PSI - Issue 27

Volume 2 7 • 2020

ISSN 2452-3216

ELSEVIER

The 6th International E-Conference on Industrial, Mechanical, Electrical and Chemical Engineering (ICIMECE 2020) Special Symposium - Integrity of Mechanical Structure and Materia

Guest Editors: Adit y a R io P ra b o w o Ub aidillah Fitrian I maduddin

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Procedia Structural Integrity 27 (2020) 1–5

6th International Conference on Industrial, Mechanical, Electrical and Chemical Engineering (ICIMECE 2020) Editorial: Integrity of Mechanical Structure and Material Aditya Rio Prabowo*, Ubaidillah, Fitrian Imaduddin Department of Mechanical Engineering, Universitas Sebelas Maret, Surakarta, Central Java 57126, Indonesia

© 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under responsibility of the organizers of ICIMECE2020 © 2020 The Authors. Published by ELSEVIER B.V. This is an open-access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under the responsibility of the organizers of ICIMECE2020

Keywords: Computational analysis; Laboratory experiment; Advanced material and characterization; Critical structures and infrastructures

The International Conference on Industrial, Mechanical, Electrical, and Chemical Engineering (ICIMECE) was formerly known as the International Conference in Mechanical, Electrical, and Chemical Engineering (IMECE). It was first held in November 2015 by Members of Engineering Faculty, Universitas Sebelas Maret (UNS), Surakarta, Indonesia. Every year, the Engineering Faculty organizes ICIMECE as a technical conference offering the possibility to present research updates, share new ideas, and foster collaborations. The ICIMECE conference has become a key event for all those interested in current developments in mechanical engineering, electrical engineering, industrial engineering, and chemical engineering, where to meet university researchers, government scientists, private sector developers, and industrial practitioners. Papers in the former conference series have successfully been published in the conference proceedings, which are indexed by Scopus. The conference theme in the 6th ICIMECE 2020 is designated to be “Towards the development of intelligent green technology to contribute high energy efficiency with low environmental impact .“ The conference will address the practical engineering application (mechanical, electrical, energy and power engineering, industrial engineering, and chemical engineering). This conference provides opportunities for the delegates to exchange new ideas face-to-face to bring together leading academic scientists, researchers, and research scholars to exchange and share their experiences and research results on all aspects of engineering, science, and technology.

* Corresponding author. Tel.: +62-271-632-163; fax: +62-271-632-163 E-mail address: aditya@ft.uns.ac.id

2452-3216 © 2020 The Authors. Published by ELSEVIER B.V. This is an open-access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under the responsibility of the organizers of ICIMECE2020

2452-3216 © 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under responsibility of the organizers of ICIMECE2020 10.1016/j.prostr.2020.07.001

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As the inauguration of the beginning of the decade, ICIMECE 2020, which is handled by the Department of Mechanical Engineering, Universitas Sebelas Maret (UNS), initiates collaboration with European Structural Integrity Society (ESIS) and Elsevier to arrange a Special Symposium entitled Integrity of Mechanical Structure and Material . Selected papers of this symposium are compiled for publication in Procedia Structural Integrity by Elsevier. The papers are subjects of rigorous screening and evaluation, which only selected contributions with dedicated discussion to material and structure are included for this volume publication. Fields of the papers are within the area of the engineering branches as follows:  Advanced material and characterization  Materials (and their selection), corrosion, and other forms of degradation  Technical testing and measurement  Infrastructure engineering and earthquake engineering  Structure-fluid-soil interaction and wind engineering  Fire engineering; blast engineering and structural reliability/stability  Life assessment/integrity and structural health monitoring  Multi-hazard engineering, structural dynamics, and optimization  Experimental modelling and performance-based design  Definition of the ocean environment and loads exerted by waves, currents, winds, and tides  Seabed foundations and structural interaction  Collision mechanics, fatigue, and fracture  Evaluation of static and dynamic structural response, including collapse behavior This edition of the ICIMECE Conference and Symposium was characterized by the outstanding contribution of researchers and reviewers, which come from every component of the Triple Helix Model of Innovation, including government sides, R&Ds of private sectors, and academia researchers from Indonesia and Worlds. The selected papers for this special issue are summarized below: Numerical Investigation against Laboratory Experiment: An Overview of Damage and Wind Loads on Structural Design Aldias Bahatmaka a,b , Dong-Joon Kim c , Aditya Rio Prabowo d a Daewoo Shipbuilding and Marine Engineering (DSME).Co.Ltd, South Korea b Interdisciplinary Program of Marine Design Convergence, Pukyong National University, South Korea c Department of Naval Architecture and Marine Systems Engineering, Pukyong National University, South Korea d Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia Free Vibration Analysis of Interfacial Debonded Sandwich of Ferry Ro- Ro’s Stern Ramp Door Tuswan Tuswan a , Achmad Zubaydi a , Bambang Piscesa b , Abdi Ismail a , Muhammad Fathi Ilham a a Department of Naval Architecture, Institut Teknologi Sepuluh Nopember, Indonesia b Department of Civil Engineering, Institut Teknologi Sepuluh Nopember, Indonesia Investigation of Industrial and Agro Wastes for Aluminum Matrix Composite Reinforcement Hammar Ilham Akbar, Eko Surojo, Dody Ariawan Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia Fracture and Damage to the Material accounting for Transportation Crash and Accident Ridwan a , Teguh Putranto b , Fajar Budi Laksono c , Aditya Rio Prabowo a a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Department of Civil Engineering and Architecture, Tallinn University of Technology, Estonia c Department of Research and Development, DTECH-Engineering, Indonesia Recent Developments on Underwater Welding of Metallic Material Eko Surojo, Ericha Dwi Wahyu Syah Putri, Eko Prasetya Budiana, Triyono Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia

