Patent Description:
As known, maneuvering a ship is complex, and in particular a large ship, during berthing or unberthing using the main propulsion system and the rudder.

Indeed, using the rudder is neither easy nor effective in confined spaces and at low speeds because the rudder, being an airfoil, needs to flow in a stream of water of a given speed to develop lift. Furthermore, since the main propulsion system and the rudder are arranged aft, the bow area of the ship is left substantially uncontrolled during the berthing and unberthing maneuvers.

Thus, it is known to equip ships with at least one transverse propulsion device, also known as a maneuvering propeller, which comprises an impeller arranged with the rotation axis directed perpendicular to the symmetry plane of the ship.

The transverse propulsion device is built into a tunnel defined in the hull of the ship, which crosses the ship from side to side, at the bow or even the stern.

To protect the transverse propulsion devices from possible collisions or damage, it is known to install grates or opening doors at the entrances of the tunnel in which the transverse propulsion device is housed.

The opening doors, compared to grates, have the advantage of being able to be closed when the transverse propulsion device is not in use, while cruising, to minimize the turbulence phenomena generated by the tunnel openings, as well as to cover and protect the transverse propulsion device in an optimal manner and be opened when the use of the transverse propulsion device is required.

Solutions are known in which doors are installed on a plurality of through hinges connected to the tunnel entrance. Examples of these solutions are described in <CIT>, <CIT>, <CIT>, <CIT>, <CIT>, <CIT> and <CIT>. These known solutions show structures that must be accommodated in appropriate apertures made as recesses at the entrance of the tunnel and as clearly described, welded to the hull. These known solutions, precisely because of the need to weld the frame which surrounds and supports the doors to the hull, oblige designing the maneuvering tunnel entrances with square and sharp edges, which generate vorticity and turbulence in the flow of fluid either entering or exiting from the tunnel which generate high losses of energy.

The presence of the doors at the tunnel entrance makes maintenance of the transverse propulsion device slow and laborious because the doors prevent a maintenance person from quickly reaching inside the tunnel to able to intervene on the transverse propulsion device.

A further drawback of the known transverse propulsion devices is that the doors, in a closed configuration and while cruising, generate friction and eddy resistance due to the discontinuity of the hull profile at the doors.

A further drawback of the known transverse propulsion devices is that the doors, in an open configuration and when the impeller is in use, generate turbulent flows which affect the operational conditions of the impeller itself.

It is the object of the present invention to provide a transverse propulsion device such as to solve at least some of the drawbacks of the background art.

It is a particular object of the present invention to provide a transverse propulsion device which facilitates maintenance operations by facilitating access to the transverse propulsion device by a maintenance person.

It is a further special object of the present invention to provide a transverse propulsion device which reduces the eddy resistance and friction generated while cruising.

It is a further particular purpose of the present invention to provide a transverse propulsion device which reduces turbulent flow generation, preserving laminar flows and avoiding phenomena of boundary layer separation and vorticity during the use of the transverse propulsion device.

These and other objects are achieved by means of a transverse propulsion device of a ship according to claim <NUM>.

The dependent claims relate to preferred and advantageous embodiments of the present invention.

In order to better understand the invention and appreciate the advantages thereof, some non-limiting exemplary embodiments thereof will be described below with reference to the accompanying drawings, in which:.

With reference to the figures, a transverse propulsion device is indicated by reference numeral <NUM>.

The transverse propulsion device <NUM> of a ship <NUM> comprises a maneuvering tunnel <NUM> defined in a hull <NUM> of the ship <NUM> and adapted to contain at least one maneuvering propeller <NUM>.

The maneuvering tunnel <NUM> is delimited by tunnel walls <NUM> which extend between a first tunnel entrance <NUM> and an opposite second tunnel entrance <NUM>.

The transverse propulsion device <NUM> further comprises at least one coupling <NUM> which extends from the tunnel walls <NUM> the at least one tunnel entrance <NUM>, <NUM>.

Furthermore, the transverse propulsion device <NUM> comprises at least one support structure <NUM> comprising at least one counter-coupling <NUM>.

The support structure <NUM> is connected in a separable manner to said at least one coupling <NUM> with said at least one counter-coupling <NUM> thereof.

