WO2024252322A1 - Dispositif de propulsion transversale de navire comprenant au moins une porte - Google Patents

Dispositif de propulsion transversale de navire comprenant au moins une porte Download PDF

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Publication number
WO2024252322A1
WO2024252322A1 PCT/IB2024/055541 IB2024055541W WO2024252322A1 WO 2024252322 A1 WO2024252322 A1 WO 2024252322A1 IB 2024055541 W IB2024055541 W IB 2024055541W WO 2024252322 A1 WO2024252322 A1 WO 2024252322A1
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WO
WIPO (PCT)
Prior art keywords
door
tunnel
propulsion device
transverse
ship
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2024/055541
Other languages
English (en)
Inventor
Rocco CAVALIERE
Antonio CAIZZI
Ettore MARTINUCCI
Luca Martini
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Fincantieri SpA
Original Assignee
Fincantieri SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fincantieri SpA filed Critical Fincantieri SpA
Priority to CN202480034189.8A priority Critical patent/CN121568872A/zh
Priority to EP24737823.5A priority patent/EP4724339A1/fr
Publication of WO2024252322A1 publication Critical patent/WO2024252322A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/36—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using mechanical means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B13/00—Conduits for emptying or ballasting; Self-bailing equipment; Scuppers
    • B63B13/02—Ports for passing water through vessels' sides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/66—Gratings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/01—Marine propulsion by water jets having means to prevent foreign material from clogging fluid passage way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/46—Steering or dynamic anchoring by jets or by rudders carrying jets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • B63H5/165—Propeller guards, line cutters or other means for protecting propellers or rudders

Definitions

  • the present invention relates to a ship transverse propulsion device .
  • the present invention is aimed at large ships , such as container ships or cruise ships .
  • doors are known which are installed on a plurality of hinges connected to the mouth of the transverse maneuvering tunnel.
  • Examples of these solutions are described in JP2015147532A, KR101292883B1, WO2022/079655A1, US3408974A, CN111516842B, CN111498073A, CN108163169A, CN205819525, CN105329405, CN102381439, CN109094715, WO2019/220152 and GB782628.
  • Further embodiment examples are described in International Applications WO2022079655A1, WO2022079651A1 and WO2022079652A1, on behalf of the Applicant.
  • the main problems include the design of the hydrodynamic shape of the doors, aimed at minimizing, during cruising, turbulence due to shape discontinuities between the doors and the outer hull surface, and at the same time aimed at minimizing bulk in the open position, i.e., during the operation of the transverse propulsion devices .
  • the closing devices of the transverse maneuvering tunnels have high structural complexity and contribute to increasing the overall weight of the ship .
  • the transverse maneuvering tunnel closing devices must be designed to minimi ze the potentially damaging ef fects of the slamming phenomena of the ship ' s hull ( generally the bow) abruptly plunging into water, e . g . , due to the wave motion of the water .
  • slamming phenomena generate high pressure gradients at the transverse maneuvering tunnels , and can cause damage to the ship ' s plating and connections , or impair the operation of the doors and the transverse propulsion device .
  • the obj ect of the present invention is to make a transverse propulsion device which makes it possible to overcome the drawbacks highlighted for the solutions of the prior art .
  • one of the obj ects of the present invention is to make a transverse propulsion device which generates low resistance and turbulence during cruising .
  • an obj ect of the present invention is to provide a transverse propulsion device which preserves the mainly laminar flows of water externally lapping the ship ' s hull , particularly near the inlet openings of the transverse maneuvering tunnels .
  • an obj ect of the present invention is to eliminate or dampen the formation of high pressure gradients between the inside and outside of the transverse maneuvering tunnel , typically due to the slamming phenomena of the ship ' s hull .
  • Still a further obj ect of the present invention is to provide a structurally simple transverse propulsion device having a reduced number of components , which can be easily configured in opening and closing, and thus simpli fy the related installation and maintenance .
  • FIG. 1 shows a detail of a hull of a ship having a plurality of maneuvering tunnels and a closing device associated with each maneuvering tunnel , according to an embodiment of the invention
  • FIG. 2 illustrates a forward part of a ship, having a plurality of maneuvering tunnels made in the hull , and a closing device associated with a maneuvering tunnel , according to an embodiment of the invention
  • figure 3 depicts a cross-sectional view of the ship ' s hull at the transverse maneuvering tunnel , according to an embodiment of the invention
  • figure 4 depicts some components of the transverse propulsion device , with the door in the closing position, according to an embodiment of the invention
  • figure 5 depicts some components of the transverse propulsion device , with the door in the opening position, according to an embodiment of the invention
  • FIG. 6 shows a rear view of some components of the transverse propulsion device , with the door in the closing position, according to an embodiment of the invention
  • figure 7 depicts a top view of some components of the transverse propulsion device , with the door in the opening position, according to an embodiment of the invention
  • figure 8 shows some components of the transverse propulsion device , with the door in the closing position, according to an embodiment of the invention
  • FIG. 9 depicts in perspective view some components of a plurality of transverse propulsion devices , according to an embodiment of the invention.
