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05B. EM Log Notes

The document summarizes the operation of two types of speed logs used on ships: electro-magnetic (EM) logs and pressure tube logs. The EM log works by inducing a small electric current in seawater flowing through a magnetic field, with the current proportional to flow speed. The pressure tube log measures the difference between static and dynamic water pressures, where dynamic pressure increases with the square of speed; mechanical or electronic mechanisms are used to linearize the output. Both logs measure speed through the water rather than over ground.

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Anant Deep Singh
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109 views

05B. EM Log Notes

The document summarizes the operation of two types of speed logs used on ships: electro-magnetic (EM) logs and pressure tube logs. The EM log works by inducing a small electric current in seawater flowing through a magnetic field, with the current proportional to flow speed. The pressure tube log measures the difference between static and dynamic water pressures, where dynamic pressure increases with the square of speed; mechanical or electronic mechanisms are used to linearize the output. Both logs measure speed through the water rather than over ground.

Uploaded by

Anant Deep Singh
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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BRIDGE EQUIP’T – EM LOG / PRESS.

TUBE LOG

ELECTRO-MAGNETIC SPEED LOG

Electro-Magnetic Log is a device used to calculate the velocity of the ship. The EM Log
calculates the speed of ship with respect to the water, i.e., speed through water.

PRINCIPLE OF OPERATION

As the name itself indicates, the EM Log works on Michael Faraday’s principle of
Electro-Magnetic Induction.

The operation relies upon the principle that any conductor which is moved across a
magnetic field will have induced into it a small electromotive force (e.m.f.). Alternatively,
the e.m.f. will also be induced if the conductor remains stationary and the magnetic field
is moved with respect to it. Assuming that the magnetic field remains constant, the
amplitude of the induced e.m.f. will be directly proportional to the speed of movement.

The emf induced is directly proportional to strength of magnetic field, length of


conductor cutting the magnetic flux and velocity of conductor (rate of change of
magnetic flux cutting the conductor) and the direction of the induced emf is given by
Fleming’s right hand rule.

PRACTICAL INSTALLATION AND WORKING:

In a practical installation, a constant e.m.f. is developed in a conductor (seawater


flowing past the sensor) and a minute current, proportional to the relative velocity, is
induced in a collector. The magnetic field created in the seawater is produced by a
solenoid which may extend into the water or be fitted flush with the hull. As the vessel
moves, the seawater (the conductor) flowing through the magnetic field has a small

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BRIDGE EQUIP’T – EM LOG / PRESS. TUBE LOG
e.m.f. induced into it. This minute e.m.f., the amplitude of which is dependent upon the
rate of cutting the magnetic lines of force, is detected by two small electrodes set
into the outer casing of the sensor.

RELATIONSHIP BETWEEN VESSEL’S SPEED AND SENSOR OUTPUT:

The induced emf in an EM Log setup is very small, typically l00 μV per knot, but the
change with respect to the flow of seawater is very liner (proportional) as depicted in the
figure below. This indicates the speed of the vessel with very good uniformity.

Relationship between the vessel’s speed and the output from the sensors.

However, it should be noted that:


1. The induced e.m.f. and hence the speed indication will vary with the conductivity of the
water.
2. The device measures the speed of the water flowing past the hull of the ship. This flow
can vary due to the non-linearity of a hull design.
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BRIDGE EQUIP’T – EM LOG / PRESS. TUBE LOG
SPEED MEASUREMENT USING WATER PRESSURE
When a tube, with an opening at its base, is vertically submerged in water, a pressure,
proportional to the depth to which the tube is submerged, will be developed in the tube. If the
tube is held stationary the pressure remains constant and is termed ‘static’ pressure. If the tube
is now moved through the water, whilst keeping the depth to which it is submerged constant, a
second pressure called ‘dynamic’ pressure is developed. The total pressure in the tube, called a
Pitot tube, is therefore the sum of both the static and dynamic pressures.

To ensure that the dynamic pressure reading, and thus speed, is accurate, the effect of static
pressure must be eliminated. This is achieved by installing a second tube close to the first in
such a way that the static pressure produced in it is identical to that created in the Pitot tube but
without the pressure increase due to movement through the water (see Figure 3.1).

In a practical installation, tube B, the Pitot tube, extends below the vessel’s hull to a depth d,
whereas tube A, the static pressure intake tube, is flush with the hull. With the vessel stationary,
the static pressures from tube A to the top of the diaphragm and tube B to its underside almost
cancel. The unequal pressures, which cause a small indication of speed to be displayed when
the vessel is stationary, are compensated for in the log electromechanical system and the
erroneous indication is cancelled. As the vessel moves through the water, in the direction
shown, water is forced into tube B producing a combined pressure in the lower half of the
chamber equal to both the static and dynamic pressures. The difference in pressure, between
upper and lower chambers, now forces the diaphragm upwards thus operating the mechanical
linkage. Obviously the greater the speed of the vessel through the water, the more the
diaphragm will move and the greater will be the speed indicated.

Unfortunately, the dynamic pressure developed in tube B, by the relative movement through the
water, is proportional to the square of the vessel’s speed. Pitot’s Law states that this pressure p
is proportional to the square of the ship’s speed v multiplied by the coefficient K.

p = K × v2

where the constant K is derived from the vessel’s tonnage, shape of hull, speed of the ship, and
the length of the protruding part of the Pitot tube (distance d).

As the speed indication produced is not linear, it is necessary therefore to eliminate the non-
linear characteristics of the system and produce a linear speed indication. This is achieved
mechanically, by the use of precisely engineered cones or electronically using CR
(capacitive/resistive) time constant circuitry.

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