The transverse propulsion device <NUM> further comprises at least two closing doors <NUM> shaped so as to close the at least one tunnel entrance <NUM>, <NUM> as a whole when in the closing position.

According to an aspect of the invention, the at least one support structure <NUM> comprises hinges <NUM>.

Furthermore, the at least two locking doors <NUM> are rotatably hinged only to the hinges <NUM> of the support structure <NUM>, so that when the at least one counter-coupling <NUM> of the support structure <NUM> is separated from the at least one coupling <NUM>, the closing doors <NUM> are separated from the maneuvering tunnel <NUM> together with the support structure <NUM>, allowing access to the maneuvering tunnel <NUM>.

Advantageously, a transverse propulsion device <NUM> thus configured facilitates the maintenance operations by facilitating access to the transverse propulsion device by a maintenance person.

According to an embodiment, said maneuvering tunnel <NUM> comprises tunnel walls <NUM>. Said tunnel walls <NUM> form connecting walls <NUM> at tunnel entrances <NUM>, <NUM>. Said connecting walls <NUM> are connected to outer walls <NUM> of the hull <NUM>.

By virtue of the connecting walls <NUM>, any discontinuity or edge between the tunnel walls <NUM> and the outer hull walls <NUM> is avoided, allowing the fluid entering or exiting the maneuvering tunnel <NUM> to move quickly and without or with minimal vorticity, which allows the advancement resistance of the ship to be greatly reduced.

The provision of at least one coupling <NUM> fixed to the tunnel walls <NUM>, at least one removable counter-coupling <NUM> of the support structure <NUM>, which is also removable, as well as of closing doors <NUM> operatively connected to the support structure <NUM> so as to be separable from the maneuvering tunnel <NUM> together with the support structure <NUM>, without thereby altering the geometry of the connecting walls <NUM>, enables to obtain the maximum hydrodynamics of the transverse propulsion device <NUM>, and thus the possibility of using this solution on pre-existing maneuvering tunnels <NUM> optimized for hydrodynamic efficiency and thus initially not provided with closing doors <NUM> (allowing retrofitting on old solutions not provided with closing doors <NUM>).

According to an embodiment, the shape of the at least one counter-coupling <NUM> is complementary to that of the at least one coupling <NUM> so as to be geometrically couplable with the at least one coupling <NUM>.

Furthermore, the at least one counter coupling <NUM> and the at least one coupling <NUM> are shaped such that they define a hydrodynamic shape when they are geometrically coupled.

Advantageously, the hydrodynamic shape reduces the generation of turbulent flows, preserving laminar flows while using the transverse propulsion device <NUM>.

According to an embodiment, the at least one counter-coupling <NUM> is separably connectable to the at least one coupling <NUM> through a threaded connection.

According to the present invention, the at least one counter-coupling <NUM> and the at least one geometrically coupled coupling <NUM> are locked together by a threaded connection, preferably by a plurality of captive screws <NUM>.

According to an embodiment, the transverse propulsion device <NUM> comprises at least one pair of couplings <NUM> positioned opposite to each other relative to the tunnel entrance <NUM>, <NUM>.

According to an embodiment, the support structure <NUM> comprises at least one beam <NUM> extending between two beam ends.

Each beam end is configured so as to make a counter-coupling <NUM>.

According to this embodiment, the hinges <NUM> are connected to the at least one beam <NUM>, so that each of the hinges <NUM> defines a door rotation axis <NUM> lying in a plane transverse to the ship, i.e.: a plane transverse to the longitudinal axis of the ship.

According to an embodiment, the support structure <NUM> comprises at least two beams <NUM> substantially parallel to each other.

According to this embodiment, the hinges <NUM> positioned on one beam <NUM> are directed towards the hinges <NUM> positioned on the at least one second beam <NUM>, so as to form a plurality of pairs of hinges <NUM>, and wherein each pair of hinges <NUM> defines a door rotation axis <NUM> lying in a plane transverse to the ship.

According to an embodiment, the at least one beam <NUM> is an airfoil or is shaped so as to be hydrodynamic.

