Ship lateral propulsion system with at least one door

Abstract

A ship's lateral propulsion system comprising a lateral steering tunnel (25) penetrating the hull (21) and an opening edge (26) divided into a first edge (261) intended to be initially enclosed by an external water flow (200) along the hull (21). The opening edge (26) defines a tunnel entrance opening (28) divided into a first semi-region (281) partially defined by the first edge (261) and a complementary second semi-region (282). The lateral propulsion system comprises at least one door (13) that can move between an open limit position and a closed limit position. In the closed limit position, at least one door (13) at least partially closes the first semi-region (281) and leaves the second semi-region (282) at least partially open, allowing at least partially the passage of water through the second semi-region (282).

Description

Technical Field

[0001] The present invention relates to a ship lateral propulsion device.

[0002] Preferably, the present invention targets large ships such as container ships or cruise ships.

Background Art

[0003] In the handling situation of ships, in order to perform shore approach and shore release operations at low speed within a limited space, a special lateral propulsion device equipped with a steering propeller having a rotational axis oriented laterally with respect to the vertical longitudinal plane or the diametrical plane of the ship is known to be indispensable.

[0004] In order to protect the lateral propulsion device from possible impacts, it is known to attach a grid to the entrance opening of a lateral steering tunnel of the ship's hull, which is the entrance opening of the steering tunnel in which the steering propeller is housed.

[0005] Furthermore, in order to reduce the turbulent flow phenomenon during navigation, it is known to include a special closing device with a movable door usually arranged at the opening of the lateral steering tunnel. The door is movable between an open position that allows the flow of water in the steering tunnel and a closed position that completely closes the tunnel entrance opening and substantially reconstructs the outer surface of the hull.

[0006] In particular, doors installed on multiple hinges connected to the mouth of a lateral steering tunnel are known. Examples of these solutions are described in Japanese Patent Publication No. 2015147532, Korean Patent Registration No. 101292883, International Publication No. 2022 / 079655, U.S. Patent No. 3408974, Chinese Patent Registration No. 111516842, Chinese Patent Publication No. 111498073, Chinese Patent Publication No. 108163169, Chinese Utility Model No. 205819525, Chinese Patent Publication No. 105329405, Chinese Patent Publication No. 102381439, Chinese Patent Publication No. 109094715, International Publication No. 2019 / 220152, and British Patent Publication No. 782628. Examples of further embodiments are described in International Publication Nos. 2022079655, 2022079651, and 2022079652, all in the name of the present applicant.

[0007] Such lateral maneuvering tunnel closing devices have many important embodiments known to designers in the naval field.

[0008] The main challenge involves designing the hydrodynamic shape of the door, with the aim of minimizing turbulence caused by the discontinuity in shape between the door and the outer hull surface during cruising, while simultaneously minimizing the bulk in the open position, i.e., during the operation of the lateral propulsion system.

[0009] At the same time, the closing mechanism for the lateral maneuvering tunnel has high structural complexity, resulting in an increase in the overall weight of the vessel.

[0010] Furthermore, lateral maneuvering tunnel closing devices must be designed to minimize the potential damage caused by slamming phenomena, for example, caused by the movement of water waves, which can suddenly plunge the hull (generally the bow) of a vessel into the water. Especially at high speeds, such slamming phenomena can generate high pressure gradients in the lateral maneuvering tunnel, potentially damaging the ship's plating and joints, or impairing the operation of doors and lateral propulsion systems.

[0011] Such critical aspects and associated challenges have forced designers to confront conflicting technical solutions: on the one hand, completely closing the steering tunnel entrance opening to better reconstruct the hull's hydrodynamic shape; and on the other hand, opening the entrance opening to eliminate the steep pressure gradient between the inside and outside of the steering tunnel and simultaneously lighten the hull. [Prior art documents] [Patent Documents]

[0012] [Patent Document 1] Japanese Patent Publication No. 2015147532 [Patent Document 2] Korean Patent Registration No. 101292883 Specification [Patent Document 3] International Publication No. 2022 / 079655 [Patent Document 4] U.S. Patent No. 3408974 [Patent Document 5] Chinese Patent Registration No. 111516842 Specification [Patent Document 6] Chinese Patent Publication No. 111498073 [Patent Document 7] Chinese Patent Publication No. 108163169 [Patent Document 8] China Utility Model No. 205819525 Specification [Patent Document 9] Chinese Patent Publication No. 105329405 [Patent Document 10] Chinese Patent Publication No. 102381439 [Patent Document 11] Chinese Patent Publication No. 109094715 [Patent Document 12] International Publication No. 2019 / 220152 [Patent Document 13] British Patent Publication No. 782628 [Patent Document 14] International Publication No. 2022079655

Patent Document 15

Patent Document 16

Summary of the Invention

[0013] An object of the present invention is to produce a lateral propulsion device that can overcome the drawbacks emphasized in the prior art solutions.

[0014] For example, one of the objects of the present invention is to produce a lateral propulsion device that generates low resistance and little turbulence during cruising.

[0015] Furthermore, an object of the present invention is to provide a lateral propulsion device that maintains the main laminar flow of water that wraps around the hull of a ship from the outside, particularly near the inlet opening of a lateral steering tunnel.

[0016] Furthermore, an object of the present invention is to eliminate or suppress the formation of a high pressure gradient between the inside and outside of a lateral steering tunnel, typically caused by the slamming phenomenon of the hull.

[0017] Yet another object of the present invention is to provide a structurally simple lateral propulsion device that has a small number of components, can be easily configured for opening and closing, and can simplify related installation and maintenance.

[0018] These and other objects are achieved by the lateral propulsion device for a ship according to claim 1. The dependent claims show preferred embodiments including a series of advantageous technical effects.

