Ship lateral propulsion device comprising at least one door

Abstract

A ship lateral propulsion device comprises a lateral handling tunnel (25) through a hull (21), and an open edge (26) divided into a first edge portion (261) intended to be first flapped by an external water flow (200) flowing along the hull (21). The opening edge (26) defines a tunnel entrance opening (28) that is divided into a first half-region (281) partially bounded by a first edge portion (261) and a complementary second half-region (282). The transverse propulsion means comprise at least one door (13) movable between a limit open position and a limit closed position. In the limit closed position, the at least one door (13) at least partially closes the first half-region (281) and keeps the second half-region (282) at least partially open, at least partially allowing water to travel through the second half-region (282).

Description

Technical Field

[0001] This invention relates to a lateral propulsion device for ships.

[0002] Preferably, the present invention is directed to large vessels, such as container ships or cruise ships. Background Technology

[0003] In the context of ship maneuvering, it is well known that in order to perform berthing and unberthing maneuvers in a confined space and at low speed, a specific lateral propulsion device equipped with a maneuvering propeller is essential, the axis of rotation of which is oriented transversely to the vertical longitudinal plane or diametrical plane of the ship.

[0004] To protect the transverse propulsion device from possible impacts, it is known to attach a grid to the entrance opening of a maneuvering tunnel transverse to the hull of the ship, in which the maneuvering propulsion device is housed.

[0005] In addition, to reduce turbulence during navigation, specific closing devices with movable doors are known, typically placed at the opening of the transverse maneuvering tunnel. These doors can move between an open position, in which water is allowed to flow within the maneuvering tunnel, and in a closed position, the doors completely close the tunnel entrance opening and essentially reconstruct the external hull surface.

[0006] In particular, it is known that a door mounted on multiple hinges is connected to the mouth of a laterally operated 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 embodiments are described in international applications WO2022079655A1, WO2022079651A1, and WO2022079652A1 filed on behalf of the applicant.

[0007] This lateral maneuvering tunnel closure device has many key aspects known to designers in the maritime field.

[0008] The main issues include the design of the hydrodynamic shape of the door, which aims to minimize turbulence during cruise due to the shape discontinuity between the door and the outer hull surface, while also minimizing the volume in the open position, i.e., during the operation of the transverse propulsion device.

[0009] At the same time, the closing device for the lateral maneuvering tunnel has a high structural complexity and contributes to the increase in the overall weight of the ship.

[0010] Furthermore, the lateral maneuvering tunnel closure device must be designed to minimize the potentially destructive effects of slamming, such as when the ship's hull (typically the bow) suddenly plunges into the water due to wave motion. This slamming, especially at high speeds, creates a high pressure gradient in the lateral maneuvering tunnel and can damage the ship's plates and connections, or impair the operation of doors and lateral propulsion systems.

[0011] These critical aspects and related issues prompted designers to adopt conflicting technical solutions: on the one hand, completely closing the maneuvering tunnel entrance opening to better reconstruct the hull's hydrodynamic shape; on the other hand, fully opening the entrance opening to eliminate any sudden pressure gradient between the inside and outside of the maneuvering tunnel, while simultaneously reducing the hull's weight. Summary of the Invention

[0012] The purpose of this invention is to manufacture a lateral propulsion device that overcomes the prominent drawbacks of existing solutions.

[0013] For example, one object of the present invention is to manufacture a lateral propulsion device that generates low drag and turbulence during cruise.

[0014] Furthermore, one object of the present invention is to provide a lateral propulsion device that maintains a predominantly laminar flow of water, particularly near the entrance opening of a lateral maneuvering tunnel, striking the hull of a vessel from the outside.

[0015] Furthermore, one object of the present invention is to eliminate or suppress the formation of a high pressure gradient between the interior and exterior of the transverse maneuvering tunnel, which is typically caused by the slamming of the ship's hull.

[0016] Another object of the present invention is to provide a simple lateral propulsion device with a reduced number of parts, which can be easily configured to open and close, and thus simplifies the associated installation and maintenance.

[0017] These and other objectives are achieved by means of the ship's lateral propulsion device according to claim 1. The dependent claims illustrate preferred embodiments that include a series of advantageous technical effects. Attached Figure Description

[0018] The features and advantages of the present invention will become clear from the following description, preferred embodiments thereof, and accompanying drawings, wherein:

[0019] - Figure 1Details of the hull of a vessel according to an embodiment of the present invention are shown, the hull having a plurality of maneuvering tunnels and a closing device associated with each maneuvering tunnel;

[0020] - Figure 2 The bow section of a vessel according to an embodiment of the present invention is shown, the bow section having a plurality of maneuvering tunnels formed in the hull, and a closing device associated with the maneuvering tunnels;

[0021] - Figure 3 A cross-sectional view of the hull of a vessel at a transverse maneuvering tunnel is shown according to an embodiment of the present invention;

[0022] - Figure 4 Some components of a lateral propulsion device according to an embodiment of the present invention are shown, wherein the door is in the closed position;

[0023] - Figure 5 Some components of a lateral propulsion device according to an embodiment of the present invention are shown, wherein the door is in the open position;

[0024] - Figure 6 A rear view of some components of a lateral propulsion device according to an embodiment of the present invention is shown, wherein the door is in the closed position;

[0025] - Figure 7 A top view of some components of a lateral propulsion device according to an embodiment of the present invention is shown, wherein the door is in the open position;

[0026] - Figure 8 Some components of a lateral propulsion device according to an embodiment of the present invention are shown, wherein the door is in the closed position;

[0027] - Figure 9 A perspective view of some components of a plurality of lateral propulsion devices according to an embodiment of the present invention is shown;

[0028] - Figure 10 It shows Figure 9 Side views of some components;

[0029] - Figure 11 and Figure 12 It is shown that, according to the invention, the opposite of Figures 1 to 10 Orthogonal views of different embodiments of the lateral propulsion device, wherein the door is in a closed position and an open position, respectively;

[0030] - Figure 13 and Figure 14 Depicting according to Figure 11 and Figure 12 A perspective view of a portion of a hull with two transverse propulsion devices, wherein the doors are in the closed and open positions, respectively;

[0031] - Figure 15 The longitudinal section of the ship is shown in the RANSE-CFD computational fluid dynamics simulation based on pressure variations along the outer hull surface;

[0032] - Figure 16 Depicting Figure 15 Magnified details in areas containing pairs of laterally maneuvering tunnels;

[0033] - Figure 17 The longitudinal section of the ship is shown in a RANSE-CFD computational fluid dynamics simulation based on the variation of external water flow velocity along the external hull surface.

