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<![CDATA[EFEK PENGADUKAN SAAT PELAPISAN TEMBAGA PADA ALUMUNIUM TERHADAP LAJU KOROSI ]]>
<![CDATA[Syamsuir]]>;
<![CDATA[Hamzah Fajar]]>;
<![CDATA[Kurniawan Widodo]]>;
<![CDATA[Sopiyan]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 6 No. 1 (2019) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.6.1.8
<![CDATA[Penggunaan alumunium yang dilapis tembaga akan lebih ekonomis jika dibandingkan dengan pengunaan tembaga pejal. Saat ini penggunaan tembaga dalam dunia medis banyak dibutuhkan,karena dapat berfungsi sebagai anti bakteri (oligodinamik). Dalam penelitian ini akan dilakukan proses elektroplating dengan pelapis tembaga di atas substrat alumunium. Pada proses elektroplating tersebut akan ditambahkan juga proses pengadukan sebesar 300 rpm. Hal ini dilakukan agar distribusi ion merata. Pada proses elektroplating tembaga menggunakan kuat arus 20 mA,voltase 1,2 V selama 30 menit dengan komposisi larutan CuSO4 220gr/L dan H2SO4 20ml/L. Bedasarkan hasil uji korosi yang di dapat dengan diaduk maka laju korosinya meningkat. Laju korosi terendah pada substrat yang telah di lapisi dengan tembaga tanpa pengadukan. Terlihat pergeseran potensial korosi (Ekorosi) sekitar ±0,4V ketika dilapisi dengan tembaga, baik dengan pengadukan maupun tidak. Permukaan lapisan tembaga terlihat lebih seragam ketika dilakukan pengadukan saat proses elektroplating.]]>
<![CDATA[ANALISIS KEGAGALAN PEGAS DAUN KENDARAAN BUS DENGAN KAPASITAS 7 TON ]]>
<![CDATA[Basori]]>;
<![CDATA[Asmawi]]>;
<![CDATA[Togar Pasaribu]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 6 No. 1 (2019) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.6.1.4
<![CDATA[Pegas daun merupakan salah satu komponen utama dalam sistem suspensi pada sebuah kendaraan. Apabila terjadi kerusakan pada pegas daun tersebut dampak yang dihasilkan dapat mengakibatkan terjadinya kecelakaan. Penelitian ini bertujuan untuk mendapatkan faktor penyebab terjadinya kegagalan pada pegas daun bus dengan kapasitas 7 ton. Metode yang digunakan dalam penelitian ini adalah pengujian metalografi menggunakan ASTM E 3 dan ASTM E 112, pengujian kekerasan dilakukan dengan standar kekerasan ASTM E 92 dan SNI 19-0409-1989, dan pengujian komposisi kimia menggunakan uji ASTM A 751. Hasil pengujian makro pada pegas daun yang mengalami patah berada di sebelah kiri dengan lebar 80 mm dan panjang 100 mm, hasil pengujian mikrostruktur pada patahan terlihat adanya Sulphide Stress Cracking (SSC) dan terbentuk martensit halus serta austenite sisa berwarna putih. Sedangkan hasil uji komposisi kimia menunjukkan adanya penurunan unsur kimia Cr sebesar 0,11% dan unsur kimia C sebesar 0,075%. Hal ini disebabkan oleh kelelahan material akibat pembebanan dinamis.]]>
<![CDATA[PENGARUH PENAMBAHAN UNSUR NIKEL/ KARBON PADA DEPOSIT LAS ELEKTRODA E6013 TERHADAP SIFAT MEKANIK ]]>
<![CDATA[Syaripuddin]]>;
<![CDATA[Khotijah Rohma]]>;
<![CDATA[Ferry Budhi Susetyo]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 6 No. 1 (2019) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.6.1.5
<![CDATA[Penelitian ini bertujuan untuk mengetahui adakah pengaruh pelapisan nikel dan penambahan unsur karbon pada elektroda E6013 terhadap sifat mekanik hasil pengelasan baja karbon rendah yang menyangkut nilai kekerasan. Metode dalam penelitian ini adalah metode eksperimen. Penelitian ini menggunakan jenis baja berkarbon rendah yang mengandung unsur kimia 0,158% C, 0,013% Si, 0,86% Mg, 0,015% Fosfor, 0,016 % S dan 98,9% Fe. Lalu menggunakan elektroda E6013 di elektroplating Nikel dan adanya penambahan unsur Karbon.. Pengelasan menggunakan jenis las SMAW. Hasil penelitian menunjukkan bahwa nilai kekerasan paling tinggi terdapat pada sambungan SMAW pelat baja yang di las menggunakan elektroda yang telah dilapisi Nikel dan ditambahkan Karbon. Dengan menambahkan Nikel kekerasan pada permukaan baja yang di las lebih meningkat dari 144.8 VHN menjadi 278.86 VHN. Dengan menambahkan Karbon kekerasan pada permukaan baja lebih meningkat dari 144.8 VHN menjadi 247.9 VHN. Dengan menambahkan Nikel dan Karbon kekerasan pada permukaan baja lebih meningkat dari 132.28 VHN menjadi 445.88 VHN.]]>
<![CDATA[PENGARUH PENCAMPURAN BIOETHANOL SEBAGAI BAHAN BAKAR TERHADAP PERFORMA MESIN DAN EMISI GAS BUANG PADA MOTOR BENSIN EMPAT LANGKAH SATU SILINDER ]]>
<![CDATA[Darwin Rio Budi Syaka]]>;
<![CDATA[I Wayan Sugita]]>;
<![CDATA[Cahya Raiza Mahendra]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 7 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.7.1.7
