Ship with device for recovering energy from ship motion

Abstract

The boat (1) comprises: a hull (2); a first mechanism (4) coupled with the hull (2) and comprising a mass (3) suspended with respect to the hull (2) by at least one kinematic chain (5) comprising at least one slider (6) having a translational degree of freedom along a first rectilinear axis (K); an electric motor-generator (8) comprising a rotor (9) rotating about a rotor axis (R) and configured to convert the rotational kinetic energy of the rotor (9) into electrical energy; and a second mechanism (10) configured to convert the reciprocating translational motion of the slider (6) along the first rectilinear axis (K) into a corresponding rotation of the rotor (9) about the rotor axis (R) according to a single direction of rotation.

Description

Cross-references to related applications

[0001] This patent application claims priority to Italian Patent Application No. 102023000017685, filed on August 29, 2023, the entire disclosure of which is incorporated herein by reference. Technical Field

[0002] This invention relates to a boat, particularly a sailboat, and more particularly a racing boat. Background Technology

[0003] Some racing boats are equipped with multiple energy-consuming devices, such as engines, hydraulic actuators, and charging devices for charging batteries.

[0004] Typically, these devices are powered by energy generated by the ship's internal combustion engine.

[0005] The engine is powered by fossil fuels.

[0006] This leads to some drawbacks, including emissions of pollutants from the combustion of fossil fuels and the size of equipment that is closely related to the amount of fuel on board.

[0007] Therefore, it is necessary to eliminate the above-mentioned drawbacks and preferably adopt a simple and reliable method.

[0008] More specifically, it is necessary to identify alternative energy sources that do not emit combustion byproducts.

[0009] The purpose of this invention is to satisfy at least one of the above-mentioned needs. Summary of the Invention

[0010] The objective is achieved by the ship as defined in claim 1.

[0011] The dependent claims define specific embodiments of the invention. Attached Figure Description

[0012] In the following description, embodiments of the invention will be illustrated by way of non-limiting examples and with reference to the accompanying drawings, in order to allow for a better understanding of the invention, wherein:

[0013] - Figure 1 This is a side view of the ship according to the present invention.

[0014] - Figure 2 This is a schematic diagram of a ship's energy recovery assembly according to one embodiment.

[0015] - Figure 3 This is a diagram of the transmission component, which is part of the energy recovery system.

[0016] - Figure 4 yes Figure 3A front view of the transmission components, and

[0017] - Figure 5 , Figure 6 This is a diagram of an energy recovery component according to another embodiment. Detailed Implementation

[0018] exist Figure 1 In the attached figure, reference numeral 1 is used to indicate the entire ship.

[0019] The ship has a hull 2 ​​extending longitudinally along axis X, which is consistent with the ship's normal sailing direction.

[0020] In addition, the hull extends in width and height according to axes Y and Z respectively, which are perpendicular to each other and to axis X. Together with axis X, they form a Cartesian coordinate system with orthogonal axes, specifically a right-handed coordinate system.

[0021] The coordinate system is fixed relative to the hull 2, and the axes X, Y, and Z define the main axes of the hull 2, which are usually referred to as the roll axis, pitch axis, and yaw axis, respectively.

[0022] The ship 1 includes a mass block 3, which is suspended relative to the hull 2, meaning it can move relative to the hull 2 ​​with at least one or more degrees of freedom.

[0023] Preferably, the mass block 3 is located at the longitudinal end of the ship 1 (i.e., along axis X), for example, at the bow. More specifically, by dividing the length of the ship 1 into three equal parts along axis X, the mass block 3 is located in the last third of the region near the bow of the ship 1. This is not limiting in any case, so the mass block 3 can still be placed differently along the hull 2.

[0024] In order to suspend the mass block 3, the ship 1 includes a mechanism 4, which in turn includes a kinematic chain 5 that couples the mass block 3 to the ship hull 2 ​​and enables the mass block 3 to move relative to the ship hull 2.

