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

High-speed maglev systems

Maglev Technical Committee

Design principles

Guideway

p_y,axWSV,i,ZG (l)

8.5

0.5

6.2

0.5

4.6

4.8

1.1

Middle sections

FMT_i in

[kN/m]

p_y,axWSV,i,ZG (r)

1.7

4.3

4.7

1.1

5.8

1.4

4.4

p_y,axWSV,i,ZG (l)

0.8

6.2

0.6

4.8

4.9

1.1

The actions listed in this table take into account the permissible vehicle weight according to Table 100 and the max.

permissible braking/propulsion acceleration according to Table 91.

The force balance of the end sections is not balanced (transfer of a remaining force over the section coupling).

Table 104 - Typical distribution of the guidance magnets from a_x,WSV

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High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

Actions in z-direction (Q1.. Q3)

Acceleration in z-direction

(4)

The actions from the vehicle weight as a consequence of a_z(see equation (4)) in z-direction

are to be established with the help of the subsequent equations (14) and (15) and the distri-

bution given in table 105 over the vehicle length (see chapter 0).

( 14)

⋅

in [kN/m]

z,a

,EG/MG/ZG/HG

Z,EG/MG/ZG/HG

(5)

The limit values for a_z are to be taken from Table 91.

(6)

For the individual partial magnets TMT_i according to figure 121 the corresponding forces are

to be determined according to equation ( 15). In the distribution of the partial magnet actions

the unequal distribution through the factors k_z,az,i (see table 105) as a consequence of vehi-

cle centre of gravity position in x-direction is included following chapter 0.

ES/MS

z,az,i

0,5

⋅

in [kN/m]

( 15)

z,az,TMT

,EG/MG/ZG/HG

Z,EG/MG /ZG/HG

100

TMT

(7)

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

End sections

TMT

1 *

k_z,az,i

[%]

Middle sections

TMT

k_z,az,i

[%]

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

Table 105 - Typical distribution of the guidance magnet forces from a_zover the length of the vehicle

Title

High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

Acceleration and braking

(1)

The pitching moments of the carriage body round the y-axis as a consequence of the centre of gravity

distance in z-direction (see chapter 0) while braking and accelerating are to be taken into account in

accordance with the load arrangement (loading and unloading) in accordance with figure 131 (circuits

of air suspension connection) (here see also the force distribution from the tilting of the support-

guidance structure following chapter 0).

(2)

This load arrangement is to the unfavourably transferred to the static guideway load following chapter

(3)

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

Endsektionen

Mittelsektionen

0 bzw. -(+) ∆p_z,ax

0 bzw. +(-) ∆p_z,ax

14,465 m

9,288 m

12,384 m

Mit max ∆p_z,ax = +(-) 0,5 kN/m bei a_x = 1,5 m/s²

(+ ∆p_z,ax bei Bremsung, - ∆p_z,ax bei Beschleunigung)

Figure 131- Typical additional loads in z-direction as a consequence of braking/accelerating

Endsektionen

End sections

Mittelsektionen

Middle sections

Mit max

With max

Bei Bremsung

For braking

Bei Beschleunigung

For acceleration

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Guideway - Part II: Design

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Design principles

Guideway

Special operating situations

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

(45) With regulated setting down in stations and operating structures dynamic actions are created on the

guideway via the support skids. The static action from a support skid is to be established in the follow-

ing way:

= (p

)⋅L

;

in [kN]

z,TK,j/j+1

z,az,TMT

j+1

sys,TMT

( 16)

with p_z,az,TMT from equation ( 15) and j = 1, 3, 5, 7, 9, 11, 13, 15

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

(47) The time function of the regulated setting down to be taken into account is to be taken from figure 135

in chapter (8)

(48) The forces which occur as a consequence of guideway longitudinal and crossways tilting as a conse-

quence of the friction coefficient µ (see table 98) for a support skid F_x/y,TK in x- and/or y-direction which

are limited by the maximum forces max F_x/y,TK dependent on the friction coefficient are to be applied

following equation (17) and (18).

( 17)

⋅

whereby

max F

= µ⋅F

;

in [kN]

y,TK

z,TK

y,TK

z,TK

and

( 18)

x,TK

z,TK

⋅

whereby

max F

x,TK

= µ⋅F

z,TK

;

in [kN]

Set down vehicle (Q1, Q2)

(49) The actions from the operating condition “set down vehicle” are covered by the actions from the regu-

lated setting down process (see chapter 0).

Levitating vehicle and hovering (Q1, Q2)

(1)

The magnetic forces analogous to the previous chapter are to be applied.

(2)

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

possible excitation of natural frequencies of the guideway is to be observed through the magnet regu-

lation above all (see chapter 0).

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High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

Aerodynamic actions from the vehicle (Q7, Q8)

Meeting of trains (Q7a)

(50) Additional guidance magnet forces as a consequence of a meeting of trains may be ignored on adher-

ence to the track centre distances stipulated.

Tunnel travel (Q7b)

(51) Direct actions from the vehicle

A reduced space (tunnel cross section) for the displacement of the air results through the tunnel. The

values indicated in table 107 for pressure and suction are to be applied with a 10% increase.

(52) Indirect actions as a consequence of the variability of the all-round pressure of the surrounding area

A change in pressure from 5500 Pa only effects the pressure tight closed cavities (e.g. cavity boxes of

guideway beams which are sealed through welding). This action is not to be transferred with the in-

creased pressure/suction value. It is recommended, in guideway areas in which corresponding

changes in pressure are possible not to use pressure tight guideway designs.

(53) Indirect actions as a consequence of reflected blast/suction waves

Actions as a consequence of reflected blast/suction waves are negligible.

(54) Unequal pressure distribution / air buffeting

The characteristic values of possible actions as a consequence of unequal pressure distribution and

air buffeting are to be set down project specifically with the available boundary conditions (tunnel cross

section, tunnel length, travel speed) being taken into consideration.

Actions on structures close to track/tunnels (Q7c)

(55) The actions on structures close to the track are to be taken from EN 1991-2 chapter 6.6 with the vehi-

cle width being taken into account. Here the width of the track vehicle is to be applied with 3.07m and

the width of the maglev vehicle with 3.70 m.

(56) The values for higher speeds are to be extrapolated in proportion to the squares of the speed.

(57) The factor k₁ from EN 1991-2 chapter 6.6 for consideration of a favourable aerodynamic form is to be

applied with k₁ = 0.6 (streamlined vehicle)

(58) Further coefficients are to be taken into account in line with EN 1991-2 chapter 6.6.

(59) Dynamic step ups through excitation of natural forms are to be proven.

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High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

Impulse (Q8a)

(60) The forces in table 106 in z- direction analogous to figure 133 are to be applied for the nose/tail sec-

tions as a function of the travel speed v.

p_z,A,1

p_z,A,2

[km/h]

[kN/m]

200

-0.8

0.5

300

-1.8

1.2

400

-3.2

2.1

500

-5.0

3.2

Table 106 - Typical impulse forces nose/tail section

(61) For the middle sections the following impulse forces are to be applied continuously:

(v)

z,A,1

( 19)

(v)

in [kN/m]

z,A,3

(62) The impulse forces are only to be applied when they operate unfavourably.

(63) The impulse forces reduce the vertical loads. In verification of the positional stability the minimum vi-

bration coefficient (e.g.1/ϕ_z,Bg) is to be taken into account.

(64) The actions Q8a and Q9b are not to be applied simultaneously.

(65) Q8a is to be taken into account as an action effective against fatigue.

Direct pressure/suction action on the guideway (Q8b)

(66) Pressure and suction forces act on the guideway in the immediate vicinity of the vehicle. These are

dependent on the travelling speed and the respective location of the guideway cross section.

(67) On the upper side of the guideway a pressure/suction load in line with the distribution shown in figure

1323 is to be applied. The associated action quantities for v = 500 km/h (530 km/h) are to be taken

from table 107.

(68) The values for other travelling speeds are to be established quadratically with the speed interpolated.

q_D/S,OG,1

q_D/S,OG,2

q_D/S,OG,3

0 km/h

0 kN/m²

500 km/h

+ 14 kN/m²

- 7 kN/m²

+ 7 kN/m²

530 km/h

+ 16 kN/m²

- 8 kN/m²

+ 8 kN/m²

Table 107 - Typical pressure - (+) and suction forces (-) on the upper side of the guideway

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High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

Fahrtrichtung

Endsektionen

2,5 m

q_D/S,OG,1

1,0 m^**

D/S,OG,3

3 m^*

2 m

3 m

D/S,OG,2

Druck

0,7 m

Druck

Sog

Verteilung in Fahrweglängsrichtung

q_D/S,OG,i

1/3 q_D/S,OG,i

^* Druck

22 ms bei v=500 km/h

^**Sog

7 ms

Verteilung in Fahrwegquerrichtung

Figure 132 - Typical distribution of the pressure/suction action on the upper side of the guideway

Fahrtrichtung

Direction of travel

Endsektionen

End sections

Verteilung in Fahrweglängsrichtung

Distribution in guideway longitudinal direction

Druck

Pressure

Sog

Suction

Verteilung in Fahrwegquerrichtung

Distribution in guideway transverse direction

(69) If required the pressure/suction actions for other points on the guideway beam are to be specially es-

tablished whereby the diagram shown in figure 6 from /DIN Fachbericht 101/ for pressure load when a

vehicle travels by is to be used.

(70) Component dynamics are to be taken into account following chapter 0.

Wind on the vehicle (Q9)

General

(71) Subsequently the actions to be taken into account as a consequence of wind on stationary and mov-

ing vehicles are given (basis is /MSB AG-UMWELT/).

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High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

(72) Wind can bring about lateral forces and y-direction and moments via the weak point of the resulting

wind power round the x- and z- axis and impulse forces in z-direction.

(73) The sizes and the weak points of the actions as a consequence of wind on the vehicle are dependent

on the:

• Travel speed v_Fzg

• Wind speed v_W,bor v_W,m

• Geometry of the vehicle (c-value)

(74) The travel speed and the wind speed which occurs are dependent on the project and the location.

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

(75) As a basis for the wind speeds to be taken into account in the layout of the guideway the following

rounded nominal gust wind speeds (5 sec.-mean value) v_b,10 at h_W,Gelände = 10 m, which occur once per

year are to be assumed.

• Wind zone I

vW,b,10 = 27 m/s

• Wind zone II ¹⁹

vW,b,10 = 30 m/s

• Wind zone III

vW,b,10 = 34 m/s

• Wind zone IV

vW,b,10 = 38 m/s

(76) Opposite the ground speed v_W,m,10 (10 min-mean value in 10m height and in 10 years) with a wind

speedv_W,m,10 = 25 m/s for the wind zone II, there results a gust factor of 1.44 (e.g. wind zone II: (30

m/s)² / (25 m/s)² = 1.44). This factor covers a possible dynamic step up of the guideway requirement

from the wind on the vehicle at constant wind (10 min mean value; ground speed).

(77) Nominal gust wind speeds with different heights h_W (in m) over land surface are to be calculated with

the help of equation (20) and z_W= approx 1.3m and rounded up to whole numbers.

0,11

W,b,h

⎛

⎞

( 20)

with h_W = h_{G, Gelände} + z_W in [m/s]

⎜

⎟

W,b,10

⎝

10 m

⎠

(78) As a consequence of the distance of the resultant force of the wind force in z-direction a track moment

is effective round the axis. The pair of forces which results from this in z-direction is introduced to the

guideway via the support magnets and is to be taken into account.

¹⁹ Decisive wind zone of the guideway regulation dimensioning for German applications.

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High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

(79) The guidance and support magnet forces to be applied are to be taken from the tables contained in

Annex II-E (Tables 118 to 136) for various travel speeds and wind speeds (see e.g. table 108). The

forces for deviating travel speeds are to be established through linear interpolation for v_Fzg < 500 km/h

For travel speeds v_Fzg> 500 km/h the forces are to be established through extrapolation in proportion

to the squares of the travel speeds.

wind speed at

Wind speeds at h_G,Gelände ≤ 4.0 m

4,0 m < h_G,Gelände ≤ 13.0 m

13,0 m < h_G,Gelände ≤ 20.0 m

in wind zone

III

Table 108 - Wind speeds [m/s] with relevant guideway heights

Aerodynamic impulse as a consequence of wind (Q9b)

(80) The impulse forces for side wind are dependent on the travel speed and the wind speed and are to be

applied in line with table 109.

(81) The associated geometry is to be assumed in accordance with figure 24.

Endsektionen

Mittelsektionen

pz,AW,1

pz,AW,2

pz,AW,3

14,465 m

9,288 m

n x 24,768 m

Figure 133 - Typical load arrangement for the aerodynamic propulsion

Endsektionen

End sections

Mittelsektionen

Middle sections

(82) The impulse forces reduce the vertical loads and are only to be applied when they operate unfavoura-

bly.