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Finite Element Based Analysis of Steering Construction System of ORCA Class Fisheries Inspection Ship Astarry Nugroho a , Haris Nubli b , Aditya Rio Prabowo c , Khaerohman d , Hartono Yudo e a A.P. Moller-Maersk Line, Jakarta, Indonesia b Pukyong National University, Busan, South Korea c Universitas Sebelas Maret, Surakarta, Indonesia d Politeknik Maritim Negeri Indonesia, Semarang, Indonesia e Universitas Diponegoro, Semarang, Indonesia Current Research and Recommended Development on Fatigue Behavior of Underwater Welded Steel Ericha Dwi Wahyu Syah Putri, Eko Surojo, Eko Prasetya Budiana, Triyono Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia Effect of Reinforcement Material on Properties of Manufactured Aluminum Matrix Composite Using Stir Casting Route Hammar Ilham Akbar, Eko Surojo, Dody Ariawan, Galang Ariyanto Putra, Reyhan Tri Wibowo Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia Structural Assessment of an Energy-Efficient Urban Vehicle Chassis using Finite Element Analysis – A Case Study Angga Kengkongan Ary, Aditya Rio Prabowo, Fitrian Imaduddin Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia Land and Marine-based Structures subjected to Explosion Loading: A review on Critical Transportation and Infrastructure Aditya Rio Prabowo a , Quang Thang Do b , Bo Cao c , Dong Myung Bae d a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Department of Naval Architecture and Ocean Engineering, Nha Trang University, Vietnam c China Shipbuilding Industry Corporation Economic Research Center, China d Department of Naval Architecture and Marine Systems Engineering, Pukyong National University, South Korea Thermogravimetry and Interfacial Characterization of Alkaline Treated Cantala fiber/Microcrystalline Cellulose-Composite Sakuri Sakuri a,b , Eko Surojo a , Dody Ariawan b a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Department of Mechanical Engineering, STT Wiworotomo, Indonesia Hydrodynamic and Structural Investigations of Catamaran Design Rizki Ispramudita Julianto a , Teguh Muttaqie b,c , Ristiyanto Adiputra d , Syamsul Hadi a , Raymundus Lullus Lambang Govinda Hidajat a , Aditya Rio Prabowo a a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Department of Naval Architecture and Marine Systems Engineering, Pukyong National University, South Korea c Agency for the Assessment and Application of Technology, Indonesia d Department of Marine Systems Engineering, Kyushu University, Japan Finite Element Analysis of Different Artificial Hip Stem Designs Based on Fenestration under Static Loading Ikhsan a , Aditya Rio Prabowo b , Jung Min Sohn c , Joko Triyono b a Graduate School of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia c Interdisciplinary Program of Marine Convergence Design, Pukyong National University, South Korea

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Achievements in Observation and Prediction of Cavitation: Effect and Damage on the Ship Propellers Muhammad Yusvika a , Aditya Rio Prabowo a , Seung Jun Baek b , Dominicus Danardono Dwi Prija Tjahjana a a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Mid-size Initial Ship Design Unit, Korea Research Institute of Ships and Ocean Engineering, South Korea Improvement of Auto Checking Hardness Machine using Several Material Series of Aluminum Structural Frame: Case Study on Mitutoyo HR-522 Hardness Tester Bernardus Plasenta Previo Caesar a , Iwan Istanto b , Pandu Sandi Pratama c , Joung Hyung Cho d , Aditya Rio Prabowo a a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Agency for the Assessment and Application of Technology (BPPT), Indonesia c Cobot Co., Industry Research Building, Dong-A University, South Korea d Department of Industrial Design, Pukyong National University, South Korea Crashworthiness Analysis of Attenuator Structure based on Recycled Waste Can subjected to Impact Loading: Part I – Absorption Performance Laksmana Widi Prasetya a , Aditya Rio Prabowo a , Ubaidillah a , Nur Azmah Binti Nordin b a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Malaysia-Japan International Institute of Technology - University Teknologi Malaysia, Malaysia Crashworthiness Analysis of Attenuator Structure based on Recycled Waste Can subjected to Impact Loading: Part II – Geometrical Failure Laksmana Widi Prasetya a , Aditya Rio Prabowo a , Ubaidillah a , Nur Azmah Binti Nordin b a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Malaysia-Japan International Institute of Technology - University Teknologi Malaysia, Malaysia Investigation of Optimum Ply Angle using Finite Element (FE) Approach: References for Technical Application on the Composite Navigational Buoys Nurul Huda a , Aditya Rio Prabowo b a PT Limov Power Structure, Tangerang, Indonesia b Department of Mechanical Engineering, Universitas Sebelas Maret, Surakarta, Indonesia Fractures on Braking Component and Relations to Land-based Transportation Accident Mufti Reza Aulia Putra, Dominicus Danardono Dwi Prija Tjahjana Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia Analytical Review of Material Criteria as Supporting Factors in Horizontal Axis Wind Turbines: Effect to Structural Responses Dandun Mahesa Prabowoputra a , Aditya Rio Prabowo b , Aldias Bahatmaka c , Syamsul Hadi b a Graduate School of Mechanical Engineering, Universitas Sebelas Maret, Surakarta, Indonesia b Department of Mechanical Engineering, Universitas Sebelas Maret, Surakarta, Indonesia c Daewoo Shipbuilding & Marine Engineering, Gyeongnam, South Korea Finite Element Analysis (FEA) on Autonomous Unmanned Surface Vehicle Feeder Boat subjected to Static Loads Aknaf Sam Dabit a , Abdillah Ebriel Lianto a , Satrya Ady Branta a , Fajar Budi Laksono b , Aditya Rio Prabowo a , Nurul Muhayat a a Department of Mechanical Engineering, Universitas Sebelas Maret, Surakarta, Indonesia b Department of Research and Development, DTECH-Engineering, Indonesia Energy Dissipation of Ship Structures subjected to Impact Loading: A Study Case in Side Collision Aditya Rio Prabowo a , Haris Nubli b , Jung Min Sohn c a Department of Mechanical Engineering, Universitas Sebelas Maret, Indonesia b Interdisciplinary Program of Marine Convergence Design, Pukyong National University, South Korea c Department of Naval Architecture and Marine Systems Engineering, Pukyong National University, South Korea