  • figure 10 illustrates a side view of some components of figure 9 ;
  • FIG. 11 and 12 illustrate an orthogonal view of the transverse propulsion device , with the door in the closing and opening pos ition, respectively, according to a di f ferent embodiment of the invention with respect to figures 1 to 10 ;
  • figures 13 and 14 depict a perspective view of a portion of the hull with two transverse propulsion devices , with the door in the closing and opening position, respectively, in accordance with the embodiment of figures 11 and 12 ;
  • figure 15 illustrates a longitudinal section of the ship, according to a RANSE-CFD computational fluiddynamic simulation of the variation of pressures along the outer hull surface ;
  • figure 16 depicts an enlarged detail of figure 15 in a region containing a pair of transverse maneuvering tunnels
  • figure 17 illustrates a longitudinal section of the ship, according to a RANSE-CFD computational fluiddynamic simulation of the variation of external water flow speeds along the outer hull surface ;
  • figure 18 depicts an enlarged detail of figure 17 in a region containing a pair of transverse maneuvering tunnels ;
  • FIG. 19 depicts a longitudinal section of the ship, according to a RANSE-CFD computational fluid-dynamic simulation of the variation of the kinetic energy of external water flow turbulence along the outer hul l surface ;
  • figure 20 depicts an enlarged detail of figure 19 in a region containing a pair of transverse maneuvering tunnel .
  • the reference number 1 indicates a transverse propulsion device as a whole .
  • the reference number 2 indicates a ship as a whole .
  • the ship 2 comprises a hull 21 , which comprises an outer hull surface 210 .
  • a hull 21 which comprises an outer hull surface 210 .
  • an external water flow 200 flows locally along the outer hull surface 210 , along a flow direction S .
  • the ship 2 comprises a bulbous bow 29 projecting in front, configured to direct the external water flow 200 along the outer hull surface 210, in particular along the flow direction S.
  • the flow direction S is typically inclined with respect to a horizontal bottom plane (extending mainly along the keel of the ship) by a flow angle comprised between 5 degrees and 60 degrees .
  • Cruising speed is intended as ship navigation speeds between 10 knots and 25 knots, preferably equal to around 18 knots.
  • High external water flow speeds are defined as speeds close to or greater than 4 meters per second, preferably greater than 5 meters per second, e.g., between 7 and 10 meters per second. Conversely, low external water flow speeds are intended as speeds close to or below 2.5 meters per second, e.g., about equal to 1 meter per second.
  • the present invention relates to a hull of a ship 2 comprising the transverse propulsion device 1.
  • the present invention relates to a ship 2 comprising the transverse propulsion device 1.
  • the transverse propulsion device comprises a transverse maneuvering tunnel 25 extending transversely in the hull of the ship, preferably open on both longitudinal sides of the ship .
  • the transverse propulsion device comprises at least one maneuvering propeller 9 housed in the transverse maneuvering tunnel 25 and configured to move water through the tunnel inlet opening 28 in an operating transverse propulsion device configuration .
  • the transverse maneuvering tunnel 25 comprises tunnel walls 27 which peripherally delimit the transverse maneuvering tunnel 25 inside the hull 21 .
  • the transverse maneuvering tunnel 25 comprises a tunnel axis X oriented incidentally to the outer hul l surface 210 , e . g . , along which the tunnel walls 27 mainly extend .
  • the transverse maneuvering tunnel 25 comprises opening edges 26 extending at least partially about the tunnel axis X and delimiting a tunnel inlet opening 28 , open on the outer hull surface 210 .
  • the tunnel inlet opening 28 is placed on the proj ection of the outer hull surface 210 between the opening edges 26 .
  • the opening edges 26 are connected to the tunnel walls 27 with a connecting radius between 100 and 500 millimeters , preferably between 200 and 400 millimeters .
  • the opening edges comprise a markedly flared aft section, located downstream of the transverse maneuvering tunnel along the flow direction, having the purpose of facilitating the external water flow .
  • the transverse maneuvering tunnel 25 further comprises second opening edges delimiting a tunnel exit opening opposite the tunnel inlet opening 28 .
  • the opening edges 26 are divided into a first edge portion 261 and a second edge portion 262 complementary to the first edge portion 261 , both having extension around the tunnel axis X, e . g . , a substantially circular or oval or ell iptical extension .
  • the first edge portion 261 substantially, at least partially, towards the bow of the ship, extending around the tunnel axis X according to the flow direction S .
  • the opening edges 26 consist of the first edge portion 261 and the second edge portion 262 .
  • the tunnel inlet opening 28 is divided into a first hal f area 281 partially delimited by the first edge portion 261 , and a second hal f area 282 complementary to the first hal f area 281 and partially delimited by the second edge portion 262 .
  • the tunnel inlet opening 28 consists of the first hal f area 281 and the second hal f area 282 .
  • the transverse propulsion device comprises at least one door 13 associated with the tunnel inlet opening 28 .
  • the transverse propulsion device comprises a plurality of doors 13 associated with the tunnel inlet opening 28 .