(83) For the middle sections the following impulse forces are to be applied continuously:

(v)

z,AW ,1

(v)

in [kN/m]

( 21)

z,AW ,3

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Design principles

Guideway

(85) The actions as a consequence of Q8a and Q9b are not to be taken into account at the same time as

the action Q9b contains the action Q8a.

v_W

v_Fzg = 0 km/h

v_Fzg = 200 km/h

v_Fzg = 300 km/h

v_Fzg = 400 km/h

v_Fzg = 500 km/h

v_Fzg = 530 km/h

[m/s]

p_z,AW,1

p_z,AW,2

p_z,AW,1

p_z,AW,2

p_z,AW,1

p_z,AW,2

p_z,AW,1

p_z,AW,2

p_z,AW,1

p_z,AW,2

p_z,AW.1

p_z,AW.2

-2.4

-1.5

-7.5

-9.6

-8.1

-8.9

-9.0

-6.9

-10.2

-5.1

-10.6

-4.5

-2.3

-1.4

-7.2

-9.2

-7.8

-8.3

-8.6

-6.4

-9.8

-4.6

-10.2

-4.1

-2.2

-1.4

-6.9

-8.7

-7.4

-7.8

-8.3

-5.9

-9.5

-4.2

-9.9

-3.7

-2.1

-1.3

-6.6

-8.3

-7.1

-7.2

-8.0

-5.4

-9.2

-3.7

-9.6

-3.3

-2.0

-1.2

-6.3

-7.9

-6.8

-6.7

-7.7

-4.9

-8.9

-3.3

-9.2

-2.9

-1.9

-1.1

-6.0

-7.5

-6.5

-6.2

-7.4

-4.5

-8.6

-2.9

-8.9

-2.5

-1.8

-1.1

-5.7

-7.1

-6.2

-5.7

-7.1

-4.1

-8.2

-2.6

-8.6

-2.2

-1.6

-1.0

-5.4

-6.7

-5.9

-5.2

-6.8

-3.6

-7.9

-2.2

-8.3

-1.8

-1.6

-1.0

-5.1

-6.3

-5.6

-4.8

-6.5

-3.2

-7.6

-1.9

-8.0

-1.5

-0.9

-4.8

-5.8

-5.3

-4.3

-6.2

-2.9

-7.4

-1.6

-7.7

-1.3

-1.4

-0.8

-4.5

-5.3

-5.1

-3.9

-6.0

-2.5

-7.1

-1.3

-7.4

-1.0

-1.3

-0.8

-4.2

-4.9

-4.8

-3.5

-5.7

-2.2

-6.8

-1.1

-7.2

-0.7

-1.2

-0.7

-4.0

-4.5

-4.6

-3.1

-5.5

-1.9

-6.5

-0.8

-6.9

-0.5

-1.1

-0.7

-3.7

-4.1

-4.3

-2.8

-5.2

-1.6

-6.3

-0.6

-6.7

-0.3

-1.0

-0.6

-3.5

-3.7

-4.1

-2.4

-5.0

-1.3

-6.0

-0.4

-6.4

-0.1

-0.9

-0.6

-3.2

-3.3

-3.9

-2.1

-4.8

-1.1

-5.8

-0.2

-6.2

0.1

-0.9

-0.5

-3.0

-3.7

-1.8

-4.5

-0.8

-5.6

-5.9

0.3

-0.8

-0.5

-2.8

-2.6

-3.5

-1.6

-4.3

-0.6

-5.4

0.2

-5.7

0.4

-0.7

-0.5

-2.6

-2.3

-3.3

-1.3

-4.1

-0.4

-5.1

0.3

-5.5

0.6

-0.7

-0.4

-2.4

-2.0

-3.1

-1.1

-3.9

-0.3

-4.9

0.5

-5.3

0.7

-0.6

-0.4

-2.2

-1.7

-2.9

-0.8

-3.7

-0.1

-4.8

0.6

-5.1

0.8

-0.5

-0.3

-2.1

-1.5

-2.7

-0.7

-3.5

-4.6

0.7

-4.9

0.9

-0.5

-0.3

-1.9

-1.2

-2.6

-0.5

-3.4

0.2

-4.4

0.8

-4.8

1.0

-0.4

-0.3

-1.8

-1.0

-2.4

-0.3

-3.2

-0.3

-4.3

0.9

-4.6

1.1

-0.4

-0.2

-1.6

-0.8

-2.2

-0.2

-3.0

0.4

-4.1

1.0

-4.5

1.2

-0.3

-0.2

-1.5

-0.6

-2.1

-0.1

-2.9

0.5

-4.0

1.1

-4.4

1.3

-0.3

-0.2

-1.4

-0.5

-2.0

-2.8

0.6

-3.9

1.2

-4.3

1.4

-0.3

-0.2

-1.2

-1.3

-1.8

0.1

-2.7

0.6

-3.8

1.3

-4.2

1.5

-0.2

-0.1

-1.1

-1.2

-1.7

0.2

-2.6

0.7

-3.7

1.3

-4.2

1.6

-0.2

-0.1

-1.0

-0.1

-1.6

0.3

-2.5

0.8

-3.7

1.4

-4.1

1.7

-0.2

-0.1

-0.9

-1.5

0.3

-2.4

0.8

-3.7

1.5

-4.1

1.8

Table 109 - Typical side wind determined impulse forces of the nose section

Title

High-speed Maglev Systems - Design principles

Guideway - Part II: Design

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Design principles

Guideway

Wind with unfavourable aerodynamic influences

(86) In the area of tunnel exits and entrances, on valley bridges and for other unfavourable dynamic influ-

ences higher actions are to be taken into account project specifically.

(87) The actions from possible higher wind speeds in the entrance and exit area of tunnels and on valley

bridges are to be limited in such a way (e.g. through wind protection measures) that the actions indi-

cated in chapters 0 and 0 are not exceeded. In addition aerodynamic influences such as e.g. exposed

positions are to be taken into account in line with the regulations of the standards and directions.

Thermal action as a consequence of propulsion (Q10)

(88) Between the stator packs of the long stator and the beam cantilever arm a maximum temperature

difference of max ∆T_Antrieb = 15 K

is to be taken into account.²⁰

(89) The temperature difference is caused by the propulsion and is to be transferred with the temperature

difference from the environment. For this action a vibration cycle of max SS(∆T_Antrieb) = 2 SS/Tag is to

be assumed. The vibration cycles take into account 2 phases with compressed travel operation (morn-

ing and evening).

²⁰ Should the actions in x-direction only be transferred into the cantilever arm of the guideway beams

through friction in the connecting contacts of the stator pack securing attachment (e.g. pre-stressed screw

connection), then there results maximum power from the maximum pre-stressing force and the maximum

friction coefficient as a consequence of propulsion and environment from temperature action.

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Guideway - Part II: Design

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Guideway

Infrequent variable actions (Q11a...Q11k)

General

(90) Subsequent infrequent actions from the vehicle are to be taken into account with regard to the safety

level analogous to the frequent variable actions if

• no guideway inspection is to be carried out immediately following start of the action and/or

• a statement of the start of the action is not assured and thus an inspection cannot be carried out.

(91) If a safety risk through e.g. redundant elements or moving of the load etc can be ruled out, then a re-

duction of the partial safety factors may occur in agreement with the responsible inspectorate for tak-

ing into account the small probability of the infrequent actions occurring.

(92) In the formation of combinations in line with chapter 0 The infrequent actions are to be applied as

guiding actions with γ_F = 1,35.

(93) Dynamic step ups following chapter 0 are to be taken into account in each of the subsequent actions

if nothing expressly to the contrary is indicated.

Exceeding of payload (Q11a)

(94) A possible exceeding of the payload during unusual operating systems such as fire with evacuation in

neighbouring sections is covered by the maximum vehicle weight.

Failure of a support magnet circuit (Q11b)

(95) With the failure of a magnet regulating circuit for support MRET the proportionate supporting force of

the failed partial magnet is passed on into the guideway through the neighbouring partial magnet of

the neighbouring support magnet.

(96) The following maximum magnetic actions (limit capacity of the support magnets²¹) is to be applied for

local proofs for these neighbouring support magnets on a length of L_sys,TMT = 1,548 m

• in z-direction:

max p_z,TMT,Q11b =

45,0 kN/m

• in x-direction:

max p_x,TMT,Q11b = ± 4,0 kN/m

(97) The regulating factor is to be applied with ϕ_Rl =1,0.

(98) The associated load arrangement is to be taken from Figure 149.

(99) For global proofs replacement loads may be applied in place of the above value limits of the support

magnet forces which result from the global actions following chapter 0.

²¹ The capacity limit is derived from the maximum half magnet force which results from the most unfavour-

able vehicle action combination (incl. fail situations) on the most unfavourable position of the vehicle.

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Failure of neighbouring support magnet circuits (Q11c)

(1)

When regulating circuits of neighbouring support magnets fail, the assigned support skid stops on the

sliding strip. The maximum local actions from the support skid (incl. local component dynamics) are to

be applied

• Impact load

max F_z,TK,Stoß = 100 kN

• quasi-static load

max F_z,TK,stat

50 kN

(2)

The maximum value is limited to 100kN by the vehicle for the most unfavourable situation. The dy-

namic effects can be proved e.g. with the help of the force time course following figure 134.

(3)

The associated power in x-direction from the above impact force and the maximum friction coefficients

following table 98 is to be applied as follows:

• from impact force (with µ_TK-GL = 0,30)

max F_x,TK,Stoß = 30 kN

• from quasi-static load (with µ_TK-GL,Haft = 0,50) max Fx,TK,stat = 25 kN

(4)

The friction coefficient may be reduced with the minimum location dependent travel speed following

table 98 being taken into account.

(5)

As a consequence of friction between support skid and sliding plane the support skid heats up. The

maximum amount of heat stored in the sliding surfaces of the support skid amounts to 650kJ. With a

stopping vehicle this leads to heating of the sliding strip/sliding plane in the area of the support skid.

The resultant temperature increase is to be established dependent on the design.

max F_z,TK,Stoß

= 100 kN

max F_z,TK,stat

= 50 kN

10...15 ms

Figure 134 - Typical force-time course of the dynamic support skid force

(6)

The local deformations as a consequence of the impact load are to be established. The verification of

compatibility to the vehicle is to be shown for the deformations to be expected.

(7)

The surface loads are to be established as follows with the dimensions in figure 125 being taken into

account:

max q_z,TK = max F_z,TK / (L_TK ⋅ b_TK) max q_z,TK = max F_z,TK / (L_TK ⋅ b_TK)

( 22)

max q_x,TK = µ ⋅ max F_z,TK / (L_TK ⋅ b_TK)max q_x,TK = µ ⋅ max F_z,TK / (L_TK ⋅ b_TK)

( 23)

(8)

For global proofs replacement loads may be applied in place of the above value limits of the support

skid forces which result from the global actions following chapter 0.

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Failure of a guidance magnet circuit (Q11d)

(1)

With failure of a magnet regulating circuit for guidance MREF the proportionate guidance force of the

failed partial magnet (see load arrangement) is transferred from the neighbouring partial magnet of the

neighbouring guidance magnet.

(2)

For local proofs the following maximum magnetic forces in y-direction are to be applied for this action

(limit capacity of the guidance magnets):

• max p_y,FMT = 16 kN/m for guidance magnets with magnetic poles below

• max p_y,FMT = 32 kN/m for guidance magnets with magnetic poles below and above

(3)

The associated load arrangement is to be taken from Figure 152 (chapter 0)

(4)

For global proofs replacement loads may be applied in place of the above value limits of the guidance

magnet forces which result from the global actions following chapter 0.

Failure of neighbouring support magnet circuits (Q11e)

(1)

With failure of both magnet regulating circuits on one levitating framework the start strips of the guid-

ance magnets opposite transfer the proportionate guidance forces to the lateral guidance rails me-

chanically (compressive force).

(2)

The maximum local impact force on the lateral guidance rails (incl. local component dynamics) is to be

applied as follows for local proofs:

• max F_y,FM,Q11e1 =

63 kN (with γ_F =1,35) without wind

• max F_y,FM,Q11e2 = 115 kN (with γ_F =1,00) ²² with wind (v_W = 25 m/s)

(3)

The action F_y,FM,Q11e2 is to be classified as “accidental action” with reference to the probability of oc-

currence.

(4)

The associated maximum power in x-direction is to be established from the above impact force and

the maximum friction coefficient of µ_FM,SFS = 0,3 at v ⇒ 0 km/h as follows:

max F_x,FM = µ_{FM_SFS} ⋅ max F_y,FM

( 24)

(5)

The coefficient of friction may be reduced, taking into consideration the local minimum operating ve-

locity in accordance with Tabelle 97 .

(6)

The geometry of the action is to be taken from Figure 153.

(7)

The temperature increase as a consequence of mechanical guiding (start up) is covered by the action

from the safe brake.

(8)

For global proofs replacement loads may be applied in place of the above value limits of the start up

forces of the guidance magnet which result from the global actions following chapter 0.

²² If the serviceability and safety are not affected inadmissibly, local plastic deformations with the

application of max Fy1FMQ11e2 can be permitted in agreement with the responsible inspectorate.

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•

Use of the vehicle "safe brake" (Q11f)

Rule

If the braking system (long stator motor) fails, the vehicle safe brake is activated (for the geometry and posi-

tioning of the braking magnets on the vehicle see Figure 124). The braking process is divided into two

sections according to the actions on the guideway (see Figure 137):

• Section I:

Non-contact application of the eddy-current braking force ("free" braking magnet)

• Section II: Applying the braking magnets to the lateral guidance rails

In the case of an empty vehicle, the braking forces may be reduced in accordance with the lower mass in the

ratio of the dead weight of the vehicle to its permitted total weight (see chapter 0).

