here. For this the required structural verifications are to be provided in

each individual case in agreement with the responsible inspectorate.

(5)

The setting down of the system specific requirements for the guideway (e.g. value limits of

the deformations) is based mainly on the experiences with proven guideway structural meth-

ods so far.

(6)

For new types of construction the unlimited practicability of these standards is to be checked.

If appropriate suitable standards are to be set in agreement with the responsible inspector-

ate.

(7)

The system specific fundamentals for laying out maglev guideways include information

about:

• the documents to be used;

• the description of the actions to be taken into account;

• the characteristic and representative values of the actions;

• the geometry (actions images and weak points) of the actions;

• the fundamentals for proof of the dynamic behaviour of the guideway;

• the instructions for the verification process of the support safety, serviceability and material fatigue

with the associated standards and value limits;

(8)

The fundamentals for establishing the characteristic and representative values of the actions

are included in /MSB AG-GESAMTSYS/ as overriding.

(9)

All components and modules of the guideway, also those for which no information for layout

is given in this design basis, are to be dimensioned and proven following the generally ac-

cepted rules of engineering in agreement with the responsible inspectorate.

(10)

For the following components and modules of the maglev specific guideway equipment, pro-

ject and style specific additional requirements of their verification processes are to be set

down:

¹² In so far as system specific actions are to be taken into account (e.g. aerodynamic actions).

¹³ Applies for applications as regional transport and long distance transport in Germany following /MSB AG-

GESAMTSYS/. Project dependent boundary conditions like local climatic (wind, temperature etc), geological

relations (earthquake, ground etc) and operational requirements are to be correspondingly set down project

specifically.

¹⁴ Increase e.g. through increasing the payload or increase of the section number (n>10).

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(11) The guideway must be made in such a way following the MbBO¹⁵ or other comparable, na-

tional regulations that it satisfies the requirements of safety and order. These requirements

are met if the guideway meets the MbBO regulations or, if these do not contain the relevant

regulations, the generally recognised rules of engineering (see § 3 paragraph (1) of the

MbBO).

(12) The design is to be carried out in such a way on the basis of the following information that

the stability and serviceability is economically and environmentally assured during the re-

quired period of use. The design is to be formed in such a way that the required maintenance

cost for guaranteeing these requirements is minimised (for standards for this see /MSB AG-

FW ÜBG/).

(13) If at least the same safety is proved as when observing the generally recognised rules of

engineering, then a deviation from the generally recognised rules can be made. Verification

of at least equal safety is to be provided to the responsible inspectorate (for this see § 3

paragraph (2) of the MbBO).

(14) All deviations from the standards of this document require the agreement of the responsible

inspectorate and verification of the compatibility within the complete system and to the rele-

vant subsystems by the supplier.

(15) This design basis applies for a maglev railway in accordance with the General Maglev Sys-

tem Act /AMbG/.

Design fundamentals

(16) This document forms part of documentation for maglev trains made up of various design fun-

damentals. The document tree is presented in figure 1 /MSB AG-GESAMTSYS/.

(17) The overriding documents for the design basis for the whole system and its annexes apply

uniformly for the whole documentation:

• Maglev design principles for the complete system, doc nr: 50630,

/MSB AG-GESAMTSYS/

• Annex 1: Maglev abbreviations and definitions, doc nr: 67536,

/MSB AG-ABK&DEF/

• Annex 2: Maglev laws, regulations, standards and guidelines, doc nr: 67539,

/MSB

AG-NORM&RILI/

• Annex 3: Maglev environment, Doc.-Nr: 67285,

/MSB AG-UMWELT/

• Annex 4: Maglev rules for operation and maintenance, doc nr: 69061,

/MSB AG-BTR/

• Annex 5: Maglev noise, Doc.-Nr: 72963,

/MSB AG-SCHALL/

Abbreviations and definitions

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

¹⁵ Applies for application in Germany.

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Laws, regulations, standards and guidelines

(1)

The laws, regulations, standards and guidelines shown in /MSB AG-NORM&RILI/ must be

observed.

(2)

The normative documents shown in /MSB AG-NORM&RILI/ contain arrangements which

become a part of the Maglev design principles through reference in the design principles.

(3)

For dated normative documents in /MSB AG-NORM&RILI/, later changes or revisions of

these publications do not apply. For undated references the last edition of the normative

document referred to applies.

(4)

The status of the standards and guidelines to be taken into account in a Maglev project must

be set down bindingly in a project specific way.

•

Labelling and liability

(1)

All numerical values contained in this design basis (e.g. characteristic values of the actions

from the vehicle, dimensions etc) are based on the table of the system characteristic values

contained in /MSB AG-GESAMTSYS/ or describe typical designs. In this table the size indi-

cations are divided into system constants/system value limits and project specific variable

characteristic values.

(2)

For each application project it must be checked whether the information contained in this

document on typical designs is appropriate.

(3)

The project specific variable values to be applied are to be documented in a project specific

specification of the values to be applied in every case.

(4)

In the creation of this document the regulations in accordance with /DIN 820/ were largely

applied.

(5)

In the following chapters

• the requirements are shown in standard script and the

• explanations and examples in italics

•

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References

(1)

Maglev design principles

/MSB AG-GESAMTSYS/

Maglev design principles, complete system

Doc.-Nr. 50630

/MSB AG-ABK&DEF/

Maglev design principles, complete system,

enclosure 1: Maglev abbreviations and definitions

Doc.-Nr. 67536

/MSB AG-NORM&RILI/

Maglev design principles, complete system,

enclosure 2: Maglev laws, regulations, standards and guidelines

Doc.-Nr. 67539

/MSB AG-FW ÜBG/

Maglev design principles, guideway

Part I: Overriding requirements

Doc.-Nr. 57284

/MSB AG-FW GEO/

Maglev design principles, guideway

Part III: Geometry

Doc.-Nr. 41727

/MSB AG-FW TRAS/

Maglev design principles, guideway

Part IV: Routeing

Doc.-Nr. 60640

/MSB AG-FW VERM/

Maglev design principles, guideway

Part V: Measurement

Doc.-Nr. 60641

/MSB AG-FW IH/

Maglev design principles, guideway

Part VI: Maintenance

Doc.-Nr. 63842

(2)

Other references

•

/R 1/ Mangerig; Zapfe: WEP Project 28

- Studie zum temperaturoptimierten Einfeld-

Fahrwegträger im Weiterentwicklungsprogramm Magnetschwebebahntechnologie - Septem-

ber 2002

(Study on the temperature optimised single span guideway beam in the further development

plan of magnetic levitating railway technology - September 2002)

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/R 2/ Lutzenberger, S.; Lutzens J.: Grundsatzuntersuchungen zur Bestimmung des vertikalen

globalen Schwingbeiwert ϕ_Bg,z von Transrapid Fahrwegträgern, Endbericht, Statisches System

Einfeldträger mit L_St = L_Sys = 24,768 m. Im Auftrag der Transrapid International GmbH, 2005.

(Examinations of principles for determining the vertical global swing coefficient ###_Bg,z of

Transrapid guideway beams, final report, static system single span beam with L_St = L_Sys =

24,768 m. On behalf of the Transrapid International GmBH, 2005.)

/R 3/ Lutzenberger, S.; Lutzens J.: Grundsatzuntersuchungen zur Bestimmung des vertikalen

globalen Schwingbeiwert ϕ_Bg,z von Transrapid Fahrwegträgern, Endbericht, Statisches System

Einfeldträger mit L_St = L_Sys = 12,384 m. Im Auftrag der Transrapid International GmbH, 2006.

(Examinations of principles for determining the vertical global swing coefficient ###_Bg,z of

Transrapid guideway beams, final report, static system single span beams with L_St = L_Sys =

12,384 m. On behalf of the Transrapid International GmBH, 2006.)

/R 4/ Lutzenberger, S.; Lutzens J.: Weiterführende Grundsatzuntersuchungen zur Bestimmung des

vertikalen globalen Schwingbeiwert ϕ_Bg,z von Transrapid Fahrwegträgern, Endbericht, Sta-

tisches System Einfeldträger mit L_St = L_Sys = 24,768 m. Im Auftrag der Transrapid International

GmbH, 2006.

(Further examinations of principles for determining the vertical global swing coefficient of ###

Bg,z

Transrapid guideway beams, final report static system single span beam with L_St = L_Sys =

24,768 m. On behalf of the Transrapid International GmBH, 2006.2)

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Design situations

General

(19) Subsequently the maglev railway specific design situations for rating of the guideway which

are to be taken into account are given.

(20) Details of the combination possibilities of actions for the vehicles are given in chapter 0 and

in the chapters 0 and 0

Vehicle related design situations

Frequent design situations

(1)

The frequent design situations of the vehicle contain all vehicle related situations without losses or faults of

modules. They are subsequently summarised and are to be taken into account in the verification process.