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Specifically, this volume was made possible thanks to the active participation of all ICIMECE members, to the work of the Special Symposium Scientific Committee and Conference Organizing Committee. For this, their outstanding contribution is gratefully acknowledged. Finally, let us thank Prof. Francesco Iacoviello, the president of the European Structural Integrity Society (ESIS), for his great support for the communication, as well as this special issue.

Symposium Coordinators, Dr.Eng. Aditya Rio Prabowo Ubaidillah, Ph.D. Fitrian Imaduddin, Ph.D.

On behalf of the organizers, The 6 th International Conference on Industrial, Mechanical, Electrical and Chemical Engineering (ICIMECE) Surakarta, Central Java, Indonesia 2020

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© 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under responsibility of the organizers of ICIMECE2020 Abstract Cavitation erosion is the most avoided problems caused by the bubble cavitation inception. Other frequent problems occurring are vibration and noise because of the cavitation induced pressure fluctuation on the hull. This paper aims to review the cavitation phenomenon on ship propellers, which have been performed in the previous research. Several techniques to obtain reliable observation and prediction of cavitation inception, related to the adverse effect on material damages are discussed through advance experimental laboratory and numerical modeling. Then, prediction and observation of cavitation behavior on the full scale and model scale, cavitation flow behind hull conditions, and geometry modification of the skew propeller are thoroughly discussed. © 2020 The Authors. Published by ELSEVIER B.V. This is an open-access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) 2 t o P s - cc ss nd C D l s c 6th International Conference on Industrial, Mechanical, Electrical and Chemical Engineering (ICIMECE 2020) Achievements in Observation and Prediction of Cavitation: Effect and Damage on the Ship Propellers Muhammad Yusvika a , Aditya Rio Prabowo a , Seung Jun Baek b , Dominicus Danardono Dwi Prija Tjahjana a, * a Department of Mechanical Engineering, Universitas Sebelas Maret, Surakarta 57126, Indonesia b Mid-size Initial Ship Design Unit, Korea Research Institute of Ships and Ocean Engineering, Daejeon 34103, South Korea Mu h ana a,

Peer-review under the responsibility of the organizers of ICIMECE2020 Keywords: Propeller, Cavitation, Erosion, Experiment, Numerical modeling.

1. Introduction Cavitation is a phenomenon of fluid mechanics that can widely found on every machine which operated in the fluids, especially in turbomachinery. This phenomenon also exists in various marine applications (Yusvika et al., 2020). Ship propeller is a component of the ship propulsion system that has an interaction directly with water. When

* Corresponding author. Tel.: +62-271-632-163; fax: +62-271-632-163 E-mail address: ddanardono@staff.uns.ac.id

2452-3216 © 2020 The Authors. Published by ELSEVIER B.V. This is an open-access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under the responsibility of the organizers of ICIMECE2020

2452-3216 © 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under responsibility of the organizers of ICIMECE2020 10.1016/j.prostr.2020.07.015

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the solid boundary of the propeller immersed and rotated in seawater, it allows the birth of cavitation bubbles or cavity due to differential pressure along the hydrofoil sections. It is getting the destructive and undesirable consequences of the cavitation. There are possibly damaging effects due to cavitation, such as performance loss, physical material damage, vibrations, and noise (Helal et al., 2018). Cavitation has been recognized as one of the major problems in the design and operation of a high-speed flow system. These adverse effects should be reduced entirely or possibly eliminated.