For section I (≈200 km/h ≤ v_Veh ≤ 530 km/h) the following actions must be taken into account:

Non-contact application of the eddy-current braking force F_x,BM,, whereby the magnetic force increases as the

velocity decreases:

max F_x,BM,I

= 63 kN/section ... ≈ 85 kN/section ²³

The accompanying magnetic tensile force p_y,BM,I on the lateral guidance rails, which takes effect as an "inner

force" similar to the prestressing force of the guidance magnet, taking into account the tolerances and

range, amounts to:

max p_y,BM,I ≤

37.5 kN/m

For the support magnets near the eddy-current brakes, an uneven distribution of the support magnet force of

around 30% must be set, as shown in Figure 148. This combination must also be considered in the

following braking section II.

In section II (0 km/h < vFzg < ≈200 km/h) the following actions must be taken into account:

At v_Fzg < ≈200 km/h the braking magnets are applied to the lateral guidance rails. The amount of acting fricti-

onal force in the x-direction, together with the decreasing magnetic braking force is limited to a maxi-

mum braking force, max F_x,BM,II of:

max F_x,BM,II ≤ 110 kN/section

The maximum tensile force in the y-direction max p_y,BM,II is: max p_y,BM,II = 37.5 kN/m

Compressive force does not occur in the y-direction. When using max p_y,BM,II, ϕ_Rl = 1.0 can be used.

At v_Veh = 5 km/h the set-down command comes into force and the vehicle is set down on the guideway in a

controlled manner. As the support skids are lowered onto the sliding surfaces, the vehicle’s velocity

v_Fzg = 0 km/h. The support skids’ strength can be determined in a similar manner to that in chapter 0,

taking the corresponding vibration coefficient into consideration. The time function of the controlled set

down of the vehicle is shown in Figure 135. This must be taken into account when verifying the dyna-

mics in the x- and z-directions.

The increase in temperature on the lateral guidance rails caused by the braking magnets must be set at

∆T_{BM_SFS} ≤ 8 K for a 10 section vehicle. This temperature increase must be superimposed with the en-

vironmental thermal actions in accordance with chapter 0.

The load arrangement for the braking magnets must be taken from Figure 154.

As with braking and acceleration via the long stator, the overturning moment occurs around the y-axle when

the "safe brake" is applied. The resulting z-force distribution must be taken into account.

²³ Intermediate values may be added linearly.

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Controlled vehicle set-down on the support skids

120

100 %

100

Loaded support skids

when support skids are

Set-down time

0.5 ..2 s

set down

Increase of force in the

support skids during

controlled set down

Unloaded support skids

-20

Tim e [s]

Figure 135 - Typical, simplified time function of controlled vehicle set down

Special cases

When the braking power of the braking magnets (see Figure 137: line 1), the slide v_Veh ⇒ 0 of a vehicle with

permitted weight placed on the support skids (see Figure 137: area v_veh < 10 km/h) and γ_Q = 1.0 is ex-

ceeded, this must be considered as an accidental design situation.

For these special cases, when designing the guideway observe the time lapse provided in the following Figu-

re 136 for the acceleration a_x during the transition from sliding to static friction.

µHaft^{= 0.5}

µGleit^{= 0.3…0.35}

Transition region

Sliding to static friction

vFzg^{= 0 km/h}

0.10 s … 0.25 s

Figure 136 - Typical acceleration time function for sliding on the support skids

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Figure 137 - "Safe brake" braking force progression

Bereich: Ausgleiten auf Tragkufen als außergewöhnliche

Area: Sliding on support skids as accidental action

Einwirkung

Bremskraft aus WSB

Braking force from WSB

Max. dynamischer Bremskraft Fx = 360 Kn/Sektion

Max. dynamic braking force Fx = 360 Kn/section (static

(Haftreibung)

friction)

Maximale Bremskraft bei trockenem Fahrweg

Maximum braking force on a dry guideway

Grenzlinie des Streubereiches der Bremssteuerung

Limit of the range of dispersion of the braking control

Minimale Bremskraft bei vereistem Fahrweg

Minimum braking force on icy guideway

Sollvorgabe für Bremsteuerung

Target values for braking control

Ausgleiten mit Fx = 250 kN/Sektion bei Übergang zur

Sliding at Fx = 250 Kn/section during transition to static

Haftreibung

friction

Aufsetzen der Tragkufen Fx = 215 kN/Sektion aus Gleit-

Setting down of the support skids Fx = 215 Kn/section

reibung

from sliding friction

Bremsmagnete an Seitenführschiene anliegend

Braking magnet placed on lateral guidance rail

Fx = 110 Kn/Sektion (entspricht der Bremsverzögerung

Fx = 110 Kn/section (corresponds to brake retardation

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von Ax = 1.5 m/s² bei zulässigem Fahrzeuggewicht)

of Ax = 1.5 m/s² with permissible vehicle weight)

Streubereich für außergewöhnliche Einwirkung

Range of dispersion for accidental action

Streubereich der Bremssteuerung

Range of dispersion of the braking control

Bremsmagnet berührungsfrei

Contactless braking magnet

Geschwindigkeit in km/h

Velocity in km/h

Bremskraft in kN/Sektion

Braking force in kN/section

Velocity deviations (Q11g)

Actions resulting from velocity deviations (e.g. stationary vehicles outside stations or slow moving vehicles

on 12° guideway transverse gradients (a_y ⇒ 2.04 m/s²)) must be regarded as infrequent variable ac-

tions in comparison to frequent variable actions (for more information regarding this see chapter 0).

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Propulsion system failure (Q11h)

One-sided propulsion system failure

The "one-sided propulsion system failure" malfunction must be considered as described and covered in

chapter 0 (actions relating to motor section switching during the alternating step method).

Other propulsion system malfunctions

In the case of unfavourable side-selective unequal distribution 0.73/0.27, a maximum thrust of F_x,Q11h1,HG=

185 kN/middle section should be taken into account24. This results in the following forces on each side

of the guideway:

max p_{x, Q11h1, HG, right/left}= 0.73 ⋅ 185 kN / 24.768 m = 5.5 kN/m

min px, Q11h1,HG, left/right = 0.27 ⋅ 185 kN / 24.768 m = 2.0 kN/m (without dynamic force)

When there are equally effective, maximum resulting actions in the x-direction on both guideway sides in the

event

malfunction,

take

into

consideration

the

following

force:

p_x,Q11h2= 250 kN / middle section = 250 kN / 24.768 m = approx. 10.0 kN/m

A typical (simplified) function of the action dependent on velocity and vehicle length (number of sections) as

a result of propulsion system malfunction is shown as an example on Figure 138. In the case of pro-

ject independent verification, the specified reduction must be applied.

With regard to probability of occurrence, the action p_x,Q11h2 must be considered unusual (γ_Q = 1.0).

Whether it is necessary to consider these actions and the scale of the reduction depends on the project and

must always be confirmed on a case by case basis.

Forces resulting from pitching moments must be taken into consideration as in chapter 0

250

2 Sections

>= 7 Sections

100

150

200

250

300

350

400

450

500

Travelling velocity [km/h]

Figure 138 - Velocity function of the x-forces as a result of propulsion system malfunction

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

General

²⁴ The actions for the other vehicle weights are: F_x,Q11h1,ZG= 180 kN/middle section, F_x,Q11h1,MG= 170

kN/middle section and max F_x,Q11h1,EG= 150 kN/middle section

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In the event of a short circuit of the long stator winding, the two following design situations must be conside-

red with regard to the actions on the guideway.

Design situation 1

There is a short circuit on the windings, the vehicle is above the location of the short circuit, which is near to

the winding star point (motor section switching) and the velocity is v ≥ 25 km/h. This results in the ve-

hicle being set-down on one side on the sliding surface of the guideway beams. The support skids

come into contact with the gliding strips one after the other. The side of the vehicle opposite the short

circuit continues to levitate.

Taking the vehicle weight into consideration, the unilateral section loads q_z,setand q_z,fun will be as follows:

• Set down side:

( 25)

q_z,Q11i,set. = 0.5 ⋅ stat p_z ⋅ a_z /g

• "functional" (levitating) side:

( 26)

q_z,Q11i,fun. = 0.5 ⋅ stat p_z ⋅ a_z / g

Other actions (e.g. centrifugal force) must be superimposed according to chapter 0. The skid forces on the

set down side must be calculated using e_x,SS = support skid centre distance, as follows:

( 27)

F_z,SS,Q11i = q_z,Q11i,set ⋅ e_x,SS

The velocity-dependent coefficient of friction can be found in Table 98.

An additional vibration coefficient of max. ϕ_B,z,Q11i = 1.8 must be taken into account for the set down side.

Determine the vibration coefficient in the z-direction with a min. of ϕ_B,z,Q11i = 0.9 for the functioning op-

posite side.

The effect from the propulsion system may be positive (braking), negative (acceleration) or zero in accordan-

ce with chapter 0.

The different forces in the x-direction on both the functional and set down side cause a moment to act on the

z-axle. This moment ensures that the forces on the lateral guidance rails (y-direction) are balanced.

The guidance magnet forces act in a similar manner to that described in chapter 0. The remaining ac-

tions in the y-direction must be determined in a similar way to the frequent actions.

Only take into account the combination that has the vehicle weight as the leading variable action.

Design situation 2

The short circuit location is not near the cable winding star point or the vehicle has travelled over an already

existing short circuit.

This design situation has an effect on the short circuit side on the support magnet/long stator interface bra-

king force, which is globally covered by the x-forces from a) and locally covered by the x-forces from

Q11b.

Activating/contact with magnets (Q11j)

Support magnets

The vehicle-side minimum gap monitoring prevents a force-induced activation of the support magnets on the

stator packs.

Potential activation due to interference as a result of unfavourable boundary conditions (guideway toleran-

ces, state of motion and load status of the support magnet) is covered by the actions listed in chapter

Guidance magnets

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If the ultimate bearing capacity of the guidance magnets is exceeded as described in chapter 0, this may

lead to contact with the guidance magnets positioned opposite.

Actions caused by contact with guidance magnets are described in chapter 0 "Failure of neighbouring sup-

port magnet circuits (Q11e)".

Raising frozen support skids (Q11k)

The tension and thrust created by releasing a frozen support skid is transferred to the supporting structure

via the gliding strips.

The maximum actions caused by raising frozen support skids are applied locally using the following forces:

• Tension in z-direction

F_z,Q11k =

50.0 kN / skid

• Thrust in x-direction F_z,Q11k = 25.0 kN / skid

It is unwise to assume that the locally assigned support magnets on the frozen support skid do not receive

any of the force (see chapter 0).

Increase in vehicle weight due to snow (Q11l)

Take into account that snow accumulation on the vehicle increases the section load, using the following va-

lues:

• ∆p_Z,EG,Q11l(1) = 1.6 kN/m → infrequent

• ∆p_Z,EG,Q11l(2) = 3.2 kN/m → accidental

The frequency of occurrence and the characteristic values to be applied must be determined on an individual

basis (see also /MSB AG-FW IH/; reference carrier, monitoring).

The centroidal distance of the snow accumulation in the z-direction must be set at s_z,Q11l = 400 mm.

Actions resulting from maintenance (Q30)

Action effects including potential dynamic step-ups resulting from maintenance (incl. the associated special

vehicles, devices and payloads) must not be measured.

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Environmental temperature (Q50)

General

/DIN technical report 101/chapter V describes the rules and procedures for the determination of thermal ac-

tions on bridges, including their sections. The characteristic values of the actions, as far as they are

applicable to the guideway elements of the high-speed Maglev system, can be taken from there. It

does not include application-dependent thermal actions.

The following will be referred to:

• Thermal fluctuation: a regular change in the centroidal temperature of all components (see /DIN

technical report 101/chapter V, 6.3.1.3)

• Linear temperature difference: linear thermal gradient between opposite edges of components

(see /DIN technical report 101/chapter V, 6.3.1.4)

• Uneven heating of components: a jump (thermal difference) between the centroidal temperature of

individual components, which are not joined together and/or are made of different types of material

(see /DIN technical report 101/chapter V, 6.3.1.6)

The thermal expansion coefficient for the components must be taken from /DIN technical report 101/.

Thermal fluctuations in the guideway superstructure (Q50a)

If the min. and max. outside air temperature cannot be determined more exactly, then the typical values gi-

ven in Table 110 (column 1) can be used for central European projects. These refer to outside air

temperatures between -24°C and +37°C over a period of 50 years.

When calculating the bearing play and (expansion) joints increase the values in Table 110 by 25%.

The possibility of reducing the actions described in Table 110 must be agreed upon on an individual basis

with the responsible inspectorate.

Linear temperature difference (Q50b)

General

The temperature differences that need to be taken into account are, among other things, dependent on the

condition of the surface, the geometry and climatic conditions.