[0025] Therefore, mass block 3 is suspended relative to the hull via kinetic chain 5.

[0026] Mechanism 4 is coupled to hull 2 ​​and includes mass block 3.

[0027] The kinematic chain 5 includes at least one slider or carriage 6 having translational degrees of freedom along the linear axis K.

[0028] Mass block 3 can be fixed relative to slider 6 (e.g., as shown in the image). Figure 2 and Figure 5 (This is one possible implementation method), but it is not mandatory; in fact, the mass block 3 can also be coupled to the slider 6 more generally (e.g., as shown in the previous implementation). Figure 6The implementation method ensures that the relative motion of the mass block 3 with respect to the hull 2 ​​is transmitted to the sliding member 6 under any circumstances.

[0029] More specifically, the kinematic chain 5 includes two connecting elements, one of which is a slider 6, and the other is a member having at least a guiding function for guiding or forcing the slider 6 to move along axis K.

[0030] The connecting elements are coupled to each other through a coupling element that conceptually defines a prismatic joint P (i.e., a joint that enables translational freedom of one connecting element relative to another connecting element).

[0031] For example, another connecting element could conceptually be a screw 7, whereby the slider 6 includes or is defined by a nut screw.

[0032] Therefore, screw 7 and slider 6 define a nut-screw coupling or system. In other words, the coupling defining the prismatic joint P is a nut-screw coupling or system. Conveniently, screw 7 and slider 6 are part of a ball screw. The ball screw includes rolling elements between screw 7 and slider 6, such that the coupling between screw 7 and slider 6 occurs indirectly through the rolling elements, which contact screw 7 and slider 6 at points with corresponding diameters opposite each other.

[0033] The nut-screw coupling means that the translation of the slider 6 along the axis K corresponds to the rotation of the screw 7 about its own axis, in which case the axis of the screw 7 coincides with the axis K.

[0034] More generally, the screw 7 defines a member capable of rotating about its own axis, which is coupled to the slider 6 so that when the slider 6 translates along the axis K in the opposite direction, i.e., in response to the translation of the slider 6 along the axis K in the opposite direction, it rotates about its axis in the opposite direction of rotation (clockwise and counterclockwise).

[0035] In fact, many known mechanisms can be viewed as alternatives to the coupling between the screw 7 and the slider 6, whereby translation of the slider 6 in two possible opposite directions causes rotation of a general component capable of rotating about its own axis according to the opposite direction of rotation.

[0036] The vessel 1 also includes at least one electric motor-generator 8. The electric motor-generator 8 includes a rotor 9 capable of rotating about a rotor axis R. The electric motor-generator 8 is configured to convert the kinetic energy associated with the rotation of the rotor 9 (in fact, the rotational kinetic energy of the rotor 9) into electrical energy.

[0037] The electrical energy generated by the electric motor-generator 8 can be stored in the ship's electrical storage device (e.g., a battery) or used directly to power the ship's electrical facilities.

[0038] The rotor 9 is coupled to the slider 6 so that it rotates in response to the translation of the slider 6.

[0039] More specifically, the vessel 1 or mechanism 4 includes another mechanism or sub-mechanism 10, and the coupling between the screw 7 (or more generally, the aforementioned rotatable member) and the slider 6 is part of this other mechanism or sub-mechanism 10. Mechanism 10 is configured to convert the reciprocating translational motion of the slider 6 along axis K into a corresponding rotation of the rotor 9 about axis R in a single rotational direction (e.g., clockwise or counterclockwise), particularly continuous rotation.

[0040] In other words, due to mechanism 10, the first translation of slider 6 and the subsequent second translation of slider 6 in the opposite direction to the first translation as a whole cause rotor 9 to rotate according to a single rotation direction, such as clockwise or counterclockwise, that is, the rotation direction does not change with the transformation from the first translation to the second translation.

