Send your good work in the knowledge base is simple. Use the form below
Students, graduate students, young scientists who use the knowledge base in their studies and work will be very grateful to you.
Posted on http://www.allbest.ru/
sodaRzhanie
Introduction
1. The concept of constructive protection and physical fields of the ship
2. The main physical fields of the ship and ways to reduce them
3. Ship degaussing device
Conclusion
Introduction
physical field ship
In order to more successfully solve the ship's combat missions in the conditions of intensive development of detection and destruction means, it is necessary for all officers to know the physical fields of the ship and the World Ocean, ways to provide physical protection, be able to correctly use technical means of protection and ship movement modes, and it is also necessary to serious attention to the choice of competent tactics to ensure the stealth of the ship and reduce the likelihood of detection and destruction by non-contact weapons.
When designing and building ships of various classes, great attention is paid to ensuring their structural protection from the effects of various kinds weapons and means of guidance.
1. The concept of constructive protection and physicalfields toaboutslave
With the beginning of hostilities at sea, a confrontation began with weapons used to destroy ships and protect the ship from these weapons.
So in the period when the main weapon was a ram, they began to use armor on the sides of the ship. With the beginning of the use of artillery, considerable attention, along with armor, was paid to the fire protection of ships. During this period, the first fire-fighting systems appeared.
Reservation of ships, as the main type of protection, was widely used on ships until the beginning of the 20th century. During this period, there was a class of armored ships - battleships. In addition, other ships were also built using armor. The representative of these ships is the famous cruiser "AURORA" built during this period. The hull of this ship consists of two parts: a heavy armored underwater part and a light surface part.
With the increase in the power of artillery weapons and the advent of torpedo weapons, armor ceased to meet the requirements for ship protection. Therefore, the use of reservation has become inappropriate.
During this period, the rapid development of the basic provisions of the ship's survivability begins, the founder of which was the Russian officer, Admiral S.O. Makarov.
The application of the principle of dividing the ship into hermetic, watertight compartments, the widespread use of drainage and fire fighting equipment, emergency equipment and materials, as well as scientific approaches to the organization of damage control of the ship, all this allowed the ship to effectively withstand the combat effects of weapons of that time.
With the beginning of the use of non-contact fuses and the emergence of homing systems, protection by physical fields became the main direction of ship protection. This type of protection is currently continuing to develop and improve, and with the advent of powerful missile weapons, the need to protect the ship has increased even more.
On modern ships, structural protection is provided by the following measures:
Giving the ship the necessary reserves of local and general strength;
Division of the ship into watertight compartments;
The use of technical means of combating water and fires;
Ensuring a decrease in the level of various physical fields.
Currently, various non-contact systems based on the principles of registering various physical fields of a ship are used to detect ships, classify them, track them, and destroy them. With the beginning of the use of non-contact fuses and the emergence of homing systems, protection by physical fields became the main direction of ship protection.
physical field called a part of space or all of space, which has some physical properties. At each point of this space, some physical quantity has a certain value.
Fields, as peculiar forms of matter, include magnetic, thermal (infrared), light, gravitational and other fields.
Some physical fields are peculiar forms of motion of matter, such as an acoustic field. And some fields manifest themselves in the form of electromagnetic and gravitational phenomena in conjunction with the movement of matter, such as, for example, a hydrodynamic field.
Each place of the World Ocean has certain levels of physical fields - these are natural natural fields. Depending on the environment in which the physical fields of the ocean originate, they can be divided into:
1. Geophysical fields, due to the presence of the entire mass of the earth:
A magnetic field;
Gravity field;
Electric field; ocean relief field.
2. Hydrophysical fields, due to the presence of ocean water masses, which include:
Sea water temperature field;
Salinity field of sea water;
Sea water radioactivity field;
Hydrodynamic field;
hydroacoustic field;
Hydrooptical field;
the thermal radiation field of the ocean surface.
When creating technical means for detecting ships and non-contact weapon systems, the characteristics and parameters of the ocean fields are carefully taken into account, they are considered as natural interference, taking into account which the means must be configured in such a way as to highlight the physical field of the ship against the background of natural interference. On the other hand, ships can use ocean fields to mask or reduce the levels of their own fields.
A ship (SW), while in a given place of the oceans, makes changes to natural fields. It distorts (disturbs) one or another field of the World Ocean with a certain regularity, and in some cases it itself is exposed to physical fields, for example, it is magnetized.
The physical field of the ship called a region of space adjacent to the ship, within which a distortion of the corresponding field of the World Ocean is detected.
A surface ship is a source of various physical fields, which are the characteristics of a ship that determine its stealth, protection, and combat stability.
The parameters of physical fields are widely used in the detection and classification of ships, in weapon guidance systems, as well as in control systems for non-contact mine-torpedo and missile weapons.
At present, a strict classification and terminology for the physical fields and wake of a ship has not yet been established. One of the options is the classification presented in table No. 1.
The physical fields of ships according to the location of the sources of the field are divided into primary ( own) and secondary (called out).
Primary (intrinsic) fields of ships are fields whose sources are located directly on the ship or in a relatively thin layer of water adjacent to its hull.
The secondary (evoked) field of the ship is the reflected (distorted) field of the ship, the sources of which are outside the ship (in space, on another ship, etc.).
Fields that are created artificially with the help of special devices (radio, sonar stations, optical instruments) are called active physical sex I mi.
The fields that are naturally created by the ship as a whole as a constructive structure are called passive physical fields of the ship .
According to the functional dependence of the parameters of physical fields on time, they can be divided into static and dynamic.
Static fields are such physical fields, the intensity (level or power) of the sources of which remains constant during the time of the impact of the fields on the non-contact system.
Dynamic (time-variable) physical fields are such fields, the intensity of the sources of which changes during the time of the field impact on the non-contact system.
The physical fields of the ship are currently widely used in three areas:
In non-contact systems of various types of weapons;
In detection and classification systems;
in homing systems.
The degree of use of physical fields in technical means of detecting, tracking ships and in non-contact weapon systems is not the same. At present, the following physical fields of a ship have found wide application in practice:
acoustic field,
thermal (infrared) field,
hydrodynamic field,
a magnetic field,
electric field.
The reasons for the occurrence and ways to reduce these physical fields of the ship will be considered in the following questions of the lesson.
2. The main physical fields of the ship and how to sleep themandzheniya
a) The acoustic field of the ship.
The acoustic field of a ship is a region of space in which acoustic waves are distributed, either generated by the ship itself or reflected from the ship.
Wave-like propagating oscillatory motion of particles of an elastic medium is commonly called sound.
The speed of sound propagation depends on the elastic properties of the medium (in air 330 m/s, in water 1500 m/s, in steel about 5000 m/s). The speed of sound propagation in water also depends on its physical state, increasing with temperature, salinity and hydrostatic pressure.
A moving ship is a powerful source of sound that creates an acoustic field of great intensity in the water. This field is called the hydroacoustic field of the ship (HAPC).
In accordance with the classification discussed earlier, GAPC is divided into:
Primary HAPC (noise), which is formed by the ship's own source of acoustic waves;
Secondary HAPC (hydrolactation), which is formed as a result of acoustic waves reflected from the ship, emitted by an external source.
The hydroacoustic field (noise) of a ship is widely used in stationary, shipborne and aviation detection and classification systems, as well as homing systems and proximity fuses for mine and torpedo weapons.
The hydroacoustic field of a ship is a collection of superimposed fields created by various sources, the main ones being:
Noises created by propellers (screws) during their rotation. The underwater noise of the ship from the work of the propellers is divided into the following components:
Noise propeller rotation,
swirling noise,
Vibration noise of the edges of the propeller blades ("singing"),
cavitation noise.
Noises emitted by the ship's hull on the move and in the parking lot as a result of its vibration from the operation of the mechanisms.
Noises created by the flow of water around the hull of the ship during its movement.
The levels of underwater noise depend on the speed of the ship and on the depth of immersion (for submarines). At travel speeds above the critical one, an area of intense noise generation begins.
