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<![CDATA[Sistem Analisis Desain Pembangkit Listrik Tenaga Surya Kapasitas 50 WP ]]>
<![CDATA[Elvy Sahnur Nasution]]>;
<![CDATA[Suriadi]]>;
<![CDATA[Azhar]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 1 (2022): January-June ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i1.1
<![CDATA[The need for electricity is good for the industry, offices, and public and individuals are greatly increased. However, the increase in demand for electricity is not accompanied by the additional power supply. Based on these problems, chosen solar energy as an alternative energy to generate electric power. A tool that is used here is the solar cell because it can directly convert solar radiation into electrical energy (photovoltaic process). So that solar energy can be used at night, then during the day, the electrical energy generated is stored before a battery which is controlled by the regulator. Regulator output is directly connected to the inverter from the DC to AC. The test results of solar modules (photovoltaic) indicated that the results of the average power output reached 38.24 Watt, and the currents were 2.49 A. This is because the photovoltaic follows the direction of movement of the sun and always located at the photovoltaic to remain facing the sun. Therefore, it will still be able to capture the radiant sun to the fullest.]]>
<![CDATA[Limbah Tempurung Kelapa diuji Guna Menjadi Bahan Bakar Alternatif ]]>
<![CDATA[Arhami]]>;
<![CDATA[M. Nizar Machmud]]>;
<![CDATA[Masri Ali]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 1 (2022): January-June ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i1.2
<![CDATA[Pyrolysis is a thermo-chemical which decomposition of organic material through heating process with absent or little oxygen (anaerobic). The purposes of study are design pyrolyzer of coconut shell being to alternative fuels, knowing much of oil from pyrolysis process with method of counter flow and parallel flow, and knowing heat energy or caloric energy which was produced from pyrolysis process with method of counter flow and parallel flow in condenser. The research with through experiments the pyrolyzer which includes reactor, distribution pipe, and condenser. Research methods are the experiment of pyrolysis process at temperature 35oC during 60 minutes with condensation method, counter flow and parallel flow. Results of experiments are data of gas fuels mass obtained 42 grams which used pyrolysis process of coconut shell in the amount of 1000 gr, until produces pyrolysis oil as 198 grams (counter flow) and 196 grams (parallel flow). Counter flow method can absorb a heat as 1304,762 kJ and heat loss through gasses as 462,842 kJ, even though parallel flow no more than absorb as 1200,83 kJ and heat loss through gasses as 545,271 kJ.]]>
<![CDATA[Bahan Bakar Minyak Dari Berbagai Metode Konversi Sampah Plastik ]]>
<![CDATA[Masri Ibrahim]]>;
<![CDATA[M. Nizar Machmud]]>;
<![CDATA[Masri Ali]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 1 (2022): January-June ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i1.3
<![CDATA[The use of plastic and goods made of plastic have been rising in day to day. Increasing use of plastics is a consequence of the development of technology, industry and population. On one hand, the invention of plastic has a remarkable positive impact, because it has many advantages compared to other materials. But on the other hand, the plastic waste has negative impact that too worried, so its solutions need to be looked for. One of the alternative handling of plastic waste that currently extensively researched and developed is converting plastic waste into fuel. Converting plastic waste into fuel oil can be done with cracking process. There are three kinds of process that is hydro cracking, thermal cracking and catalytic cracking. Fuel oil produced from the cracking of plastic waste depending on the plastic type, cracking process used, catalyst type, pyrolisis temperature and condenser temperature.]]>
<![CDATA[Kegagalan Permukaan Kontak Rail dan Wheel pada Overhead Travelling Crane ]]>
<![CDATA[Azhar]]>;
<![CDATA[Ajinar]]>;
<![CDATA[Zainuddin]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 1 (2022): January-June ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i1.4
<![CDATA[For the sake of the smooth process of cement production, it is necessary to maintain each component of the production. One of the tools that play an important role in the maintenance and production of cement is the Overhead Traveling Crane, which is a combination of a separate lifting mechanism with a frame to lift and move loads that can be hung freely or attached to the crane itself. The problems that arise in the Overhead Traveling Crane include the reverse direction of the motor rotation due to an error in the motor connection, the motor cannot start due to a disconnected power supply, the occurrence of bending (curving) on the girder due to lifting operations that exceed the maximum capacity which can also accelerate service life. of the girder, wear on the wheel due to high workload during operation. Due to the need for very long use, periodic maintenance is needed so that it can be in normal condition for a long time. The main parts that support the overall weight of the crane are rails and wheels. This journal discusses the analysis of failures that occur due to contact between rails and wheels that occur in a cement factory. Failure analysis is done by testing the hardness of both the wheel and the rely which is considered to have failed or is no longer suitable for use. Then review the results of direct field observations with data from hardness tests and literature studies related to wheels and rails. after that it was concluded that the company considered for the procurement of rails and wheels. The conclusion obtained is that the hardness value on the rail is lower than on the wheel. Resulting in failure of the rail so that the rail must be replaced.]]>