[0034] - Figure 18 Depicting Figure 17 Magnified details in areas containing pairs of laterally maneuvering tunnels;

[0035] - Figure 19 The longitudinal section of the ship is shown in the RANSE-CFD computational fluid dynamics simulation based on the kinetic energy change of the ship according to the external water flow turbulence along the external hull surface.

[0036] - Figure 20 Depicting Figure 19 Magnified details in areas containing pairs of laterally maneuvering tunnels. Detailed Implementation

[0037] Referring to the accompanying drawings, reference numeral 1 generally indicates a lateral propulsion device. Reference numeral 2 generally indicates a ship.

[0038] The vessel 2 includes a hull 21, which includes an outer hull surface 210. During cruise, an external water flow 200 flows locally along the outer hull surface 210 in the flow direction S.

[0039] Typically, vessel 2 includes a forward-projecting bulbous bow 29 configured to guide external water flow 200 along the outer hull surface 210, particularly along the flow direction S. The flow direction S is typically inclined relative to the horizontal bottom plane (extending primarily along the keel of the vessel) at a flow angle between 5 and 60 degrees.

[0040] Under the conditions of forward motion of the ship and cruising at a cruising speed, the external water flow 200 flows at high speed along the external hull surface 210.

[0041] Cruising speed refers to the speed at which a ship travels between 10 and 25 knots, preferably equal to about 18 knots.

[0042] High external water flow velocity is defined as a velocity close to or greater than 4 meters per second, preferably greater than 5 meters per second, for example, 7-10 meters per second. Conversely, low external water flow velocity refers to a velocity close to or less than 2.5 meters per second, for example, approximately equal to 1 meter per second.

[0043] In one embodiment, the present invention relates to the hull of a vessel 2 including a lateral propulsion device 1.

[0044] In one embodiment, the present invention relates to a ship 2 including a lateral propulsion device 1.

[0045] The lateral propulsion device includes a lateral maneuvering tunnel 25 that extends laterally within the hull of the vessel, preferably opening on both longitudinal sides of the vessel.

[0046] The lateral propulsion device includes at least one maneuvering thruster 9, which is housed in the lateral maneuvering tunnel 25 and configured to move water through the tunnel inlet opening 28 in an operating lateral propulsion device configuration.

[0047] The transverse maneuvering tunnel 25 includes a tunnel wall 27 that defines the transverse maneuvering tunnel 25 on its periphery inside the hull 21.

[0048] The transverse maneuvering tunnel 25 includes a tunnel axis X oriented to intersect with the external hull surface 210, for example, the tunnel wall 27 extends primarily along this tunnel axis.

[0049] The lateral maneuvering tunnel 25 includes an opening edge 26 that extends at least partially around the tunnel axis X and defines a tunnel entrance opening 28 that opens onto the outer hull surface 210.

[0050] Specifically, the tunnel entrance opening 28 is located on the projection of the outer hull surface 210 between the opening edges 26.

[0051] In one embodiment, the opening edge 26 is connected to the tunnel wall 27, wherein the connection radius is between 100 and 500 mm, preferably between 200 and 400 mm.

[0052] In one embodiment, the opening edge includes a distinctly outwardly flared stern section located downstream of the transverse maneuvering tunnel along the flow direction, with the aim of facilitating external water flow.

[0053] Preferably, the lateral maneuvering tunnel 25 further includes a second opening edge that defines a tunnel exit opening opposite the tunnel entrance opening 28.

[0054] Along the flow direction S, the opening edge 26 is divided into a first edge portion 261 and a second edge portion 262 that is complementary to the first edge portion 261, both of which have an extension around the tunnel axis X, for example, a generally circular, oval or elliptical extension.

[0055] Along the flow direction S, the first edge portion 261 is destined to be hit by the external water flow 200 first.

[0056] In other words, along the flow direction S, the external water flow 200 initially contacts the first edge portion 261 and subsequently contacts the second edge portion 262.

[0057] In other words, the first edge portion 261 is substantially (at least partially) oriented toward the bow and extends around the tunnel axis X according to the flow direction S.

[0058] In other words, the opening edge 26 is composed of a first edge portion 261 and a second edge portion 262.

[0059] Similarly, the tunnel entrance opening 28 is divided into a first half region 281, which is partially defined by a first edge portion 261, and a second half region 282, which is complementary to the first half region 281 and partially defined by a second edge portion 262.

[0060] In other words, the external water flow 200 contacts the first half region 281 along the flow direction S, and then contacts the second half region 282.

[0061] In other words, the tunnel entrance opening 28 consists of a first half region 281 and a second half region 282.

[0062] The lateral propulsion device includes at least one door 13 associated with the tunnel entrance opening 28.

[0063] In one embodiment, the lateral propulsion device includes a plurality of doors 13 associated with the tunnel entrance opening 28.

[0064] In one embodiment, the lateral propulsion device includes a single door 13 associated with the tunnel entrance opening 28.

[0065] At least one door 13 is movable between an extreme open position and an extreme closed position.

[0066] Specifically, the lateral propulsion device is preferably configured such that, in the closed position, at least one door 13 cooperates with the external hull surface 210 to achieve the overall hydrodynamic shape of the surface along which the external water flow 200 flows.

[0067] More specifically, in one embodiment, at least one door 13 preferably includes a peripheral door edge 130 having at least partially a shape substantially complementary to a first edge portion 261 or a segment of the first edge portion 261. In the ultimate closed position, the peripheral door edge 130 is adjacent to and / or at least partially in contact with the complementary first edge portion 261 or at least a segment of the first edge portion 261. As a whole, at least a segment or the entire first edge portion 261 cooperates with the peripheral door edge 130 to generate a hydrodynamic surface along which the external water flow 200 flows.

[0068] In one embodiment, the outer door edge 130 is substantially circular.

[0069] In one embodiment, at least one door 13 has a substantially planar shape on the door plane Q. In the closed position, the door plane Q is substantially parallel to the flow direction S, and in the open position, the door plane Q intersects the flow direction S, preferably substantially transverse to the flow direction S.

[0070] In one embodiment, the door region of at least one door 13 on the door plane Q is substantially equal to the first half region 281 of the tunnel entrance opening 28.

[0071] In one embodiment, in the closed position, at least one door 13 extends primarily along the projection of the tunnel entrance opening 28 onto the external hull surface 210 in order to ideally reconstruct the hydrodynamic surface of the external water flow 200.

[0072] In the fully open position, at least one door 13 allows the maximum water flow velocity through the tunnel inlet opening 28, and in the fully closed position, at least one door 13 allows the minimum water flow velocity through the tunnel inlet opening 28, passing through the tunnel inlet opening 28 at the same water travel speed (average speed).