During the operation of the ship, its noise level may change for a number of reasons. So the increase in noise is facilitated by the development of the technical resource of ship mechanisms, which leads to their misalignment, imbalance and increased vibration. The oscillatory energy of the mechanisms causes hull vibrations, which leads to disturbances in the outboard environment, which determine underwater noise.
Vibrations of mechanisms are transmitted to the body:
Through the support links of the mechanisms with the body (foundations);
Through non-supporting connections of mechanisms with the body (pipelines, water pipes, cables);
Through the air in the compartments and rooms of the NK.
The pumps associated with the outboard medium transmit vibrational energy, in addition to the indicated paths, through the working medium of the pipeline directly into the water.
The noise level of a ship characterizes not only its stealth from hydroacoustic detection tools and the degree of protection from mine-torpedo weapons of a potential enemy, but also determines the operating conditions of its own hydroacoustic detection and target designation tools, interfering with the operation of these tools.
Noise is of great importance for submarines (submarines), as it largely determines their stealth. Noise control and its reduction is the most important task of all ship personnel and especially submarines.
In order to ensure the acoustic protection of the ship, a number of organizational, technical and tactical measures are being taken.
These activities include the following:
improvement of vibroacoustic characteristics of mechanisms;
removal of mechanisms from the structures of the outer hull emitting underwater noise by installing them on decks, platforms and bulkheads;
vibration isolation of mechanisms and systems from the main body with the help of soundproof shock absorbers, flexible inserts, couplings, shock-absorbing pipeline hangers and special noise-protective foundations;
vibration damping and soundproofing of sound vibrations of foundation and hull structures, piping systems using soundproof and vibration-damping coatings;
sound insulation and sound absorption of airborne noise of mechanisms through the use of coatings, casings, screens, silencers in air ducts;
use of hydrodynamic noise silencers in outboard water systems.
Cavitation noise is reduced by the following measures:
the use of low-noise propellers;
the use of low-speed propellers;
increase in the number of blades;
balancing propeller and shaft line.
The totality of constructive measures and actions of personnel aimed at reducing noise can significantly reduce the level of the ship's hydroacoustic field.
b) The thermal field of the ship.
The main sources of the ship's thermal field (infrared radiation) are:
Surfaces of the above-water part of the hull, superstructures, decks, casings of chimneys;
Surfaces of gas ducts and exhaust gas devices;
Gas torch;
Surfaces of ship structures (masts, antennas, decks, etc.) located in the zone of action of a gas torch, gas jets of rockets and aircraft during launch;
Burun and the wake of the ship.
Detection of surface ships and submarines by their thermal field, and the issuance of target designation to weapons is carried out using heat direction finding equipment. Such equipment is installed on aircraft, satellites, surface ships and submarines, coastal posts.
Thermal (infrared) homing devices are also supplied different types missiles and torpedoes. Modern thermal homing devices ensure the capture of targets at a distance of up to 30 km.
The most effective way to reduce the thermal field of the ship is to use technical means of thermal protection.
The technical means of thermal protection include:
exhaust gas coolers of a ship power plant (mixing chamber, outer casing, louvered air intake windows, nozzles, water injection systems, etc.);
heat recovery circuits (TUK) of the ship's power plant;
onboard (surface and underwater) and stern gas exhaust devices;
screens for infrared radiation from the internal and external surfaces of gas ducts (two-layer screens, profile screens with water or air cooling, shielding bodies, etc.);
universal water protection system;
coatings for the ship's hull and superstructures, including paintwork, with reduced emissivity;
thermal insulation of high-temperature ship premises.
The thermal visibility of a surface ship can also be reduced by tactical means. These methods include the following:
the use of masking effects of fog, rain and snow;
the use of objects and phenomena with powerful infrared radiation as a background;
the use of bow heading angles in relation to the carrier of the heat direction-finding equipment.
The thermal visibility of submarines decreases with increasing depth of their immersion.
c) The hydrodynamic field of the ship.
The ship's hydrodynamic field (HFC) is the area of space adjacent to the ship, in which a change in hydrostatic pressure is observed, caused by the movement of the ship.
According to the physical essence of the HIC, this is a perturbation by a moving ship of the natural hydrodynamic field of the World Ocean.
If in every place of the World Ocean the parameters of its hydrodynamic field are determined to the greatest extent by random phenomena, which are very difficult to take into account in advance, then a moving ship introduces not random, but quite natural changes in these parameters, which can be taken into account with the accuracy necessary for practice.
When a ship moves in water, fluid particles located at certain distances from its hull come into a state of perturbed motion. When these particles move, the value of the hydrostatic pressure changes at the place where the ship is moving, and a hydrodynamic field of the ship of certain parameters is formed.
When a submarine moves under water, the area of pressure change extends to the surface of the water in the same way as to the ground. If the movement is carried out at shallow depths of immersion, then a visually well-marked wave hydrodynamic trace appears on the surface of the water.
Thus, the hydrodynamic field of the ship is created when it moves relative to the surrounding fluid and depends on the displacement, main dimensions, hull shape, ship speed, and also on the depth of the sea (distance to the bottom of the ship).
The ship's hydrodynamic field (HFC) is widely used in non-contact hydrodynamic fuses for bottom mines.
It is very difficult to provide hydrodynamic protection for a ship of any type or significantly reduce the parameters of the GIC using structural means. To do this, it is necessary to create a complex shape of the hull, which will lead to an increase in resistance to movement. Therefore, the solution of the issue of hydrodynamic protection is carried out mainly by organizational measures.
To ensure the hydrodynamic protection of any ship, it is necessary and sufficient that the parameters of its GPC do not exceed the settings of a non-contact hydrodynamic fuse in magnitude.
Hydrodynamic field levels decrease as the ship's speed decreases. Reducing the speed of the ship to a safe one is the main way to protect ships from hydrodynamic mines.
The charts of safe ship speeds and the rules for using them are given in the instructions for choosing safe ship speeds when navigating in areas where hydrodynamic mines can be laid.
Along with the operational physical fields of the ship, there are also fields that depend almost exclusively on the physical and chemical properties of the materials from which the ship is built. Such physical fields of the ship include magnetic and electric fields.
d) The electric field of the ship.
The next physical field of the ship is the electric field. From the course of physics it is known that if an electric charge appears at any point in space, then an electric field arises around this charge.
The electric field of the ship (EPC) is the area of space in which direct electric currents flow.
The main reasons for the formation of the electric field of the ship are:
1. Electrochemical processes between parts made of dissimilar metals and located in the underwater part of the ship (propellers and shafts, steering gear, bottom-outboard fittings, hull tread and cathodic protection systems, etc.).
2. Processes caused by the phenomenon of electromagnetic induction, which consist in the fact that the hull of the ship, during its movement, crosses the lines of force magnetic field Earth, as a result of which electric currents arise in the ship's hull and nearby masses of water. Similarly, such currents appear in ship propellers during their rotation in the MPZ and MPK.
3. Processes associated with the leakage of currents of ship's electrical equipment to the ship's hull and into the water.
The main reason for the formation of EPC are electrochemical processes between dissimilar metals. About 99% of the maximum value of the EIC falls on electrochemical processes. Therefore, to reduce the level of EPA seek to eliminate this cause.
The electric field of the ship significantly exceeds the natural electric field of the World Ocean, which makes it possible to use it to create non-contact naval weapons and means of detecting submarines.
In order to reduce the electric field of the ship, a number of measures are being taken, the main of which are the following:
The use of non-metallic materials for the manufacture of the body and parts washed by sea water;
Selection of metals according to the proximity of their values electrode potentials for the hull and parts washed by sea water;
Shielding of EPA sources;
Disconnection of the internal electrical circuit of the EPC sources;
Coating EPC sources with electrically insulating materials.
G) The ship's magnetic field.
The ship's magnetic field (MPF) is a region of space in which the Earth's natural magnetic field is distorted by the presence or movement of a ship magnetized in the earth's field.