[0019] The features and advantages of the present invention will become apparent from the following description, examples of its preferred embodiments, and the accompanying drawings.

Brief Description of the Drawings

[0020] [Figure 1]Details of a ship hull having a plurality of steering tunnels and a closing device associated with each steering tunnel according to one embodiment of the present invention are shown. [Figure 2] This shows the forward section of a ship having a plurality of steering tunnels formed within the hull and closing devices associated with the steering tunnels, according to one embodiment of the present invention. [Figure 3] This shows a cross-sectional view of a ship's hull in a lateral maneuvering tunnel according to one embodiment of the present invention. [Figure 4] This shows some components of a lateral propulsion device with a door in the closed position according to one embodiment of the present invention. [Figure 5] This shows some components of a lateral propulsion device with a door in the open position according to one embodiment of the present invention. [Figure 6] This shows a rear view of several components of a lateral propulsion device with a door in the closed position, according to one embodiment of the present invention. [Figure 7] This shows a top view of several components of a lateral propulsion device with the door in the open position, according to one embodiment of the present invention. [Figure 8] This shows some components of a lateral propulsion device with a door in the closed position according to one embodiment of the present invention. [Figure 9] Some components of a plurality of lateral propulsion devices according to one embodiment of the present invention are shown in a perspective view. [Figure 10] Figure 9 shows side views of some of the components. [Figure 11] Figures 1 to 10 show orthogonal views of a lateral propulsion device with the door in the closed position according to different embodiments of the present invention. [Figure 12] Figures 1 to 10 show orthogonal views of a lateral propulsion device with the door in the open position according to a different embodiment of the present invention. [Figure 13] Figure 11 shows a perspective view of a portion of the hull having two lateral propulsion systems, with the door in the closed position according to the embodiment of Figure 11. [Figure 14] Figure 12 shows a perspective view of a portion of the hull having two lateral propulsion devices in the door open position according to the embodiment of Figure 12. [Figure 15]This shows a longitudinal cross-section of a ship, obtained from a RANSE-CFD computational fluid dynamics simulation of pressure fluctuations along the outer surface of the hull. [Figure 16] Figure 15 shows a magnified view of the region including a pair of lateral control tunnels. [Figure 17] This shows a longitudinal cross-section of a ship, obtained from a RANSE-CFD computational fluid dynamics simulation of fluctuations in external water flow velocity along the outer surface of the hull. [Figure 18] Figure 17 shows a magnified view of the region including a pair of lateral control tunnels. [Figure 19] This shows a longitudinal cross-section of a ship, obtained from a RANSE-CFD computational fluid dynamics simulation of fluctuations in the kinetic energy of external water turbulence along the outer surface of the hull. [Figure 20] Figure 19 shows a magnified view of the region including a pair of lateral control tunnels. [Modes for carrying out the invention]

[0021] Referring to the attached drawings, reference number 1 shows the entire lateral propulsion system. Reference number 2 shows the entire vessel.

[0022] The vessel 2 comprises a hull 21 having an outer hull surface 210. During cruising, the external water flow 200 flows locally along the outer hull surface 210 in the flow direction S.

[0023] Generally, the vessel 2 is equipped with a forward-projecting, bulging bow 29 configured to guide the external water flow 200 along the outer surface 210 of the hull, particularly along the flow direction S. The flow direction S is typically inclined by a flow angle ranging from 5 to 60 degrees with respect to the horizontal bottom surface (which mainly extends along the keel of the vessel).

[0024] Under conditions of forward motion and cruising speed of the vessel, the external water flow 200 flows at high speed along the outer surface 210 of the hull.

[0025] The cruising speed is expected to be between 10 and 25 knots, preferably equivalent to approximately 18 knots.

[0026] A high external water flow velocity is defined as a velocity of approximately 4 meters per second or greater than 4 meters per second, preferably greater than 5 meters per second, for example, a velocity of 7 to 10 meters per second. Conversely, a low external water flow velocity is assumed to be approximately 2.5 meters per second or less than 2.5 meters per second, for example, a velocity equivalent to about 1 meter per second.

[0027] In one embodiment, the present invention relates to the hull of a ship 2 equipped with a lateral propulsion device 1.

[0028] In one embodiment, the present invention relates to a ship 2 equipped with a lateral propulsion device 1.

[0029] The lateral propulsion system includes a lateral steering tunnel 25 that extends laterally within the hull of the ship, preferably opening on both sides in the longitudinal direction of the ship.

[0030] The lateral propulsion system is housed within the lateral control tunnel 25 and comprises at least one control propeller 9 configured to move water through the tunnel entrance opening 28 in an operational lateral propulsion system configuration.

[0031] The lateral steering tunnel 25 is provided with tunnel walls 27 that define the perimeter of the lateral steering tunnel 25 inside the hull 21.

[0032] The lateral steering tunnel 25 has a tunnel axis X oriented toward the outer surface 210 of the hull, and for example, the tunnel wall 27 extends mainly along the tunnel axis X.

[0033] The lateral steering tunnel 25 extends at least partially around the tunnel axis X and includes an opening edge 26 that defines a tunnel entrance opening 28 that opens onto the outer surface 210 of the hull.

[0034] Specifically, the tunnel entrance opening 28 is positioned on a virtual plane that extends the outer surface 210 of the hull between the opening edges 26.

[0035] In one embodiment, the opening edge 26 is connected to the tunnel wall 27 with a connection radius of 100 to 500 mm, preferably 200 to 400 mm.

[0036] In one embodiment, the opening edge includes a significantly flared stern section positioned downstream of the lateral steering tunnel along the flow direction, with the purpose of facilitating the external water flow.