[0073] In other words, in the extreme closed position, at least one door 13 only partially closes the tunnel entrance opening 28 to allow a minimum water flow rate through the tunnel entrance opening 28.

[0074] In other words, at least in the extreme closed position of door 13, the tunnel entrance opening 28 is only partially closed.

[0075] In the ultimate closed position, at least one door 13 seals the first half region 281 of the tunnel entrance opening 28 to prevent water from traveling through the first half region 281. Simultaneously, in the ultimate closed position, at least one door 13 keeps the second half region 282 at least partially open.

[0076] In other words, at least one door 13 in the closed position reduces the water flow allowed through the tunnel entrance opening 28.

[0077] Therefore, in the predetermined operating configuration of the lateral propulsion device, a predetermined minimum water flow velocity is allowed to flow through when at least one door 13 is in the closed position; and a predetermined maximum water flow velocity is allowed to flow through the tunnel entrance opening 28 when at least one door 13 is in the open position.

[0078] Furthermore, when the vessel is stationary or at a low speed, such as less than 2.5 knots, with at least one door 13 in the closed position and with the transverse propulsion device closed, water is permitted to travel through the tunnel entrance opening 28, particularly through the second half region 282.

[0079] In one embodiment, the lateral maneuvering tunnel 25 includes an entrance plane P associated with the tunnel axis X, and the tunnel entrance opening 28 has an entrance region A on the entrance plane P.

[0080] In one embodiment, the entrance plane P is transverse to the tunnel axis X.

[0081] In one embodiment, the entrance plane P substantially passes through the opening edge 26.

[0082] In one embodiment, the tunnel entrance opening 28 can be approximated as an imaginary entrance circumference extending around the tunnel axis X on the entrance plane P, which defines the entrance region A.

[0083] In one embodiment, the first edge portion 261 corresponds to the circumferential arc of the imaginary entrance circle, which is oriented by an angle of less than 180 degrees, preferably less than 150 degrees, and even more preferably less than 140 degrees.

[0084] In one embodiment, the first edge portion 261 corresponds to the circumferential arc of the imaginary entry circle, which is oriented by an angle between 100 degrees and 140 degrees, preferably between 120 degrees and 130 degrees.

[0085] In one embodiment, the flow direction S is substantially tangent to the angle opposite to the circumferential arc corresponding to the first edge portion 261.

[0086] In one embodiment, in the closed position, the door plane Q is substantially parallel to the entrance plane P.

[0087] In one embodiment, at least one door 13 extends primarily along an imaginary chord defined on the entrance plane P of the tunnel entrance opening 28, preferably oriented to intersect with or be transverse to the flow direction S.

[0088] In one embodiment, at least one door 13 includes a substantially straight rear door edge opposite the outer door edge 130.

[0089] In one embodiment, the rear edge of the gate extends primarily along an imaginary chord defined in the inlet plane P of the tunnel inlet opening 28, and is preferably oriented to intersect with or be transverse to the flow direction S. Figure 8 ).

[0090] In one embodiment, at least one door 13 has a substantially fan-shaped shape. Figure 5 ).

[0091] In one embodiment, the rear door edge and the outer door edge 130 are curved, so that the rear door edge has a lower concavity relative to the tunnel axis X compared to the concavity of the outer door edge 130.

[0092] In one embodiment, the rear door edge and the outer door edge 130 intersect along the opening edge 26, defining the geometry of at least one door. In one embodiment, the lateral advancement device includes at least two adjacent doors 13, each rotatable about its axis of rotation. Generally, the two doors 13 in the closed position enclose the first half region 281.

[0093] In one embodiment, at least one door 13 divides the inlet area A into a free half-area F and a closed half-area O, with a predetermined minimum water flow velocity allowing passage through the free half-area and preventing water from passing through the closed half-area.

[0094] In one embodiment, the closed half-region O is between 15% and 60% of the entrance region A. Preferably, the closed half-region O is between 25% and 50% of the entrance region A. For example, in one embodiment, the closed half-region O is approximately 30% of the entrance region A.

[0095] In one embodiment, in the extreme closed position, the first half region 281 substantially corresponds to the closed half region O.

[0096] At least one door 13 includes an inner surface 138 and an opposing outer surface 139. In the closed position, the inner surface 138 faces the laterally operated tunnel 25.

[0097] In the closed position, the outer surface 139 is preferably positioned on the projection of the outer hull surface 210 along the tunnel entrance opening 28.

[0098] In one embodiment, the outer surface 139 is a continuous surface without holes, recesses or protrusions.

[0099] In one embodiment, at least one door 13 includes at least one through slit 133 between an inner surface 138 and an outer surface 139. Preferably, at least one door 13 includes a plurality of slits 133.

[0100] In the closed position, when the external water flow is at a low speed, at least one slit 133 can be passed through by water, particularly by water from inside the transverse maneuvering tunnel 25 and directed toward the outside of the hull 21, and by water from outside the hull 21 and directed toward the inside of the transverse maneuvering tunnel 25.

[0101] In other words, in the closed position, at low external water flow velocity, at least one door 13 closes the first half region 281 of the tunnel entrance opening 28, except for at least one slit 133. In other words, at least one slit 133 forms part of the free half region F inside the closed half region O.

[0102] In other words, in the extreme closed position, the first half region 281 preferably corresponds substantially to the closed half region O minus at least one slit 133.

[0103] In one embodiment, when at least one door 13 is in the ultimate closed position and external water flow 200 flows at high speed (preferably greater than 4 meters per second) along the flow direction S, at least one slit 133 is configured to restrict or prevent external water flow 200 from flowing through the slit 133 toward the interior of the lateral maneuvering tunnel 25.

[0104] In one embodiment, when at least one door 13 is in the closed position, at least one slit 133 is substantially slot-shaped and has a main extension in a direction substantially orthogonal to the flow direction S.

[0105] A “slot” is intended to be an opening in the body (in this case, door 13) defined by a closed perimeter. For example, a slot is a through opening. For example, a slot has a first primary slot size along the extension direction EE or longitudinal extension, and a second secondary slot size in a direction transverse to the extension direction EE.

[0106] In one embodiment, the extension direction EE is substantially orthogonal to the flow direction S. In other words, preferably, at least one slit 133 includes a second, smaller slit size oriented parallel to the flow direction S.

[0107] In one embodiment, the door 13 includes at least three slits 133 having corresponding extending directions EE. In another embodiment, the at least three slits 133 have corresponding extending directions EE that are parallel to each other.

[0108] In one embodiment, the door 13 includes at least three slits 133 having corresponding extension directions EE. In one embodiment, the at least three slits 133 have corresponding extension directions EE that are parallel to each other, and the at least three slits 133 are at least partially facing each other in a direction transverse to the extension directions EE.