The ship's magnetic field (MPC) is widely used in proximity fuses for mine and torpedo weapons, as well as in stationary and aviation systems for magnetometric detection of submarines.
The reasons for the occurrence of the magnetic field of the ship are as follows. Any substance is always magnetic, i.e. changes its properties in a magnetic field, but the degree of change in properties is not the same for different substances.
There are weakly magnetic substances (for example, aluminum, copper, titanium, water), and strongly magnetic ones (such as iron, nickel, cobalt and some alloys). Substances that can be strongly magnetized are called ferromagnets.
To quantitatively characterize the magnetic field, a special physical quantity is used - the magnetic field strength H.
Another important physical quantity that primarily characterizes the magnetic properties of a material is the intensity of magnetization I. In addition, there are concepts residual magnetization and inductive namagnetization.
Remanent magnetization is the permanent magnetization of the ship, which remains unchanged for a sufficiently long period of time with a change or absence of EMF.
The inductive magnetization of a ship is a value that changes continuously and proportionally with a change in the EMF.
A ship, the hull of which is built of ferromagnetic material, or having other ferromagnetic masses (main engines, boilers, etc.) being in the Earth's magnetic field is magnetized, i.e. acquires its own magnetic field.
The ship's magnetic field mainly depends on the magnetic properties of the materials from which the ship is built, the construction technology, the size and distribution of ferromagnetic masses, the construction site and navigation areas, heading, pitching and some other factors.
Ways to reduce the magnetic field of the ship will be considered in more detail in the next question of the lesson.
3. Degaussing device barkbla
The task of reducing the ship's magnetic field can be solved in two ways:
the use of low-magnetic materials in the design of the hull, equipment and mechanisms of the ship;
ship degaussing.
The use of low-magnetic and non-magnetic materials to create ship structures can significantly reduce the ship's magnetic field. Therefore, in the construction of special ships (minesweepers, minelayers), materials such as fiberglass, plastics, aluminum alloys, etc. are widely used. In the construction of some projects of nuclear submarines, titanium and its alloys are used, which, along with high strength, is a low-magnetic material.
However, the strength and other mechanical and economic characteristics of low-magnetic materials make it possible to use them in the construction of warships within limited limits.
In addition, even if the hull structures of ships are made of low-magnetic materials, then a number of ship mechanisms remain made of ferromagnetic metals, which also create a magnetic field. Therefore, at present, the main method of magnetic protection of most ships is their demagnetization.
Degaussing a ship is a set of measures aimed at artificially reducing the components of the strength of its magnetic field.
The main tasks of demagnetization are:
a) reduction of all components of the IPC tension to the limits established by special rules;
b) ensuring the stability of the demagnetized state of the ship.
One of the methods for solving these problems is winding demagnetization.
The essence of the method of winding demagnetization lies in the fact that the MPC is compensated by the magnetic field of the current of standard windings specially mounted on the ship.
The totality of the winding system, their power sources, as well as control and monitoring equipment is degaussing device(RU) ship.
The ship's switchgear winding system may include the following windings (depending on the type and class of the ship):
a) The main horizontal winding (MG), designed to compensate for the vertical component of the MPC. To demagnetize a larger mass of the ferromagnetic material of the casing, the exhaust gas is divided into tiers, with each tier consisting of several sections.
b) Heading frame winding (KSh), designed to compensate for the longitudinal inductive magnetization of the ship. It consists of a series of series-connected turns located in the frame planes.
a) The main horizontal winding of the exhaust gas.
b) Course frame winding KSh.
c) Course buttocks winding of the KB.
c) Course buttock winding (KB), designed to compensate for the field of inductive transverse magnetization of the ship. It is mounted in the form of several contours, located side by side in the buttocks planes, symmetrically with respect to the diametrical plane of the ship.
d) Permanent windings, used on ships of large displacement. These types of windings include a permanent frame winding (PN) and a constant buttock winding (PB). These windings are laid along the route of the KSh and KB windings and do not have any types of current regulation during operation.
e) Special windings (CO) designed to compensate for magnetic fields from individual large ferromagnetic masses and powerful electrical installations(containers with missiles, minesweepers, batteries, etc.)
The power supply of the switchgear windings is carried out only by direct current from special power supply units of the switchgear. The power supply units of the switchgear are electric machine converters, consisting of an AC drive motor and a DC generator.
To power converters and switchgear windings on ships, special switchgear power boards are installed, which receive power from two current sources located on different sides. The necessary switching, protective, measuring and signaling equipment is installed on the switchgear boards.
For automatic control of currents in the RU windings, special equipment is installed, which regulates the currents in the RU windings depending on the magnetic course of the ship. Currently, ships use current regulators of the KADR-M and CADMIY types.
Along with winding demagnetization, i.e. using RU, surface ships and submarines are periodically subjected to windless demagnetization.
The essence of windless demagnetization lies in the fact that the ship is subjected to short-term exposure to strong, artificially created magnetic fields, which reduce the IPC to certain standards. The ship itself does not have any stationary demagnetizing windings with this method. Windingless demagnetization is carried out on special SBR stands (windingless demagnetization stand).
The main disadvantages of the windingless demagnetization method are the insufficient stability of the ship's demagnetized state, the impossibility of compensating the inductive components of the MPC, which depend on the course, and the duration of the windingless demagnetization process.
Thus, the maximum reduction of the ship's magnetic field is achieved by applying two methods of demagnetization - winding and non-winding. The use of RI makes it possible to compensate for the MPC during operation, but since the ship's magnetic field can change significantly over time, the ships need periodic magnetic treatment at the RMS. In addition, the SBR measures the magnitude of the ship's magnetic field in order to maintain the IPC within the established aisles.
Conclusion
Thus, the considered physical fields of the ship are directly related to its operation. Various systems for detecting ships and submarines, weapon guidance systems, as well as proximity fuses for mine and torpedo weapons are based on the use of these physical fields.
In this regard, reducing the levels of the physical fields of the ship and maintaining them within acceptable limits is an important task for the entire crew of the ship.
The detection of a ship by any means of observation, as well as the operation of non-contact homing systems and weapon fuses, occurs when the intensity of the ship's field exceeds the sensitivity threshold of these means.
There are several fundamentally different ways to reduce the probability of detection and destruction of ships by combat means and non-contact systems. Their essence is as follows:
1. Use the camouflage features of the fields of the World Ocean, the features of the water or air environment, tactics in such a way that, if possible, observing the enemy, ensure your own secrecy at a certain distance and the lowest probability of being hit by non-contact weapons.
2. Reduce the intensity of the ship's physical field sources with the help of constructive and organizational measures. This method is called ensuring the physical protection of the ship.
The protection of the ship from the detection and impact of various types of weapons to a large extent affect the combat capability of the ship and the effective performance of the tasks facing the ship. The better the ship is protected, the less likely it is to receive various damages.
If the ship still receives damage from the impact of enemy weapons (or emergency damage), then it must be able to withstand these damage and restore its combat capability. This quality is the survivability of the ship.
This quality will be discussed in the next lesson.
Educational and methodological support
1. Visual aids: stand "Longitudinal section of the ship",
Device URT-850.