  • the transverse propulsion device comprises a single door 13 associated with the tunnel inlet opening 28 .
  • the at least one door 13 is movable between a limit opening position and a limit closing position .
  • the transverse propulsion device is preferably configured so that , in the closing position, the at least one door 13 cooperates with the outer hull surface 210 to achieve overall a hydro-dynamically shaped surface along which the external water flow 200 flows .
  • the at least one door 13 preferably comprises a peripheral door edge 130 having at least partially a shape substantially complementary to the first edge portion 261 , or a section of said first edge portion 261 .
  • the peripheral door edge 130 is adj acent and/or at least partially in contact with the complementary first edge portion 261 or with the at least one section of said first edge portion 261 .
  • the at least one section of said first edge portion 261 or the entire first edge portion 261 cooperates with the peripheral door edge 130 to create a hydrodynamic surface along which the external water flow 200 flows .
  • the peripheral door edge 130 is essentially circular .
  • the at least one door 13 basically has a planar shape on a door plane Q .
  • the door plane Q In the closing position, the door plane Q is substantially parallel to the flow direction S , and in the opening position the door plane Q is incident , preferably substantially transverse , to the flow direction S .
  • the at least one door 13 has a door area on the door plane Q substantially equal to the first hal f area 281 of the tunnel inlet opening 28 .
  • the at least one door 13 in the closing position, extends mainly along the proj ection of the outer hull surface 210 along the tunnel inlet opening 28 , so as to ideally reconstruct a hydrodynamic surface for the external water flow 200 .
  • the at least one door 13 In the limit opening position, the at least one door 13 allows the flow of a maximum water flow rate through the tunnel inlet opening 28 , and in the limit closing position the at least one door 13 allows the flow of a minimum water flow rate through the tunnel inlet opening 28 , at the same water passage speed (average speed) through the tunnel inlet opening 28 .
  • the at least one door 13 in the limit closing position, only partially occludes the tunnel inlet opening 28 , allowing the flow of the minimum water flow rate through the tunnel inlet opening 28 .
  • the at least one door 13 occludes the first hal f area 281 of the tunnel inlet opening 28, preventing the passage of water through the first half area 281. At the same time, in the limit closing position, the at least one door 13 leaves the second half area 282 at least partially open.
  • At least one door 13 in the closing position reduces the water flow allowed through the tunnel inlet opening 28.
  • the transverse maneuvering tunnel 25 comprises an inlet plane P incident to the tunnel axis X, and the tunnel inlet opening 28 has an inlet area A on the inlet plane P.
  • the inlet plane P is transverse to the tunnel axis X .
  • the inlet plane P is essentially passing through the opening edges 26 .
  • the tunnel inlet opening 28 can be approximated to an imaginary inlet circumference extending around the tunnel axis X on the inlet plane P, which delimits the inlet area A.
  • the first edge portion 261 corresponds to a circumferential arc of the imaginary inlet circle subtended by an angle less than 180 degrees , preferably less than 150 degrees , even more preferably less than 140 degrees .
  • the first edge portion 261 corresponds to a circumferential arc of the imaginary inlet circle subtended by an angle comprised between 100 and 140 degrees , preferably comprised between 120 and 130 degrees .
  • the flow direction S is essentially secant to the angle subtending the circumferential arc corresponding to the first edge portion 261 .
  • the door plane Q in the closing position, is essentially parallel to the inlet plane P .
  • the at least one door 13 extends mainly along an imaginary chord of the tunnel inlet opening 28 defined on the inlet plane P, preferably oriented incidentally or transverse to the flow direction S .
  • the at least one door 13 comprises a substantially straight rear door edge opposite the peripheral door edge 130 .
  • the rear door edge extends mainly along an imaginary chord of the tunnel inlet opening 28 defined in the inlet plane P, preferably oriented incidentally or transverse to the flow direction S ( figure 8 ) .
  • the at least one door 13 substantially has the shape of a circular sector ( figure 5 ) .
  • the rear door edge and the peripheral door edge 130 are curved, whereby the rear door edge has a lower concavity with respect to the concavity of the peripheral door edge 130 , with respect to the tunnel axis X .
  • the rear door edge and the peripheral door edge 130 intersect along the opening edges 26 , delimiting the geometry of the at least one door .
  • the transverse propulsion device comprises at least two adj acent doors 13 , each rotatable around a rotation axis thereof. Overall, the two doors 13 in the closing position occlude the first half area 281.
  • the at least one door 13 divides the inlet area A into a free half area F, through which the passage of the predefined minimum water flow rate is allowed, and an occluded half area 0, through which the passage of water is prevented.
  • the occluded half area 0 is between 15% and 60% of the inlet area A. Preferably, the occluded half area 0 is between 25% and 50% of the inlet area A. For example, in an embodiment, the occluded half area 0 is approximately 30% of the inlet area A.
  • the first half area 281 in the limit closing position, essentially corresponds to the occluded half area 0.
