PENGANTAR TEKNOLOGI

KELAUTAN (PTK)

Konsentrasi Perkapalan

NIDIA Y
 LEC-4 & 5
MARINE HYDRODYNAMIC
 Marine Hydrodynamic

Ship Dynamic

Intro to
Propulsion

Intro to Resistance

Intro to Marine
Hydrodynamic
 Intro to Marine Hydrodynamic

A marine structure or vehicle interacts with the marine

environment in which it works and operates such that
the mission requirement is adequately satisfied. The
technical aspects of design must include
considerations which are primarily hydrodynamic in
nature. A vehicle design also includes the requirement
of mobility of the vehicle in water. [1]
 Intro to Marine Hydrodynamic

The term hydrodynamics was introduced by Daniel

Ber-noulli (1700-1783), the man who also discovered
the fundamental theorem relating velocity, pressure,
and elevation for the steady, inviscid (frictionless)
flow of an incompressible fluid along a given
streamline. .[2]
 Intro to Marine Hydrodynamic

The prediction of ship hydrodynamic performance can

be broken down to the general areas of
Resistance & Propulsion
Seakeeping
Manouvring
 Intro to Resistance

Ketika suatu body bergerak pada daerah permukaan

bebas dari suatu fluida, maka variasi tekanan
didaerah sekitar body tersebut akan menghasilkan
gelombang pada permukaan fluida.
Gaya yang dibutuhkan untuk mempertahankan
terjadinya gelombang tersebut, disebut tahanan
(resitance) .
Tahanan kapal adalah fungsi yang sangat kompleks
tergantung dari variabel bentuk lambung,
displasmen dan kecepatan.
 Intro to Resistance

To move a ship, it is first necessary to overcome

resistance, i.e. the force working against its
propulsion. The calculation of this resistance R plays
a significant role in the selection of the correct
propeller and in the subsequent choice of main
engine.
 Intro to Resistance

A ships resistance is particularly influenced by its

speed, displacement, and hull form. The total
resistance R consists of many source resistances which
can be divided into three main groups:

1) Frictional resistance
2) Residual resistance
3) Air resistance
 Intro to Resistance

The influence of frictional and residual resistances

depends on how much of the hull is below the
waterline, while the influence of air resistance depends
on how much of the ship is above the waterline. In
view of this, air resistance will have a certain effect on
container ships which carry a large number of
containers on the deck.
 Intro to Propulsion

Ship propulsion normally occurs with the help of

Propeller.
Today, the primary source of propeller power is the
diesel engine, and the power requirement and rate of
revolution very much depend on the ships hull form
and the propeller design.
Principal ship and diesel engine parameters
influence the propulsion system. [3]
 Kecepatan kapal
V ( Velocity / Speed )
WL Udara

T M/E R
Gaya hambatan Air
Gaya dorong ( Resistance force)
( Thrust )

Alat pendorong Motor penggerak M/E Badan kapal

(Propulsor) (Prime mover /main engine) ( Ships hull )

Saat kapal bergerak dengan kecepatan V maka badan kapal

menimbulkan hambatan R di air dan di udara.
Hambatan R ini harus dilawan oleh gaya dorong T yang dihasilkan
alat pendorong, misalkan baling-baling,
Untuk menghasilkan gaya dorong, alat pendorong mendapat daya dari
motor penggerak M/E
[4]
 Intro to Propulsion

1. Motor Induk (Main Engine) 5. Poros Baling-baling

2. Roda Penyeimbang (Flywheel) 6. Tabung Poros (Stern Tube)
3. Roda Gigi (Gear Box) 7. Baling-baling (Propeller)
4. Generator Listrik ( Pto = Power Take Off )

[4]
 MACAM DAYA PADA SISTEM PENDORONG KAPAL

INTERAKSI PROP. POROS PROPELLER MOTOR

PROP-
Gas buang +
HULLThrust radiasi
deduction 32%
(1t) Kerugian Pendinginan
Kerugian poros
Wakegain 3,5% Kekasaran mekanik 28%
propeller
1/ (1- w ) propeller
13% 1,5% 4%
7%
100%

Energi
bahan
25% bakar

ENERGI 25% 21,5% 34,5% 36%

MELAWAN EHP = Pe DHP = Pd BHP = Pb IHP
HAMBATA THP = Pt SHP = Ps =Pi
N
[4]
 Intro to Propulsion
Indicated Horse Power / Daya Indikasi (IHP = Pi).
Daya yang dihasilkan oleh pembakaran di ruang silinder

Brake Horse Power / Daya Rem (BHP = Pb).

Daya yang dihasilkan pada ujung poros engkol (flywheel)

Delivered Horse Power / Daya Diserahkan (DHP = Pd).

Daya yang diserahkan ke baling-baling

Shaft Horse Power / Daya Poros (SHP = Ps)

- Untuk motor turbin, Ps = daya yang dihasilkan motor turbin, Ps Pd.
- Untuk motor diesel, shaft horsepower(SHP) = delivered horsepower(DHP)

Thrust Horse Power / Daya Dorong (THP = Tt )

Daya dorong yang dihasilkan baling-baling.

Effective Horse Power / Daya Efektif (EHP = Pe)

Daya efektif melawan hambatan kapal untuk menggerakkan kapal mencapai
kecepatannya.

[4]
 Intro to Propulsion

Propellers may be divided into :

Fixed pitch propeller (FP propeller)
Controllable pitch propeller (CP propeller)

[3]
 Intro to Propulsion

Fixed pitch propeller (FP propeller)

Most ships which do not need a particularly good
manoeuvrability are equipped with an FPpropeller.

[3]
 Intro to Propulsion

Controllable pitch propeller (CP propeller)

Propellers of the CP type have a rela tively larger hub
compared with the FP-propellers because the hub has to
have space for a hydraulically activated mechanism for
control of the pitch (angle) of the blades.
The CP-propeller is relatively expensive, maybe up to 3-4
times as expensive as a corresponding Fp-propeller
Furthermore, because of the relatively larger hub, the
propeller efficiency is slightly lower.
[3]
 Intro to Propulsion

Controllable pitch propeller (CP propeller)

CP-propellers are mostly used for RoRo ships, shuttle
tankers and similar ships that require a high degree of
manoeuvrability.

For ordinary ships like container ships, bulk carriers and

crude oil tankers sailing for a long time in normal sea
service at a given ship speed, it will, in general, be a waste
of money to install an expensive CP-propeller instead of
an FP-propeller. Furthermore, a CP-propeller is more
complicated, involving a higher risk of problems in
service. [3]
 Intro to Propulsion

Controllable pitch propeller (CP propeller)

CP-propellers are mostly used for RoRo ships, shuttle
tankers and similar ships that require a high degree of
manoeuvrability.

For ordinary ships like container ships, bulk carriers and

crude oil tankers sailing for a long time in normal sea
service at a given ship speed, it will, in general, be a waste
of money to install an expensive CP-propeller instead of
an FP-propeller. Furthermore, a CP-propeller is more
complicated, involving a higher risk of problems in
service. [3]
 References

1. Misra, S.C. 2016. Design Principle of Ships and

Marine Structure,
2. Gilmer, Thomas. C & Johnson, Bruce. 1982. .
Introduction to Naval Architect.
3. MAN Diesel & Turbo. Basic Principles of Ship
Propulsion.
4. Pengantar Teknologi Kelautan. 2009. Fakultas
Teknologi Kelautan, Institut Teknologi Sepuluh
Nopember.