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TURBINE GAS

There are many different kinds of turbines:


• You have probably heard of a steam turbine. Most power
plants use coal, natural gas, oil or a nuclear reactor to create
steam. The steam runs through a huge and very carefully
designed multi-stage turbine to spin an output shaft that
drives the plant's generator.

• Hydroelectric dams use water turbines in the same way to


generate power. The turbines used in a hydroelectric plant
look completely different from a steam turbine because
water is so much denser (and slower moving) than steam, but
it is the same principle.

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• Wind turbines, also known as wind mills, use the wind as
their motive force. A wind turbine looks nothing like a
steam turbine or a water turbine because wind is slow
moving and very light, but again, the principle is the
same.

• A gas turbine is an extension of the same concept. In a


gas turbine, a pressurized gas spins the turbine. In all
modern gas turbine engines, the engine produces its own
pressurized gas, and it does this by burning something
like propane, natural gas, kerosene or jet fuel. The heat
that comes from burning the fuel expands air, and the
high-speed rush of this hot air spins the turbine.

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KOMPONEN UTAMA
DAN PRINSIP KERJA TURBIN GAS

Gas turbine engines are, theoretically, extremely simple.


They have three parts:
Compressor - Compresses the incoming air to high
pressure
Combustion area - Burns the fuel and produces high-
pressure, high-velocity gas
Turbine - Extracts the energy from the high-pressure,
high-velocity gas flowing from the combustion chamber

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COMPRESSOR
In this engine, air is sucked in from the right by the compressor.
The compressor is basically a cone-shaped cylinder with small fan
blades attached in rows (eight rows of blades are represented
here).
Assuming the light blue represents air at normal air pressure,
then as the air is forced through the compression stage its
pressure rises significantly.
In some engines, the pressure of the air can rise by a factor of 30.
The high-pressure air produced by the compressor is shown in
dark blue.
Combustion area

This high-pressure air then enters


the combustion area, where a ring
of fuel injectors injects a steady
stream of fuel. The fuel is
generally kerosene, jet fuel,
propane or natural gas. If you think
about how easy it is to blow a
candle out, then you can see the The injectors are at the right.
design problem in the combustion Compressed air enters
area -- entering this area is high- through the perforations.
pressure air moving at hundreds of Exhaust gases exit at the
miles per hour. You want to keep a
flame burning continuously in that left. You can see in the
environment. The piece that solves previous figure that a second
this problem is called a "flame set of cylinders wraps around
holder," or sometimes a "can." The the inside and the outside of
can is a hollow, perforated piece of
heavy metal. Half of the can in this perforated can, guiding
cross-section is shown below: the compressed intake air into
the perforations.

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Turbin

At the left of the engine is the


turbine section. In this figure there
are two sets of turbines. The first
set directly drives the compressor.
The turbines, the shaft and the All of these areas become
compressor all turn as a single unit: major engineering problems
At the far left is a final turbine because of the tremendous
stage, shown here with a single set of temperatures, pressures and
vanes. It drives the output shaft. spin rates inside the engine.
This final turbine stage and the In the case of the turbine
output shaft are a completely stand-
alone, freewheeling unit. They spin used in a tank or a
power plant, there really is
freely without any connection to the
rest of the engine. And that is the nothing to do with the
amazing part about a gas turbine exhaust gases but vent them
engine -- there is enough energy in through an exhaust pipe, as
the hot gases blowing through the shown. Sometimes the
blades of that final output turbine to exhaust will run through some
generate 1,500 horsepower sort of heat exchanger
either to extract the heat
for some other purpose or to
preheat air before it enters
the combustion chamber.
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KEKURANGAN DAN KELEBIHAN TURBIN GAS