[0041] Therefore, in other words, mechanism 10 is configured to convert the translation of the slider 6 along axis K in opposite directions into the corresponding rotation of the rotor 9 in a single rotational direction, such as clockwise or counterclockwise, that is, the rotational direction does not change with the transformation between translations.

[0042] In this sense, the term "continuous" precisely means that there is no reversal of the rotational direction of rotor 9 due to the reversal of the translational direction of sliding member 6 from the first translation to the second translation. Therefore, the term "continuous," especially in a restrictive sense, should not be understood to mean that the angular velocity of rotor 9 can never be zero at any time.

[0043] Therefore, the rotor 9 is coupled to the sliding member 6 through the mechanism 10.

[0044] Figure 3 A specific example of a portion of agency 10 is shown.

[0045] Mechanism 10 includes screw 7 (or more generally, a rotatable component) and two transmission devices 11, 12, which are arranged in parallel and configured to transmit the rotation of screw 7 to rotor 9.

[0046] The transmission devices 11 and 12 are configured to couple the rotatable component (or screw 7) to the rotor by respectively transmitting rotation of the rotatable component according to two possible opposite directions of rotation, thereby causing the rotor 9 to rotate about the rotor axis R according to the single direction of rotation of the rotor 9 in response to the two rotations of the rotatable component according to its two opposite directions of rotation.

[0047] In other words, the transmission device 11 is configured such that the rotation of the screw 7 (or more generally, the rotatable component) in the first direction of rotation is transmitted to the rotor 9 as the rotation of the rotor 9 about the axis R in a single direction of rotation. Therefore, the transmission device 11 is configured to cause the rotor 9 to rotate in a single direction of rotation in response to the rotation of the screw 7 (or more generally, the rotatable component) in the first direction of rotation.

[0048] Furthermore, the transmission device 12 is configured such that the rotation of the screw 7 (or more generally, the rotatable component) in a second rotation direction opposite to the first rotation direction is transmitted to the rotor 9 as a rotation of the rotor 9 about the axis R in a single rotation direction. Therefore, the transmission device 12 is configured to cause the rotor 9 to rotate in a single rotation direction in response to the rotation of the screw 7 (or more generally, the rotatable component) in the second rotation direction.

[0049] More specifically, the transmission devices 11 and 12 include respective decoupling devices 13 and 14, which are configured to decouple the rotor 9 from the screw 7 (or more generally, from the rotatable component) via the corresponding transmission devices 11 and 12 when the screw 7 rotates according to the second rotation direction and the first rotation direction.

[0050] Therefore, the decoupling devices 13 and 14 are configured to interrupt the corresponding coupling between the rotor 9 and the screw 7 (or more generally, the rotatable component) via the corresponding transmission devices 11 and 12 when the screw 7 (or more generally, the rotatable component) rotates according to the second rotation direction and the first rotation direction.

[0051] In other words, the decoupling device 13 is configured to decouple the rotor 9 from the screw 7 via the transmission device 11 when the screw 7 rotates in the second rotation direction, that is, to interrupt the coupling between the rotor 9 and the screw 7 generated by the transmission device 11 (while the rotor 9 and the screw 7 can be kept coupled by the transmission device 12).

[0052] On the other hand, the decoupling device 14 is configured to decouple the rotor 9 from the screw 7 via the transmission device 12 when the screw 7 rotates according to the first rotation direction, that is, to interrupt the coupling between the rotor 9 and the screw 7 generated by the transmission device 12 (while the rotor 9 and the screw 7 can be kept coupled by the transmission device 11).

[0053] Each of the independent decoupling devices 13, 14 may be or may include a device with automatic decoupling function (e.g., a freewheel, or an engagement device, such as a gear engagement or clutch engagement), which can be controlled to selectively engage or disengage according to the rotation of the screw 7 (or more generally, a rotatable component).

[0054] For example, the engagement device can only engage when the angular velocity of the screw 7 or the corresponding translational velocity of the slider 6 exceeds a predetermined threshold. Therefore, the engagement device will disengage whenever the angular velocity of the screw 7 or the corresponding translational velocity of the slider 6 is less than or equal to the threshold.

