JP3120533U - Automatic demagnetizing coil adjuster for ships - Google Patents

Abstract

A ship demagnetizing coil automatic adjusting device capable of reducing a lateral magnetic field without being overdemagnetized.
Before adjusting the M coil, the A coil is adjusted with respect to the Y component of the magnetic center point position under the hull keel (ST1), and the PLM is calculated from the lateral magnetic center point position X component. / ILM ratio is obtained (ST21), the PLM / ILM obtained in ST11 is multiplied by the ILM under the keel, the PLM under the keel is estimated and calculated (ST22), and the PLM estimated in ST22 is subtracted from the VM + PLM under the keel. Then, the under-keel VM is obtained, and M coil adjustment is performed on the obtained VM (ST3).
[Selection] Figure 6

Description

  This invention relates to a ship degaussing coil automatic adjuster.

  Generally, in order to demagnetize a ship, a ship is provided with a plurality of degaussing coils in the hull, and the magnetic field generated by applying a current to the degaussing coil cancels the external magnetic field generated by the ship itself. I try to minimize it.

  As shown in FIG. 1, the ship's magnetic field generated from a ship is divided into a vertical magnetic component (SH) in the vertical direction of the ship, and a magnetic LM (Longitudinary component of shipping) direction in the ship's tail direction. It is composed of magnetic AM (Athwartship component of shipping Magnetization).

  In order to cancel out the ship magnetism of these magnetic VMs, LM and AM, as shown in FIG. 2, first, an M coil 2 is arranged horizontally on the ship 1 to demagnetize the magnetic VM in the vertical direction of the ship 1. As shown in FIG. 3, in order to demagnetize the magnetic LM in the fore-and-aft direction of the hull 1, a plurality of L coils 3 are arranged on the hull 1 so that the coil surface is vertical and in the horizontal direction, and as shown in FIG. In order to demagnetize the magnetic AM in the horizontal direction of the hull 1, a plurality of A coils 4 having a vertical coil surface and a bow / tail orientation are arranged. Demagnetization is performed by adjusting the currents flowing through the M coil 2, L coil 3, and A coil 4 to minimize the Z component below the ship bottom.

  However, in recent years, magnetic fields generated in the direction of each magnetic source and degaussing coil (for example, Z component for VM and M coils, X component for LM and L coils, and Y component for AM and A coils). Tends to demagnetize.

  Further, the far magnetic field is often measured by installing it on the side of the ship to be measured due to the installation of the magnetic sensor. Demagnetization coil setting is performed after measuring the non-demagnetization state, firstly measuring the M coil optimum demagnetization state (M coil adjustment), and then (secondly) measuring all coil optimum demagnetization state [LP (stern direction permanent) Magnetic demagnetizing coil), LI (head-to-tail direction induced demagnetizing coil), AP (left and right side permanent magnet degaussing coil), AI (left and right side induced magnetism demagnetizing coil), etc.) It is implemented in. The degaussing coil automatic adjustment is automatically performed according to the above adjustment conditions and procedures. As a technique for optimizing each degaussing coil, the steepest descent method, GA, or the like is used.

Conventionally, as a method for determining the ampere turn (current x number of turns) of a degaussing coil, the reference magnetic field and the coil effect are measured, and these are divided and the difference value is obtained for each dividing point, and the difference value and the reference value are compared. On the other hand, a method is disclosed in which the ampere turn number of the coil is sequentially fixed from the initial value (see, for example, Patent Document 1).
Japanese Patent Publication No. 5-25717

  Conventionally, in the degaussing coil automatic adjustment, coil adjustment is not particularly performed by looking at a point where a side magnetic field is present.

  When demagnetizing by looking at the side magnetic field, the Z component at the position of the magnetic center point in the side magnetic waveform (the point where the Z component of the ILM (head-to-tail induced magnetism) crosses zero or the X component of the ILM becomes maximum) Since the magnetic field value has a characteristic that LM does not exist, demagnetization can be considered by looking at this point. However, both the components of VM and AM are mixed in the Z component at this point. For this reason, when the side magnetic field is demagnetized, if the side Z component is simply minimized by the M coil, the Z component due to AM is also erased, resulting in an overdemagnetized state.

