Compilation of Extended Abstracts With Logo Fet Bem Imeche

COMPILATION OF EXTENDED ABSTRACTS PRESENTED
IN THE 1ST JOINT SYMPOSIUM
SUPPORTED BY:
JOINTLY ORGANIZED BY:
SAMPOERNA UNIVERSITY
PRESIDENT UNIVERSITY
UNIVERSITAS PERTAMINA
INSTITUT TEKNOLOGI BANDUNG
UNIVERSITY OF NOTTINGHAM
AUGUST 19TH, 2020
1
Table of Contents
ANALYSING THE HEAD LOSS OF THE B20 POLISHING SYSTEM ............................................ 3
COMPRESSIVE BEHAVIOR OF COLUMN STRUCTURE WITH FOLDED PATTERN

FABRICATED BY 3D-PRINTED PLA BY NUMERICAL SIMULATION ....................................... 7
DEVELOPMENT OF STRUCTURAL HEALTH MONITORING FOR DETECTING CRACKS IN

COMPOSITE MATERIAL USING ELECTRICAL RESISTANCE CHANGE ................................. 11
E-TRIKE STABILITY AND MANEUVERABILITY ANALYTICAL PARAMETIC STUDY ....... 15
EVALUASI KEKUATAN STRUKTUR PADA SPHERICAL PRESSURE VESSEL

BERDASARKAN ASME SECTION VIII DIVISION 2 ....................................................................... 19
LQR CONTROL DESIGN FOR TWO-WHEELED SELF-BALANCING MOBILE ROBOT .......... 24
MINIMIZING DYNAMIC LOADING RESONANCE OF E-TRIKE BATTERY PACK

SUBJECTED TO ROAD PROFILE LOADS ...................................................................................... 28
MY EXPERIENCE OF COMPLETING AN INDUSTRIAL PLACEMENT IN THE TECHNOLOGY

SECTOR ............................................................................................................................................... 31
NUMERICAL SIMULATION OF IMPACT ATTENUATOR TO LOOK FOR THE MOST

OPTIMUM MATERIAL ...................................................................................................................... 34
PENGALAMAN MENJADI RELAWAN COVID-19 DALAM BIDANG TEKNIK MESIN ........... 39
PENGARUH GEOMETRI TERHADAP PERFORMA LATENT HEAT THERMAL ENERGY

STORAGE (LH-TES) JENIS ANULUS DENGAN LILIN PARAFIN SEBAGAI PHASE CHANGE
MATERIAL (PCM)................................................................................................................................ 43
RECONDITION OF 3D PRINTER WITH METAL ADDICTIVE MANUFACTURING ................. 63
SIMULATION OF FACTORS AFFECTING CORNERING STIFFNESS AND STABILITY OF A

PUBLIC TRANSFORMATION VEHICLE ........................................................................................ 66
SOLID-STATE BETTERY DAMAGE MECHANISM DURING CHARGE DISCHARGE CYCLE

.............................................................................................................................................................. 70
STUDI EKSPERIMENTAL PENGOLAHAN KOTORAN SAPI MENJADI BAHAN BAKAR

PADAT DAN PUPUK CAIR MENGGUNAKAN PROSES TOREFAKSI BASAH ......................... 73
2
ANALYSING THE HEAD LOSS OF THE B20 POLISHING SYSTEM
A.D.S. Friska1, H.B. Aditiya1 *

1.
Department of Mechanical Engineering, Sampoerna University, Jl. Raya Pasar Minggu,
Kav 16, Jakarta 12780, Indonesia
*aditiya.harjon@sampoernauniversity.ac.id
1. INTRODUCTION
The previous research conducted by the Parker Hanifin Corporation states that the head
loss of the system is essential to be considered. It is because the increase in head loss can damage the
coalescer filter. After all, the filter will be clogged, and its efficiency will be impaired (1). In the
application of the B20 polishing system, the head loss in the polishing system affects the performance
of the coalescer since the head loss of the polishing system is directly proportional to the flow rate,
while the flow rate impacts the interfacial tension of the fluid passing through to the coalescer.
Moreover, the interfacial tension of the fluid is inversely proportional to the head loss (2). The
interfacial tension of the fluid in the coalescing system determines the performance of the coalescer
separate water. It is because the fiber of coalescer can separate water depends on the interfacial tension
of the fluid. The higher the interfacial tension of the fluid, the more water, as an undesired compound
in B20, can be separated (3).
2. METHODOLOGY
The calculation follows the actual dimension of piping used in the polishing system, which
due to the company policy, the detail of the polishing system, and the company are not disclosed.
Below lists the dimension of the pipes used in the B20 polishing system.
Table 1. Specification of pipe used in the polishing system
Type pipe Length Material

(mm)
Hose pump to 962 PVC
filtration (d=28)
Hose in (d=28) 3500 PVC
Hose out (d=28) 3500 PVC
Hose filter to 920 PVC
coalesce (d=28)
Hose from coalesce (d=28) 900 PVC
Pipeline (d=28) 3300 Carbon
steel
Calculation of the head loss depends on the fluid flowing in the polishing system. This study analyses
the head loss of the system for B20 as the main fluid and head loss calculation of water was performed
for the purpose of observation comparison. The difference lies in the fluid viscosity. B20 has 4.2 mm2/s
as its kinematic viscosity and water’s is 0.6591 mm2/s (4).
3
The calculation of head loss used the formula shown below.
The velocity of the fluid can be calculated by
𝑄
𝑣=
𝐴
The Reynold number is calculated by

𝑣𝑑
𝑅𝑒 =
ѵ
The Darcy factor calculated by
0.25
𝑓= 𝜀 5.74
[log(3.7 𝐷 + )]^2
𝑅𝑒0.9
While the head loss of the pipe is obtained by
𝐿 𝑣2
ℎ𝑙 = 𝑓 ( ) ( )
𝐷 2𝑔
After all calculation of head loss has been done, the contour plot of the head loss can be generated by
using MATLAB software.
3. RESULT AND DISCUSSION

The total head loss of the pipeline in the polishing system can be seen in Figure 1 and Figure
2. It is determined by using the flow rate of the fluid passing through the polishing system as the x-axis
and the pipe length as the y-axis.
Figure 1. The graph of head loss of B20 in different material (a) PVC (b) carbon steel
The B20 kinematic viscosity causes friction inside the pipe, therefore the head loss is produced. The
kinematic viscosity is inversely proportional to the Reynold number. Less Reynold number will cause
4
less friction inside the pipe as it is shown by the comparison of head loss in PCV and Carbon steel in
Figure 1. The pipe length and the roughness of the material also contribute to the difference in the head
loss. With the same flow rate and kinematic viscosity, the head loss in carbon steel is different from the
head loss in PVC. From Figure 1, it can be seen that carbon steel produces more head loss than PVC. It
depends on the roughness of the pipe, for PVC, it is 0.0015 mm and for the carbon steel, it is 0.9 mm
(5). It can be concluded that rougher pipe material produces more head loss. It is also applicable to the
length of the pipe. The longer the pipe length, the higher is the head loss.
The head loss of B20 sample has been discussed above. Furthermore, the head loss of water is calculated
for comparison. With the same flow rates, the difference is located on the kinematic viscosity of the
fluid, which impacts the value of Reynold number and the Darcy factor. The kinematic viscosity for
water used in the calculation is 0.6591 mm2/s.
The graph of the head loss in the polishing system with water as the sample is shown in Figure 2.
Comparing the graph of B20 with water, both of them have the same characteristic. The head loss is
increases when the flow rate is higher and the pipe length is longer. Moreover, the graph shows the
prediction of the head loss produced by the polishing system, either PVC material or carbon steel
material with water as a sample, begin from flow rate 0 until 150 lpm.
Figure 2. The graph of head loss of water in different material (a) PVC (b) carbon steel
From Figure 1 and Figure 2, the head loss of B20 (3.53 at 150 lpm with 3500 mm length, PVC)
higher than the head loss of water (2.425 at 150 lpm with 3500 mm length, PVC). The difference is
located on the kinematic viscosity of the sample. As the kinematic viscosity of B20 is higher, the friction
caused on the pipe is smaller, and it causes smaller head loss compared to the water. It will also impact
the interfacial tension of the fluid passing through the coalescer. The higher the interfacial tension of
the fluid, the more effective the coalescer. Therefore, the coalescer will perform better when the B20 is
passing through the coalescer rather than if the fluid were water.
5
Figure 3. The graph of the relation between diameter vs flow rate of head loss
Figure 3 shows the relationship between pipe diameter and the flow rate to obtain the head loss for
both B20 and water. The trend for each sample is identical since the diameter of the pipe and flow rate
are the same. It consists of flow rate as x-axis, diameter as y-axis, and z-axis as the head loss produced.
The graph shows prediction on head loss produced by the polishing system when the flow rate of fluid
starts from 0 until 150 lpm with the diameter of the pipe from 0 to 26 mm. Base on figure 3, with the
increment of pipe diameter (from 0-26 mm), the value of the head loss is decreasing. Thus, it can be
concluded that the head loss is inversely proportional to the diameter of the pipe. The narrower the
diameter of the pipe, the higher the value of the head loss in the pipe friction.
4. CONCLUSION
From this study, in can be concluded that the head loss of the polishing system is directly
proportional to the flow rate. The pipe dimension also affects the head loss production. Longer pipe
length and narrower diameter will cause a higher head loss. Well for the roughness of the material, the
higher head loss will happen on rougher surfaces. Another aspect is the viscosity of the fluid, the more
viscous the fluid is the more head loss will be produced. As a suggestion for the future work, more
variety of fluid samples can be used. The calculation of head loss can also be proven by the field
experiment.
REFERENCES:
1. Company P. The Basics of Coalescer Compressed Air & Gas Filtration Parker Hannifin
Corporation 2004.
2. Hart J, Hamersma P, Fortuin J. Correlations predicting frictional pressure drop and liquid
holdup during horizontal gas-liquid pipe flow with a small liquid holdup. International Journal of
Multiphase Flow. 1989;15(6):947-64.
3. Mokhatab S, Poe WA. Handbook of natural gas transmission and processing: Gulf
professional publishing; 2012.
4. Kestin J, Sokolov M, Wakeham WA. Viscosity of liquid water in the range− 8 C to 150 C.
Journal of Physical and Chemical Reference Data. 1978;7(3):941-8.
5. Bai Y, Bai Q. Subsea pipelines and risers: Elsevier; 2005.
6
COMPRESSIVE BEHAVIOR OF COLUMN STRUCTURE WITH
FOLDED PATTERN FABRICATED BY 3D-PRINTED PLA BY
NUMERICAL SIMULATION
Wahyu Rahmanda[1], Farid Triawan[1]
[1] Department of Mechanical Engineering, Faculty of Engineering and Technology, Sampoerna University,
Indonesia
wahyu.rahmanda@my.sampoernauniversity.ac.id
1. INTRODUCTION
In the architectural meaning, column is a rounded shaft vertical element with capital and base
which mostly serves as a support [1]. However, column structures are not only considered as vertical
structural elements, but it can be positioned in any orientation, such as diagonal and horizontal. These
column structures can be utilized for building construction support and automotive engineering
applications such as crash box.
Many researchers have been paid attention to improve the mechanical properties of the columns
structure whether theoretically, experimentally, and numerically. Different cross-section shape [2,3], the
geometrical parameter such as the dimensions and the thickness [4,5], and the structure such as folded
pattern [6,7] was investigated. Moreover, almost all of the researchers are using common material such
steel, aluminium, hybrid, etc.
That conditions bring new idea to created column structure which fabricated by 3D printed PLA.
This material is the common material that used for 3D printing modelling or rapid prototyping. However,
it brittleness limits the functionality of the material. Therefore, this study was aimed to study the
mechanical properties and mechanical behavior of the folded pattern column structure fabricated by 3D
printed PLA by using numerical simulation.
2. METHODOLOGY
2.1 Model Description
There are three types of cross section that will be used in this study, which are square, triangular, and
octangular and there will be two models which are non-folded model and folded model as shown in
Figure 1. The models are having the same cross section area, which is 3600 mm 2 [6]. The models have
the uniform length, which is 120 mm and the geometrical structures such as the thickness (t), layer height
(h), and the folded angle (θ) are varies as shown in Figure 2. The non-folded model has the angle of 180
degrees.
(b)
(a)
Figure 1. (a) Non-folded and (b)folded square, triangular, and octangular model with corresponding
width.
7
Figure 2. Geometrical parameters and the corresponding values of the model.
2.2 Finite Element Model

The finite modelling analysis was done using LS-Dyna software. The model was meshed using shell
element with element size of 3 mm. The model is compressed using rigid plate with initial velocity 4.44
m/h as can be seen in Figure 3.
Figure 3. Finite element model. The bottom
nodes of crash box are fixed in all directions
while the rigid plate is fixed on x and y
directions, and all rotation directions as can be
see in Figure 3. Therefore, while the rigid plate
compress the tube, the bottom nodes are not
moving translationally or rotationally.
As stated in the objectives, the material used is 3D-Printed PLA and the properties is taken from
Rismalia, et al [8]. The properties are yield strength = 40.3 MPa, density = 1.3 x 10-6 kg/mm2, Poisson’s
ratio = 0.33, and Young’s Modulus = 3.27 GPa. Then the material properties of the rigid plate are density
= 7.5 x 10-4 kg/mm2, Poisson’s ratio = 0.3, and Young’s Modulus = 193 GPa.
2.3 Analysis Procedure

The numerical simulation outputs for this study are load and displacement. Then the stress and strain of
the model are obtained as can be seen in Figure 4.
Figure 4. The example output of stress and

strain curve. The Young’s modulus can be
obtained by taking the slope of the stress curve
from the origin to the peak stress and the strain
ratio can be obtained by taking the ratio between
the strain at peak stress of folded pattern column
structure (εn) with the strain at peak of the
normal one or non-folded structure (ε0).
strain ratio = εn / ε0
3. RESULTS AND DISCUSSION

The stress-strain curve of the model can be obtained. Figure 5 shows the stress-strain curve for the non-
folded and folded pattern for each models. It is showing that non-folded pattern tends to have higher
value of peak stress than the folded pattern. From this stress-strain curve, the strain at peak stress of the
8
non-folded pattern can be obtained which is 0.00110, 0.000867, and 0.000934 for square, triangular, and
octangular respectively.
(a) (b) (c)

Figure 5. Stress-strain curve of folded and non-folded (a) square, (b) triangular, and (c) octangular
column (1 mm thickness and 30 mm layer height).
From the stress-strain, the peak stress, strain ratio, and Young’s modulus can be obtained. Figure 6(a)
shows the peak stress of each model with increasing in angle. It presents that triangular cross section has
the greatest value of peak stress among the other. Not only that, triangular cross section mostly has
greater value of strain ratio and Young’s modulus (Figure 6 (b,c)) compared with the other two cross
section shapes. In general, as the number of the edge is increasing, the peak stress value and the Young’s
modulus is decreasing. When the mechanical properties of folded and the non-folded pattern are
compared each other, the results show the decreasing in peak stress and increasing in Young’s modulus.
Therefore the benefis of having folded pattern are decreasing the peak stress and make the structure
more stiff.
(a) (b) (c)

Figure 6. Mechanical properties of the crash box with various cross sectional shape (a) peak stress (b)
strain ratio (c) Young's modulus ( 2 mm thickness and 30 mm layer height). The non-folded column is
represented by 180-degrees angle.
The deformation behaviour of each cross section shapes are shown in Figure 7. The specimen used in
this figure is folded pattern square, triangular, and octagonal column with angle of 120 degree, 30 mm
layer height, and 2 mm thickness. The model is using Von Mises stress and red colour shows that the
stress is equal or greater than 7 MPa. This condition was occurred in the same strain which is 0.015.
This behaviour can be used to analyse why the peak stress and young’s modulus of triangular is higher
than the other two shape. As can be seen in Figure 7 (a) and (c) there are more red colours occur in the
model which indicates the material is going to break. However, as can be seen in the Figure 7 (b) there
is less amount of red colour occur in the specimen. Because of this, it shows that the triangular shape is
stiffer than the other two. Therefore, the young’s modulus and peak stress of the triangular shape is
greater.
(a) (b) (c)