The following symbols apply to the subsequent threshold values:

∆T_M

linear temperature difference T_o - T_u or T_l - T_r

T_o

Top chord temperature

T_u

Bottom chord temperature

T_l

Temperature of the left edge of the load-bearing cross section

T_r

Temperature of the right edge of the load-bearing cross section

(For full cross sections use the values on the cross section edge for T_o and T_u.)

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Guideway superstructure

Characteristic values for linear temperature differences for various types of bridge superstructure and varying

bridge surface thicknesses can be found in /DIN technical report 101/chapter V, 6.3.1.4. These values

are upper limit values for the linear temperature differences for typical examples of the bridge geo-

metry of roads and railway bridges.

The following guidelines must also be considered for the high-speed Maglev system’s guideway beams:

• Guideway type I and II

For discretely supported guideway beams, the characteristic values provided in Table 110 (column

2) can be used, if their cross section and surface is similar. Check the suitability of these values

for each individual case with the responsible inspectorate.

• Guideway type III and other guideway designs

For guideway plate systems and other guideway constructions that are not covered by the values

provided in Table 110, then the values are to be agreed upon with the responsible inspectorate (if

necessary by theoretical investigation on the basis of calculation simulations).

• Guideways in tunnels

In the case of guideways in tunnels, there is generally no need to apply a temperature difference

as a result of environmental factors.

• Track switching equipment

see Table 110

To ensure an optimal guideway position in peak periods, (this is to be determined on an individual project

basis), when determining the supporting theoretical position, take into account an expected linear

temperature difference T₀ - T_U for this period, during the determination of the theoretical pre-curve.

This temperature difference results in an optimal guideway position (i.e. the guideway position cor-

responds to the guideway gradient when the vehicle is on it).

For cross sections not covered in Table 110, hypotheses for the temperature scales must be determined in

cooperation with the responsible inspectorate with reference to Table 100 and any other experience or

findings. If necessary, these hypotheses must be proven by measurements.

Guideway substructures

Environmental thermal actions for guideway substructures can be found in /DIN technical report 101/chapter

V, 6.3.2.

Uneven heating of components due to environmental factors (Q50c)

Set ∆T = ± 15 K as the temperature difference between steel and concrete parts for the cases described in

/DIN technical report 101/chapter 6.3.1.6.

With steel and concrete components that are connected by an entire surface (e.g. LGR or SS on concrete

girders) use temperature differences of ∆T = ± 10 K when lower temperatures have not been verified.

The uneven heating mentioned above is to be superimposed on components, whose temperature increases

as a result of traffic.

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Linear temperature

Thermal fluctua-

difference ∆T_z,My

difference ∆T_y,Mz lat-

Construction

tion T_N

Cross section

vertical [K]

eral [K]

method

Concrete con-

struction

-15 °C ≤ T_N ≤ 35 °C

-5 ≤ ∆T_z,My ≤ 17

-10 ≤ ∆T_y,Mz ≤ 10

(Height: 2 m)

Steel construction

-20 °C ≤ T_N ≤ 50 °C

-5 ≤ ∆T_z,My ≤ 25

-17 ≤ ∆T_y,Mz

≤ 17

(Height: 2 m)

Hybrid construc-

tion I

-15 °C ≤ T_N ≤ 35 °C

-5 ≤ ∆T_z,My ≤ 15

-10 ≤ ∆T_y,Mz ≤ 10 *

(Height: 2 m)

Hybrid construc-

tion II

-15 °C ≤ T_N ≤ 35 °C

-5 ≤ ∆T_z,My ≤ 10

-10 ≤ ∆T_y,Mz ≤ 10 *

(Height: 2.2 m)

Concrete con-

struction

-15 °C ≤ T_N ≤ 35 °C

-5 ≤ ∆T_z,My ≤ 17

-5 ≤ ∆T_y,Mz ≤ 5

(Height: 1 m)

Steel construction

-20 °C ≤ T_N ≤ 50 °C

-8 ≤ ∆T_z,My ≤ 25

-13 ≤ ∆T_y,Mz ≤ 13

(Height: 1 m)

Flexible steel

(bendable girder

-20 °C ≤ T_N ≤ 50 °C

-10 ≤ ∆T_z,My ≤ 20

-10 ≤ ∆T_y,Mz ≤ 10

WxH: 0.45 m x

1.5 m)

The characteristic values provided for the thermal actions were determined according to the information

given in /DIN technical report 101/, the theoretical calculation results in /R 1/ and the measurement results

from TVE.

* on the supporting concrete cross section

Table 110 - thermal fluctuations and linear temperature differences

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Effect of wind on the supporting structure (Q51)

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

Assess wind actions in conjunction with traffic on the supporting structure as described in /DIN technical

report 101/.

It is assumed that the guideway is not susceptible to vibration with regard to wind actions, otherwise more

exact verification is required.

Assume the wind direction is horizontal.

In the case of double track guideways, measure the individual tracks for the full wind load from both directi-

ons.

In the case of wind and traffic acting on the supporting structure, only the area of the guideway not covered

by the vehicle is used as the wind exposed surface.

The dynamic pressure to be considered for the nominal wind gust velocity v_b,10 (5 second average, once a

year) in wind zones I, II,III and IV for various gradients across ground must be taken from Table 111.

Form factors and other factors for determining the size of the action on the supporting structure caused by

wind must be taken from the existing regulations of the relevant structure.

WZ II

WZ I

WZ IV

Gradient height

v_W

q_W,supporting

v_W

q_W,supporting

v_W

q_W,supporting

v_W

q_W,supporting

h_G,ground

structure

[m/s]

[kN/m²]

[m/s]

[kN/m²]

[m/s]

[kN/m²]

[m/s]

[kN/m²]

≤ 4.0 m

0.40

0.50

0.65

0.80

> 4.0 m … 13.0 m

0.50

0.60

0.80

1.00

> 13.0 m … 20.0 m

0.55

0.70

0.85

1.10

Table 111 - dynamic pressure q_{W,supporting structure} on the supporting structure

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

Verify wind actions without traffic on the supporting structure in accordance with the /DIN technical report

101/.

It is assumed that the guideway is not susceptible to vibration with regard to wind actions, otherwise more

exact verification is required.

Snow and ice loads (Q52)

With

traffic:

The assumed snow depth with traffic is 10 cm. Take into account an area load of q_snow = 0.5 kN/m²,

this corresponds to assuming a unit weight of 5 kN/m³ (wet snow).

Without

traffic:

For snow without traffic use the values in /DIN technical report 101/. For the guideway beams, this ac-

tion combination is covered by traffic actions.

Variable water pressure forces (Q53)

•

Variable water pressure forces must be taken into account as appropriate for local cir-

cumstances.

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Wind load in construction stages (Q54)

Wind actions in construction stages must be regarded as variable actions on the basis of /DIN

technical report 101/.

Maintenance conditions (Q55)

Actions resulting from maintenance conditions or similar conditions (e.g. due to raising the suppor-

ting structure to replace bearings and bearing parts) must be taken into account.

Construction stages (Q56)

Actions as a result of construction and assembly stages must be considered when dimensioning the suppor-

ting structure.

In order the take into account the actions as a result of the assembly of the stator packs and the long stator

winding, the following actions must be applied locally for the verification of the stator packs and their

attachment to the guideway structure:

dyn pz = - 5.0 kN/m

dyn px = 5.0 kN/m

Actions on track switching equipment (Q57)

Elastic bending of deflection switches (Q57a)

Calculate the flexural tensile stresses from forced bending of the deflection switches and the ad-

justment forces using the elastic deflection curve of the relevant switch.

Actions resulting from the propulsion system (Q57b)

Take into consideration actions resulting from the inertia, friction and asynchronism of the location

of the track switching equipment drive system (deflection switches, travelling platforms).

Displacement resistance of bearings (Q58)

Actions from bearing friction must be considered in accordance with the legal construction regulati-

ons.

Failure of supporting structure elements (Q59)

It must be verified that the guideway will remain fit for traffic for a defined amount of time in the event of failu-

re of the supporting structure elements.

The measures required for this (e.g. redundancy) and the verification process must be agreed upon with the

responsible inspectorate.

Lateral earth pressure from variable actions (Q60)

•

Lateral earth pressure from variable actions must be considered in accordance with the ge-

nerally accepted technical rules and standards.

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Accidental actions

General

The strategies and regulations for protecting the structural works of the guideway from identifiable and non-

identifiable accidental actions can be found in the appropriate standards and regulations (e.g. EN

1991).

Accidental actions resulting from the vehicle

Actions as a result of loading gauge violations (A1)

Provided that the measures on how to avoid loading gauge violations described in /MSB AG-GESAMTSYS/

are taken into account, actions as a result of loading gauge violation by the vehicle do not need to be

explored.

Safety wind load on the vehicle (A2)

An additional stability verification taking into account the hundred year wind ("safety wind load") must be

carried out for the operating situation "guideway with stationary vehicle". The safety wind load on the

vehicle must be applied using the following nominal wind gust velocities v_b,10(5 second average) at a

height of 10 m and a probability of occurrence of once every 100 years:

• Wind zone I

v_b,10= 36 m/s

• Wind zone II

v_b,10= 40 m/s

• Wind zone III

v_b,10= 46 m/s

• Wind zone IV

v_b,10= 52 m/s

The buoyancy forces on the vehicle that result from the wind velocity must be taken from Table 112. The

actions must be determined in accordance with chapter 0.

The guidance magnet forces p_y,SW,FMTi and the accompanying forces from the moment around the x-axle

must be determined in a similar manner to that described in chapter 0 and annex II-E.

Gradient height

Actions in kN/m

G,ground

≤ 4.0 m

4.0 m < h_G,ground ≤ 13.0 m

13.0 m < h_G,ground ≤ 20.0 m

p_z,SA,1

-1.8

-1.9

-2.2

Wind zone I

z,SA,2

-1.1

-1.4

p_z,SA,1

-2.2

-2.3

-2.7

Wind zone II

z,SA,2

-1.4

-1.7

p_z,SA,1

-2.8

-3.1

-3.6

Wind zone III

z,SA,2

-1.7

-1.9

-2.3

p_z,SA,1

-3.6

-3.9

-4.6

Wind zone IV

z,SA,2

-2.3

-2.4

-2.8

Table 112 - Typical actions from vehicle buoyancy as a result of safety wind load

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Accidental actions resulting from maintenance (A3)

Action effects from maintenance do not have to verified for the vehicle.

In accordance with /MSB AG-FW ÜBG/, all special vehicles, devices and payloads required for maintenance

must be dimensioned so that action effects resulting from maintenance are covered by the Maglev ve-

hicle action effects.

Safety wind load on the supporting structure (A4)

Apply the wind actions according to /DIN technical report 101/ annex N.2 as the actions as a result of the

safety wind load (SW) on the supporting structure.

Possible foundation movements (A5)

Possible foundation movements must be taken into consideration in accordance with the generally accepted

technical rules and standards and the local guideway circumstances with regard to stability and servi-

ceability (see chapter 0).

Impact

General

If necessary, project specific additional verification must be carried out for the structural works of the guide-

way taking into account accidental actions as a result of an impact.

Potential measures to prevent impact and/or required verification for the consideration of impact on columns

and pillars can be found in existing regulations (e.g. /DIN technical report 101/).

Apply a vehicle impact load of at least 500 kN in the most unfavourable direction for all columns and pillars

e.g. even in areas in agricultural use. The load acts horizontally 1.25 m above the ground and must be

regarded as an accidental action. A dual-layer reinforcement design and a shattering layer are not ne-

cessary.

For all situations, the application of measures selected to prevent impact and/or required verification for the

consideration of impact with guideway beams must be carried out in accordance with the generally

accepted technical rules and standards and agreed upon with the responsible inspectorate.

Annex B of the prEN 199117:2005 contains advice on planning and implementing risk analysis.

Impact of track-guided vehicles (A6)

The requirements that must be considered regarding the impact of track-guided vehicles (railroad cars) must

be agreed upon with the responsible inspectorate.

The /DIN technical report 101/, the prEN 199117:2005, section 4.4 and the accompanying national attach-

ment contain information on verifying accidental actions resulting from impacts.

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Road vehicle impact (A7)

Accidental actions as a result of road vehicle impact on supporting substructures and guideway superstructu-

res must be considered on the basis of EN 1991-1-7, section 4.3.

For personal safety, the guideway supports must also be measured for the following simultaneously acting,

resultant forces, in order to verify stability in the event of a road vehicle impact on guideway beams:

Resultant force in y-direction:

F_{Y,impact,bearing} = 1000 kN;

Resultant force in z-direction:

F_{Z,impact,bearing} = -300 kN;

Set the response time of the resultant forces at 60 ms.

The resultant forces apply to discretely supported guideway beams made of steel and concrete with design

characteristics (stiffness, area density) similar to the TVE guideway beams.

The transferability of the resultant forces to other boundary conditions (guideway and vehicle data) or signs

of deviating resultant forces must be verified for the responsible inspectorate.

Observe the permissible deformations for accidental actions as a result of impact on columns and guideway

beams according to chapter 0.

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

The actions and verification processes to apply for each individual case must be agreed upon with the

responsible inspectorate.

Accidental actions resulting from ship collisions must be taken from EN 1991-1-7, section 4.6.