[0037] Preferably, the lateral steering tunnel 25 further comprises a second opening edge that defines a tunnel exit opening on the opposite side of the tunnel entrance opening 28.

[0038] Along the flow direction S, the opening edge 26 is divided into a first edge 261 and a second edge 262 complementary to the first edge 261, both extending around the tunnel axis X, for example, substantially circular, oval, or elliptical.

[0039] Along the flow direction S, the first edge 261 is defined to be initially enveloped by the external water flow 200.

[0040] In other words, along the flow direction S, the external water flow 200 first contacts the first edge 261 and then the second edge 262.

[0041] In other words, the first edge 261 extends substantially, at least partially, toward the bow of the vessel, around the tunnel axis X in accordance with the flow direction S.

[0042] To put it another way, the opening edge 26 consists of a first edge portion 261 and a second edge portion 262.

[0043] Similarly, the tunnel entrance opening 28 is divided into a first semi-region 281 partially defined by a first edge 261, and a second semi-region 282 that is complementary to the first semi-region 281 and partially defined by a second edge 262.

[0044] In other words, along the flow direction S, the external water flow 200 comes into contact with the first semi-region 281, and then with the second semi-region 282.

[0045] To put it another way, the tunnel entrance opening 28 consists of a first semi-region 281 and a second semi-region 282.

[0046] The lateral thrust device includes at least one door 13 associated with the tunnel entrance opening 28.

[0047] In one embodiment, the lateral propulsion device includes a plurality of doors 13 associated with the tunnel entrance opening 28.

[0048] In one embodiment, the lateral propulsion device includes a single door 13 associated with the tunnel entrance opening 28.

[0049] At least one door 13 is movable between the fully open position and the fully closed position.

[0050] Specifically, the lateral propulsion system is preferably configured such that, in the closed position, at least one door 13 cooperates with the outer surface 210 of the hull to achieve an overall hydrodynamic shape of the surface through which the external water flow 200 flows.

[0051] More specifically, in one embodiment, at least one door 13 includes a door periphery 130 which preferably has a shape substantially complementary to the first edge 261 or a portion of the first edge 261. In the fully closed position, the door periphery 130 is adjacent to and / or at least partially in contact with the complementary first edge 261 or at least a portion of the first edge 261. Overall, at least a portion of the first edge 261 or the entire first edge 261 cooperates with the door periphery 130 to form a hydrodynamic surface through which the external water flow 200 flows.

[0052] In one embodiment, the door periphery 130 is essentially circular.

[0053] In one embodiment, at least one door 13 essentially has a 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 is in the direction of the flow direction S, preferably substantially perpendicular.

[0054] In one embodiment, at least one door 13 has a door area on a door plane Q that is substantially equal to the first half area 281 of the tunnel entrance opening 28.

[0055] In one embodiment, in the closed position, at least one door 13 primarily extends along a virtual plane that extends the outer surface of the hull 210 along the tunnel entrance opening 28, so as to ideally reconfigure a hydrodynamic surface for the external water flow 200.

[0056] In the fully open position, at least one door 13 allows the maximum water flow through the tunnel entrance opening 28, and in the fully closed position, at least one door 13 allows the minimum water flow through the tunnel entrance opening 28 at the same water flow rate (average velocity) as the water flow through the tunnel entrance opening 28.

[0057] In other words, at the limit closure position, at least one door 13 partially blocks the tunnel entrance opening 28, allowing a minimum flow rate of water to pass through the tunnel entrance opening 28.

[0058] In other words, at the fully closed position of at least one door 13, the tunnel entrance opening 28 is only partially blocked.

[0059] At the limit closed position, at least one door 13 blocks the first half-region 281 of the tunnel entrance opening 28, preventing water from passing through the first half-region 281. At the same time, at the limit closed position, at least one door 13 leaves the second half-region 282 at least partially open.

[0060] In other words, at least one door 13 in a closed position reduces the water flow that can pass through the tunnel entrance opening 28.

[0061] Therefore, in a predetermined operating configuration of the lateral propulsion device, a predetermined minimum water flow rate can pass through when at least one door 13 is in the closed position, but a predetermined maximum water flow rate can pass through the tunnel entrance opening 28 when at least one door 13 is in the open position.

[0062] Furthermore, if the vessel is stationary or moving at a low speed, for example less than 2.5 knots, and at least one door 13 is in the closed position and the lateral propulsion system is turned off, water can pass through the tunnel entrance opening 28, and in particular through the second semi-region 282.

[0063] In one embodiment, the lateral steering tunnel 25 includes an entrance plane P in the direction into which the tunnel axis X is incident, and the tunnel entrance opening 28 has an entrance region A on the entrance plane P.

[0064] In one embodiment, the entrance plane P traverses the tunnel axis X.

[0065] In one embodiment, the inlet plane P essentially passes through the opening edge 26.

[0066] In one embodiment, the tunnel entrance opening 28 can be approximated as a virtual entrance circumference extending around the tunnel axis X on the entrance plane P that defines the entrance region A.

[0067] In one embodiment, the first edge 261 corresponds to the arc of the circumference of a virtual entrance circle defined by an angle of less than 180 degrees, preferably less than 150 degrees, and more preferably less than 140 degrees.

[0068] In one embodiment, the first edge 261 corresponds to the arc of the circumference of a virtual entrance circle, which is determined by an angle that falls between 100 and 140 degrees, preferably between 120 and 130 degrees.

[0069] In one embodiment, the flow direction S is essentially a secant to the angle forming the arc of the circumference corresponding to the first edge portion 261.

[0070] In one embodiment, in the closed position, the door plane Q is essentially parallel to the entrance plane P.