  Further, in the conventional method, the M coil adjustment is optimized for a wave component under the keel VM + PLM (headward permanent magnetism). In this system, there is a problem that the side magnetic field is not reduced by demagnetization by an inappropriate demagnetizing coil different from the axial direction (for example, PLM is erased by M coil).

  The present invention has been made paying attention to the above-mentioned problems, and an object thereof is to provide an automatic demagnetizing coil adjustment device for a ship that can reduce a lateral magnetic field without being overdemagnetized.

  The automatic demagnetizing coil adjuster for a ship according to the present invention includes means for performing A coil adjustment on the magnetic field Y component below the bottom of the ship (under the hull keel) before performing M coil adjustment, and this A coil adjustment. After the Z component of only the VM excluding the influence of AM on the lateral magnetic field Z component, means for performing M coil adjustment for this Z component, and the lateral magnetic field again after the L coil adjustment is completed Means for finely adjusting the A coil so that the Y component at the magnetic center point position becomes zero.

  The demagnetizing coil automatic adjusting device for a ship according to the present invention includes means for estimating the PLM below the bottom of the ship from the X component ratio of the magnetic center point position of the side PLM and the ILM in the M coil setting, and the below-bottom VM + PLM And a means for calculating the M coil optimum adjustment value for the Z component of the VM.

  According to this device, before the M coil is adjusted, the A coil is adjusted for the Y component at the magnetic center point position below the ship bottom (under the hull keel), and the influence of AM on the lateral magnetic field Z component is removed. Since the M coil can be adjusted for the Z component of only the VM, the overdemagnetization state that has conventionally occurred is avoided, and the lateral magnetic field reduction rate is increased.

  Further, according to this device, in the M coil adjustment, the PLM below the bottom of the ship is estimated from the X component ratio of the magnetic center point position of the side PLM and ILM, and the VM is separated from the under-keel VM + PLM. Since the demagnetized VM can be demagnetized by the M coil, and the PLM can be demagnetized by the LP coil, the demagnetization caused by an inappropriate demagnetizing coil that is different from the axial direction, such as erasing the PLM generated by the M coil, is eliminated. The reduction rate increases.

  Hereinafter, the present invention will be described in more detail with reference to embodiments. FIG. 5 is a block diagram showing a ship demagnetization system according to an embodiment of the present invention. This ship demagnetization system includes a demagnetization calculation processing device 10 installed on a ship, magnetic detectors MD1, MD2,... MDP for measuring ship magnetism of a ship installed on the seabed, and a demagnetizing coil L1 of a ship. L2,..., Lm are connected. Demagnetizing coils L1, L2,..., Lm are generalized representations of a plurality of M coils 2, a plurality of L coils 3, and a plurality of A coils 4, respectively. The demagnetization calculation processing device 10 includes a CPU 11 that performs calculations during hull magnetism measurement, calculations during coil current adjustment, other processing / control calculations, a magnetic memory 12 that stores magnetic data during measurement, and the like during current adjustment. , Lm are connected to I / O port 14 for connecting magnetic detectors MD1, MD2,..., MDP, and degaussing coils L1, L2,. The I / O port 15 is provided. The demagnetization calculation processing device 10 has a demagnetizing coil automatic adjustment function.

  This embodiment of the ship degaussing system performs automatic adjustment of the ship degaussing coils L1, L2,..., Lm, specifically, for example, a plurality of M coils, a plurality of L coils, and a plurality of A coils. The hull magnetism of a ship performing current setting is stored in advance by magnetic detectors MD1, MD2,..., MDP, or measured by another measuring device and stored in the magnetic memory 12. Here, the degaussing arithmetic processing device 10 has a function of performing A coil provisional adjustment before performing M coil adjustment, a function of calculating a PLM / ILM ratio from the lateral magnetic field center point position X component, and PLM to the ILM below the keel. A function to calculate PLM under the keel by multiplying / ILM, a function to calculate the VM under the keel by subtracting the PLM from the VM + PLM under the keel, and a function to perform M coil adjustment for the obtained VM under the keel .