(2)

Raising and setting down of the vehicle at v_Fzg = 0 km/h (including short time of hovering for a period

of around 30 s) ⇒ 0;

(3)

vehicles alongside one another in track sections provided for this purpose (stations with ⏐α⏐ ≤ 3° and

⏐s⏐ ≤ 0.5%);

(4)

maximum delay on a track and maximum acceleration on the other track at each point of the guideway

with opposite direction of travel (in this way travel operation is also covered in the same direction as

parallel operation);

(5)

Layout of the individual tracks (e.g. for double track guideways) for both directions of travel;

(6)

Vehicles with n =2… 10 sections (≈ 50 m ... 250m) are to be taken into account regardless of the pro-

ject;

(7)

The weight of the vehicles without or with payload (vehicle weight) from /MSB AG-GESAMTSYS/ (see

also chapter ⇒ 0);

(8)

Travel in a straight direction with dips or hills or curved travel with dips or hills for the operating condi-

tions “stationary operation”, “accelerate” and “delay” respectively including airstream and dynamic lat-

eral forces ¹⁶ ⇒ 0 ... 0;

(9)

Operation with stationary and gusty wind ⇒ 0;

(10) Passing by structures close to the line and other structures ⇒ (54);

(11) Travel through tunnel with “tunnel entry”, “travel in tunnel” and tunnel exit” ⇒ (50);

(12) Meeting of trains with opposite directions of travel at each point of the guideway ⇒ 0;

Infrequent and accidental design situations

(1)

The subsequent vehicle related rating situations result from losses or faults of modules and are - re-

lated to individual guideway elements- as a rule to be regarded as infrequent or accidental situations.

(2)

Worst-Case-Halt following /MSB AG-GESAMTSYS/: standing or adjacent vehicles or slow travelling

vehicles at each point of the guideway outside the stopping points provided (the speed of travel is less

than the layout speed for frequent design situations set down which is dependent on the project and

routing);

¹⁶ Also contains the crossing of non-continuous and continuous deviations (offsets and "waves").

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Guideway

(3)

Standing or adjacent vehicles outside stations in sections of track provided for this purpose (opera-

tional stopping points and defined areas of track connected with platform areas following /MSB AG-

GESAMTSYS/) with ⏐α⏐ ≤ 12° and ⏐s⏐ ≤ 0.5% (with a possibility of icing) and ⏐s⏐ ≤ 5% (without a

possibility of icing);

(4)

Setting down of the whole vehicle on the support skids at v_Fzg > 0 km/h ⇒ 0;

(5)

Braking with the vehicle’s own safe brake (for travelling straight and through curves, dips or hills) fol-

lowing failure of the long stator propulsion or other faults following /MSB AG-GESAMTSYS/ (in an ex-

tremely small number of cases at the same time in the same direction)

⇒ (8);

(6)

Switching off or failure of magnets ⇒ 0 ... 0;

(7)

Use of the regulation braking system (propulsion) and safe brake at the same time;

(8)

Varied propulsion (acceleration/deceleration) on both sides of a track outside areas of motor section

switching during the alternating step method⇒ 0;

(9)

“Falling out of step” of the propulsion (slip/oscillation)

⇒ covered by the dynamic forces in 0;

(10) Braking through short circuit winding of danger points (e.g. at the connection area of platforms at end

stations or before track change installations) ⇒ covered by (8);

(11) One sided setting down of the vehicle ⇒ 0;

(12) Touching/activation of magnets ⇒ 0;

Guideway related design situations

(1)

Following /MSB AG-FW ÜBG/ it is required that no unexpected guideway related failures/faults occur

through the layout and maintenance of the guideway (safe for service life; safe life) which can lead to

increased actions.

(2)

The actions/loads as a consequence of possible failures/faults on the guideway (e.g. modified load

removal for activated redundancies) are to be taken into account.

Environment related design situations

(1)

Environment related operating situations with actions as a consequence of wind (on vehicle and

guideway), temperature and earthquake are to be taken into account in line with the project specific

requirements

(2)

If higher actions occur in comparison to the value limits of actions from the environment set down in

/MSB AG-GESAMTSYS/ then these are to be correspondingly taken into account.

Surrounding area related design situations

(1)

Project specific conditions of the surroundings such as e.g. crossing lines of traffic are to be taken into

account.

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Velocities and acceleration

Value limits of the travelling speeds

(1)

In the layout of the guideway the project specific location dependent guideway speed limit v_Fzg,FW,grenz

(x) and the project specific location dependent guideway highest speed v_{Fzg,FW,höchst} (x) are to be taken

into account following /MSB AG-GESAMTSYS/. The maglev train specific maximum values for this

are:

• max location dependent guideway speed limit

: max v_Fzg,FW,grenz (x)

≤ 530 km/h;

• max location dependent guideway highest speed

: max v_Fzg,FW,grenz (x)

≤ 500 km/h;

(2)

The location dependent guideway speed limit v_Fzg,FW,grenz (x) defines the location dependent course of

the maximum admissible speed of a marked out stretch derived from the maximum actions applied in

the rating of the guideway as a consequence of infrequent or accidental design situations.

(3)

The location dependent guideway highest speed v_Fzg,FW,grenz (x) defines the location dependent course

of the maximum admissible speed of a marked out stretch derived from the maximum actions applied

in the rating of the guideway of frequent situations.

(4)

The local guideway speed may be exceeded in individual cases under certain boundary conditions for

demonstration and qualification purposes (e.g. limitation of the admissible wind speed). For this a spe-

cial project specific proof is necessary and this is to be approved by the responsible inspectorate.

(5)

The local maximum speed max v_Fzg,häufig (x) may not exceed the guideway highest speed as a frequent

design situation under consideration of all speed tolerances and the local marking out.

(6)

The local minimum speed min v_Fzg,häufig (x) may not be dropped below under consideration of all speed

tolerances and the project dependent comfort requirements.

(7)

The local maximum and minimum speeds result project specifically on the basis of the actual travel

profile.

(8)

There are few situations where the local minimum speed v_Fzg,häufig (x) can be dropped below or the

local maximum speed max v_Fzg,häufig (x) can be exceeded(v_Fzg,selten(x) < min v_Fzg,häufig (x) or. v_Fzg,selten(x)

> max v_Fzg,häufig (x)).

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Acceleration value limits

(1)

The acceleration value limits for frequent and infrequent design situations are to be taken from the

following table 91.

Direction

Designation

Value Limits

Acceleration and braking

- 1.5 m/s² ≤ a_x ≤ + 1.5 m/s²

free lateral acceleration

- 1.5 m/s² ≤ a_y ≤ + 1.5 m/s²

+ 9.21 m/s² ≤ a_z ≤ + 11.01 m/s²

normal acceleration (incl. g = 9.81 m/s²)

(from g - 0.6 m/s² or

g + 1.2 m/s²)

Accelerations which deviate from this are to be taken into account in the following design situations:

a) With points the maximum free lateral acceleration is to be applied with a_y = 2.0 m/s² if no project

specific deviating setting occurs.

b) For a vehicle which is in α = 12° banking (v_Fzg = 0 km/h) there results a free lateral acceleration

of a_y = -2.04 m/s² for example or a_y = -2.70 m/s² at α = 16° (Q11g).

c) Increasing of the longitudinal acceleration for error functions of the propulsion (Q11h) and when

using the “safe brake” (Q11f)

Table 91 - Value limits of the accelerations in x-,y and z-direction

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Actions on the guideway

Arrangement of the actions

(1)

The actions (F) to be taken into account are divided into permanent (G), variable (Q) and accidental

actions (A) in the following tables following /EN 1990/. The basis for the actions is /MSB AG-

GESAMTSYS/. If appropriate project specific additions are necessary and deletions are admissible.

(2)

The variable actions are divided into frequent (normally: frequency > 1/week) and infrequent (normally:

frequency < 1/year) effects.

Permanent actions

Definition:

A permanent action (G) following /EN 1990/ is an actions which is required to apply during the com-

plete service life and the change in size over time of which is negligible or in which the change up to

attaining a particular value limit always takes place in the same direction evenly.

Nr.

Permanent actions

Chapter

Permanent weight of the components

Planned pre-tension/force

(3)

Creeping and shrinkage (e.g. of the concrete)

(6)

Constant water compressive forces

(8)

Possible ground movements

(9)

Constant earth pressure

Table 92 - Permanent actions

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Variable actions

Definition:

A variable action (Q) is an action following /EN 1990/ the change in size over time of which is not

negligible or in which the change does not always take place in the same direction.

Nr.

Actions

Chapter

Frequent actions

Inertia forces including dynamics from vehicle self-weight

Inertia forces including dynamics from payload

Unequal distribution of the vehicle weight in x direction

(19)

Travel dynamics (dynamic forces from the track)

Reactive forces in narrow radii

Q7a

Aerodynamic forces from meeting of trains

Q7b

Aerodynamic forces from tunnel travel

(50)

Q7c

Aerodynamic forces on building structures close to the track

(54)

Q8a

Actions from prevailing wind: Uplift

(59)

Q8b

Actions from prevailing wind: Pressure/suction

Q9a

Lateral forces as a consequence of wind from environment

Q9b

Uplift as a consequence of wind from environment

Q10

Temperature as a result of propulsion

Infrequent actions

Q11a

Increased vehicle weight

Q11b

Failure of a support magnet control system

Q11c

Dual failure of a support magnet control circuit

Q11d

Failure of a guidance magnet control system

Q11e

Dual failure of a guidance magnet control circuit

Q11f

Use of the vehicle “safe brake”

(8)

Q11g

Velocity deviation

Q11h

Propulsion system failure

Q11i

Actions resulting from a windings short circuit

Q11j

Activating/contact with magnets (Q11j)

Q11k

Raising of support skids, which are frozen on the sliding surface

Q11l

Increase in vehicle weight due to snow

Table 93 - Variable (frequent/infrequent) actions from the vehicle

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Nr.