Earthquakes (A9)

As a general rule, the design conditions according to the applicable technical construction regulations and

the generally accepted technical rules and standards (e.g. according to Eurocode EN 1998 "Design of

structures for earthquake resistance") can be used.

If in doubt, consult the responsible inspectorate as to which earthquake actions are to be taken into account.

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Vehicle load arrangements

General

The following load arrangements must be applied according to the size of the structure being examined for

global and/or local verifications of the vehicle.

Global load arrangements

Inertia forces

The load arrangements for the vehicle-side inertia forces (incl. dynamic lateral loads and constraint forces) in

the x-, y- and z-direction must be taken from Figure 139, Figure 143 and Figure 144 in accordance

with chapter 0

The global actions p^*, p_x, p_y, p_z and m_x, m_y and m_z resulting from the vehicle give rise to the interface forces

p_x, p_y, p_z, F_x, F_y, and F_z.

S_Fzg

(Vehicle centre of gravity)

a_x

m_x

a_z

p_y,r

SFS

„0“

p_y,m_y

p_x

p_x,r

p_y,l

p_y

SFS

p_z,m_z

p_z,r

p_x,l

p_z,l

p_y* : Dynamic lateral forces and constraint

forces

• In the x-direction, take into account the magnet array lengths in accordance with chapter 0

Figure 139 - Global load arrangement for the levitating vehicle

The distribution of the inertia forces resulting from a_z and a_y across the length of the vehicle is shown on the

following illustrations.

Determine the individual magnitudes using the equations provided.

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Typical distribution of the guidance magnet forces of a_y across the vehicle length

(1)

10 11 12 13 14 15 16

End section

Middle section

Partial magnet guidance FMT_i

Figure 141 - Typical load arrangement for the force distribution of p_y,ay according to equation

ES/MS

y,ay,i

y,ay,FM T

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

Z,EG/MG/ZG/HG

⋅

100

FMT

in [kN/m]

Typical distribution of the support magnet forces of a_y across the length of the vehicle

(1)

10 11 12 13 14 15 16

End section

Middle section

Partial magnet supportTMT_i

Figure 142 - Typical load arrangement for the force distribution of p_z,ay according to equation ( 11)

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SFzg

(Vehicle centre of gravity)

z, TK, r

Fy, TK, r

m x

Fx ,TK, r

z, TK, l

SFS

„0“

py ,m

py ,r

Fx ,TK, l

y, TK, l

SFS

pz ,m z

py ,l

• p_y* : Dynamic lateral forces and constraint forces

• In the x-direction, take into account the magnet array lengths in accordance with chapter 0

• F_{y, TK,r/l} * act only when the guidance magnets are deactivated p_{y, r} = p_{y, l} = 0

Figure 143 - Global load arrangement for the levitating vehicle / stationary vehicle

Vehicle side setting down

S_Fzg

(Vehicle centre of gravity)

a_x

F_{z, TK, r}

m_x

a_z

x, TK, r

Levitating vehicle s

p_y,r

SFS

„0“

p_y,m_y

p_x

p_y

SFS

p_y,l

p_z,m_z

p_x,l

p_z,l

• p_y* : Dynamic lateral forces and constraint forces

• In the x-direction, take into account the magnet array lengths in accordance with chapter 0

Figure 144 - Global load arrangement for the design situation Q11i

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Wind on the vehicle

The load arrangement for actions as a result of "wind on the vehicle" and "buoyancy" according to chapter 0

must be taken from Figure 145.

The global actions p^*, p_x, p_y, p_z and m_x, m_y und m_z resulting from the vehicle give rise to the interface forces

p_x, p_y, p_z, F_x, F_y, und F_z.

Uplift A

(normal to the guideway table)

Lateral wind W

S_W (wind attack point)

(parallel to guideway table)

m_{x, W}

LGR

„0“

p_{y,r, W}

p_y,W

(p_{y,l, W})

LGR

p_{z, A}, m_{z, W}

p_{z,r, A/W}

p_{z,l, A/W}

• In the x-direction, take into account the magnet array lengths in accordance with chapter 0 and the

wind force distribution in accordance with chapter 0

•

* height of the guideway beams, independent of the vehicle

Figure 145 - Global load arrangement "wind" and "buoyancy" on levitating vehicle

The global load arrangement for actions resulting from "wind on the vehicle" and "buoyancy" must be deter-

mined for the infrequent operating situation "one-sided set down of the vehicle as a result of a short

circuit at the windings" as shown on Figure 144.

Figure 143 applies mutatis mutandis to the set down vehicle.

The following illustrations show the distributions of the support and guidance magnet forces as a result of

cross wind along the length of the vehicle. Determine the individual intensities using the equations

provided.

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Typical distribution of the guidance magnet forces from lateral wind along the length of

the vehicle

(1)

10 11 12 13 14 15 16

End section

Middle section

Partial magnet guidance FMT_i

Figure 146 - Typical load arrangement for p_y,W with v_W = 25 m/s and v_Fzg = 500 km/h

Typical distribution of the support magnet forces from lateral wind along the

length of the vehicle

(1)

End section

Middle section

Partial magnets support TMT_i

Figure 147 - Typical load arrangement for p_z,W with v_W = 25 m/s and v_Fzg = 500 km/h

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Local load arrangements

Support magnet/long stator interface (stator pack)

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

For frequently variable design situations, calculate the local interface forces from the vehicle taking into ac-

count the relevant position of the potential vehicle-side combination groups and those resulting from

global actions.

For local verification, the control dynamic factor must also be taken into account for the structural dynamics

(see chapter 0). The minimum unit length is 1.548 m (partial magnet length). The maximum actions

must be increased or reduced for 2 adjacent partial magnets, taking the total loading into account.

In the case of simultaneous transfer of forces along the long stator in the x-direction with max. thrust, an

additional force redistribution of max. of 30% (see Figure 148) from the inclination of the support mag-

nets must be taken into consideration. In the case of lower thrust, this redistribution must be linearly

reduced according to the existing thrust force.

The action geometry (see Figure 148) must be superimposed as most unfavourable with the actions on the

lateral guidance rails/guidance magnet interfaces.

The load arrangement can also be used for global verification, i.e. the total of the forces remains the same.

The following figures show a control support magnet. The first and last magnets on a vehicle (nose and tail

magnets) may have two additional poles (see also Figure 122).

Information for determining the pole forces incl. 30 % redistribution: See annex chapter 0;

Guidance magnet

Condition:

Σ(p_z/x,PK ⋅ L_PK) = Σ p_z/x,i ⋅ L_TM

^* End pole EP bears 50% of the

load from the main pole MP

Redistribution as result of

pitching moment at p_x

≠0

p_z/x,PK

Support magnet

L_PK

+ 30 %

Support

30 %

magnet

Pole forces

Total of global

p_z/x,PK

actions

Σp_z/x,i

TMT_i

TMT_i+1

Figure 148 - Typical load arrangement for the support magnet during operation without technical failure

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Actions from infrequent design situations

Failure of a support magnet control system (Q11b)

The action geometry for the failure of a support magnet control system must be taken from Figure 149.

The corresponding action must be applied locally as a maximum value.

Partial magnet with

“additional” load TMT_i+1

max p_z,TMT,Q11b = 45 kN/m

Partial magnet

= 4 kN/m

max p_x,TMT,Q11b

without failure

Partial magnet

TMT_i+2

without failure

TMT_i+2

Malfunctioning

Partial magnet TMT_i

•End pole EP bears 50% of the load from the main

Condition:

poles MP

Σ(p_z/x,PK ⋅ L_PK) = max p_z,TMT,Q11b ⋅ L_TM

Figure 149 - Typical load arrangement for the failure of a support magnet control system (Q11b)

Dual failure of support magnet control systems (Q11c)

The dual failure of the support magnet control systems on a levitation frame results in an action from the

levitation frame’s support skid (see 0).

Other infrequent design situations (Q11a, Q11d to Q11i)

The design situations Q11a, Q11d to Q11i must be handled according to Figure 148.

Local component dynamic

See chapter 0.

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Guidance magnets - lateral guidance rails interface

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

For frequently variable design situations, calculate the local interface forces from the vehicle taking into con-

sideration the relevant position of the potential vehicle-side combination groups and those resulting

from global actions. Make sure that the guidance forces can only be transferred by magnetic force.

For local verification, the control dynamic factor must also be taken into account for the structural dynamics

(see chapter 0). the actions must be increased or reduced for a max. of 2 adjacent partial magnets,

taking the total loading into account.

The action geometry (see chapter 0) must be superimposed as most unfavourable with the actions on the

long stator/support magnet interface.

Guidance magnet (corner m

Guidance magnet

Pole strip forces p_y,PL

4 guidance

magnet pole strips

Condition:

Σ(p

⋅ L_PL) = Σ p_y,i ⋅ e_x,FM

y,PL

Figure 150 - Typical load arrangement of a guidance magnet (corner magnet)c

Guidance magnet (corner m

Guidance magnet

Pole strip forces p_y,PL

4 guidance

magnet pole strips

Condition:

Σ(p

⋅ L_PL) = Σ p_y,i ⋅ e_x,FM

y,PL

Figure 151 - Typical load arrangement of a guidance magnet (middle magnet)

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Actions from infrequent design situations

Failure of a guidance magnet control system (Q11d)

The action geometry for the failure of a guidance magnet control system (MREF) must be taken from Figure

152.

LFM^{= 3.096m}

L_FM = 3.096 m

L_FM,PL = 3.05 m

LFM,PL^{= 3.05m}

GM_i

GM_i+1

Partial magnet

Malfunctioning

Partial magnet

without failure

partial magnet

with “additional”

FMpy,PL

FMT_i+1

py,PL

load

Fpy,PL, Q11d

Condition:

Σ(p_y,PL ⋅ L_FMT,PL) = Σ p_y,i ⋅ L_FMT,PL

L_{FMT,PL, Q11d} = 3.05 m / 2

Max p_{y,FMT, Q11d} = 32 kN/m

Figure 152 - Typical load arrangement for the failure of a guidance magnet control system (Q11d)

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Dual failure of guidance magnet control systems (Q11e)

The failure of two adjacent guidance magnet control systems results in an action from the guidance magnets

positioned opposite (activation of guidance magnets).

The action geometry for this local action must be taken from Figure 153.

Forces from the activation of the guidance magnets opposite (activation strips)

Lateral guidance rails

x, v

Guidance magnet i

Guidance magnet i+1

Partial magnet without

Malfunctioning partial

Partial magnet without

Malfunctioning partial

failure

magnet

failure

magnet

p_y,PL,

p_y,PL

Sliding strips level

F_y,FM

170 mm

x, v

Lateral guidance rail

283 mm

F_x,FM

5 mm

Running surface of the guidance magnet

activation strips

Centre distance

approx. 41 mm

Figure 153 - Typical load arrangement in the event of dual failure of the guidance magnet control systems (Q11e)

Local component dynamic

For the actions as a result of the dual failure of guidance magnet control systems (activation of the guidance

magnets) according to chapter 0 an additional dynamic scaling factor to account for a local, design-

dependent component dynamic must not be applied, as the maximum dynamic loads of a potential

dynamic are already taken into account.

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Braking magnet/lateral guidance rails interface

Infrequent design situations (Q11f)

The action geometry for the actions from the non-contact or adjoining braking magnets must be taken from

Figure 154.

The braking magnet actions must be superimposed as infrequent variable actions, with the corresponding

actions from the support/guidance systems taking into account the conditions in 0 and 0 (see also

(8)).

Figure 154 - Typical load arrangement for the braking magnets (non-contact or adjacent)

Rechte Fahrzeugseite

Right-hand side of the vehicle

Seitenführschienen

Lateral guidance rails

Zugkräfte je Magnetpol

Tensile force for each magnet pole

Bremskräfte je Magnetpol

Braking force for each magnet pole

Je Bremsmagnet 12 Pole

12 poles per braking magnet

Linke Fahrzeugseite

Left-hand side of the vehicle

Abgesetzte Tragkufe

Set down support skid

Local component dynamic

See chapter 0.

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Support skid/gliding strip interface

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

The support skids’ load arrangement as a result of actions in frequent design situations (stationary vehicle

being set down or stationary set down vehicle) must be taken from Figure 155 (see also chapter 0).

All actions from the vehicle are transferred to the guideway via the support skids.

Actions from infrequent design situations

Dual failure of support magnet control systems (Q11c)

Apply the max. impact force given in chapter 0 as the action from the support skid. Assume that the 2 partial

support magnets (TMT_i and TMT_i+1) directly assigned to the support skid, are inactive.

e_x,TK = 3096 mm

740 mm

110 mm

e_y,TK = 2220 mm

F_z,TK

F_x,TK

TMT_i

TMT

i+1

F_y,TK

Gleitleisten

Figure 155 - Typical load arrangement of support skids

Gleitleisten

Sliding srtip

abgesetzte Tragkufe

Set down support skid

Use of the vehicle "safe brake" (Q11f)

For the design situation "vehicle being set down" "safe brake" apply the load arrangements shown in Figure

155 and Figure 143.

One-sided set down of the vehicle (Q11i)

For the design situation "one-sided set down of the vehicle", the skids arranged on one side of the vehicle

bear the load (see also Figure 144).