2. Technical Teaching Tools: overhead projector.
3. Application: overhead slides.
Literature
1. UE "Physical fields of the ship" Inv. No. 210
Hosted on Allbest.ru
Similar Documents
The main goals and objectives of the creation of the ship "Sevastopol". Scientific-technical and industrial-production base, available resources for the creation of the vessel. Characteristics, performance data and design features of the ship and its power plants.
term paper, added 12/04/2015
Analysis of the development and implementation of integrated logistics support for the ship and weapons systems at all stages of the ship's life cycle, a list of necessary regulatory and technical documents. Graph of defective shells and calculation of their average number.
term paper, added 01/20/2012
Physical and chemical properties of organophosphorus compounds, mechanism of action, influence on various systems, action on enzymes, methods of penetration and identification. FOS cholinesterase inactivation mechanism, first aid in case of poisoning.
abstract, added 09/22/2009
Potent toxic substances: definition, damaging factors, effects on humans. Physical, chemical, toxic properties and methods of protection. Prevention of possible accidents at chemically hazardous facilities and reduction of damage from them.
term paper, added 05/02/2011
Sulfur dioxide, its physical, chemical, toxic properties. Assessment of the chemical situation during the destruction of containers containing SDYAV. Calculation of the depth of the contamination zone in the event of an accident at a chemically hazardous facility. Ways to localize the source of infection.
term paper, added 12/19/2011
Effect of radiation on the birth of people with gene mutations. Mental and physical disabilities of people who appeared after the explosions at the Semipalatinsk nuclear test site (Kazakhstan): microcephaly, scoliosis, Down syndrome, spinal atrophy, cerebral palsy.
presentation, added 10/22/2013
Mustard gas (mustard gas) is a chemical warfare agent with blistering cytotoxic action, an alkylating agent. History of discovery, production, physical and chemical properties, damaging effect. First aid for defeat by mustard gas; protective equipment.
presentation, added 11/01/2013
The relevance and significance of the mechanism for the use of airspace. Signs of airspace protection principles: inviolability, mutual respect for sovereignty, peaceful resolution of conflict situations, all-round cooperation.
abstract, added 01/14/2009
Measures and actions to protect the population in wartime. Recommendations on protection regimes in areas of radioactive, chemical, bacteriological contamination. The main ways to protect the population from weapons of mass destruction. Shelter in protective structures.
abstract, added 06/15/2011
Weapons of mass destruction. Means of individual and collective protection. First aid first aid. Cardiopulmonary resuscitation. First aid for poisoning. Treatment of wounds. Frostbite, burns, electrical injury, heat stroke, drowning.
The task of reducing the ship's magnetic field can be solved in two ways:
the use of low-magnetic materials in the design of the hull, equipment and mechanisms of the ship;
ship degaussing.
The use of low-magnetic and non-magnetic materials to create ship structures can significantly reduce the ship's magnetic field. Therefore, in the construction of special ships (minesweepers, minelayers), materials such as fiberglass, plastics, aluminum alloys, etc. are widely used. In the construction of some projects of nuclear submarines, titanium and its alloys are used, which, along with high strength, is a low-magnetic material.
However, the strength and other mechanical and economic characteristics of low-magnetic materials make it possible to use them in the construction of warships within limited limits.
In addition, even if the hull structures of ships are made of low-magnetic materials, then a number of ship mechanisms remain made of ferromagnetic metals, which also create a magnetic field. Therefore, at present, the main method of magnetic protection of most ships is their demagnetization.
Degaussing a ship is a set of measures aimed at artificially reducing the components of the strength of its magnetic field.
The main tasks of demagnetization are:
- a) reduction of all components of the IPC tension to the limits established by special rules;
- b) ensuring the stability of the demagnetized state of the ship.
One of the methods for solving these problems is winding demagnetization.
The essence of the method of winding demagnetization lies in the fact that the MPC is compensated by the magnetic field of the current of standard windings specially mounted on the ship.
The totality of the winding system, their power sources, as well as control and monitoring equipment is degaussing device(RU) ship.
The ship's switchgear winding system may include the following windings (depending on the type and class of the ship):
- a) The main horizontal winding (MG), designed to compensate for the vertical component of the MPC. To demagnetize a larger mass of the ferromagnetic material of the casing, the exhaust gas is divided into tiers, with each tier consisting of several sections.
- b) Heading frame winding (KSh), designed to compensate for the longitudinal inductive magnetization of the ship. It consists of a series of series-connected turns located in the frame planes.
- a) The main horizontal winding of the exhaust gas.
b) Course frame winding KSh.
c) Course buttocks winding of the KB.
- c) Course buttock winding (KB), designed to compensate for the field of inductive transverse magnetization of the ship. It is mounted in the form of several contours, located side by side in the buttocks planes, symmetrically with respect to the diametrical plane of the ship.
- d) Permanent windings, used on ships of large displacement. These types of windings include a permanent frame winding (PN) and a constant buttock winding (PB). These windings are laid along the route of the KSh and KB windings and do not have any types of current regulation during operation.
- e) Special windings (CO) designed to compensate for magnetic fields from individual large ferromagnetic masses and powerful electrical installations (containers with missiles, minesweeping units, batteries, etc.)
The power supply of the switchgear windings is carried out only by direct current from special power supply units of the switchgear. The power supply units of the switchgear are electric machine converters, consisting of an AC drive motor and a DC generator.
To power converters and switchgear windings on ships, special switchgear power boards are installed, which receive power from two current sources located on different sides. The necessary switching, protective, measuring and signaling equipment is installed on the switchgear boards.
For automatic control of currents in the RU windings, special equipment is installed, which regulates the currents in the RU windings depending on the magnetic course of the ship. Currently, ships use current regulators of the KADR-M and CADMIY types.
Along with winding demagnetization, i.e. using RU, surface ships and submarines are periodically subjected to windless demagnetization.
The essence of windless demagnetization lies in the fact that the ship is subjected to short-term exposure to strong, artificially created magnetic fields, which reduce the IPC to certain standards. The ship itself does not have any stationary demagnetizing windings with this method. Windingless demagnetization is carried out on special SBR stands (windingless demagnetization stand).
The main disadvantages of the windingless demagnetization method are the insufficient stability of the ship's demagnetized state, the impossibility of compensating the inductive components of the MPC, which depend on the course, and the duration of the windingless demagnetization process.
Thus, the maximum reduction of the ship's magnetic field is achieved by applying two methods of demagnetization - winding and non-winding. The use of RI makes it possible to compensate for the MPC during operation, but since the ship's magnetic field can change significantly over time, the ships need periodic magnetic treatment at the RMS. In addition, the SBR measures the magnitude of the ship's magnetic field in order to maintain the IPC within the established aisles.
I.G. ZAKHAROV - Doctor of Technical Sciences, Professor, Rear Admiral,
V.V. EMELYANOV - candidate of technical sciences, captain of the 1st rank,
V.P. SHCHEGOLIKHIN - doctor of technical sciences, captain of the 1st rank,
V.V. CHUMAKOV - Doctor of Medical Sciences, Professor, Colonel of the Medical Service
The most well-known physical fields of ships include hydroacoustic, magnetic, hydrodynamic, electric, low-frequency electromagnetic, wake fields, which manifest themselves mainly in the marine environment, as well as thermal, secondary radar, optical-radar and other fields, which usually manifest themselves in space. over the ship. Physical fields are used when proximity fuses are triggered in mines and torpedoes, as well as to detect submerged submarines. The experience of the Second World War shows that most of the sunken ships were blown up by mines.
The improvement of direction finders and sonars, the appearance of mine and torpedo weapons that respond to the noise of a ship, with particular acuteness raised the question of reducing the sound emission of ships and reducing the magnitude of sonar reflection, which increases their acoustic stealth, protection from weapons and improves the working conditions of their own sonar means.
During the Great Patriotic War, scientists of the institutes of the Navy, the Central Research Institute. Academician A.N. Krylova, specialists from design organizations and shipyards were looking for ways to reduce the noise of submarines and minesweepers by installing vibration-active mechanisms on shock absorbers and using silencers for diesel engines (I.I. Klyukin, O.V. Petrova). The war revealed the obvious insufficiency and imperfection of the means of acoustic protection of domestic ships that existed at that time. Therefore, already in the first post-war years, special laboratories and research teams began to be created, the purpose of which was determined by the need to reduce the acoustic parameters of ships (M.Ya. Minin, Yu.M. Sukharevsky). The first relatively quiet propellers appeared. The noisiest mechanisms were mounted on shock absorbers, rubber-metal joints were used.
