Abstract the main function of cooling system is to control the temperature in the engine. To know the flow in the jacket cooling system for marine diesel engine 93 KW and the couple simulation between 1D modeling and 3D modeling, the methodology used. The analysis process was performed by using 3 diffrent softwares. The methodology to analysis fluid flow is CFD (computational fluid dynamic) with steps were problem identification, literature study, design the jacket cooling system based on the cummin diesel engine 93 KW, 1D modeling of cooling system, 3D modeling fluid flow in jacket cooling system, and conclusion. The input of 3D jacket cooling simulation are mass flow, fluid temperature, wall temperature, and heat transfer. The result from this bachelor thesis is fluid flow in jacket cooling system and another parameter output such as temperature flow and velocity if fluid in the jacket cooling system. The result of the flow in jacket cooling is much turbulance in various are of jacket cooling its mean the jacket cooling have a good enfficiency of heat transfer, and the fluid temperature show the increasing temperature from inlet to outlet because of heat transfer happen in the jacket cooling between wall of jacket cooling and fluid. The engine speed will affect the cooling system, if the engine speed is increasing, the speed of flow will increase because the cylinder block need more coolant and the temperature of cylinder block will increase
Problem statement: Most concepts of linear engines were constructed as opposed pistons with complicated control devise to drive the engines. The advantage of the engines was their high overall efficiency. Approach: Although the efficiency was higher than conventional engine, however, it did not be applied yet, because the design of these engines was not only difficult to fabricate, but also it has little chance to compete the traditional engines in the market. Spring is adopted as a return force of the piston movement technique. Results: The unique of using spring as return cycle is the main characteristic of these engines. However, stroke of the engine is not constant as in the traditional engine. The problem is that, the expansion stroke is depending on thrust force of piston. On the other hand, the engine needs to operate in variable speed and load. This study is a prediction of the performance of both rotational and linear engines. Conclusion/Recommendations: The result of the examination can be used as return cycle design data of a single cylinder linear engine with spring device. As a result, the spring mechanism can be adopted to be used as return cycle in linear engine.
The largest percentage of expenditure in fishing operations using motor boats is Fuel Oil (BBM) which amounts to 40-50% of total operating costs. Inorder to ensure the smoothness and accuracy of the distribution of subsidized fuel for fisheries businesses, the Ministry of Marine Affairs and Fisheries issued Ministerial Regulation KP No.13 of 2015 concerning guidelines for the implementation of the issuance of recommendation letters for the purchase of certain types of fuel oil for capture fisheries businesses. In this study, an evaluation of the formulation was carried out to determine the estimated consumption of fuel subsidies on fishing vessels measuring 10-30 GT with Gill Net and Bubu fishing gear in Bintan Regency. In the calculation process, the estimated fuel consumption for fishing vessels must consider several aspects, namely the type of fishing gear, the distance to the fishing location, the power on the main and auxiliary engines, as well as the fuel coefficient and specific gravity used. Therefore, it is necessary to estimate fuel consumption by calculating the operating mode on each type of fishing gear. This is intended as an effort to provide a more precise estimate of fuel consumption. The method used in determining fuel estimates is with two different scenarios. In scenario I, the calculation of fuel consumption uses the formulation of Permen-KP No. 13 of 2015, with the formula used in the main engine is the power of the main engine, namely the Cfo and the duration of the capture operation per trip, while for the estimated measurement of the consumption of auxiliary machines, it is calculated 20% of the estimated fuel of the main engine. On the other hand, based on scenario II, the formulation of fuel consumption estimates still uses the formulation of Permen-KP No. 13 of 2015, but the evaluation is carried out by adding calculations of the catch operation time according to the type of Gill Net or Bubu fishing gear, the distance to the capture location, and the power of the auxiliary machine used. The results of this study found that there were differences in fuel consumption in the two types of fishing gear in each scenario. In scenario II, a ship using Gill Net fishing gear requires a greater fuel consumption of 44% thana ship with Bubu fishing gear. In addition, scenario II recommends adding 43% fuel for Gill Net ships and adding 39% fuel for Bubu ships. With this scenario II modeling, theproduction contribution obtained during the application of scenario II increased by 15% on the Gill net fishing gear and 17% on the Bubu fishing gear.
-ballast water exchange is made by a vessel from one port to another port can cause a problem. The ballast water exchange can be harmful microorganisms that shifts has been be a predator for the ecosystem of the intended recipients. To prevent this, IMO issued several rules regarding the disposal of water ballast, ballast water i.e. issued a ship must be in clean condition or there should be a treatment first before being dumped. Various alternative treatments ever used to be able to satisfy this rule. In this final task, developed one of the alternative treatment with using chemicals activated carbon with the object of study of ship cruise route with SINAR SUMBA Singapore -Surabaya and time planning is designed for 12 hours. The selection of the method of test samples conducted in the laboratories chosen to know the applications the use of activated carbon to water ballasts of Surabaya and Singapore is in compliance with the specified standards. Then the next design planning systems or designs are suitable for use on the ship. From the results of the study shoitd that by using activated carbon-filtration, activated carbon the water turned out to be able to reduce the number of microorganisms such as E. Coli, Vibrio Cholerae, and Intestinal Enterococci in accordance with the IMO standards. Based on the results of the laboratory activated carbon filter design then the water ballast can be realized.Keywords -water ballast, water ballast treatment, active carbon, IMO.
fossil fuels are non-renewable fuels but are still the main fuel choice, however, it is now becoming increasingly recognized that the availability of fossil fuels are dwindling which further encourages research on renewable fuels. One of the renewable fuels under development and research is biodiesel. The use of vegetable and animal oil is one of the primary choices to decrease the use of non-renewable fuels. Candlenut oil is one of the alternatives under research and development to produce biodiesel as a replacement for non-renewable fuels. In this research is expected to know the NOx emission level and combustion process of single cylinder diesel engine using candlenut oil biodiesel and compared with diesel fuel High-Speed Diesel (HSD). The results of NOx emission comparison between biodiesel candlenut and HSD showed an increase of 0.76 gr/kWh for biodiesel candlenut and 0.51 gr/kWh for HSD fuel. In the burning process test results showed the knocking value of better candlenut biodiesel than HSD which is 5.69 bar for biodiesel candlenut and 6.19 bar for HSD fuel.
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