Figure 7. Deformation behaviour at 0.015 strain of (a) square (b) triangular and (c) octagonal column
with 120 degree angle, 30 mm layer height, and 2 mm thickness.
9
From this results, it can be seen that each models give their own advantages, especially triangular and
octangular model. The triangular model gives high Young’s modulus, moreover the octangular model
gives low peak stress. These models are good for the real applications. For example the device needs a
stiff model, therefore the triangular model can be used. However, this result still need to be improved
again by adding several parameters to make the model not using elasoplastic material, but plastic
material. Therefore the stress and strain when the fracture occurs can be obtained.
CONCLUSION
In general, the angle of the folded pattern, and the geometrical structure of the column structure are
affecting the peak stress. Mostly, as the angle, layer height, and wall thickness are decreasing, the peak
stress, strain ratio, and Young’s modulus also increasing. Moreover, as the number of the edge is
increasing, the peak stress is decreasing. For the further analysis, it needs further experimental or
numerical research to obtain the mechanical behaviour of the folded pattern column structure.
REFERENCES
1. The Editors of Encyclopaedia Britannica, “Column,” Encyclopædia Britannica [Internet], 2016 Jun
[cited 2020 Jun 22]. Available from: https://www.britannica.com/technology/column-architecture.
2. Liu, Y., & Ding, L. (2016). A study of using different crash box types in automobile frontal collision.
Int J Simul: Syst Sci Technol, 17(38), 21-1.
3. N.N. Hussain, S.P. Regalla, Y.V.D. Rao, Comparative study of trigger confguration for enhancement
of crashworthiness of automobile crash box subjected to axial impact loading, Procedia Eng. 173
(2017) 1390–1398.
4. J. Wang, Y. Zhang, N. He, C.H. Wang, Crashworthiness behavior of Koch fractal structures, Mater.
Des. 144 (2018) 229–244.
5. X. Xu, Y. Zhang, J. Wang, F. Jiang, C.H. Wang, Crashworthiness design of novel hierarchical
hexagonal columns, Compos. Struct. 194 (June 2017) (2018) 36–48.
6. Zhou, C. H., Wang, B., Luo, H. Z., Chen, Y. W., Zeng, Q. H., & Zhu, S. Y. (2017). Quasi-static axial
compression of origami crash boxes. International Journal of Applied Mechanics, 9(05), 1750066.
7. Wang, B., & Zhou, C. (2017). The imperfection-sensitivity of origami crash boxes. International
Journal of Mechanical Sciences, 121, 58-66.
8. Rismalia, M., Hidajat, S. C., Permana, I. G. R., Hadisujoto, B., Muslimin, M., & Triawan, F. (2019,
December). Infill pattern and density effects on the tensile properties of 3D printed PLA material. In
Journal of Physics: Conference Series (Vol. 1402, No. 4, p. 044041). IOP Publishing.
10
DEVELOPMENT OF STRUCTURAL HEALTH MONITORING FOR
DETECTING CRACKS IN COMPOSITE MATERIAL USING
ELECTRICAL RESISTANCE CHANGE
𝐼 𝑁𝑦𝑜𝑚𝑎𝑛 𝐴𝑑ℎ𝑦𝑤𝑖𝑛𝑎𝑦𝑎1, 𝐵𝑒𝑛𝑡𝑎𝑛𝑔 𝐴𝑟𝑖𝑒𝑓 𝐵𝑢𝑑𝑖𝑚𝑎𝑛1
[1] Faculty of Mechancial and Aerospace Engineering, ITB,
Indonesia Corresponding author, e-mail
bentang@ftmd.itb.ac.id
1. INTRODUCTION
Nowadays, composite materials are used to improve the mechanical properties of structures. The
composite material ingredients need to be chosen to combine them to make better properties because
each material has different features [1]. Carbon Fiber Reinforced Polymer (CFRP) is one kind of carbon
fiber composite materials. Due to their excellent properties, CFRP composites are utilized to replace
conventional materials. Its application can be found in everyday life such as automobiles, military, sport
utilities, and industrial applications which involve corrosive nature and requires stability in dimensions
such as aerospace industries, power generations, and oil and gas industries [2, 3].
Although CFRP composites have attractive mechanical properties, these materials are notch
sensitive and lose much of their structural integrity when damaged. The damage can be caused by a
defect during the manufacturing process or during its service [4]. The crack damage is one of the most
frequently encountered types of damage in advanced composite materials [5]. The crack can be caused
by the stresses created by impacts, eccentricities in structural load paths, or from the structure
discontinuities. In safety- critical applications such as aircraft, ships, civil infrastructures, etc., the
reliable detection and monitoring of crack damage in composite materials is a critical maintenance issue.
There are several methods to detect crack damages, one of which is using a variety of nondestructive
evaluation (NDE) techniques. To perform NDE, usually, it requires the composite asset as a specimen
(e.g., aircraft) to be taken out-of-service [6].
Several structural health monitoring (SHM) techniques are capable of in-situ detection and tracking
of the crack damage on composite in real-time. In SHM technology, the detection of crack damage in
composite material is very critical. In this work, the crack length and orientation that occurs in plain
weave CFRP are investigated using the resistance change behavior to obtain the relationship. The
objectives of this study are to determine the electrical resistance change in CFRP due to the occurred
cracks, to determine the relationship between the crack length and CFRP electrical resistance change in
the use of structural health monitoring, and to determine the impact of crack orientation on resistance
change in CFRP.
2. METHODOLOGY
In experiment, a plain-woven CFRP plate with a thickness of 1.5 mm is used. The CFRP plate is cut to
be specimens with dimension of 220 mm x 12 mm. To measure the resistance of CFRP, electrodes are
attached in the four-wire resistance measurement circuit as shown in Figure 1. The electrodes (alligator
clips) are attached in two different methods and each method has certain contact resistance value. The crack
in the plain weave CFRP specimen is generated in two different orientations. Prior measuring resistance
in specimen with a crack, contact resistance between alligator clip and the specimen is firstly measure
11
Figure 1 Photograph of testing process (top) and schematic figure of the electrical circuit

To obtain the contact resistance value, the electrode distance is varied from the nearest up to the
farthest. By measuring the electrical resistance for each electrode distance, the relationship graph
between the total resistance of the composite and the electrode distance can be obtained. Using linear
approximation, the total resistance value when the electrode distance equals zero can be obtained. This
point represents the contact resistance value since there is no electrical resistance towards the composite.
This graph can be seen in Figure 2. According to this graph, the contact resistance between the
composite surface and the electrode is 0.028 Ω.
12
Figure 2 Relationship between total resistance (𝑅𝑇𝑜𝑡𝑎𝑙) and electrode distance (𝐿𝑐)
When the crack is applied to the composite, the resistance value arises as the crack length gets
longer. The relationship between increment of the resistance value and the length of the crack can be
approached using second order polynomial. The increment of the resistance value occurs when the
crack orientation is not parallel with the electrode attachment distance. The maximum increment of
the resistance value occurs when the crack is perpendicular to the electrode attachment distance. The
relationship between the resistance of the composite and the crack size and orientation can be seen
in Figure 3.
Figure 3 Relationship between composite resistance (𝑅𝐶𝐹𝑅𝑃) and crack length (𝑎)
13
4. CONCLUSION
The resistance value in CFRP will change when there are cracks between electrodes attached.
The resistance increment can be approached using second order polynomial thus the crack
length can be determined using the change in the resistance value. The crack orientation also
affects the increment of the resistance value. The greater the angle, the increment of the
resistance may get higher. By applying this technology to SHM, the crack damage in CFRP
structure is ensured to be detected.
REFERENCES
1. Aris KM, Mustapha F, Sapuan S, Majid D. A Structural Health Monitoring of a Pitch

Catch Active Sensing of PZT Sensors on CFRP Panels: A Preliminary Approach.
Composites and Their Applications. 2012:3.
2. Nakagawa M, Shibata K, Kuriya H, editors. Characterization of CFRP using recovered
carbon fibers from waste CFRP. Second International symposium on fiber recycling,
the fiber recycling; 2009.
3. Rajasekaran T, Palanikumar K, Vinayagam B. Application of fuzzy logic for modeling
surface roughness in turning CFRP composites using CBN tool. Production
Engineering. 2011;5(2):191-9.
4. Garg AC. Delamination—a damage mode in composite structures. Engineering
Fracture Mechanics. 1988;29(5):557-84.
5. Wang S. Fracture mechanics for delamination problems in composite materials. Journal
of Composite Materials. 1983;17(3):210-23.
6. Pegorin F, Pingkarawat K, Mouritz A. Electrical-based delamination crack monitoring
in composites using z-pins. Composites Part A: Applied Science and Manufacturing.
2018;104:120-8.
14
E-TRIKE STABILITY AND MANEUVERABILITY ANALYTICAL
PARAMETIC STUDY
R Lestaluhu1, S Rahardian1, B A Budiman*1

[1] Faculty of Mechanical and Aerospace Engineering, Institut Teknologi Bandung, Ganesha
Street No. 10, Bandung, 40132, Indonesia
Corresponding Author, Email bentang@ftmd.itb.ac.id
1. Introduction
Application of the Internet of Things (IoT) which is more convenient and easier for trading
activities, makes the demand for delivery services rise significantly. Electrical three-wheeled vehicle
or E-Trike came in handy as a proper solution to fulfill delivery demands. There are two factors which
considered during the selection of the E-trike, (1) narrower roads such as in Bandung, Indonesia, in
which three- wheeled vehicle more convenient [1]. (2) The usage of non-fuel vehicles (electric) which
aims as a more environmentally friendly approach.
The study about instabilities in a three-wheeled vehicle is becoming a great interest in the
industry and academia sectors. As of today, there were already plenty of publications regarded in this
topic. A study by Venkata et al. reported that steering column flexibility is the major contributor for
wobble instability in the trike, which is pretty like the wheel shimmy problem in aircraft [2]. Other
studies by Jawwad et al. about leaning tadpole trike reported that due to the leaning model, the center
of gravity of the vehicle is almost always balanced and makes it comfortable to drive because it
combines the advantages of car and bike [3]. There is also a study by Jan et al. which indicated that
tricycle with classic steering system has a high chance of rollover in slow-speed riding [4].
E-Trike prototype for current research has been developed since 2017 and ongoing evaluation
before commercialization purposes. Publication in 2018 by Faizal et al. indicated that the usage of
the Alpha- 2 frame has more safe for the prototype as per finite element simulation [5]. Furthermore,
another study was also done by Faizal et al. which indicates that the Alpha-2 frame has higher frame
resonance frequency compared with other frames [6].
In this study, we are focussing to evaluate stability and maneuverability from the maximum
velocity of the E-Trike prototype. This parameter was evaluated from the dimensional of the
prototype and comparing with the center of gravity value as observed during the experimental test of
the prototype. Authors believe the maximum velocity may indicate the performance of the E-Trike
prototype and may refer to performance indicators. About the maximum velocity of the E-Trike, a
study in 2019 from Yong at el. indicates that maximum allowable speed was 15 kph according to
regulation in China mainland [7].
2. Analytical Study
The analytical study evaluated from all forces and moment applied on the system, by considering
static load applied to the prototype.
15
2.1 E-trike Dimensional Aspect
Analytical evaluation starts from the prototype dimensional aspect which is evaluated from
the as-built drawing of the prototype. Figure 1 showing an as-built drawing of the prototype and
its dimension.
Figure 1. E-Trike prototype dimension
2.2 E-Trike center of gravity and turning radius

The Center of gravity and turning radius were measured from experimental work on the
prototype. Results of the experimental work presenting in Table 1.
Table 1. E-Trike Center of Gravity Parameter
Parameter Reference Notation Value

Center of gravity in X-Axis Evaluate from Left Rear Wheel x 395.876
mm
Center of gravity in Y-Axis Evaluate from Rear Axle y 618.896
mm
Center of gravity in Z-Axis Evaluate from Ground Level z 805.188
mm
Turning Radius Measured from maximum radius R 3229 mm
by the front wheel
3. Results and Discussion
3.1 The design concept for stability
Stability derives from the concept that the left rear wheel stays contact with the ground
while the vehicle turns to the right at a certain velocity.
3.2 Maximum velocity
Maximum velocity as a derived equation study by Jan et al. [4], provided on Equation 1:
After evaluating Equation 1 and input all measured parameters, the maximum velocity value of
the prototype as 14.63 kilometers per hour.
16
3.3 Center of gravity impact for stability
The Center of gravity drive significant value for E-Trike stability compare with dimensional
aspect value. Correlation between the value of the Center of gravity in the Z-axis with the maximum
velocity of E-Trike may review in Figure 2
Figure 2. Center of gravity in Z-axis vs Maximum Velocity
4. Conclusion
Further evaluation of the center of gravity is required to consider the dynamic load of E-Trike due
to its functionality as a delivery vehicle. The center of gravity also needs to be maintained on the
following value to get better stability and maneuverability as per requirement. Table 2 shows the
improvement value of the center of gravity to maintain the stability and maneuverability aspect of the
E-Trike prototype.
Table 2. The E-Trike improved value of the center of gravity

Center of gravity Parameter Reference Value
Center of gravity in X-Axis Evaluate from Left Rear Wheel 395.876 mm
Center of gravity in Y-Axis Evaluate from Rear Axle 618.896 mm
Center of gravity in Z-Axis Evaluate from Ground Level 765.000 mm
5. References
1. Luansing, R., C. Pesigan, and E. Rustico, An e-trike ICE Project - Innovative, Concrete and
Ergonomic: Systems Design to Support Sustainable e-trike Commercialization. Procedia
Manufacturing, 2015. 3: p. 2333-2340.
2. Karanam, V.M. and A. Ghosal, Studies on the wobble mode stability of a three-wheeled
vehicle. Proceedings of the Institution of Mechanical Engineers, Part D: Journal of
Automobile Engineering, 2013. 227(8): p. 1200-1209.
3. Lodhi, J.A., N.P.J.J.f.R. Khan, and Volume, Performance Evaluation of Leaning Reverse
Trike. 2016. 2(10).
4. Dizo, J., D. Barta, and M.J.E.f.R.D. Blatnicky, Improvement driving characteristics of electric
tricycle. 2018. 17: p. 2123-2128.
5. Arifurrahman, F., B.A. Budiman, and S.P. Santosa. Static Analysis of an Electric Three-Wheel
Vehicle. in 2018 5th International Conference on Electric Vehicular Technology (ICEVT).
2018. IEEE.
6. Arifurrahman, F., et al. Frame modal analysis for an electric three-wheel vehicle. in MATEC
17
Web of Conferences. 2018. EDP Sciences.
7. Zhang, Y., et al., Exploring logistics dispatcher’s preference in electric tricycle related
policies: The case of China. Journal of Cleaner Production, 2019. 230: p. 835-843.
18
EVALUASI KEKUATAN STRUKTUR PADA SPHERICAL PRESSURE
VESSEL BERDASARKAN ASME SECTION VIII DIVISION 2
𝐻𝑒𝑛𝑑𝑟𝑎𝑦𝑎𝑛𝑠𝑎ℎ 1
[1] Mechanical Engineering Universitas
Pertamina
hendrayansah20@gmail.com
1. PENDAHULUAN
Spherical pressure vessel merupakan salah satu jenis pressure vessel yang dapat menahan stress
(tegangan) dua kali lebih besar dibandingkan dengan pressure vessel bentuk silinder [4]. Ketahanan
tersebut tercapai karena pressure vessel bentuk spherical hanya terdiri atas hoop stress dan radial stress,
sedangkan bentuk silinder memiliki longitudinal stress yang nilainya lebih kecil dua kali dari hoop stress.
Oleh sebab itu, spherical pressure vessel lebih tepat digunakan sebagai storage dengan tekanan tinggi
seperti sistem penyimpanan LPG (Liquified Petroleum Gasses). LPG merupakan salah satu bahan bakar
(rantai karbon) yang umum digunakan masyarakat. Fasenya yang berbentuk gas pada kondisi ruang [5],
memerlukan storage yang kuat untuk menahan perlakuan kompresi sehingga penyimpanan dapat lebih
efisien.
Pressure vessel dapat mengalami kegagalan karena fenomena design failure atau general
thinning. Dalam upaya pencegahan kegagalan perlu dilakukan assesment terhadap mekanisme kegagalan
tersebut. Evaluasi dapat dilakukan menggunakan konsep tegangan berdasarkan ASME Section VIII
Division 2 yang menyediakan evaluasi Protection Against Plastic Collapse [1]. Metode ini
membandingkan nilai stress pada sistem terhadap von Misses Equivalent yang ditentukan oleh ASME.
Stress yang melewati batas limit pada ASME akan bersifat gagal [2]. Kategori stress yang didefinisikan
pada ASME meliputi Membran Stress (Pm), Local Stress (PL), Bending Stress (Pb), Secondary Stress (Q),
dan Peak/Stress Concentration (F) [1].
Finite element method menjadi metode yang diunggulkan dengan didukung teknologi komputasi
[6]. ANSYS 18.1 merupakan salah satu software finite element method yang dapat digunakan untuk
melakukan permodelan sekaligus simulasi elemen hingga.
Pengerjaan evaluasi dilakukan untuk menentukan kelayakan sistem yang terkorosi sempurna
pada kasus design, operating dan hydrostatic test. Penggunaan model visual memudahkan untuk melihat
profil tegangan pada sistem spherical pressure vessel sehingga dapat menentukan daerah-daerah kritis
sistem. Selain itu, menggunakan pendekatan corrosion rate, dapat dihitung sisa umur pakai aman sistem.
2. METODOLOGI
Analisa data dikerjakan menggunakan simulasi metode elemen hingga yang dibantu dengan software
ANSYS 18.1. Perhitungan manual (analitis) dikerjakan sebagai alat validasi simulasi. Skema
pengerjaan penelitian ini dimulai dengan validasi simulasi dan dilanjutkan evaluasi kasus design,
operating dan hydrostatic test. Hasil evaluasi yang baik akan dilanjutkan kepada tahap estimasi sisa
umur, dan jika gagal akan dilakukan rekomendasi perbaikan pada bagian dengan definisi gagal.
3. HASIL DAN DISKUSI

3.1. Data
Pemodelan yang dibangun menggunakan skala nyata (1:1), dengan visual seperti pada gambar 1:
19
Gambar 1 Model Spherical Pressure Vessel
Model yang dibangun menggunakan material SA537-CL2, SA53-B, dan SA36 yang dirujuk kepada
ASME
Section II untuk mendapatkan detail mechanical properties seperti tersedia pada tabel
1.
Tabel 1 Mechanical Properties Material Spherical Pressure Vessel T-01A [2]
Shell Body dan Reinforcement pada
Komponen Lower Column
Upper Column Lower Column
Material SA-537 CL 2 SA53-B SA36
Min Yield Stregth (Sy) 415 MPa 240 MPa 250 MPa
Allowable Stress (S) 230 MPa 160 MPa 166,67 MPa
Sumber: ASME Section II
3.2. Diskusi
3.2.1 Validasi Sistem
Validasi dikerjakan dengan menggunakan pembebanan desain pressure (Pd) 1,765 MPa dan berat
sistem (dead weight) dalam kondisi yang kosong yang dikerjakan dengan standard earth gravity 9,806
m/s2. Berikut visual pengerjaan beban terhadap sistem tersedia pada gambar 2.
Gambar 2 Pembebanan Sistem

Hasil simulasi diambil data normal stress pada cylindrical coordinate untuk mendapatkan hoop stress
dan reaction force pada sumbu y (global coordinate) untuk mendapatkan berat sistem. Didapatkan
hasil validasi terhadap perhitungan analitis seperti tersedia pada tabel 2.
20
Tabel 2 Validasi Perhtingan Analitis Terhadap Simulasi
Komponen Analitik Simulasi Toleransi
Hoop Stress 222,61 MPa 222,56 0,003%
Reaction Force/Dead Weight 282,9 Ton 265,32 Ton 6,21%
Toleransi yang cukup tinggi pada bagian reaction force terjadi karena sistem penyederhanaan, seperti
penghilangan platform, tangga, dan komponen lainnya. Dengan toleransi tersebut, model dan simulasi
sistem sudah bersifat valid dan akan digunakan pada evaluasi kasus.
3.2.2. Evaluasi Kasus

Pengerjaan pembebanan untuk setiap kasus dikerjakan dengan detail sebagai berikut:
A) Kasus Desain (Pd+Ps+D+0,6W)
Pembebanan yang dikerjakan adalah Design Internal Pressure (Pd) 1,765 MPa, Static Pressure (Ps)
dengan densitas LPG 508 kg/m3, Dead Weight (D) dari standard earth gravity dengan nilai 9,806 m/s2,
dan Wind Load (0,6W) 0,6 dari 234,831 kN. Hasil simulasi bersifat valid dengan toleransi hoop stress
dan reaction force adalah 0,045% dan 1,39%. Hasil evaluasi parameter stress berdasarkan ASME
ditunjukkan pada tabel 3.
Tabel 3 Evaluasi Pengujian Stress Pada Kasus Design