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Local component dynamic

An additional dynamic scaling factor to take into account a local design-dependent component dynamic does

not need to be applied for the infrequent design situation "dual failure of support magnet control sys-

tems", as the max. dynamic loads from the support skid are already taken into account.

Other interfaces

Action and load arrangement guidelines for other vehicle/guideway interfaces (e.g. external on-board energy

supply) must be determined individually for each project. These guidelines must be approved for use

by the responsible inspectorate.

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Design principles

Guideway

Verification

General

Verification requirements are defined in detail, for example, in /EN 1990/ and DIN 1055 Part 100.

As a rule, the following must be verified:

Verification of the ultimate limit states

• Verification of the capacity of the components, cross sections and joints to withstand stress (tension

verification)

• Verification of the stability of the supporting structure

• Verification of stability

• Verification of material fatigue (verification of the service strength by cumulative damage or verifica-

tion of damage-equivalent stress variation range)

Verification for serviceability limit states

• Verification of deformation limit values specific to the high-speed Maglev system

• Verification of dynamic effects

• Verification of limit values specific to the building material

If the rules regarding applicability to the high-speed Maglev system guideway are not clear, then they must

be determined in agreement with the responsible inspectorate.

To carry out the verification specified above, on the basis of the actions put together in this design principles

document taking into account project-specific information on the significant operating and geometric

parameters for the sections to be verified, it is recommended that action tables are created (in simpli-

fied form if necessary). These tables can be created according to the verification process to individual-

ly assemble the significant combinations of actions. They must be approved by the responsible in-

spectorate as part of the verification audit.

The safety and serviceability of the guideway must be preserved during the planned (project-specific) period

of use by specific maintenance measures that are appropriate for the guideway construction.

The following general observations regarding actions must be considered during verification:

• The inertia forces must be calculated by taking into consideration the permissible accelerations

and velocities (min v_Fzg, max v_Fzg).

• The dead weight of the vehicle given in chapter 0 for the middle and end sections takes into ac-

count goods and passenger vehicles.

• Allow for dynamic step-ups of the actions. Dynamic factors and dynamic lateral forces do not need

to be applied when v_Fzg = 0 km/h. However, the control dynamic must always be considered.

• Actions resulting from interdependent causes must be applied together.

• Within the braking profile provided for the vehicle-side "safe brake" the actions must be classed as

infrequent. With regard to the braking process, setting down at v_Fzg ≤ 5 km/h must be only consid-

ered an infrequent event in defined sections (restricted area at and in front of the stopping place).

• Setting down at v_Fzg > 5 km/h with skidding of the set down vehicle on any area of the guideway

must be considered an accidental design situation (Worst-Case-Halt).

• Actions arising from maintenance must be considered and verified if necessary (see also /MSB

AG-FW ÜBG/). If necessary, potential actions arising from guideway maintenance must be

classed as variable or accidental actions according to the probability of them occurring.

• For the verification of shared guideway substructures for double track guideways, a shadow factor

may be applied for cross wind actions on the 2nd track (see EN 1991-1-4).

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Design principles

Guideway

Verification of the ultimate limit states

General

Verification must be carried out for the actions resulting from the line routeing and operating parameters (e.g.

for straight guideway beams a_y= 0) within the limits laid down by the MbBO and with the limits provi-

ded for the vehicle weight, accelerations and other actions.

To verify the ultimate limit states, the design parameters for the decisive loading cases/design situations

must be determined from the actions by a combination of the simultaneously occurring actions.

The combination rules can be found in /EN 1990/ chapter 6.4.3. If it is not clear which is the leading action,

consider each variable action in turn as the leading variable action. Combinations for designing acci-

dental situations are based either on an explicit accidental action or applied to the situation (condition)

according to an accidental event.

Combinations may be simplified. However, it must be verified that simplified combinations are on the safe

side in comparison to the standard combinations.

Partial safety factors of the actions

The partial safety factors of the actions for the verification of the ultimate limit states must be taken from

Table 113.

When forming the loading cases or combinations, apply the representative and characteristic values of the

actions in accordance with the Eurocodes and the notes for Table 113 with the appropriate partial sa-

fety factors.

The partial safety factors of the actions cover, in accordance with DIN 1055 part 100,

• The possibility of unfavourable deviations of the actions (magnitude and distribution of the actions),

• The possibility of inaccurate model assumptions for the actions and

• Uncertainty in the determination of the effects.

The partial safety factors are assigned to the following actions:

• Permanent actions

⇒

γ_G

• Variable actions (frequent and infrequent)

⇒

γ_Q

• Accidental actions

⇒

γ_A

For the accidental actions (A), the safety margins given in Table 113 are permissible under acceptance of

sectional damage.

If the result is relatively low local action effects, then a check must be carried out to see whether small ad-

justments to the system or the geometry of the actions will result in larger action effects or vice versa.

If necessary, additional buffers for the action effects must be provided.

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Effect

Symbol

Situations ^*

Partial safety factors γ

G/Q A

Permanent actions G1… G6:

See Eurocodes and DIN technical report

Variable actions from the vehicle

unfavourable

γ_Qi

1.35

Inertia forces from permissible and maximum

Q1...Q6

vehicle weight, constraint forces, lead dynamic

favourable

1.0 / 0

unfavourable

γ_Qi

1.35

Q7...Q8

Aerodynamic actions from v_Veh

favourable

γ_Qi

unfavourable

γ_Qi

1.5

Aerodynamic actions from wind on the vehicle

favourable

γ_Qi

unfavourable

γ_Qi

1.35

Q10

Temperature as a result of propulsion system

favourable

γ_Qi

unfavourable

γ_Qi

1.35

Actions resulting from technical failure or

Q11

malfunction

favourable

Other variable actions

unfavourable

γ_Qi

1.5

Q30

Actions resulting from maintenance

favourable

γ_Qi

unfavourable

γ_Qi

1.5

o general

favourable

γ_Qi

Q50 ... Q60

unfavourable

γ_Qi

1.35

o with verified limit values

favourable

γ_Qi

Accidental actions

A1...A9

General

γ_Ai

* G/Q: Permanent and variable situations; A: Accidental situations

Table continues overleaf.

Table 91 - Partial safety factors of the actions

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Table cont.: Partial safety factors of the actions

Notes

1) Taking limit values from actions resulting from the vehicle into consideration (e.g. vehicle dead weight,

payloads, permissible accelerations), which have been determined in accordance with current regula-

tions, a partial safety value of γ_Qi = 1.35 can be applied on agreement with the responsible inspectorate .

The classification of the possible vehicle weight conditions according to Table 100 must also be observed.

2) The vehicle-side actions resulting from technical failure or malfunction relating to individual guideway

elements (e.g. guideway beams) are rare or very rare events. Due to their low probability of occurrence

they should be regarded as predominantly static actions. Superimposing several such actions in accor-

dance with Table 93 is not required. In agreement with the responsible inspectorate the partial safety fac-

tor can be reduced, if necessary, to account for the low probability of them occurring.

There is no need to superimpose the vehicle-side actions from infrequent design situations Q11 (a...k)

with accidental actions A1...A9 due to their low probability of occurrence.

3) If the environmental thermal actions are determined by secure measurements, a lower value, which must

be determined in agreement with the responsible inspectorate (e.g. γQ50 = 1.35 ), may be used instead

of γ_Q50 = 1.50. When superimposing the snow/ice loads given in 0 (limit value taking into account the

space between the vehicle and guideway) with traffic loads, a value of γ_Q50 = 1.00 may be used.

4) Whether it is necessary to form accidental design situations taking into account actions from mainte-

nance must be checked from case to case and agreed upon with the responsible inspectorate.

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Combination values

When forming combinations of actions according to the combination rules provided in /EN 1990/, the combi-

nation factors ψ compiled in the following tables must be used to take into account the simultaneity

and probability of occurrence of the actions, whilst observing the accompanying notes.

The combination factors of the variable actions are arranged into the following groups based on the probabi-

lity of occurrence of the actions:

• For variable actions

⇒

ψ₀

• For infrequent actions (1/year) ⇒

ψ_1'

• For frequent actions (1/week)

⇒

ψ₁

• For quasi-permanent actions

⇒

ψ₂

Combination factors ψ

ψ₀

ψ₁'

ψ₁

ψ₂

Notes

Actions resulting from the vehicle

Q1/Q2

Dynamic inertia forces from the vehicle weight

Q3/Q4

Uneven distribution of the payload

Lead dynamic (dyn. lateral forces)

Constraint forces in tight radii

Aerodynamic lateral forces

Airstream actions

Wind actions on the vehicle

0.6

0.5

Q10

Temperature as a result of propulsion system

Actions resulting from technical failure or malfunc-

Q11a..k

5) 6)

tion

Q11l

Increase in vehicle weight due to snow

0.7

0.2

Other variable actions

Q30

Actions from maintenance

Q50

Environment temperature

0.6

0.8

0.6

0.5

4) 5) 7) 8)

Q51

Wind on the supporting structure

0.6

0.5

Q52

Snow and ice loads

0.7

0.2

Q53

Variable water pressure forces

Q54

Wind load on construction stages

Q55

Maintenance conditions

Q56

Construction stages

Q57

Actions from track switching equipment

1.0

Q58

Displacement resistance of bearings

Q59

Failure of supporting structure elements

2) 3)

Q60

Lateral earth pressure from variable actions

Table continues overleaf.

Table 92 - Combination factors ψ_i of actions

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Table cont.: Combination factors ψ_i of actions

Notes

1) The combination factors for actions resulting from maintenance must be determined individually and

agreed upon with the responsible inspectorate.

2) The combination factors for the respective actions can either be taken from /EN 1990/ or the appropriate

rules, standards and regulations or determined on a individual basis in agreement with the responsible

inspectorate.

3) The loss of, for example, a screw connection or other component must be considered a permanent ac-

tion if it cannot be guaranteed that it will be repaired immediately.

4) When using Q9 and Q51 as the leading variable action, a combination factor of ψ₀ = 0.5 can be set for

Q50b+c, and vice versa.

5) When thermal actions resulting from braking magnet BM, support skids SS and mechanical guidance

elements MGE, are superimposed with environmental thermal actions, the environmental uneven heat-

ing (Q50c) between different components can be reduced to half the value.

6) Due to the low probability of occurrence, the combination factors ψ₁or ψ₁can be used with the remaining

actions in Q11a, Q11b, Q11c, Q11d, Q11e, Q11g, Q11i (case 1), Q11j , Q11k as leading variable actions

for forming the combinations of actions. The actions Q11a..k do not need to be applied simultaneously.

If the action Q11l must specifically be considered for a project, combine Q11l(1) as opposed to Q11l(2)

with the remaining Q11 actions.

7) Maximum temperature differences between the upper and bottom chord of the beam and maximum

temperature difference between the left and right sides of the beam must not be considered simultane-

ously with their maximum values. When superimposing temperature differences, one of the two tem-

perature differences should be reduced by 1/3.

8) When superimposing the beam temperature difference in accordance with chapter 0 with actions as a

result of traffic, apply the appropriate value for ∆T in accordance with Table 110.

9) For the verification of the serviceability limit state do not apply the actions from Q11a .. Q11k.

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Proof of the performance capability limit states

General

(1)

The limit values relating to guideway deformation and the regulations concerning the furnishing of

proof which are specific to high-speed maglev systems are indicated below. These reflect current ex-

perience levels and, when observed, generally result in guideways which are fit for their purpose, i.e.

guideways which are in keeping with the system.

(2)

Permitted deformations, offsets, displacements and gap changes are defined as follows in relation to

the functional areas comprising stator level, lateral guide rail level and slider level, as well as in rela-

tion to the position of the space curve in the three directions according to the local coordinate system:

• permitted long- or short-wave deformations in the support structures (e.g. global girder deflection)

which are the result of actions

• permitted displacements in the functional areas at the girder joint and in the girder section which

are the result of actions

• permitted elastic and plastic deformations in the guideway substructures (long-wave alteration in

the position of the functional areas)

(3)

In addition to the static deformations resulting from the actions of vehicles, the dynamic behaviour

(vibrational behaviour) influences the performance capability of the guideway. Specifications in this re-

gard are given in Chapter 10.3.5.

(4)

The combinations of effects regarding the performance capability limit states are generally laid down

by means of the equations defined in EN 1990.

(5)

The general combination factors shall be taken from Table 114.

(6)

In addition, the load model, effects and combinations of effects which are specific to high-speed

maglev systems shall be taken into consideration in accordance with the following sections.

(7)

The effects arising from Q11a to Q11k shall not be specified.

(8)

In addition to these requirements which are specific to high-speed maglev systems, the corresponding

provisions adopted by the building inspectorate concerning proof of performance capability shall be

taken into consideration (e.g. the limiting of compressive strains and crack widths in the concrete con-

struction).

(9)

If the following chapters or Annex (Chapter 11.4) do not stipulate any applicable requirements in rela-

tion to limit values and combinations of effects which are specific to high-speed maglev systems as

proof of performance capability, proof of the vehicle’s compatibility must be furnished in relation to the

accepted limit values and combinations.

(10)

In each individual case, proof of the vehicle’s compatibility must be furnished as proof of the perform-

ance capability of construction methods and structural forms not qualified previously.