According to an embodiment, the support structure <NUM> comprises at least one upright <NUM> extended between two upright ends. The upright ends are connected with two opposite couplings <NUM>.

Furthermore, the at least one upright <NUM> is connected to the at least one beam <NUM> and is positioned transversely relative to the at least one beam <NUM>.

According to an embodiment, the upright ends are connected to the couplings <NUM> by a threaded connection, preferably by a plurality of captive screws.

According to an embodiment, each upright end is configured so as to make a counter-coupling <NUM>, separable from said coupling <NUM>.

According to an embodiment, the at least one upright <NUM> is an airfoil or is shaped so as to be hydrodynamic.

According to an embodiment, the support structure <NUM> comprises at least two uprights <NUM> substantially parallel to each other and connected to the at least one beam <NUM>.

According to a preferred embodiment, the support structure <NUM> comprises two beams <NUM> each connected with two uprights <NUM>, so as to make a frame, for example but not necessarily quadrangular.

The closing doors <NUM> define a door outer surface <NUM> and an opposite door inner surface <NUM>.

In a closed configuration, the door outer surface <NUM> faces outwards from the maneuvering tunnel <NUM>, and the door inner surface <NUM> faces inwards from the maneuvering tunnel <NUM>.

According to an embodiment of the invention, the closing doors <NUM> are rotatably hinged on the hinges <NUM> so that, in a closing configuration, the outer surface of doors <NUM> is flush with a hull outer surface <NUM> of the ship <NUM>.

Advantageously, such a positioning of the closing doors <NUM> reduces the formation of eddy resistance and vorticity, and by virtue of the closing doors <NUM> avoids the primary source of added resistance given by the stream of water impacting the inner surfaces of the tunnel acting as a brake.

According to an embodiment, each locking door <NUM> forms at least one pair of opposing prong-shaped eyelets <NUM> which embrace a hinge <NUM> so as to align with the hinge <NUM> for the insertion of the door rotation pin <NUM> that rotatably connects the eyelets <NUM> to the hinge <NUM>.

According to this embodiment, the closing doors <NUM> are connected with the support structure <NUM> to lie on a plane transverse to the ship when open.

According to an embodiment, the pair of opposing eyelets <NUM> comprises a through eyelet <NUM> and a threaded eyelet <NUM>.

The door rotation pin <NUM> is configured to be inserted through the through eyelet <NUM> and the hinge <NUM>, and to be screwed into the threaded eyelet <NUM>.

According to an embodiment, the door rotation pin <NUM> screwed to the threaded eyelet <NUM> protrudes beyond the through eyelet <NUM>.

According to this embodiment, a nut <NUM> is screwed to said protruding portion of the door rotation pin <NUM> so as to tighten the hinge of the closing door <NUM> to at least one hinge <NUM>.

According to an embodiment, the opposing eyelets <NUM> are formed in a niche <NUM> of the closing door <NUM>.

According to an embodiment, each closing door <NUM> comprises a closing wall <NUM> and a door frame <NUM>, which are connected to each other.

According to this embodiment, the eyelets <NUM> are formed on the door frame <NUM>.

According to an embodiment, the end wall <NUM> is shaped so as to geometrically couple with the eyelets <NUM> of the door frame <NUM>.

According to an embodiment, a first set of closing doors <NUM>, e.g., with five closing doors <NUM>, is hinged to the support structure <NUM> so that, when partially open and when the ship <NUM> is moved forward, the fluid flow generated by the movement of the ship <NUM> tends to further close said first group of closing doors <NUM>.

Furthermore, a second group of closing doors <NUM>, e.g., with a single closing door <NUM>, is hinged to the support structure <NUM> such that, when partially open and when the ship <NUM> is moved forward, the fluid flow generated by the movement of the ship <NUM> tends to open such a second group of closing doors <NUM>.

According to an embodiment, a group of five total doors consists of four doors which tend to close with the ship in forward motion and only one that, in the presence of advancement, tends to open. Considering that the doors can be either all closed or all open, the group with more exposed hydrodynamic surface area prevails and the system tends to spontaneously close when the ship is in forward motion.

According to an embodiment, the closing doors <NUM> is an airfoil or shaped so as to be hydrodynamic when the closing doors <NUM> are in the open or partially open position.