[0109] In one embodiment, at least two slits 133 are arranged continuously to each other along a common extension direction EE, or side by side along a flow direction S with corresponding extension directions EE. These at least two slits 133 are spaced apart from each other.

[0110] In one embodiment, door 13 includes a plurality of slits 133 that are at least grouped together. According to one embodiment, these groups face each other and are generally distributed substantially evenly over a portion of door 13 between 60% and 90%.

[0111] In one embodiment, the door 13 includes a plurality of slits 133 subdivided into slit groups, wherein the slit groups overlap or face each other in a direction transverse to the flow direction S. In one embodiment, each slit group includes at least two, preferably at least three, and even more preferably at least four slits 133.

[0112] In one embodiment, at least one door 13 includes a plurality of weight-reducing through holes between the inner and outer surfaces.

[0113] In one embodiment, the lateral propulsion device includes a grille 4 positioned near or at the tunnel entrance opening 28.

[0114] The grid 4 includes a plurality of posts 41 that are substantially parallel to each other and substantially orthogonal to the flow direction S. The grid 4 also includes a plurality of crossbars 42 that are oriented intersecting the posts 41 and preferably substantially parallel to the flow direction S.

[0115] The grille 4 is positioned behind at least one door 13 along the tunnel axis X. In other words, at least one door 13 is located on the outside relative to the grille 4 along the tunnel axis X.

[0116] In one embodiment, the grille 4 is fixed to the opening edge 26.

[0117] In one embodiment, the grille 4 is removably attached to the opening edge 26, for example by means of bolts or screws.

[0118] In one embodiment, the grille 4 extends relative to the entire tunnel entrance opening 28.

[0119] In one embodiment, the grille 4 extends relative to the first half region 281 and the second half region 282. In other words, preferably, the grille 4 joins the first edge portion 261 and the second edge portion 262.

[0120] In one embodiment, the grille 4 extends from the second half region 282 and is substantially close to at least one door 13 or interrupted at a door.

[0121] In one embodiment, the grille 4 extends relative to the second half region 282 and only partially relative to the first half region 281.

[0122] In one embodiment, the grille 4 extends substantially only relative to the second half region 281.

[0123] In one embodiment, the grille 4 is essentially joined only to the second edge portion 262.

[0124] In one embodiment, the grille 4 is substantially aligned with at least one door 13 along the flow direction S.

[0125] In one embodiment, all or only some of the columns 41 and all or only some of the crossbars 42 intersect, defining a plurality of functional through windows 40 therebetween.

[0126] In one embodiment, the grille 4 is configured to prevent or restrict the external water flow 200 from traveling through the functional through window 40 when at least one door 13 is in the ultimate closed position and the external water flow 200 is flowing at high speed along the flow direction S.

[0127] In one embodiment, for all or only some of the functional through windows 40, the vertical distance D along the flow direction S between two consecutive columns 41 defining the functional through window 40 is between 150 and 250 mm.

[0128] In one embodiment, the upright distance D is between 180 and 220 mm.

[0129] In one embodiment, for all or only some of the functional through windows 40, the distance between the two crossbars 42 defining the functional through window 40 is between 300 and 500 mm, for example equal to 400 mm.

[0130] In one embodiment, all or only some of the functional through windows 40 have a substantially rectangular shape, wherein the longer side is oriented substantially transverse to the flow direction S.

[0131] In one embodiment, all or only some of the functional through windows 40 are substantially rectangular in shape, wherein the longer side of the rectangle is approximately twice the length of the shorter side of the rectangle, wherein the longer side is the horizontal distance and / or the shorter side is the vertical distance D.

[0132] In one embodiment, each functional through window 40 has a first side equal to the horizontal distance and a second side equal to the vertical distance D, wherein the first side is greater than the second side.

[0133] In one embodiment, the first side is oriented along the extension direction EE of the slit 133.

[0134] In one embodiment, the second side is oriented in a direction transverse to the extension direction EE of the slit 133.

[0135] In one embodiment, each functional through window 40 has an elongated or substantially rectangular shape.

[0136] In one embodiment, the main extension of the rectangular functional through window 40 is parallel to the main extension direction EE of the slit 133.

[0137] In one embodiment, with the lateral maneuvering tunnel 25 at least partially filled with water, at least one door 13 in the ultimate closed position, and the external water flow 200 flowing at a high speed (preferably greater than 4 meters per second) along the flow direction S, the lateral propulsion device is configured such that the water inside the lateral maneuvering tunnel 25 continues to flow at a low speed (preferably less than 2.5 meters per second) along the tunnel axis X.

[0138] In one embodiment, when at least one door 13 is in the ultimate closed position and the external water flow 200 flows at a high speed (preferably greater than 4 meters per second) along the flow direction S, the functional through windows 40 are configured to cooperate with each other and create a low-friction hydrodynamic surface that facilitates the flow of the external water flow 200 along the flow direction S.

[0139] In one embodiment, when at least one door 13 is in the ultimate closed position and the external water flow 200 flows at a high speed (preferably greater than 4 meters per second) along the flow direction S, the functional through windows 40 are configured to cooperate with each other and restrict or prevent the external water flow 200 from flowing through the functional through windows 40 toward the interior of the lateral maneuvering tunnel 25.

[0140] In one embodiment, with at least one door 13 in the ultimate closed position and with external water flow 200 flowing at a high speed (preferably greater than 4 meters per second) along the flow direction S, the functional through window 40 is configured to retain water at a low speed (preferably less than 2.5 meters per second) at the functional through window 40 and / or inside the transverse maneuvering tunnel 25 near the functional through window 40.

[0141] In one embodiment, the column 41 has a reduced dimension along the flow direction S. In other words, the column is thinner relative to the flow direction S.

[0142] In one embodiment, the grille 4 includes an upright surface 45, along which columns 41 are arranged, preferably aligned substantially along the flow direction S.

[0143] The upright surface 45 is an imaginary surface that is at least partially curved in space, formed by the curvature along the hull and along the flow direction S ( Figure 9 The location of the tunnel is identified by the lateral manipulation of the tunnel.

[0144] In one embodiment, each through-window 40 has a functional area Af on the upright surface 45.

[0145] In one embodiment, the functional ratio (Af / A) between functional area Af and entrance area A is between 0.05% and 3%.

[0146] Preferably, the functionality ratio Af / A is between 1% and 2.5%, for example, the functionality ratio is approximately 1.7%.

[0147] In one embodiment, the propulsion device includes a second grille 49 positioned along the tunnel axis X behind at least one door 13.

[0148] In one embodiment, the second grille 49 is different from and separate from the first grille 4.