Global deformations in discretely mounted guideway super-

structures

General

(1)

As regards the deformation limit values below, a maximum free lateral acceleration of a_y = ± 1.5 m/s²

is taken as a basis.

(2)

In the case of discretely mounted support structures, proof of global deformations in functional areas

may generally be furnished in the form of proof of the centre of gravity displacement of the support

structures, provided functional area deformation is negligibly small compared with the amount of de-

formation in the support structure.

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(3)

As regards the static proofs of deflections in the y and z directions given below, maximum dynamic

cambers of 20% in the z direction and 40% in the y direction form the basis for permitted deflections. If

dynamic tests establish greater dynamic cambers, static deflections must be reduced to the extent that

the permitted deformations specified below are not exceeded, taking into account the existing dynamic

camber.

(4)

Proof must be furnished in a particular case as to the extent to which static deflection may be in-

creased in the case of smaller dynamic cambers.

Deformations in the z direction

Effects resulting from the vehicle

General

(1)

Proof of permitted deflection in the z direction must be furnished for all routing scenarios, girder con-

structions and static systems under the following girder loads (see Chapter 8.2.1.2):

p_z,fz = p_z,ZG = 29 kN/m

(2)

As regards the static systems indicated below, consideration must be given to the following limit val-

ues as regards deformation in the z direction. Generally speaking, the span of the support structures

L_St shall be used as the reference length when furnishing proof of the global deformations in guideway

superstructures. Depending on the support structure mounting conditions, L_St may differ for the y and z

directions.

(3)

The permitted deformations indicated correspond to a tangential torsion at the end of the girder of ϑ_y =

0.0008 rad.

(4)

Permitted girder deformation progression (e.g. maximum deflection) in the case of girders with sudden

changes in rigidity shall be specified in a particular case.

(5)

When determining the load-free design precurvature of the support structures in the z direction in ac-

cordance with the Guideway design principles for high-speed maglev systems - Part III: Geometry, the

actual maximum deflection under the effect of the mean vehicle weight p_z,MG = 26 kN/m shall be

specified as the load for all girder sections.

Simple beam N = 1

(1)

Maximum permitted deflection in the midspan of the simple beam:

( 28)

max f_z,Fzg ≤ L_St / 4000

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Two-span beams with the same spans N = 2

(1)

Maximum permitted deflection in the girder section where x_{max fz} = 0.421⋅ L_St, in which connection, both

girder sections are subjected to loads:

( 29)

max f_z,Fzg ≤ L_St / 4800

p_z,fz

max f_z,Fzg,1

max f_z,Fzg,2

xmax fz,1

xmax fz,2

L_St,1

L_St,2

Fig. 157 - Deflection in the z direction in the case of two-span beams with the same spans

Two-span beams with unequal spans

(1)

The cross-sectional values for the girder sections shall be chosen such that, when both sections are

subjected to loads, the requirements pertaining to two-span beams with the same spans (see Chapter

10.3.2.2.1.3) are observed in relation to each section.

Multiple span girders N > 2

(1)

The cross-sectional values for girders with more than two sections shall be chosen such that when all

the sections are subjected to loads, the following requirements are observed:

• Edge sections: limit value the same as with two-span beams

• Internal sections: limit value the same as with simple beams

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Temperate differential

(1)

Deformations resulting from differences in temperature between the top and bottom booms may not

exceed the following limit values (also refer in this regard to Chapter 8.2.3.3).

(2)

If a temperature differential ∆T₀is already taken into consideration when stipulating the load-free de-

sign precurvature (e.g. ∆T₀ = 7 K, i.e. the theoretical position which is not subject to a load is adjusted

with a temperature differential of 7 K), this nominal temperature differential may be taken into account

accordingly when proving deformations as a result of a temperature differential as per Chapter

8.2.3.3.2.

Simple beam N = 1

( 30)

t_o > t_u:

max f_z,∆T = L_St / 6500

( 31)

t_o < t_u:

max f_z,∆T = + L_St / 5400

Two-span beams with the same spans N = 2

( 32)

t_o > t_u:

max f_z,∆T = L_St / 8000

( 33)

t_o < t_u:

max fz,∆T = + L_St / 6500

Two-span beams with unequal spans

(1)

The cross-sectional values for the girder sections shall be chosen such that, when specifying ∆T in

both sections, the requirements pertaining to two-span beams with the same spans (see Chapter

10.3.2.2.2.2) are observed in relation to each section.

Multiple span girders N > 2

(1)

The cross-sectional values for girders with more than two sections shall be chosen such that when

specifying ∆T in all sections, the following requirements are observed:

• Edge sections: limit value the same as with two-span beams

• Internal sections: limit value the same as with simple beams

Deformations specific to the building material

(1)

Long-wave deviations from the support structure theoretical position as a result of properties which are

specific to the building materials (e.g. creeping/shrinkage of the concrete) shall be estimated for the

requisite period of use using approved calculation methods.

(2)

The calculated values shall be incorporated within the permitted tolerance band for long-wave devia-

tion which is laid down in the Guideway design principles for high-speed maglev systems - Part III:

Geometry.

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Deformations in the y direction

Effects resulting from the vehicle

General

(1)

Proof of permitted deflection in the y direction must be furnished for all routing scenarios, girder con-

structions and static systems under the following girder loads:

= p_z,ZG ⋅ max a_y / g = 29 kN/m ⋅ 1.5 m/s² / 9.81 m/s² = 4.5 kN/m

y,fy

(2)

Permitted girder deformations relate to girders which have constant rigidity. As regards support struc-

tures with different girder rigidities (e.g. sudden changes in rigidity), the permitted deformation pro-

gression shall be specified in a particular case.

Simple beam N = 1

(1)

Maximum permitted deflection in the y direction as per fig. 156 in the midspan:

( 34)

max f_y,Fzg ≤ ⏐ L_St / 15000 ⏐

Two-span beams with the same spans N = 2

(1)

Maximum permitted deflection in the y direction as per fig. 157 in the girder section where x = 0.421⋅

L_St:

( 35)

max f_y,Fzg ≤ ⏐ L_St / 18000 ⏐

Two-span beams with unequal spans N = 2

(1)

The cross-sectional values for the girder sections shall be chosen such that, when both sections are

subjected to loads, the requirements pertaining to two-span beams with the same spans (see Chapter

10.3.2.3.1.3) are observed in relation to each section.

Multiple span girders N > 2

(1)

The cross-sectional values for girders with more than two sections shall be chosen such that when all

the sections are subjected to loads, the following requirements are observed:

• Edge sections: limit value the same as with two-span beams

• Internal sections: limit value the same as with simple beams

Temperate differential

General

(1)

Deformations resulting from differences in temperature between the left and right sides of the support

structure girder should not exceed the following limit values (also refer in this regard to Chapter

8.2.3.3).

Simple beam N = 1

( 36)

max fy,∆T = ± L_St / 5800

Two-span beams with the same spans N = 2

( 37)

max fy,∆T = ± L_St / 6960

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Two-span beams with unequal spans N = 2

(1)

The cross-sectional values for the girder sections shall be chosen such that the requirements pertain-

ing to two-span beams with the same spans (see Chapter 10.3.2.3.2.3) are observed in relation to

each section.

Multiple span girders N > 2

(1)

The cross-sectional values for girders with more than two sections shall be chosen such that the fol-

lowing requirements are observed:

• Edge sections: limit value the same as with two-span beams

• Internal sections: limit value the same as with simple beams

Deformations specific to the building material

(1)

Long-wave deviations from the support structure theoretical position as a result of properties which are

specific to the building materials (e.g. creeping/shrinkage of the concrete) shall be estimated for the

requisite period of use using approved calculation methods.

(2)

The calculated values shall be incorporated within the permitted tolerance band for long-wave devia-

tion which is laid down in the Guideway design principles for high-speed maglev systems - Part III:

Geometry.

Wind

(1)

Additional support structure deformations as a result of wind are compatible with the system when

observing the requirements mentioned in Chapters 10.3.2.3.1 and 10.3.2.3.2 pertaining to rigidity and

maximum wind speeds (see Q9) in wind zone II up to a height of h_G,Ground= 20 m (see Table 108), tak-

ing into account note 7 to Table 113. Proof of deformation as a result of wind is therefore not required.

(2)

With higher wind speeds, the data contained in Chapter 8.2.1.4.7 must be taken into account. System

compatibility shall be examined in this instance.

Deformations in the x direction

Traffic

(1)

The permitted gap changes between the support structures must be observed (see Chapter 10.3.7).

(2)

Gap changes in the x direction may also be caused, for instance, by support structure deformations in

the area of the x solid bearing (e.g. crosswise bending of support brackets or as a result of elastic de-

formation of the bearings themselves).

Temperature

(1)

The permitted gap changes between the support structures must be observed (see Chapter 10.3.7).

Creeping and shrinkage

(1)

The permitted gap changes between the support structures must be observed (see Chapter 10.3.7).

Wind

(1)

Support structure deformations in the x direction as a result of wind are not definitive.

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Deformation as a result of torsion around the x axis

(1)

On account of the gap between the centre of gravity of the vehicle and the shear centre of the guide-

way in the y and z directions, torsion in the girder cross-section around the x-axis arises as a result of

effects in the y and z directions.

(2)

Torsion brings about displacement of the functional areas in the y and z directions. The level of dis-

placement in the y direction is negligible.

(3)

In simplified terms, displacement of the functional areas in the z direction as a result of torsion is lim-

ited by the following rules:

a) The calculated deformation f_z,rot,x of the stator level in the z direction as a result of torsion may ex-

ceed the permitted deformation in the z direction due to vertical effects (see Chapter 10.3.2.2.1) at any

point by a maximum of 20% of the permitted deformation as per Chapter 10.3.2.2.1.

b) If the calculated, actual static deformation as a result of vertical effects is smaller than the limit value

as per Chapter 10.3.2.2.1, deformation as a result of torsion may be no more than 50% of the limit

value as per Chapter 10.3.2.2.1, in which connection the limit as per a) may not be exceeded.

c) The static line load stat p_y,fy = 4.5 kN/m as per Chapter 10.3.2.3.1 shall be specified as an action in

the vehicle’s centre of gravity.

Permitted local support structure deformations

(1)

Local guideway superstructure deformations should not result in the respective assemblies being posi-

tioned in areas where they are not allowed (contact freedom).

(2)

Limit values for the allowable positions of the lateral guide rails, sliding rails and the longitudinal stator

are laid down in the Principles concerning the overall system design of high-speed maglev systems

and the Guideway design principles for high-speed maglev systems - Part III: Geometry.

(3)

As regards the stator level, a maximum offset of 4 mm in the z direction between two stator plates is

permitted temporarily in a particular case (e.g. with an “activated” redundant attachment).

(4)

As regards support structures whose functional areas comprising the lateral guide rail level and slider

level are interrupted in a grid smaller than 6.192 m, the limit values specified below do not generally

apply to offsets. To this end, construction-dependent limit values shall be laid down, providing evi-

dence of the vehicle’s compatibility.

Permitted deformations in guideway plates

(1)

Given the small spans of guideway plates (approx. 6 m), as regards the guideway plates, the dis-

placement criteria between the individual plates are generally definitive (see Chapter 10.3.6).

(2)

Since guideway plates are generally repeatedly mounted in a statically indeterminate manner on con-

tinuous strip foundations, an overall deformation assessment of the plates / foundation system is nec-

essary in an individual case.

Dynamic deformations when stimulating inherent frequencies

(1)

As a result of vehicles stimulating the guideway itself, dynamic oscillation amplitudes may be gener-

ated in the functional levels which may result in minimal magnet disconnections (also refer to Chapter

7.4 in this regard).

(2)

Magnet disconnections are not anticipated when these oscillation amplitudes are limited to a maxi-

mum of ± 3 mm.

(3)

System compatibility must be verified in each case by means of tests.

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Permitted offsets in the functional levels

Variable effects to be specified

(1)

Q1 ÷ Q60 (minus Q11) or the effects indicated in Chapters 10.3.6.2 and 10.3.6.3 where γ_i = 1.0, com-

bination factors ψ_i as per Table 114 and combinations of effects as per EN 1990.

(2)

The limit values below apply irrespective of the type and design of the guideway substructures, i.e.

also in the case of separate substructures along girder joints.

Permitted offsets in the stator and slider levels

(1)

as a result of a live load in the x direction (braking force) as per Chapter 8.2.1.2 (Q1+Q2) arising from

the elastic deformation of the guideway substructures:

permitted ∆V_z,1 = 0.4 mm

(2)

as a result of a live load as per Chapter 8.2.1.4 (Q1+Q2) arising from the elastic deformation of the

guideway superstructures, the guideway bearings and the guideway substructures:

permitted ∆V_z,2 = 0.6 mm

(3)

as a result of the plastic deformation of the guideway substructures:

permitted ∆V_z,3 = 0.5 mm

Permitted offsets in the lateral guide rail level

(1)

as a result of a live load in the y direction as per Chapter 8.2.1.2 (Q1+Q2) arising from elastic beam

bending and as a result of the elastic and plastic deformation of the substructures (subsoil settlement,

plastic creeping and shrinkage deformations):

permitted ∆V_y,1 = 0.3 mm

Proof of the gap in the x direction along girder joints

Variable effects to be specified

(1)

Q1 ÷ Q60 (as a Q11 effect, only Q11(f) is to be specified) or the effects indicated in Chapter 10.3.7.2

where γ_i = 1.0, combination factors ψ_i as per Table 114 and combinations of effects as per EN 1990.