  In this embodiment, the magnetic detectors MD1, MD2,..., MDP for measuring ship magnetism are connected to the demagnetization processing unit 10, but the magnetic detectors MD1, MD2,. The hull magnetism used for the current setting calculation without connecting the MDP may be obtained by separately measuring the hull magnetism previously stored in the magnetic memory 12. In this embodiment, the degaussing coils L1, L2,..., Lm are connected to the degaussing arithmetic processing unit 10 so that the settling current can be controlled by the degaussing arithmetic processing unit 10. The calculated current adjustment value is stored in the current adjustment memory 13 without connecting L1, L2,..., Lm, and the stored current adjustment value is read out when necessary, and the demagnetizing coil driving unit. You may give to. Further, the demagnetization calculation processing apparatus 10 may be provided in, for example, an onshore management tower instead of a ship.

  The current adjustment process of the M coil of the embodiment ship degaussing system will be described with reference to the flowchart shown in FIG. In this embodiment system, as one of the features, before performing M coil adjustment, provisional A coil adjustment is performed on the magnetic field Y component at the magnetic center point position under the keel, and the lateral magnetic field Z component is determined. On the other hand, after setting the Z component of only the VM excluding the influence of AM, the M coil is adjusted for the Z component. Accordingly, when the automatic adjustment process for demagnetizing the M coil is entered, first, A coil temporary adjustment is executed in step ST1.

  Now, paying attention to the lateral position of Y = -100 m and Z = 20 m shown in FIG. 7, the magnetic field component at that position, that is, the lateral magnetic field component, is composed of VM, LM, and AM. However, at the magnetic center point position (50%), as shown in FIG. 8, the Z component of LM is zero, and the Z component of the lateral magnetic field is only the magnetic field generated from VM and AM. For this reason, by adjusting AM so that the Y component under the keel becomes zero with the A coil, the magnetic center point position Z component of the lateral magnetic field can be set to only VM. In step ST1, A coil adjustment is executed, the Y component under the hull keel is set to zero, and the magnetic center point position Z component is set to only VM. Next, the process proceeds to step ST2.

  In this embodiment system, as another feature, the PLM under the keel (bottom of the bottom) is estimated from the X component ratio of the magnetic center point position of the side PLM and ILM, and the VM is separated from the VM + PLM under the keel Thus, the M coil optimum adjustment value is obtained for the Z component of this VM. Therefore, in step ST2, the under-keel VM estimation calculation is executed. In step ST2, a PLM / ILM ratio is calculated in step ST21, a sub-keel PLM is calculated in step ST22, and a sub-keel VM is calculated in step ST23.

  As shown in FIG. 9, the X component at the magnetic center point position of the side magnetic field only appears in the magnetic field generated by LM (ILM and PLM). PLM and ILM can be separated by data of two different directions. Then, the ratio of the sizes of PLM and ILM can be read by the X component value (see FIG. 10) at the position of the lateral magnetic field magnetic center point. In step ST21, the PLM / ILM ratio is calculated from the X component values of PLM and ILM at the side magnetic field magnetic center point position. Subsequently, the process proceeds to step ST22.

  In the case of a steel ship, the PLM is often magnetized in a waveform similar to that of an ILM (known). Assuming that they are similar, the PLM under the keel can be estimated by multiplying the ILM waveform under the keel (for example, the position of Y = 0 m and Z = 20 m shown in FIG. 11) by the lateral PLM / ILM ratio. . FIG. 12A shows an example of an under-keel ILM waveform, and FIG. 12B shows an example of an under-keel PLM waveform. In step ST22, the known under-keel ILM is multiplied by the PLM / ILM ratio obtained in step ST21 to estimate and calculate the under-keel PLM. Next, the process proceeds to step ST23.

  The VM + PLM waveform under the keel (for example, Y = 0 m, Z = 20 m shown in FIG. 11) is illustrated in FIG. From this waveform, a sub-keel estimated PLM waveform shown in FIG. 13B can be subtracted to obtain a sub-keel estimated VM waveform [see FIG. 13C]. In step ST23, the sub-keel VM is calculated by subtracting the PLM obtained in step ST22 from the sub-keel VM + PLM waveform. Subsequently, the process proceeds to step ST3.

