PSI - Issue 24

Luciano Cantone et al. / Procedia Structural Integrity 24 (2019) 437–447 Luciano Cantone, Armand Toubol / Structural Integrity Procedia 00 (2019) 000 – 000

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Fig. 1 (a) Emergency braking; (b) traction followed by emergency braking.

Fig. 2 Mass Distribution, Reference System, Different brake positions.

3.2. Trains with two traction units

Two families of trains, moved by two traction units (TU), are here shown having overall train length (traction units included): lower than 740m and 1000m, respectively. These trains are formed by coupling two types of trains following Table 1 . Coupled the trains, all wagons are set in brake position “G”; moreover, the first train is always heavier and longer than the second train: this configuration is "convenient" for in-train forces. The cumulative probabilities of in-train forces are displayed in Fig. 3 and Fig. 4 for 740m and 1000m of maximum train length, respectively. Meaning of the legend is:  Emergency Braking (EB) from 30km/h.