Actions

Chapter

Q30

Actions from maintenance

Q50a

Environmental temperature: Thermal fluctuations

Q50b

Environmental temperature: Linear temperature differences

Q50c

Environmental temperature: Uneven heating of components

Q51

Wind on the supporting structure

Q52

Snow and ice loads

Q53

Variable water pressure forces

Q54

Wind load on construction stages

Q55

Maintenance conditions

Q56

Construction conditions

Q57a

Track switching equipment: Elastical bending of switches

Q57b

Track switching equipment: Inertia forces from shifting

Q58

Displacement resistance of bearings

Q59

Failure of supporting structure elements

Q60

Lateral earth pressure from variable actions

Table 94 - Other variable actions

Accidental actions

Definition:

Following /EN 1990/ an accidental action (A) is an action which is usually for a short period but of

considerable significance and which can however occur with no great probability during the planned

service life of the supporting element.

Nr.

Actions

Chapter

Actions from the vehicle

Actions as a result of loading gauge violations

Safety wind on vehicle (v=0 km/h)

Other accidental actions

Maintenance

Safety wind on supporting element

Possible ground movements

Impact of track guided vehicles

Impact of road vehicles

Ice jam, thermal ice pressure, impact from watercraft

Earthquake

Table 95 - Accidental actions

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Guideway

Combination of the actions

(1)

The whole of the design values for the verification of reliability of the supporting structure for a bound-

ary conditions with the simultaneousness of its occurrence being taken into account is referred to as a

combination of actions following /EN 1990/.

(2)

The actions are to be combined in such a way with the possibilities given in the following table 96 that

unfavourable requirements for the rating result.

(3)

The reduction and combination factors indicated in the following chapters may be applied taking into

account the fact that certain actions with sufficient probability do not occur simultaneously with their

maximum sizes.

Observations:

Actions

Actions situa-

tions 1)

For 1) incl. Following operating conditions:

constant actions G following tab 2.

with

- travelling vehicle (min v, max v)

- standing vehicle

Actions from the vehicle

setting down vehicle

max

min

Vehicle self weight

levitating vehicle

Payload 2)

max

min

track situations (α, s, R_H, R_K,W)

Unequal distribution of the vehicle self

For 2)

weight in x and y direction

A proven partial payload may be used for

proof of the operating stability (see chap 0).

dynamic lateral forces from guidance

with

without

dynamics 4)

For 3)

Reactive forces in narrow radii 5)

with

see chap 0

aerodynamic lateral forces

with

without

For 4)

as a result of guideway deformations and

Actions from prevailing wind

with

without

guideway tolerances

Q10

Temperature as a result of propulsion

with

without

For 5)

Q11

Infrequent actions

with

without

dependent on the radius in the x-y-plane

Actions from the environment

For 6)

Wind action on vehicle

with

without

dependent on the travelling speed

Q50

Temperature from environment

with

without

For 7)

Q51

Wind on supporting structure

with

without

see chap 0

Q52

Snow and ice loads

with

without

For 8)

see chap 0

Q53

Variable water compressive forces

with

without

Q60

Earth pressure from variable actions

with

without

other actions

Q30

Actions from maintenance 7)

with

without

Q55

Maintenance conditions

with

without

Elast. deformation of the bendable

Q57a

with

without

switches

Q58

Support-shifting resistances

with

without

Q59

Failure of load support elements

with

without

Table 96 - Typical action situations for formation of the decisive combinations

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Power transferring interfaces vehicle - guide-

way

General

(1)

The power transferring interfaces vehicle - guideway (see figure 120)

• Support magnet - long stator,

• Guidance magnet - lateral guidance rails

• Braking magnet - lateral guidance rails and

• Support skid - sliding strip

are described in the following chapters.

(2)

The basis for this is the designs set down in /MSB AG-GESAMTSYS/. Apart from these interfaces it is

generally only aerodynamic forces (pressure/suction) which are transferred to the guideway.

(3)

In addition forces can be transferred in the area of other guideway equipment elements (e.g. external

on board energy supply) and these are to be set down for the individual case.

(4)

The inertia forces from special vehicles are usually guided to the guideway via the above interfaces.

(5)

The geometry of the guideway interface modules is set down in /MSB AG-FW ÜBG/ and /MSB AG-FW

GEO/. In addition the system specific measurements and dimensions which describe the power trans-

ferring interfaces between vehicle and guideway are given for typical designs.

(6)

Further information on the interfaces is compiled in chapter 0with the description of the load figures.

(7)

In the Annex of chapter 0the vehicle actions on the guideway are assigned to the individual interfaces

in Error! Reference source not found.

(8)

The support magnet lengths are to be used as reference sizes for the establishment of the require-

ments:

• End sections: L_ES = L_{TM-B, ES} = 23,753 m

• Middle sections: L_MS = L_{TM-B, MS} = 24,768 m

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Designation and numbering of the partial magnets

(1)

The designation and numbering of the partial magnets for supporting TMT and guiding FMT is to be

taken from figure 121 for the end and middle sections.

(2)

In this the left (le) and right (ri) vehicle/guideway side must be distinguished between.

(3)

The current state of technology for vehicles means that the partial magnets FMT 1 for guiding and

FMT 16 are not present because no section crossing guidance magnets are available.

(4)

The partial magnets for support TMT(1) and TMT(16) of the end sections correspond to the lengthen-

ing of the nose or tail magnets.

gnet

i+1

Bremsmagnet

(Bug/

(MS/

Heck)

Endsektionen ES

ES)

Teilmagnete Führen FMT_i

(1)

Teilmagnete Tragen TMT_i

(1)+2

(1)

(ES/

(MS/

Mittelsektionen MS

MS)

ES)

Teilmagnete Führen FMT_i

(16)

(1)

Teilmagnete Tragen TMT_i

(16)

(1)

Figure 121 - Designation of the partial magnets (supporting and guidance)

Magnet

Bremsmagnet

Braking magnet

Bug/Heck

Nose/tail

Endsektionen

End sections

Mittelsektionen

Middle sections

Teilmagnete Führen

Partial magnets guidance

Teilmagnete Tragen

Partial magnets support

Interface support magnet - long stator

Functions

(1)

-Only electromagnetic forces in the +z-direction and electromagnetic longitudinal forces in the ± x

direction resulting from propulsion and braking are transferred via the support magnet-long stator in-

terfaces (see figure 120) arranged on both sides of the guideway and vehicle.

(2)

If a partial magnet fails the neighbouring magnet takes over the forces of the failed magnet as a rule

(Q11b). If a neighbouring partial magnet fails the assigned support skid takes over the forces of the

failed partial magnets (Q11c).

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Geometry

(1)

The geometry of the support magnets and the power transferring components of the support magnets

(pole bodies) is presented in figure 122.

(2)

In the sense of this design basis the length of the vehicle corresponds to the length covered by the

support magnet L_TM-B. The length of a section covered by the support magnet L_TM-B results from the

sum of the system lengths of the available support magnets L_sys,TM. The length covered by the support

magnets L_TM-B for vehicles with n-sections (n≥ 2) with the length covered by the support magnets for

end and middle sections taken into account amounts to: L_TM-B = 2 ⋅ L_TM-B,ES + (n-2) · L_TM-B,MS

(3)

The regulating support magnets have 10 main and 2 end poles (exception: typical design of the nose

and tail magnets with 2 additional main poles).

(4)

The system length of the regulation support magnets amounts to 3096mm (exception: typical design

of the nose/tail support magnets: L_sys,TM = 3629 mm).

(5)

The smallest system unit with reference to support magnet force amounts to: L_sys,TMT = 1548 mm =

L_sys,TM / 2

(exception: typical design on nose/tail: L_{sys,TMT,nose/tail} = 2081 mm).

(6)

The dimensions given are to be applied for all ranges and radii of the guideway track.