  • the at least one door 13 comprises an inner face 138 and an opposite outer face 139. In the closing position, the inner face 138 faces the transverse maneuvering tunnel 25.
  • the outer face 139 is preferably positioned on the projection of the outer hull surface 210 along the tunnel inlet opening 28.
  • the outer face 139 is a continuous surface, free of holes, depressions or protrusions.
  • the at least one door 13 comprises at least one through slit 133 between the inner face 138 and the outer face 139 .
  • the at least one door 13 comprises a plurality of slits 133 .
  • the at least one slit 133 can be crossed by water, in particular both by water coming from inside the transverse maneuvering tunnel 25 and directed towards the outside of the hull 21 , and by water coming from outside the hull 21 and directed towards the inside of the transverse maneuvering tunnel 25.
  • the at least one door 13 occludes the first hal f area 281 of the tunnel inlet opening 28 , except for the at least one slit 133 .
  • the at least one slit 133 identi fies a portion of the free hal f area F inside the occluded hal f area 0.
  • the first hal f area 281 in the limit closing position, preferably essentially corresponds to the occluded hal f area 0 minus the at least one slit 133 .
  • the at least one slit 133 is configured to restrict or prevent the external water flow 200 from flowing inside the transverse maneuvering tunnel 25 through said slit 133 .
  • the at least one slit 133 is substantially slot-shaped, having a main extension in a direction substantially orthogonal to the flow direction S , when the at least one door 13 is in the closing position .
  • Slot is intended as an opening in a body, in this case a door 13 , delimited by a closed perimeter .
  • the slot is a through opening .
  • the slot has a first maj or slit dimension along an extension direction E-E , or longitudinal extension, and a second minor slit dimension in the direction transverse to said extension direction E-E .
  • the extension direction E-E is essentially orthogonal to the flow direction S .
  • the at least one slit 133 comprises a second smaller slit dimension oriented parallel to the flow direction S .
  • the door 13 comprises at least three slits 133 having respective extension directions E- E . In an embodiment , said at least three slits 133 comprise the respective extension directions E-E parallel to each other . [0090] In an embodiment , the door 13 comprises at least three slits 133 having the respective extension direction E-E . In an embodiment , said at least three slits 133 comprise respective extension directions E-E parallel to each other and the at least three slits 133 are at least partially facing each other in a direction transverse to said extension direction E-E .
  • At least two slits 133 are provided arranged consecutively with each other along the common extension direction E-E , or with the respective extension directions E-E side-by-side along the flow direction S . These at least two slits 133 are spaced apart from each other .
  • the door 13 comprises a plurality of slits 133 at least grouped together with each other . In accordance with an embodiment , these groups are facing each other and overall substantially evenly distributed over a portion between 60% and 90% of the door 13 .
  • the door 13 comprises a plurality of slits 133 subdivided into groups of slits , where the groups of slits are overlapping or facing each other in a direction transverse to the flow direction S .
  • each group of slits comprises at least two , preferably at least three , even more preferably at least four slits 133 .
  • the at least one door 13 comprises a plurality of lightening through holes between the inner face and the outer face .
  • the transverse propulsion device comprises a grid 4 positioned near or at the tunnel inlet opening 28 .
  • the grid 4 comprises a plurality of uprights 41 substantially parallel to each other and oriented substantially orthogonal to the flow direction S .
  • the grid 4 also comprises a plurality of crosspieces 42 oriented incident to the uprights 41 , preferably oriented substantially parallel to the flow direction S .
  • the grid 4 is positioned behind the at least one door 13 along the tunnel axis X .
  • the at least one door 13 is external with respect to the grid 4 .
  • the grid 4 is fixed to the opening edges 26 .
  • the grid 4 is fixed to the opening edges 26 , in a removable manner, e . g . , by means of bolted screws .
  • the grid 4 extends with respect to the entire tunnel inlet opening 28 .
  • the grid 4 extends from the second hal f area 282 and is interrupted substantially near or at the at least one door 13 .
  • the grid 4 extends with respect to the second hal f area 282 and only partially with respect to the first hal f area 281 .
  • the grid 4 extends substantially only with respect to the second hal f area 281 .
  • the grid 4 is essentially only engaged to the second edge portion 262 .
  • the grid 4 is substantially aligned with at least one door 13 along the flow direction S .
  • all or only some uprights 41 and all or only some crosspieces 42 intersect and delimit a plurality of functional through windows 40 therebetween .
  • the grid 4 is configured so as to prevent or limit the passage of external water flow 200 through said functional through windows 40 , with the at least one door 13 in the limit closing position and with external water flow 200 flowing along the flow direction S at high speeds .
  • the upright distance D along the flow direction S between two consecutive uprights 41 delimiting a functional through window 40 is between 150 and 250 millimeters .
  • the upright distance D is between 180 and 220 millimeters .
  • the distance between two crosspieces 42 delimiting a functional through window 40 is between 300 and 500 mil limeters , e . g . , equal to 400 millimeters .
  • all or only some of the functional through windows 40 have a substantially rectangular shape , with the longer side oriented in a direction substantially transverse to the flow direction S .