<![CDATA[Indonesia's limited fossil energy reserves trigger the emergence of the fuel crisis problem in Indonesia. To overcome the problems of fuel scarcity several ways can be done, among others, by mixing fuel and bioethanol. The use of bioethanol is one of the efforts to utilize biomass energy sources because bioethanol is an environmentally friendly alternative fuel. For this reason, the author mixed the fuel RON 88 and bioethanol with the percentage of fuel variations 100% RON 88 (E0),10% bioethanol-90% RON 88 (E10), 20% bioethanol-80% RON 88 (E20). The research method used in this study is an experimental method carried out in the laboratory using a four-stroke gasoline motor. Variations of engine speed used are 3000 rpm, 4000 rpm, 5000 rpm, 6000 rpm, and 700 rpm. Then search fuel mixture is tested alternately through a motorcycle connected to the chassis dynamometers and exhaust gas analyzer. Based on the test results, the use of bioethanol as a fuel mixture for RON 88 is proven to be able to increase power and torque and reduce exhaust emissions. The test results show that the best increase in power and torque when using a mixture of RON 88 fuels and 20% bioethanol (E20) with a percentage increase in torque of 0.1 Nm (2.12%) and a maximum power of 0.01 kW (0.53%), as well as fuel consumption. Fuel consumption decreases by 0.001 ml/second date engine speed of 3000 rpm to 5000 rpm. And the best reduction in exhaust emission testing for CO and HC levels was obtained when using a mixture of RON 88 fuel and 20% bioethanol (E20).]]>
<![CDATA[ANALISIS PERAWATAN PADA KOMPONEN MESIN DEGREASER DI PT X ]]>
<![CDATA[Ferry Budhi Susetyo]]>;
<![CDATA[Ragil Sukarno]]>;
<![CDATA[Khulaifiyah]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 7 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.7.1.3
<![CDATA[In maintenance activities at PT. X, which is engaged in the sports equipment industry, is not doing well. So that it can reduce the targeted production results in a day. For that, it is necessary to know the critical components in the degreaser machine that cause the machine to stop. The first thing to do in this research is to select the critical components using a Pareto diagram. Based on the Pareto diagram, it was found that the chain component is a critical component with the amount of damage 4 times (11.76%). The Weibull distribution with two parameters is used to determine the time between failures so that it can be determined when to replace critical components to minimize the damage that occurs. From the calculation of the chain components, the value of the Weibull parameter is obtained from the repair time = 1.101; = 5,331 and the value of MTTR = 1,003 hours. While the value of the Weibull parameter using the operational time is = 1686.458; = 2,205 and MTTF value = 1584.748 hours. From the calculation, the reliability level of the chain components is 90% for 605.438 hours and 80% for 863.348 hours.]]>
<![CDATA[FENOMENA KEKERASAN, IMPAK, DAN STRUKTUR MIKRO BAJA 0.074 wt.% KARBON PASCA QUENCHING COOLANT ]]>
<![CDATA[Basori]]>;
<![CDATA[Agung Iswadi]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 7 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.7.1.5
<![CDATA[In this research the process of heating the steel material with a carbon content of 0.074 wt % to a temperature of 1000°C. The steel is subject to variations in holding time in the furnace for 10, 20, and 30 minutes. Then various steel that has been held at furnace quenched with coolant media. After quenching, the hardness is measured using the Vickers hardness test and tested with Charphy's impact to know the value of energy absorption. After mechanical testing, everything was finished then proceeds with the optical microscope. The longest holding time affected decreases the hardness and, the impact value will increase. Hardness and impact value are inversely proportional to the variation of holding time that has been done. The specimens formed are ferrite and pearlite based on microstructure observation.]]>
<![CDATA[KEHILANGAN MASSA LAPISAN TEMBAGA-NIKEL/TEMBAGA-NIKEL-SILIKON PADA LARUTAN HCl ]]>
<![CDATA[Siska Titik Dwiyati]]>;
<![CDATA[Muhammad Teguh Pangestu]]>;
<![CDATA[Syamsuir]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 7 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.7.1.4
<![CDATA[The purpose of this study was to determine the effect of variations in the electroplating time of copper-nickel and copper-nickel-silicon on the corrosion rate of low carbon steel. Copper-nickel and copper-nickel-silicon electroplating were carried out for 10, 20, and 30 minutes. Then the corrosion test was carried out using the weight reduction method for 60 minutes, but every 15 minutes the sample was weighed to see the mass lost. The corrosion rate of copper-nickel plating specimens on low carbon steel in a 3.5% HCl corrosive solution at a plating time of 30 minutes has the highest resistance compared to other time variations of copper-nickel specimens, namely the 15th-minute mass loss of 0.0022 grams. , the mass loss of the second 15 minutes (30 minutes) was 0.0014 grams, the mass loss of the third 15 minutes (45 minutes) was 0.0014 grams, and the mass loss of the fourth 15 minutes (60 minutes) was 0.0021 grams. The corrosion rate of copper-nickel-silicon plating specimens on low carbon steel in a 3.5% HCl corrosive solution at a plating time of 20 minutes has the highest resistance compared to other time variations, namely mass loss in the first 15 minutes of 0.0021 grams, mass loss The second 15 minutes (30 minutes) was 0.0008 grams, the mass loss in the third 15 minutes (45 minutes) was 0.0013 grams, and the mass loss for the fourth 15 minutes (60 minutes) was 0.0015 grams.]]>