Nomenclature c

Speed of sound

Coefficient of the dimensionless wall distance

c y +

Propeller diameter

D

J Advance coefficient K Torque coefficient K T Thrust Coefficient L Characteristic length Ma Mach number n Rotational speed n pit rev

Impact in one revolution

Local pressure

P

Yield strength of the material Radius (position) of the blade section

P y

r

Radius of the propeller Reynold number Freestream velocity

R

Re

u

Reference velocity (Full scale)

u 0 v jet

Velocity of microjet

Greek symbols α ̅ λ Scale factor Dynamics viscosity density σ n Cavitation number Subscripts l Liquid M Model scale Ref Reference S Full scale v Vapor y +

The average vapor volume fraction

Dimensionless wall distance

Research on cavitation has made attention since the middle of the 18th century. Euler, Reynolds, and Parsons are the early researcher that have conducted such contribution to understanding cavitation mechanism. Cavitation research is currently advancing, not only experimental observations but also numerical simulation research. With the support of computer capabilities, allows the researcher to perform numerical study more accurate and more complexity of the case. In recent years, observation of cavitation on marine propeller has been made using several techniques to get more detailed information and to be closer to the real conditions. Full-scale observation and model scale testing has been created to develop an understanding of each behavior.

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Cavitation inception is the preliminary process of cavitation erosion. In general, cavitation generates from a local decrease in hydrostatic pressure of the fluid — the pressure drop produced by the motions of the propeller. The formation of a bubble occurred when the local pressure reached the saturation vapor pressure of the ambient fluid. In this case, the pressure is fall to a lower pressure level, while the temperature of the liquid is kept constant. Cavitation erosion will not occur if the bubble cavity does not explode near the propeller body, therefore it still detrimental in terms of performance loss. When the traveling bubble cavities reach the collapse point in the trailing edge of the fixed cavity, the local pressure will recover as a higher pressure region. The collapse mechanism of the traveling bubble cavities generates a shock pressure, and a microjet is formed (Brennen, 1995). Present research in propeller cavitation has achieved a large understanding of the mechanism of cavitation phenomenon. However, it is far from being complete because of the complexity. Cavitation is a localized phenomenon that involves the interaction of hydro-dynamical, metallurgical, thermo-dynamical, and chemical effects. Understanding such complex phenomena requires all clarification of the cavitation mechanism and parameters that affect it. So, the cavitation effect can be prevented or reduced. It will be achieved after full information, and massive data can be collected from different conditions. This paper addresses several validation studies and assume that despite the researchers have succeeded in aiding improvement in the design, the reliability of predictions is not yet such enough to avoided problems at all time and all conditions. Therefore, this paper presents the discussion of several previous research that have performed observation and prediction of the mechanism and damage of cavitation phenomena on material damage or known as cavitation erosion. 2. Model scaling in cavitation erosions Scale effects are evident in different types of flows. The fundamental factor that affects cavitation inception is the sudden change in pressure, the birth of nuclei, and time factor. Times play an important role in the growth of a nucleus until reaching the critical radius, then explode into vaporous bubbles (Peters et al., 2018). The period of bubble growth may lead to scale effect, where the time needed for a single bubble on a model scale is smaller than on a full scale. The scale factor, λ , for Froude scaling is 1 √ λ ⁄ and 1 λ 2 ⁄ for Reynolds scale. Other scale parameters are usually using the assumption that both models of full scale and model scale have the same advance ratio. The scale factor λ=D S D M ⁄ is the ratio of the diameter D of the full scale and the model scale propeller. The inlet velocity is scaled with √ λ= u S u M ⁄ and the propeller rotational speed scaled with √ λ= n M n S ⁄ . The similarity of cavitation is obtained by applying for the same cavitation number σ n (see Eq. 1) to compare model and full-scale propellers (Peters et al., 2018). σ n = P Ref - P v 1 2 ⁄ ρ (n D) 2 (1) Generally, by fulfilling these parameters, the behavior of cavitation is qualitatively similar. Peters et al. stated that at higher reference velocity and a larger scale in the same cavitation number, cavitation inception leads earlier and generates a higher vapor phase (Peters et al., 2018). The differences in cavitation behavior may occur due to the Reynolds number, and local Mach number at a larger scale or full scale is higher than at model scale. It is known from the literature that propeller blade appendages are composed of hydrofoil section arrangement in a particular reference line. The differences between model and full scale are also changing the Reynold number and Mach number over the solid body. Schnerr et al. (2006) and Ganesh et al. (2017) had proven these differences. Schneer et al. have performed simulations for cavitating flow around hydrofoil with neglect viscosity using Euler flow solver. The results show an agreement between simulations and experimental results. On the results, they stated that cavitation might depend on the Reynolds Number, Re (see Eq. 2). While Ganesh et al. reported that relating the flow velocity, v , with the speed of sound of the mixture, c , is known as Mach number, Ma (see Eq. 3) (Ganesh et al., 2017).