  • all or only some of the functional through windows 40 are substantially rectangular in shape , with the longer side of the rectangle being equal to approximately twice the shorter side of the rectangle , where the longer side is the crosspiece distance and/or where the shorter side is the upright distance D .
  • each functional through window 40 has a first side equal to the crosspiece distance , and a second side equal to the upright distance D, where the first side is greater than the second side .
  • the first side is oriented along the extension direction E-E of the s lits 133 .
  • the second side is oriented in a direction transverse to the extension direction E-E of the slits 133 .
  • each functional through window 40 has an elongated or essentially rectangular shape .
  • the main extension of said rectangular functional through window 40 is parallel to said main extension direction E-E of said slit 133 .
  • the transverse propulsion device is configured so as to keep the water inside the transverse maneuvering tunnel 25 at low speeds along the tunnel axis X, preferably speeds less than 2 . 5 meters per second .
  • the functional through windows 40 are configured to cooperate with each other and create a low- friction hydrodynamic surface which favours the external water flow 200 along the flow direction S .
  • the functional through windows 40 are configured to cooperate with each other and limit or prevent the external water flow 200 cros sing the functional through windows 40 , towards the inside of the transverse maneuvering tunnel 25 .
  • the functional through windows 40 are configured to retain water at low speeds , preferably speeds less than 2 . 5 meters per second, at said functional through windows 40 and/or inside the transverse maneuvering tunnel 25 near said functional through windows 40.
  • the uprights 41 have a reduced size along the flow direction S. In other words, with respect to the flow direction S, the uprights are thin .
  • the grid 4 comprises an upright surface 45, along which the uprights 41 are arranged, preferably substantially aligned along the flow direction S.
  • the upright surface 45 is an imaginary surface which is at least partially curved in space, identified by the position of the transverse maneuvering tunnel along the hull and along the flow direction S (figure 9) .
  • each functional through window 40 has a functional area Af on the upright surface 45.
  • the functional ratio (Af/A) between the functional area Af and the inlet area A is between 0.05% and 3%.
  • the functional ratio Af/A is between 1% and 2.5%, e.g., it is equal to about 1.7%.
  • the propulsion device comprises a second grid 49 positioned at the rear of at least one door 13 along the tunnel axis X.
  • the second grid 49 is distinct and separate from the first grid 4.
  • the second grid 49 is joined to the first grid 4 by means of a connecting section extending along the tunnel axis X.
  • the second grid 49 is spaced from the first grid 4 along the tunnel axis X, in particular it is behind the first grid 4.
  • the second grid 49 is spaced from the at least one door 13 along the tunnel axis X.
  • the second grid 49 is fixed to the opening edges 26.
  • the second grid 49 engages the first edge portion 261 and the second edge portion 262.
  • the second grid 49 extends substantially only with respect to the first half area 281.
  • the second grid 49 essentially only engages the first edge portion 261.
  • the second grid 49 comprises uprights spaced from each other by a greater extent than the upright distance D related to the first grid 4, preferably between 300 and 500 millimeters, e.g., equal to 400 millimeters.
  • the transverse propulsion device comprises door movement means configured to move the at least one door 13 between the closing position and the opening position .
  • the door movement means are configured to move the at least one door 13 along an allowable door stroke ending when the limit closing position is reached .
  • the door movement means are configured to move the at least one door 13 between the opening position and the closing position in a direction substantially opposite the flow direction S .
  • the door movement means are configured to rotate the at least one door 13 between the opening position and the closing position along a hinge axis H, preferably oriented substantially orthogonal to the flow direction S .
  • the door movement means comprise at least one hinge member 71 , preferably at least one pair of hinge members 71 , configured to rotate the at least one door 13 between the opening position and the closing position, about the hinge axis H .
  • the at least one hinge member 71 comprises a rotary actuator, for example electric, hydraulic or electro-hydraulic, configured to rotate the at least one door 13 between the opening position and the closing position .
  • the at least one hinge member 71 is supported outside the transverse maneuvering tunnel 25 , inside the hull 21 .
  • the at least one hinge member 71 comprises a hinge pin 72 extending along the hinge axis H, housed inside the hull 21 , and a hinge arm 73 hinged to the hinge pin 72 and connected in rotation with the at least one door 13 , for example made in a single piece with said at least one door 13 , pre ferably facing outside the hull 21 .
  • the hinge arm 73 comprises an outer arm surface which, with the door 13 in the closing position, is preferably positioned on the proj ection of the outer hull surface 210 , creating a hydrodynamic shape overall .
  • the transverse propulsion device comprises a support frame 8 supported by the hull 21 and/or by the tunnel walls 27 .
  • the support frame 8 supports the at least one hinge member 71 , in particular the hinge pin 72 , preferably inside the hull 21 .
  • the support frame 8 comprises a single support upright supporting the at least one hinge member 71 .
  • the support frame 8 is at least partially housed in the transverse maneuvering tunnel 25 or protrudes at least partially from the tunnel walls 27 in the transverse maneuvering tunnel 25 .