Satuan: Stress (MPa) dan Kondisi (persen)
Komponen Pm S Kondisi Pm+Pb 1.5S Kondisi PL SPL Kondisi
Upper Shell 222,36 230 96,68 223,69 345 64,84
Middle Shell 219,41 230 95,40 219,33 345 63,57 214,39 345 62,14
Lower Shell 223,92 230 97,36 224,08 345 64,95
Upper Column 251,89 345 73,01
Lower Column 204,19 240 85,08
Note: PL = 1,5S; SPL = 1,5S
Semua komponen masih berada di bawah batas ijin menurut ASME Section VIII Division 2. Kondisi
dengan nilai stress terbesar berada pada bagian shell body, khususnya lower shell dengan kondisi
97,36%.
B) Kasus Operating (Pd+Ps+D+0,6W+T)

Pembebanan yang dikerjakan adalah Design Internal Pressure (Pd) 1,765 MPa, Static Pressure (Ps)
dengan densitas LPG 508 kg/m3, Dead Weight (D) dari standard earth gravity dengan nilai 9,806 m/s2,
Wind Load (0,6W) 0,6 dari 234,831 kN dan Thermal Load (T) dengan nilai 50 °C. Hasil simulasi bersifat
valid dengan toleransi hoop stress dan reaction force adalah 0,17% dan 1,39%. Hasil evaluasi parameter
stress berdasarkan ASME ditunjukkan pada tabel 4.
Tabel 4 Evaluasi Pengujian Stress Pada Kasus Operating
Komponen PL+Pb+Q SPS Kondisi
Shell Body 332,29 690 48,16
Upper Column 272,84 690 39,54
Lower Column 229,63 480 47,84
Note: Sps = 3S
dengan nilai stress terbesar berada pada bagian shell body dengan kondisi 48,16%.
21
C) Kasus Hydrostatic Test (Ph+Ps+D)
Pembebanan yang dikerjakan adalah Hydrostatic Internal Pressure (Ph) 2,545 MPa, Static Pressure
(Ps) dengan densitas air 998 kg/m3, dan Dead Weight (D) dari standard earth gravity dengan nilai 9,806
m/s2. Hasil simulasi bersifat valid dengan toleransi hoop stress dan reaction force adalah 0,05% dan
0,92%. Hasil evaluasi parameter stress berdasarkan ASME ditunjukkan pada tabel 5.
Tabel 5 Evaluasi Pengujian Stress pada Kasus Operating

2,43Sy-
Komponen Pm 0,95Sy Kondisi Pm+Pb Kondisi PL 1,5x 0,95Sy Kondisi
1,5Pm
Upper Shell 324,21 394,25 82,23 323,37 5 61,93
2 312,81 591,37 52,89
2
,
1
4
Middle Shell 325,51 394,25 82,56 326,82 5 62,83
2
0
,
1
8
5
Lower Shell 329,95 394,25 83,69 329,59 5 64,18
1
3
,
5
2
5
Upper Column 422,08 591,37 71,37
Lower Column 334,38 342 97,77
Note: PL = 1,5(0,95Sy)
dengan nilai stress terbesar berada pada bagian lower column dengan kondisi 97,77%.
3.2.3. Sisa Umur

Integrity yang berkurang seiring dengan waktu didefinisikan hanya pada bagian shell body dengan
indikator corrosion allowance (CA) yang tersedia sebesar 3 mm pada bagian tersebut. Dengan nilai
general thinning didekatkan dengan nilai 0,1mm/tahun, maka nilai umur desain sistem adalah
𝐶𝑜𝑟𝑟𝑜𝑠𝑖𝑜𝑛 𝐴𝑙𝑙𝑜𝑤𝑎𝑛𝑐𝑒 3𝑚𝑚

𝑈𝑚𝑢𝑟 𝐷𝑒𝑠𝑎𝑖𝑛 = = = 30 𝑡𝑎ℎ𝑢𝑛
𝐶𝑜𝑟𝑟𝑜𝑠𝑖𝑜𝑛 𝑅𝑎𝑡𝑒 0,1𝑚𝑚/𝑡𝑎ℎ𝑢𝑛
Sehingga didapatkan sistem secara aman dapat digunakan selama 30 tahun dengan asumsi penipisan
hanya terjadi pada bagian shell body
22
4. KESIMPULAN
Evaluasi Spherical Pressure Vessel menggunakan ASME Section VIII division 2 menunjukkan
semua komponen untuk kasus design, operating dan hydrostatic test bersifat layak dengan daerah
paling kritis terjadi pada kasus hydrostatic bagian lower column. Selain itu, umur desain sistem
adalah 30 tahun.
Sebagai saran selanjutnya, perlu dikerjakan studi konvergensi khususnya pada bagian sambungan;
perlu dikerajakan evaluasi lanjutan untuk komponen lain secara lebih detail; dan perlu dikerjakan
inspeksi atau kajian lebih lanjut untuk mendapatkan nilai corrosion rate yang lebih valid.
REFERENCES
1. American Society of Mechanical Engineers, ASME Boiler and Pressure Vessel Code Section
VIII: Rules for Construction of Pressure Vessel Division 2, New York: American Society of
Mechanical Engineers, 2015.
2. American Society of Mechanical Engineers, ASME Section II: Materials, New York: American
Society of Mechanical Engineers, 2015.
3. R. C. Hibbeler, "Mechanics of Materals 8th edition," Pearson, 2011
4. M. Cerit, "Corrosion Pit-Induced Stress Concentration in Spherical Pressure Vessel," Thin-
Walled Structures, vol. 136, no. ELSEVIER, pp. 106-112, 2019.
5. PT Pertamina, “Buku Pintar Petunjuk Aman Penggunaan Elpiji 3kg Pertamina,”
Pertamina, Jakarta.
6. J. R. E. W. A. Lietzmann, “Failure Mode of Pressure Vesel Component and Their
Consideeration in Analysis,” Chemical Engineering and Processing, no. 35, pp. 287-293,
1995
23
LQR CONTROL DESIGN FOR TWO-WHEELED SELF-BALANCING
MOBILE ROBOT
𝑆 𝑀 𝐿𝑒𝑣𝑦1, 𝐷 𝑊 𝐷𝑗𝑎𝑚𝑎𝑟𝑖1, 𝑀 𝑅 𝐹𝑖𝑘𝑟𝑖2
[1] Department of Mechanical Engineering, Faculty of Engineering and Technology, Sampoerna

University, Jakarta, Indonesia
[2] Information System, Faculty of Engineering and Technology, Sampoerna University, Jakarta,
Indonesia
Steven.levy@my.sampoernauniversity.ac.id
1. INTRODUCTION
Control system could be found in various applications in everyday life. One of them is the
application of control system in mobile robots. In general, mobile robot is defined as a vehicle which
capable of an autonomous motion [1]. One of the most common mobile robot is wheeled-mobile robot.
In this paper, wheeled mobile robots are considered interesting due to its simplicity and capability to
move in flat surfaces efficiently [2]. Recently, mobile robots designed with two wheels which equipped
with a motor for each wheel is being actively researched, such as two-wheeled mobile robot which
capable to detect gas leakage in the atmosphere of closed room [3].
In order to operate two-wheeled mobile robot, a certain control is required in order to maintain the
balance of the robot since two-wheeled mobile robot is an unstable robot [4]. Meaning that the robot
has a tendency to fall down to the ground. Therefore, a control which capable to keep the robot in stable
vertical position is necessary in order to develop a stable two-wheeled mobile robot. This paper aims
for two main objectives. The first objective is to develop a controller to the two-wheeled mobile robot
such that the robot stabilizes in a vertical position without falling. The second objective of this project
is to develop a controller to the two-wheeled mobile robot such that the robot is robust to disturbance
done upon it. In order to achieve these objectives, this paper is designing an LQR (Linear Quadratic
Regulator) controller through MATLAB simulation. The controller will be introduced to the two-
wheeled mobile robot model in MATLAB and the response of the controlled system can be analyzed.
2. METHODOLOGY
Two-wheeled mobile robot in this paper is being treated as an inverted pendulum model. The
equation of motion for this inverted pendulum system can be obtained which then state-space form of
the equation of motion will be used in the MATLAB program. Figure 1 below shows the two-wheeled
mobile robot which treated as an inverted pendulum model.
Figure 1. Two-wheeled mobile robot as an inverted pendulum model.
24
From the model in Figure 1, the equation of motion was found as follow [5].
In the equation (1), it holds the equation of motion for the 𝑥 direction, meanwhile equation (2) holds the
equation of motion for the 𝜃 direction. Here, equation (1) and (2) are non-linear. Therefore, the two
equations can be linearized by assuming an approximation of movement along a small angle. Therefore,
it was assumed that cos 𝜃 ≈ 1, sin 𝜃 ≈ 𝜃, and 𝜃2̇ ≈ 0 for linearizing equation (1) and (2). From the above
equations, the linearized equation of motion was found as follow [5].
By substituting 𝑥1 = 𝑥, 𝑥2 = 𝑥̇, 𝜃1 = 𝜃, and 𝜃2 = 𝜃̇, we can construct a state-space equation

from the equation (3) and (4) as follow.
In the expression (5) above, the values of components in the state-space equation are shown below.
By using the state-space equation (5) and the components inside it as mentioned above, LQR controller was
created through MATLAB program. In order to complete the functions, parameters inside each equation
were set randomly as shown in Table 1 in the next page.
25
Table 1. Parameters, initial condition, R value, and matrix Q for LQR controller
Description Value (in SI unit)
Wheel radius (𝑟) 0.15
Wheel Inertia (𝐼𝑤) 2.5
Wheel mass (𝑚𝑤) 0.4
Body Inertia (𝐼𝐵) 1.0
Body mass (𝑚𝐵) 1.25
Gravitational acceleration 9.81
(𝑔)
Length to mass center of 0.2
body (𝑙)
Wheel damping (𝑏𝑤) 0.5
Initial condition of tilt angle 0.13
Matrix Q
R 1
With all the known equations, parameters, and state-space equations, the LQR controller can be
found. Finally, the response of the linearized model can be simulated using lsim in the MATLAB program
in order to see how the controlled system using LQR method behave.

According to the parameters, initial condition, R, and matrix Q set for the system, the result is
shown as follow in Figure 2.
Figure 2. Result of the Linear Two-Wheeled Mobile Robot with LQR Controller
As shown in Figure 2 above, there are 2 results shown which are To:Out(1) and To:Out(2). These
outputs are the output for position of the robot in 𝑥 direction and the output for tilt angle 𝜃 of the robot
respectively. It is shown that the LQR controller is capable to stabilize the robot. The initial condition
shown set at 𝜃0 = 0.13 𝑟𝑎𝑑. The robot’s behavior can be analyzed that it is originally started at rest and
tilted by 0.13 radians of angle. The robot starts to stabilize itself by moving to a minus 𝑥 direction, peaked
at roughly 𝑥𝑝𝑒𝑎𝑘 = −0.0225 𝑚 and slowly stabilize the position to 0 afterwards. The tilt angle of the robot
decreased from initially 0.13 radians to roughly −0.034 radians and slowly gaining its
upright position slowly. It can be seen from Figure 2 that the settling time of this robot model is roughly at
26
12 seconds. Hence, the LQR controller developed in this paper is successfully stabilized the two- wheeled
mobile robot model used in the simulation.
4. CONCLUSION
This MATLAB simulation of two-wheeled mobile robot model which treated as an inverted
pendulum system is helpful to be use in a real self-balancing mobile robot since it can be used as a
reference for developing the robot in real life. It is shown that LQR control is capable to control the robot
into a stable upright position. However, the settling time for the robot is considered slow at roughly 12
seconds. Therefore, another controller such as Linear Quadratic Gaussian (LQG) will be considered in the
future work. The result from LQR control can be compared with the LQG to see which controller is best to
control a self-balancing mobile robot.
REFERENCES
[1] G. Mester, "Applications of Mobile Robots," in 7th International Conference on Food Science,
Szeged, 2006.
[2] H. Soffar, "Robotics," Science Online, 3 March 2019. [Online]. Available: https://www.online-
sciences.com/robotics/wheeled-robots-types-uses-advantages-and-disadvantages/. [Accessed 22
May 2020].
[3] M. Z. Gazali, N. M. Noor, N. Ramly and S. Putit, "Development of Microcontroller Based
Mobile Gas Sensing Robot," International Symposium on Robotics and Intelligent Sensors 2012
(IRIS 2012), vol. 41, pp. 1190-1196, 2012.
[4] R. Siegwart, I. R. Nourbakhsh and D. Scaramuzza, Introduction to Autonomous Mobile Robots,
MIT Press, 2011.
[5] P. Frankovsky, L. Dominik, A. Gmiterko and I. Virgala, "Modelling of Two-Wheeled Self-
Balancing Robot Driven By DC Gearmotors," International Journal of Applied Mathematics and
Engineering 2017, vol. 22, no. 3, pp. 739-747, 2017.
27
MINIMIZING DYNAMIC LOADING RESONANCE OF E-TRIKE
BATTERY PACK SUBJECTED TO ROAD PROFILE LOADS
𝑀𝑢ℎ𝑎𝑚𝑚𝑎𝑑 𝐹𝑎𝑟𝑘ℎ𝑎𝑛 𝐴𝑏𝑑𝑖𝑙𝑙𝑎ℎ1 , 𝐵𝑒𝑛𝑡𝑎𝑛𝑔 𝐴𝑟𝑖𝑒𝑓 𝐵𝑢𝑑𝑖𝑚𝑎𝑛1∗

[1] Faculty of Mechanical and Aerospace Engineering, ITB, Indonesia
*Corresponding author, e-mail bentang@ftmd.itb.ac.id
1. INTRODUCTION
Lithium-ion batteries have led features over other types of batteries which are high density, high
power density, long life, and environmental friendliness [1]. U.S Advanced Battery Consortium of the
world also agree to state that Li-ion batteries are the most suitable for long-term advanced battery
technologies [2]. They are related significantly with vibration, temperature, and pressure [3]. Vibrational
of the battery pack must be circumvented from the natural frequency of vehicle suspension system and
sprung mass from 0 to 7 Hz, vehicle powertrain which is the driveline and the gearbox, from 7 to 20 Hz,
and the vehicle chassis system from 20 to 40 Hz [4]. Lithium-ion batteries have to utilize in safe and
reliable operating conditions which is limited by temperature and voltage windows [1]. Battery
temperature must be lower than 50oC [3]. Effective control and management of battery management
system take part in maintaining from restriction conditions [2]. Marginal deviations such as exothermic
reactions in producing toxic and flammable gas that can lead to explosion can be triggered by the
excessive heat build-up and physical damage of the battery packs [3].
US Patent 7614469 also provides hollow structural members for battery packing which absorbs
undesirable vibrations. Battery pack's structure through positioning elevation to avoid battery pack
damage by rear impact is discussed in US Patent 7070015. About 288 Li-ion pouch cells of Chevrolet
Volt battery pack for 70% of the battery mass and around 55% of the pack volume are located in the T-
shaped steel vertical tray [1]. The battery pack is stranded over chassis center under the passenger seats
[1]. With this thesis, several designs of lithium-ion battery packing are examined to select optimum
model battery packing which robust, safe in which following the battery packing standards.
2. METHODOLOGY
The road profile generates oscillation of the E-trike, with the value that depends on the displacement
level of the road surface. This randomness of road profile is described by generating the road profiles
with representing equation that describe the roughness of road profiles. Dynamic vibrational load is not
constant in time, but it depends on several factors such as vehicle mass, speed, and road surface
randomness. For analytical purposes, Quarter Car Model (QCM) is generated to study the dynamic
response of E-trike. The displacement of the battery pack is denoted as z. QCM Model of a vehicle with
base movement of the road profiles of h with k is the equivalent stiffness of the E-trike, and c is the
28
equivalent damping coefficient of the E-trike. The assumptions are regarding the body of the E-trike is
rigid and does not have relative displacement with the road surfaces. Also, the assumption of the variable
z is more than h is used in the equation of motion which is shown by the following equation:
m𝑧̈ + c ( 𝑧̇ - ℎ̇ ) + k ( z – h) = 0 (1)

The analysis is generated by finite element software to provide deformation frequency response.
The bottom and rear side become the objects to the analysis because it has similar shapes with the
opposite sides which is shown in Figure 1. The deformation direction of the bottom plate is on the z-
axis which is parallel to the displacement of the road profiles, and the deformation direction of the rear
side is to the x-axis of the battery pack. The harmonic analysis is used with the road profile loads by
10 km/h velocity. The critical frequencies of the harmonic analysis without the damping mechanism
are at 9 Hz. The optimization of the design is by placing the rubber fastenings to the battery pack. The
results show that hard rubber decreases the maximum deformation of the battery pack’s cases at about
75%.
Bottom Side Deformation Frequency Response
400
Amplitude (mm)
300
200 Hard
100 Medium
0 5 10 15 20
Frequency (Hz)
Rear Side Deformation Frequency Response

0,06
0,04
Amplitude (mm)
Hard
0,02
Medium
0,00
0 5 10 15 20 Soft
Frequency (Hz)
Figure 1. Bottom and rear side deformation frequency responses with rubber fastenings attachment
29
4. CONCLUSION
The new design of the battery pack consists of rubber fastenings that are attached to the bolt. The
major amplitude is decreased due to vibration isolations. Rubber only acts as vibration isolation which
absorbs energy from road profiles loads by internal frictions. The remaining energy still is transferred
to the battery pack which creates 25% of the deformations from the original model.
REFERENCES
1. S. S. Arora, Review of mechanical design and strategic placement technique of a robust

battery pack for electric vehicles, USA: Renewable and Sustainable Energy Reviews, 24(4):
60-75, 2016.
2. K. M. Pesaran AA, Thermal Characteristics of selected EV and HEV batteries,Springer,
13(1): 21-24, 2001.
3. L. X. Karimi G, Thermal Management of Lihium-ion Batteries, International Journal of
Energy Research, 37(1): 13-24, 2013.
4. G. Hunt, Vehicle Battery Test Procedure Manual 2nd ed, USA: United States Advanced
Battery Consortium, 1996.
30
MY EXPERIENCE OF COMPLETING AN INDUSTRIAL PLACEMENT IN
THE TECHNOLOGY SECTOR
Jenay Patel
University of Nottingham
School of Chemical Engineering
enyjsp@nottingham.ac.uk
1. INTRODUCTION
The following abstract shares my experience of completing an industrial placement in the technology
sector. As a chemical engineering student, I chose to carry out my year-long placement at IBM, to trial
working in a different industry and using my transferrable skills in a different field of interest.
During my placement year at IBM I was a software developer in MQ. MQ is a messaging service
used by major banks to ensure messages are sent and received securely. My core role was in operations, in
the build and infrastructure team, which are responsible for maintaining the build and test environment used
for MQ on distributed platforms. The team also performs release engineering for MQ development and
service releases on both z/OS and the distributed platforms. For the last few months of my placement, I had
the opportunity to work in the Level 3 z/OS development team in MQ. They are a customer-facing support
team, who work on the mainframe and resolve any issues or defects raised by clients.
2. APPLICATION OF ENGINEERING KNOWLEDGE