L_TM-B,ES = 23753

L_TM-B,MS = 24768

Endsektion

Mittelsektionen

TMT_i

mit i

11 ...16 …1

3096

Bug- / Heck-Tragmagnet

Regel-Tragmagnet

L_sys,TM,Bug = 3629

L_sys,TM = 3096

88 80

166 100

176

166 100

176

(TMT₁)

TMT₂

TMT₃

TMT₄

TMT₅

TMT_i

Endpol

Hauptpol

OK Fahrweg (Gleitebene)

p_x Beschleunigung/

Fahrspurmittenachse

Bremsen

p_z

Tragen

185

Langstator

Zangenmaß

398

Tragspalt

Seitenführ-

Tragmagnet-

Schiene

pol

Alle Maße sind Nennmaße

e_y,TM = 2220

in [mm]

170

Figure 122 - Typical geometry of the actions support magnet - long stator

Endsektion

End section

Mittelsektionen

Middle sections

Bug -/Heck-Tragmagnet

Nose -/tail-support magnet

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Regel-Tragmagnet

Regulation-support magnet

Beschleunigung/Bremsen

Acceleration/braking

Tragen

Support

Fahrweg

Guideway

Gleitebene

Sliding surface

Fahrspurmittenachse

Track central axis

Seitenführschiene

Lateral guidance rail

Langstator

Long stator

Tragspalt

Support gap

Tragmagnet -pol

Support magnet -pole

Zangenmass

Grip measurement

Alle Masse sind Nennmasse in (mm)

All measurements are nominal measurements in (mm)

Interface guidance magnet - lateral guidance rails

Functions

(1) Electromagnetic tractive forces in y direction are transferred from the actions in y-direction via the guid-

ance magnet-lateral guidance rails interface arranged on the both guideway and vehicle (see figure

123).

(2) In infrequent situations (e.g. failed magnetic regulating circuits for guiding(Q11d, Q11e)or with unfa-

vourable overlapping of extreme actions) local mechanical tractive forces are exerted in y-direction and

frictional forces in +x direction.

Geometry

(1) The magnetic and mechanical forces are transferred via 2 or 4 longitudinal pole strips (Pl) onto the lat-

eral guidance rails (see figure 123). In the longitudinal direction gaps of 46 mm (2.23 mm) are present

every 3096m (guidance magnet system length L_sys,FM = 3,096 m). The force transferring pole-strip

length amounts to L_PL,FM = 3,050 m or L_PL,FMT = 1,525 m. The arrangement of the guidance magnets and

guidance magnet poles or partial magnets over the length of the vehicle is variable. A typical arrange-

ment of the individual guidance magnets is presented in figure 123.

(2) The mechanical forces for double failure of neighbouring guidance magnet circuits are transferred to the

ends of the guidance magnets via the start strips onto the guideway (b_z,AL = 283 mm; b_x,AL = 5 mm; see

Figure 123)

(3) For establishing the actions as a consequence of friction, typical friction coefficients between guidance

magnet and lateral guidance rails are to be taken from table 97.

(4) The lengths covered by the guidance magnets L_FM-B,ES and L_FM-B,MS can be derived from figure 124.

(5) The dimensions are to be applied for all ranges and radii of the guideway track.

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Guideway

3 x 3096 = 9288

3,5 x 3096 = 10836

Endsektion

Mittelsektionen

FM_T2

FM_T1

FMT_i

mit i =

FM_E

FM_M

FM_E

FM_M

FM_E

OK Fahrweg

Eckmagnet FM_E

170

Polleisten PL

Mitte

Führmagnet

OK Fahrweg

Mittelmagnet FM_M

170

Anlaufleiste AL

Polleisten PL

Mitte

Führmagnet

Seitenführ-

Teilmagnetlänge L_PL,FMT = 1525

schiene

Polleistenlänge L_PL,FM = 3050

Alle Maße sind Nennmaße

in [mm]

Systemlänge L_{sys, FM}

= 3096

Figure 123 - Typical geometry of the actions support magnet - lateral guidance rails

Endsektion

End section

Mittelsektionen

Middle sections

Eckmagnet

Corner magnet

Fahrweg

Guideway

Führmagnet

Guidance magnet

Polleisten

Pole strips

Mittelmagnet

Middle magnet

Anlaufleiste

Start up strip

Seitenführschiene

Lateral guidance rail

Alle Masse sind Nennmasse in (mm)

All measurements are nominal measurements in (mm)

Teilmagnetlänge

Partial magnet length

Polleistenlänge

Pole strip length

Systemlänge

System length

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Interface braking magnet - lateral guidance rails

Functions

(1)

If the long stator motor fails electromagnetic tractive forces in y- direction and longitudinal forces in +x

direction and also mechanical frictional forces in +x direction for set braking magnets are transferred

via the interface braking magnet-lateral guidance rails (see figure 124) on both the guideway and ve-

hicle.

Geometry

(1)

A typical arrangement of the braking magnets in x-direction and the typical geometry of the load

transmitting pole bodies is given in figure 124.

(2)

The centre to centre distance of the braking magnets in x-direction amounts to e_x,BM = 24,768 m.

3096

Endsektion

Mittelsektionen

FM_T2

FM_T1

= 24 768

Mittenabstand der Bremsmagnete e_x,BM

„Freier“ Brems-

OK Fahrweg

168

magnet

170

Mitte

288

Brems-

magnet

12 Bremspole

„Anliegender“

OK Fahrweg

Bremsmagnet

170

Mitte

270

Anlaufplatte

Brems-

magnet

Anlaufplattenlänge L_BM,AP = 2800

Seitenführ-

schiene

p_x Bremsen

Systemlänge L_sys,BM = 3096

p_y Zugkräfte

(Wirbelstrom)

Alle Maße sind Nennmaße

in [mm]

Figure 124 - Typical geometry of the actions braking magnet - lateral guidance rails

Endsektion

End section

Mittelsektionen

Middle sections

Mittenabstand der Bremsmagnete

Middle distance of the braking magnets

Freier Bremsmagnet

Free braking magnet

Anliegender Bremsmagnet

Close braking magnet

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Guideway - Part II: Design

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Design principles

Guideway

Fahrweg

Guideway

Bremspole

Braking poles

Anlaufplatte

Axial buffer disk

Anlaufplattenlänge

Axial buffer disk length

Systemlänge

System length

Alle Masse sind Nennmasse in (mm)

All measurements are nominal measurements in (mm)

Seitenführschiene

Lateral guidance rails

Bremsen

Brakes

Zugkräfte (Wirbelstrom)

Tractive forces (eddy current)

(3)

The maximum friction coefficients µ_BM-SFS between the braking magnet and lateral guidance rails to be

applied as a function of the travel speed are to be taken from table 97.

Adhesive fric-

Dynamic friction

tion

v_Fzg [km/h]

v → 0

100

200

> 300

µBM-SFS [-]

0.50

0.30

0.25

0.22

0.20

0.18

0.14

0.12

0.10

Table 97 - Typical frictional coefficients braking magnet - lateral guidance rails (dry guideway)

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Interface support skid - sliding strip

Functions

(1)

-Forces in the z and friction in the ±x and ±y direction are transferred via the support skid-sliding strips

interfaces arranged on both sides of the guideway and vehicle (see figure 125) (normally at v_Fzg = 0

km/h, in infrequent design situations at v_Fzg ≥ 0 km/h).

(2)

The process for establishing the actions to be taken into account is described in the subsequent chap-

ters.

(3)

The maximum friction coefficientsµ_TK-GL to be applied as a function of the travel velocity between sup-

port skid and sliding strip are to be taken from table 98 to establish the actions in x-direction as a con-

sequence of friction.

Adhesive

Dynamic friction

friction

v_Fzg [km/h]

v → 0

100

200

> 300

µTK-GL[-]

0.50 ^*

0.30 ^**

0.24

0.21

0.20

0.18

0.14

0.12

0.10

* Coefficient for taking into account the adhesive friction

** The max. friction coefficient for v_Fzg → 0 km/h is to be tested project specifically.

Table 98 - Typical frictional coefficients support skid - sliding strip (dry guideway)

Geometry

(1)

A typical arrangement of the support skids on the vehicle with the typical dimensions of the support

skids is presented in figure 125.

Endsektion

Mittelsektionen

Tragkufen

e_x,TK = 3096

b_y,TK = 110

Tragkufen

Gleitebenen

F_x/y/z,TK

OK Fahrweg

F_x/y/z,TK

150

e_y,TK

= 2220

L_x,TK = 740

Alle Maße sind

Spurmittenachse

Nennmaße in [mm]

Figure 125 - Typical geometry of the actions support skid - sliding strip

Endsektion

End section

Mittelsektionen

Middle sections

Tragkufen

Support skids

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Design principles

Guideway

Dynamic step up of requirements

General

(1) As a consequence of the transient actions on the guideway, oscillations/vibrations occur as a rule which

lead to a rise in the static guideway requirements (dynamic step up) such as to radiation of sound and

solid base noise (vibrations).

Influence quantities on the dynamic step up

General

(1) The parameters and characteristic values described subsequently influence the dynamic behaviour and

the dynamic reaction of the guideway when a vehicle travels over and thus the size of the dynamic step

ups.

Influence quantities of the guideway

(1) Characteristic frequencies and forms of the guideway structure

The dynamic behaviour of the guideway and its ability to be stimulated is determined decisively by the

associated characteristic frequencies and forms along the function planes and by the load arrangement.

Global and local characteristic frequencies and forms depend on the mass, torsional rigidity, the static

systems and the support conditions of the designs.

(2) Damping characteristics of the guideway structure

The guideway characteristics of the guideway significantly influence the size of the dynamic step ups

with harmonic stimulation above all. The damping characteristics are dependent on the materials used

and the design characteristics of the structure. The most accurate possible of the respective damping

characteristics of the guideway is required for a mathematical establishment of the dynamic require-

ments.