  • the support frame 8 supports the at least one hinge member 71 inside the transverse maneuvering tunnel 25 .
  • the support frame 8 is engaged to the tunnel walls 27 in a removable manner .
  • the tunnel walls 27 comprise a plurality of fixing ledges 275 protruding into the transverse maneuvering tunnel 25
  • the support frame 8 comprises removable frame fixing elements 85 , e . g . , bolted screws , configured to engage the fixing ledges 275 , fixing the support frame 8 in position .
  • the ship 2 has an overall length greater than 200 meters , e . g . , equal to 250 meters .
  • the transverse maneuvering tunnel 25 has an internal diameter between the tunnel walls 27 between 2.0 meters and 2.8 meters, preferably between 2.1 and 2.5 meters, e.g., 2.2 meters.
  • the grid 4 has a thickness, i.e., dimension of the uprights 41 and the crosspieces 42 along the tunnel axis X, greater than 70 millimetres.
  • the thickness of the grid 4 is between 80 and 130 millimeters.
  • the mathematical simulations of figures 15 to 20 are conducted using CFD code Star-CCM+, in which the finite-volume formulation is used to solve the Reynolds- Averaged Navier-Stokes equations (RANSE) .
  • the free surface is analyzed by means of the fluid volume method (VOF method) .
  • the turbulence is obtained using Menter's shear stress transport (SST) with wall functions.
  • the simulation mesh is constructed with prismatic layers around the solid boundaries, augmented in the areas of interest (tunnel, grid, door) , according to the DNV standard .
  • the pressure is essentially constant along the flow direction.
  • a pressure variation of a negative sign occurs (values close to the minimum value -0.3) .
  • the pressure is essentially constant inside the transverse maneuvering tunnel, through the grid, through the tunnel inlet opening, and near the tunnel inlet opening outside the transverse maneuvering tunnel. The values are different for the two consecutive transverse maneuvering tunnels .
  • the unit of measurement for the pressure variation along the ship's hull of figures 15 and 16 is a dimensionless coefficient (Pascal / Pascal) normalized with respect to a reference pressure occurring on the outer hull surface, with a navigation speed of approximately 18 knots, according to Torricelli's principle .
  • the external water flowing along the flow direction S remains substantially constant, at high speeds, i.e., speeds above 4 meters per second, in particular speeds close to about 10 meters per second, even beyond a pair of consecutive transverse maneuvering tunnels.
  • the speed of the water inside the maneuvering tunnels is kept essentially constant , at low speeds along the tunnel axis , i . e . , speeds less than 2 . 5 meters per second, preferably less than 1 meter per second .
  • the water inside the functional through windows of the grid and the water inside the maneuvering tunnel near the tunnel inlet opening is also at low speeds along the tunnel axis (values close to zero speed) .
  • the speed of the external water flow reduces to speeds approximately between 4 and 6 meters per second downstream of the first transverse maneuvering tunnel , and remains in such a speed range downstream of the second transverse maneuvering tunnel , along the flow direction .
  • the transverse propulsion device which is the subj ect-matter of the present invention ful fils the intended obj ect and overcomes the problems typical of the prior art , in that it achieves a compromise between minimi zing the potentially damaging ef fects of hull slamming and minimi zing unwanted turbulence phenomena along the outer hull surface .
  • the transverse propulsion device simpli fies the hull structure , reduces weight and facilitates the design, installation and maintenance operations .
  • the transverse propulsion device minimi zes the generation of turbulence at high cruising speeds , preferably at cruising speeds equal to or greater than 9 or 10 knots , at which turbulence resistance signi ficantly impacts the ef ficiency of the ship .
  • the transverse propulsion device according to the present invention has proven excellent results through mathematical simulations .
  • the hull with transverse propulsion device experiences a negligible pressure drop between 1 % and 2 % .
  • the conventional transverse propulsion devices comprising a plurality of doors which completely close the tunnel inlet opening, generate a pressure drop less than 1 % , with respect to the bare hull .
  • the pair of transverse propulsion devices results in fuel savings and average annual carbon dioxide emission savings in the order of 10% .
  • the at least one door directs the external water flow in a substantially constant manner along the flow direction .
  • the at least one door eliminates or reduces unwanted ef fects due to the presence of the grid .
  • At least one door causes completely negligible resistance and turbulence , even with respect to the grid .
  • the grid is denser, i . e . , it has substantially doubled or tripled the number of uprights , with respect to the grids typically used in the transverse propulsion devices of the prior art , reducing the generation of turbulence .
  • the grid has a dimension along the tunnel axis ( thickness ) which is greater with respect to the grids typically used in the transverse propulsion devices of the prior art . This contributes to preventing or limiting the crossing of the functional through windows .
  • the grid allows the passage of water through the tunnel inlet opening, with an operating transverse propulsion device .
  • the grid achieves a compromise between minimi zing the throttling ef fect of the tunnel inlet opening and maximi zing the effect of conveying the external water flow at high speeds along the flow direction .
