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CAESAR II TRAINING
by J007 0 Comments favorite 8 Viewed Download 0 Times

CAESAR II TRAINING 6. STATIC ANALYSIS Metode Static Analysis adalah memperhitungkan static load, yang akan menimpa pipa secara perlahan sehingga dengan demikian piping system memiliki cukup waktu untuk menerima, bereaksi dan mendistribusikan load tersebut keseluruh bagian pipa, hingga tercapainya keseimbangan. 6.1 Static dan Dynamic Load Loading yang mempengaruhi sebuah piping system dapat diklasifikasikan sebagai primary dan secondary. Primary loading terjadi dari sustain load seperti berat pipa, sedangkan secondary load dicontohkan sebagai thermal expansion load. Static Loading meliputi : 1. Weight effect (live loads and dead loads). 2. Thermal expansion and contraction effects. 3. Effect of support, anchor movement. 4. Internal or external pressure loading. Sedangkan yang termasuk Dynamic loading adalah : 1. Impact forces 2. Wind 3. Discharge Load 6.1.1 Load Case pada Caesar II Setelah kita selesai mendesain piping, maka langkah selanjutnya adalah melakukan analisa stress terhadap system piping tersebut. Hal tersebut harus dilakukan untuk mengetahui apakah desain yang telah kita buat dapat memenuhi persyaratan stress atau tidak, Page 2 CAESAR II TRAINING sehingga hal ini akan sangat berpengaruh pada kekuatan pipa ketika mengalami pembebanan ketika kondisi operasi. Ada berbagai macam jenis load case yang dapat kita gunakan dalam CAESAR II. Load case ini akan mendefinisikan pembebanan yang terjadi pada pipa, baik beban akibat berat pipa itu sendiri ataupun beban akibat faktor yang lain. Berikut ini definisi load case pada CAESAR II ver 4.2 : Load Design...

Nuclear Power for Electrical Generation - WordPress.com

Of the several known methods to produce electricity, by far the most practical for large scale production and distribution involves the use of an “electrical generator.” In an electrical generator, a magnet (rotor) revolves inside a coil of wire (stator), creating a flow of electrons inside the wire. This flow of electrons is called electricity. Some mechanical device (wind turbine, water turbine, steam turbine, diesel engine, etc.) must be available to provide the motive force for the rotor. When a turbine is attached to the electrical generator, the kinetic energy (i.e., motion) of the wind, falling water, or steam pushes against the fan-type blades of the turbine, causing the turbine, and therefore, the attached rotor of the electrical generator, to spin and produce electricity. In a hydroelectric power plant, water, flowing from a higher level to a lower level, travels through the metal blades of a water turbine, causing the rotor of the electrical generator to spin and produce electricity. In a fossil-fueled power plant, heat, from the burning of coal, oil, or natural gas, converts (boils) water into steam (A), which is piped to the turbine (B). In the turbine, the steam passes through the blades, which spins the electrical generator (C), resulting in a flow of electricity. After leaving the turbine, the steam is converted (condensed) back into water in the condenser (D). The water is then pumped (E) back to the boiler (F) to be reheated and converted back into steam.

Pump System Products - Parker
by 4you 0 Comments favorite 23 Viewed Download 0 Times