(3) Accuracy of position of the function planes

The greater the geometrical deviations from the ideal guideway position (e.g. positional inaccuracies of

the long stator, offset at end of beam) are, the greater the dynamic step ups of the requirements ex-

pected (for admissible deviations in position see /MSB AG-FW GEO).

Influence quantities of the vehicle

(1) Load image of the vehicle and geometrical regularities contained in it

The load image of the vehicle is decisive for the size of the dynamic step up for intermittent load.

Possible vehicle excitation frequencies result from the geometrical regularities in the load arrangement

and in the development of the support magnets/magnetic poles as a function of the travel speed.

(2) Travel speed of the vehicle

Significantly increased oscillations of the guideway beams can occur as a function of the travel speed.

Dynamic step ups are mainly to be expected at resonant travel speeds, at high travel speeds (intermit-

tent load) and at low travel speed (slow travel/hovering).

(3) Dynamic characteristics of the vehicle

All factors which the time variability of the magnetic forces influence (e.g. gap distance) have an effect

on the dynamic step up of the guideway requirements.

Influential excitation mechanisms

(1) The influential system specific mechanisms and their influence quantities are shown subsequently.

Excitation mechanism I

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(1) Intermittent load of the guideway through crossing of the vehicle:

For vehicle lengths, guideway geometries and travel velocities present the size of the dynamic load in-

creases with the travel speed. This effect can be relevant for high travel speeds in particular.

Excitation mechanism II

(1) Geometrical regularities of the vehicle (length of the support magnet L_TM; section length of the vehicle

L_ES/MS) lead to a periodic excitation of the guideway, the frequency of which is dependent on the travel

velocity. Stepped up guideway oscillations can result from this. The harmonic excitation of the guideway

can also lead to vibrations in the ground.

(2) The decisive wavelengths of the action result from the geometry and arrangement of the vehicle actions

(e.g. support magnets and support magnet poles or guidance magnets and guidance magnet poles).

Typical wavelengths for the actions in z-direction are e.g. λ_i = L_λ/i ⋅ with i = 1; 2 … and L_λ = 3,096 m;

24,768 m; 49,536 m.

(3) With the help of equation (1) the associated speed dependent excitation frequencies can be calculated.

f_Anregung = v_Fzg / λ_i [Hz]

( 1)

(4) A large number of exciter frequencies thus result for the guideway which can lead to resonant dynamic

step ups in the area of guideway natural frequencies (for this see chapter 0 (4)).

Excitation mechanism III

(1) Periodic fluctuations in the magnetic forces transferred from the vehicle to the guideway through the

tooth/slot development of the long stator.

(2) As a consequence of the low dimensions these mainly have an effect on structures with short influential

lengths and at low travel velocities and lead to a periodic exciting of the guideway, the frequency of

which depends on the travel velocity.

Excitation mechanism IV

(1) Vehicle vibrations can cause periodic fluctuations of the vehicle loads. Possible causes of an exciting of

vibration of the vehicle are subsequently described.

(2) Parameter excited oscillation of the vehicle (exciter mechanism IV.a):

As a consequence of a regular, final length of the guideway beams, the rigidity of the guideway under

the support magnets can change periodically (e.g. support area, beam field). If an excitation frequency

resulting from the travel velocity and the support distance of the guideway beams is close to the natural

frequency of the vehicle or the guideway, this can lead to stepped up vibrations of the vehicle and thus

also the guideway.

(3) Excitations from the roughness of the track (excitation mechanism IV.b):

Deviations of the function planes from the ideal position (e.g. position inaccuracies of the stator packs

or displacements on the beam joints) lead to a dynamic exciting of the vehicle during crossing and thus

to vehicle vibrations which again have a retrospective effect on the guideway as a consequence.

Excitation mechanism V

(1) Dynamic effects from the regulation of the vehicle and thus in the coupling of the vehicle to the guide-

way can lead to strongly stepped up vibrations especially during slow travel/hovering and especially in

the area of natural frequencies of the guideway structure.

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Design principles

Guideway

(2) The associated exchange forces can be limited by measurements on e.g. prototype vehicles.

Excitation mechanism VI

(1) Excitations as a result of infrequent actions such as e.g. fault of propulsion regulation of the long stator

linear motor (slip, swing), regulated setting down of the vehicle when using the safe brake or starting up

a support magnet on the stator pack.

Damping characteristics

(1) With regard to a reduction of dynamic step ups it is recommended to use designs/construction methods

with a high degree of natural damping.

(2) The damping measurements following EN 1991-2:2003 Tab. 6.6 or experimentally established damping

values may be used if these can be proved as representative for the respective case of application and

are agreed with the responsible inspectorate.

(3) If damping measurements following (2) are not available, the values given in table 99 can be used for

the dynamic tests as a conservative damping measurement D in % of the critical damping (damping

factor).

Beam/component from

Conservative damping measurement D [%]

welded steel structures

0.3

screwed steel structures

0.4 .. 0.6 (dependent on the design)

Ferro concrete

0.6

Pre-stressed concrete

0.6

Steel bonding

0.6

Ground

project specific

Table 99 - damping measurements D in % of the critical damping

Establishment of the dynamic requirements

General

(1) The general requirements for furnishing proof of dynamic actions are to be taken from

• DIN specialised report 101 chap. -6.4; Annex H;

• DIN 1055-100, chap. 5.4

• Eurocodes (e.g. EN 1990 - chap. 4.1.5; chap. 5.1.3 and EN 1991-2 - chap. 6.4)

(2) In establishing the dynamic requirements all actions from the travelling operation and if appropriate the

environment (wind, earthquake) are to be taken into account with their special characteristics.

(3) The local increase as a consequence of the magnet regulation is to be taken into account in line with

chapter 0.

(4) In the mathematical determination of dynamic requirements while using suitable calculation pro-

grammes, the information in chapter 0 is to be taken into account

(5) Dynamic actions may be accepted as quasi-permanent actions in so far as vibration coefficients are

available and agreed with the responsible inspectorate.

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Guideway

(6) For verification of the serviceability of the guideway with regard to its vibration behaviour, the require-

ments for system compatibility of vibration amplitudes contained in chapter Error! Reference source

not found. is to be taken into account.

(7) Dynamic requirements in the resonance area are to be demonstrably limited through suitable measures

(e.g. damping by oscillation/vibration dampers) in such a way that the serviceability, the support safety

and operating stability can be proven for the project specific service life required with the resonance re-

quirements being taken into account.

(8) The theoretical assumptions and calculation results are to be verified through measurement of the dy-

namic requirements following /MSB AG-FW ÜBG/.

Dynamic step ups as a consequence of magnet regulation

Time variability of the magnet forces

(1)

In order to adhere to the required air gap at the support magnet/long stator and guidance

magnet/lateral guidance rail interfaces, the magnetic forces are regulated in line with the lo-

cal and temporary gap ratios (see reliable guideway tolerances following /MSB AG-FW

GEO/.

(2)

The time variability (dynamic) of the magnetic forces (reaction forces as a consequence of

position tolerances of the long stator and the lateral guidance rails, slip, oscillation) which re-

sults from this is to be taken into account for local proofs in the interface area (support mag-

net-long stator, guidance magnet-lateral guidance rails) for respectively one partial magnet

for support or guidance (see chapter 7.3 and 9.3).

(3)

For the verification process the following step up coefficients ϕ_Rl are to be applied:

min ϕ_Rl,x/y/z = 0.8 and max ϕ_Rl,x/y/z = 1.2

(4)

The higher value limits of the static actions indicated in chapter 9 are to be used as capacity

limits of the support and guidance magnets. The step ups maxϕ_Rl,x/y/z are already included in

this.

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Design principles

Guideway

Excitation of characteristic forms through the magnet regulation

(1)

During slow travel and hovering in particular characteristic forms of guideway elements can be excited

by variable magnetic forces as a consequence of the gap regulation. The requirements and deforma-

tions as a consequence of these excitations are to be proved.

(2)

The type/method of the verification process is to be agreed with the responsible inspectorate.

(3)

Possibilities for the verification process are:

• Theoretical verification process through dynamic FEM calculations e.g. through response analysis;

(the excitation forces and associated frequency areas are to be set down in agreement with the re-

sponsible inspectorate in a project specific way.)

• If no values are set down in agreement with the responsible inspectorate, excitation forces as in

harmonic varying forces in the characteristic frequencies of the beam with maximum power ampli-

tudes of ∆p_z = ∆p_y = ± 1 kN/m can be assumed for estimation of the dynamic step ups. Here the

frequency range of 0 to 30 Hz is decisive.

• Measurement of the dynamic deformations and requirements of a prototype beam with simultane-

ous verification of the system behaviour;

• Checking of guideway elements in the test stand;

(4)

In addition to a mathematical verification, an inspection of the guideway designs through test technical

checking of the dynamic behaviour and measurement of the dynamic requirements for slow crossing

and hovering is required.