<![CDATA[Perhitungan Struktur Laboratorium Teknik Sipil Type II Fakultas Teknik Universitas Muhammadiyah (UMSU) Medan ]]>
<![CDATA[Randi Gunawan]]>;
<![CDATA[Irma Dewi]]>;
<![CDATA[Muhammad Husin Gultom]]>;
<![CDATA[Ajinar]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 1 (2022): January-June ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i1.5
<![CDATA[The lack of supporting infrastructure facilities such as the Laboratory at Samudra University, especially in the Civil Engineering Study Program, Faculty of Engineering, has resulted in Iskandar Thani Institute having to work hard in building infrastructure to keep pace with advances in technology and science. This study aims to plan the dimensions and reinforcement of beams, columns, plates and stairs in the Civil Engineering Laboratory building. The laboratory building to be analyzed has a total of 3 floors with floor dimensions of 43 m x 27.49 m. Modeling and analysis of the structure of this building is assisted by the SAP2000 program using the Special Moment Bearing Frame System (SPRMK) and is designed according to SNI 03-1726-2012, SNI 03-2847-2013, and PPPURG 1987. The structure is planned to use concrete quality fc' 30 MPa and steel grade fy 400 MPa. The results of the analysis obtained that the floor slab thickness was 13 cm using D10-200 mm reinforcement for main reinforcement and D10-300 mm for split reinforcement. The thickness of the roof slab is 12 cm using D10-200 mm reinforcement for main reinforcement and D10-300 mm for split reinforcement. The dimensions of the B1 beam are 50 cm x 70 cm using 12D25 for the support area with D10-80 mm braces and 8D25 reinforcement for the field area with D10-120 mm braces. Begel B2 30 cm x 50 cm using 4D25 reinforcement for the support area and field with braces for D10-200 mm field and braces for D10-100 mm support. The dimensions of the K1 column are 60 cm x 80 cm using 10D25 reinforcement with D10-300 mm begel. The dimensions of the K2 column are 60 cm x 60 cm using 8D25 reinforcement with D10 -200 mm begel. The thickness of the ladder plate and landing was obtained 13 cm using D10-200 mm reinforcement.]]>
<![CDATA[Perbandingan Daya Output Panel Surya Rooftop Berdasarkan Gerak Semu Matahari Studi Kasus Kota Banda Aceh ]]>
<![CDATA[Syukriyadin]]>;
<![CDATA[Ira Devi Sara]]>;
<![CDATA[Syahrizal]]>;
<![CDATA[Muamar Kadafi]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 2 (2022): July-December ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i2.106
<![CDATA[The research aims to get the best slope of the solar module to be placed on the roof of the building. This research will look at the performance of solar panels with varying slopes from various types in the city of Banda Aceh. The method used in this research is data collection by looking at the most significant output power from various slopes and comparing it with calculating the output power. The data from each month will also be compared so that the cross panel and the best tilt angle will be. From the research that has been done, it is found that in December and January, with the sun's declination angle of 23 ° and 20 ° North Latitude, the orientation of the solar panel installation is facing south with the best tilt angle of the solar panel is 20 ° -25 ° in December and 18 ° -24 ° in January. In July, the sun's declination is 21.2 ° North Latitude. The orientation of the solar panel installation is facing North, with the best tilt angle of the solar panel being 15 °.]]>
<![CDATA[Analyzing the Tensile Strength of AISI 1045 Coil Springs in Avanza 2020 Cars: A Comparative Study of Experimental Results using Simulation Technology ]]>
<![CDATA[Azhar]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 2 (2022): July-December ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i2.107
<![CDATA[One of the tests used to determine the mechanical properties of metals is the tensile test. The results obtained from the tensile test are crucial for engineering and product design as they provide data on the strength of materials. AISI 1045 carbon steel is an alloy steel composed of iron (Fe) and carbon (C), where iron is the base element and carbon is the main alloying element. Carbon steel is also used in the manufacturing of helical/coil springs (Mobil Alvanza 2020). Coil springs are widely used in the front suspension of modern light vehicles. A new approach to fatigue prediction based on a combination of FE simulation using ABAQUS is opposed in this study. In this research, the tensile test was performed using experimental and ABAQUS simulation methods. The experimental results showed a yield strength of 350.25 MPa and an ultimate tensile strength of 560.4 MPa, while the ABAQUS simulation results showed a yield strength of 356.05 MPa and an ultimate tensile strength of 560.39 MPa]]>