Whether the fuel filter/water separator is frame or engine-mounted, Racor brushless filter pumps offer the industry’s most advanced and robust electronic fuel management systems. Important system benefits include the possibility of variable flow fuel delivery and monitoring of the entire fuel system… even when the engine is not running. No more fuel leak-back issues, no more hard starts. This is the next generation of fuel management and conditioning, for the next generation of diesel engines. The Racor sensorless Digital Signal Processor (DSP) controller allows for precise fuel flow management and diagnostics tailored to customer specifications using flexible software routines. Precision control of fuel flow, current draw, motor rpm, and system pressure is possible using the internal DSP and/or with input from the Electronic Control Unit (ECU). DSP technology provides peripheral capabilities such as fault isolation and reporting of critical system parameters – in short, total fuel management for optimum engine performance. • Fixed speed operation – flow does not vary with load Most electric DC motors use carbon “brushes” to conduct the electrical current to the “commutator” that serves to sequentially polarize the motor windings and induce rotation. Racor’s brushless DC motor windings are sequentially polarized to rotate the pump shaft by high speed electronic switching, controlled by a DSP, not by brushes rubbing and making sparks on a metallic commutator. No brushes means nothing to wear out, and no possibility of brush debris in the fuel. Brushless motors are more efficient than brushed motors and have unsurpassed reliability and long life. The brushless motor’s shaft directly drives the gerotor gear, creating a unique, positive displacement pump assembly. • Variable speed operation – controlled by input signal from ECU • Built-in test and diagnostics with output signal capability • Design proven up to 26V DC, 10A continuous power • Automotive rated electronics inside the fuel pump • Resistant to vibration and can be engine mounted • Low current sleep mode eliminates need for a relay • 8-pole, 9-slot configuration • Flexible software to tailor control algorithms to customer needs • Rotor: cylindrical magnet and rotor • Rotor rotates outside stator

KAJIAN TEORI - Deskripsi Teoretik Buku Pelajaran

Buku merupakan salah satu media pembelajaran yang berupa tulisan yang dituangkan ke dalam kertas atau buku dapat digolongkan ke media pembelajaran berupa media cetak. Dalam salah satu hierarki media yang paling kompleks yaitu menurut Gagne (dalam Arief Sadiman, 2011: 23), Gagne mennggolongkan media yang dikaitkan dengan kemampuan memenuhi fungsi menurut hierarki belajar yang dikembangkan yaitu pelontar stimulus belajar, penarik minat belajar, memberi kondisi eksternal, contoh perilaku belajar, memberi kondisi eksternal, menuntun cara berpikir, memasukkan alihilmu, menilai prestasi, dan pemberi umpan balik. Dari beberapa fungsi tersebut, Media cetak memiliki keterbatasan pada aspek stimulus dan alih kemampuan. Sedangkan pada fungsi pengarah perhatian/kegiatan, contoh kemampuan terbatas yang diharapkan, isyarat eksternal, tuntutan cara berpikir penilaian hasil dan umpan balik sudah terdapat didalamnya. Proses belajar mengajar pada hakikatnya adalah proses mentransfer ilmu maupun nilai agar peserta didik bertambah nilai dirinya. Menurut Arief Sadiman (2011: 11-12), proses belajar mengajar adalah proses komunikasi, yaitu proses penyampaian pesan dari sumber pesan melalui saluran media tertentu ke penerima pesan. Dalam hal ini saluran media merupakan media pembelajaran. Menurut Umar Suwito (dalam Suharsimi Arikunto, 1987: 15) media pembelajaran adalah salah satu sarana yang digunakan untuk menampilkan pelajaran. Sedangkan pengretian lebih luasnya, media pendidikan adalah sarana pendidikan yang digunakan sebagai perantara dalam proses belajar mengajar untuk lebih mempertinggi efektivitas dan efisiensi dalam mencapai tujuan pembelajaran. Fungsi dari media pembelajaran adalah (1) memperjelas penyajian pesan agar tidak terlalu bersifat versibilatas, (2) mengatasi keterbatasan ruang, waktu dan daya indra, (3) penggunaan media pendidikan secara tepat dan bervariasi dapat mengatasi sikap pasif peserta didik, dan (4) dengan sifat yang unik pada setiap anaka ditambah lagi dengan lingkungan dan pengalaman yang berbeda, sedangkan kurikulum dan materi pendidikan ditentukan sama untuk setiap siswa, maka guru banyak mengalami kesulitan bilamana semuanya itu harus diatasi sendiri (Arief Sadiman, 2011: 17). Pengelompokan berbagai jenis media telah dikemukakan oleh berbagai ahli. Menurut Leshin, Pollock & Reigulth (dalam Azhar Arsyad, 2011: 36) mengklasifikasikan media menjadi 5 macam, yaitu: 1. Media berbasis manusia (guru, instruktur, tutor, main peran, field-trip, kegiatan kelompok), 2. Media berbasis cetak (buku, penuntun, buku latihan (worksheet), alat kerja bantu, lembar lepas), 3. Media berbasis visual (buku, alat bantu kerja, bagan grafik, peta, gambar transparansi, slide), 4. Media berbasis audio visual (video, film, ...