So why does the M-1 tank use a 1,500 horsepower gas turbine
engine instead of a diesel engine? It turns out that there are two
big advantages of the turbine over the diesel:
• Gas turbine engines have a great power-to-weight ratio compared
to reciprocating engines. That is, the amount of power you get out
of the engine compared to the weight of the engine itself is very
good.
• Gas turbine engines are smaller than their reciprocating
counterparts of the same power.
• The main disadvantage of gas turbines is that, compared to a
reciprocating engine of the same size, they are expensive. Because
they spin at such high speeds and because of the high operating
temperatures, designing and manufacturing gas turbines is a tough
problem from both the engineering and materials standpoint. Gas
turbines also tend to use more fuel when they are idling, and
they prefer a constant rather than a fluctuating load. That makes
gas turbines great for things like transcontinental jet aircraft and
power plants, but explains why you don't have one under the hood
of your car. 7
VARIASI TURBIN GAS
Large jetliners use what are known as turbofan
engines, which are nothing more than gas
turbines combined with a large fan at the front
of the engine. Here's the basic (highly
simplified) layout of a turbofan engine:
You can see that the core of a turbofan is a
normal gas turbine engine like the one
described in the previous section. The
difference is that the final turbine stage
drives a shaft that makes its way back to the A turboprop engine is
front of the engine to power the fan similar to a turbofan,
but instead of a fan
The purpose of the fan is to dramatically there is a conventional
increase the amount of air moving through the propeller at the front of
engine, and therefore increase the engine's the engine. The output
thrust. The air that the fan moves is called shaft connects to a
"bypass air" (shown in purple above) because it gearbox to reduce the
bypasses the turbine portion of the engine and speed, and the output of
moves straight through to the back of the the gearbox turns the
nacelle at high speed to provide thrust. propeller.

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ROTARY VS RECIPROCATING ENGINE

• Fewer Moving Parts


The rotary engine has far fewer moving parts
than a comparable four-stroke piston engine. A
two-rotor rotary engine has three main moving
parts: the two rotors and the output shaft. Even
the simplest four-cylinder piston engine has at
least 40 moving parts, including pistons,
connecting rods, camshaft, valves, valve springs,
rockers, timing belt, timing gears and crankshaft.

• This minimization of moving parts can translate


into better reliability from a rotary engine. This
is why some aircraft manufacturers prefer rotary
engines to piston engines.

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• Smoother
All the parts in a rotary engine spin continuously in
one direction, rather than violently changing
directions like the pistons in a conventional engine
do. Rotary engines are internally balanced with
spinning counterweights that are phased to cancel
out any vibrations.

The power delivery in a rotary engine is also


smoother. Because each combustion event lasts
through 90 degrees of the rotor's rotation, and the
output shaft spins three revolutions for each
revolution of the rotor, each combustion event lasts
through 270 degrees of the output shaft's rotation.
This means that a single-rotor engine delivers power
for three-quarters of each revolution of the output
shaft. Compare this to a single-cylinder piston
engine, in which combustion occurs during 180
degrees out of every two revolutions, or only a
quarter of each revolution of the crankshaft (the
output shaft of a piston engine).

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AIRCRAFT

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COMMERCIAL
AIRCRAFT

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MILITARY AIR CRAFT

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CARGO
AIR CRAFT

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TURBOFAN
AIRCRAFT

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TURBOJET
AIRCRAFT

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TURBOPROP
AIRCRAFT

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TURBOPROP,FAN DAN JET

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AIRCRAFT STRUCTURES

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AERODYNAMIC FORCES

Thrust
Thrust is an aerodynamic
force that must be created
by an airplane in order to
overcome the drag (notice
that thrust and drag act in
opposite directions in the
figure above).

Airplanes create thrust using propellers, jet engines or


rockets. In the figure above, the thrust is being created
with a propeller, which acts like a very powerful version of a
household fan, pulling air past the blades.
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Drag
Drag is an aerodynamic force that resists the motion
of an object moving through a fluid, parallel to the
direction of the fluid flow.
The amount of drag depends on a few factors, such as
the size, speed and the density of the air.
If you were to slow down, you would notice that the
drag on your hand would decrease.

Lift
Lift is the aerodynamic force that holds an airplane in
the air. it acts perpendicular to the flow of the fluid.
On airplanes, most of the lift required to keep the
plane aloft is created by the wings

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Straight and Level Flight

In order for an airplane to fly straight and level, the


following relationships must be true:

Thrust = Drag
Lift = Weight

If, for any reason, the amount of drag becomes larger than
the amount of thrust, the plane will slow down.

If the thrust is increased so that it is greater than the drag,


the plane will speed up.

Similarly, if the amount of lift drops below the weight of


the airplane, the plane will descend. By increasing the lift,
the pilot can make the airplane climb.

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HOW LIFT IS CREATED

Pressure Variations Caused By


Turning a Moving Fluid

The net force is created by


pressure differences brought
about by variations in speed of the
air at all points around the wing.