The beginning of the design and construction of the first nuclear submarines and high-speed anti-submarine ships equipped with hydroacoustic stations gave impetus to the development of ship acoustics. The study of the physical nature of ship noise generation, the development of the first approximate design schemes for assessing the sound emission of the ship's hull, its propellers, the creation of more effective means sound and vibration isolation and vibration absorption, the study of the nature and sources of vibration activity of ship mechanisms and systems, the development and creation of instruments and methods for measuring and studying the noise of ships and the vibrations of their mechanisms were the main areas of ship acoustics. They were engaged in the Central Research Institute. A.N. Krylov, 1st Central Research Institute of the Ministry of Defense, Acoustic Institute of the Academy of Sciences of the USSR. The first scientific schools were created under the leadership of L.Ya. Gutina, Ya.F. Sharova, A.V. Rimsky-Korsakov, B.D. Tartakovsky, B.N. Masharsky, N.G. Belyakovsky, I.I. Klyukin. HELL. Pernik. In 1956-1958. 1st Central Research Institute of the Ministry of Defense and Central Research Institute. Academician A.N. Krylov, the first specialized full-scale acoustic tests of surface ships were carried out using measuring hydroacoustic vessels. The results of tests and studies of the characteristics and sources of the hydroacoustic field of ships made it possible to formulate reasonable recommendations for the design of acoustic protection of the first nuclear submarines and the reduction of acoustic interference with the operation of hydroacoustic stations of surface ships. At the same time, scientific personnel were trained, specialists in acoustic protection of ships were trained for design organizations, shipyards and naval units.
From the beginning of the 1960s, complex R&D programs aimed at improving the acoustic characteristics of submarines and surface ships began to be formed and implemented. These programs were supervised by the Scientific Council for the complex program "Hydrophysics" at the Presidium of the USSR Academy of Sciences (headed by A.P. Aleksandrov, President of the USSR Academy of Sciences). The direct management of the implementation of these programs was carried out by leading scientists and organizers of scientific research - Ya.F. Sharov, B.A. Tkachenko, G.A. Khoroshev, L.P. Sedakov, A.V. Avrinsky, V.N. Parkhomenko, E.L. Myshinsky, V.S. Ivanov.
In subsequent years, the work of the Central Research Institute. Academician A.N. Krylov, the 1st Central Research Institute of the Ministry of Defense, institutes of the USSR Academy of Sciences, design organizations and shipyards, significant success was achieved in solving the problems of reducing the underwater noise of submarines and surface ships. Over the past 30 years, the underwater noise levels of domestic submarines have decreased by more than 40 dB (100 times).
This became possible as a result of numerous theoretical and experimental studies of the physical nature of the propagation of vibration through the hull structures of ships and their sound emission into the water. A physical and mathematical model was created for a submarine and a surface ship as a complex multi-element underwater noise emitter, on the basis of which not only predictive estimates of the ship’s expected noise levels are made, but also recommendations are developed for the architecture and design of the hull and its elements, for the placement of mechanisms and systems ship. Scientists from the Rostov State University, the Institute of Problems of Mechanics of the USSR Academy of Sciences, the Institute of Mechanical Engineering of the USSR Academy of Sciences (I.I. Vorovich, A.L. Goldenweiser, A.Ya. Tsionsky, A. S. Yudin, G. N. Chernyshev, A. Z. Averbukh, G. V. Tarkhanov), who made an important contribution to the development of ideas about the vibroacoustics of shell structures approximating the hull of a submarine. To reduce vibration excitability and reduce the sound emission of hull structures, special vibration-absorbing sound-insulating and sound-absorbing coatings were created and applied on ships. Their use ensured a reduction in noise inside the ship's premises and improved the living and working conditions of the crew. Coatings on the outside of the hull reduced reflections from the hull of sonar signals.
During the development and creation of coatings, a number of physical and technical problems were solved for the rational selection of coating materials and their structures, which made it possible to ensure, along with the required acoustic characteristics of coatings, their strength and reliability.
Significant progress has been made in the field of low-noise hydraulic and air systems. Based on the theoretical generalization of many experiments carried out on hydro- and aerodynamic stands, the principles for creating low-noise throttle-control devices and other mechanisms were developed (Y.A. Kim, I.V. Malokhovsky, V.I. Golovanov, A.V. Avrinskiy).
Works to reduce vibration and noise of ship mechanisms and systems concerned, first of all, turbo-gear units, pumps, fans, electrical mechanisms and other equipment. Important work was carried out on rotor systems, crank mechanisms, and bearings. We studied electromagnetic sources of noise and vibration in electric motors, electric machines and static converters. In these works, along with specialists from the Central Research Institute. Academician A.N. Krylov and the 1st Central Research Institute of the Ministry of Defense (K.I. Selivanov, A.P. Golovnin, Kh.A. Gurevich, E.L. Myshinsky, S.Ya. Novozhilov, E.N. Afonin, etc.), active participation scientists of the Institute of Mechanical Engineering of the Academy of Sciences of the USSR and engineers of the machine-building industry (R.M. Belyakov, F.M. Dimentberg, E.L. Poznyak, I.D. Yampolsky, B.V. Pokrovsky and others) hosted the event.
On the basis of theoretical analysis and processing of a large amount of experimental data, the dependences of the acoustic characteristics of the main types of mechanisms on energy parameters were determined, and thus the design of an optimal power plant was ensured. For almost every generation of submarines and surface ships, vibration isolation tools have been developed: shock absorbers, flexible hoses, branch pipes, soft hangers for pipelines and couplings. From generation to generation, their vibration isolation ability doubled. Special vibration-isolating foundations, two-stage schemes of vibration-isolating fasteners were developed. As a result of the work carried out under the guidance of specialists from the Central Research Institute. Academician A.N. Krylov, 1st Central Research Institute of the Navy (G.N. Belyavsky, Ya.F. Sharov, V.I. Popkov, N.V. Kapustin, K.Ya. Maltsev, I.L. Orem, V.R. Popinov) , the domestic shipbuilding industry has a wide range of shock-absorbing and vibration-isolating structures that can provide a significant reduction in vibration and noise. Of the unique designs, it should be noted pneumatic and low-frequency shock absorbers for a load of 0.5-100 tons, flexible hoses for pipelines with a working environment pressure of up to 10,000 kPa, and some others.
A good effect was obtained from the use of vibration absorption in ship power equipment, pipelines, frame and fundamental structures. Thus, space frames made of composite beams (sandwich type) for aggregate assemblies of mechanisms ensured noise reduction by up to 15 dB while maintaining full load-bearing capacity. Composite structures with internal viscoelastic layers have found application in the construction of pipelines, pillers and propellers. Special casings for mechanisms, silencers for air lines and pipelines of outboard water systems also contributed to noise reduction.
Systems for active suppression of mechanism vibration and noise were created by a team of scientists and specialists from the Central Research Institute of Marine Electrical Engineering under the leadership of A.V. Barkov and V.V. Malakhov. The Institute of Mechanical Engineering of the USSR (RAS) conducted research and development of active devices to reduce the vibration of mechanisms and in the propulsion-shaft-housing system (V.V. Yablonsky, Yu.E. Glazov, S.A. Tiger).
A large cycle of research was carried out by scientists and specialists of the Central Research Institute. Academician A.N. Krylov and machine-building enterprises in order to create compact power plants with a high specific energy intensity, which has an effective system for suppressing acoustic energy in all ways of its propagation - through hull structures, through a liquid medium in pipelines and through the surrounding airspace. A search was carried out and options for the rational placement of vibroactive mechanisms were found, taking into account their interaction, the optimal use of non-vibroactive structures, the exclusion of resonant modes of aggregated assemblies, and much more. In this regard, it is necessary to note the many years of fruitful work of V.I. Popkov and his scientific school.
The introduction of the results of these studies into block power plants created at the Leningrad Kirov Plant (Chief Designer - M.K. Blinov) and the Kaluga Pipe Plant (Chief Designer - Academician V.I. Kiryukhin) made it possible to create machines that ensure the construction of low-noise submarines.
The principles of "equal strength" acoustic protection of power plants (PP) are formulated, in which the transmission of sound energy along various paths of its propagation is approximately the same. Huge information about the vibroacoustic state of mechanisms, accumulated during the period of bench and full-scale acoustic tests of mechanisms and power plants, made it possible to propose a number of methods for controlling vibration and noise, diagnosing the technical condition of mechanisms.