[0055] When the engagement device disengages, the coupling between the rotor 9 and the screw 7 via one of the corresponding transmission devices 11 and 12 is interrupted. On the other hand, when the engagement device engages, this coupling is restored.

[0056] This can be advantageous when the rotor 9 could have sufficient inertia to rotate faster than when coupled with the slider 6, as it would prevent the rotor 9 from slowing down, for example, due to the deceleration of the slider 6.

[0057] Obviously, the engagement devices of the decoupling devices 13 and 14 can only engage when the screw 7 rotates according to the first direction and the second direction respectively.

[0058] The vessel 1 may include a control unit (not shown) for controlling the engagement device based on one or more quantities corresponding to or indicating the angular velocity of the screw 7 or the translational speed of the slider 6. These quantities may be acquired by the control unit via special sensors configured to detect them.

[0059] according to Figure 3 In a specific, non-limiting embodiment, mechanism 10 includes rack 15 coupled to screw 7 so as to translate in opposite directions in response to rotation of screw 7 in opposite directions.

[0060] For example, mechanism 10 may include a pinion 16 fixed to screw 7 and configured to couple screw 7 to rack 15. Pinion 16 is specifically designed to mesh with rack 15.

[0061] The transmission devices 11 and 12 include their respective gears 17 and 18, which mesh with the rack 15 on opposite sides of the rack 15, causing the gears 17 and 18 to rotate in opposite directions.

[0062] The transmission devices 11 and 12 include two additional gears 19 and 20, which are arranged downstream of the respective decoupling devices 13 and 14, and rotate in the same direction as the wheels 17 and 18 when coupled with the wheels 17 and 18 through the decoupling devices 13 and 14.

[0063] Gears 19 and 20 both mesh with gear 21 of the electric motor-generator 8, forming two external gears; gear 21 is fixed relative to rotor 9.

[0064] Decoupling devices 13 and 14 are configured to decouple rotor 9 from screw 7 via corresponding transmission devices 11 and 12 when wheels 17 and 18 rotate in the same specific direction of rotation (e.g., clockwise or counterclockwise).

[0065] More precisely, in order to perform their functions, decoupling devices 13 and 14 decouple wheels 19 and 20 from wheels 17 and 18, respectively.

[0066] Therefore, due to the external meshing of decoupling devices 13, 14, wheels 19, 20 and wheel 21, and the fact that wheels 17, 18 always rotate in opposite directions, wheel 21 and thus rotor 9 can only rotate through a single transmission device in transmission devices 11, 12 and according to a single direction of rotation (specifically, equivalent to the aforementioned specific direction).

[0067] In fact, the decoupling devices 13 and 14 only allow one of the corresponding wheels 19 and 20 to rotate, and can only rotate in the opposite direction to the specific direction mentioned above.

[0068] More precisely, for example, if wheel 17 will rotate in a particular direction, wheel 17 will be decoupled from wheel 19 by decoupling device 13, while wheel 18 can remain coupled to wheel 20 by decoupling device 14, because wheel 18 will rotate in the opposite direction to the particular direction, i.e., opposite to wheel 17.

[0069] By doing so, wheel 19 will remain idling, while wheel 20 will rotate in the opposite direction to a specific direction, that is, in the same direction as wheel 18. Then, the external meshing between wheels 20 and 21 causes wheel 21 to rotate in the specific direction.

[0070] Similarly, if wheel 18 will rotate in a specific direction, wheel 18 will be decoupled from wheel 20 by decoupling device 14, while wheel 17 can remain coupled to wheel 19 by decoupling device 13, because wheel 17 will rotate in the opposite direction to the specific direction, i.e., opposite to wheel 18.

[0071] By doing so, wheel 20 will remain freewheeling, while wheel 19 will rotate in the opposite direction to the specified direction, i.e., in the same direction as wheel 17. Then, the external engagement between wheels 20 and 21 causes wheel 21 to continue rotating in the specified direction.