Dynamic step ups as a consequence of mobile operation

Mathematical establishment of the dynamic requirements

(1)

In the mathematical establishment of the dynamic requirements to be proven, the load arrangements

of chapter 0 are to be applied. In addition the influence quantities and excitation mechanisms de-

scribed above are to be taken into account.

(2)

The models for the guideway structures are to be chosen in such a way that geometry, rigidity, support

ratios and distributions of mass and the dynamic characteristics (natural frequency, characteristic

forms, damping) can be represented sufficiently realistically. The structures are to be portrayed via

suitable methods such as e.g. the finite elements method. The parameters of the guideway beams are

to be varied in their whole (or project specific) band width. The damping is to be estimated conserva-

tively following chapter 0. The influence of the guideway substructure and guideway foundation is also

to be recorded in the calculation of the dynamic requirements as far as this is necessary. The exami-

nation of the global reaction of the guideway beam can normally occur with models.

(3)

The depiction of the periodic excitation from the slot-tooth development of the long stator can occur

through an increased (reduced) power transfer of the magnetic forces with location equality with the

teeth (grooves) of the long stator. Here it is to be assumed that the total power transfer occurs over

the teeth of the long stator.

(4)

The actions from the vehicle must depict the characteristics of the vehicle sufficiently accurately (e.g.

geometry of the support/guidance magnets). In particular the decisive excitation mechanism must be

covered by the assumptions.

(5)

For known natural frequencies of the guideway, the travel speeds at which a resonant excitation of the

guideway construction is to be expected can be determined by equation (1).

(6)

The information contained in chapter 0 is to be taken into account for consideration of the dynamic

step ups as a consequence of the magnet regulation at low travel speeds and when hovering.

(7)

If models for other dynamic actions (e.g. wind, earthquake) are used, these must depict the size, posi-

tion, direction and course, positional and time variability, frequency of repetition and excitation fre-

quencies of the individual parts of the action sufficiently accurately.

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(8)

For carrying out of the dynamic simulation calculation a time integration function is to be chosen which

guarantees sufficient result quality. The size of the time step is to be chosen sufficiently finely.

(9)

The simulation calculations are to be carried out up to maximum design speed for a sufficient number

of speeds (e.g. with a speed pattern of ∆v_Fzg = 1 m/s). The speed ranges in which the excitation fre-

quencies of the vehicle coincide with the natural frequencies of the guideway are to be given particular

examination. Here the extension of the period of the time integration process for establishing reso-

nance speed is to be taken into account.

Establishment of the dynamic requirements with the help of vibration coefficients

General

(1)

As a rule the effect of the non resting actions on the guideway can be established by quasi-permanent

verification as the actions are multiplied with vibration coefficients ϕ.

(2)

The vibration coefficients are to cover the decisive effects of the excitation as a function of the damp-

ing here.

(3)

The dynamic step ups can as a rule be established by global vibration coefficients ϕ_Bg and local vibra-

tion coefficients ϕ_Bl:

• The global vibration coefficients ϕ_Bg refer to the requirements in the main support direction (x-, y-

and z- direction) of the guideway beams and are also to be taken into account in the layout of the

substructure.

• In the immediate area of the interfaces between the vehicle and guideway locally greater dynamic

step ups result as a function of the local design boundary conditions (rigidity and damping ratios)

and the load arrangements of the actions (geometry and frequency) and these are to be taken into

account through local vibration coefficients ϕ_Bl. Local vibration coefficients are thus to be taken

into account in e.g. the cantilever arm area of discretely supported guideway beams and for short

guideway elements such as e.g. guideway plates.

(4)

The time variability of the magnetic forces is taken into account through the local vibration coefficients

given in chapter 0.

(5)

With reference to the serviceability of the guideway a maximum vibration coefficient of 1.5 is to be

aimed for as the upper limit for the dynamic step up of the requirements.

(6)

The vibration coefficients can be established mathematically or experimentally taking into account the

notes given in the subsequent sections.

Mathematically established vibration coefficients

(1)

Design dependent vibration coefficients can be derived from mathematically determined dynamic re-

quirements. These can be used for the dimensioning of the guideway elements if the assumptions

made are confirmed by the responsible inspectorate. Notes on the mathematical establishment of dy-

namic requirements (instructions and boundary conditions) are compiled in chapter 0 for this purpose.

(2)

For single span beam systems with typical support scopes, exemplary rating figures for the global

vibration coefficient ϕ_Bg,z for actions in a vertical direction as a function of the damping in accordance

with table 1 and the vehicle length (2,4,6 and 10 sections) are given independent of design and ex-

plained with reference to their application limits. As long as there are no more precise findings, no vi-

bration coefficients smaller than ϕ_Bg,z and ϕ_Bg,z,WSE may be used for horizontal actions and for effective

torsion moments in accordance with Annex II-B.

(3)

As long as there are no more accurate findings or own mathematical examinations, no vibration coeffi-

cients smaller than for single span beam systems should be used for twin span beam systems with the

same support scope.

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Test technical proven vibration coefficients

(1)

The use of test technically established and proven vibration coefficients is admissible as long as the

following boundary conditions are met:

• The design of the guideway beam to be proven is similar to guideway designs already verified (ri-

gidity, mass per unit area, support scopes, support systems).

• The operational boundary conditions of the test technical furnishing of proof (vehicle geometry and

equipment and also operating and track parameters) cover the project specific requirements.

• The travel speeds resulting from equation (1) in which a resonant excitation of the guideway de-

sign is to be expected are covered by the tests.

(2)

The current state of knowledge regarding the test technically proven vibration coefficients and the

associated boundary conditions can be requested from the responsible inspectorate.

Limitation of the dynamic step ups

(1)

The dynamic response of the guideway is to be limited by suitable measures such as e.g. by increas-

ing the damping (e.g. use of vibration dampers) in case:

• the admissible deformations following section 10.3 are exceeded,

• the required period of use cannot be attained as a consequence of dynamic step up of the re-

quirements and/or

• the behaviour of the linked system vehicle/guideway is not system compatible.

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Characteristic values of the actions

Permanent actions

Self-weight(G1)

(1)

The self-weights of the components are to be determined following the relevant standards and regula-

tions.

(2)

For the maglev railway specific equipment components the following values are to be assumed:

• Long stator including motor winding, earth and securing attachment

: 1.4 kN/m ¹⁷)

• Lateral guidance rails, sliding strips

¹⁸)

• Components of the external on board energy supply including securing attachment

: 0.25 kN/m

• Supplement for other add on parts

: 0.10 kN/m

(3)

The above actions from the individual components of the maglev railway specific guideway equipment

are to be proven by measurement of weight.

Planned pre-tension/force (G2)

(4)

The pre tension for pre-stressed concrete is a permanent action. For practical reasons it may however

be treated differently (see EN 1992). Force in the sense of G2 can for example be a forced deforma-

tion of beam through its weight or pretensioning against a support.

(5)

Pre-tension can be created by pre-stressing elements, anchorings (e.g. on guideway plates), change

of the support conditions, pre-loading or other measures,

(6)

Planned pre-tension and force are to be taken into account.

Creeping and shrinkage of the concrete (G3)

(7)

Creeping and relaxation are action dependent and are thus to be assigned to the creating action com-

binations.

(8)

The actions from creeping and shrinkage may be taken into account if the requirements become more

favourable. They must be taken into account if the requirements become less favourable as a result.

Constant water compressive forces (G4)

(9)

The actions from constant hydraulic pressure are to be taken into account following the relevant regu-

lations and standards.

¹⁷ per side of the guideway beam;

¹⁸ The self-weights of the lateral guidance rails and sliding strips are to be established in accordance with the

general requirements (dimensions and materials) from /MSB AG-FW ALLG/ under consideration of the

respective design layout.

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Probable ground movements (G5)

Guideway superstructure

(1)

The values of the probable ground movements to be applied for rating of the guideway superstructure

correspond to the value limits of the admissible deformations of the guideway substructure (see chap-

ter Error! Reference source not found.). These values are to be applied in every unfavourable posi-

tion.

(2)

In an individual case (e.g. for flow through systems with short support scopes) the probable ground

movements to be applied may however be reduced in agreement with the responsible inspectorate

and on proof of the compatibility to the vehicle. In this way it is to be guaranteed through maintenance

that the guideway is adjusted before exceeding the reduced values.

(3)

Before reaching the system value limits of the subsidence (established in the verification of service-

ability) the supports are to be adjusted. If this system value limit is applied as a possible ground

movement, γ_Q = 1.0 may be applied for the guideway superstructure (see also ENV 1991-3: C2.3).

Guideway substructure

(10) The guideway substructure is to be formed in such a way that the probable ground movements can be

balanced by adjustment of the supports of the guideway superstructure in each case (see also /MSB

AG-FW ÜBG/, chapter 10.2.2).

(11) The support positions following adjustment of the supports are to be taken into account in the guide-

way verification process (weak points of the support forces).

Earth pressure (G6)

(12) The earth pressure is to be established and proved following the generally recognised rules of engi-

neering.

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Guideway

Variable actions

Variable actions as a consequence of the vehicle

Coordinate system of the actions

(21) The following actions refer to the Cartesian coordinates system presented in figure 126.