ρ u L μ

Re =

(2)

u c

Ma =

(3)

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These relations are affected significantly for the process of transition from sheet to cloud cavitation. At higher Reynolds number with constant cavitation number, it may result in cloud cavitation instead of sheet cavitation. Afterward, for the same cavitation number, erosion rates are proportional to the higher flow of velocity. As the case results, Peters et al. (2018) had performed a simulation to investigate the effect of the scale size of the propeller model and full scale, respectively. To compare the flow conditions between these scales, they defined a reference velocity, u 0 (see Eq. 4). The time step was adapted to obtain the same rotational speed per time step with the model scale (Peters et al., 2018). u 0 = √ u 2 + (0.7 Dπn ) 2 (4) Based on the results for the simulation full scale and model scales, the torque and thrust produced are slightly different. Table 1 shows the lists of several differences that can be conducted by Peters et al. From the table, known that the reference velocity was higher for a full scale. It may result that in a higher Reynolds number, the values of the thrust and torque coefficient also have little differences. The torque coefficient decreased by 1.7%, and the thrust coefficient increased by 2.6%. Furthermore, as shown in the table of the simulation results, we can conclude that the model scale can be considered as a validation model to design a full-scale propeller. With the model scale of the propeller, it allowed needs less effort and fund resources to set up experimental research as well as for numerical simulation. 3. Skew configuration on performance characteristics With the shipping requirement in the recent decade that needs high speeds and high loads vessels, it will be challenging to avoid cavitation. Few researchers have considered to understanding the influence skew angle on the cavitation flow on the propeller. The studies focused on how to reduce the cavitation effect with a redesigned propeller skew pattern and skew angle. Skew configuration angle at different propeller allowed the differences for the vortex pattern in the cavitation flow. Gaggero et al. had revealed that although tip vortex cavitation does not affect the propeller propulsion efficiency, it had been found that tip vortex cavitation increases the noise produced (Gaggero et al., 2014). Liu had studied the effect of propeller skew on pressure fluctuation with the different skew angles of four propellers in the non-uniform inflow (Liu, 2012). The result shows that for given flow conditions, the 20 degrees skew angle is the best design, which allowed minimum pressure fluctuations. To achieve a deeper understanding of the effect of the skew angle and skew pattern to the cavitation behavior on the propeller, Feng and Lu have performed numerical simulations to study the difference of cavitation patterns and pressure fluctuations on the propeller (Feng and Lu, 2019). Two types of the propeller with the same skew angle but the different skew pattern was applied. The differences between these types depend on skew distribution along the radius of the propeller blades, r/R. An advanced simulation was used to measure the pressure fluctuations characteristics in several points of the propeller. These propellers are simulated under unsteady flow conditions. The calculation time step is set to the time needed when the propeller rotates 1.5 degrees, so the time step is 0.000238095 s. operating conditions for cavitating flow is set by J = 0.725 and σ n = 1.6 at rotational speed 1050 rpm. The physical properties of water used for calculation are water at 20 °C. The results show a cavitation pattern on the suction side of a balanced and biased propeller at the conditions stated. It can be known that the cavitation is of the biased propeller is larger than the balanced propeller. Fig. 1 presents the comparison pattern of the vapor volume fraction of the propeller. The numbers 1,2, and 3 represent the cavitation pattern of the propeller at 90°, 150°, and 240° for the biased and balanced propeller, respectively. Table 1. Model scale and full-scale simulations of the propeller (Peters et al., 2018). u 0 (m/s) K T 10 K Model-scale 16.823 0.2331 0.4621 α ̅ (10 7.218 7.747 -6 ) n pit rev 25388 375450 Full-scale 38.546 0.2391 0.4541

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Fig. 1. The cavitation patterns of the biased propeller (a1, a2,a3) and balanced propeller (b1,b2,b3) (Feng and Lu, 2019).

Under the same operating conditions, the balanced propeller produces a smaller water-vapor volume fraction than a biased propeller. At the propeller rotates to 150° and 240° , the water vapor volume fraction of the balanced propeller is 2.56% and 9.36%. It can be concluded that the balanced propeller is a better design based on the performance under the cavitation condition. 4. Cavitation profile under behind-hull operations To improve the accuracy of the prediction of the phenomenon of cavitation on propellers, researchers also consider various aspects that may allow as the factors that are underlying the cavitation inception. Behind the hull condition, the direction of fluid flow can have many differences depending on the surface contour of the hull. It can be allowed that the cavitation pattern and the hull pressure fluctuation behind hull conditions have differences compared to open flow conditions. So, cavitation flow behind the hull condition is essential to be considered to understand the cavitation behavior and the pressure fluctuation. Paik et al. have performed unsteady Reynolds-Averaged Navier-Stokes (RANS) equations to simulate cavitation flow and hull pressure fluctuation for a marine propeller operating behind hull conditions (Paik et al., 2013). The simulations are performed using ANSYS Fluent, a commercial CFD software. The simulations are validated by the experiment that has been carried out in Samsung Cavitation Tunnel (SCAT). The simulation results, which, compared to the experimental results, show good agreement for the cavitation pattern and the hull pressure fluctuation induced by the propeller. Schneer and Sauer's cavitation model was applied to the numerical setup using Multiple Reference Frame (MRF) approaches. The results for simulation under cavitating flow compared with the experimental results were started for the wakefield without the propeller. Fig. 2 shows the comparison of the velocity contour of the experimental research compared with simulation results at the propeller plane. The wake velocity contour and vector are very similar. Then, cavitation patterns at iso-surface α = 0.1 are presented and also have an agreement results with experimental observation. a b

Fig. 2. (a) Velocity contours and cavitation pattern, respectively. (a) Experimental observation; (b) Simulation results (Paik et al. 2013).