The unevenness of the velocity field in the propeller disk, other hydrodynamic causes cause the appearance of unsteady forces on the propeller, which are transmitted through the shaft line and bearings to the ship's hull, causing its intense vibrations (and, as a result, worsening the habitability conditions on the ship), significant sound radiation into the water on low frequencies.
To solve the problem of reducing low-frequency radiation, work was launched to isolate the propeller from the hull by including elastic elements in the system of connections between the propeller and the shaft and hull, which is a complex scientific and engineering task. Under the leadership of S.F. Abramovich, M.D. Genkina, K.N. Pakhomova, Yu.E. Glazov specialists of the Central Research Institute. Academician A.N. Krylov and design organizations found a number of effective constructive solutions to this problem.
In parallel with the development of passive means of acoustic protection (vibration isolation devices, acoustic coatings, etc.), work was carried out to study the possibilities of using active methods of damping (compensating) the ship's hydroacoustic field. Work in this direction was carried out at the Acoustic Institute of the USSR Academy of Sciences (B.D. Tarkovsky, G.S. Lyubashevsky, A.I. Orlov), the ideas of M.D. Malyuzhinets (the work was supervised by V.V. Tyutekin, V.N. Merkulov). At the Central Research Institute. Academician A.N. Krylov, active-passive noise suppression devices in pipelines (V.L. Maslov, L.I. Soloveychik), as well as systems for compensating ship interference with the operation of hydroacoustic facilities, were proposed and studied.
Solving the problem of reducing ship interference with the operation of hydroacoustic means required research: on the propagation of sound and vibration from sources on the ship to the locations of sonar devices; according to the static characteristics of the turbulent boundary layer on the radome of the GAS antennas and the sound radiation by the structures of the radomes of the GAS under the action of the forces of the turbulent boundary layer, as well as to the creation of the radomes of the GAS antennas with the required anti-jamming properties, sound transparency, strength and stability. It was necessary to study the diffraction of sound waves on bodies of arbitrary shape.
A complex of specialized experimental setups, mock-ups and stands was developed for the research. On this experimental basis, as well as in natural conditions, work was carried out, as a result of which it was possible to create a theory of the formation of shipborne acoustic interference. On its basis, methods for calculating the levels of these interferences and the strength of fairings were created, and recommendations and measures were developed to reduce interference. Submarines have introduced anti-jam radomes for the main GAS antennas, which not only reduce interference of hydrodynamic turbulent origin, especially at high speeds, but also meet the requirements for sound transparency and strength.
The solution to the problem of reducing interference on surface ships followed the path of using ship hull shielding devices and the development and introduction of anti-interference shields (cofferdams) of various shapes, incl. and tense. The implementation of a complex of theoretical and experimental studies, the introduction of new types of fairings and other technical solutions and means into ship designs made it possible, as shown by full-scale tests, to ensure a reduction in own acoustic noise on submarines by 40 times, and on surface ships - 20 times.
Solving the problem of reducing the underwater noise of ships is impossible without research and measurements of energy, spectral, spatial, statistical and other characteristics of noise and vibration. In this regard, the Central Research Institute. Academician A.N. Krylova and the 1st Central Research Institute of the Ministry of Defense conducted a cycle of work on the creation of practical methods for measuring and research on finding ship noise sources, on developing requirements for the corresponding equipment complexes. As a result of these works, carried out with the participation of enterprises of the State Standard VNIIM them. DI. Mendeleev, VNII FTRI, etc., measuring vessels and measuring ranges were equipped with modern instruments. The ships and factory test benches are equipped with vibration and noise measurement systems to control the mechanisms and assemblies of the ships. The metrological base, which includes original methods and techniques, as well as means for measuring and studying the noise and vibroacoustic characteristics of ships and their mechanisms, was created under the scientific guidance and with the active participation of B.N. Masharsky, G.A. Surina, G.A. Rozenberg, A.E. Kolesnikova, G.A. Chunovkina, V.A. Postnikova, V.I. Popkova, A.N. Novikova, A.K. Kvashenkina, M.Ya. Pekalny, V.P. Shchegolikhin, V.I. Teverovsky, V.A. Kirshov, V.K. Maslov and others.
Extended tests were organized and carried out for almost all series of modern submarines and surface ships (G.A. Matveev, G.A. Khoroshev, V.S. Ivanov, E.S. Kachanov, I.I. Gusev), sources of acoustic and electromagnetic fields, the effectiveness of the protective equipment used on them was evaluated, and measures were developed to further reduce the level of these fields.
Work on the creation of magnetic protection systems for ships and methods for their demagnetization began in 1936 under the leadership of A.P. Alexandrova. During the Great Patriotic War, scientists from the Academy of Sciences and naval engineers developed systems and methods of magnetic protection in an incredibly short time and equipped ships with them. The group of scientists included: A.P. Aleksandrov, V.R. Regel, P.G. Stepanov, A.R. Regel, Yu.S. Lazurkin, B.A. Gaev, B.E. Godzevich, I.V. Klimov, M.V. Shadeev, V.M. Pitersky, A.A. Svetlakov, B.A. Tkachenko and many others.
Ship degaussing services were created in the fleets and flotillas, which were later transformed into a ship protection service. After the end of the war, work on improving the methods and means of magnetic protection of surface ships and submarines continued. Methods for windless demagnetization were improved, special demagnetization ships were built, new measuring instruments and control and measuring stations were created, and qualified personnel were trained.
One of the important directions was the improvement of the magnetic protection of mine defense ships. The scientific justification was formed by A.V. Romanenko, L.A. Zeitlin, N.S. Tsarev. As a result, a highly effective magnetic protection system has been developed, which has been tested more than once in combat trawling conditions. The development of the means of magnetic protection of ships required the solution of a complex of complex technical problems, including the creation of the Naval Research Range (1952). Officers played a decisive role in its formation: L.S. Gumenyuk, B.A. Tkachenko, A.I. Karas, A.F. Drummers, G.A. Shevchenko, A.V. Kurlenkov, Ya.I. Krivoruchko, A.V. Romanenko, A.I. Ignatov, M.P. Gordyaev, N.N. Demyanenko.
The range played a significant role in improving the protection of ships in physical fields. It was equipped with the latest designs measuring technology. It included unique structures, including a magnetic stand built in the late 50s. Similar stands in the USA were built 15-20 years later.
Among the scientific and technical problems solved by the creative teams of scientists and engineers of the country, the most important were: the reduction of the magnetic field of ships, the development of automatic control systems for currents in the windings of demagnetizing devices, the creation of power supplies for demagnetizing devices, as well as the development of equipment for measuring the magnetic fields of ships. In the process of work in these areas, a whole galaxy of qualified scientists has been formed. No names E.P. Lapitsky, A.P. Latysheva, S.T. Guzeeva, L.A. Zeitlin, A.V. Romanenko, I.S. Tsareva, N.M. Khomyakova, E.P. It is difficult for Ramlau to imagine the formation of the theory of magnetic protection of ships. Later this list was supplemented by such names as V.V. Ivanov, V.T. Guzeev, A.D. Roninsov, A.V. Naidenov, A.V. Maksimov, L.K. Dubinin, N.A. Zuev, A.I. Ignatov, I.P. Krasnov, A.G. Shlenov, D.A. Gidaspov, B.M. Kondratenko, L.A. Prorvin, V.Ya. Matisov, Yu.M. Logunov, Yu.G. Bryadov, E.A. Sezonov, V.A. Bystrov, V.E. Petrov, M.M. Priemsky, N.V. Veterkov, V.V. Mosyagin.
A.V. Skulyabin, Yu.G. Bryadov, E.A. Sezonov, O.E. Mendelson, A.V. Romanenko, O.P. Reingand, Z.E. Orshansky, V.A. Mighty. The creation of power supplies for degaussing devices and pulse generators for degaussing ships was an independent problem. Large teams of scientific research institutes of the shipbuilding and electrical industries took part in its solution.