Therefore, when the transverse propulsion device <NUM> is in motion, such a shaping of the closing doors <NUM> limits the formation of turbulent motions of the fluid passing through said closing doors <NUM>.

According to a further embodiment, the at least one pair of adjoining closing doors <NUM> comprises an outer door surface <NUM> and an inner door surface <NUM>.

In an open or opening configuration, at least said pair of adjoining doors <NUM> rotate so that each closing door <NUM> rotates in a mutually opposite direction, i.e., in a counter-rotating manner, taking the respective door outer surfaces <NUM> to face each other, and the door inner surfaces <NUM> to be mutually opposite, together forming a hydrodynamic profile (in the set of the two contiguous open doors).

According to an embodiment, the transverse propulsion device <NUM> comprises a door control mechanism <NUM> configured to move the closing doors <NUM> from a closing position to an opening position and vice versa.

According to an embodiment, the at least one closing door <NUM> forms at least one slot or eyelet <NUM> which aligns with at least one hinge <NUM> provided in the support structure <NUM>.

At least one hinge <NUM> of the support structure <NUM> is a rotary motor <NUM> comprising a rotary motor stator <NUM> and a rotary motor rotor <NUM>.

Said at least one eyelet <NUM> of the closing door <NUM> is connected to said rotary motor rotor <NUM>, so that a rotary movement is generated in said closing door <NUM> upon rotation of said rotary motor rotor <NUM>.

According to an embodiment, the at least one closing door <NUM> forms at least one eyelet <NUM> which aligns with at least one hinge <NUM> provided in the support structure <NUM>.

Said at least one eyelet <NUM> of the closing door <NUM> is a rotary motor <NUM> comprising a rotary motor stator <NUM> and a rotary motor rotor <NUM>.

Said at least one hinge <NUM> comprises a slot and said slot is connected to said rotary motor rotor <NUM> so that a rotary movement is generated in said closing door <NUM> upon rotation of said rotary motor rotor <NUM>.

According to an embodiment, said rotary motor <NUM> is a hydraulic or electric motor operatively connected to the hull by means of an operational connection of the rotary motor <NUM>.

According to an embodiment, said rotary motor <NUM> is a hydraulic or electric motor operatively connected to the hull by means of an operational connection of the rotary motor <NUM> by means of a releasable connector <NUM>, e.g., a quick connector <NUM>.

By virtue of the provision of a rotary motor <NUM> fixed to the support structure <NUM> or to the closing door <NUM>, it is possible to make an entirely outboard solution free from actuating mechanisms crossing the hull, simplifying the construction and greatly reducing the overall dimensions and avoiding moving sliding parts immersed in seawater.

According to an embodiment, an actuator, for example but not necessarily a linear actuator <NUM> exits from the hull by entering the maneuvering tunnel <NUM> and operatively and separably connects to said door control mechanism <NUM>.

According to an embodiment, the door control mechanism <NUM> comprises a linear actuator <NUM> configured to act along a door actuation axis <NUM> substantially transverse to the door rotation axis <NUM>.

According to an embodiment, the linear actuator <NUM> is positioned at a tunnel entrance <NUM>, <NUM>, and opens in sealed manner from the tunnel wall <NUM> into the inside of the maneuvering tunnel <NUM>.

According to an embodiment, the door control mechanism <NUM> comprises a control console <NUM> connected to the linear actuator <NUM> through an articulated connection.

The control console <NUM> is further connected to the closing doors <NUM>, so that the closing doors <NUM> are moved at a movement of the linear actuator <NUM>.

According to an embodiment of the invention, the articulated connection between the control console <NUM> and the linear actuator <NUM> comprises a connecting pin <NUM> which rotatably connects the control console <NUM> to the linear actuator <NUM>.

According to an embodiment, the control console <NUM> is connected to the locking doors <NUM> by a plurality of control levers <NUM> connected to the locking doors <NUM> and rotatably connected to the control console <NUM>.

Preferably, only one control lever <NUM> is connected to each closing door <NUM>.