On placement, I felt that the core values of my team aligned well with those on the chemical
engineering course. This includes testing on a small sample before scaling-up the process and always
working with maximum efficiency in mind.
For the majority of my time on placement, I focused on security and compliance of our machines,
to ensure that the build environment was secure for developers to build and test the product. I understand
that my role as part of the squad 08 team in MQ, is to maintain the build environment, so that it is safe for
developers to build the product across distributed platforms.
One of the tasks that I have worked on during my time at IBM is security patching. So far, patching
in the team has been done manually by running the appropriate update for a machine, depending on its
operating system. Patching the machines ensures that they are less vulnerable to security threats, which is
high priority, therefore I thought that patching should be an automated process. This involved writing a
script to loop through a list of machines and identify their operating system so that the appropriate update
could patch the box. After testing on a handful of machines, the script was synced across multiple machines
and was programmed to run automatically on a weekly basis.
Automating the patching process meant that we were no longer required to manually log onto
the machines and run the appropriate patching script – the autopatch does this for us. Not only is the
autopatch more time efficient, but it also means that the machines are more secure as they are being
checked for patches on a more frequent basis. Here, I applied engineering principles of pilot-scale testing
and optimisation before scaling-up the process.
Through this process, I quickly learnt new programming skills and further developed my problem-
solving skills. I learnt to script in perl which is a high-level, dynamic programming language, widely used
the computing industry. I also gained technical knowledge in shell scripting which is designed to be used
by UNIX shells (a command-line interpreter).
3. DEVELOPMENT OF TECHNICAL AND COMMERCIAL LEADERSHIP

31
On more ‘traditional’ chemical engineering placements which are undertaken in the oil and gas or
pharmaceutical industry, safety becomes a large part of the job. However, at IBM, I did not need to
consider safety or cost as a software developer. Sustainability was kept in mind when working on the
autopatch task as I had to ensure that the process could be used by other members in the team when my
placement came to an end, for them to use in the future. During my time on placement, I reduced the
vulnerabilities by 42%.
4. DEMONSTRATION OF INTERPERSONAL SKILLS

After my placement year, I have noticed a huge shift in both my personal and professional
development. I have gained a skillset in a different industry and further developed my interpersonal skills.
As my skillset grew throughout the year, I became more confident in speaking about technical matters and
therefore became more proactive in getting involved in projects. The contributions that I made to
discussions slowly increased as my technical knowledge widened.
My professional network also expanded as the year progressed, as I started to work with other
teams within IBM. By involving myself in giveback projects, I met other interns as well as event
organisers for the Hursley site. These contacts then presented opportunities that I could be part of, which
enabled me to become a valued member of the company.
IBM has a large intake of placements students every year therefore, I had the chance to meet a lot of
new people who were in a similar situation to me. Therefore, I demonstrated the ability to be flexible in
changing interpersonal situations as I would talk to both fellow interns as well as other professionals who
were part of my network.
Furthermore, my presentation style has improved over placement, after giving education sessions to
new interns and graduates. I feel I am more confident and speak more clearly whilst also ensuring that my
audience is engaged. I have learnt to find the balance between making a presentation technically detailed
but also light. In addition, through writing reports my writing style has become more professional and
succinct. Throughout the year, I have practised writing about technical projects which has developed my
ability to explain concepts in a clear manner.
I am proud that after leaving placement, I have left a mark on the company, by making my
completed projects available for them to use. I feel that I have been part of improving overall team
performance by producing work which will make maintenance of machines easier through automation.
5. APPLICATION OF ETHICS
As a software developer at IBM, I was not involved in hazard identification or risk management as
it is not related to the role. Awareness of obligations for health and safety in the workplace was also not
essential as software developing is a low-risk job when it comes to physical injury. However, it is important
to be aware of eye-strain and back ache when working on the computer for long periods of time. These can
be reduced by regularly going for walks around the office to prevent sitting for too long. There are also
programs such as flux which offer functional respite for the eyes by adjusting a display’s colour
temperature.
6. CONTINUOUS PROFESSIONAL DEVELOPMENT

Aside from my core role at IBM, I was involved in a giveback project which addressed recycling
and sustainability. A giveback project is an opportunity to give-back to the company whilst also giving you
the opportunity to learn something new. The project that I worked on was a mobile application which helps
people to recycle correctly and identify whether items are recyclable or not. Through this opportunity, I
learn about app development, visual recognition and how to market a product. Not only did I learn about
32
these topics but I also met other people within IBM from different departments.
Throughout my time at IBM, I was continuously learning. I completed many online courses and
virtual. badges, both of which were provided by IBM. The courses which I found interesting and which I
went on to complete included ones about cyber security, data science and perl programming.
7. CONCLUSION
Overall, I have enjoyed my time at IBM despite having to work at home for the last five months
of my placement year. It is important to remember that a placement year is a short amount of time, so why
not undertake it in a different field to your academic course? It is a suitable time to experiment with career
choices and will be beneficial as the links between different industries become even stronger. I personally
feel that I have grasped the world of technology and acquired new skills that I would not have learned on
the academic course. They are skills which can only truly be learnt ‘on- the-job,’ and with support from
professionals in the field. I look forward to implementing these new skills in my final year at university.
33
NUMERICAL SIMULATION OF IMPACT ATTENUATOR TO LOOK FOR
THE MOST OPTIMUM MATERIAL
𝑀 𝐴𝑡ℎ𝑎𝑓𝑎𝑟𝑟𝑎𝑠1 , 𝐷 𝑊 𝐷𝑗𝑎𝑚𝑎𝑟𝑖1, 𝑀 𝑅 𝐹𝑖𝑘𝑟𝑖2
[1] Department of Mechanical Engineering, Faculty of Engineering and Technology, Sampoerna

University, Jakarta, Indonesia
[2] Information System, Faculty of Engineering and Technology, Sampoerna University, Jakarta,
Indonesia
Malik.athafarras@my.sampoernauniversity.ac.id
1. INTRODUCTION
The study of vehicle safety is essential in the automotive technological development especially in
collision process [1]. Vehicle safety attracts the interest of automotive researches since the application is
helpful to reduce the mortality rates because of accident in the public street. Nowadays, the automotive industry
is developing the safety system for both passive and active system [2]. To reduce the safety system
development cost, the numerical analysis is suggested for early evaluation. The early evaluation can be
validated from the model response and the characteristic of the material used in the design. Here, the collision
process can be obtained from the ordinary differential of the model.
Instead of designing the car structure, the external device is considered to increase the chance to reduce
the damage of the collision such as impact attenuator [2]. Impact attenuator has a relation with the
crashworthiness which focuses on occupant protection. Crashworthiness is the ability of automobile to protect
the occupant from the major injury in an accident [3]. In this study, the impact attenuator is modeled as the
Based-Shaker with the half-sine pulse force as the input. This impact attenuator model is designed for a single
accident which only involving one vehicle accident [4]. This paper has an objective to reduce the cost in
developing the safety system and characterize the required stiffness and the damping ratio of the impact
attenuator. This is can be done by using a single degree of freedom model of base excitation problem by using
shock acceleration of the shaker as the input at the base.
2. METHODOLOGY
Here, a based-shaker model with the half-sine pulse force as the input for the impact attenuator. The
equation of the motion is derived from the model which is shown in figure 1.
Figure 1. Based-Shaker Model for Impact Attenuator.

The impact attenuator can be modeled as shown as figure 1 because every material has a characteristic
which are stiffness and damping coefficient. From model of Based-Shaker above, the Equation of motion can
be obtained as below:
𝑀𝑠 = ∑ 𝐹 = 𝑘(𝑥 − 𝑦) + 𝑐(𝑥̇ − 𝑦̇) + 𝐹(𝑡) = 𝑀𝑠𝑥̈ (1)
𝑀 = ∑ 𝐹 = −𝑘(𝑥 − 𝑦) − 𝑐(𝑥̇ − 𝑦̇) + 𝐹(𝑡) = 𝑀𝑦̈ (2)
34
Where the 𝑀𝑠 is the mass of the shaker and M is the mass of the impact attenuator. Here, the 𝑀𝑠 is
designed with formula of M(1𝑥106). The Equation of Motion in (1) and (2) can be transformed into a
matrix equation
Denote that 𝑥 = 𝑥1, 𝑥̇ = 𝑥2, 𝑦 = 𝑦1, and 𝑦̇ = 𝑦2. Then, the state space will be:
Using MATLAB Software for solving the Ordinary Differential Equation given by the Based-
Shaker model. The input force is controlled by condition to make the half sine pulse with designed shock
duration. The shock duration for impact test is start from 0.02 seconds until 0.2 seconds [5]. After pick
shock duration for the pulse, the characteristic of the material needed to be considered. In this simulation,
the characteristic that need to be considered are Spring Coefficient (k), Damping Coefficient (C), and
𝐴𝐸
mass of the impact attenuator (M). Where the Spring Coefficient (k) is defined as 𝑘 [6]. Where, A
𝐿
is the cross section area of the impact attenuator, E is the modulus Young of the material and L is the
long of the impact attenuator.
With design of Impact Attenuator that has the cross section area (A) as 2.5 𝑚2, long of the impact
attenuator is 3 𝑚, Young modulus (E) is 69𝑥105 𝑃𝑎, damping coefficient (C) is calculated by using
𝑘 η
𝐶 = 2𝜁√ Damping ratio (𝜁) can be calculate from loss material coefficient (𝜂), then 𝜁 = .In this
𝑚 2
simulation, the loss material coefficient is set to be variable. Then, damping ratio will follow the loss
material coefficient (𝜂) and damping coefficient (C) value also following the damping ratio (𝜁). The
mass M is designed to be 600 𝑘𝑔. As expected, the acceleration of the mass M (Impact Attenuator)
should be lesser than the acceleration of the shaker (input).

Based on the parameter that has been set previously, the result is shown as the figures below:
35
Figure 2. Graph of Acceleration of the Mass M (Impact Attenuator) and the Shaker (Input). (a.) Graph
of Acceleration with Loss Material Coefficient of 5𝑥10−4, (b.) Graph of Acceleration with Loss
Material Coefficient of 5𝑥10−2, (c.) Graph of Acceleration with Loss Material Coefficient of 5𝑥10−1.
This result can be obtained by using acceleration peak design is 30 m/s2 and the shock duration is
0.02 seconds. Figure 2 shows the input acceleration (shaker acceleration) and the mass M acceleration
(impact attenuator acceleration). Figure 2 (a) has a value of loss material coefficient as 5𝑥10−4, (b) has a
value of loss material coefficient as 5𝑥10−2, (c) has a value of loss material coefficient as 5𝑥10−1. From
figure 2 (a) and (b) shows that at 0.3 seconds, the acceleration of impact attenuator still more or less from
0 m/s2 Means that by using that value of loss material coefficient with previous parameter will reduce the
acceleration when it is colliding but it has not reach 0 value for the acceleration. Where the figure 2 (c)
shows that the acceleration is reach near 0 value for the acceleration. Means that after the impact attenuator
is crashed, there is no acceleration more in both impactor and impact attenuator.
36
Figure 3. Graph of Acceleration of the Mass M (Impact Attenuator) and the Shaker (Input). (a.) Graph of
Acceleration with Modulus Young of 69𝑥106 𝑃𝑎, (b.) Graph of Acceleration with Modulus Young of 69𝑥105
𝑃𝑎, (c.) Graph of Acceleration with Modulus Young of 34.5𝑥105 𝑃𝑎.
If the stiffness of the material is high, it possible to make a response of the system is exceeding the
acceleration input, which means logically this type of impact attenuator cannot hold the force given by the
shaker or input. Figure 3 (a) and (b) shows the system with high stiffness, which means the impact attenuator
is moving faster than the input and it cannot stop the shaker. Then, shows in figure 3 (c), by reducing the
stiffness of the material it can reduce the acceleration of the impact attenuator. When the stiffness of the impact
attenuator material is too high, it will cause higher peak acceleration of the mass M (impact attenuator) even
higher than the acceleration input. Also, when the damping ratio of the impact attenuator material is too small,
it causes the energy absorbed by the impact attenuator is small. This phenomenon can be seen by lots of
oscillation before the response dies away.
4. CONCLUSION
This numerical analysis method by using MATLAB Software can help to find the most optimum material
for impact attenuator. The manufacturing cost can be reduced since this simulation can help to test the material
candidates for impact attenuator. Then, the material with low stiffness and high damping ratio is needed for
create an impact attenuator. For the future work, this simulation is made to look for the optimum material for
the impact attenuator design.
37
REFERENCES
a. T. Sun, J. Liu, I.-F. Shen, and Y. Ma, “Numerical simulation of car crash analysis based on distributed
computational environment,” Fifth International Conference on Algorithms and Architectures for
Parallel Processing, 2002. Proceedings.
b. G. Belingardi and J. Obradovic, “Design of the Impact Attenuator for a Formula Student Racing Car:
Numerical Simulation of the Impact Crash Test,” Journal of the Serbian Society for Computational
Mechanism, vol. 4, no. 1, pp. 52–65, Jan. 2010.
c. Daehn, G.s. “Sustainable Design and Manufacture of Lightweight Vehicle Structures.”
Alternative Fuels and Advanced Vehicle Technologies for Improved Environmental Performa.
d. hg.org. [Online]. Available: https://www.hg.org/legal-articles/single-vehicle-accidents-31396.
[Accessed: 01-August-2020].
e. Ambati, Tejasagar & Srikanth, K & Pendyala, Veeraraju. “Simulation of Vehicular Frontal Crash-
Test”.2012.
f. Shigley, J. E., Budynas, R. G., & Nisbett, J. K. (2011). Tension, Compression, and Torsion. In
Mechanical engineering design (pp. 149-150). Boston, NY: McGraw-Hill.
38
PENGALAMAN MENJADI RELAWAN COVID-19 DALAM BIDANG
TEKNIK MESIN
Ashari Rahmat Prakosa
asharirp@gmail.com
1. Pendahuluan
Kasus pandemic COVID-19 di Indonesia mulai terdeteksi pada awal Maret 2020, dan berlansung
hingga saat ini. Berdasarkan data yang didapat dari situs Satuan Tugas Penanganan COVID-19 milik
pemerintah, tercatat jumlah terkonfirmasi positif COVID-19 di Indonesia mencapai 123.503 kasus. Wabah
ini disebabkan oleh virus SARS-CoV-2 yang secara umum menyerang saluran pernapasan pada manusia,
sehingga menyebabkan gejala penyakit pada manusia seperti batuk kering, demam yang tinggi, serta diikuti
dengan kesulitan bernafas pada tahap yang lebih parah[1]. Penyakit ini dapat diperparah hingga
menyebabkan kematian apabila penderita mengalami komplikasi penyakit lainnya.
Dibutuhkan bantuan alat medis untuk menangani pasien yang terjangkit virus korona, salah satunya
adalah ventilator. Ventilator yang lengkap, memiliki beberapa pilihan mode dengan spesifikasi kerja alat
yang berbeda – beda. Salah satu fungsi yang dibutuhkan oleh pasien pengidap Covid yang sudah mencapai
tahap kesulitan bernapas adalah mode CPAP (Continuous Positive End Pressure) yaitu pemberian tekanan
positif secara konstan pada saluran pernapasan. Menurut pendapat dari Dr. dr. Ike Sri Redjeki, Sp.AnKIC,
KMN, M.Kes. mode ventilator CPAP ini sangat dibutuhkan di Indonesia. Sedangkan harga dari Ventilator
yang memiliki fungsi penuh mencapai ratusan juta. Pernyataan tersebut melatarbelakangi pihak ITB, Unpad,
dan Masjid Salman ITB untuk berkolaborasi membentuk tim Vent-I yang diketuai oleh Dr. Ir. Syarif
Hidayat, M.T. Tujuan pembentuukan tim ini adalah untuk mengembangkan serta memproduksi Ventilator
dengan mode CPAP dengan harga yang relatif terjangkau.
Tidak hanya melibatkan para ahli, tim Vent-I juga mengusung para relawan dari berbagai kalangan
yang tertarik untuk bekerja dalam pembentukan ventilator tipe CPAP ini, salah satunya adalah mahasiswa
dengan minat dan latar belakang yang sesuai dengan bidang produksi alat tersebut, seperti mahasiswa dari
jurusan teknik mesin. Peran mahasiswa teknik mesin dalam tim ini secara umum adalah membantu
mendesain dan melakukan pengujian setiap komponen mekanik agar dapat bekerja sinergis dalam kesatuan
alat yang utuh.
2. Seputar Ventilator CPAP

2.1 Proses peneitian dan pengembangan ventilator tipe CPAP
Ventilator tipe CPAP yang diproduksi oleh tim Vent-I secara dominan dirangkai menggunakan
berbagai alat non medis yang mudah ditemukan. Hal tersebut disebabkan oleh kelangkaan produk selama
masa pandemi COVID-19, sehingga berakibat pada kenaikan harga komponen medis perangkai ventilator.
Oleh karena itu, dibutuhkan penelitian untuk menemukan dan mengembangkan alat yang tepat sebagai
pengganti alat medis penyusun ventilator tersebut. Untuk mencapai tujuan tersebut, tim Vent-I melakukan
kolaborasi antar berbagai lembaga yang dinilai memilik kompetensi yang cocok dalam penelitian ini.
Tahapan - tahapan dalam pengembangan dan produksi ventilator tipe CPAP oleh tim Vent-I dapat dilihat dari
diagram alir yang tertera pada gambar 2.1 di bawah ini:
39
Gambar 2.1 Diagram alir tahapan produksi
ventilatior tipe CPAP oleh tim Venti-1
2.2 Kelebihan CPAP buatan tim Vent-I secara umum