[0071] In one embodiment, at least one door 13 extends primarily along a virtual chord of a tunnel entrance opening 28 defined on an entrance plane P, and is preferably oriented to face or traverse the flow direction S.

[0072] In one embodiment, at least one door 13 includes a substantially straight rear door edge on the opposite side of the door periphery 130.

[0073] In one embodiment, the rear door edge extends mainly along the virtual chord of the tunnel entrance opening 28 defined in the entrance plane P, and is preferably oriented in the direction of the flow S or to traverse it (Figure 8).

[0074] In one embodiment, at least one door 13 has a substantially fan-shaped form (Figure 5).

[0075] In one embodiment, the rear door edge and door periphery 130 are curved, so that the rear door edge has less recess with respect to the tunnel axis X than the recess of the door periphery 130.

[0076] In one embodiment, the rear door edge and the door periphery 130 intersect along the opening edge 26, defining the geometric shape of at least one door. In one embodiment, the lateral propulsion device comprises at least two adjacent doors 13, each rotatable around its axis of rotation. Together, the two doors 13 in the closed position block the first half-region 281.

[0077] In one embodiment, at least one door 13 divides the entrance area A into a free half-area F through which a predetermined minimum water flow rate is permitted and a shielded half-area O through which the passage of water is obstructed.

[0078] In one embodiment, the shielding semi-region O is 15% to 60% of the inlet region A. Preferably, the shielding semi-region O is 25% to 50% of the inlet region A. For example, in one embodiment, the shielding semi-region O is approximately 30% of the inlet region A.

[0079] In one embodiment, at the limit closure position, the first half-region 281 essentially corresponds to the shielding half-region O.

[0080] At least one door 13 has an inner surface 138 and an outer surface 139 opposite to the inner surface. In the closed position, the inner surface 138 faces the lateral steering tunnel 25.

[0081] In the closed position, the outer surface 139 is preferably positioned on a virtual plane that extends the outer surface 210 of the hull along the tunnel entrance opening 28.

[0082] In one embodiment, the outer surface 139 is a continuous surface without holes, depressions, or protrusions.

[0083] In one embodiment, at least one door 13 has at least one through slit 133 between its inner surface 138 and outer surface 139. Preferably, at least one door 13 has multiple slits 133.

[0084] In the closed position, if the velocity of the external water flow is low, at least one slit 133 may be crossed by water, in particular by both water coming from inside the lateral maneuvering tunnel 25 and heading towards the outside of the hull 21, and water coming from outside the hull 21 and heading towards the inside of the lateral maneuvering tunnel 25.

[0085] In other words, in the closed position, at low external water flow velocities, at least one door 13 blocks 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 defines a portion of the free half-region F inside the shielded half-region O.

[0086] In other words, at the limit closure position, the first half-region 281 essentially corresponds to the shielding half-region O, preferably with at least one slit 133 removed.

[0087] In one embodiment, with at least one door 13 in the fully closed position and the external water flow 200 flowing at high speed, preferably at a speed of more than 4 meters per second along the flow direction S, at least one slit 133 is configured to restrict or prevent the external water flow 200 from flowing through the slit 133 into the interior of the lateral steering tunnel 25.

[0088] In one embodiment, at least one slit 133 is substantially slot-shaped and extends primarily in a direction substantially perpendicular to the flow direction S when at least one door 13 is in the closed position.

[0089] A "slot" is intended to be an opening in the body defined by a closed perimeter, in this case, the door 13. For example, a slot is a through-opening. For example, a slot has a first major slit dimension along the extending direction EE, i.e., the longitudinally extending portion, and a second minor slit dimension in a direction traversing the extending direction EE.

[0090] In one embodiment, the extending direction EE is essentially perpendicular to the flow direction S. In other words, preferably, at least one slit 133 includes a second smaller slit dimension oriented parallel to the flow direction S.

[0091] In one embodiment, the door 13 comprises at least three slits 133, each having an extending direction EE. In one embodiment, the at least three slits 133 each have extending directions EE parallel to each other.

[0092] In one embodiment, the door 13 comprises at least three slits 133, each having an extending direction EE. In one embodiment, the at least three slits 133 each include an extending direction EE parallel to each other, and the at least three slits 133 are at least partially facing each other in a direction transverse to the extending direction EE.

[0093] In one embodiment, at least two slits 133 are provided, either continuously along a common extending direction EE, or side by side along the flow direction S with respect to their respective extending directions EE. These at least two slits 133 are spaced apart from each other.

[0094] In one embodiment, the door 13 comprises at least a number of slits 133 that are grouped together. According to one embodiment, these groups face each other and are distributed overall and substantially uniformly over 60% to 90% of the door 13.

[0095] In one embodiment, the door 13 comprises a plurality of slits 133 subdivided into groups of slits, where the groups of slits overlap or face each other in a direction perpendicular to the flow direction S. In one embodiment, each group of slits comprises at least two, preferably at least three, and more preferably at least four slits 133.

[0096] In one embodiment, at least one door 13 has a plurality of weight-reducing through holes between its inner and outer surfaces.

[0097] In one embodiment, the lateral propulsion device includes a grid 4 located near or within the tunnel entrance opening 28.

[0098] The grid 4 comprises a plurality of upright sections 41 that are substantially parallel to each other and oriented substantially perpendicular to the flow direction S. The grid 4 also comprises a plurality of transverse members 42 that are oriented toward the upright sections 41, preferably substantially parallel to the flow direction S.

[0099] Grid 4 is positioned behind at least one door 13 along the tunnel axis X. In other words, along the tunnel X axis, at least one door 13 is on the outside relative to grid 4.