  In step ST3, M coil adjustment is performed for the Z component of only the VM obtained in step ST23, that is, the VM excluding PLM. In this way, if the M coil optimum demagnetization is performed on the Z component of the estimated VM, it is possible to avoid overdemagnetization that the M coil is demagnetized to the PLM. Next, the process proceeds to step ST4.

  In step ST4, the lateral magnetic field Z component is calculated from the adjustment value obtained in step ST3. Subsequently, the process proceeds to step ST5. In step ST5, it is determined whether or not the absolute value of the Z component of the side magnetic field obtained in step ST4 is substantially zero. As a result of the determination, if the absolute value of the Z component of the lateral magnetic field is still large and not substantially 0, the process proceeds to step ST6. On the other hand, if the absolute value of the Z component of the lateral magnetic field is substantially zero, the M coil adjustment processing is terminated.

  In step ST6, the current value of the entire M coil is adjusted so that the absolute value of the Z component of the lateral magnetic field becomes zero. When the adjustment is completed, the M coil adjustment process ends. When the adjustment of the M coil is completed, the process proceeds to the adjustment of the L coil. Finally, the lateral magnetic center point position Y component of the A coil is adjusted to zero, and the automatic adjustment is finished.

  In the above embodiment, the under-keel estimation calculation is performed after the A coil provisional adjustment, but may be executed before the A coil provisional adjustment.

It is a figure explaining each direction component of the magnetism which a ship generates. It is a figure explaining arrangement | positioning of the perpendicular direction magnetic component of a ship, and the M coil which demagnetizes this. It is a figure explaining arrangement | positioning of the L-coil which demagnetizes this the bow direction magnetic component of a ship, and this. It is a figure explaining arrangement | positioning of the A coil which demagnetizes this with respect to the left-and-right direction magnetic component of a ship, and this. It is a block diagram which shows the apparatus structure of ship demagnetization system of one Embodiment of this invention. It is a flowchart explaining the current adjustment process of the M coil of the ship demagnetization system of the embodiment. It is the schematic explaining the magnetic field measurement of the side position of a ship. It is explanatory drawing which zeros Z component by AM of the magnetic field waveform Z component of the same side position. It is the schematic explaining the measurement of PLM and ILM in the side position of a ship. It is a figure which shows an example of the side magnetic field waveform X component of the said PLM and ILM. It is the schematic explaining the measurement of PLM and ILM in the position under the keel of a ship. It is a figure which shows an example of the ILM waveform in the position under the keel of a ship, and an estimated PLM waveform. It is a figure explaining the process which subtracts an estimated PLM waveform from the VM + PLM waveform in the position under a keel of a ship, and obtains only an estimated VM waveform under a keel.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Warship 2 M coil 3 L coil 4 A coil 10 Demagnetization calculation control apparatus 11 CPU
DESCRIPTION OF SYMBOLS 12 Magnetic memory 13 Current adjustment memory 14, 15 I / O port MD1, MD2, ..., MDP Magnetic detector L1, L2, ..., Lm Demagnetizing coil

Claims (2)

Means for performing A coil adjustment on the magnetic field Y component under the hull keel before performing the M coil adjustment, and only the VM excluding the influence of AM on the lateral magnetic field Z component by this A coil adjustment. Means for performing M coil adjustment for the Z component,
Means for finely adjusting the A coil so that the Y component of the magnetic center point position of the lateral magnetic field becomes zero again after the L coil adjustment is completed;
A demagnetizing coil automatic adjusting device for ships.     In the M coil adjustment, the VM is separated from the bottom VM + PLM by means for estimating the PLM below the bottom of the ship from the X component ratio of the position of the magnetic center point of the side PLM and ILM, and the VM's Z component 2. A demagnetizing coil automatic adjustment device for a ship according to claim 1, further comprising means for calculating an optimum coil adjustment value.

Images