Electric brake control wiring.FH10 - Champion Trailers

Note: US Dept. of Transportation requires that trailers * Install auto reset circuit breaker in positive [Black] wire from battery to brake controller. 20 amp for 4 magnets 30 amp for 6 or more magnets. Trailers with 8000# or larger axles should have magnet amp requirements determined before sizing circuit breaker. * Red wire connects to [cold -non activated] side of brake pedal stop lite switch. * Black wire connects to 12VDC positive * White wire connects to battery negative * Blue - Brake controller output to trailer electric brakes. * Improper connection of Positive and Negative wires MAY damage or destroy brake controller. * Confirm wiring diagram instructions with your Brake Control Manufacturer. equipped with brakes have a trailer break away system for activation of the trailer brakes, in the event that the trailer should become detached from the tow vehicle during highway travel. * Trailers equipped with electric brakes typically use an emergency breakaway battery kit such as the TAP*Brakemaster* kit. * The battery for this system MUST be able to maintain brake activation for 15 minutes minimum. The break away system normally contains a battery trickle charger for battery maintenence. Tow Vehicle Stop Lites Brake pedal stop lite switch [+] Auto reset circuit breaker Red Black Pos + 12vdc Neg Negative Ground -- Blue Wire to Trailer electric Brakes White Dash Mounted Electric Brake Controller Generic Electric Brake Wiring Diagram for Dash Mounted Brake controller & Trailer mounted TAP* Brakemaster* Electric breakaway kit Tips * Solder or use compression crimp connectors for best system operation. * DO NOT USE Pinch type connectors Electric brakes have about a 3 amp current consumption per magnet@ max power output. *Loose connections can cause extreme loss of braking power. www.championtrailers.com

Lexus LX 570-Mark Levinson brochure - MotorShow.me

MARK LEVINSON REFERENCE SURROUND The All-New Lexus LX 570 presents an advanced level of sophistication and performance in automotive entertainment systems. F E AT U R E H I G H L I G H TS Media Compatibility – DTS Music Discs, DVD Video and Audio, CD, CD-R. Format Compatibility – Dolby Digital 5.1, DTS 5.1, 2-channel surround, 2-channel stereo (analog and PCM), MP3, WMA and an auxiliary input for mobile audio devices such as MP3 players. 19 Speakers – Seven 1" tweeters, seven 4" midranges, two 6”x9" woofers, two 6.5" woofers and one 10" subwoofer. These transducers (except for the tweeter) were custom designed specifically for the Mark Levinson Reference Surround system. 15 Channels, 450 watts – The all-new ML3-16 Processor Power Amplifier produces 450 watts, all channels driven, 20-20kHz @ less than 0.1% Total Harmonic Distortion.* The amplifier circuitry in the ML3-16 is discrete, utilizing individual transistors, capacitors and resistors. This technique provides a level of electrical and sonic performance not available from the integrated power circuits typically used in automotive audio systems. High Power/Low Distortion Bass Reproduction – Bridged channels are used to provide 100 watts of power to each front door 6”x9" woofer and the rear quarter panel 10" subwoofer. This significantly reduces distortion and coloration while increasing the dynamic capability of the system for the reproduction of high energy transient events ever present in today’s music and movie performances. Matched Components – The 4" extended bandwidth midrange transducer combined with a 1" tweeter create a high-performance, timbre accurate 2-way system. The use of identical 2-way systems for each channel provides system-wide timbre matching for unprecedented fullbandwidth clarity and envelopment from each and every channel. 10" Cast Basket, High Power Subwoofer - This provides the deepest bass fundamentals from the most non-resonant package possible. The neodymium magnet subwoofer is housed in a 22 liter enclosure, enhancing performance ...