[0100] In one embodiment, the grid 4 is fixed to the opening edge 26.

[0101] In one embodiment, the grid 4 is removably fixed to the opening edge 26, for example, by bolt fastening screws.

[0102] In one embodiment, the grid 4 extends across the entire tunnel entrance opening 28.

[0103] In one embodiment, the grid 4 extends across a first half-region 281 and a second half-region 282. In other words, preferably, the grid 4 engages with a first edge 261 and a second edge 262.

[0104] In one embodiment, grid 4 extends from the second half-region 282 and is substantially near or interrupted by at least one door 13.

[0105] In one embodiment, the grid 4 extends across the second half region 282 and extends only partially across the first half region 281.

[0106] In one embodiment, grid 4 extends substantially only to the second half region 281.

[0107] In one embodiment, the grid 4 is essentially engaged only with the second edge 262.

[0108] In one embodiment, the grid 4 is substantially aligned with at least one door 13 along the flow direction S.

[0109] In one embodiment, all or part of the upright portion 41 and all or part of the horizontal member 42 intersect, defining a plurality of functional through-windows 40 between them.

[0110] In one embodiment, the grid 4 is configured to obstruct or restrict the passage of the external water flow 200 through the functional through window 40 when at least one door 13 is in the fully closed position and the external water flow 200 is flowing at high speed along the flow direction S.

[0111] In one embodiment, for all or part of the functional through-window 40, the vertical distance D along the flow direction S between two adjacent vertical sections 41 defining the functional through-window 40 is 150 to 250 millimeters.

[0112] In one embodiment, the vertical section distance D is 180 to 220 millimeters.

[0113] In one embodiment, for all or part of the functional through-window 40, the distance between the two horizontal members 42 defining the functional through-window 40 is equal to 300 to 500 millimeters, for example, 400 millimeters.

[0114] In one embodiment, all or part of the functional through-window 40 has a substantially rectangular shape, and its long side is oriented substantially across the flow direction S.

[0115] In one embodiment, all or part of the functional through-window 40 is substantially rectangular in shape, where the longer side of the rectangle is equal to approximately twice the shorter side of the rectangle, the longer side is the horizontal distance, and / or the shorter side is the vertical distance D.

[0116] In one embodiment, each functional through-window 40 has a first side surface equal to the horizontal member distance and a second side surface equal to the vertical member distance D, wherein the first side surface is larger than the second side surface.

[0117] In one embodiment, the first side surface is oriented along the extending direction EE of the slit 133.

[0118] In one embodiment, the second side surface is oriented in a direction that transverses the extending direction EE of the slit 133.

[0119] In one embodiment, each functional through-window 40 has an elongated or essentially rectangular shape.

[0120] In one embodiment, the main extending direction of the rectangular functional through-window 40 is parallel to the main extending direction EE of the slit 133.

[0121] In one embodiment, with the lateral steering tunnel 25 at least partially filled with water, at least one door 13 in the fully closed position, and the external water flow 200 flowing along the flow direction S at a high speed, preferably at a speed of more than 4 meters per second, the lateral propulsion system is configured to hold the water inside the lateral steering tunnel 25 along the tunnel axis X at a low speed, preferably at less than 2.5 meters per second.

[0122] In one embodiment, when at least one door 13 is in the fully closed position and the external water flow 200 is flowing at high speed, preferably at a speed of more than 4 meters per second along the flow direction S, the functional through windows 40 are configured to cooperate with each other to form a low-friction hydrodynamic surface that works favorably for the external water flow 200 along the flow direction S.

[0123] In one embodiment, when at least one door 13 is in the fully closed position and the external water flow 200 is flowing at high speed, preferably at a speed of more than 4 meters per second along the flow direction S, the functional through windows 40 are configured to cooperate with each other to restrict or obstruct the external water flow 200 crossing the functional through windows 40 toward the inside of the lateral steering tunnel 25.

[0124] In one embodiment, when at least one door 13 is in the fully closed position and the external water flow 200 is flowing along the flow direction S at a high speed, preferably at a speed of more than 4 meters per second, the functional through-window 40 is configured to hold water at a low speed, preferably less than 2.5 meters per second, in the functional through-window 40 and / or inside the lateral steering tunnel 25 near the functional through-window 40.

[0125] In one embodiment, the upright portion 41 has a size that is reduced along the flow direction S. In other words, the upright portion is thin with respect to the flow direction S.

[0126] In one embodiment, the grid 4 has an upright surface 45, and upright portions 41 are arranged along the upright surface 45, preferably substantially aligned along the flow direction S.

[0127] The vertical plane 45 is a virtual plane that is at least partially curved in space and is defined along the position of the lateral maneuvering tunnel along the hull and along the flow direction S (Figure 9).

[0128] In one embodiment, each functional through-window 40 has a functional region Af on the upright surface 45.

[0129] In one embodiment, the functional ratio (Af / A) between the functional region Af and the entrance region A is 0.05% to 3%.

[0130] Preferably, the functional ratio Af / A is 1% to 2.5%, for example, equal to about 1.7%.

[0131] In one embodiment, the propulsion system includes a second grid 49 located behind at least one door 13 along the tunnel axis X.

[0132] In one embodiment, the second grid 49 is separate from and distinct from the first grid 4.

[0133] In one embodiment, the second grid 49 is joined to the first grid 4 by a connecting portion that extends along the tunnel axis X.

[0134] In one embodiment, the second grid 49 is spaced apart from the first grid 4 along the tunnel axis X, and is particularly located behind the first grid 4.

[0135] In one embodiment, the second grid 49 is spaced apart from at least one door 13 along the tunnel axis X.