  • the grid allows for sudden pressure gradients between the inside and outside of the transverse maneuvering tunnel due to the hull slamming with water .
  • the uprights generate a reduced friction against the external water flow along the flow direction .
  • the external water flow mainly encounters the functional through windows , as the uprights have a reduced dimension ( speci fically, they have surface area facing the external water flow) , thus the external water flow slides with a low friction coef ficient over the water present in the functional through windows .
  • the functional through windows achieve the closing function of the tunnel inlet opening .
  • the grid exploits the kinematic inertia of the external water flow to conduct the water outside the transverse maneuvering tunnel , along the flow direction, minimi zing or eliminating the crossings in the functional through windows .
  • the through slits in the at least one door allow for sudden pressure gradients due to the hull slamming phenomena with the water .
  • the slits reduce the weight of the at least one door .
  • the orientation of the at least one slit substantially having an extended slotted shape extending mainly in a direction substantially orthogonal to the flow direction, allows maximi zing the limitation or prevention of the passage of external water flow through the slit , and at the same time maximi zing the weight reduction of the at least one door .
  • the grid and the door cooperate to conduct water outside the transverse maneuvering tunnel along the outer hull surface , minimi zing friction and turbulence .
  • the structural complexity of the transverse propulsion devices is reduced .
  • a person skilled in the art could alter the geometry of the at least one door, increase the occluded area of the at least one door, make several doors which are complementary to each other or make a single door with di f ferent profiles facing the flow direction .
  • a transverse propulsion device 1 comprises a transverse maneuvering tunnel 25 comprising tunnel walls 27 , a tunnel axis X oriented incidentally to the outer hull surface 210 of the ship, and opening edges 26 extending at least partially around the tunnel axis X, where , along the flow direction S , the opening edges 26 are divided into a first edge portion 261 intended to be lapped first by the external water flow 200 , and a second edge portion 262 complementary to the first edge portion 261 , where the opening edges 26 delimit a tunnel inlet opening 28 open on the outer hull surface 210 and divided into a first hal f area 281 partially delimited by the first edge portion 261 , and a second hal f area 282 complementary to the first hal f area 281 and partially delimited by the second edge portion 262 .
  • the transverse propulsion device 1 comprises at least one door 13 associated with the tunnel inlet opening 28 , and door movement means configured to move said at least one door 13 between a limit opening position and a limit closing position, respectively, in which the at least one door 13 allows the flow of a predetermined maximum water flow rate and a predetermined minimum water flow rate through the tunnel inlet opening 28 .
  • the at least one door 13 In the limit closing position, the at least one door 13 at least partially occludes the first hal f area 281 and leaves the second hal f area 282 at least partially open, at least partially allowing the passage of water through the second hal f area 282 .
  • the door 13 comprises at least three slits 133 having a slotted shape , each slit 133 having a first maj or slit dimension along an extension direction E-E and a second minor slit dimension in a direction transverse to said extension direction E-E , where the at least three slits 133 are at least partially facing each other along a direction transverse to at least one of said extension directions E-E , or longitudinal slit direction .
  • a transverse propulsion device 1 comprises a transverse maneuvering tunnel 25 comprising tunnel walls 27 , a tunnel axis X oriented incidentally to the outer hull surface 210 of the ship, and opening edges 26 extending at least partially around the tunnel axis X, where , along the flow direction S , the opening edges 26 are divided into a first edge portion 261 intended to be lapped first by the external water flow 200 , and a second edge portion 262 complementary to the first edge portion 261 , where the opening edges 26 delimit a tunnel inlet opening 28 open on the outer hull surface 210 and divided into a first hal f area 281 partially delimited by the first edge portion 261 , and a second hal f area 282 complementary to the first hal f area 281 and partially delimited by the second edge portion 262 .
  • the transverse propulsion device 1 comprises at least one door 13 extending mainly with respect to a door plane Q and associated with the tunnel inlet opening 28 .
  • the transverse propulsion device 1 comprises door movement means configured to move said at least one door 13 between a limit opening position and a limit closing position, respectively, in which the at least one door 13 allows the flow of a predefined maximum water flow rate and a predefined minimum water flow rate through the tunnel inlet opening 28 .
  • the at least one door 13 at least partially occludes the first hal f area 281 and leaves the second hal f area 282 at least partially open, at least partially allowing the passage of water through the second hal f area 282 .
  • the transverse propulsion device comprises a grid 4 positioned near or at the tunnel inlet opening 28 , comprising a plurality of uprights 41 arranged on an upright surface 45 , and a plurality of crosspieces 42 oriented incident to the uprights 41 .
  • the grid 4 and the door 13 are directly adj acent along the tunnel axis X, i . e . , adj acent minus a constructive dimensional tolerance .
  • the upright surface 45 of the grid 4 is substantially coplanar or adj acent along the tunnel axis X with respect to the door plane Q of the door 13 .