(22) For this see also/MSB AG-FW TRAS/, /MSB AG-FW VERM/.

Fahrwegquerneigung

Fahrweglängsneigung

"0"

Ursprung, liegt auf der Raumkurve

X,Y

,Z globale Fahrwegkoordinaten

X- u. Y-Achse waagrecht

Z-Achse lotrecht

x, y

, z lokale Fahrwegkoordinaten

x-Achse mit β mitdrehend

y- u. z-Achse mit α mitdrehend

Einzelspurfahrweg

1..n

Nummerierung der Spuren

bei mehreren Fahrspuren n>1

(siehe Beispiel Doppelspurfahrweg)

Spurmittenabstand

y₁

y₂

α₁

"0₁"

α₂

"0₂"

Y₂

x₁

β₁

x₂

β₂

X₁

X₂

α₁

α₂

Doppelspurfahrweg

z₁

z₂

Z₁

Z₂

Figure 126 - Coordinate system of the actions

Fahrwegquerneigung

Guideway transverse inclination

Fahrweglängsneigung

Guideway lengthways inclination

Ursprung, liegt auf der Raumkurve

Origin, lies on the space curve

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Vehicle weight (self-weight and payload) (Q1, Q2)

(13) As a static action as a consequence of vehicle weight (vehicle self-weight and payload) the inertia

forces p_Z following table 100 are to be applied for the dimensioning of the guideway following /MSB

AG-GESAMTSYS/.

(14) The track loads provided for the vehicle weight are averaged across the support magnet occupation

length L_TM-B (see figure 122). For the design of the guideway the local actions about the vehicle length

are to be determined from these average track loads while applying the equations and tables indicated

in the subsequent chapters.

(15)

(16) A possible unequal distribution of the payloads in x- and y- direction (Q3, Q4) is to be taken into ac-

count in accordance with the chapters 0 and 0.

(17) The use of the average track loads or own simplifications of the subsequent load arrangements is

admissible if it is proved that the requirements established through the simplification are on the safe

side.

Averaged, static track load

Designation

Frequency *

[kN/m]

Vehicle self weight EG (minimum vehicle weight)

p Z, EG = 21,0

medium vehicle weight MG (for normal load)

p_{Z, MG} = 26,0

***

80 %

admissible vehicle weight ZG (for maximum load)

p_{Z, ZG} = 29,0

***

20 %

maximum vehicle weight HG (e.g. in the case of fire,

p_{Z, HG} = 31,0

evacuation of a section) ****

Observations:

The frequencies indicated are to be tested for each product and adapted if appropriate.

For the use of lighter vehicles a reduced track load for the vehicle self weight can be set down project spe-

cifically (e.g. light goods vehicle with p_Z,EG = 19,0 kN/m).

***

For proof of fatigue a vehicle weight MG* = p can be applied more simply in place of the actions from the

middle vehicle weight MG (80%) and the admissible vehicle weight ZG (205)

****

The classification of the maximum vehicle weight HG is to be set down project specifically as frequent,

infrequent or unusual action. As a rule the maximum vehicle weight is to be assumed as an unusual action.

Table 100 - Typical mean, static actions from the vehicle weight

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Centre of gravity of the vehicle

Position of the vehicle centre of gravity in x-direction (Q3)

(18) The centre of gravity of the vehicle weight can shift through uneven distribution of the payload and the

vehicle self weight in x-direction (Q3). This uneven distribution is passed on over the vehicle structure

(e.g. distribution of the loads over air spring systems) to the support and guidance magnets and is

taken into account in the subsequent tables of actions (e.g. table 105).

(19) With vehicles for goods transport it is to be assured through a project specific loading instruction that

an uneven loading in x-direction does not lead to load distributions more unfavourable than those indi-

cated in table 105.

Position of the vehicle centre of gravity in y-direction (Q4)

(20) The centre of gravity of the vehicle weight can be shifted in the y-direction (Q4) through uneven distri-

bution of the payload. This shifting of the centre of gravity is negligible when including the track loads

in Table 100.

(21) With vehicles for goods transport it is to be assured through a project specific loading instruction by

the operator that there is no uneven loading in y-direction.

Position of the vehicle centre of gravity in z-direction

(1)

The highest position of the vehicle centre of gravity above the level of the sliding strips

amounts to:

• minimum vehicle weight sz,EG =

- 600 mm;

• medium vehicle weight s_z,MG

- 700 mm;

• admissible vehicle weight s_z,ZG

- 850 mm;

• maximum vehicle weight s_z,HG =

- 950 mm;

These centre of gravity positions are to be taken account of with the inertia forces in x- and y- di-

rection.

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Frequent variable actions (Q1...Q10)

General

(2)

The connection between the track parameters, the speed of travel and the acceleration is

defined through the following relations:

• acceleration a_x (x) in x-direction from starting up and braking

|a_x(x)| ≤ 1,5 m/s²ax (x)| ≤ 1,5 m/s²

( 2)

• Free lateral acceleration a_y (x) in y-direction

v(x)

⎛

v(x)

⎞

⎜

⎟

( 3)

(x)

⋅cosα(x)⋅cos

β(x)

−

g⋅cosβ(x)

⋅

sinα(x)

⎜

⎟

R (x)

(x)

⎝

V,K/W

⎠

• Normal acceleration a_z (x) in z-direction

v(x)

⎛

v(x)

⎞

(x)

⋅sinα(x)⋅cos

β(x)

⎜g⋅cosβ(x)

⎟

⋅cosα(x)

⎜

⎟

R (x)

V,K/W

(x)

( 4)

⎝

⎠

with:

a_x(x),

[m/s²]

in direction of the local coordinate axes, location dependent accelera-

a_y(x),

tions;

a_z(x)

v(x)

[m/s]

Location dependent speed of travel;

R_H(x)

[m]

Location dependent horizontal radius of the space curve in the ground

plan;

R_V(x)

[m]

Location dependent vertical radius of the space curve in the gradient

with

R_V,K : Peak (+) and R_V,W : Depression (-);

α(x)

[°]

Location dependent angle of rotation of the guideway round the x-axis

(guideway banking);

β(x)

[°]

Location dependent angle of rotation of the guideway round the y-axis

(guideway longitudinal gradient);

(3)

The connection between actions F, acceleration a and vehicle mass m is given by Newton’s

law:

F = m ⋅ a

( 5)

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(4)

The connection between accelerations and track parameters is presented in figure 127. The

possibility of overlapping of track elements is limited by the R_x,z -criterion given in /MSB AG-

FW TRAS/. The value limits of possible combinations are compiled in Annex II-C.

(5)

The maximum possible guideway actions are set down by the limitation of the admissible

accelerations following chapter 0. The acceleration values can deviate downwards project

specifically limitation of the admissible accelerations).

(6)

The equations (3) and (4) also apply for the standing vehicle.

x, a_x

Fläche

R_xz

X, a

"Gradiente"

y,a_y

Fläche

waagrecht,

Y,a_Y

"Grundriß"

R_H

Fläche xy

Gleitleistenebene

z, a_Z

Raumkurve

Z, g

R_{V, K/W}

Figure 127 - Connection between accelerations and track parameters

Fläche

Surface

Gradiente

Gradient

Waagrecht “Grundriss”

Horizontal “layout”

Raumkurve

Space curve

Gleitleistenebene

Sliding strip surface

Actions as a consequence of braking and accelerating (Q1/Q2)

z, a_z

(22) The thrust in each route section and the max. permissible longitudinal force resulting from ma a_x

according to Table 91 is to be set as a frequently variable action in the x-direction.

(23) The force in x-direction is location dependent and takes into account acceleration stretches (starting

up and braking), inertia stretches, incline, fall and the aerodynamic travel resistance (incl. headwind).

(24) A force of 110 Kn/middle section with reference to the vehicle weight is to be taken into account as

limit force in x-direction in frequent design situations (see also table 101 line 3).

(25) The actions to be taken into account as a consequence of propulsion (braking/accelerating) are to be

taken from table 101 for max a_x = 1.5 m/s² for the various vehicle weights.

Static actions max p_x,Schub for frequent rating situations from:

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minimum vehicle weight

max p_x,Q1/Q2,EG = p_Z,EG / g ⋅ max a_x = 3.2 kN/m

medium vehicle weight

max p_x,Q1/Q2,MG = p_Z,MG / g ⋅ max a_x = 4.0 kN/m

admissible vehicle weight

max p_x,Q1/Q2,ZG = p_Z,ZG / g ⋅ max a_x = 4.5 kN/m (value limit)

maximum vehicle weight

max p_x,Q1/Q2,HG = max p_{x, Q1/Q2,ZG}

= 4.5 kN/m (value limit)

Table 101 - Maximum forces in x-direction from propulsion and braking

(26) As a rating the value the action p_{x ,Q1/Q2} following (6) is to be applied.