The hull pressure fluctuations at design draught conditions are compared with experimental data. For the simulations that have been conducted by Paik et al., the pressure fluctuations are performed for two types of propeller cavitation conditions, there are design ballast condition and ballast draught condition (Paik et al., 2013). From Fig. 3, it can be known that the first blade frequency has similar results between the experimental results and simulation results. Several points to note the position of pressure transducers are installed on the model experimental and numerical setup. The amplitudes of the first blade frequency are higher by 10% than the experimental results. In contrast, for the second blade frequency, the pressure amplitudes are significantly lower than the experiments because the effect of the axial velocity gradient may be diminished because the larger cavity extends in the ballast draught conditions.

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Fig. 3. Comparison of pressure fluctuation and pressure amplitudes at design and ballast draught conditions (Paik et al., 2013).

5. Numerical investigation to the cavitation erosion Cavitation erosion is caused when several cavitation bubbles are collapse in the vicinity near the solid surface. Noak and Vogel stated in their research that shock waves of an initial pressure magnitude of 10 GPa are damped by roughly two orders of magnitudes when traveling over a distance of 100 μ m through liquid water (Noack and Vogel, 1998). Peters et al. have conducted a numerical simulation to predict the cavitation erosion on the propeller blades (Peters et al., 2018). Numerical prediction of the cavitation erosion was used as an assumption that shock wave generation and large scales structures propagation are neglected. Only one collapse of a single bubble near the solid surface is considered for modeling. To modeling cavitation erosion impact, a single erosion impact can be predicted once per time step on the face of a boundary considered. The erosion distinguishes between impact and no impact in a Boolean manner. The surface damage is proposes caused by the collapse of the bubble near the surface forming microjet. The microjet velocity (see Eq. 5) depends on the pressure of the surrounding side of the bubble wall. To predict the erosion, Peters et al. apply a relation of the microjet and the critical velocity formula (see Eq. 6) by Chihane (2014). v jet ≈ c y + √ P - P v ρ l (5) Lush has proposed a relation for the critical velocity by considering the impact of a liquid mass on the propeller surface (Lush, 1983). He stated that compression of the stationary fluid at the wall by microjet lead to shock impact and generates a high amplitudes pressure wave that travels perpendicularly from the wall. When the pressure exceeds the yield strength of the material, it may allow deformation plastically. Supposedly this happens when the microjet velocity exceeds a critical value (Lush, 1983). v crit = √ P y P l ( 1- ( 1+ P y B ) -1 n ⁄ ) (6) where B = 300 MPa, and n = 7 is standard coefficients for liquid water in the Tait equation of state relating pressure and density. Peters et al. (2018) have numerically predicted overall cavitation erosion behavior compared with the experimental results for the case condition of σ n = 0.963 and J = 0.8208, as the considered material cannot be specified for the experimental erosion prediction, which uses an erosive coating. Although the experimental prediction has shown is a valid method to predict the area of erosion qualitatively. To define the critical velocity for numerical simulation and conduct reasonable erosion prediction, yield strength of 200 x 10 6 N/mm 2 is applied for commonly standard cast copper alloy for the propeller material. Based on the results, erosion predicted at an area above the root of the propeller blade. As shown in Fig. 4, the numerical prediction result has a similar pattern of cavitation erosion with the

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experimental observation. The overall results agreement was a good pattern, and the cavitation erosion area coincided reasonably well. a b

F ig. 4. Erosion prediction from simulation (left) and experimental (right) with propeller P1225 ( D = 0.24 m) (Peters et al., 2018). 6. Coating application method to detect cavitation erosion This part will discuss a technique used in the marine propeller to investigate the cavitation erosion with the coating method. Hammit supposed that cavitation structures carry a significant amount of potential energy, and the aggressiveness of cavitation could be assessed through conservation of energy conversion (Hammit, 1963). They stated that there is an impact threshold value, in which the bubble collapse contributes to the fatigue fracture of the material surface. Knapp noted that the pitting rate on a soft aluminum test specimen is only one in 30,000 of traveling bubble cavities that exceed energy levels that cause erosion damage (Knapp, 1955). Aktas et al. have performed experimental research to observe cavitation erosion by the coating method. The experimental investigation was conducted at Emerson Cavitation Tunnel (ETC) of Newcastle University (Aktas et al., 2020). A model scale propeller KC-193 with a diameter of 0.305 m was used for this experiment. The previous investigation shows that the cavitation bubble collapse may cause erosion of propeller material. This study aims to capture the pitting pattern area that may serve as an indicator of probable erosion causes. From the experiment was performed by Aktas et al., a schematic investigation of different paint coating was applied. The blades were exposed to cavitation in a cavitation tunnel, and erosion patterns were macroscopically recorded using a high-speed camera. Fig. 5 shows the experimental setup and measuring instruments used.