According to an embodiment, a reversing control lever <NUM> of the plurality of control levers <NUM> is connected to a motion reversing connecting rod <NUM> configured to reverse the direction of rotation of the closing door <NUM> connected with said reversing control lever <NUM>.

In this manner, when the control console <NUM> actuates the control levers <NUM> to open the closing doors <NUM> in a counterclockwise direction, the motion reversing connecting rod <NUM> operates the reversing control lever <NUM> to open the corresponding closing door in a clockwise direction, and vice versa.

According to an embodiment, the motion reversal connecting rod <NUM> is pivoted to a control rod <NUM> stationary relative to the control console <NUM>.

According to an embodiment, the control console <NUM> is configured to act on the door frame <NUM> of each closing door <NUM>.

According to an embodiment of the invention, the transverse propulsion device <NUM> comprises two control mechanisms <NUM> positioned opposite each other relative to the tunnel entrance <NUM>, <NUM>.

Advantageously, one of the two control mechanisms <NUM> is redundant relative to the other control mechanism <NUM>, so as to replace it in the event of a malfunction of the first control mechanism <NUM>.

According to an embodiment, the respective linear actuators <NUM> of the two control mechanisms <NUM> act along the same door actuation axis <NUM>, such that advancement of one of the linear actuators <NUM> corresponds to a retraction of the other linear actuator <NUM>.

According to an embodiment, a first set of locking doors <NUM> is connected to the control console <NUM> of one of the two control mechanisms <NUM>, and a second set of locking doors <NUM> is connected to the control console <NUM> of the other control mechanism <NUM>.

Furthermore, the control consoles <NUM> of the two control mechanisms <NUM> are rotatably connected to each other.

According to an embodiment, both control mechanisms <NUM> comprise a reversing control lever <NUM> connected to the same motion reversing connecting rod <NUM>.

Advantageously, the two control mechanisms <NUM> thus configured cooperate in the actuation of the closing doors <NUM> during the normal operation of both, while in the event of failure of one of the two control mechanisms <NUM>, the other is configured to independently move all of the closing doors <NUM>.

According to a further aspect of the invention, an assembly kit <NUM> of a transverse propulsion device <NUM> comprises the transverse propulsion device <NUM> as previously described, and a disassembly tool <NUM>.

According to an embodiment, the disassembly tool <NUM> comprises two hollow base rails <NUM> configured to be forked, e.g., by a forklift truck.

Furthermore, the disassembly tool <NUM> comprises at least one support column <NUM>, transverse to the base rails <NUM>, and configured to support the at least one counter-coupling <NUM> of the transverse propulsion device <NUM> disengaged from a hull <NUM> of a ship <NUM>.

According to a preferred embodiment, the disassembly tool <NUM> comprises two support columns <NUM> configured to support the beam ends of the at least one beam <NUM> of the transverse propulsion device <NUM> disengaged from the hull <NUM> of the ship <NUM>.

According to an embodiment, the disassembly tool <NUM> comprises a polygonal structure <NUM> which connects the support columns <NUM> to the base rails <NUM>.

Stop elements <NUM> are formed at the connection between the polygonal structure <NUM> and the base rails <NUM> to prevent the detachment of the transverse propulsion device <NUM> disengaged from the hull <NUM> of the ship <NUM> and associated with the disassembly tool <NUM>.

According to a further aspect of the invention, a method for maintaining a transverse propulsion <NUM> of the hull <NUM> of a ship <NUM> comprises the steps of:.

According to a further aspect of the invention, a method for maintaining a transverse propulsion <NUM> provided in the hull <NUM> a ship <NUM>, comprises the steps of:.

According to a further embodiment, a method for maintaining a transverse propulsion <NUM> of the hull <NUM> of a ship <NUM> comprises the steps of:.

According to a further embodiment, a method for maintaining a transverse propulsion <NUM> of the hull <NUM> a ship <NUM> comprises the steps of:.

According to a further aspect of the invention, the ship <NUM> comprises at least one transverse propulsion device <NUM> as described above.

According to an embodiment, the ship <NUM> comprises a plurality of transverse propulsion devices <NUM>.

According to a preferred embodiment, the ship <NUM> comprises three transverse propulsion devices <NUM>.