  • a transverse propulsion device 1 comprises a transverse maneuvering tunnel 25 comprising tunnel walls 27 , a tunnel axis X oriented incidentally to the outer hull surface 210 of the ship, and opening edges 26 extending at least partially around the tunnel axis X, where , along the flow direction S , the opening edges 26 are divided into a first edge portion 261 intended to be lapped first by the external water flow 200 , and a second edge portion 262 complementary to the first edge portion 261 , where the opening edges 26 delimit a tunnel inlet opening 28 open on the outer hull surface 210 and divided into a first hal f area 281 partially delimited by the first edge portion 261 , and a second hal f area 282 complementary to the first hal f area 281 and partially delimited by the second edge portion 262 .
  • the transverse propulsion device 1 comprises at least one door 13 extending mainly with respect to a door plane Q and associated with the tunnel inlet opening 28 .
  • the transverse propulsion device 1 comprises door movement means configured to move said at least one door 13 between a limit opening position and a limit closing position, respectively, in which the at least one door 13 allows the flow of a predefined maximum water flow rate and a predefined minimum water flow rate through the tunnel inlet opening 28 .
  • the at least one door 13 at least partially occludes the first hal f area 281 and leaves the second hal f area 282 at least partially open, at least partially allowing the passage of water through the second hal f area 282 .
  • the door 13 comprises a plurality of slits 133 having a slotted shape , each slit 133 having a first maj or slit dimension along an extension direction E-E and a second minor slit dimension in a direction transverse to said extension direction E-E .
  • the transverse propulsion device comprises a grid 4 fixed to the tunnel walls 27 and/or to the opening edges 26 near or at the tunnel inlet opening 28 , comprising a plurality of uprights 41 and a plurality of crosspieces 42 oriented incident to the uprights 41 .
  • At least some uprights 41 and at least some crosspieces 42 intersect and together delimit a plurality of functional through windows 40 , each functional through window 40 having a first side extending along the extension direction E-E of the slits 133 , and a second side , where the first side is greater with respect to the second side , e . g . , each functional through window 40 has an elongated or substantially rectangular shape .
  • the main extension of said rectangular functional through window 40 is parallel to said main extension direction E-E of said slit 133 .

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Specific Sealing Or Ventilating Devices For Doors And Windows (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

La présente invention concerne un dispositif de propulsion transversale de navire comprenant un tunnel de manœuvre transversal (25) à travers la coque (21), et des bords d'ouverture (26) divisés en une première partie de bord (261) destinée à être chevauchée en premier par le flux d'eau externe (200) s'écoulant le long de la coque (21). Les bords d'ouverture (26) délimitent une ouverture d'entrée de tunnel (28), qui est divisée en une première demi-zone (281) partiellement délimitée par la première partie de bord (261), et une seconde demi-zone complémentaire (282). Le dispositif de propulsion transversale comprend au moins une porte (13) qui peut être déplacée entre une position d'ouverture limite et une position de fermeture limite. Dans la position de fermeture limite, l'au moins une porte (13) obstrue au moins partiellement la première demi-zone (281) et laisse la seconde demi-zone (282) au moins partiellement ouverte, permettant au moins partiellement le passage d'eau à travers la seconde demi-zone (282).
PCT/IB2024/055541 2023-06-07 2024-06-06 Dispositif de propulsion transversale de navire comprenant au moins une porte Ceased WO2024252322A1 (fr)

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CN202480034189.8A CN121568872A (zh) 2023-06-07 2024-06-06 包括至少一个门的船舶横向推进装置
EP24737823.5A EP4724339A1 (fr) 2023-06-07 2024-06-06 Dispositif de propulsion transversale de navire comprenant au moins une porte

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IT102023000011649A IT202300011649A1 (it) 2023-06-07 2023-06-07 Dispositivo di propulsione trasversale di una nave comprendente almeno una portella
IT102023000011649 2023-06-07

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JP2015147532A (ja) * 2014-02-07 2015-08-20 三菱重工業株式会社 船舶のスラスター及びスラスタートンネルのカバー装置
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WO2022079655A1 (fr) * 2020-10-14 2022-04-21 Fincantieri S.P.A. Dispositif de propulsion transversale d'un navire
CN111516842B (zh) * 2019-02-04 2022-08-16 上海富勋实业有限公司 一种船舶侧向推进器管隧水密装置

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US3408974A (en) * 1965-05-07 1968-11-05 Karlstad Mekaniska Ab Ship steering system
KR101292883B1 (ko) * 2008-12-26 2013-08-02 현대중공업 주식회사 바우 스러스터 입구의 저항 저감을 위한 반 개방형 도어
JP2015147532A (ja) * 2014-02-07 2015-08-20 三菱重工業株式会社 船舶のスラスター及びスラスタートンネルのカバー装置
CN108163169A (zh) * 2017-12-29 2018-06-15 南京金陵船厂有限公司 集装箱船侧推盖的设计与安装工艺
CN111516842B (zh) * 2019-02-04 2022-08-16 上海富勋实业有限公司 一种船舶侧向推进器管隧水密装置
CN111498073A (zh) * 2020-04-26 2020-08-07 中船黄埔文冲船舶有限公司 一种船舶侧推外板开口用盖板结构
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