Fig. 5. Cavitation observation using stroboscopic lightning (Aktas et al., 2020).

Among the results that have been tested, the acrylic paint diluted with freshwater showed an unambiguous indication of the pitting damage. Amongst the tested alternatives of the soft coating application techniques, dipping appeared to be the most promising technique providing a uniform soft surface over the blades. Perhaps the only The weakness of the dipping technique appeared to be rather a soft surface thickness at the edges of the blades, which can be thicker or thinner depending on the solution substances and post-coating handling requiring care. Fig. 6 shows the indicated area as the erosion is by cavitation on the blade surface.

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Fig. 6. The most promising soft coating and application method (Aktas et al., 2020).

7. Conclusions The present paper presents a review of cavitation research on ship propellers. The investigation regarding cavitation inception under the hull effect on water inflow and open water conditions are discussed. Experimental observation and Numerical simulation are also be involved as the topic of discussion that applies a model scale compared to full scale. In particular, the cavitation mechanism that causes erosion in material damages is presented in this review paper with two types of investigation techniques that can be used to generate erosion profile on the propeller surface. Based on the erosion impact area and the intensity, predicted potential areas of erosion are shown. Both simulation and experimental research, these methods can qualitatively provide reliable results to predict erosion area due to the cavitation bubble bursts. References Aktas, B., Usta, O., Atlar, M., 2020. Systematic investigation of coating application methods and soft paint types to detect cavitation erosion on marine propellers. Applied Ocean Research 94, 101868. Brennen, C.E., 1995. Cavitation and Bubble Formation. The Oxford Engineering Science Series. Chihane, G., 2014. Advanced Experimental and Numerical Techniques for Cavitation Erosion Prediction. Chapter modeling of cavitation dynamics and interaction with material. Springer Science and Business Media. Feng, X., Lu, J., 2019. Effects of balanced skew and biased skew on the cavitation characteristics and pressure fluctuations of the marine propeller. Ocean Engineering 184, 184 – 192. Gaggero, S., Tani, G., Viviani, M., Conti, F., 2014. A study on the numerical prediction of propellers cavitating tip vortex. Ocean Engineering 92, 137 – 161. Ganesh, H., Mäkiharju, S.A., Ceccio, S.L., 2017. Bubbly shock propagation as a mechanism of shedding in separated cavitating flows. Journal of Hydrodynamics Ser. B 29, 907 – 916. Hammitt, F.G., 1963. Observations on cavitation damage in a flowing system. Transactions of the ASME. Series D, Journal of Basic Engineering 85 347 – 356 Helal, M.M., Ahmed, T.M., Banawan, A.A., Kotb, M.A., 2018. Numerical prediction of sheet cavitation on marine propellers using CFD simulation with transition-sensitive turbulence model. Alexandria Engineering Journal 57, 3805 – 3815. Knapp, R.T., 1955. Recent investigations of the mechanics of cavitation and cavitation damage. ASME Transaction 77, 1045 – 1054. Liu, Y., 2012. URANS computation of cavitating flows around skewed propellers. J ournal of Hydrodynamic 24, 339 – 346. Lush, P.A., 1983. Impact of a liquid mass on a perfectly plastic solid. Journal of Fluid Mechanics 135, 373 – 387 Noack, J., Vogel, A., 1998. Single-shot spatially resolved characterization of laser-induced shock waves in water. Applied Optics 37, 4092. Paik, K.J., Park, H.G., Seo, J., 2013. RANS simulation of cavitation and hull pressure fluctuation for marine propeller operating behind-hull condition. International Journal of Naval Architecture and Ocean Engineering 5, 502 – 512. Peters, A., Lantermann, U., El Moctar, O., 2018. Numerical prediction of cavitation erosion on a ship propeller in model- and full-scale. Wear 408 – 409, 1 – 12. Schnerr, G.H., Schmidt, S., Sezal, I., Thalhamer, M., 2006. Shock and wave dynamics of compressible liquid flows with special emphasis on unsteady load on hydrofoils and cavitation in injection nozzles. Sixth International symposium on cavitation (CAV2006). Yusvika, M., Prabowo, A.R., Tjahjana, D.D.D.P., Sohn, J.M., 2020. Cavitation prediction of ship propeller based on temperature and fluid properties of water. Journal of Marine Science and Engineering 8, 465.

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Procedia Structural Integrity 27 (2020) 155–162

6th International Conference on Industrial, Mechanical, Electrical and Chemical Engineering (ICIMECE 2020) Analytical Review of Material Criteria as Supporting Factors in Horizontal Axis Wind Turbines: Effect to Structural Responses Dandun Mahesa Prabowoputra a , Aditya Rio Prabowo b , Aldias Bahatmaka c , Syamsul Hadi b, *

a Graduate School of Mechanical Engineering, Universitas Sebelas Maret, Surakarta 57126, Indonesia b Department of Mechanical Engineering, Universitas Sebelas Maret, Surakarta 57126, Indonesia c Daewoo Shipbuilding & Marine Engineering, Gyeongnam 53302, South Korea