According to an embodiment, the ship <NUM> comprises at least one transverse propulsion device <NUM> positioned in a bow region of the ship <NUM>.

According to an embodiment, the ship <NUM> comprises at least one transverse propulsion device <NUM> positioned at an aft region of the ship <NUM>.

Preferably, the ship <NUM> comprises at least two transverse propulsion devices <NUM>, one of which is positioned in a bow region of the ship <NUM> and the other positioned in an aft region of the ship <NUM>.

According to an embodiment of the invention, the maneuvering tunnel <NUM> flows out on opposite sides <NUM> of the hull <NUM>.

According to an embodiment of the invention, the propulsion device <NUM> comprises a maneuvering propeller <NUM> of a maneuvering thruster <NUM>, rotatably supported to the tunnel walls <NUM>.

According to an embodiment preferred, the maneuvering propeller <NUM> is of the adjustable blade type.

Advantageously, the maneuvering propeller <NUM> of the adjustable blade type is operable to impart a pulse to the ship <NUM>, selectively, in the direction of each tunnel entrance <NUM>, <NUM>.

According to an embodiment, the tunnel walls <NUM> are cylindrical.

Advantageously, the cylindrical shape preserves laminar flows within the maneuvering tunnel <NUM>, hindering the formation of turbulent motions.

According to an embodiment of the invention, the tunnel walls <NUM> form connecting walls <NUM> connected to outer walls <NUM> of the hull <NUM> at tunnel entrances <NUM>, <NUM>. By virtue of the connecting walls <NUM> the inner surface of the tunnel, or tunnel walls <NUM>, is connected with surface continuity and thus without any edge (in other words by means of a radius) to the outer walls <NUM> of the hull. The provision of the at least one coupling <NUM> extending from the tunnel walls <NUM> at the at least one tunnel entrance <NUM>, <NUM> allows not to alter this surface continuity between the tunnel walls <NUM> and the outer walls <NUM> of the hull <NUM>. Furthermore, the integrity of the connecting walls <NUM> connected to outer walls <NUM> of the hull <NUM> is ensured, allowing a flow of fluid either into or out of the maneuvering tunnel <NUM> to be fluid dynamically optimized by virtue of the at least one support structure <NUM> comprising at least one counter-coupling <NUM>, which connects in separable manner to said at least one coupling <NUM>.

Claim 1:
A transverse propulsion device (<NUM>) of a ship (<NUM>), comprising:
- a maneuvering tunnel (<NUM>) defined in a hull (<NUM>) of the ship (<NUM>), and adapted to contain at least one maneuvering propeller (<NUM>);
- said maneuvering tunnel (<NUM>) being delimited by tunnel walls (<NUM>), which extend between a first tunnel entrance (<NUM>) and an opposite second tunnel entrance (<NUM>);
- said transverse propulsion device (<NUM>) further comprising at least two closing doors (<NUM>) shaped so as to close the at least one tunnel entrance (<NUM>, <NUM>), as a whole, when in the closing position;
characterized in that
- said transverse propulsion device (<NUM>) comprises at least one coupling (<NUM>), which extends from the tunnel walls (<NUM>) at the at least one tunnel entrance (<NUM>, <NUM>);
- said transverse propulsion device (<NUM>) comprises at least one support structure (<NUM>); said at least one support structure (<NUM>) comprising at least one counter-coupling (<NUM>);
- said at least one counter-coupling (<NUM>) and said at least one coupling (<NUM>), when geometrically coupled, are locked together by means of captive screws (<NUM>);
- said support structure (<NUM>) being connected in a separable manner with said at least one counter-coupling (<NUM>) thereof to said at least one coupling (<NUM>);
- said at least one support structure (<NUM>) comprises hinges (<NUM>); and wherein
- said at least two closing doors (<NUM>) are rotatably supported only on said hinges (<NUM>) of the support structure (<NUM>), so that, when said at least one counter-coupling (<NUM>) of the support structure (<NUM>) is separated from said at least one coupling (<NUM>), the closing doors (<NUM>) separate from the maneuvering tunnel (<NUM>), together with the support structure (<NUM>), thus allowing access to the maneuvering tunnel (<NUM>) also when the maneuvering tunnel is immersed.