[0136] In one embodiment, the second grid 49 is fixed to the opening edge 26.

[0137] In one embodiment, the second grid 49 engages with the first edge 261 and the second edge 262.

[0138] In one embodiment, the second grid 49 extends substantially only to the first half region 281.

[0139] In one embodiment, the second grid 49 engages essentially only with the first edge 261.

[0140] In one embodiment, the second grid 49 has spaced-apart upright sections that are larger than the upright section distance D with respect to the first grid 4, preferably 300 to 500 millimeters, for example, equal to 400 millimeters.

[0141] The lateral propulsion device includes door moving means configured to move at least one door 13 between a closed position and an open position.

[0142] In one embodiment, the door moving means is configured to move at least one door 13 along an allowable door stroke which ends when it reaches the limit closed position.

[0143] In one embodiment, the door moving means 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.

[0144] Preferably, the door moving means is configured to rotate at least one door 13 between an open position and a closed position along a hinge axis H which is preferably oriented substantially perpendicular to the flow direction S.

[0145] In one embodiment, the door moving means comprises at least one hinge member 71, preferably at least a pair of hinge members 71, configured to rotate at least one door 13 between an open position and a closed position around a hinge axis H.

[0146] In one embodiment, at least one hinge member 71 includes, for example, an electric, hydraulic, or electro-hydraulic rotary actuator configured to rotate at least one door 13 between an open position and a closed position.

[0147] In one embodiment, at least one hinge member 71 is supported inside the hull 21, outside the lateral steering tunnel 25.

[0148] In one embodiment, at least one hinge member 71 includes a hinge pin 72 extending along a hinge axis H and housed inside the hull 21, and a hinge arm 73 hinged to the hinge pin 72 and rotatably connected to at least one door 13, for example, preferably facing outward from the hull 21 and manufactured integrally with the at least one door 13.

[0149] In one embodiment, the hinge arm 73 is preferably positioned on a virtual plane extending from the outer surface 210 of the hull when the door 13 is in the closed position, and comprises an outer arm surface that forms a hydrodynamic shape as a whole.

[0150] In one embodiment, the lateral propulsion system includes a support frame 8 supported by the hull 21 and / or tunnel wall 27.

[0151] In one embodiment, the support frame 8 supports at least one hinge member 71, particularly a hinge pin 72, preferably inside the hull 21.

[0152] In one embodiment, the support frame 8 comprises a single support upright portion that supports at least one hinge member 71.

[0153] In one embodiment, the support frame 8 is at least partially housed inside the lateral steering tunnel 25, or at least partially protrudes from the tunnel wall 27 within the lateral steering tunnel 25.

[0154] In one embodiment, the support frame 8 supports at least one hinge member 71 inside the lateral steering tunnel 25.

[0155] In one embodiment, the support frame 8 is removably engaged with the tunnel wall 27.

[0156] Preferably, the tunnel wall 27 is provided with a plurality of fixing projections 275 that protrude into the lateral steering tunnel 25, and the support frame 8 is provided with removable frame fixing elements 85, such as bolts, configured to engage with the fixing projections 275 to fix the support frame 8 in place.

[0157] Further details regarding the hinge members for the movement of at least one door, and the method for connecting the support frame to the tunnel wall, are described in International Publication No. 2022079651 in the name of the present applicant, and the teachings thereof are expressly incorporated herein.

[0158] In one embodiment, the vessel 2 has an overall length exceeding 200 meters, for example, equal to 250 meters.

[0159] In one embodiment, the lateral steering tunnel 25 has an inner diameter between tunnel walls 27 of 2.0 to 2.8 meters, preferably 2.1 to 2.5 meters, for example, 2.2 meters.

[0160] In one embodiment, the grid 4 has a thickness of more than 70 millimeters, i.e., the dimensions of the upright portion 41 and the transverse member 42 along the tunnel axis X. Preferably, the thickness of the grid 4 is 80 to 130 millimeters.

[0161] The mathematical simulations in Figures 15–20 are performed using the CFD code Star-CCM+, which employs a finite volume description to solve the Reynolds-meaned Navier-Stokes equations (RANSE). The free surface is analyzed by the fluid volume method (VOF method). Turbulence is obtained using Menter's shear stress transport (SST) along with wall functions. The simulation mesh consists of a prism layer around solid boundaries, augmented in the region of interest (tunnels, grids, doors) according to the DNV standard.

[0162] The mathematical simulations in Figures 15-20 are performed at a ship's cruising or operating speed of approximately 18 knots.

[0163] Referring to Figures 15 and 16, it should be noted that at the tunnel entrance opening with the door in the closed position, the pressure is essentially constant along the flow direction. At the opening edge, particularly downstream of the opening edge, especially downstream of the second edge, negative pressure fluctuations occur (close to a minimum value of -0.3). As shown in Figure 15, the pressure is essentially constant inside the lateral maneuvering tunnel, at the grid, at the tunnel entrance opening, and near the tunnel entrance opening outside the lateral maneuvering tunnel. The values ​​for two adjacent lateral maneuvering tunnels differ.

[0164] The units of measurement for pressure fluctuations along the hull of the ships in Figures 15 and 16 are dimensionless coefficients (Pascals / Pascals) normalized to a reference pressure generated on the outer surface of the hull at a cruising speed of approximately 18 knots, according to Torricelli's principle.