© 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under responsibility of the organizers of ICIMECE2020 Abstract The potential of wind energy sources in Indonesia is quite large, with a potential of 60 GW. This fact shows that wind energy has great potential to be developed into a major energy source in Indonesia, especially in the development of wind energy power plants. The growth of wind energy power plants is in line with government regulations, where the government is targeting that in 2050 new renewable energy can supply national energy by 25%. This research, a literature review has been carried out on the supporting components of the turbine structure that affect wind turbine performance. The turbine performance is influenced by several things, including turbine materials, turbine rotors, and turbine structure. Turbine structures that need to be considered include generators, batteries, and gearboxes. Horizontal type wind turbines are recommended using washing machine motors and treadmill motors generators. Materials recommended for wind turbine components include Aluminum Alloy, natural Composite, Copper Aluminum-Nickel, Copper-Zinc-Aluminum, and Nickel-Titanium. Then the factor of damage to the turbine installation in the coastal area is dominated by ship collisions. Some factors that must be considered are velocity, type of vessel, collision direction, and Collision angle. © 2020 The Authors. Published by ELSEVIER B.V. This is an open-access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under the responsibility of the organizers of ICIMECE2020 Keywords: Wind turbine; HWAT; material; renewable energy _____________________________________________________________________________________________

* Corresponding author. Tel.: +62-271-632-163; fax: +62-271-632-163 E-mail address: syamsulhadi@ft.uns.ac.id

2452-3216 © 2020 The Authors. Published by ELSEVIER B.V. This is an open-access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under the responsibility of the organizers of ICIMECE2020

2452-3216 © 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0) Peer-review under responsibility of the organizers of ICIMECE2020 10.1016/j.prostr.2020.07.021

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1. Introduction The government is targeting that in 2050 new renewable energy can supply national energy by 25%. Much research has been done to support the development of EBT in Indonesia, such as biofuels (Sartomo et al., 2020; Prabowoputra et al., 2020), hydro-energy (Prabowoputra et al., 2020), wind energy (Wicaksono et al., 2018), and the solar energy (Khuzaini et al. 2020). Most of the use of EBT in Indonesia is used for electricity generation, and most of it is used for the transportation, industrial and commercial sectors. In 2018, Indonesia had a power plant with a capacity of 64.5 GW. The condition increased by 7% from 2017. However, of the total capacity, only 14% coming from new energy sources was renewed in Fig. 1. Of the 14%, new energy renewed, consisting of 50% hydro-energy, 20% biomass, and 30% from energy other renewable new. On the other hand, the potential of wind energy sources in Indonesia is quite large, with a potential of 60 GW. Shows that wind energy has great potential to be developed into the primary energy source in Indonesia (Suharyati et al. 2019).

Fig. 1. Energy Sources (Suharyati et al., 2019). One of the obstacles in developing EBT-based technology requires a relatively high cost. However, wind turbines are proven technology and are cheaper than some other power generation systems. The development of power plants sourced from the wind has done a lot. One of the developments carried out is researching the effect of rotor design on turbines (Prabowoputra et al., 2020). Modifications that have been made have the aim of improving the performance of the turbine. Rotor has several parameters that influence its performance. The design parameters have been tested both experimentally and in CFD simulations (Prabowoputra et al., 2020). Some aspects that have been tested are material type, number of blades, aspect ratio, overlap ratio, and blade shape (Nadhief et al., 2020). In addition to rotor geometry, many components affect turbine performance. This research, a literature review has been carried out on the supporting parts of the turbine structure that affect turbine performance. 2. Wind turbine Wind turbines are turbines that convert wind energy into electrical energy, where wind energy is the kinetic energy of the airflow. The value of kinetic energy depends on the density of air and air velocity. Available wind energy is shown in equation 1. ̇ = ( 2 ⁄2) = 3 2 (1) where ρ is the air density, A is the swept area, and V is the velocity (Zhao et al., 2019).

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Wind turbines generally consist of two types, namely Horizontal Axis and Vertical Axis. Fig. 2 shows the distribution of types of wind turbines and Fig. 3 shows the Performances of the main conventional wind machines. Horizontal axis wind turbine (HAWT) is a turbine that rotates on the horizontal axis and parallels the direction of airflow. The Vertical Axis Wind Turbine (VAWT) is a turbine that rotates in a vertical direction and is perpendicular to the direction of the airflow (Zhao et al., 2019). HAWT has a higher efficiency than VAWT (Cengel and Cimbala, 2017). HAWT has several advantages over VAWT is (Zhao et al., 2019):  HAWT is the most stable wind turbine design to be applied  HAWT can operate at relatively lower cut-in wind velocity and result in higher energy conversion efficiency.  HAWT has excellent performance at fluctuating wind velocity, due to better attack angle control. HAWT has disadvantages, among others (Zhao et al., 2019):  HAWTs require yaw drives to turn the turbine toward the oncoming wind.  More substantial structural support is needed for massive generators and gearboxes.  Installation and maintenance costs are higher because of the taller tower height.

Horizontal Axis

Three-blades

Wind Turbine

Savonius

Vertical Axis

Darrieus

Giromill

Fig. 2. Classification of Wind Turbine (Zhao et al., 2019).

Fig. 3. Performances of primary conventional wind machines (Menet, 2004).