Nuclear Power for Electrical Generation - NRC

•Reactor Concepts Manual• Nuclear Power for Electrical Generation• The purpose of a nuclear power plant is not to produce or release “Nuclear Power.” The purpose of a nuclear power plant is to produce electricity. It should not be surprising, then, that a nuclear power plant has many similarities to other electrical generating facilities. It should also be obvious that nuclear power plants have some significant differences from other plants. •ELECTRICAL GENERATOR• Of the several known methods to produce electricity, by far the most practical for large scale production and distribution involves the use of an “electrical generator.” In an electrical generator, a magnet (rotor) revolves inside a coil of wire (stator), creating a flow of electrons inside the wire. This flow of electrons is called electricity. Some mechanical device (wind turbine, water turbine, steam turbine, diesel engine, etc.) must be available to provide the motive force for the rotor... When a turbine is attached to the electrical generator, the kinetic energy (i.e., motion) of the wind, falling water, or steam pushes against the fan-type blades of the turbine, causing the turbine, and therefore, the attached rotor of the electrical generator, to spin and produce electricity... In a hydroelectric power plant, water, flowing from a higher level to a lower level, travels through the metal blades of a water turbine, causing the rotor of the electrical generator to spin and produce electricity. •FOSSIL FUEL STEAM PLANT• In a fossil-fueled power plant, heat, from the burning of coal, oil, or natural gas, converts (boils) water into steam (A), which is piped to the turbine (B). In the turbine, the steam passes through the blades, which spins the electrical generator (C), resulting in a flow of electricity. After leaving the turbine, the steam is converted (condensed) back into water in the condenser (D). The water is then pumped (E) back to the boiler (F) to be reheated and converted back into steam ...

AAT001-10E TMR Sensor Datasheet - NVE Corporation

Data Sheet AAT001-10E TMR Angle Sensor Key Features • Tunneling Magnetoresistance (TMR) Technology • Very High Output Signal Without Amplification • Wide Airgap Tolerance • Very High Resistance for Extremely Low Power • Sine and Cosine Outputs for Direction Detection • Ultraminiature TDFN6 Package Typical Applications • Rotary Encoders • Batttery-Powered Rotary Position Sensors • Motor Shaft Position Sensors The AAT001-10E angle sensor is a low power, high output magnetic sensor element able to provide rotational position measurements when a rotating magnetic field is applied to the sensor. Sine and cosine signals are available for a quadrature output. The sensor element has a resistance of approximately 1.25 MΩ and can be operated at typical battery voltages to conserve power. Outputs are proportional to the supply voltage and peak-to-peak output voltages are much larger than other sensor technologies. The part is packaged in NVE’s 2.5 mm x 2.5 mm x 0.8 mm TDFN6 surface-mount package. Operation Each of the four sensor elements contains two magnetic layers: a “pinned,” or fixed direction layer; and a movable-direction, or “free” layer. The diagram below illustrates the configuration, using arrows to represent the magnetic orientation of the layers: The sensor element free layers will align with the external field. As the applied field changes direction, the angle between the free layer and the pinned layer changes, changing the resistance of TMR elements, which changes the device output voltages. Variations in the air gap between the magnet and the sensor element will cause slight changes in the output depending on the size and strength of the external magnet. The following chart shows a typical sensor output versus the angle of applied field using a 12 mm diameter, 4 mm thick split-pole ferrite magnet and a supply with three different air gaps: Angle Sensor Output with Variations in Airgap, 5V Supply Cosine, 3mm Functional Block Diagram, Marking, and Pinout The AAT001-10E package is marked “FCVe.” The device contains four sensing resistors with the pinned layer 90 degrees apart...

ENGINE—4.6L—OIL LEAK FROM HEAD GASKET Article No. AREA ...