Terdapat beberapa keunggulan pada Ventilator tipe CPAP buatan tim Vent-I yang membuat
alat ini berbeda dengan ventilator tipe CPAP lainya. Keunggulan tersebut mencakup:
a. Digunakan mekanisme tekanan hidrostatik pada sistem PEEP (Positive End Expiratory
Pressure). Mekanisme hidrostatik ini memungkinkan adanya pencegahan penularan pada
dokter dikarenakan virus yang berupa tetesan terlarut pada zat cair.
b. Bersifat portable sehingga mudah dipindahkan tempatkan.
c. Mudah di operasikan karena ventilator hanya memberikan fungsi CPAP dengan beberapa
pilihan tekanan.
d. Aman untuk digunakan karena terdapat mekanisme alarm dan katup pembuangan apabila
tekanan yang bekerja melebihi dari yang diizinkan
2.3 Kontribusi Relawan

Dalam penelitian dan pengembangan ventilator tipe CPAP ini, relawan dilibatkan untuk
membantu dalam membuat desain, melakukan pengujian, dan penggabungan keseluruhan komponen.
Detail pekerjaan adalah sebagai berikut:
a. Desain
Desain yang dibuat merupakan rancangan serta penghubung antara komponen. Kolaborasi antar
bidang keilmuan sangat penting dalam proses ini. Terdapat dua tahapan dalam mendesain, yaitu
desain untuk prototype dan desain untuk produksi. Dalam desain prototype diutamakan fungsi
kinerja dari suatu alat. Sedangkan dalam desain produksi diutamakan kecepatan suatu komponen
dapat diproduksi dengan tepat.
40
b. Pengujian Komponen
Setelah desain disetujui, dilanjutkan pada tahap pengujian tiap komponen. Pengujian ini bertujuan
untuk memastikan komponen dapat bekerja sesuai dengan fungsi. Pengujian komponen meliputi
pemeriksaan terhadap bahan material, fungsi yang ingin dicapai, serta kehandalan komponen dalam
mencapai fungsi tersebut. Adanya perubahan desain setelah dilakukan pengujian merupakan hal
yang wajar terjadi dalam proses ini.
c. Penggabungan dan Pengujian Keseluruhan Komponen

Setelah komponen yang didesain lulus pada pengujian komponen, dilakukan penggabungan
keseluruhan komponen untuk menjadi kesatuan alat Ventilator tipe CPAP yang utuh. Dari sistem
yang sudah digabungkan akan diketahui apakah desain komponen sudah benar secara fungsi
ventilator tipe CPAP. Apabila terdapat fungsi yang tidak tercapai, perlu dilakukannya perubahan
desain minim.
2.4 Proses Pembelajaran yang Diperoleh oleh para relawan

Terjun langsung dalam penelitian dan pengembangan suatu alat menjadi pengalaman
yang berbeda dibandingkan dengan proses pembelajaran selama masa perkuliahan. Banyak
pembelajaran yang tidak didapatkan selama proses akademik diperoleh selama berkontribusi
sebagai mahasiswa relawan yang tergabung dalam tim Vent-I ini. Beberapa pengalaman berharga
yang didapatkan antara lain:
a. Dapat menerapkan ilmu yang dipelajari pada saat kuliah
Dalam penelitian dan pengembangan ventilator tipe CPAP ini, mahasiswa relawan
dituntut berkontribusi tidak hanya dalam teori saja, namun juga harus membuktikan dan
mengaplikasikan teori tersebut dalam suatu komponen yang dapat berfungsi. Sehingga
menambah pengetahuan terkait beberapa faktor yang belum diketahui secara teori dapat
mempengaruhi kinerja suatu komponen.
b. Mengetahui batas suatu mesin perkakas

Pembuatan setiap komponen menggunakan berbagai alat perkakas seperti mesin pencetak
3 Dimensi, mesin bubut, mesin CNC, dan sebagainya. Dengan langsung membuat
komponen menggunakan peralatan yang ada, mahasiswa akan lebih mengetahui batasan
bentuk yang dapat dibuat oleh peralatan tersebut. Setelah mengetahui batasan dari
peralatan, mahasiswa akan belajar mengetahui batasan dalam pembuatan desain sehingga
akan memberikan pengalaman pada mahasiswa untuk dapat mendesain komponen sesuai
peralatan manufaktur kedepannya.
c. Pentingnya membangun kerjasama dengan bidang keilmuan lain

Suatu komponen pada akhirnya akan dihubungkan dengan komponen lainnya. Untuk
melakukan perancangan komponen yang utuh, dibutuhkan berbagai disiplin ilmu yang
berbeda. Kolaborasi antar bidang keilmuan diperlukan untuk dapat menemukan
komponen yang sesuai. Hal ini memberikan banyak pelajaran pada mahasiswa relawan
untuk dapat bekerja sama dengan bidang keahian lain dapat menemukan komponen yang
sesuai. Hal ini memberikan banyak pelajaran pada mahasiswa relawan untuk dapat bekerja
sama dengan bidang keahian lain
d. Belajar berkomunikasi dengan tim ahli

Dalam pengembangan alat ini, mahasiswa relawan selalu berkomunikasi dengan tim ahli
yang merupakan dosen dari beberapa bidang keilmuan. Hal ini meningkatkan
kemampuan mahasiswa dalam menyampaikan gagasan dan mendapatkan masukan
secara langsung dari desain atau gagasan yang disampaikan.
41
DAFTAR PUSTAKA
1. Rothan, H. A.; Byrareddy, S. N. (February 2020). "The epidemiology and pathogenesis of
coronavirus disease (COVID-19) outbreak". Journal of Autoimmunity: 102433.
doi:10.1016/j.jaut.2020.102433. PMID 32113704.
42
PENGARUH GEOMETRI TERHADAP PERFORMA LATENT HEAT
THERMAL ENERGY STORAGE (LH-TES) JENIS ANULUS DENGAN
LILIN PARAFIN SEBAGAI PHASE CHANGE MATERIAL (PCM)
Chaidier Ismail H.1*
1
Teknik Mesin Universitas Pertamina
*
E-mail: chdierismail@gmail.com (corresponding author)
ABSTRACT
A simulation-based study was conducted to model the transient phenomenon of heat transfer on Latent
Heat Thermal Energy Storage (LH-TES) annular type with Phase Change Material (PCM) on the inner
side and uses water as Heat Transfer Fluid (HTF) circulating on the outer side. A computational fluid
dynamics model is developed to observe that phenomenon and validated with experimental data. The
model is used to analyze the effect of geometry on improving LH-TES performances. An enthalpy-
porosity formulation is adopted to model the melting process of the PCM. Geometry variation was done
by enlarging the diameter of the pipe used both inside and outside. A value obtained by comparing the
enthalpy value of fully melted PCM with the time take to reach that phase is used to quantify the
performance of LH-TES. The result shows that the diameter enlargement of the inner pipe does increase
LH-TES heat transfer performance up to 7.74%, while diameter enlargement of the outer pipe does
decrease LH-TES heat transfer performance up to 1.04%.
Keywords: Heat Transfer, Computational Fluid Dynamics, LH-TES
ABSTRAK
Sebuah penelitian berbasis simulasi dilakukan untuk memodelkan fenomena transien perpindahan
panas pada Latent Heat Thermal Energy Storage (LH-TES) jenis anulus dengan Phase Change Material
(PCM) berada pada pipa bagian dalam dan menggunakan air sebagai Heat Transfer Fluid (HTF) yang
dialirkan pada pipa bagian luar. Model komputasi dinamika fluida dikembangkan untuk mengamati
fenomena tersebut dan divalidasi dengan data eksperimen. Model tersebut digunakan untuk menganalisis
pengaruh geometri terhadap peningkatan performa dari LH-TES. Formulasi enthalpy- porosity
digunakan untuk memodelkan proses pelelehan pada PCM. Variasi geometri dilakukan dengan cara
memperbesar diameter pipa yang digunakan baik bagian dalam, maupun bagian luar. Sebuah nilai yang
didapatkan dari membandingkan nilai entalpi pada PCM saat berfasa cair dengan waktu yang
dibutuhkan untuk mencapai fasa tersebut digunakan untuk mengkuantifikasi performa dari LH-TES.
Hasil penelitian menunjukkan pembesaran diameter pipa bagian dalam yang digunakan dapat
meningkatkan performa perpindahan panas LH-TES hingga 7.74%, sedangkan perbesaran diameter
pipa bagian luar dapat menurunkan performa perpindahan panas hingga 1.04%.
Kata kunci: Perpindahan Panas, Komputasi Dinamika Fluida, LH-TES
43
1. PENDAHULUAN
Energi panas surya adalah salah satu sumber energi yang memanfaatkan energi panas yang
dihasilkan oleh matahari. Energi panas tersebut dapat dimanfaatkan untuk memanaskan air/udara atau
untuk pengondisi udara. Pada 2030, European Solar Thermal Technology Platform (ESTTP)
mengungkapkan energi panas surya dapat memenuhi 50% dari total kebutuhan panas dengan efisiensi
energi yang terukur [1]. Keuntungan dari penggunaan teknologi penyimpan panas adalah peningkatan
dalam total efisiensi dan reliabilitas yang lebih baik [2]. Terdapat beberapa jenis teknologi penyimpan
energi panas yang sudah digunakan saat ini. Berdasarkan jenis panasnya, teknologi penyimpan energi
panas terbagi menjadi dua, yaitu: sensible heat dan latent heat. Pada sensible heat medium yang
digunakan untuk menyimpan energi adalah material satu fasa, sedangkan pada latent heat medium yang
digunakan adalah phase change material (PCM). Pemilihan dari jenis teknologi penyimpanan energi
panas yang digunakan tergantung pada pemanfaatannya. Sebagai contoh, ketika memanaskan air
sensible heat lebih cocok digunakan jika dibandingkan dengan latent heat.
Penggunaan teknologi penyimpanan energi akan sangat berdampak karena dapat menjembatani
ketidakcocokan pada kebutuhan dan suplai energi. Dari semua jenis teknologi penyimpanan energi
panas, jenis latent heat lebih banyak diinvestigasi karena kemampuannya yang dapat menyimpan energi
dalam jumlah besar. Kemampuan ini disebabkan karena penggunaan PCM yang memiliki nilai latent
heat of fusion yang besar sebagai media penyimpanan panas. Beberapa investigasi telah dilakukan untuk
meningkatkan performa perpindahan panas yang terjadi pada latent heat. Salah satu cara yang
digunakan untuk meningkatkan performa perpindahan panas adalah dengan menambah luas permukaan
bidang perpindahan panas. Peningkatan perpindahan panas panas dengan cara menambahkan
permukaan bidang dengan menambahkan permukaan tambahan seperti sirip longitudinal [3,4], sirip
sirkular [5], plat partisi berlubang [6], dan desain mengular [7].
Lacroix menginvestigasi pengaruh laju massa, temperatur inlet, dan diameter pipa yang digunakan
untuk mengoptimasi performa dari LH-TES [8]. Jenis LH-TES yang digunakan pada penelitian tersebut
adalah anulus. Kurnia dan Sasmito menginvestigasi pengaruh putaran pada sistem LH-TES dengan jenis
yang sama [9]. Kedua penelitian tersebut melakukan investigasi pada jenis LH-TES yang sama yaitu
anulus dengan PCM berada pada pipa bagian luar. Sejauh pengetahuan penulis, belum ada penelitian
yang dilakukan untuk mengetahui performa perpindahan panas pada LH-TES jenis anulus dengan PCM
berada pada pipa bagian dalam.
Pada penelitian kali ini dilakukan investigasi numerik fenomena perpindahan panas pada LH-TES
jenis anulus dengan parafin sebagai PCM yang diletakkan pada pipa bagian dalam dan fluida yang
membawa panas (HTF) dialirkan pada pipa bagian luar. Pada penelitian ini dilakukan analisis pengaruh
geometri dari LH-TES jenis annulus dengan PCM berada pada pipa bagian dalam terhadap performa
dari sistem. Variasi yang dilakukan adalah melakukan perbesaran baik pada pipa bagian dalam maupun
pipa bagian luar anulus. Hasil dari penelitian ini dapat digunakan untuk menjadi referensi penentuan
geometri yang digunakan untuk meningkatkan performa sistem.
2. MATERIAL DAN METODOLOGI

2.1 Material
a. HTF
Material fluida yang digunakan pada domain HTF adalah air dengan karakteristiknya berubah-ubah
tergantung dari perubahan temperatur. Berikut adalah persamaan karakteristiknya [7].
44
Densitas
b. PCM
Material fluida yang digunakan pada domain PCM adalah lilin parafin n-oktadekana dengan
karakteristik panas yang bergantung pada perubahan temperatur. Berikut adalah persamaan
karakteristik panas dari lilin parafin n-oktadekana [9, 10]
Densitas
Karena berkurangnya porsitas dari PCM itu sendiri, sebuah variabel mushy zone ditambahkan kedalam
persamaan konservasi momentum dari PCM [9, 11]. Mushy zone secara otomatis ditambahkan ketika
mode solidification/melting diaktifkan.
Parameter Mushy Zone
Dengan 𝛽 adalah fraksi liquid dari PCM, v adalah kecepatan aliran fluida yang mengalir dan ɧ adalah
paremeter mushy zone. Dalam penelitian ini nilai parameter mushy zone yang digunakan adalah 105.
Selain itu variabel tambahan juga ditambahkan pada persamaan konservasi energi untuk PCM pada
bagian entalpi dari PCM.
45
Hpcm adalah entalpi dari pcm, hpcm adalah panas sensibel dari PCM, hpcm,ref adalah entalpi PCM pada
temperatur referensi, dan L adalah panas laten spesifik dari PCM.
𝐿𝑝𝑐𝑚 = 243 × 105 𝐽/𝑘𝑔 (13)
Untuk mengevaluasi laju perpindahan panas dapat menggunakan persamaan berikut [12]
Dengan 𝑄̇𝑡𝑟𝑎𝑛𝑠𝑓𝑒𝑟 adalah laju perpindahan panas dan ttransfer adalah waktu yang dibutuhkan hingga PCM
berubah fasa menjadi cair seluruhnya dan Hpcm adalah entalpi dari PCM saat berfasa cair seluruhnya.
c. Pipa
Material yang digunakan pada pipa bagian dalam adalah tembaga. Berikut adalah karakteristik panas
dari tembaga:
Densitas = 8978 kg/m3
Konduktivitas Panas = 387.6 W/m.K
Kapasitas Panas = 381 J/kg.K
2.2 Metode Pemodelan
Pemodelan yang dilakukan pada penelitian ini seluruhnya dibuat menggunakan perangkat lunak
ANSYS 2019 R2. Pemodelan dilakukan dengan cara mengorientasikan sistem LH-TES secara vertikal
dengan bagian inlet berada pada bagian atas. Gambar 1 (a) menunjukkan ilustrasi pemodelan yang
dilakukan. Dengan begitu, berikut adalah beberapa asumsi yang ditetapkan pada pemodelan ini:
1. Karakteristik termofisis dari PCM dan HTF bergantung pada perubahan temperatur mengikuti
persamaan yang dijelaskan pada bagian 2.1
2. PCM dianggap homogen dan isotropik
3. Resistensi panas yang muncul pada pipa tembaga ditiadakan
4. Karena sistem diorientasikan secara vertikal, pengaruh dari konveksi alamiah pada arah sumbu-
y dapat diminimalisasi sehingga pemodelan sumbu simetris dapat dilakukan dengan sumbu-x
sebgai sumbu simetri.
Asumsi ke-4 ditentukan untuk menghemat biaya komputasi yang dibutuhkan. Ketika pemodelan
secara sumbu simetris dilakukan maka jumlah elemen yang digunakan dua kali lipat lebih rendah jika
dibandingkan dengan pemodelan secara planar. Gambar 1 (b) menunjukkan model sumbu simetris
yang digunakan dengan nilai a = 1.55 mm, b = 6.35 mm, c = 12.7 mm, d = 254 mm, e = 996.9 mm.
46
(a)
(b)
Gambar 1. Ilustrasi Pemodelan 2D
Secara umum, proses pemodelan terbagi menjadi empat tahap: pembuatan model CFD, mesh
generation pada model, penentuan parameter CFD, dan studi sensitivitas elemen-elemen model. Selain
itu model yang telah dibuat juga divalidasi dengan data eksperimen yang telah dilakukan pada jurnal
ilmiah, Numerical Simulation of A Shell-and-Tube Latent Heat Thermal Energy Storage Unit [8].
Perhitungan solusi dilakukan menggunakan perangkat lunak ANSYS Fluent. Beberapa parameter untuk
memodelkan fenomena fisis yang terjadi perlu ditentukan. Tabel 1 menunjukkan parameter-parameter
CFD yang digunakan pada penelitian ini.
Tabel 1. Parameter CFD
Parameter
Tipe Solver Berbasis Tekanan
Tipe Analisis Transient
Gravitasi Sumbu x = 9.812 m/s2
Model Viskos Turbulen (Re > 4000)

Menggunakan model k-epsilon realizable dengan
enhanced wall treatment
Solidification/Melting Diaktifkan
Material HTF – air (liquid)
PCM – parafin n-octadecane
Pipa – tembaga (Cu)
Material HTF dan PCM adalah material yang memiliki karakteristik panas yang berubah
berdasarkan variasi temperatur mengikuti suatu persamaan yang dijelaskan pada bagian selanjutnya.
Karakteristik panas tersebut dihitung menggunakan fitur user-defined fucntion (UDF) yang merupakan
47
kode bahasa C yang dikompilasikan ke dalam perangkat lunak ANSYS Fluent. Kondisi operasi yang
ditentukan pada simulasi didapatkan dari jurnal ilmiah [8]. Kecepatan masuk ditentukan dengan cara
memastikan laju massa aliran sama dengan yang dieksperimenkan oleh Lacroix yaitu 0.0315 kg/s.
Kecepatan masuk dapat dihitung menggunakan persamaan berikut:
𝑚̇ = 𝜌 𝑉 𝐴 (15)
Dengan:
𝑚̇ = Laju Massa (kg/s)
𝜌 = Densitas Fluida (kg/m3)
V = Kecepatan (m/s)
A = Luas Penampang Pipa (m2)
Sehingga bilangan Reynolds (Re) dari aliran juga dapat ditentukan menggunakan persamaan berikut:
Dengan:
𝜇 = Viskositas Fluida (kg/m s)
D = Diameter Pipa (m)
Selain itu, kondisi batas simulasi ditunjukkan pada Tabel 2 dan ilustrasi ditunjukkan pada Gambar 2.
Tabel 2. Kondisi Batas Simulasi
Batas Kondisi
Inlet 𝑚̇ 𝑖𝑛𝑙𝑒𝑡= 0.315 kg/s