<![CDATA[HUBUNGAN PENERAPAN SOP SERVIS RINGAN (TUNE UP) SEPEDA MOTOR TERHADAP KINERJA MEKANIK BENGKEL DI JAKARTA ]]>
<![CDATA[Adi Tri Tyassmadi]]>;
<![CDATA[F. Supriadi]]>;
<![CDATA[V. Faiz Akbar]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 7 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.7.1.2
<![CDATA[This study aims to determine the relationship of the application of light motor service SOP (tune-up) to Workshop mechanical performance in Jakarta. This study was conducted at 15 Workshop in Jakarta as representatives with data obtained from 45 mechanics and how big is the relationship of motorcycle tune-up service to mechanical performance. This research is a quantitative descriptive research method with regression and correlation. In this research, the percentage of application of service SOP as an independent variable and mechanical performance as a dependent variable. In this study using 45 respondents mechanics, the 45 mechanics will be a sample of research. The data collection method used is by the method of filling the questionnaire (form) on the independent variable is the percentage of application of SOP service and documents for the dependent variable is the mechanical performance. From the results of the research, it is evident that the variable (x) has a relationship to the variable (y) that is equal to 14.54% and the rest can be obtained from other factors. And between the variable (x) and the variable (y) has a positive relationship, ie the resulting value will be directly proportional.]]>
<![CDATA[KEKERASAN DAN KETAHANAN KOROSI LAPISAN KERAS DI ATAS PERMUKAAN BAJA KARBON ]]>
<![CDATA[Yunita Sari]]>;
<![CDATA[Akmal Nashrullah]]>;
<![CDATA[Sopiyan]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 7 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.7.1.1
<![CDATA[Low carbon steel is widely applied to make heavy equipment, such as bucket excavators because it has a combination of material properties such as strength, ductility, corrosion resistance, and good formability. The use of this excavator bucket requires high strength and high corrosion resistance. Because the excavator bucket always rubs against the ground, it is necessary to do hard facing to increase the hardness of this excavator bucket. This research examines the effect of coating and heat treatment on low carbon steel to increase hardness and corrosion resistance. The plating process uses manganese alloy steel and chrome alloy steel, then heat-treated to a temperature of 1000°C and holding time for 10 minutes, then cooled using water media. From the test results, it was found that coating using chrome alloy steel has higher hardness and corrosion resistance than coating using manganese alloy steel because chrome is harder and corrosion-resistant than manganese.]]>
<![CDATA[PENGARUH VARIASI TEKANAN SANDBLASTING TERHADAP LAPISAN HASIL POWDER COATING ]]>
<![CDATA[Syamsuir]]>;
<![CDATA[Yos Nofendri]]>;
<![CDATA[Boy Martino]]>;
<![CDATA[Naufan Erzha Sulistiono]]>;
<![CDATA[Galih Panji Saputro]]>;
<![CDATA[Ihsan Ady Prasetyo]]>;
<![CDATA[Afdhal Fuaddy]]>
<![CDATA[ Jurnal Konversi Energi dan Manufaktur Vol. 7 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Negeri Jakarta ]]>
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DOI: 10.21009/JKEM.7.1.6
<![CDATA[The problem of motor vehicles made from low carbon steel is corrosion. Almost all automotive components require coatings with the aim of protecting structures that are generally made of carbon steel from corrosion attacks. There are many techniques in painting, one of which is the powder coating technique, which is powder paint (powder) which can be loaded with static electricity to facilitate the process of painting using objects made of metal. Surface preparation needs to be done before the powder coating process is carried out. The most common preparation is by sandblasting, administration of phosphoric acid, or sandpaper. From the three preparations mentioned, the sandblasting method can be adjusted so that the pressure can get the desired roughness. So in this study, the effects of sandblasting pressure (4,5, and 6 bar) on the powder coating layer will be discussed. From the research that has been done, specimens with a pressure of 5 bar showed the highest abrasion resistance and contact angle.]]>
