Redesign of Anticlimber Component for Crashworthiness System of Railroad Passenger Train

• Main Author: Yazid Fahmi, Muhammad
• Format: Final Project
• Language: Indonesia
• Online Access: https://digilib.itb.ac.id/gdl/view/43064
• Institution: Institut Teknologi Bandung

Overriding is one of failure mode that may occur in a collision between trains. In order to prevent overriding, in this final project, the anticlimber component was redesigned which is part of the crashworthiness system for passenger trains, as an improvement from the previous design. Anticlimber must be designed with the requirements to prevent overriding, not to interfere with other train components, and considering the available space. Based on the previous design evaluation, it is known that the first anticlimber disrupted the operation of automatic coupler, and the second anticlimber was contacted when the train turned at a minimum radius of 80 m and disrupted the operation of air brake hose lever and safety chain. Anticlimber was redesigned based on design envelopes that met design requirements. Modifications include the position of anticlimber that does not interfere with the operation of automatic coupler, length of anticlimber so as not to intersect when the train turns, contact surface of anticlimber so as not to interfere with the operation of air brake hose lever and chain, and the addition of a tilted ribbed plate to anticipate train collisions at turn radius. The selected design will be simulated at a static load using ANSYS 17.0 and continued with dynamic simulation using LS-Dyna by crashing two trains that have been installed anticlimber with scenarios according to BS EN 15227: 2008. Static simulation results show that the anticlimber is still safe to use because the maximum stress that occurs under straight collision (265.9 MPa) and on collision with a turning radius of 150 m (321.2 MPa) is still below the ultimate tensile strength of the material (480 MPa). Dynamic simulation results show the anticlimber is able to prevent overriding as seen from the displacement of the train wheels which reaches a maximum at 0.075 seconds of 30.0 mm with the condition of the anticlimber already interlocking, then back down until the end of the simulation.