The daily work of the ship protection service in the fleets is closely related to the measurements of the magnetic field of ships. The measurements are carried out using special magnetometers. One of the first magnetometers used in the fleets was the English Pistol magnetometer. Measurements of the magnetic fields of moving ships were carried out using loop sensors laid on the ground and connected to a fluxmeter. After the Second World War, the first domestic magnetometer PM-2 was created, the chief designer of which was G.I. Cavaliers. Then came a series of ship magnetometers, portable and stationary. Among their developers were S.A. Skorodumov, N.I. Yakovlev, V.V. Oreshnikov, I.V. Starikov, R.V. Aristova, N.M. Semenov, Yu.P. Oboishev, V.K. Zhulev, as well as a team of engineers led by Yu.V. Tarbeev. Thus, the efforts of scientists, engineers, and workers created the scientific foundations and technical base in the fleets for the permanent functioning of the service for protecting ships from non-contact mine-torpedo weapons.
New directions in the field of protection of ships in physical fields, which arose in the 50s, were the study of low-frequency electromagnetic and stationary electric fields of a ship. The need for these studies was dictated by the fact that such physical fields can be used both for contact mine-torpedo weapons and for submarine detection systems. The main information sign of the ship, on the basis of which the various active guidance systems of most anti-ship missiles are built, is the visibility of the ship in various frequency bands of electromagnetic radiation, which led to the development of means to reduce this visibility.
Work to reduce the visibility of surface ships in the radio range was started in the 60s by the Research Institute of the Navy and Industry. Special stands were created on which, under laboratory conditions, on ship models, the parameters of the secondary (reflected) radar field were determined. At the origins of the creation of stands were such scientists as V.D. Plakhotnikov, L.N. Grinenko, D.V. Shannikov, V.O. Kobak, V.P. Peresada, E.A. Stager (later leading experts in the field of research of the radar characteristics of ships).
To study radar characteristics in natural conditions, special measuring complexes have been created. Stationary radar ranges were put into operation in the Baltic and Black Seas. The first of them in the Khara-Lakht Bay in Estonia belonged to the 1st Central Research Institute of the Ministry of Defense and had the RIK-B radar measuring complex. It was used for the first time to study the parameters of the secondary radar field of domestic ships in natural conditions. This work was entrusted to G.A. Pechko and V.M. Gorshkov. The test site in Sevastopol was additionally equipped with several specialized radar stations with high resolution on two coordinates and three-frequency different ranges and appointments. A special merit in its creation belongs to E.A. Stager. Due to the loss of measuring complexes in Estonia and Ukraine, the main load in terms of measuring the parameters of the secondary radar field of the Navy ships has now fallen on the area of \u200b\u200bthe city of Primorsk, Leningrad Region, where in 1993 the test site of the 1st Central Research Institute of the Ministry of Defense was relocated.
The results of measurements of the radar characteristics of domestic ships for the period of 60-90s made it possible to create an atlas, which included most of the ships and vessels of the Navy. It was found that on the surface of any surface ship there are regions of intense local reflection, which make the main contribution to the reflected field. This circumstance, in addition to developing a method for calculating the average effective scattering surface of a ship, led to the development of the development of methods and means of radar protection. Studies carried out by organizations of the Navy and industry have shown that in order to reduce the intensity of the reflection of radar signals, it is necessary to convert highly reflective ship structures into low-reflective ones by giving ship structures low-reflective forms (architectural solutions), and also use radar absorbing materials.
Work on the creation of shipboard radio-absorbing materials began in the 1950s. At this time, radar-absorbing coatings were developed - "Tent", "Kolchuga", "Leaf", "Shield". However, the first generation of radar absorbing coatings (RACs) was not introduced into shipbuilding due to their large weight and size characteristics, as well as due to the complex technology of attaching them to the protected ship structures. To create new radio-absorbing materials, a wider range of organizations from the Navy, the Academy of Sciences, enterprises of the Minkhimprom, Minneftekhimprom, Mintsvetmet, Minvuzov and Minsudprom were involved. A great contribution to these studies was made by such scientists as Yu.M. Patrakov, A.P. Petrenas, V.V. Kushelev, Yu.D. Donkov: they showed that the introduction of semi-conductive carbon fabrics into fiberglass gives it absorbing properties. In 1965, the first samples of durable radio-absorbing carbon fiber reinforced plastic were obtained, called the "Wing", from which the superstructure of the crew boat was then made. The use of this material made it possible to reduce the reflected field of the vessel by 5-10 times. Thus, the first practical radio-absorbing structural material was created.
For the widespread introduction of radar-absorbing means on ships, coatings with low weight, small thickness, durable and resistant to harsh sea conditions are required. These requirements have left their mark on the nature and direction of work in this area. In 1972-1974 Yu.M. Patrakov, R.I. Anglin, N.B. Bessonov, G.I. Byakin developed the first samples of thin-layer absorbers ("Lak", "Ekran"). In 1976, the first Lak coating was installed on one of the small anti-submarine ships. The results of full-scale tests showed that the "Lak" coating makes it possible to reduce the reflected signal by 5-10 times.
In parallel with the RPP "Lak" in the late 70s, a group of scientists led by A.G. Alekseev, the development and full-scale tests of the magnetoelectric coating ("Ferroelast") were carried out. It was applied to a large anti-submarine ship. The effectiveness of this coating is approximately similar to RPP "Lak". Further work on the creation of the third generation of ship coatings is associated with the search for new more efficient fillers, improvement of application technology ("Lak-5M"), expansion of the frequency range and increase in absorbing properties ("Lak-1 OM"), reduction of weight and size parameters ("Lakmus" ).
Work on thermal protection or reducing the visibility of surface ships for thermal (infrared) systems began in the mid-50s at the 14th Research Institute of the Navy and the 1st Central Research Institute of the Ministry of Defense. At the initial stage, methods for calculating the thermal radiation of ships were developed, temperature distributions over the surface of the ship were measured, a number of thermal protection means and false thermal targets were proposed and tested. Since 1965, the Central Research Institute im. Academician A.N. Krylov as the head organization of the industry. At the origins of the development of this direction were SL. Briskin, S.F. Baev. In 1974, basic test units were created for full-scale measurements of the temperature fields of ships in Sevastopol, Kaliningrad, Severodvinsk and Vladivostok. Systematic measurements, their analysis, methodological developments led to a significant expansion of the range of applied means of thermal protection and to a decrease in the level of thermal radiation of ships to values corresponding to the best foreign ships. This was greatly facilitated by field studies of thermal fields at the test site of the 1st Central Research Institute of the Ministry of Defense in the Baltic and Black Seas, on the basis of the ChVMU im. P.S. Nakhimov, conducted by scientists S.P. Sazonov, V.I. Lopin, V.F. Barabanshchikov, K.V. Tyufyaev.
In the mid-70s at the Central Research Institute. Academician A.N. Krylov, a thermotechnical stand was created to study the processes of heat transfer in ship chimneys, methods for calculating the temperature fields of the hull and surface of chimneys of ships, as well as methods for measuring temperatures in natural conditions, were developed.
Since the end of the 1980s, the Ministry of Shipbuilding Industry and the Navy, together with other industries, has been transitioning to direct measurements of the parameters of the thermal fields of surface ships. Methods are being developed for acceptance tests of ships in the thermal field, control and measuring and research equipment is being created, methods are being developed for mathematical modeling of the thermal field (thermal portrait) of a ship and assessing its security at the stage of technical design. Further possibilities of reducing the thermal field of ships are determined. A great contribution to this work was made by I.G. Utyansky, P.A. Epifanov.
Work on optical radar protection, that is, to reduce the visibility of surface ships for laser radar systems, was started in the mid-70s by the Naval Research Institute and the Ministry of Shipbuilding Industry, followed by the involvement of organizations of the Academy of Sciences, the Ministry of Chemical Industry, the Ministry of Defense Industry and other departments. M.L. Varshavchik and B.B. Semevsky.