Tinlet = 305.65 K
Tawal = 283 K
Re = 4161.517
vawal = 0 m/s
Outlet Pout = 0 Pa
Dinding luar pipa Terinsulasi dan tidak terjadi slip pada

dinding.
Dinding luar pipa tembaga Terjadi perpindahan panas dan tidak

terjadi slip pada dinding.
Dinding pipa bagian dalam PCM Terjadi perpindahan panas dan tidak
terjadi slip pada dinding.
48
Gambar 2. Ilustrasi Kondisi Batas Pemodelan
Model numerik diselesaikan menggunakan algoritma Semi-Implicit Pressure Linked Equation

(SIMPLE). Second order upwind discretization digunakan untuk menyelesaikan persamaan energi dan
momentum, sedangkan untuk persamaan tekanan diselesaikan menggunakan skema PRESTO!. Ukuran
jarak waktu yang digunakan adalah 0.1 detik dengan jumlah iterasi maksimal tiap jarak waktu adalah
20 iterasi, kriteria konvergensi residual untuk momentum 10-3 dan untuk energi 10-6.
Untuk memvalidasi jumlah elemen yang digunakan sudah cukup untuk digunakan pada
pemodelan, studi sensitivitas dilakukan dengan membandingkan jumlah elemen terhadap perubahan
fraksi liquid dari PCM terhadap waktu. Perubahan dilakukan dengan memvariasikan nilai pembagian
jumlah pada sisi d dan e dari geometri yang telah dibuat. Semakin banyak jumlah elemen yang
digunakan maka pemodelan semakin akurat mendekati fenomena yang sebenarnya terjadi, namum juga
meningkatkan biaya komputasi.
Tabel 3. Variasi Jumlah Elemen Model
No Jumlah Pembagian Jumlah Pembagian Total Elemen %Perbedaan

Sisi (b) sisi (e)
1 7 bagian 1500 bagian 69.928 Elemen -
2 10 bagian 1800 bagian 84.908 Elemen 1.13%
Dari variasi tersebut didapatkan hasil bahwa jumlah elemen 125.296 tidak menghasilkan perbedaan
yang signifikan jika dibandingkan dengan jumlah elemen 152.296 dengan nilai perbedaan rata-rata
sebesar 0.64% yang ditunjukkan pada Gambar 3. Untuk menghemat biaya dan waktu komputasi,
jumlah elemen 125.296 yang dipilih dan dijadikan basis pembangkitan elemen untuk variasi geomteri
yang disimulasikan.
49
Gambar 3. Grafik Perbandingan Variasi Jumlah Elemen
3. HASIL DAN PEMBAHASAN

3.1 Validasi Model
Pemodelan divalidasi dengan cara membandingkan hasil yang didapatkan antara
simulasi dan eksperimen. Validasi dilakukan dengan cara memodelkan eksperimen yang telah
dilakukan Lacroix [18]. Gambar 4 menunjukkan geometri yang digunakan dengan nilai a = 1.55
mm; b = 5 mm; c = 6.35 mm; dan d = 1,000 mm. Pembanding yang digunakan untuk
memvalidasi model adalah perubahan temperatur pada titik 1 (T1) dan temperatur pada titik 2
(T2) yang letaknya ditunjukkan pada Gambar 5.
Gambar 4. Geometri Eksperimen Lacroix [18]
Gambar 5. Lokasi Titik T1 dan Titik T2 [18]
Parameter CFD yang digunakan pada model sesuai dengan yang sudah dijelaskan pada
bagian sebelumnya. Gambar 6 menunnjukkan perbandingan perubahan T1 dan T2 antara
simulasi yang telah dilakukan dan data eksperimen. Jika dibandingkan, perubahan T2 yang
didapatkan dari hasil simulasi sudah cukup memodelkan fenomena yang sebenarnya, hanya saja
mulai dari menit ke-50 terjadi perbedaan kecenderungan baik pada T1 maupun T2. Sedangkan
untuk T1, hasil yang didapatkan tidak sebaik yang didapatkan pada T2. Jika kita merata-ratakan
selisih antara hasil simulasi dan hasil eksperimen menggunakan persamaan berikut:
50
Didapatkan %error relatif T1 sebesar 0.343% dan T2 sebesar 0.155%. Dengan
mempertimbangkan nilai selisih tersebut dapat dikatakan bahwa model yang disimulasikan
sudah cukup untuk memodelkan fenomena yang sebenarnya sehingga model tersebut dapat
digunakan lebih lanjut untuk keperluan penelitian.
Perbandingan Hasil Simulasi dan Eksperimen

306
304
302
300
298
296 0 10 20 30 40 50 60
T1 Simulasi T2 Simulasi
T2 Eksperimen [3] T1 Eksperimen [3]
Gambar 6. Perbandingan Antara Hasil Simulasi dan Eksperimen

3.2 Pembahasan
a. Pengaruh Perbesaran Pipa Bagian Dalam
Nilai dari konduktivitas panas PCM ketika berfasa cair lebih dari dua kali lipat lebih rendah jika
dibandingkan ketika berfasa solid. Dikarenakan sistem diorientasikan secara vertikal dan ketebalan
PCM yang digunakan pada sistem ini juga sangat kecil, pengaruh dari konveksi alamiah kecil sehingga
perpindahan panas sebagian besar berpindah secara konduksi [9]. Hal ini sejalan dengan penemuan
Vogel et al. [13] yang menemukan bahwa peningkatan perpindahan panas akibat dari konveksi natural
pada plat datar meningkat ketika lebar dari sistem yang digunakan juga membesar. Oleh karena itu
penurunan nilai dari konduktivitas panas berpengaruh besar terhadap laju perpindahan panas. Semakin
lama sistem berjalan maka fraksi liquid dari PCM juga semakin meningkat yang mengakibatkan
konduktivitas panas dari PCM menurun sehingga laju perpindahan panas semakin menurun. Perbedaan
nilai konduktivitas panas secara langsung menyebabkan laju perpindahan panas berubah dengan cepat
pada 10 menit awal sistem beroperasi. Pada t = 0, nilai laju perpindahan panas adalah 2087.8 Watt.
Namun ketika t = 10 menit, laju perpindahan panas bernilai kurang dari 20 Watt. Hal ini terjadi karena
pada waktu tersebut dinding pipa tembaga bagian dalam sudah terlapisi oleh PCM dengan fasa cair
(Gambar 7), sehingga nilai konduktivitas panas PCM akan menurun lebih dari dua kali lipat dan
menyebabkan laju perpindahan panas menurun secara signifikan. Semakin tebal lapisan PCM yang
berfasa cair, maka perpindahan panas pada arah sumbu-y juga akan semakin lambat terjadi. Hal yang
sama juga ditemukan oleh Kurnia et al. [6] bahwa lapisan PCM yang mencair disekitar dinding pipa
akan menurunkan perpindahan panas secara signifikan. Gambar 8 menunjukkan pada menit ke-60
diameter 0.015 m dan 0.0175 m menghasilkan fraksi liquid PCM lebih rendah 5.07% dan 10.5% jika
dibandingkan dengan fraksi liquid ketika menggunakan diameter 0.0127 m.
51
Gambar 7. Kontur Fraksi Masa Diameter Pipa Dalam 0.0127 m dan t = 600 s
Fraksi Liquid
1
Fraksi Liquid
0.8
0.6
0.4
0.2
0 20 40 60 80 100
Waktu (menit)
Gambar 8. Grafik Perubahan Fraksi Liquid Pada Variasi Pipa Dalam
Dengan menggunakan data yang diperoleh dari hasil simulasi yang disajikan pada
Tabel 4, laju perpindahan panas dapat dihitung menggunakan persamaan berikut.
Dengan:
Hpcm = Entalpi PCM (Joule)
hpcm = Entalpi PCM (Joule/kg)
mpcm = massa PCM (kg)
52
Tabel 4. Data Hasil Simulasi Untuk Variasi Diameter Pipa Bagian Dalam
Total Energi Pressure

Waktu Entalpi Spesifik Massa
Diameter Pipa Spesifik Drop
Operasi PCM PCM
(m) PCM
(menit) (J/kg) (kg) (Pa)
(J/kg)
0.0127 61.6 259,16 251,547.47 0.0973 104.8

8.2393
0.015 81.26 259,16 252,209.66 0.1360 105.08
7.8574
0.0175 108.183 259,16 247,979.1731 0.185 1,806.62
7.4579
Tabel 5. Perbandingan Total Laju Perpindahan Panas Pada Variasi Pipa Bagian Dalam
Diameter Pipa Laju Perpindahan Panas %Peningkatan

(m) (W)
0.0127 6.84 0%
0.015 7.23 5.7%
0.0175 7.37 7.74%
Tabel 5 menunjukkan performa sistem meningkat ketika diameter pipa bagian dalam yang digunakan
membesar. Jika dibandingkan dengan pipa berdiameter 0.0127 m, penggunaan pipa berdiameter 0.015
m dan 0.0175 m dapat meningkatkan laju perpindahan panas sebesar 5.74% dan 7.97%. Peningkatan
total laju perpindahan panas tersebut terjadi dikarenakan peningkatan turbulensi aliran yang terjadi pada
bagian anulus. Hal ini dapat diidentifikasi secara visual pada Gambar 9. Semakin besar diameter pipa
bagian dalam yang digunakan menyebabkan jarak antara pipa bagian dalam dan pipa bagian luar
semakin sempit dan hal ini yang dapat meningkatkan turbulensi pada aliran HTF. Penyempitan juga
menyebabkan aliran pada bagian anulus menjadi lebih cepat (Gambar 10). Perbesaran diameter pipa
bagian dalam juga menyebabkan pressure drop yang terjadi pada sistem semakin besar.
53
(a)
(b)
(c)
Gambar 9. Kontur Energi Kinetik Turbulensi Pada Variasi Pipa Dalam

(a) 0.0127 m, (b) 0.015 m, (c) 0.0175 m.
54
(a)
(b)
(c)
Gambar 10. Kontur Kecepatan Pada Variasi Diameter Pipa Dalam

(a) 0.0127 m, (b) 0.015 m, (c) 0.0175 m
Perbesaran diameter pipa bagian dalam secara langsung berdampak kepada penambahan jumlah volume
PCM. Penambahan tersebut mengakibatkan jumlah energi pada PCM ketika berada pada fase cair juga
meningkat. Tabel 6 menunjukkan perbandingan total energi pada PCM ketika berfasa cair. Peningkatan
total energi sebesar 86.63% didapatkan ketika volume PCM yang digunakan bertambah sebesar 89%.
Meskipun demikian, waktu operasi yang dibutuhkan juga semakin lama.
55
Tabel 6. Perbandingan Total Energi Pada PCM Ketika Berfasa Cair
Diameter Pipa Volume %Peningkatan Total Energi %Peningkatan

(m) (m3) Volume Pada PCM Energi
(kJ)
0.0127 0.0001266 0% 24.54 0%
0.015 0.0001766 39% 28.58 16.46%
0.0175 0.00024 89% 45.8 86.63%
b. Pengaruh Perbesaran Pipa Bagian Luar
Berbeda dengan perbesaran pipa bagian dalam, ketika pipa bagian luar dibesarkan tidak
mempengaruhi volume PCM yang digunakan. Perbesaran pipa bagian luar hanya mempengaruhi jarak
antar pipa bagian luar dan pipa bagian dalam. Semakin besar diameter pipa yang digunakan, semaki
besar juga jarak yang berarti semakin kecil turbulensi yang terjadi pada bagian pipa anulus. Fenomena
ini dapat diamati secara visual pada kontur energi kinetic turbulen yang ditunjukkan pada Gambar 11
dan kontur kecepatan yang ditunjukkan pada Gambar 12. Sehingga dapat dikatakan tingkat turbulensi
aliran pada pipa dengan diameter 0.03175 m dan 0.0381 m relatif rebih rendah jika dibandingkan dengan
pipa dengan diameter 0.0258 m. Hal inilah yang menyebabkan perubahan fraksi liquid PCM pada pipa
dengan diameter 0.0258 m pada awalnya relatif lebih cepat jika dibandingkan kedua pipa yang lainnya.
(a)
56
(b)
(c)
Gambar 11. Kontur Energi Kinetik Turbulensi Pada Variasi Pipa Luar
(a) 0.0258 m, (b) 0.03175 m, (c) 0.0381 m
(a)
57
(b)
(c)
Gambar 12. Kontur Kecepatan Pada Diameter Pipa Luar

(a) 0.0258 m, (b) 0.03175 m, (c) 0.0381 m
Gambar 13 menunjukkan perubahan fraksi liquid dari PCM pada variasi pipa diameter bagian luar.
Pada menit ke-0 sampai menit ke-30, perubahan fraksi liquid pada pipa dengan diameter 0.0258 m lebih
cepat terjadi, tetapi setelah menit ke-30 nilainya laju perubahannya menurun dan mulai menit ke-35
perubahannya relatif sama.
Perubahan Fraksi Liquid

1
Fraksi Liquid
0.8
0.6
0.4
0.2
0 0 10 20 30 40 50 60
Waktu (menit)
Gambar 13. Grafik Perubahan Fraksi Liquid PCM Pada Variasi Pipa Luar
58
Pada menit ke-35 lapisan PCM yang berfasa cair didekat dinding pipa tembaga menjadi semakin
tebal (Gambar 14). Sehingga hal sama yang terjadi pada poin (a) juga terjadi pada kasus ini. Semakin
tebal PCM yang berfasa cari didekat dinding pipa tembaga, semakin lambat perpindahan panas terjadi.
Seperti yang sudah dibahas pada sebelumnya, pada proses ini konduksi sangat berperan besar pada laju
perpindahan panas sehinnga nilai dari konduktivitas panas dari PCM akan sangat menentukan. Mulai
dari menit ke-35, tebal lapisan PCM cair yang berada didekat dinding pipa hampir sama pada setiap
variasi diameter pipa. Hal ini yang menyebabkan laju perpindahan panas mulai dari menit ke-35 relatif
sama pada setiap variasi diameter pipa.
(a)
(b)
(c)
Gambar 14. Kontur Fraksi Liquid Diameter Pipa Luar t = 35 menit

0.0258 m, (b) 0.03175 m, dan (c) 0.0381 m
59
Meskipun secara grafikal laju perpindahan panas pada variasi diameter bagian luar relatif sama bukan
berarti tidak ada perbedaan performa yang terjadi pada sistem. Untuk mengevaluasi performa dari
sistem kita dapat menggunakan cara yang sama dengan poin (a) yaitu dengan menggunakan persamaan
(19) dan (20) dan menggunakan data yang disajikan pada Tabel 7.
Tabel 7. Data Hasil Simulasi Untuk Variasi Diameter Pipa Bagian Luar
Total Energi Pressure

Waktu Entalpi Spesifik
Diameter Pipa Spesifik Massa PCM Drop
Operasi PCM
(m) PCM (kg)
(menit) (J/kg) (Pa)
(J/kg)
0.0258 62.766 259,170.70 238,153.31 0.0973 428.29
0.03175 63.24 259,168.95 233,561.99 0.0973 -28.14
0.0381 63.46 259,167.55 240,264.70 0.0973 -46.44
Tabel 8. Perbandingan Total Laju Perpindahan Panas Pada Variasi Pipa Bagian Luar
Diameter Pipa Laju Perpindahan Panas %Penurunan

(m) (W)
0.0258 6.69 0%
0.03175 6.64 0.7%
0.0381 6.62 1.04%
Tabel 8 menunjukkan performa sistem menurun ketika diameter pipa bagian luar yang digunakan
membesar. Jika dibandingkan dengan pipa berdiameter 0.0258 m, penggunaan pipa berdiameter
0.03175 m dan 0.0381 m dapat menurunkan laju perpindahan panas sebesar 0.7 % dan 1.04%.
Penurunan total laju perpindahan panas tersebut terjadi dikarenakan penurunan turbulensi aliran yang
terjadi pada aliran HTF. Hal ini dapat diidentifikasi secara visual pada Gambar 11 dan Gambar 12.
Semakin besar diameter pipa bagian luar yang digunakan menyebabkan jarak antara pipa bagian dalam
dan pipa bagian luar semakin lebar dan hal ini yang dapat menurunkan turbulensi pada aliran HTF.
Perbesaran diameter pipa bagian luar juga menyebabkan pressure drop yang terjadi pada sistem
semakin mengecil.
4. KESIMPULAN
Dari hasil simulasi yang didapatkan dapat diketahui bahwa baik perubahan diameter pipa bagian
dalam maupun perubahan diameter pipa bagian luar mempengaruhi performa sistem LH-TES jenis
anulus dengan PCM berada pada bagian dalam. Pada kondisi inlet yang sama, semakin besar diameter
pipa bagian dalam yang digunakan dapat meningkatkan laju perpindahan panas yang terjadi.
Penggunaan pipa bagian dalam dengan diameter 0.015 m dan 0.0175 m dapat meningkatkan laju
perpindahan panas sebesar 5.7% dan 7.74% jika dibandingkan dengan pipa dengan diameter 0.0127
m. Selain dapat meningkatkan laju perpindahan panas, pembesaran diameter pipa bagian dalam juga
secara langsung meningkatkan kapasitas energi yang dapat disimpan oleh sistem. Total energi yang
disimpan pada PCM meningkat sebesar 86.63% ketika pipa dengan diameter 0.0175 m digunakan.
60
Pada kondisi inlet yang sama, semakin besar diameter pipa bagian luar yang digunakan dapat
menurunkan laju perpindahan panas yang terjadi meskipun nilainya relatif kecil. Penggunaan pipa
bagian luar dengan diameter 0.03175 m dan 0.0381 m dapat menurunkan laju perpindahan panas yang
terjadi sebesar 0.7% dan 1.04 % jika dibandingkan dengan pipa dengan diameter 0.0258 m. Berdasarkan
hasil analisis pengaruh perubahan diameter pipa yang digunakan baik bagian dalam maupun bagian luar
terhadap performa sistem LH-TES dapat disimpulkan bahwa semakin sempit jarak antara pipa bagian
luar dan pipa bagian dalam maka laju perpindahan panas yang terjadi juga semakin meningkat yang
berarti perofrma dari sistem LH-TES juga meningkat dan berlaku juga sebaliknya. Selain itu, jika
dibandingkan dengan sistem LH-TES dengan PCM berada pada pipa bagian luar, sistem LH-TES pada
penelitian ini mengalami peningkatan performa sebesar 39.57% pada volume PCM, bilangan Reynolds,
dan temperatur inlet yang sama.
DAFTAR PUSTAKA
[1] L. Kari, “Heating and cooling Europe with solar”. Renewable Energy Focus. Juli. 16, 2010
[Online]. Available http://www.renewableenergyfocus.com/view/10931/heating-and-cooling-
europe-with-solar//
[2] Sarbu Ioan, Sebarchievici Calin. A Comprehensive Review of Thermal Energy Storage.
Sustainability 2018.
[3] Rathod MK, Banerjee J. Thermal performance enhancement of shell and tube latent heat
storage unit using longitudinal fins. Appl Therm Eng 2015;75:1084–92
[4] Tao YB, He YL. Effect of natural convection on latent heat storage performance of salt
in a horizontal concentric tube. Appl Energy 2015;143:38–46.
[5] Agyenim F, Eames P, Smyth M. A comparison of heat transfer enhancement in a medium