[0149] In one embodiment, the second grid 49 is connected to the first grid 4 by means of a connecting segment extending along the tunnel axis X.

[0150] In one embodiment, the second grille 49 is spaced apart from the first grille 4 along the tunnel axis X, specifically behind the first grille 4.

[0151] In one embodiment, the second grille 49 is spaced apart from at least one door 13 along the tunnel axis X.

[0152] In one embodiment, the second grille 49 is fixed to the opening edge 26.

[0153] In one embodiment, the second grille 49 engages the first edge portion 261 and the second edge portion 262.

[0154] In one embodiment, the second grille 49 extends only substantially relative to the first half region 281.

[0155] In one embodiment, the second grille 49 engages only substantially with the first edge portion 261.

[0156] In one embodiment, the second grille 49 includes columns spaced apart from each other, with the spacing greater than the vertical distance D relative to the first grille 4, preferably between 300 and 500 mm, for example equal to 400 mm.

[0157] The lateral propulsion device includes a door moving device configured to move at least one door 13 between a closed position and an open position.

[0158] In one embodiment, the door moving device is configured to move at least one door 13 along an allowable door stroke that stops when the ultimate closed position is reached.

[0159] In one embodiment, the door moving device is configured to move at least one door 13 between an open position and a closed position in a direction substantially opposite to the flow direction S.

[0160] Preferably, the door moving device is configured to rotate at least one door 13 between an open position and a closed position along a hinge axis H, the hinge axis H being preferably oriented substantially orthogonal to the flow direction S.

[0161] In one embodiment, the door moving device includes at least one hinge member 71, preferably at least a pair of hinge members 71, the at least one hinge member being configured to rotate at least one door 13 between an open position and a closed position about a hinge axis H.

[0162] In one embodiment, at least one hinge member 71 includes a rotary actuator, such as an electric, hydraulic, or electrohydraulic actuator, configured to rotate at least one door 13 between an open position and a closed position.

[0163] In one embodiment, at least one hinge member 71 is supported inside the hull 21 and outside the lateral maneuvering tunnel 25.

[0164] In one embodiment, at least one hinge member 71 includes a hinge pin 72 and a hinge arm 73, the hinge pin extending along the hinge axis H and housed inside the hull 21, and the hinge arm hinged to the hinge pin 72 and rotatably connected to at least one door 13, for example, formed as a single piece with said at least one door 13, preferably facing outwards from the hull 21.

[0165] In one embodiment, the hinge arm 73 includes an outer arm surface that, when the door 13 is in the closed position, is preferably positioned on the projection of the outer hull surface 210, generally generating a hydrodynamic shape.

[0166] In one embodiment, the lateral propulsion device includes a support frame 8 supported by the hull 21 and / or the tunnel wall 27.

[0167] In one embodiment, the support frame 8 preferably supports at least one hinge member 71, particularly a hinge pin 72, inside the hull 21.

[0168] In one embodiment, the support frame 8 includes a single support column supporting at least one hinge member 71.

[0169] In one embodiment, the support frame 8 is at least partially housed in the lateral maneuvering tunnel 25, or at least partially protrudes from the tunnel wall 27 in the lateral maneuvering tunnel 25.

[0170] In one embodiment, the support frame 8 supports at least one hinge member 71 inside the lateral maneuvering tunnel 25.

[0171] In one embodiment, the support frame 8 is removably attached to the tunnel wall 27.

[0172] Preferably, the tunnel wall 27 includes a plurality of fixed brackets 275 protruding into the transverse maneuvering tunnel 25, and the support frame 8 includes removable frame fixing elements 85, such as bolts or screws, which are configured to engage the fixed brackets 275 to secure the support frame 8 in place.

[0173] Further details relating to the method of connecting the hinge member and support frame for movement of at least one door to the tunnel wall are described in the international application WO2022079651A1 on behalf of the applicant, the teachings of which are expressly incorporated herein by reference.

[0174] In one embodiment, the total length of vessel 2 is greater than 200 meters, for example, equal to 250 meters.

[0175] In one embodiment, the inner diameter of the lateral maneuvering tunnel 25 between the tunnel walls 27 is between 2.0 meters and 2.8 meters, preferably between 2.1 meters and 2.5 meters, for example, 2.2 meters.

[0176] In one embodiment, the grille 4 has a thickness greater than 70 mm, which is the dimension of the posts 41 and crossbars 42 along the tunnel axis X. Preferably, the thickness of the grille 4 is between 80 and 130 mm.

[0177] Figures 15 to 20The mathematical simulations were performed using the CFD code Star-CCM+, where the finite volume formula was used to solve the Reynolds-averaged Navel-Stokes equations (RANSE). Free surfaces were analyzed using the fluid volume method (VOF). Turbulence was obtained using Menter's shear stress transfer (SST) and wall functions. Following DNV standards, the simulation mesh consisted of prismatic layers around solid boundaries and was enhanced in regions of interest (tunnels, grids, gates).

[0178] Figures 15 to 20 The mathematical simulations were conducted at a ship speed of approximately 18 knots, or cruising speed.

[0179] Reference Figure 15 and Figure 16 It can be noted that at the tunnel entrance opening with the door in the closed position, the pressure along the flow direction is essentially constant. Negative pressure variations (approaching a minimum value of -0.3) occur at the opening edges, particularly downstream of the opening edges, especially downstream of the second edge portion. Figure 15 As can be seen, the pressure is essentially constant inside the lateral manipulation tunnel, through the grille, through the tunnel entrance opening, and near the tunnel entrance opening outside the lateral manipulation tunnel. The values ​​for the two consecutive lateral manipulation tunnels are different.

[0180] Figure 15 and Figure 16 The unit of measurement for pressure changes along the ship's hull is the dimensionless coefficient (Pascal / Pascal), which, according to Torricelli's principle, is standardized relative to a reference pressure appearing on the external hull surface at a speed of approximately 18 knots.

[0181] Reference Figure 17 and Figure 18 It can be noted that the external water flowing along the flow direction S remains essentially constant and is at a high speed, i.e., a speed greater than 4 meters per second, particularly approaching approximately 10 meters per second, even exceeding the speed of the paired, continuous transverse maneuvering tunnels. Simultaneously, the water inside the maneuvering tunnel maintains essentially constant speed, at a low speed along the tunnel axis, i.e., a speed less than 2.5 meters per second, preferably less than 1 meter per second. Figure 18 It can be seen that the water inside the functional through-window of the grille and the water inside the maneuvering tunnel near the tunnel entrance opening are also at a low speed (close to zero speed) along the tunnel axis. It can be noted that the speed of the external water flow decreases to about 4 to 6 meters per second downstream of the first transverse maneuvering tunnel at the point directly close to the external hull surface, and remains within such a speed range downstream of the second transverse maneuvering tunnel along the flow direction.