These velocity variations are


caused by the disruption and
turning of the air flowing past the
wing.

The speed and pressure differences between the top and


bottom surfaces increases the lift. There are many ways to
increase the lift of a wing, such as increasing the angle of
attack or increasing the speed of the airflow.

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INTERESTING THINGS ABOUT WINGS

There are several interesting facts about wings that are


useful in developing a more detailed understanding of how
they work. Wing shape, the angle of attack, flaps, slats,
rotating surfaces and blown surfaces are all important
elements to consider.
• Wing Shape

The "standard" airfoil shape that we


examined above is not the only shape for a
wing. supersonic aircraft have wing profiles
that are somewhat different than you would
expect:

The upper airfoil is typical for a stunt plane,


and the lower airfoil is typical for supersonic
fighters. Note that both are symmetric on
the top and bottom. Stunt planes and
supersonic jets get their lift totally from the
angle of attack of the wing
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• .Angel of attack

The angle of attack is the angle


that the wing presents to oncoming
air, and it controls the thickness of
the slice of air the wing is cutting
off.
Steep angle of attack

Because it controls the slice, the


angle of attack also controls the
amount of lift that the wing
generates (although it is not the
only factor).

Shallow angle of attack


Zero angle of attack

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• Flaps In general, the wings on most planes are designed
to provide an appropriate amount of lift (along with
minimal drag) while the plane is operating in its
cruising mode (about 560 miles per hour, or 901 km
per hour, for the Boeing 747-400). However, when
these airplanes are taking off or landing, their
speeds can be reduced to less than 200 miles per
hour (322 kph). This dramatic change in the wing's
working conditions means that a different airfoil
shape would probably better serve the aircraft. To
accommodate both flight regimes (fast and high as
well as slow and low), airplane wings have moveable
sections called flaps.

During takeoff and landing, the flaps are extended


rearward and downward from the trailing edge of
the wings. This effectively alters the shape of the
wing, allowing the wing to turn more air, and thus
create more lift. The downside of this alteration is
that the drag on the wings also increases, so the
flaps are put away for the rest of the flight.

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• Slats

Slats perform the same function as


flaps (that is, they temporarily alter
the shape of the wing to increase
lift), but they are attached to the
front of the wing instead of the rear.
They are also deployed on takeoff
and landing.

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AIRCRAFT PARTS

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• The Propeller
Probably the most important parts of an airplane, after
the wing, are the propeller and engine. The propeller (or,
on jet aircraft, the jets) provides the thrust that moves
the plane forward.

• A propeller is really just a special, spinning wing. If you


looked at the cross section of a propeller, you'd find
that a propeller has an airfoil shape and an angle of
attack. Just by looking at the propeller pictured above,
you can see that the angle of attack changes along the
length of the propeller.

• Many larger propeller aircraft have more elaborate


three-blade or four-blade props with adjustable pitch
mechanisms. These mechanisms let the pilot adjust the
propeller's angle of attack depending on air speed and
altitude.

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Stabilizer
• The tail of the airplane has two small wings, called the
horizontal and vertical stabilizers, that the pilot uses
to control the direction of the plane. Both are
symmetrical airfoils, and both have large flaps on them
that the pilot controls with the control stick to change
their lift characteristics.

• With the horizontal tail wing, the pilot can change the
plane's angle of attack, and therefore control whether
the plane goes up or down. With the vertical tail wing,
the pilot can turn the plane left or right.

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CONTROLLING THE DIRECTION

• The Main Wing and Flaps


The plane's main wing is 40 feet
(~ 12 m) long from end to end,
and about 4 feet (~ 1.2 m) wide.
On the inner portion of the wing,
there are flaps used during
takeoff, landing and other low-
speed situations. On the outer
ends, there are ailerons used to
turn the plane and keep it level.

• The flaps are actuated by


electric motors in the wing. Also
enclosed in the wings are two fuel
tanks, each of which holds about
20 gallons of gas.

