ANALYSIS OF WEAR ON MRT JAKARTA TRAIN WHEEL DUE TO WHEEL-RAIL INTERACTION USING DYNAMIC SIMULATION AHMAD FAUZI AFANDI MAJOR MECHANICAL ENGINEERING

• Main Author: Fauzi Afandi, Ahmad
• Format: Final Project
• Language: Indonesia
• Online Access: https://digilib.itb.ac.id/gdl/view/62125
• Institution: Institut Teknologi Bandung

The phenomenon of wear on train wheels is something that is often found in train operations. While operating, contact between the wheels with the rails and the brake shoes is unavoidable. Such contact can cause wear. However, the wear that occurs on the wheels of the MRT Jakarta has a different shape than usual because there are two grooves on the wheel treads. Therefore, the wear that occurs is considered as abnormal wear. Under normal conditions, wear on the wheels is more dominantly caused by interactions with the rails. The appearance of the grooves is thought to be due to the interaction of the wheels with objects other than rails. To ensure that the interaction of the wheels with the rails is not the cause of the abnormal grooves on the wheels, this study was conducted to determine the shape of the profile due to wear caused by the interaction of the wheels with the rails. Wear prediction in this study was carried out using dynamic simulation. The process begins with building a train model, compiling the track configuration, determining the wear coefficient, and setting several other parameters needed to carry out the simulation. The results of the simulation and analysis show that the abnormal wear that occurs on the MRTJ wheels is not caused by the interaction of the wheels with the rails. The abnormal wear is caused by the interaction of with objects other than rails getting stronger. In addition, in this study the influence of several other parameters on wheel wear is known. These parameters include variations in train load, bend composition on the track, and the value of primary suspension stiffness in the lateral and longitudinal directions. The magnitude of the train load is directly proportional to the depth of wear that can occur, as well as the influence of the stiffness value of the primary suspension in the lateral and longitudinal directions which is also directly proportional to the depth of wear. Meanwhile, the composition of the bends on the track affects the location of the wear that occurs, the more bends on the track, the more frequent wear occurs in the flange area and the outside of the tread area.