1. MOTOR BAKAR
( 3 SKS)

2. Tujuan Instruksional Umum (TIU)
Mahasiswa mampu memahami tentang prinsip dasar pembakaran dari motor bakar dan mampu menganalisa penggunaan motor bakar sebagai tenaga penggerak

3. Materi Perkuliahan
Pertimbangan pemilihan sistem penggerak utama di kapal
Motor Diesel sebagai penggerak utama
Prinsip-prinsip dasar tentang ICE,
Jenis-jenis dan komponen ICE,
Proses pembakaran ICE
Unjuk kerja motor diesel,
Turbo charger,
Engine rating,

4. Materi Perkuliahan Prinsip pengujian unjuk kerja motor diesel.
Emisi Gas Buang Motor Diesel
Engine Propeller Matching
System penunjang motor diesel yang meliputi system start, system bahan bakar, system pelumas serta system pendingin,
Prinsip pembakaran pada Turbin Gas
Prinsip pembakaran pada Turbin Uap

5. References Marine Engineering, Roy L. Harington, SNAME
Related Articles / Journals

6. Metode Pembelajaran
Ceramah & Tanya jawab
Diskusi / Presentasi

8. Ship Design EFFECTIVE EFFICIENT SAFE
it must meet the owner's needs as laid down in the ship requirements.
(Capacity and size; Cargo handling; Influence of nature of goods carried; Speed; Maneuverability; Machinery etc.)
EFFICIENT
It must carry out its functions reliably and economically.
(Economy; Availability)
SAFE
It must be able to operate under the expected conditions without incident and to survive more extreme conditions and accidents within an agreed level of risk.

9. The Design Process FEASIBILITY STUDIES CONTRACT DESIGN FULL DESIGN
The aim at the feasibility stage is to confirm that a design to meet the requirements is possible with the existing technology and to a size and cost likely to be acceptable to the owner.
CONTRACT DESIGN
Once the owner has agreed to the general size and character of the ship more detailed designing can go on. The contract design, as its name implies, is produced to a level that it can be used to order the ship from a shipbuilder, or for a contract price to be quoted. At this stage all major features of the ship will be fixed.
FULL DESIGN
The detailing of the design can now proceed leading to the drawings, which are needed by the production department to build the ship.

11. CRITERIA FOR CHOOSING THE MAIN ENGINE
Required horsepower
Weight
Space
Capital cost
Running costs
The ship’s requirement for electrical power and heat
Reliability and maintainability
The ship’s requirement for maneuvering ability and/or for slow-speed operation
Ease of installation
Vibration
Noise and other signatures
Availability

12. Required Horsepower EHP Vs Vs T : Thrust (Gaya Dorong) RT THP DHP SHP
EHP : Effective Horse Power
THP : Thrust Horse Power
DHP : Delivered Horse Power
SHP : Shaft Horse Power
BHP : Brake Horse Power
EHP : the power we would have to use to tow the ship without　propulsive system Vs Vs
EHP
T : Thrust
(Gaya Dorong) RT
THP : the power produced by the propeller’s thrust
THP
DHP
SHP
BHP

13. Propulsive Coefficient
Required Horsepower
EHP = Vs x RT
THP = VA x T
PC = EHP / DHP
Propulsive Coefficient
EHP : kW
Vs : m/s
RT : kN
s = DHP / SHP
Shaft Efficiency
G = SHP / BHP
Gear Efficiency Vs Vs
= H x O x R PC G s
THP
BHP
SHP
DHP
EHP RT

14. Required Horsepower
Type of propulsion
Number of propulsion

15. Weight & Space
As far as the main engines are concerned space and weight generally go together, but if a trade-off between weight and space is possible, then ships designed on a deadweight basis should be fitted with the lighter machinery, even if this takes more space, whilst those designed on a volume basis should be fitted with the less bulky machinery even if this is heavier.
In the design of warships, planning craft and catamarans, the need for a high speed from a relatively small ship makes the power/weight ratio a matter of vital importance.
On warships space, like weight, is at a premium and the power/volume ratio is very important.

16. Capital and Running Cost
The cost of the main engine and the systems
The most important item of running costs is the annual fuel bill
Two fundamentally different ways of minimizing expenditure on fuel:
(i) by fitting as fuel efficient an engine as possible even if this requires a relatively expensive fuel; or
(ii) by the use of machinery which can burn a cheap fuel even if its specific consumption is comparatively high

17. The ship’s requirement for electrical power and heat
Because the main engine will generally be able to burn a cheaper fuel than is required by the generators, the use of the main engine(s) to provide electrical energy and/or heat for engine auxiliary plant and hotel services via shaft driven alternator(s) and exhaust gas boiler(s) respectively can have an important influence on running costs.

18. ALTERNATIVE MAIN ENGINE TYPES
Diesel Engine
Gas Turbine
Steam Turbine

19. Diesel Engine Low Speed 60 – 150 Medium Speed 450 – 800 High Speed
Ex.
7000 kW
100 rpm
31 7 tonnes
285 m3
7650 kW
520 rpm
153 tonnes
191 m3
1300 rpm
21 tonnes
40 m3
Power
Up to
97,300 kW
1080MC B&W
23,450 kW
18 V PC 4.2
Pielstick
8,200 kW
V20 M.T.U
SFOC
g/kWh
174 down to 156
200 down to 167
250 down to 187

21. Low-speed diesel machinery arrangement

22. Medium-speed diesel machinery arrangement

25. COGOG
CODOG
CODAG