[0165] Referring to Figures 17 and 18, it should be noted that the external water flowing along the flow direction S remains substantially constant even beyond the pair of consecutively arranged lateral maneuvering tunnels at high speeds, i.e., speeds exceeding 4 meters per second, particularly speeds close to approximately 10 meters per second. At the same time, the speed of the water within the maneuvering tunnels remains essentially constant at low speeds along the tunnel axis, i.e., less than 2.5 meters per second, preferably less than 1 meter per second. In Figure 18, it can be seen how the water inside the functional through-windows of the grid and the water inside the maneuvering tunnels near the tunnel entrance openings also remain at low speeds (close to zero speed) along the tunnel axis. It should be noted that immediately near the outer surface of the hull, the speed of the external water flow decreases to approximately 4-6 meters per second downstream of the first lateral maneuvering tunnel and remains within that speed range downstream of the second lateral maneuvering tunnel along the flow direction.

[0166] Referring to Figures 19 and 20, a decrease in the increase of kinetic energy due to turbulence is observed along the flow direction, downstream of at least one door, particularly the grid, and downstream of the grid. However, the turbulence is outside the grid and the lateral steering tunnel.

[0167] Innovatively, the lateral propulsion system, the subject of this invention, achieves its intended purpose and overcomes typical problems of the prior art by finding a compromise between minimizing the effects of potential damage from hull slamming and minimizing undesirable turbulent phenomena along the outer surface of the hull.

[0168] Lateral propulsion systems simplify the hull structure, reduce weight, and facilitate design, installation, and maintenance.

[0169] Advantageously, the lateral propulsion system minimizes the generation of turbulence at high cruising speeds, preferably 9 or 10 knots or higher, where turbulent resistance significantly impacts the ship's efficiency.

[0170] Advantageously, the lateral propulsion system according to the present invention has demonstrated superior results through mathematical simulations. As an advantage, the pressure effect of a hull equipped with a lateral propulsion system is negligible, at 1% to 2%, compared to a bare hull, i.e., a hull without a lateral maneuvering tunnel. In contrast, a conventional lateral propulsion system with multiple doors that completely close the tunnel entrance opening causes a pressure drop of less than 1% compared to a bare hull. These results support one of the hypotheses underlying the present invention, namely that the primary cause of resistance and turbulence is the initial external water flow striking the first portion of the opening edge.

[0171] For vessels between 200 and 250 meters in length, simulations in Figures 15 to 20 show that a pair of lateral propulsion systems results in fuel savings and a reduction of approximately 10% in average annual carbon dioxide emissions.

[0172] For vessels with a length of 200 to 250 meters, simulations in Figures 15 to 20 show that a pair of lateral propulsion systems reduces turbulence by approximately 10%.

[0173] Advantageously, at least one door directs the external water flow in a substantially constant manner along the direction of flow.

[0174] To the advantage, at least one door eliminates or reduces the undesirable effects caused by the presence of the grid.

[0175] To its advantage, at least one door introduces virtually negligible drag and turbulence, even with respect to the grid.

[0176] Advantageously, the grid is denser than those typically used in conventional lateral propulsion systems, meaning it substantially doubles or triples the number of upright sections, thereby reducing turbulence.

[0177] Advantageously, the grid has a larger dimension (thickness) along the tunnel axis compared to grids typically used in conventional lateral thrust systems. This contributes to preventing or limiting the crossing of functional through-windows.

[0178] Advantageously, the grid allows water to pass through the tunnel entrance opening while the lateral thrusters are operating.

[0179] Advantageously, the grid achieves a compromise between minimizing the throttling effect at the tunnel entrance opening and maximizing the effect of rapidly transporting the external water flow along the direction of flow.

[0180] Advantageously, the grid allows for a steep pressure gradient between the inside and outside of the lateral maneuvering tunnel, resulting from the hull slamming against the water.

[0181] Advantageously, the upright section reduces friction against the external water flow along the direction of flow.

[0182] Advantageously, in the grid, the external water flow mainly contacts the functional through-windows, and because the dimensions of the upright sections (specifically, the upright sections have a surface area facing the external water flow) are small, the external water flow flows smoothly over the water present in the functional through-windows with a low coefficient of friction.

[0183] Advantageously, when the external water flow is high speed, the functional through-window acquires the function of closing the tunnel entrance opening.

[0184] Advantageously, the grid utilizes the kinematic inertia of the external water flow to guide the water outwards along the flow direction through the lateral steering tunnel, minimizing or eliminating cross-cutting at functional through-windows.

[0185] Advantageously, a through-slit in at least one door allows for a steep pressure gradient resulting from the phenomenon of the hull slamming with the water. Advantageously, the slit reduces the weight of at least one door.

[0186] Advantageously, the orientation of at least one slit substantially has an extended slot shape that extends substantially perpendicular to the flow direction, maximizing the restriction or prevention of external water flow passing through the slit, while simultaneously maximizing the weight reduction of at least one door.

[0187] Advantageously, the grid and doors work together to guide water outwards through the lateral maneuvering tunnel, along the outer surface of the hull, minimizing friction and turbulence.

[0188] An advantage is that the structural complexity of the lateral thrust system is reduced.

[0189] It will be apparent to those skilled in the art that modifications to the above invention can be made to satisfy all possible requirements that fall within the scope of protection defined by the following claims.

[0190] For example, a person skilled in the art can modify the geometric shape of at least one door, increase the enclosed area of ​​at least one door, create several complementary doors, or create a single door having various shapes facing the flow direction.