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POWER AND FLIGHT

 An F-15 has most of the elements you'll find on an ordinary jet plane.
It has two wings that generate lift, it has rear vertical and horizontal
stabilizers and rudders that balance and steer the plane, and it has
twin turbofan jet engines at the rear of the plane that generate
thrust.
• The main difference between an F-15 and an ordinary jet is how these
elements are balanced. The F-15's twin engines have a very high
thrust-to-weight ratio, meaning they are relatively light for the
amount of thrust they generate
• The plane body is relatively light, too, though it is extremely strong.
The wing spars are made of titanium, which is lighter and stronger
than steel, and most of the skin is made of lightweight aluminum.
According to the Air Force, each engine can generate between 25,000
and 29,000 pounds of thrust. The F-15C's normal weight is only
45,000 pounds, which means its thrust is actually greater than its
weight! This lets it accelerate quickly, even while climbing in altitude.
• The F-15 also has very low wing loading, meaning it has a lot of wing
area for its weight. Greater wing area means greater lift, which makes
the plane more agile. It can take off, ascend and turn much more
quickly than an ordinary plane, which has much more weight per square
foot of wing space.
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The F-15 Strike Eagle (bottom) carries a number of air-to-ground weapons in addition to the air-to-air
weapons
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REFRIGERTAION

The Purpose of Refrigeration


The fundamental reason for having a refrigerator is
to keep food cold. Cold temperatures help food stay
fresh longer. The basic idea behind refrigeration is to
slow down the activity of bacteria (which all food
contains) so that it takes longer for the bacteria to
spoil the food.

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REFRIGETARION CYCLE

In your refrigerator, the cycle is


continuous. In the following example, we
will assume that the refrigerant being
used is pure ammonia, which boils at -27
degrees F. This is what happens to keep
the refrigerator cool :

• The compressor compresses the ammonia


gas. The compressed gas heats up as it is
pressurized (orange).

• The coils on the back of the refrigerator


let the hot ammonia gas dissipate its heat.
The ammonia gas condenses into ammonia
liquid (dark blue) at high pressure.

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• The high-pressure ammonia liquid flows through the
expansion valve
You can think of the expansion valve as a small hole.
On one side of the hole is high-pressure ammonia
liquid. On the other side of the hole is a low-
pressure area (because the compressor is sucking
gas out of that side).

The liquid ammonia immediately boils and vaporizes


(light blue), its temperature dropping to -27 F. This
makes the inside of the refrigerator cold.

The cold ammonia gas is sucked up by the


compressor, and the cycle repeats.

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• Pure ammonia gas is highly toxic to people and would
pose a threat if the refrigerator were to leak, so all
home refrigerators don't use pure ammonia. You may
have heard of refrigerants know as CFCs
(chlorofluorocarbons), originally developed by Du Pont
in the 1930s as a non-toxic replacement for ammonia.
CFC-12 (dichlorodifluoromethane) has about the same
boiling point as ammonia.
However, CFC-12 is not toxic to humans, so it is safe
to use in your kitchen. Many large industrial
refrigerators still use ammonia.

• In the 1970s, it was discovered that the CFCs then in


use are harmful to the ozone layer, so as of the
1990s, all new refrigerators and air conditioners use
refrigerants that are less harmful to the ozone layer.

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HOW AIR CONDITIONER WORK

• The Basic Idea


 An air conditioner is basically a refrigerator without
the insulated box. It uses the evaporation of a
refrigerant, like Freon, to provide cooling. The
mechanics of the Freon evaporation cycle are the same
in a refrigerator as in an air conditioner

• The term Freon is generically "used for any of various


nonflammable fluorocarbons used as refrigerants a

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This is how the evaporation cycle in
an air conditioner works.

• The compressor compresses cool


Freon gas, causing it to become
hot, high-pressure Freon gas
(red in the diagram above).
• This hot gas runs through a set of
coils so it can dissipate its heat,
and it condenses into a liquid.
• The Freon liquid runs through an
expansion valve, and in the process
it evaporates to become cold, low- Diagram of a typical air
pressure Freon gas (light blue in conditioner
the diagram above).
• This cold gas runs through a set of
coils that allow the gas to absorb
heat and cool down the air inside
the building.

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SPLIT SYSTEM UNIT

A split-system air conditioner


splits the hot side from the
cold side of the system.

The cold side, consisting of


the expansion valve and the
cold coil, is generally placed
into a furnace or some other
air handler.

The air handler blows air


through the coil and routes
the air throughout the building
using a series of ducts.

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The hot side, known as the condensing unit. The unit
consists of a long, spiral coil shaped like a cylinder.
Inside the coil is a fan, to blow air through the coil,
along with a weather-resistant compressor.