[0072] Figure 3 The mechanism 10 schematically shown is one of the specific mechanisms conceivable for converting the reciprocating translational motion of the slider 6 into rotation of the rotor 9 in a single direction of rotation. For example, mechanism 10 may include, for instance, a typical linkage-crank mechanism, the characteristics of which are well known and do not require detailed description.

[0073] according to Figure 2 and Figure 5 In this implementation method, the axis K is fixed relative to the hull 2.

[0074] In particular, the screw 7, or more generally the rotatable component, is supported by the hull 2 ​​in a manner that allows it to rotate about its own axis (specifically, coinciding with axis K), for example by a support element 23 such as a bearing.

[0075] For example, support element 23 may include two radial bearings and one axial bearing, or two inclined rolling bearings mounted in an X-shaped or O-shaped configuration.

[0076] More specifically, in Figure 2 In the diagram, axis K is parallel to one of axes X and Y, specifically parallel to axis Y.

[0077] exist Figure 5 In the specific example, axis K is parallel to axis Z.

[0078] exist Figure 5 In this configuration, the sliding member 6 or the mass block 3 is suspended against gravity by an elastic element 24 (particularly a spring). Specifically, the sliding member 6 is suspended relative to the hull 2 ​​by the elastic element 24.

[0079] In addition, as a supplement to or alternative to the elastic element 24, the sliding element 6 or the mass block 3 can also be suspended by a shock absorber.

[0080] Typically, elastic elements and / or shock absorbers can be widely used to couple the slider 6 or mass block 3 to any other component of the ship 1, which can move relative to that component.

[0081] Other components may be selected from those described herein, or may be any other components that may not be described in detail.

[0082] Furthermore, the use of elastic and / or damping elements in the manner just described above can be considered as all implementations of this specification or, in general, even more parts thereof.

[0083] The coupling of the sliding element 6 or the mass block 3 to another component via elastic elements and / or shock absorbers means that there are elastic and / or damping reaction forces applied to the sliding element 6 or the mass block 3, which will affect the dynamics of the sliding element 6 or the mass block 3 relative to the hull 2.

[0084] according to Figure 6 In one embodiment, mechanism 4 includes multiple kinematic chains 5, each having its own slider 6, each slider having a translational degree of freedom along a corresponding axis K.

[0085] The sliding member 6 is coupled to the corresponding rotor 9 of the corresponding electric motor-generator 8 of the ship 1, for example in the manner already described above, and therefore these manners will not be repeated for the sake of brevity.

[0086] In fact, the coupling between the slider 6 and the corresponding rotor 9 can be achieved by a corresponding mechanism 10 (such as the mechanism 10 described above).

[0087] In particular, Figure 6 The diagram shows three kinematic chains 5 in which the associated sliders 6 are coupled to the mass block 3 via ball joints 30, and these kinematic chains 5 form, for example, part of the mechanism 4.

[0088] Figure 6 All five motion chains in the system are identical, but they are arranged differently relative to the mass block 3 and the hull 2.

[0089] Therefore, only description Figure 6 One of the kinetic chains 5, because its features, as specifically disclosed below, can also be applied to other kinetic chains 5, or more generally, to any other kinetic chain 5, for example, according to Figure 2 and Figure 5 The kinematic chain of the implementation method.

[0090] The kinematic chain 5 includes a guide member that carries the associated slider 6 and extends parallel to the corresponding axis K (the direction of the guide member's extension may also coincide with the axis K).

[0091] The guide member and the slider 6 are part of the two connecting elements already mentioned above that are coupled to each other via the prism-shaped connector P.

[0092] Therefore, the guiding member may be or may include the screw 7, or more generally, may be or may include the aforementioned rotatable member.

[0093] Specifically, the guide member is coupled to the hull 2 ​​via a ball joint 31, for example forming part of the mechanism 4.