temperature thermal energy storage heat exchanger using fins. Sol Energy 2009;83:1509–20
[6] Horibe A, Jang H, Haruki N, Sano Y, Kanbara H, Takahashi K. Melting and solidification heat
transfer behaviors of phase change material in a latent heat storage vessel:
effect of perforated partition plate. Int J Heat Mass Trans 2015;82:259–66
[7] Kurnia JC, Sasmito AP, Jangam SV, Mujumdar AS. Improved design for heat transfer
performance of a novel phase change material (PCM) thermal energy storage (TES). Appl Therm
Eng 2013;50:896–907.
[8] Lacroix M. Numerical simulation of a shell-and-tube latent heat thermal energy storage unit. Sol
Energy 1993;50:357–67.
[9] Kurnia JC, Sasmito AP. Numerical investigation of heat transfer performance of a rotating latent
heat thermal energy storage. Applied Energy 2018
[10] Reid RC, Prausnitz JM, Poling BE. The properties of gases and liquids. 4th ed. Singapore:
McGraw Hill; 1987.
[11] Al-Abidi AA, Mat S, Sopian K, Sulaiman MY, Mohammad ATh. Internal and external fin heat
61
transfer enhancement technique fir latent heat thermal energy storage in triplex tube heat
exchangers. Appl Therm Eng 2013;53:147–56
[12] Khan, Mohammed Mumtaz A. & Saidur, R. & Al-Sulaiman, Fahad A., 2017. "A review for phase
change materials (PCMs) in solar absorption refrigeration systems," Renewable and Sustainable
Energy Reviews, Elsevier, vol. 76(C), pages 105-137
[13] Vogel J, Felbinger J, Jhonson M. Natural convection in high temperature flat plate latent heat
thermal energy storage systems. Appl Energy 2016;184:185–9
62
RECONDITION OF 3D PRINTER WITH METAL ADDICTIVE
MANUFACTURING
Christopher1, Lydia
Anggraini2 President
University
ctheo3318@gmail.com
1. INTRODUCTION
3D printing is an additive manufacturing process that uses to creates a physical object from a
digital design that the user design it from design applications such as SolidWorks, CATIA, etc. The
process works by heating the filament then laying down the thin layers of filament in the form of
liquid at the bed and then fusing the layers until became a product that we want. The filament is made
of PLA, ABS, PVA, Nylon, or sometimes the combination of PLA and metal powder. The rapid
growth of 3D printers has the potential to change the manufacturing industry in the coming years.
Recently, there has been an increase in demand for metal prototypes and tools. The introduction of
non-polymeric material, including metal, has been widely used in 3D printing applications. Based on
a study, direct metal prototypes can be approached using processes such as selective laser sintering
(SLS), direct metal deposition (DMD), shape metal deposition (SMD), electron beam melting, and
the most recent plasma deposition manufacturing process, but in here we will use the filament that
made from PLA and metal powder. The purpose of this abstract is to show how to improve the 3D
Printer and making it become metal additive manufacturing.
2. METHODOLOGY
In this project, three methods are being used to recondition the 3D printer
2.1 SMOOTHING THE BED MOVEMENT
Before recondition, the 3D Printer is using a stepper motor behind the heating bed and linear
bearing under the heating bed to move the bed. These two things are assigned to move the y-axis.
And the problem is when the bed moves it feel a little bit rough and it makes a lot of vibration in
the bed when the writer increases the speed and especially when printing a zigzag pattern. So to
solve this problem is by adding a damper at the stepper motor to reduce the vibration that produced
by the motor the damper is made of steel and rubber and also change the bearing to smoothing the
bed movement, the bearing is changed from linear bearings to 625zz bearing, And also change the
old timing belt with the new one.
2.2 SIMPLIFIED THE EXTRUDER

At the old extruder the feeder, stepper motor, and the extruder are combined into one, and
that makes the extruder looks heavy, so when the x-axis moves it kind of heavy because of the
weight that the x- axis carried. So, at the recondition the writer split up by moving the extruder
and the feeder to the lead screw bracket and left the extruder at its place and adding a fan to the
extruder.
2.3 TESTING THE NEW MATERIAL FOR THE FILAMENT

At the old 3d printer, it makes to focus print using a filament made from PLA. But now on
the recondition the 3D printer will be improved to become able to print from other filament material.
In this case, the writer uses the filament that the material is a combination of metal powder and
PLA. The filament is consists of 30% aluminum powder and PLA. But the 3D printer also can print
with other materials. And to print with this filament the temperature at the nozzle and bed must be
right and also the nozzle needs to change from brass into hardened steel nozzle because printing
with this material needs a wear-resistant nozzle.
63
3.1 BED AND EXTRUDER
After adding the damper at the stepper motor the vibration that produced from the stepper motor is
reduced from the previous one. And after change the bearing and timing belt below the heat bed, the y-
axis became a lot smoother. For the stepper motor and feeder, after been moved to the leading screw
bracket the extruder now is slightly lighter, and when the x-axis moves it doesn’t require much power and
it can move a little bit quickly and looks more simple. Because of those changes the vibration when printing
is reduced from the previous 3D printer, especially on the zigzag pattern. When the vibration reduces the
tolerance also reduced and now become 1mm.
(a) (b)
Figure 1. Product Result (a) Before Improvement, (b) After Improvement
3.2 FILAMENT MATERIAL

In the recondition 3D Printer the filament that been used is made of the combination between PLA and
30% aluminum metal powder. The first impression of this material is it’s a little bit brittle than 100% PLA
because the metal powder makes the filament brittle. When using this material it has advantages and
disadvantages. The advantage is it does not require much heat like PLA and it got a metallic finish, and for
the disadvantage is it requires a wear resistance nozzle like hardened steel nozzle, very poor at bridgings
and overhangs because its heavy, and also a little bit heavier than PLA. To print with this filament the
temperature that had been used is 200OC (extruder) and 55Oc (bed) and the speed is 75. Also, the bed must
be applied with painters tape for a better result.
Figure 2. Product Result From Metal Filament
4. CONCLUSION
For the filament material if the consistency of the metal powder is increased the filament will become
more brittle and also it needs a wear-resistant nozzle like hardened steel nozzle to print. And after
changing the damper and the bearings at the y-axis it shows that it can reduce the vibration, also hardened
steel nozzle is a good choice to print metal filament because of its wear-resistant nozzle.
64
REFERENCE
1. Alkahari MR. Journal of Mechanical Engineering Research and Developments (
JMERD ) Design and Developments of a Low-Cost 3D Metal Printer.
2018;41(3):47–54.
65
SIMULATION OF FACTORS AFFECTING CORNERING STIFFNESS
AND STABILITY OF A PUBLIC TRANSFORMATION VEHICLE
Vania K. Mulia1, Djati W. Djamari1, Muhamad R. Fikri2
[1] Department of Mechanical Engineering, Faculty of Engineering and Technology, Sampoerna University,
Jakarta, Indonesia
[2] Information System, Faculty of Engineering and Technology, Sampoerna University, Jakarta, Indonesia
vania.mulia@my.sampoernauniversity.ac.id
1. INTRODUCTION
One of the most important elements of a hospitable city is the availability of safe public
transportation. In the capital city of Indonesia, Jakarta, angkot is the most common public
transportation. It can be described as a minibus modified to fit more passengers at the back by
changing the shape and position of the chairs. The arrangement of the passenger area at the back
enables many configurations of passengers.
Considering its function, stability of an angkot becomes very important to ensure the comfort
and safety of its passengers. In reality, several news have reported angkot vehicles experiencing
single- vehicle accidents due to loss of stability. One of the factors causing accidents is the vehicle
condition. A news on October 2018 reported an angkot vehicle experiencing single-vehicle accident
at East Jakarta due to tire leak (1). Besides the vehicle’s condition, the road can also play an important
role on the vehicle stability. News has also reported many single-vehicle accidents happening on
downhill roads. The most popular news is about a highway in Java called Cipularang Highway,
especially at KM 90- 100, where many life-threatening accidents have happened due to the inclining
road, including the accident of a famous singer Saiful Jamil (2).
This paper aims to examine several factors causing instability of a vehicle, specifically a
public transportation vehicle (angkot) in Jakarta. The effects of tire inflation pressure and vertical load
towards cornering stiffness and vehicle stability are examined through simulation. This paper also
provides two conditions that can cause those changes and possibly cause instability of the vehicle,
i.e. rear tire deflation and downhill driving. Furthermore, this paper also explores how the number and
configuration of passengers can affect vehicle stability.
2. METHODOLOGY
To determine the stability of the vehicle, lateral dynamics analysis is applied on a vehicle to
obtain a simple handling model. In deriving the simple handling model, the bicycle model is used to
perform lateral dynamics analysis. By using small-angle approximations on the slip angle and
steering angle, the simple handling model of a vehicle can be expressed in a state-space equation (3)
𝑥̇ = 𝐴𝑥 + 𝐵𝑢
where
66
To determine the stability of the vehicle, the state matrix 𝐴 is considered. For the system to
be stable, the real part of the eigenvalue of matrix 𝐴 must be negative (3). To demonstrate the
stability of the vehicle, simulations are done in MATLAB software, with parameters taken from a
model of public transportation in Jakarta (angkot) in four conditions:
1. Empty vehicle,
2. Half-full with passengers concentrated on the front part of the vehicle,
3. Half-full with passengers concentrated on the back part of the vehicle, and
4. Full vehicle.
The explanation and value of each parameter is listed in Table 1.
Table 1 Vehicle Model Parameter Description and Values
Symbol Description Unit Value

𝛽 Side-slip angle rad
𝜔 Yaw rate rad/s
Condition 1: 1840
𝑚 Vehicle mass kg Condition 2 and 3: 2190
Condition 4: 2610
Condition 1: 3230.35
Θ Vehicle mass moment of inertia kg.m2 Condition 2 and 3: 3844.82
Condition 4: 4582.18
𝑐𝑠1 Varied based on linear
Cornering stiffness of front tire N/rad
interpolation from (3)
𝑐𝑠2 Varied based on linear
Cornering stiffness of rear tire N/rad
interpolation from (3)
Condition 1: 1.25
𝑎1 Distance between the center of m Condition 2: 1.26
mass and front tire axle Condition 3: 1.4
Condition 4: 1.5
Condition 1: 1.4
𝑎2 Distance between the center of m Condition 2: 1.39
mass and rear tire axle Condition 3: 1.25
Condition 4: 1.15
𝑣 Velocity of the vehicle m/s 27.78
𝛿 Steering angle rad 0.5
The stability of the vehicle depends on the cornering stiffness of each tire 𝑐𝑠1 and 𝑐𝑠2 and the
velocity of the vehicle 𝑣. When high speed approximation is applied, for forward driving (i.e. 𝑣 > 0),
the system is unstable if (3)
𝑎2𝑐𝑠2 − 𝑎1𝑐𝑠1 < 0
67
𝑎2𝑐𝑠2 < 𝑎1𝑐𝑠1
which can happen in many physical phenomena that affects the value of the cornering
stiffness of each tire.
The cornering stiffness depends on many variables of the tire conditions, such as the size,
type, and treads (4). One of the most well-known factors that affect the tire cornering stiffness is
the inflation pressure. When the tire is deflated, at high vertical load condition, the cornering
stiffness decreases (5). To simulate this effect, it is assumed that the cornering stiffness of the rear
tire is reduced by an arbitrary percentage. Another big factor that affects the cornering stiffness is
the vertical load. In small slip condition, cornering stiffness is directly proportional to the vertical
load (3)(4). When the vehicle with identical tires is moving on a horizontal road, it will be steering
neutrally on a horizontal road (3). However, if the vehicle is moving on an inclined road, the
misalignment between the vertical load on each tire and the vehicle’s weight results in the weight
distributed unevenly between the tires. Thus, one of the tire’s cornering stiffness will be much
greater than the other one, possibly causing instability of the vehicle.

MATLAB is used to simulate the side-slip angle (𝛽) and yaw rate (𝜔). Stable condition
of the vehicle is indicated by steady-state graph for both side-slip angle and yaw rate, as shown
in Figure 1. From Figure 1, it can also be observed that the vehicle is stable on normal condition
on a horizontal road, regardless of the passengers’ number and position.
The simulation on the effect of the coefficient of cornering stiffness of the rear tire
towards vehicle stability is shown in Figure 2. The simulation is done by setting the vehicle as
empty and it is driving on a horizontal road with uniform and constant velocity. It is found that
the stability of the vehicle decreases as the cornering stiffness of the rear tire decreases.
Figure 1 Simulation on a Horizontal Road Figure 2 Simulation with Various Coefficient of

Cornering Stiffness for The Rear Tire
The simulation on the effect of declination angle towards vehicle stability can be seen in
Figure 3. The simulation is done with the assumption that the vehicle is empty, the velocity is
uniform, and tire is identical. Outputs from MATLAB shows that the cornering stiffness of the
front tire (𝑐𝑠1) becomes greater with greater angle of decline, which in turn makes the vehicle more
unstable. The simulation on the effect of passengers’ number and position towards vehicle stability
on a downhill road can be seen in Figure 4. It is observed that the empty vehicle becomes more
unstable on a declined road than the full vehicle. The simulation also shows that in a half-full
condition, the vehicle becomes more unstable when the passengers are concentrated on the
front part than on the back part.
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The determining factor here is the position of the center of mass, which shifts more backwards
as more passengers move to the back part of the vehicle, making the vehicle more stable. This
indicates the importance of the position of the center of mass towards stability.
4. CONCLUSION
Simulation results showed that deflated rear tire, marked by reduced coefficient of cornering
stiffness reduces the stability of the vehicle. Angle of declination of the road is also proven to give
negative effect towards the stability of the vehicle as it affects the wheel load. While going downhill,
simulation results showed that passengers’ number and configuration also affects the vehicle
stability, as the back position is considered more favorable towards vehicle stability. Further tests in
real situation are required to be able to determine accurately the extend of those effects on vehicle
stability.
REFERENCES
1. Atriana R. Ban Bocor, Penyebab Angkot Bawa Anjing Terguling di Tol Rawamangun [Internet].
detiknews. 2018 [cited 9 August 2020]. Available from: https://news.detik.com/berita/d-
4245605/ban-bocor-penyebab-angkot-bawa-anjing-terguling-di-tol-
rawamangun?_ga=2.125067914.1262075584.1596899392-2027520892.1570200795
2. Damaledo Y. Daftar Kecelakaan di Tol Cipularang dari 2011 hingga 2019 - Tirto.ID [Internet].
tirto.id. 2019 [cited 8 August 2020]. Available from: https://tirto.id/daftar-kecelakaan-di-tol-
cipularang-dari-2011-hingga-2019-ehpx
3. Rill G. Vehicle dynamics [lecture notes on Internet]. Regensburg: The Regensburg University of
Applied Sciences; 2007 [cited 2020 Aug 03].
4. Vorotovic G, Rakicevic B, Mitic S, Stamenkovic D. Determination of cornering stiffness through
integration of a mathematical model and real vehicle exploitation parameters. FME Transactions.
2013;41(1):66-71.
5. Singh K. Vehicle Sideslip Angle Estimation Based on Tire Model Adaptation. Electronics.
2019;8(2):199.
69
SOLID-STATE BETTERY DAMAGE MECHANISM DURING
CHARGE DISCHARGE CYCLE
Samuel Rahardian1*, Muhammad Hanif1, Bentang Arief Budiman1, Ignatius Pulung Nurprasetio1
[1] Faculty of Mechanical & Aerospace Engineering, Institut Teknologi
Bandung E-mail of corresponding author:
samuelrahardian@gmail.com
1. INTRODUCTION
Air pollution becomes one of the global problems that need to be solved. The development of
green technology requires the need for capable energy storage systems. One of the examples was
renewable power generation. Renewable power such as wind turbine requires an energy storage system
to store the electricity (1). Another green technology that requires electricity for its power was an electric
vehicle (EV) (2). EV requires electricity to power its electric motor. The power supply for the current
EV was battery as its energy storage. Based on the examples of the green technology stated before, the
main key for the development of electricity based green technology was the electric energy storage/
battery (3).
A current battery technology that is used electric vehicle, gadget, drone, etc. was lithium-ion
battery (LIB). Lithium has been used as the constituent material inside the battery due to its high energy
density. Currently, commercial LIB has reached 260 Wh/kg for energy density (4). LIB used liquid-
based material as its electrolyte which has flammable characteristics. The disadvantage of LIB was the
danger of fire or explosion due to a short circuit inside the battery. There are several possible causes for
short circuit and the most common occurrence was mechanical damage, thermal runway, and dendrite
formation. Thermal runway was the phenomenon when the rate of heat generation of the battery is
higher than the rate of heat dissipation and leads to an explosion (5). Dendrite was a root-like structure
that was formed when the battery is cycled. When the battery is cycled there is a chemical reaction
inside the battery and could form a dendrite from the lithium-ion transfer.
The recent development for battery technology was the usage of solid materials as its
electrolyte. The battery that uses solid materials as its electrolytes called solid-state battery (SSB) (6).
SSB could tackle the safety aspect problem that LIB had. Solid electrolyte has a non-flammable
characteristic to prevent the explosion or fire when the failure occurs inside the battery (7). The dendrite
formation also could be suppressed due to the rigidity of the solid electrolyte structure. The energy
density of SSB could be higher than conventional LIB. The simplicity of SSB cell consisting of cathode-
electrolyte-cathode and the cell could be easily stacked without many other components that could
increase the energy density of the SSB. However, besides SSB many advantages, due to solid electrolyte
usage, several problems occurred inside SSB. The capacity retention for SSB was still relatively low for
several electrolyte materials. Lithium-ions transferred from anode to cathode increasing its volume.
When using solid electrolyte, the expansion will be resisted by the electrode-electrolyte interface and
the stress occur. The stress concentration could lead to cracking or delamination of the interface which
could increase the internal resistance that could lower the SSB performance (8, 9).
This research was conducted to investigate the damage mechanism of the SSB during the cycle.
Cracking phenomena also investigated for better understanding and design iteration or material
selection for the SSB. Finite element analysis (FEA) was used to analyze the SSB cycle. FEA was used
because it provides faster computation and reduces the time needed to find the damage mechanism of
the SSB (10). With a better understanding of the damage mechanism aspect, the development for SSB
to be used in the real application could be increased significantly.
2. METHODOLOGY
The SSB cell that will be used in the numerical simulation consists of LiCoO2 (LCO) for the
70
cathode, Li10GeP2S12 (LGPS) for the electrolyte, and Indium (In) for the anode. The dimension for
cathode was 10mm for the diameter and 0.05 mm for the thickness. For the electrolyte, the diameter
was 10 mm and 0.45 mm for the thickness. For the anode, the diameter and the thickness were 8 mm
and 0.125 mm, respectively. The 3D model of one cell SSB shown in Figure 1.
Figure 1. SSB cell configuration
Material properties will determine the damage mechanism of the cell shown in Table 1. Meshing for
the electrolyte was using the Voronoi algorithm to provide a better representation of the polycrystalline
structure of the electrolyte (11).
Table 1. Material properties
Materials Young Modulus Poisson Referen