[0182] Reference Figure 19 and Figure 20 It is noted that downstream of at least one gate, particularly at and below the grid, the increase in kinetic energy is reduced due to turbulence along the flow direction. However, the turbulence occurs outside the grid and the transversely maneuvering tunnel.

[0183] Innovatively, the lateral propulsion device, which is the subject of this invention, achieves the intended purpose and overcomes typical problems in the prior art because it achieves a trade-off between minimizing the potentially destructive effects of hull slamming and minimizing undesirable turbulence along the external hull surface.

[0184] Lateral propulsion simplifies the hull structure, reduces weight, and facilitates design, installation, and maintenance.

[0185] Advantageously, the lateral propulsion system minimizes turbulence generation at high cruising speeds, preferably at or above 9 or 10 knots, at which turbulent drag significantly affects the ship's efficiency.

[0186] Advantageously, the superior results of the lateral propulsion device according to the invention have been demonstrated through mathematical simulations. In terms of advantages, the hull with the lateral propulsion device experiences a negligible pressure drop of between 1% and 2% relative to the bare hull, i.e., without a lateral maneuvering tunnel. In contrast, conventional lateral propulsion devices comprising multiple doors that completely close the tunnel entrance openings produce a pressure drop of less than 1% relative to the bare hull. This result confirms a fundamental argument of the invention that the primary cause of drag and turbulence is the initial external water flow that comes into contact with the first portion of the opening edge.

[0187] For vessels with a length between 200 meters and 250 meters, according to Figures 15 to 20 The simulated paired lateral propulsion system results in fuel savings and approximately 10% savings in average annual CO2 emissions.

[0188] For ships 200 to 250 meters in length, according to Figures 15 to 20 The simulated paired lateral propulsion devices reduce turbulence by approximately 10%.

[0189] Advantageously, at least one gate guides the external water flow in a substantially constant manner along the flow direction.

[0190] Advantageously, at least one door eliminates or reduces the undesirable effects caused by the presence of the grille.

[0191] Advantageously, at least one gate causes negligible drag and turbulence, even relative to the grid.

[0192] Advantageously, the grid is more dense, that is, the number of its columns is basically increased by two or three times compared to the grids typically used in existing lateral propulsion devices, thereby reducing the generation of turbulence.

[0193] Advantageously, the size (thickness) of the grille along the tunnel axis is larger than that typically used in existing lateral propulsion devices. This helps to prevent or limit the intersection of functional through windows.

[0194] Advantageously, when operating the lateral propulsion device, the grating allows water to travel through the tunnel inlet opening.

[0195] Advantageously, the bar achieves a trade-off between minimizing the throttling effect of the tunnel entrance opening and maximizing the effect of delivering external water flow at high speed along the flow direction.

[0196] Advantageously, due to the impact of water on the hull, the grille allows for lateral manipulation of the sudden pressure gradient between the inside and outside of the tunnel.

[0197] Advantageously, the column generates reduced friction to resist the external water flow along the flow direction.

[0198] Advantageously, at the grating, the external water flow primarily contacts the functional through-window because the columns have reduced dimensions (specifically, they have a surface area facing the external water flow), thus allowing the external water flow to slide on the water present in the functional through-window with a low coefficient of friction.

[0199] Advantageously, the functional through-window enables the closure of the tunnel entrance opening when the external water flow is at high speed.

[0200] Advantageously, the bar utilizes the kinetic inertia of the external water flow to guide the water along the flow direction to the outside of the transverse maneuvering tunnel, thereby minimizing or eliminating intersections in the functional through-window.

[0201] Advantageously, the through slit in at least one door allows for sudden pressure gradients caused by the slamming of the hull against the water. Advantageously, the slit reduces the weight of at least one door.

[0202] Advantageously, the orientation of at least one slit has an extended slot shape that extends substantially in a direction substantially orthogonal to the flow direction, allowing for maximum restriction or prevention of external water flow through the slit while minimizing the weight of at least one gate.

[0203] Advantageously, the grilles and doors work together to direct water along the outer hull surface to the outside of the transverse maneuvering tunnel, thereby minimizing friction and turbulence.

[0204] Advantageously, it reduces the structural complexity of the lateral propulsion device.

[0205] It is obvious that those skilled in the art can modify the above invention to meet any possible requirements, and all modifications are included within the scope of protection defined by the appended claims.

[0206] For example, those skilled in the art can change the geometry of at least one door, increase the enclosed area of ​​at least one door, manufacture several doors that complement each other, or manufacture a single door with different profiles facing the flow direction.

[0207] According to another general embodiment of the invention, the lateral propulsion device 1 includes a lateral maneuvering tunnel 25, the lateral maneuvering tunnel including a tunnel wall 27, a tunnel axis X oriented to intersect with the outer hull surface 210 of the vessel, and an opening edge 26 extending at least partially around the tunnel axis X, wherein the opening edge 26 is divided along the flow direction S into a first edge portion 261 intended to be firstly slapped by an external water flow 200 and a second edge portion 262 complementary to the first edge portion 261, wherein the opening edge 26 defines a tunnel entrance opening 28 opening on the outer hull surface 210, and is divided into a first half region 281 partially defined by the first edge portion 261 and a second half region 282 complementary to the first half region 281 and partially defined by the second edge portion 262. The lateral propulsion device 1 includes at least one door 13 associated with a tunnel entrance opening 28, and a door moving device configured to move the at least one door 13 between a maximum open position and a maximum closed position, wherein the at least one door 13 allows water flow at predetermined maximum and minimum flow velocities through the tunnel entrance opening 28. In the maximum closed position, the at least one door 13 at least partially closes a first half-region 281 and keeps a second half-region 282 at least partially open, at least partially allowing water to travel through the second half-region 282. The door 13 includes at least three slot-shaped slits 133, each slit 133 having a first primary slit size along an extension direction EE and a second secondary slit size in a direction transverse to the extension direction EE, wherein the at least three slots 133 face each other at least partially in a direction transverse to at least one of the extension directions EE or a longitudinal slot direction.