Control gaps

Elastic gap changes as a result of traffic

(1)

The following values must be considered as limit values for the gap change in the x direction along the

functional areas as a result of elastic deformation of the guideway substructures and support struc-

tures (deviation from the guideway support locations in the longitudinal direction as per the Principles

concerning the overall system design of high-speed maglev systems):

a) periodically by driving and braking as a frequently occurring operational situation: max. ∆S_x,Q1/Q2 =

10 mm

b) in the case of uncommon and unusual operational situations:

max. ∆S_x,Q11/A = 20 mm

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Limit values for the gap in the x direction

(1)

Proof of the maximum gap width max S_x shall be furnished by ∆T_r with proof of the minimum gap width

min S_x furnished by ∆T_f.

(2)

min/max S_x as per the Guideway design principles for high-speed maglev systems - Part III: Geometry

(3)

A minimum gap of 5 mm between the function components shall be guaranteed, where necessary, by

suitable structural measures (e.g. axial force buffer).

Proof of freedom from shear

(1)

With ∆T_N, proof must be furnished that the support structures are free from shear in accordance with

Chapter 8.2.3.2. If proof cannot be furnished, shear forces must be taken into account.

Special gaps

(1)

In the case of interrupted long stator winding, larger gaps are permitted (refer to the Guideway design

principles for high-speed maglev systems - Part III: Geometry, for the limit values) in relation to gauge

change devices, transition structures in the case of guideways on primary supporting frameworks, etc.

Elastic and plastic deformation in substructures

General

(1)

As a result of elastic and plastic deformations in the guideway substructures (e.g. supports, founda-

tions, subsoil), angles η result along the support structure support sites (see figs. 158 - 160) in the

functional areas which are specific to high-speed maglev systems. These angles along the functional

areas are limited in all coordinate directions by means of the definition of permitted guideway sub-

structure deformations which is dependent on the system length.

(2)

When the permissible deviations in the positions of guideway substructures are exceeded (= probable

subsoil movements), readjustment of the guideway bearings is necessary for ensuring system com-

patibility.

(3)

Generally speaking, the system length of the girder sections for the direction under consideration each

time shall be used as the reference length L_Sys. Depending on the support structure mounting condi-

tions, L_Sys may differ for the y and z directions. In the case of supports along which support structures

with unequal system lengths (L_Sys,1 ≠ L_Sys,2) rest, the mean of the two system widths shall be specified

for determining permitted substructure deformation.

(4)

Substructure deformation is limited by the stipulations of the following chapters. These limits involve

differential deformations, i.e. positional deviations between the individual mounting points. With regard

to clearance, proof must also be furnished of the absolute deformations in relation to the space curve.

Proof must also be furnished for uncommon design situations.

(5)

To determine substructure deformations, the combinations of effects as per the equations in Chapter

10.3.1 shall be applied.

(6)

In this regard, the partial safety coefficients as regards the characteristic values of the effects shall be

specified at γ_i = 1.0.

Substructure deformation in the x direction

(1)

Elastic and plastic substructure deformation in the x direction shall be limited in such a way that the

limit values indicated in Chapter 10.3.7 (e.g. freedom from shear) are observed.

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Substructure deformation in the y direction

Plastic substructure deformation

(1)

The following limit values for guideway substructure deformation in the y direction must be observed

by both simple beams and multiple span girders:

( 38)

• Supports with girder joints:

∆y_St,1,plas= ± L_Sys / 6000

( 39)

• King posts in the case of multiple

∆y_St,2,plas = ± L_Sys / 4500

span girders:

(2)

When the limit value is exceeded, the support structure mounting must be readjusted.

Trägerstöße

(z.B. bei Einfeldträgern)

∆ySt,1,plas

L_Sys

LSys

Mittelstützen

(z.B. bei Zweifeldträgern)

∆ySt,2,plas

L_Sys

LSys

Fig. 158 - Plastic substructure deformation in the y direction (example)

[Key to diagram:

Tragerstöße (z.B. bei Einfeldträgern) = girder joints (e.g. in the case of simple beams)

Mittelstützen (z.B. bei Zweifeldträgern) = king posts (e.g. in the case of two-span beams)]

Elastic substructure deformation

(1)

The following limit values must be observed as regards the elastic deformation of substructures in the

y direction as a result of the variable effects Q1 ÷ Q10 and Q50 ÷ Q60:

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( 40)

• Supports with girder joints:

∆y_St,1,elas = ± L_Sys · (0.0013 -1/ 6000) ⋅ k

( 41)

• King posts in the case of multiple span

∆y_St,2,elas = ± L_Sys · (0,0015 -1/ 4500) ⋅ k

girders:

where k = h_G,Ground [m]/ 20 m, h_G,Ground ≥ 3 m and k ≤ 1

Fahrzeug

Trägerstöße

(z.B. bei Einfeldträgern)

∆y_St,1,elas

L_Sys

Mittelstützen

(z.B. bei Zweifeldträgern)

∆y_St,2,elas

L_Sys

Fig. 159 - Elastic substructure deformation in the y direction (example 1)

[Key to diagram:

Fahrzeug = vehicle

Tragerstöße (z.B. bei Einfeldträgern) = girder joints (e.g. in the case of simple beams)

Mittelstützen (z.B. bei Zweifeldträgern) = king posts (e.g. in the case of two-span beams)]

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Fahrzeug

Trägerstöße

∆y_St,1,elas

(z.B. bei Einfeldträgern)

∆y_St,1,elas

L_Sys

Mittelstützen

∆y_St,2,elas

(z.B. bei Zweifeldträgern)

∆y_St,2,elas

L_Sys

Fig. 160 - Elastic substructure deformation in the y direction (example 2)

[Key to diagram:

Fahrzeug = vehicle

Tragerstöße (z.B. bei Einfeldträgern) = girder joints (e.g. in the case of simple beams)

Mittelstützen (z.B. bei Zweifeldträgern) = king posts (e.g. in the case of two-span beams)]

Substructure deformation in the z direction

Plastic substructure deformation

(1)

The following limit values for plastic substructure deformation in the z direction (representation similar

to fig. 158) must be observed by both simple beams and multiple span girders:

( 42)

• Supports with girder joints:

∆z_St,1,plas = ± L_Sys / 6000

• King posts in the case of multiple

( 43)

∆_zSt,2,plas = ± L_Sys / 4500

span girders:

(2)

When the limit value is exceeded, the support structure mounting must be readjusted.

Elastic substructure deformation

(1)

The following limit values must be observed as regards the elastic deformation of substructures in the

z direction as a result of the variable effects Q1 ÷ Q10 and Q50 ÷ Q60 (representation similar to figs.

159 and 160):

( 44)

• Supports with girder joints:

∆z_St,1,elas = ± L_Sys / 6000

( 45)

• King posts in the case of multiple

∆z_St,2,elas = ± L_Sys / 4500

span girders:

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Deformation of continuous strip foundations

(1)

An assessment of the deformation of continuous strip foundations (e.g. the guideway plate) shall be

conducted in a particular case. As a rule in this regard, the limiting of permitted offsets at the functional

levels (stator, lateral guide and slider levels) is decisive (see Chapter 10.3.6).

(2)

The equations and figures from Chapter 10.3.8 are not applicable here.

Primary supporting framework deformation

(1)

The permitted deformation of primary supporting frameworks (e.g. viaducts with “laid” support structu-

res of low-lying/ground level design) shall be limited such that the abovementioned requirements per-

taining to

• the end tangent angle of rotation ϑ (see figs. 156 and 157),

• the gap dimensions and

• offsets

are satisfied.

(2)

Following agreement with the competent supervisory authority, taking into account the framework

condition whereby the guideway position on the primary supporting framework corresponds to the

standard camber of 100%, as regards primary supporting frameworks, the limit values for supporting

framework deflection in the z direction as set out in Chapter 10.3.2.2.1 may be doubled where justified

in exceptional circumstances (i.e. unstressed, 100% camber, 100% deflection under a load).

(3)

Proof must be furnished of the compatibility of primary supporting frameworks in relation to the vehicle.

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Deformations in the event of collisions on the guideway

(1)

If a collision on the guideway is to be considered in accordance with Chapter 8.3.6, the offsets which

remain between the “functional levels” (stator levels, lateral guide rail levels) along girder joints follow-

ing a collision involving supports or support structures should not exceed 3 mm.

Metal fatigue

General

(1)

The general principles concerning the furnishing of proof of structural durability/fatigue evaluation (fa-

tigue classes with the associated stress-number line, partial safety coefficients of the resistance side,

etc.) shall be taken from EN 1990 and the respective standards and guidelines, as well as other per-

mitted regulations and the Guideway design principles for high-speed maglev systems - Part I: Princi-

ple requirements.

(2)

Selected parameters which are dependent on the structure shall be substantiated when proof is fur-

nished.

Framework conditions which are specific to high-speed maglev

systems

(1)

Unless otherwise stipulated in relation to a specific project, the following typical formulations apply to

the proofs concerning metal fatigue:

• vehicle weights Q1…Q4 and the appurtenant frequencies as per Chapter 8.2.1.2

•

130 journeys per traffic lane per day (basis: approx. 20 hours/day with 6 journeys/hour)

•

a service life of 80 years (365 days/year)

•

free lateral acceleration a_y = - 0.5 m/s² … 1.5 m/s²

•

vertical acceleration (incl. g) a_z = 9.21 m/s² …11.01 m/s²

•

load in the x direction as per Table 101 with the option of a project-specific grading of the longitudi-

nal forces based on the propulsion design for a project-specific design (of the guideway substructu-

res, for instance)

• taking into account the dynamics as per Chapter 7.4

• taking into account the pertinent global/local load scenarios

• allowing for the travel dynamics (dynamic lateral forces) and constraint forces

• allowing for a head wind

• taking into consideration the numerous variable environmental effect values²⁵

• taking into account the bending load of the points arising from the adjustment procedure to the

branch positions

• with increased vehicle weight as a result of snow (the frequency and size of the load shall be stipu-

lated in relation to the particular project)

• disregarding the effects of uncommon operational situations

• disregarding unusual influences

(2)

As regards the local support components at the points of intersection between the longitudinal stator

and the levitation magnet and the lateral guide rail and the guidance magnet, the conditions specified

in Chapters 10.4.3 and 10.4.4 apply.

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Point of intersection between the longitudinal stator and the

levitation magnet

• the project-dependent design of the building components and assemblies as per Chapter 10.4.2;

• consideration of the levitation magnet pole division as per Chapter 7.3;

• where the building components and assemblies are designed independent of the project, the action limit

values must be taken into consideration.

• allowing for the structural and control dynamics;²⁶

Point of intersection between the lateral guide rail and the

guidance magnet

• the project-dependent design of the building components and assemblies as per Chapter 10.4.2;

• the smallest device for considering the control dynamics is the part magnet (1525 mm). Interruptions in

the pole terminal strips in the x direction between two adjacent guidance magnets and within the guidan-

ce magnets are negligible;

• where the building components and assemblies are designed independent of the project, the action limit

values must be taken into consideration;

• allowing for the structural and control dynamics;²⁷

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Annex II-A: Allocation of the effects at the

points of intersection

No.

Effects resulting from the vehicle/drive

Comments

Common design situations

Forces of gravity, incl. dynamics arising from a vehicle’s own weight

Forces of gravity, incl. dynamics arising from the live load

Unequal distribution of the vehicle weight in the x direction

Unequal distribution of the vehicle weight in the y direction

Travel dynamics (dynamic forces arising from tracking)

Constraint forces in narrow radii

Q7a

Aerodynamic forces arising from train crossings

Q7b

Aerodynamic forces arising from journeys through tunnels

(x)

Q7c

Aerodynamic forces on structural works situated close to the guideway

Q8a

Effects of the head wind: lift

Q8b

Effects of the head wind: pressure/pull

(x)

Q9a

Lateral forces as a result of atmospheric wind

Q9b

Lift as a result of atmospheric wind

Q10

Temperature as a result of propulsion

Uncommon design situations

Q11a

Increased vehicle weight

Q11b

Failure of a magnet control circuit, support

Q11c

Double failure of magnet control circuits, support

Q11d

Failure of a magnet control circuit, guidance

Q11e

Double failure of magnet control circuits, guidance

Use of the “secure brake”

Q11f

(x)

Q11g

Speed fluctuations

(x)

Q11h

Propulsion mechanism malfunction

Q11i

Effects as a result of a motor short circuit

Q11j

Magnet start up

Q11k

Lifting up skid pads frozen to the guideway

Q11l

Increased vehicle weight as a result of snow in the vehicle

Unusual effects (analogous)

Table 115 - Assignment of effects to the functional levels

[Key to table:

SE = stator level

SFE = lateral guide rail level

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Design Principles High-speed Maglev System. Information (MSB, 2007) - page 11