[0094] Therefore, the slider 6, as well as the mechanism 10 and even the electric motor-generator 8 (the latter coupled to the slider 6 via the mechanism 10) can oscillate relative to the hull 2 ​​or move relative to the hull 2 ​​in any way.

[0095] like Figure 6 As shown in the specific, non-limiting embodiments, the kinematic chain 5 includes ball joints 30 and 31 and a prismatic joint P that defines the coupling between the slider 6 and the guide member.

[0096] More specifically, although not essential, the kinetic chain 5 has no other joints.

[0097] In practice, the kinematic chain 5 includes, or is defined by, an arm that can extend along an axis, wherein the extendable arm has a base defined by a guide member and a portion that can actually extend along axis K relative to the base. The actually extendable portion is defined by a slider 6. In particular, the extendable arm has two ends coupled to the mass block 3 and the hull 2 ​​respectively via ball joints 30 and 31.

[0098] exist Figure 6 In a specific example, kinematic chain 5 is one of the three serial branches of mechanism 4 (the other two are defined by two other kinematic chains 5), and mechanism 4 has a parallel motion configuration in which mass block 3 constitutes a platform shared by the three branches.

[0099] Alternatively, the number of branches may differ from the three, and they need not all be the same, as long as mechanism 4 remains suitable for suspending mass block 3 and includes slider 6.

[0100] Generally speaking, the operation of ship 1 is illustrated in the following example.

[0101] More specifically, the vessel 1 has one or more "blades" (not shown), which are plates or wing-shaped structures fixed or movable relative to the hull 2 ​​and designed to convert the forward drag provided by the water into load-bearing capacity on the hull 2. The load-bearing capacity allows the hull 2 ​​to be lifted above the free surface of the water, so that the hull 2 ​​can glide substantially above the water surface with the support of the "blades".

[0102] Even if hull 2 ​​is fully or almost fully exposed, hull 2 ​​is still subjected to multiple forces in different orientations (e.g., along axes X, Y, Z).

[0103] These forces, at least ideally, may have modes that exhibit a periodic trend over time and have relatively low frequencies.

[0104] Due to these forces, the hull 2 ​​moves relative to the suspended mass block 3, resulting in relative motion between the hull 2 ​​and the mass block 3. Ideally, this relative motion can have a periodic oscillating nature.

[0105] Typically, this relative motion corresponds to the translational motion of the slider 6 along axis K. More precisely, the translational motion corresponds to the component of the relative motion along axis K.

[0106] In cases where the relative motion exhibits periodic oscillations, translational motion can be of the periodic reciprocating type. Specifically, this depends on the orientation of axis K and the operating conditions of ship 1.

[0107] If axis K is aligned with the periodic oscillation component of the relative motion, then slider 6 will have a reciprocating translational motion, which will therefore follow the periodicity of the periodic oscillation component.

[0108] More generally, in reality, relative motion is not ideally periodic, but can still be represented in the frequency domain as a combination of several harmonic contributions.

[0109] Therefore, the movement of the slider 6 relative to the hull 2 ​​can still be represented in both the frequency and time domains, and thus has a spectrum in the frequency domain.

[0110] However, the translational motion of the slider 6, even if not ideally periodic, can usually be reciprocating.

[0111] Mechanism 10 transmits the reciprocating motion of slider 6 to rotor 9, causing rotor 9 to rotate about rotor axis R in a single direction of rotation. In particular, although slider 6 reciprocates, the rotation of rotor 9 can be continuous.

[0112] Therefore, the electric motor-generator 8 can generate electrical energy through the rotation of the rotor 9, especially in a continuous manner.

[0113] The generation of electrical energy corresponds to a torque that counteracts the rotation of rotor 9; this torque is obviously transmitted to slider 6 and mass block 3, thereby counteracting the movement of slider 6.

[0114] Typically, for various reasons, such as the size of the electric motor-generator 8 or the control of the actual energy demand of the ship 1 based on the electric motor-generator 8, the torque against the rotation of the rotor 9 may be limited to the maximum torque.