ENGINE—4.6L—OIL LEAK FROM HEAD GASKET AREA—ROMEO BUILT ENGINES ONLY FORD: Some vehicles equipped with the Romeo built 4.6L 2V engine may exhibit an engine oil leak or oil weepage from the cylinder head gasket at the right hand rear or the left hand front of the engine. Oil weepage is not considered detrimental to engine performance or durability. An oil leak may be caused by metal chip debris lodged between the head gasket and the block, chip debris between the cylinder head and the head gasket, or by damage to the cylinder head sealing surface that occurred during the manufacturing process. If an oil leak is verified at the head gasket area, replacement of head gasket and cylinder head can be performed. Refer to the following Service Tips. Particular attention must be paid to inspecting cylinder block for metal chip debris damage on cylinder head to block mating surface which may require block replacement. Always verify the origin of an oil leak by using fluorescent dye. At times, a Cam Cover Gasket or engine Oil Galley Plug (particularly at the rear of the right hand head) may be the source of the engine oil leak. • When cleaning the block deck of residual gasket coating use Citrus Metal Surface Cleaner (part number F4AZ-19A536-RA) and a plastic scraper.Wipe with a LINT-FREE shop rag. A shop vac can be used to pick up loose debris/dirt PRIOR to the citrus cleaner application. • During normal inspection, pay particular attention to the RIGHT bank block deck area behind cylinder #4 or the LEFT bank block deck area in front of cylinder #5 around the oil hole breakout for dimples and impressions left by metal chips (Figures 2 and 3). • The block surface around the cylinder head alignment dowels (2 per bank) is another common location for scratches or dimples. • A known quality straight edge should be used to ensure the block surface is flat. If a dimple or impression measures over .001″ (.025mm) deep, it is recommended to replace the block. This type of damage is rare. • If block does not pass checks, a new or remanufactured long block engine assembly must be ordered. For truck applications, which requirese of the Modular Engine Lift Bracket 303-F047 (014-00073) for engine removal, use nine links of 5/16 ″ chain in place of the rear bracket • As part of the inspection of the block for damage,remove any machining chips that may be in the bottom of the cylinder block bolt bosses. This can be done using a pencil style magnet. • After removal of the chip from the block bolt bosses, and if no permanent damage to the block is found, verify that both the block and head sealing surfaces are clean prior to installing new gasket...

The V-Star 1100 Charging System
by Cronos001 0 Comments favorite 43 Viewed Download 0 Times

The V-Star 1100 Charging System There is a lot of issues noted online about the V*1100 charging system. Mainly that the battery gets real hot, may appear to be bloated, and no longer works. This and the ‘dead battery’ issues appear a lot. So I have made some attempt to document things you can do to determine the cause, and get the problems corrected. Tools Needed: A ac/dc volt meter and some basic knowledge on how to use it. (Radio Shack) 5mm hex driver tip In the unfortunate event that the regulator is faulty, or if you just want to inspect the connector at the regulator, removal of the exhaust will be necessary. The alternator is where it starts. It contains the stator. The stator is basically some wire wrapped around a core. When a magnet passes near the core, an AC voltage is generated. This voltage is fed to the rectifier/regulator. The rectifier/regulator can be either 1 integrated device, or 2 separate devices. On the V*1100 it is 1 integrated device. The rectifier has the simple job of converting the voltage that comes from the alternator, which is AC or alternating current, to DC, which is direct current. The regulator makes sure that the total voltage going to the battery from the rectifier is at a safe level for the battery. Typically around 14.1 to 14.9 volts. Now, let’s look at a couple of the problems. Lights flickering at times and/or battery gets hot to the touch. This is probably the most common complaint I see online. Usually it is the regulator. When the regulator dies, it allows as much as 19 volts to appear across the battery. This is not good. It will cook the battery. And the battery could even explode. Battery won’t stay charged, or won’t charge at all. This problem is usually a bad battery. But it can also be a bad ground connection, a bad Regulator assembly or even a bad stator. Look for the wire bundle that comes out of the engine. There will be 2 groups of wires in this bundle. One will have 2 wires going to a connector, the other will have 3 wires going to a connector. You want the one with 3 white wires going to it. Attach your meter to pins 1 & 2, using the spade lugs shown above. Set the volt meter to measure AC. Start the engine. You should be reading about 48 vAC. Actual readings depend on the rpm’s of the engine. These readings were taken at a fast idle. Turn off the engine. connector as well. The above readings can also be done at the regulator connector as well. The 3 pins shown with ‘white’ are from the stator. Be sure the stator connector is connected. Another test for the stator is an ohms reading. Set the meter to measure ohms x 1. Measure pins 1 to 2, 1 to 3, then 2 to 3. All values should be between 0.36 & 0.44 ohms. Note that these readings are done with the engine OFF...

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