( 6)

p_{x ,Q1/Q2} = max p_{x, Q1/Q2}

(27) In the area outside of motor section switching the following is to be applied:

( 7)

p_x,links = p_x,rechts = 0,5 ⋅ p_x

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(28) During the alternating step method (ASM) 73% of the installed braking or propulsion force or the

above limit value is to be discharged via a beam side in the area of motor section switches. For these

areas the following is to be applied:

( 8)

p_x,links =

and p_x,rechts = 0,73 ⋅ px

( 9)

bzw. p_x,links = 0,73 ⋅ p_x and p_x,rechts =

(29) As a consequence of the centre of gravity distance in the z-direction a moment round the y-axis re-

sults when braking and accelerating which leads to a load in z-direction (see chapter 0).

(30) Additional actions on the lateral guidance rails result through the single side introduction of the actions

following equation (8) and (9). The associated partial magnet forces are to be taken into account in

accordance with chapter 0.

(31) Component dynamics and control dynamics following chapter 0 are to be taken into account.

Actions in y-direction

General

(32) The guidance magnet forces’ points of attack are to be derived from the interface descriptions in chap-

ter 0 (figure 123) and the load arrangements in 0.

Guidance magnet initial loading

(1)

For directional control, guidance magnet forces (tractive forces) are transferred to both sides of the

guideway via the interface guidance magnets-lateral guidance rails (“guidance magnet initial loading”).

As “inner forces” they do not create any reactive forces in the beam supports and they act like a

prestressing force. The maximum guidance magnet initial load is to be applied with p_y,Vor = 3.6 kN/m.

(2)

The lateral pre load is to be transferred to the other actions in y-direction. The procedure in the trans-

fer is presented in figure 128.

(3)

Component dynamics and control dynamics following chapter 0 are to be taken into account.

Fall 1

Fall 2

Fall 3

Fall 4

Erläuterungen:

p_y,Vor ; Σp_y,Rest

= 0

p_y,Vor > Σp_y,Rest

p_y,Vor = Σp_y,Rest

p_y,Vor < Σp_y,Rest

Führmagnetvorspannung:

p_y,Vor ≡ V

Vr^{= F}

V_l

Summe der sonstigen Ein-

wirkungen in y-Richtung:

Σp_y,Rest ≡ F

⇒

Resultierende Einwirkung in

y-Richtung: Σp_y

Fahrweg von oben

V_r - F

Vr^-F

V_r

Figure 128 - Transfers with the guidance magnet pre loading

Erläuterungen

Notes

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Führmagnetvorspannung

Guidance magnet pre loading

Summe der sonstigen Einwirkungen in y-Richtung

Sum of the other actions in y-direction

Resultierende Einwirkung in y-Richtung

Resultant action in y-direction

Fahrweg von oben

Guideway from above

Free lateral acceleration (Q1, Q2)

(33)

The free lateral acceleration a_y (centrifugal force) is to applied in accordance with equation (3) and

equation (5) as a further variable action in y-direction as a consequence of the vehicle

(34)

The static actions to be applied are to be established for the individual partial magnets guiding FMT_i

from equation (10)

(35)

Component dynamics and control dynamics following chapter 0 are to be taken into account.

(36)

The distribution of the guidance magnet forces along the length of the vehicle corresponding to the

guidance magnet occupation (see figure 123) is to be taken as a percentage via the factors k_y,ay,i from

Table 102.

ES/MS

y,ay,i

⋅

in [kN/m]

( 10)

y,ay,FM T

,E G / M G / Z G / H G

Z,EG/MG/ZG/HG

100

FMT

(37)

As a consequence of the centre of gravity distance of the vehicle (see chapter 0) and the centrifugal

force p_y,ay there results a rail moment round the x-axis which is passed on into the guideway via the

support magnets. The actions from the free lateral acceleration ± p_z,ay,FMTi are to be established with

the help of the equation (11) and table 102 with z_FM = 0,17 m for the individual partial support magnets

TMT_i.

±k

(

)

ES/MS

z,ay,i

⋅

z,ay,TMT

,E G / M G / Z G / H G

Z,EG/M G/ZG /HG

( 11)

100

TMT

y,TM

in [kN/m]

FMT_i

End sections

TMT_i

(1) *

k_y,ay,i [%]

FMT_i

Middle sections

TMT_i

k_y,ay,i [%]

* TMT₁ conforms as typical extension of TMT₂ (see figure 122).

Table 102 - Typical distribution of the magnetic forces from a_yover the length of the vehicle

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Lateral forces from the guidance dynamics (Q5)

(38) Dynamic lateral forces SK for taking into account the guidance dynamics as a result of global guide-

way tolerances of the lateral guidance rails are to be applied according to the following relationship:

⎛

⎣km/h⎦ ⎞

Fzg

( 12)

±p

y,SK

= ±⎜1+

⎟

in [kN/m]

⎜

500

⎣km/h⎦

⎟

⎝

⎠

(39) For set down vehicle with v_Fzg = 0 , p_y,SK = 0 is to be applied.

(40) The action p_y,SK is a dynamic action and thus contains the global component dynamics.

(41) Local component dynamics and control dynamics following chapter 0 are to be taken into account.

Reactive forces with small horizontal radii R_H (Q6)

(42) With small horizontal radii local reactive forces determined by the vehicle geometry are to be trans-

ferred in y-direction to the other actions from the guidance magnets.

(43) The characteristic reactive forces to be applied for the corresponding horizontal radii are to be taken

from table 103. As an addition to this the distribution of the actions is presented in figure 129.

(44) Component dynamics and control dynamics following chapter 0 are to be taken into account.

p_y,ZWG,i [kN/m]

End sections

Middle sections

R_H = 350 m

R_H = 1000 m

R_H = 350 m

R_H = 1000 m

p_y,ZWG,1

18.0

p_y,ZWG,2

21.0

p_y,ZWG,3

p_y,ZWG,4

1.0

6.0

p_y,ZWG,5

2.0

1.0

p_y,ZWG,6

-4.5

-5

-1

p_y,ZWG,7

-21.0

-7

-21.0

-6

p_y,ZWG,10

-21.0

-7

-21.0

-6

p_y,ZWG,11

-4.5

-5

-1

p_y,ZWG,12

1.0

p_y,ZWG,13

7.0

6.0

p_y,ZWG,14

p_y,ZWG,15

1.0

p_y,ZWG,16

18.0

Interim values may interpolated or extrapolated in a linear way.

Table 103 - Typical reactive forces p_y,ZWG,i for small horizontal radii

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Endsektionen

Mittelsektionen

bogenaußen

bogeninnen

= Führmagnet

= Bremsmagnet (WSB)

Die Nummern 1..16 entsprechen den in der zugehörgen

Tabelle angegebenen Teilmagnetkräften der Führmagnete:

+ ⇒ Zugkräfte der bogenaußenliegenden Führmagnete

- ⇒ Zugkräfte der bogeninnenliegenden Führmagnete

Figure 129 - Typical distribution of the reactive forces in tight horizontal radii R_H

bogenaussen

Outside of curve

bogeninnen

Inside of curve

Endsektionen

End sections

Mittelsektionen

Middle sections

Führmagnet

Guidance magnet

Bremsmagnet

Braking magnet

Die Nummern 1..16 entsprechen den in der zugehörigen Tabelle

The numbers 1..16 correspond to the part magnet

angegebenen Teilmagnetkräfte der Führmagnete:

forces of the guidance magnets in the associated

table:

Zugkräfte der bogenaussenliegenden Führmagnete

Tractive forces of the guidance magnets on the out-

side of the curve

Zugkräfte der bogeninnenenliegenden Führmagnete

Tractive forces of the guidance magnets on the in-

side of the curve

Guidance magnet forces from one sided propulsion

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(7)

The moment round the z-axis from one sided propulsion (e.g. following chapter 0 change

over step process) is introduced to the guideway via the guidance magnets.

(1)

The actions to be applied are to be determined with equation ( 13) and table 104 for the

guidance magnets shown in figure 121, whereby the existing acceleration a_x,WSVat point (x)

of the guideway is to be applied.

vorh a

(x) p

x,WSV

Z,EG/MG/ZG/HG

⋅

y,a

x,WSV

,FMT ,EG / MG / ZG / HG

y,a

x,WSV

,i,ZG

0,73

⋅

x,max

Z,ZG

( 13)

in [kN/m]

Whereby max a_x = + 1.5 m/s² or - 1.5 m/s² , a_x,WSV (x) ≤ 0.73 ⋅ max a_x

and p_y,axWSV,i,ZG from table 104;

(2)

As a consequence of the mechanical linking of the magnets guidance magnet forces can

work as tractive forces on the right (r)and left (l) side of the beam simultaneously (see figure

130).

(3)

Component dynamics and control dynamics following chapter 0 are to be taken into account.

•

p_y,axWSV,i,ZG (r)

FMT_i, (r)

Bug

Beispiel Endsektion

p_x,axWSV

FMT_i (l)

p_y,axWSV,i,ZG (l)

Figure 130 - Typical distribution of the guidance magnets from a_x,WSV

Bug

Nose

Besipiel Endsektion

Example end section

End sections

FMT_i in

[kN/m]

p_y,axWSV,i,ZG (r)

2.2

3.7

4.7

4.5

1.1

5.6

1.4

4.4

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Design Principles High-speed Maglev System. Information (MSB, 2007) - page 10