[0115] Preferably, the mass block 3 is large enough (i.e., its value, for example, in kg) that its inertia ensures that the sliding member 6 (especially under all operating conditions of the ship 1) translates along the axis K, overcoming the frictional resistance of the coupling member and the guide member, the friction and inertia of the mechanism 10, the inertia of the rotor 9, and the maximum torque.

[0116] In other words, preferably, the mass block 3 is large enough to ensure the dynamic balance of the rotor 9 under the action of the maximum torque opposite to the rotation of the rotor 9, especially under all operating conditions of the ship 1.

[0117] In the above dynamic equilibrium, the angular velocity of rotor 9 is sufficient to ensure that motor-generator 8 generates electrical energy.

[0118] Given the above, the advantages of Ship 1 are obvious.

[0119] In fact, because mass block 3 is suspended by mechanism 4, and because of mechanism 10, the simple use of boat 1 can generate electrical energy through electric motor-generator 8.

[0120] Electrical energy can be used directly to power the electrical facilities of Ship 1, or stored in one or more electrical energy storage devices (such as batteries, capacitors, etc.).

[0121] The coupling with the prismatic joint P is particularly simple and effective, and enables a robust construction of mechanism 10, and can safely support the motor-generator 8.

[0122] Finally, the ship 1 according to the invention can be modified and varied, but such modifications and variations do not exceed the scope of protection set forth in the appended claims.

[0123] In particular, one or more of the various embodiments described and illustrated herein can be combined with each other, or even simply used together on the same ship 1.

Claims

1. A ship (1), comprising: - Hull (2), - A first mechanism (4), coupled to the hull (2), and comprising a mass block (3) suspended relative to the hull (2) by at least one kinematic chain (5), the kinematic chain (5) comprising at least one slider (6) having translational degrees of freedom along a first linear axis (K). - An electric motor-generator (8) comprising a rotor (9) rotating about a rotor axis (R), and configured to convert the rotational kinetic energy of the rotor (9) into electrical energy, and - A second mechanism (10) is configured to convert the reciprocating translational motion of the slider (6) along the first linear axis (K) into a corresponding rotation of the rotor (9) about the rotor axis (R) in a single rotational direction.

2. The ship according to claim 1, wherein, The first linear axis (K) is fixed relative to the hull (2).

3. The ship according to claim 1, wherein, The kinematic chain (5) includes a guide member (7) that extends parallel to the first linear axis (K), movably carries the slider (6) along the first linear axis (K), and is coupled to the hull (2) via a ball joint (31).

4. The ship according to any one of the preceding claims, wherein, The second agency (10) includes: - A component (7) that is rotatable about a second axis and coupled to the slider (6) so that, in response to a translation in the opposite direction along the first linear axis (K), the slider (6) rotates about the second axis in the opposite direction of rotation. - Two transmission devices (11, 12) are arranged in parallel and configured to couple the rotatable member (7) to the rotor (9) respectively by transmitting the rotation of the rotatable member (7) according to the opposite rotation direction to the rotor (9), thereby causing the rotor (9) to rotate about the rotor axis (R) according to the single rotation direction in response to the two rotations of the rotatable member (7) according to the opposite rotation direction.

5. The ship according to claim 4, wherein, The transmission devices (11, 12) include respective decoupling devices (13, 14) configured to interrupt the corresponding coupling between the rotor (9) and the rotatable member (7) via the respective transmission devices (11, 12) when the rotatable member (7) rotates according to a second direction and a first direction defined by the opposite rotation directions, respectively.

6. The ship according to claim 5, wherein, At least one of the decoupling devices (13, 14) includes a freewheel or engagement device that can be controlled to selectively disengage according to the rotation of the rotatable member to interrupt the associated coupling between the rotor (9) and the rotatable member (7).

7. The ship according to any one of claims 4 to 6, wherein, The rotatable component (7) and the sliding component (6) are part of a nut-screw system such as a ball screw.

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