[0208] According to another general embodiment of the invention, the lateral propulsion device 1 includes a lateral maneuvering tunnel 25, which includes a tunnel wall 27, a tunnel axis X oriented to intersect with the outer hull surface 210 of the vessel, and an opening edge 26 extending at least partially around the tunnel axis X. The opening edge 26 is divided along the flow direction S into a first edge portion 261 intended to be initially struck by an external water flow 200, and a second edge portion 262 complementary to the first edge portion 261. The opening edge 26 defines a tunnel entrance opening 28 opening on the outer hull surface 210, and is divided into a first half-region 281 partially defined by the first edge portion 261 and a second half-region 282 complementary to the first half-region 281 and partially defined by the second edge portion 262. The lateral propulsion device 1 includes at least one door 13 extending primarily relative to a door plane Q and associated with the tunnel entrance opening 28. The lateral propulsion device 1 includes a door moving device configured to move at least one door 13 between a maximum open position and a maximum closed position, wherein at least one door 13 allows water flow at predetermined maximum and minimum flow velocities through the tunnel inlet opening 28. In the maximum closed position, at least one door 13 at least partially closes a first half-region 281 and keeps a second half-region 282 at least partially open, allowing water to travel through the second half-region 282 at least partially. The lateral propulsion device includes a grille 4 positioned near or at the tunnel inlet opening 28, the grille including a plurality of posts 41 arranged on a vertical surface 45 and a plurality of crossbars 42 oriented to intersect the posts 41. The grille 4 and the door 13 are directly adjacent along the tunnel axis X, i.e., adjacent minus structural dimensional tolerances. Preferably, the vertical surface 45 of the grille 4 is substantially coplanar or adjacent to the door plane Q of the door 13 along the tunnel axis X.

[0209] According to another general embodiment of the invention, the lateral propulsion device 1 includes a lateral maneuvering tunnel 25, the lateral maneuvering tunnel including a tunnel wall 27, a tunnel axis X oriented to intersect with the outer hull surface 210 of the vessel, and an opening edge 26 extending at least partially around the tunnel axis X, wherein the opening edge 26 is divided along the flow direction S into a first edge portion 261 intended to be first impacted by an external water flow 200, and a second edge portion 262 complementary to the first edge portion 261, wherein the opening edge 26 defines a tunnel entrance opening 28 opening on the outer hull surface 210, and is divided into a first half-region 281 partially defined by the first edge portion 261 and a second half-region 282 complementary to the first half-region 281 and partially defined by the second edge portion 262. The lateral propulsion device 1 includes at least one door 13 extending primarily relative to a door plane Q and associated with the tunnel entrance opening 28. The lateral propulsion device 1 includes a door moving device configured to move at least one door 13 between a maximum open position and a maximum closed position, wherein at least one door 13 allows water flow at predetermined maximum and minimum flow velocities through the tunnel entrance opening 28. In the maximum closed position, at least one door 13 at least partially closes a first half-region 281 and keeps a second half-region 282 at least partially open, allowing water to travel through the second half-region 282 at least partially. The door 13 includes a plurality of slits 133 having a slot shape, each slit 133 having a first primary slit size along the extension direction EE and a second secondary slit size along a direction transverse to the extension direction EE. The lateral propulsion device includes a grid 4 fixed to the tunnel wall 27 and / or fixed to an opening edge 26 located near or at the tunnel entrance opening 28, the grid including a plurality of posts 41 and a plurality of crossbars 42 oriented to intersect the posts 41. At least some uprights 41 and at least some crossbars 42 intersect and together define a plurality of functional through windows 40, each functional through window 40 having a first side and a second side extending along the extension direction EE of the slit 133, wherein the first side is larger than the second side; for example, each functional through window 40 has an elongated or substantially rectangular shape. In one embodiment, the main extension of the rectangular functional through window 40 is parallel to the main extension direction EE of the slit 133.

[0210] These general embodiments described above are intended to be combined with one or more specific, previously described embodiments to produce particular embodiments.

[0211] List of reference numerals

[0212] 1. Lateral propulsion device

[0213] 2 Ships

[0214] 21 Hull

[0215] 200 External water flow

[0216] 210 External hull surface

[0217] 25 Lateral Maneuvering Tunnel

[0218] 26. Opening edge

[0219] 261 First Edge Part

[0220] 262 Second Edge Section

[0221] 27 Tunnel Wall

[0222] 275 Fixed wall shelf

[0223] 28. Tunnel entrance opening

[0224] 281 First Half Region

[0225] 282 Second Half Region

[0226] 3 -

[0227] 4. Grille (First Grille)

[0228] 40 Functional Connectivity Windows

[0229] 41 Columns

[0230] 42 crossbars

[0231] 49 Second Grille

[0232] 5 -

[0233] 6 -

[0234] 71 Hinge Components

[0235] 8 Supporting Frame

[0236] 85 Frame fixing elements

[0237] 9. Control the thrusters

[0238] 10 -

[0239] 11 -

[0240] 12 -

[0241] 13 doors

[0242] 130 Outer door edge

[0243] 133 Slit

[0244] 138 Internal surfaces

[0245] 139 external surface

[0246] Entrance Area

[0247] D. Vertical distance

[0248] F Free Half Region

[0249] H hinge axis

[0250] O Closed half area

[0251] P Entrance Plane

[0252] Q door plane

[0253] S Flow direction

[0254] X tunnel axis

[0255] EE extension direction

Claims

1. A ship transverse propulsion device (1), wherein, The vessel (2) includes a hull (21) having an outer hull surface (210) for which an external water flow (200) is intended to flow locally along the outer hull surface in a flow direction (S); wherein the vessel's lateral propulsion device includes: - A transverse maneuvering tunnel (25) comprising a tunnel wall (27), a tunnel axis (X) oriented to intersect the outer hull surface (210), and an opening edge (26) extending at least partially around the tunnel axis (X), wherein the opening edge (26) is divided along the flow direction (S) into a first edge portion (261) intended to be first slapped by the external water flow (200) and a second edge portion (262) complementary to the first edge portion (261), wherein the opening edge (26) defines a tunnel entrance opening (28) opening on the outer hull surface (210), wherein the tunnel entrance opening (28) is divided into a first half region (281) partially defined by the first edge portion (261) and a second half region (282) complementary to the first half region (281) and partially defined by the second edge portion (262). - At least one door (13), which is associated with the tunnel entrance opening (28); - A door moving device configured to move at least one door (13) between an extreme open position and an extreme closed position, wherein the at least one door (13) allows a predetermined maximum flow and a predetermined minimum flow to flow through the tunnel entrance opening (28), respectively. In the extreme closed position, at least one door (13) at least partially closes the first half region (281) and keeps the second half region (282) at least partially open, allowing water to pass through the second half region (282) at least partially.

2. The ship lateral propulsion device according to claim 1, wherein, The lateral maneuvering tunnel (25) includes an entrance plane (P) intersecting the tunnel axis (X), wherein the tunnel entrance opening (28) has an entrance region (A) on the entrance plane (P), wherein, in the ultimate closed position, the at least one door (13) divides the entrance region (A) into a free half region (F) and a closed half region (O), wherein a predetermined minimum water flow is allowed through the free half region, and water is prevented from flowing through the closed half region, wherein the closed half region (O) is located between 15% and 60%, preferably between 25% and 50%, of the entrance region (A); and / or wherein the lateral propulsion device includes at least one maneuvering thruster (9) housed in the lateral maneuvering tunnel (25), the maneuvering thruster being configured to move water through the tunnel entrance opening (28).