<![CDATA[Prediksi Umur Lelah Pegas Ulir Suspensi Depan Minibus yang dikemudikan di Atas Permukaan Jalan Datar, Menanjak dan Menurun Berazaskan Pendekatan Strain-Life ]]>
<![CDATA[Azhari]]>;
<![CDATA[Zainal]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 2 (2022): July-December ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i2.108
<![CDATA[This study aims to evaluate the effect of road conditions on the fatigue life of coil springs using the strain life approach. This approach is accomplished by measuring the strain signal in the coil spring at the front of the car with a strain gauge at the component's critical point. Three different types of roads, namely flat roads, uphill roads, and downhill roads were chosen to test the strain signals obtained. After analysis, it was found that the fatigue life of the coil spring on the downhill road had the lowest value of 1.52e+4 cycles before it broke. This value is 54% lower than the fatigue life on flat roads and 96% lower than on uphill roads. This result is due to the braking factor on the way down which puts a higher tension on the coil springs, reducing their fatigue life. This study can contribute to the automotive industry to consider different road conditions in the design and testing of their products, especially in critical components such as coil springs. The strain life approach has also been shown to be effective in evaluating the fatigue life of automobile components, which can help improve vehicle quality and safety.]]>
<![CDATA[Prediksi Usia Kelelahan Pegas Ulir dan Lower Suspension Arm Berdasarkan Pendekatan Strain Life Berdasarkan Bentuk Permukaan Jalan ]]>
<![CDATA[Ajinar]]>;
<![CDATA[Azhari]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 2 (2022): July-December ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i2.109
<![CDATA[This study aims to determine the effect of road surface contours on fatigue life of coil springs and lower suspension arm. In this study, strain gauge was affixed to the critical point of the minibus front suspension coil springs based on stress distribution. Strain signal obtained was analyzed using the Coffin-Manson, Morrow, and SWT approaches. From the results of the chemical composition test, it was found that the coil springs were made of SAE 5160 and lower suspension arm made of AISI 1513. From the results of this study it can be concluded that when the vehicle drive on the damaged road, coil spring and lower suspension arm received greater stress so that provide shorter fatigue life. Fatigue life of coil spring on rough roads is 16% lower than city roads and 7% lower than flat roads. Whereas fatigue life of lower suspension arm on rough roads is 27% lower than city roads and 0.03% lower than flat roads. So that the coil spring components fail faster than the lower suspension arm. This is because the contour of the road surface provides a vertical load so that it is in accordance with the function of the coil spring which works to reduce the load vertically while the lower suspension arm function holds the load when turning.]]>
<![CDATA[Prediksi Umur Lelah Lower Suspension Arm Minibus yang Dikemudikan pada Permukaan Jalan Lurus dan Berbelok Berbasis Pendekatan Strain-Life ]]>
<![CDATA[Zainal]]>;
<![CDATA[Ajinar]]>
<![CDATA[ Journal of Engineering and Science Vol. 1 No. 2 (2022): July-December ]]>
Publisher : <![CDATA[Yayasan Kawanad ]]>
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DOI: 10.56347/jes.v1i2.110
<![CDATA[In the previous studies, prediction of fatigue life at the lower suspension arm is only done based on strain signals obtained on a straight road. Considering the main function of the lower suspension arm is to stabilize the vehicle when turning, the purpose of this study is to predict the fatigue life of the lower suspension arm when the vehicle goes straight and turns clockwise and counterclockwise. The three roads are passed by vehicles with a speed of 30 km/hour. Measurement of strain signals is done by attaching a strain gauge to the lower suspension arm on the left side of the vehicle. Based on the simulation results based on the strain-life approach the lowest fatigue life is given by turning clockwise direction with 2.56E+6 cycles so that it breaks using the Coffin-Manson model. This value is low than the age of fatigue life when the vehicle goes straight and turns counterclockwise, each with 5.85E+6 cycles so it breaks and 5.08E+7 cycles so it breaks. This value is also comparable to that produced by the Morrow and SWT models. When the vehicle turns right, the lower suspension arm on the left side receives a strain that is greater than when the vehicle turns left, which is 5%. Strain received by the lower suspension arm can shorten the fatigue life of the component. Turning roads shorten the fatigue life of lower suspension arm so that 44% compared to straight roads.]]>