In the 1980s, equipment was created to study the optical-location characteristics of marine objects in laboratory and field conditions. The laboratory stand is equipped with equipment that measures the reflection coefficients and brightness of shipborne materials, both clean and with a surface film, such as water, as well as materials located in water.
For full-scale measurements of the optical-location characteristics of ships and the sea surface, two coastal laser measuring systems were put into operation in the Black (on the basis of the Sevastopol VVMU) and Baltic (at the test site of the 1st Central Research Institute of the Ministry of Defense) seas. Yu.A. Solevon and E.G. Lebedko.
The problem of combating hydrodynamic mines was especially acute for the Russian Navy in 1945-1946. during the operation to liberate North Korea. Its ports were mined from the air by the Americans before the USSR entered the war with Japan. During the landing of troops, while supporting the combat operations of the troops and lasting more than a year (including in postwar period) trawling, the fleet suffered significant losses. It was necessary to solve a number of research problems.
Scientists G.V. Logvinovich, L.N. Sretensky and V.V. Shuleikin developed the foundations of the theory of the hydrodynamic field. It was used to assess bottom hydrodynamic pressures under ships, create domestic models of measuring equipment and mine fuses, and also to develop proposals for sweeping these mines and protecting ships and ships from them. A stationary experimental base was created, measurement methods were developed and systematic measurements of the hydrodynamic field of the main ships and vessels of the Navy were carried out, and an assessment was made of the effectiveness of some methods of "hydrodynamic" protection of ships (1st Central Research Institute of the Ministry of Defense, head N.K. Zaitsev). Special attention given to the assessment of admissible levels of the hydrodynamic field. For this purpose, measurements of the background field parameters were carried out on temporary stands in the areas of some fleet bases. The organization of temporary stands, measurements, processing and analysis of the results was led by B.N. gray-haired.
The specialists of the 1st Central Research Institute of the Ministry of Defense developed the theoretical foundations of the integrated wave method for the hydrodynamic protection of ships. The main provisions of this method have been confirmed experimentally on a stationary hydrodynamic test site. Based on the results of these studies, for the first time in world practice, a fundamentally new type of mine defense ship was created: an experienced high-speed, minesweeper - wave guard, project 1256. Specialists of the 1st Central Research Institute V.S. took an active part in the development of the method, design and trial operation of these ships. Vorontsov, M.M. Demykin, O.K. Korobkov, A.N. Muratov, V.I. Salazhov, B.N. Sedykh, N.A. Tsibulsky; NIIP of the 1st Central Research Institute of the Ministry of Defense - V.A. Dmitriev, N.F. Korolkov, I.V. Terekhov; Western Design Bureau - M.M. Korzeneva, V.I. Nemudov; Central Research Institute. Academician A.N. Krylova - K.V. Alexandrov, A.I. Smorodin. The results of trial operation confirmed the effectiveness of the wave method and made it possible to outline ways to improve the mine defense ships of a new type.
Along with solving problems of hydrodynamic protection, studies were carried out on the problem of stealth of submarines from detection equipment along hydrophysical fields in the wake and on the free surface. In the course of these studies, for the first time in the country, instrumental complexes were created and reliable measurements of the parameters of the wake of a submarine and the background were carried out. The results of the research are used to develop measures to ensure the secrecy of submarines.
Naval sailors will be able to change the individual electromagnetic portraits of ships at the touch of a button, which are guided by modern torpedoes and bottom mines. This opportunity will be provided by supercapacitors - devices that are an intermediate link between batteries and capacitors. They are able to instantly accumulate electricity and use it just as quickly. The crews will be able to independently demagnetize the ship at sea in case of danger and thereby mislead the enemy.
As Izvestia was told in the Navy Command, Russia has launched mass production of supercapacitors that will be used to quickly demagnetize warships, as well as to distort and mask their electromagnetic portrait. The newest demagnetization complex has already been tested on the large landing ship (BDK) "Ivan Gren".
Standard energy storage devices used in the Navy have high specific power, but low specific energy parameters. Degaussing systems based on them have a large mass, therefore, they are installed only on special degaussing ships. Unlike previous-generation storage devices, supercapacitors are compact devices the size of an ordinary car battery, but with their help, the demagnetization process can be made continuous by integrating the device into the on-board equipment.
Supercapacitors for the Navy were developed by TEEMP. The products have a power density of 100 kW/kg and can operate even at extreme temperatures. The supercapacitor has a millionth number of charge-discharge cycles, which allows it to be integrated into any on-board equipment of a car, aircraft or ship.
Alexander Mozgovoy, an expert in the field of naval weapons, told Izvestia that the standard procedures for degaussing a ship are long and tedious. Now they are carried out exclusively on the territory of naval bases.
The ship has not only its own unique acoustic portrait, but also an electromagnetic one. There are magnetic mines, torpedoes and even missiles with magnetic guidance heads,” the expert explained. - Degaussing is necessary, but it's a big problem. I remember that at the BDK "Ivan Gren" I had to change all the wiring because of this.
According to the expert, new technologies greatly simplify the process of degaussing, since everything is done at the touch of a button. Sailors will have less work to do, and the process of preparing for entry into combat service will be significantly accelerated. Such a system also constantly monitors the state of the ship's electromagnetic field during navigation.
The Americans have already installed a similar system on their latest Zumwalt-class destroyers, Alexander Mozgovoy noted.
Demagnetization of the ship is a mandatory procedure before each exit to the sea. It includes winding the body with an electric cable. For several days, a current is supplied through it, generated through electrolytic capacitors, which produce alternating magnetic pulses. They remove the ship's own electromagnetic field. This improves the operation of navigation systems, and at the same time increases the protection of the ship from high-precision weapon systems.
RELATED MORE
Ship degaussing artificial change in the magnetic field of the ship in order to reduce the likelihood of its detonation on magnetic and magnetic-induction mines. R. to. is achieved with the help of stationary demagnetizing devices (RU), the main element of which are special windings mounted directly on the ship and designed to compensate for its magnetic field. Ships and ships that do not have a switchgear undergo periodic demagnetization at stationary or mobile stations without winding demagnetization, where, after exposure to a demagnetizing external magnetic field, the ship's own magnetic field is reduced to the required level.
Great Soviet Encyclopedia. - M.: Soviet Encyclopedia. 1969-1978 .
See what "Degaussing a ship" is in other dictionaries:
Reducing the strength of the ship's magnetic field to reduce the likelihood of it being blown up by magnetic and induction mines. There are two types of winding ship demagnetization (several cable cables are mounted on the ship in different planes ... ... Marine Dictionary
Ship degaussing- reducing the strength of the ship's magnetic field to reduce the likelihood of it being blown up by magnetic and induction mines. There are two types of R. to. winding (cable windings are mounted inside the ship's hull, through which a constant is passed ... ... Dictionary of military terms
Magnetization of ship iron under the influence of the Earth's magnetic field. Causes magnetic compass deviation. Magnetic and induction fuses of sea mines react to the magnetism of the ship. To reduce the magnetism of the ship, they use ... ... Marine Dictionary
Mine protection of the ship- a set of constructive measures and technical means that reduce the degree of destruction of the ship by mine weapons. Includes: structural protection of the ship; technical means to reduce the intensity of physical fields (noise reduction, ... ... Dictionary of military terms
mine defense- a set of measures to protect ships from being blown up by sea and river mines. The main means of P. o. minesweeping is used in combination with a number of auxiliary means. Of these, of particular importance are: observation organized on ... ... Brief dictionary of operational-tactical and general military terms
GOST 23612-79: Ship magnetism. Terms and Definitions- Terminology GOST 23612 79: Ship magnetism. Terms and definitions original document: 10. Deviation of the geomagnetic field on the ship Deviation E. Deviation F. Déviation D. Deviation Deviation of the elements of the magnetic induction vector on the ship from ... ... Dictionary-reference book of terms of normative and technical documentation