3. The ship lateral propulsion device according to claim 1 or claim 2, wherein the ship lateral propulsion device is configured such that, in the ultimate closed position, the at least one door (13) cooperates with the external hull surface (210) to form as a whole a surface having a hydrodynamic shape along which the external water flow (200) flows.

4. The ship lateral propulsion device according to claim 3, wherein, The at least one door (13) includes a peripheral door edge (130) having at least a portion of a shape substantially complementary to the first edge portion (261) or a segment of the first edge portion (261), wherein, in the ultimate closed position, the peripheral door edge (130) is adjacent to and / or at least partially in contact with the at least one segment or the entire complementary first edge portion (261).

5. The ship transverse propulsion device according to any one of the preceding claims, the ship transverse propulsion device comprising a single door (13).

6. The ship transverse propulsion device according to any one of the preceding claims, wherein, The door moving device includes at least one hinge member (71) supported on the outside of the transverse maneuvering tunnel (25) and operably pivotally connected to at least one door (13).

7. The ship lateral propulsion device according to any one of claims 1 to 5, the ship lateral propulsion device comprising a support frame (8) supported by the tunnel wall (27) and / or the hull (21), the support frame being at least partially housed inside the lateral maneuvering tunnel (25) or protruding into the lateral maneuvering tunnel; in, The door moving device includes at least one hinge member (71) supported by the support frame (8) and operably pivotally connected to the at least one door (13).

8. The ship lateral propulsion device according to claim 7, wherein, The support frame (8) is removably engaged with the tunnel wall (27).

9. The ship transverse propulsion device according to claim 8, wherein, The tunnel wall (27) includes a plurality of fixed brackets (275) protruding into the transverse maneuvering tunnel (25), wherein the support frame (8) includes removable frame fixing elements (85), such as bolts and screws, which are configured to engage the fixed brackets (275).

10. The ship transverse propulsion device according to any one of claims 7 to 9, wherein, The at least one door (13) is hinged to the support frame (8) on a hinge axis (H) that is substantially orthogonal to the direction of flow (S).

11. The ship transverse propulsion device according to any one of claims 6 to 10, wherein, The at least one hinge member (71) includes a rotary actuator configured to rotate the at least one door (13) between an open position and a closed position.

12. The ship transverse propulsion device according to any one of the preceding claims, wherein, The door moving device is configured to move at least one door (13) between an open position and a closed position in a direction substantially opposite to the flow direction (S).

13. The ship transverse propulsion device according to any one of the preceding claims, wherein, The door moving device is configured to move at least one door (13) along an allowable door stroke that stops when the ultimate closed position is reached.

14. The ship transverse propulsion device according to any one of the preceding claims, wherein, The at least one door (13) includes an inner surface (138), an opposing outer surface (139), and at least one through slit (133) located between the inner surface (138) and the outer surface (139), wherein, in the closed position, the inner surface (138) faces the transverse maneuvering tunnel (25), and the at least one slit (133) is capable of being traversed by water.

15. The ship transverse propulsion device according to claim 14, wherein, When at least one door (13) is in the ultimate closed position and the external water flow (200) flows at a high speed along the flow direction (S), preferably at a speed exceeding 4 meters per second, the at least one slit (133) is configured to restrict or prevent the external water flow (200) from passing through the at least one slit (133).

16. The ship transverse propulsion device according to claim 15, wherein, The at least one slit (133) is substantially slot-shaped and has a main extension in a direction substantially orthogonal to the flow direction (S), wherein the at least one door (13) is in the closed position.

17. A ship transverse propulsion device according to any one of the preceding claims, the ship transverse propulsion device comprising a grid (4) comprising a plurality of posts (41) substantially parallel to each other and oriented substantially orthogonal to the flow direction (S), and a plurality of crossbars (42) oriented to intersect the posts (41); wherein, All or only some of the columns (41) and all or only some of the crossbars (42) define a plurality of functional through windows (40) therebetween, wherein, when at least one door (13) is in the ultimate closed position and the external water flow (200) flows at high speed along the flow direction (S), preferably at a speed exceeding 4 meters per second, the grille (4) is configured to prevent or restrict the external water flow (200) from traveling through the functional through windows (40).

18. The ship transverse propulsion device according to claim 17, wherein, The vertical distance (D) between two continuous columns (41) along the flow direction (S) is between 150 and 250 mm, preferably between 180 and 220 mm, and the two continuous columns define a functional through window (40) therebetween.

19. The ship transverse propulsion device according to claim 17 or 18, wherein, When at least one door (13) is in the ultimate closed position and the external water flow (200) is flowing at a high speed along the flow direction (S), preferably at a speed exceeding 4 meters per second, the functional through windows (40) are configured to cooperate with each other and generate a low-friction hydrodynamic surface that facilitates the flow of the external water flow (200) along the flow direction (S).

20. The ship transverse propulsion device according to any one of claims 17 to 19, wherein, The functional through-window (40) is configured to keep water at a low speed, preferably less than 2.5 meters per second, inside the lateral maneuvering tunnel (25) near the functional through-window (40).

21. The ship transverse propulsion device according to any one of claims 17 to 20, wherein, The transverse maneuvering tunnel (25) includes an entrance plane (P) intersecting the tunnel axis (X), wherein the tunnel entrance opening (28) has an entrance area (A) on the entrance plane (P), wherein the grille (4) includes an upright surface (45) along which the columns (41) are arranged, wherein each functional through window (40) has a functional area (Af) on the upright surface (45), wherein the functional ratio (Af / A) between the functional area (Af) and the entrance area (A) is between 0.05% and 3%, preferably between 1% and 2.5%, for example, about 1.7%.

22. The ship transverse propulsion device according to any one of the preceding claims, wherein, The opening edge (26) is connected to the tunnel wall (27), wherein the connection radius is between 100 and 500 mm, preferably between 200 and 400 mm.

23. The ship transverse propulsion device according to any one of the preceding claims, wherein, When the lateral maneuvering tunnel (25) is at least partially filled with water, the at least one door (13) is in the ultimate closed position, and the external water flow (200) flows at a high speed along the flow direction (S), preferably more than 4 meters per second, the lateral propulsion device is configured such that the water inside the lateral maneuvering tunnel (25) is kept at a low speed along the tunnel axis (X), preferably less than 2.5 meters per second.

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