(E/GPa) Ratio (v) ce
LCO 191 0.24 J. Sakamoto (12)
LGPS 37.19 0.30 C. Y. Ouyang (13)
Indium 12.6 0.45 L. Parrini (14)

The numerical simulation was conducted for SSB cells to find the stress concentration and
crack occurrence inside the electrolyte due to electrode expansion. The maximum expansion for LCO
reached 2.2% and the maximum expansion for the Indium reached 17%. Crack inside SSB cell was
investigated from the cohesive element between each bulk electrolyte element. The maximum
principal stress occurs inside the SSB reached 468.23 MPa which is very high and this value could
result in mechanical damage inside the battery which is shown in Figure 2a. From Figure 2b it could
be seen that the crack occurs when the stiffness degradation (SDEG) ≥ 1 which could be seen from
the cohesive element deletion.
Figure 2. (a) Stress distribution for SSB cell. (b) Crack location inside the
electrolyte
71
4. CONCLUSION
The damage mechanism inside the SSB cell due to electrode expansion was conducted by numerical
simulation. The result shows that the maximum principal stress that occurred inside the cell reached 468.23
MPa and electrolyte crack occurred shown by the value of stiffness degradation ≥ 1 across which resulting
in the cohesive element deletion. Experimental work needs to be conducted to provide the validation for the
SSB model and the update of the crack properties.
REFERENCES
1. Juangsa FB, Budiman BA, Aziz M, Soelaiman TAF. Design of an airborne vertical axis wind turbine
for low electrical power demands. International Journal of Energy and Environmental Engineering.
2017;8(4):293-301.
2. Aziz M, Huda M, Budiman BA, Sutanto E, Sambegoro PL, editors. Implementation of Electric
Vehicle and Grid Integration. 2018 5th International Conference on Electric Vehicular Technology (ICEVT);
2018: IEEE.
3. Halimah PN, Rahardian S, Budiman BA. Battery Cells for Electric Vehicles. International Journal of
Sustainable Transportation. 2019;2(2):54-7.
4. Lin Z, Liu T, Ai X, Liang C. Aligning academia and industry for unified battery performance metrics.
Nature communications. 2018;9(1):1-5.
5. Sambegoro PL, Budiman BA, Philander E, Aziz M, editors. Dimensional and Parametric Study on
Thermal Behaviour of Li-ion Batteries. 2018 5th International Conference on Electric Vehicular Technology
(ICEVT); 2018: IEEE.
6. Rahardian S, Budiman BA, Sambegoro PL, Nurprasetio IP, editors. Review of Solid-State Battery
Technology Progress. 2019 6th International Conference on Electric Vehicular Technology (ICEVT); 2019:
IEEE.
7. Liang J, Luo J, Sun Q, Yang X, Li R, Sun X. Recent progress on solid-state hybrid electrolytes for
solid-state lithium batteries. Energy Storage Materials. 2019;21:308-34.
8. Koerver R, Zhang W, de Biasi L, Schweidler S, Kondrakov AO, Kolling S, et al. Chemo-mechanical
expansion of lithium electrode materials–on the route to mechanically optimized all-solid-state batteries.
Energy & Environmental Science. 2018;11(8):2142-58.
9. Zhang W, Schröder D, Arlt T, Manke I, Koerver R, Pinedo R, et al. (Electro) chemical expansion
during cycling: monitoring the pressure changes in operating solid-state lithium batteries. Journal of Materials
Chemistry A. 2017;5(20):9929-36.
10. Nurprasetio IP, Budiman BA, Triawan F. Failure investigation of plastic shredding machine’s flange
coupling based on mechanical analysis. Indonesian Journal of Science and Technology. 2017;2(2):124-33.
11. Zhang Y, Zhao C, Guo Z. Simulation of crack behavior of secondary particles in Li-ion battery
electrodes during lithiation/de-lithiation cycles. International Journal of Mechanical Sciences. 2019;155:178-
86.
12. Cheng EJ, Taylor NJ, Wolfenstine J, Sakamoto J. Elastic properties of lithium cobalt oxide (LiCoO2).
Journal of Asian Ceramic Societies. 2017;5(2):113-7.
13. Wang Z, Wu M, Liu G, Lei X, Xu B, Ouyang C. Elastic properties of new solid state electrolyte
material Li10GeP2S12: A study from first-principles calculations. Int J Electrochem Sci. 2014;9(2):562-8.
14. Ledbetter H, Sizova N, Kim S, Kobayashi H, Sgobba S, Parrini L. Internal friction and creep-recovery
in indium. Le Journal de Physique IV. 1996;6(C8):C8-317-C8-9.
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STUDI EKSPERIMENTAL PENGOLAHAN KOTORAN SAPI MENJADI
BAHAN BAKAR PADAT DAN PUPUK CAIR MENGGUNAKAN PROSES
TOREFAKSI BASAH
𝑉𝑖𝑐𝑡𝑜𝑟𝑖𝑎𝑛𝑜 𝐽𝑜𝑛𝑎𝑡ℎ𝑎𝑛 𝐿𝑒𝑛𝑑𝑒𝑛𝑔∗1 , 𝑃𝑎𝑛𝑑𝑗𝑖 𝑃𝑟𝑎𝑤𝑖𝑠𝑢𝑑ℎ𝑎2
1, 2
Energy Conversion Research Group, Faculty of Mechanical and Aerospace Engineering, Institut
Teknologi Bandung, Jl. Ganesha 10, Bandung 40132, Indonesia.
E-mail: victorjl@students.itb.ac.id
1. LATAR BELAKANG
Kotoran sapi sudah menjadi permasalahan yang dimiliki oleh setiap peternak karena jumlahnya
yang besar dan kurangnya pengetahuan dalam pengolahan kotoran sapi. Metode pengolahan yang paling
umum dilakukan adalah membuat kotoran sapi menjadi pupuk kompos atau pupuk kandang dengan cara
menyebarnya di ladang rumput yang nantinya akan menjadi makanan sapi-sapi tersebut kembali [1, 2]. Hal
ini memiliki dampak buruk bagi lingkungan. Polusi udara yang terjadi karena kotoran sapi yang bau dan
menghasilkan gas metana dan nitro oksida yang adalah gas rumah kaca. Polusi air juga terjadi diakibatkan
nutrisi berlebihan yang tidak dapat diserap oleh tanaman lalu larut dalam air tanah dan terbawa hingga
sungai dan danau, memicu pertumbuhan eceng gondok yang berlebihan [1, 2]. Oleh sebab itu, dibutuhkan
solusi dalam mengolah kotoran sapi menjadi sesuatu yang tidak memiliki dampak buruk bagi lingkungan
sementara meningkatkan nilai dari kotoran sapi itu sendiri.
Usulan solusi yang menjadi topik utama riset ini adalah dengan menggunakan proses torefaksi basah.
Torefaksi basah adalah proses yang meluruhkan material dengan media air bertekanan dan temperatur yang
tidak terlalu tinggi [3]. Proses ini dapat digambarkan sebagai campuran antara blender dan panci presto.
Proses ini menghasilkan dua produk, padatan dan cairan. Produk padatan akan dimanfaatkan sebagai bahan
bakar padat, sedangkan produk cairan akan dimanfaatkan sebagai pupuk cair [1].
Tujuan dari riset ini adalah untuk memperoleh karakteristik produk hasil torefaksi basah kotoran sapi
dan parameter proses optimum dalam proses torefaksi basah. Lingkupan riset ini adalah semua percobaan dan
pengujian dilakukan dalam skala laboratorium dan sampel diambil dari kotoran sapi lokal di Lembang (lihat
Gambar 1).
Gambar 1. Kotoran sapi yang menjadi masalah di Lembang
73
2. METODOLOGI
Sampel sebanyak 500-1000 gram (lihat Gambar 2) dimasukkan ke dalam reaktor berukuran 2,5L
(lihat Gambar 3), lalu ditambahkan air hingga seluruh sampel terbenam dalam air [4]. Tutup reaktor
dengan rapat, lalu nyalakan reaktor. Reaktor akan dipanaskan hingga temperatur 150-200 ℃ dan ditahan
selama waktu tertentu [5]. Setelah itu, reaktor didinginkan dan produk bisa diambil. Untuk memanfaatkan
produk padatan, harus dikeringkan terlebih dahulu dengan cara pengeringan dengan udara bebas (air-
dried), sedangkan cairan dapat dimanfaatkan secara langsung maupun setelah dilarutkan dengan air.
Gambar 2. Sampel kotoran sapi segar
Pengujian nilai kalor dari produk padatan menggunakan kalorimeter bom, sementara pengujian nilai NPK
dari produk cairan menggunakan NPK meter.
Gambar 3. Reaktor torefaksi basah
74
3. HASIL DAN DISKUSI
Produk padatan hasil torefaksi (lihat Gambar 4a) mengalami perubahan warna dari kuning
kecoklatan menjadi hitam kecoklatan. Produk padatan juga berubah bau menjadi seperti kopi. Padatan
ini juga menjadi lebih cepat dikeringkan dibandingkan dengan kotoran segar.
Sementara produk cairan hasil torefaksi (lihat Gambar 4b) memiliki warna hitam kecoklatan dan
bau yang sangat menyerupai kopi. Cairan ini berminyak dan sedikit lengket.
a). b).
Gambar 4. (a) Produk padatan hasil torefaksi. (b) Produk cairan hasil torefaksi
Pengujian menggunakan kalorimeter bom dan NPK meter dapat dilihat pada Gambar 5 dan Tabel 1 secara
berurutan.
25000
20000
Nilai Kalor (kJ/kg)
Raw
15000
150-30
170-30
200-30
5000
0
Gambar 5. Grafik nilai kalor produk padatan
Dapat dilihat pada Gambar 5 bahwa semakin tinggi temperatur proses, maka nilai kalor yang didapat juga
makin tinggi. Hal ini membuat temperatur 200 ℃ menjadi temperatur operasi yang berpotensi menjadi
temperatur preferensi. Untuk menentukan temperatur operasi, maka perlu juga meninjau hasil NPK pada
Tabel 1 berikut.
75
Tabel 1. Hasil pengujian NPK dari produk cairan
Kode Sampel N P (mg/kg) K (mg/kg)

(%BK)
150-30 1,21 319,51 670,65
175-30 1,13 389,46 830,27
200-30 1,08 488,01 890,21
Sampel yang diperlakukan pada temperatur 200 ℃ memiliki kandungan fosfor dan kalium yang lebih
tinggi daripada sampel di temperatur lain, akan tetapi memiliki kandungan nitrogen yang sedikit lebih
rendah. Dengan demikian, maka dapat ditentukan parameter proses optimum dalam proses torefaksi basah
ini adalah pada temperatur 200 ℃ dan ditahan selama 30 menit.
4. KESIMPULAN
Proses torefaksi basah dapat digunakan untuk mengolah kotoran sapi menjadi produk yang
memiliki nilai jual lebih tinggi dan memiliki sedikit hingga tidak ada dampak buruk bagi lingkungan.
Produk torefaksi basah yang dihasilkan memiliki perubahan warna, tekstur, dan bau menjadi lebih
dapat diterima secara umum. Produk yang dihasilkan berupa padatan dan cairan, yang dapat diolah
lebih lanjut hingga menjadi bahan bakar padat dan pupuk cair. Semakin tinggi temperatur operasi
hingga titik tertentu, maka semakin tinggi nilai kalor, kandungan fosfor, dan kandungan kaliumnya,
dan semakin rendah kandungan nitrogennya. Parameter optimum proses torefaksi basah adalah pada
temperatur 200 ℃ dan ditahan selama 30 menit. Nilai kalor yang dimiliki oleh produk padatan adalah
19 MJ/kg, mengalami peningkatan dari kotoran sapi segar sebanyak 30%. Kandungan NPK dari
produk cairan adalah 1,08 %BK, 488,01 mg/kg, dan 890,21 mg/kg secara berurutan.
DAFTAR PUSTAKA
1. Font-Palma, Carolina. Methods for the Treatment of Cattle Manure – A Review.

Journal of Carbon Research. University of Chester, UK, 2019
2. Chambers, B.; Nicholson, N.; Smith, K.; Pain, B.; Cumby, T.; Scotford, I. Making
Better Use of Livestock Manures on Arable Land, 2nd ed.; Ministry of Agriculture,
Fisheries and Food: London, UK, 2001
3. Y. Liu. Energy and Water Pollution. University of Canada. 2018.
4. L.Liang. Using Liquid Streams as The Moisture Source During The Hydrothermal
Carbonization of Municipal Solid Waste. 2013.
5. K. Yoshikawa dan P. Prawisudha. Hydrothermal Treatment of Municipal Solid
Waste for Producing Solid Fuel. Application of Hydrothermal Reactions to Biomass
Conversion, Shanghai. 2014.
76

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COMPILATION OF EXTENDED ABSTRACTS PRESENTED

IN THE 1ST JOINT SYMPOSIUM

JOINTLY ORGANIZED BY:

INSTITUT TEKNOLOGI BANDUNG

AUGUST 19TH, 2020

ANALYSING THE HEAD LOSS OF THE B20 POLISHING SYSTEM ............................................ 3

COMPRESSIVE BEHAVIOR OF COLUMN STRUCTURE WITH FOLDED PATTERN

DEVELOPMENT OF STRUCTURAL HEALTH MONITORING FOR DETECTING CRACKS IN

E-TRIKE STABILITY AND MANEUVERABILITY ANALYTICAL PARAMETIC STUDY ....... 15

EVALUASI KEKUATAN STRUKTUR PADA SPHERICAL PRESSURE VESSEL

LQR CONTROL DESIGN FOR TWO-WHEELED SELF-BALANCING MOBILE ROBOT .......... 24

MINIMIZING DYNAMIC LOADING RESONANCE OF E-TRIKE BATTERY PACK

MY EXPERIENCE OF COMPLETING AN INDUSTRIAL PLACEMENT IN THE TECHNOLOGY

NUMERICAL SIMULATION OF IMPACT ATTENUATOR TO LOOK FOR THE MOST

PENGALAMAN MENJADI RELAWAN COVID-19 DALAM BIDANG TEKNIK MESIN ........... 39

PENGARUH GEOMETRI TERHADAP PERFORMA LATENT HEAT THERMAL ENERGY

RECONDITION OF 3D PRINTER WITH METAL ADDICTIVE MANUFACTURING ................. 63

SIMULATION OF FACTORS AFFECTING CORNERING STIFFNESS AND STABILITY OF A

SOLID-STATE BETTERY DAMAGE MECHANISM DURING CHARGE DISCHARGE CYCLE

STUDI EKSPERIMENTAL PENGOLAHAN KOTORAN SAPI MENJADI BAHAN BAKAR

A.D.S. Friska1, H.B. Aditiya1 *

Table 1. Specification of pipe used in the polishing system

Type pipe Length Material

The Reynold number is calculated by

While the head loss of the pipe is obtained by

3. RESULT AND DISCUSSION

2.2 Finite Element Model

2.3 Analysis Procedure

Figure 4. The example output of stress and

3. RESULTS AND DISCUSSION

(a) (b) (c)

(a) (b) (c)

(a) (b) (c)

Indonesia Corresponding author, e-mail

3. RESULTS AND DISCUSSION

1. Aris KM, Mustapha F, Sapuan S, Majid D. A Structural Health Monitoring of a Pitch

R Lestaluhu1, S Rahardian1, B A Budiman*1

Figure 1. E-Trike prototype dimension

2.2 E-Trike center of gravity and turning radius

Table 1. E-Trike Center of Gravity Parameter

Parameter Reference Notation Value

3. Results and Discussion

3.1 The design concept for stability

3.2 Maximum velocity

Figure 2. Center of gravity in Z-axis vs Maximum Velocity

Table 2. The E-Trike improved value of the center of gravity

[1] Mechanical Engineering Universitas

3. HASIL DAN DISKUSI

Gambar 2 Pembebanan Sistem

3.2.2. Evaluasi Kasus

Tabel 3 Evaluasi Pengujian Stress Pada Kasus Design

B) Kasus Operating (Pd+Ps+D+0,6W+T)

Tabel 5 Evaluasi Pengujian Stress pada Kasus Operating

3.2.3. Sisa Umur

𝐶𝑜𝑟𝑟𝑜𝑠𝑖𝑜𝑛 𝐴𝑙𝑙𝑜𝑤𝑎𝑛𝑐𝑒 3𝑚𝑚

[1] Department of Mechanical Engineering, Faculty of Engineering and Technology, Sampoerna

Figure 1. Two-wheeled mobile robot as an inverted pendulum model.

By substituting 𝑥1 = 𝑥, 𝑥2 = 𝑥̇, 𝜃1 = 𝜃, and 𝜃2 = 𝜃̇, we can construct a state-space equation

3. RESULTS AND DISCUSSION

𝑀𝑢ℎ𝑎𝑚𝑚𝑎𝑑 𝐹𝑎𝑟𝑘ℎ𝑎𝑛 𝐴𝑏𝑑𝑖𝑙𝑙𝑎ℎ1 , 𝐵𝑒𝑛𝑡𝑎𝑛𝑔 𝐴𝑟𝑖𝑒𝑓 𝐵𝑢𝑑𝑖𝑚𝑎𝑛1∗

*Corresponding author, e-mail bentang@ftmd.itb.ac.id

3. RESULTS AND DISCUSSION

Rear Side Deformation Frequency Response

1. S. S. Arora, Review of mechanical design and strategic placement technique of a robust