• Besides the fact that the hot and cold sides are split
apart and the capacity is higher, there is no
difference between a split-system and a window air
conditioner.

• Alternatively, there may be many smaller units on the


roof, each attached inside to a small air handler that
cools a specific zone in the building.

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CHILLED WATER SYSTEM

In larger buildings and


particularly in multi-story
buildings, the split-system
approach begins to run into
problems.
Either running the pipe between
the condenser and the air
handler exceeds distance
limitations (runs that are too
long start to cause lubrication
difficulties in the compressor),
or the amount of duct work and
the length of ducts becomes
unmanageable. At this point, it
is time to think about a chilled-
water system.
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• In a chilled-water system, the entire air conditioner
lives on the roof or behind the building. It cools water
to between 40 and 45 F (4.4 and 7.2 C).

• This chilled water is then piped throughout the


building and connected to air handlers as needed.
There is no practical limit to the length of a chilled-
water pipe if it is well-insulated.

• You can see in this diagram that the air conditioner


(on the left) is completely standard. The heat
exchanger lets the cold Freon chill the water that
runs throughout the building.

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PROSES MANUFAKTUR
Adalah proses produksi untuk membuat dan atau merakit
komponen menjadi suatu produk dari bahan baku atau setengah
jadi

DENGAN MESIN PERKAKAS


 DENGAN PERAUTAN SECARA KONVENSIONAL (DRILLING, TURNING,
MILLING, SHAPING)
 DENGAN PERAUTAN TIDAK KONVENSIONAL (EDM, WIRE CUT)
 TANPA PERAUTAN (MENGGUNTING, DRAWING, ROLLING, PRESSING)

TANPA MESIN PERKAKAS


 CASTING
 WELDING
 HEAT TREATMENT
PROSES TURNING

Turning silindris Turning conis

Carteling/knurling Pembuatan ulir


MILLING (FRAIS)
adalah proses perautan benda kerja menggunakan
alat potong (pahat) dengan mata potong jamak yang
berputar.

Tipe vertikal Tipe horizontal


JENIS PROSES MILLING

SLAP MILL : FACE MILL: SB END MILL : PAHAT


SB PAHAT TERLETAK PAHAT L DPAT
PADA BIDANG // PERMUKAAN DIGERAKKAN
PERMUKAAN BK BENDA KERJA MENYUDUT
PENGERJAAN PADA MESIN FRAIS
MESIN DRIL (GURDI)
Proses pembuatan lubang bulat . Pahat berputar dan bergerak searah
sumbu pahat.(Boring adalah proses untuk memperbesar lubang, proses ini
bisa menggunakan mesin bubut, frais ataupun mesin bor)

Mesin dril tangan

Mesin dril berdiri


MESIN SEKRAP (SHIPING)

Disebut pula mesin ketam atau serut.


Untuk melakukan perautan, pahat tunggal yang digunakan,
bergerak lurus lurus bolak-balik , sementara benda kerjanya
dalam keadaan diam.
Mesin ini digunakan untuk mengerjakan bidang-bidang yang
rata atau beralur.

Mesin sekrap vertical yang biasanya dinamakan mesin


slotting/slotter.
Proses sekrap dilakukan untuk benda kerja yang relatif
kecil, sedang proses planner untuk benda kerja yang besar
MESIN GERINDA

Mesin Gerinda adalah salah satu mesin perkakas yang


digunakan untuk mengasah/memotong benda kerja dengan
tujuan tertentu.

Prinsip kerja Mesin Gerinda adalah batu gerinda berputar


bersentuhan dengan benda kerja sehingga terjadi
pengikisan, penajaman, pengasahan, atau pemotongan.

JENIS BATU GERINDA


1. ALUMINIUM OKSIDA
2. SILIKON KARBIDA
3. DIAMOND
4. BARON NITRIDE
PROSES GERINDA

GERINDA DATAR GERINDA SILINDRIS


PENGERJAAN PANAS ( HOT WORKING )
proses pembentukan logam yang mana proses deformasinya
dilakukan pada kondisi temperatur rekristalisasi.

Deformasi plastis pada temperatur di atas temperatur


rekristalisasi tidak berakibat terjadinya pengerasan
regangan (strain hardening).
Proses hot working tidak mengakibatkan kenaikan
kekuatan luluh (yield strenght) atau kekerasan material
ataupun turunnya keuletan material.
PENGEROLAN LOGAM

PEMBUATAN PLAT BESI PEMBUATAN BESI PROFIL


COLD WORKING
Proses pembentukan logam yang dilakukan di bawah temperatur
rekristalisasi

Keuntungan Cold Working :


Tidak perlu pemanasan
Permukaan akhir (surface finish) lebih baik
Pengaturan dimensi lebih bisa terkendali,
Kekuatan dan fatigue strenght serta ketahanan ausnya lebih baik

Kerugian Cold Working:


Diperlukan gaya dan peralatan yang besar untuk melakukan deformasi
Produk menjadi kurang ulet
Logam harus bersih dan bebas kerak
Terjadi pengerasan regangan (strain hardening) sehingga perlu proses
pelunakan (annealing)
COLD WORKING

WIRE DRAWING ROLLING


PEMBUATAN BAHAN PAKU PEMBUATAN SENG GELOMBANG
PENGECORAN (CASTING)
adalah suatu proses pembentukan dengan cara menuangkan materi
cair seperti logam atau plastik yang dimasukkan ke dalam
cetakan,kemudian dibiarkan membeku di dalam cetakan tersebut

Proses casting biasa digunakan untuk membuat


bentuk benda/komponen yang komplek. Jenis proses
casting antara lain adalah:
 Sand casting, secara gravitasional
 centrufugal casting (dg diputar)
 Die casting (dengan tekanan tinggi)
SAND CASTING

Proses casting
Pembuatan cetakan

Hasil cetakan
CENTRIFUGAL CASTING
CENTRIFUGAL CASTING BANYAK DIGUNAKAN UNTK PROSES
PEMBUATAN PART YANG SILINDRIS. KKEKUATAN KOMPONEN HASIL
CENTRIFUGAL CASTING LEBIH BAIK DARI HASIL SAND CASTING.

HASIL PROSES
CENTRIFUGAL CASTING

PROSES CENTRIFUGAL CASTING


UNTUK KOMPONEN YANG MEMERLUKAN DIE CASTING
KEKUATAN LEBIH TINGGI DARI KOMPONEN HASIL
CENTRIFUGAL CASTING

PART MESIN HASIL PROSES


DIE CASTING
PROSES LAS
PROSES PENYAMBUNGAN/PEMBENTUKAN KOMPONEN DANGAN CARA
MENCAIRKAN PERMUKAAN KEDUA BAGIAN/PERMUKAAN KOMPONEN
YANG AKAN DISAMBUNG

ENCAIRAN TERJADI DIBAGIAN KONTAK SAJA. PROSES PEMANASAN


SETEMPAT MENGAKIBATKAN PENDINGINAN CEPAT. HAL INI
BERPENGARUH PADA PERUBAHAN STRUKTUR LAOGAM YANG DI LAS

JENISNYA :
BERDASARKAN SUMBER PANASNYA, LAS DAPAT DIBEDAKAN MENJADI
LAS BUSUR LISTRIK DAN GAS

1. DAERAH LOGAM LAS


2. DAERAH FUSI, CAMPURAN
ANT. LOGAM INDUK DAN LAS
3. DAERAH YANG TERPENGARUH
PANAS (HAZ)
LAS LISTRIK

SMA WELDING

MIG WELDING
LAS OXY-ASETILEN (KARBIT)

LAS KARBIT BIASA DIGUNAKAN UNTUK MENGELAS


BENDA YANG TIDAK TERLALU TEBAL
PROSES INI JUGA DAPAT DIGUNAKAN UNTUK
MEMOTONG LOGAM ATAU MELAKUKAN POST ATAU
PRE HEATING.
PERANGKAT DALAM PROSES DESAIN

• Software For Modeling Analysis


 AUTOCAD 2016
 MECHANICAL DESKTOP
 AUTODESK INVENTOR
 SOLID WORKS
• Structural software for Analysis Design
 SAP 2000
 ANSYS
• Rapid Prototyping Equipment
 SCAN TOOL
 3D PRINTER
• Support Equipment for experimental analysis
 PIEZOELECTRIC
 MICRO STRAIN GAUGE
 UNIT ELECTRONIC CONTROL

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