[0191] According to a further general embodiment of the present invention, the lateral propulsion device 1 comprises a lateral steering tunnel 25 having a tunnel wall 27, a tunnel axis X oriented toward the outer surface 210 of the ship's hull, and an opening edge 26 extending at least partially around the tunnel axis X, wherein along the flow direction S, the opening edge 26 is divided into a first edge 261 intended to be initially enveloped by the external water flow 200 and a second edge 262 complementary to the first edge 261, and the opening edge 26 defines a tunnel entrance opening 28 that opens onto the outer surface 210 of the hull and is divided into a first half-region 281 partially defined by the first edge 261 and a second half-region 282 complementary to the first half-region 281 and partially defined by the second edge 262. The lateral propulsion device 1 comprises at least one door 13 associated with a tunnel inlet opening 28, and door moving means configured to move the at least one door 13 between an open limit position and an closed limit position, respectively, the at least one door 13 allowing flow through the tunnel inlet opening 28 at a predetermined maximum water flow rate and a predetermined minimum water flow rate. In the closed limit position, the at least one door 13 at least partially closes a first semi-region 281 and leaves a second semi-region 282 at least partially open, allowing at least partially the passage of water through the second semi-region 282. The door 13 comprises at least three slits 133 having a slot-like shape, each slit 133 having a first major slit dimension along the extending direction EE and a second minor slit dimension in a direction transverse to the extending direction EE, the at least three slits 133 at least partially facing each other along the extending direction EE or in a direction transverse to at least one of the longitudinal directions of the slits.

[0192] According to a further general embodiment of the present invention, the transverse propulsion system 1 comprises a transverse steering tunnel 25 having a tunnel wall 27, a tunnel axis X oriented toward the outer surface 210 of the ship's hull, and an opening edge 26 extending at least partially around the tunnel axis X, wherein along the flow direction S, the opening edge 26 is divided into a first edge 261 intended to be initially enveloped by the external water flow 200 and a second edge 262 complementary to the first edge 261, and the opening edge 26 defines a tunnel entrance opening 28 that opens onto the outer surface 210 of the hull and is divided into a first half-region 281 partially defined by the first edge 261 and a second half-region 282 complementary to the first half-region 281 and partially defined by the second edge 262. The transverse propulsion system 1 comprises at least one door 13 that extends mainly toward a door plane Q and is associated with the tunnel entrance opening 28. The lateral propulsion device 1 includes door moving means configured to move at least one door 13 between an open limit position and an closed limit position, respectively, the at least one door 13 allowing flow through the tunnel inlet opening 28 at a predetermined maximum water flow rate and a predetermined minimum water flow rate. In the closed limit position, the at least one door 13 at least partially closes a first semi-region 281 and leaves a second semi-region 282 at least partially open, allowing at least partially water to pass through the second semi-region 282. The lateral propulsion device includes a grid 4 located near or in the tunnel inlet opening 28, the grid 4 comprising a plurality of upright sections 41 arranged on an upright surface 45 and a plurality of transverse members 42 oriented toward the upright sections 41. The grid 4 and the door 13 are directly adjacent along the tunnel axis X, i.e., adjacent with respect to structural dimensional tolerances. Preferably, the vertical surface 45 of the grid 4 is substantially coplanar with the door plane Q of the door 13, or adjacent to it along the tunnel axis X.

[0193] According to a further general embodiment of the present invention, the transverse propulsion system 1 comprises a transverse steering tunnel 25 having a tunnel wall 27, a tunnel axis X oriented toward the outer surface 210 of the ship's hull, and an opening edge 26 extending at least partially around the tunnel axis X, wherein along the flow direction S, the opening edge 26 is divided into a first edge 261 intended to be initially enveloped by the external water flow 200 and a second edge 262 complementary to the first edge 261, and the opening edge 26 defines a tunnel entrance opening 28 that opens onto the outer surface 210 of the hull and is divided into a first half-region 281 partially defined by the first edge 261 and a second half-region 282 complementary to the first half-region 281 and partially defined by the second edge 262. The transverse propulsion system 1 comprises at least one door 13 that extends mainly toward a door plane Q and is associated with the tunnel entrance opening 28. The lateral propulsion device 1 includes door moving means configured to move at least one door 13 between a limit open position and a limit closed position, respectively, the at least one door 13 allowing flow through the tunnel inlet opening 28 at a predetermined maximum water flow rate and a predetermined minimum water flow rate. In the limit closed position, the at least one door 13 at least partially closes a first half-region 281 and leaves a second half-region 282 at least partially open, allowing at least partially water to pass through the second half-region 282. The door 13 includes a plurality of slot-shaped slits 133, each slit 133 having a first major slit dimension along the extending direction EE and a second minor slit dimension in a direction traversing the extending direction EE. The lateral propulsion device includes a grid 4 fixed to the tunnel wall 27 and / or opening edge 26 near or at the tunnel inlet opening 28, the grid 4 comprising a plurality of upright portions 41 and a plurality of transverse members 42 oriented toward the upright portions 41. At least some upright sections 41 and at least some horizontal members 42 intersect to define a plurality of functional through-windows 40, each functional through-window 40 having a first side and a second side extending along the extending direction EE of the slit 133, the first side being larger than the second side, and for example, each functional through-window 40 having an elongated or substantially rectangular shape.In one embodiment, the main extending direction of the rectangular functional through-window 40 is parallel to the main extending direction EE of the slit 133.

[0194] These general embodiments described above are intended to be combined with one or more of the specific embodiments described above to create special embodiments. [Explanation of Symbols]

[0195] 1 Lateral propulsion device 2 ships 21 Hull 200 External water flow 210 Hull exterior 25 Lateral control tunnel 26 Opening edge 261 First edge 262 Second edge 27 Tunnel wall 275 Fixed protrusion 28 Tunnel entrance opening 281 First half area 282 Second half area 3- 4 Grids (1st Grid) 40 Functional through-windows 41 Upright part 42 Cross member 49 2nd Grid 5- 6- 71 Hinge component 8. Support frame 85 fixed frame elements 9. Control Propeller 10- 11- 12- 13 doors 130 Door periphery 133 Slits 138 Inner self 139 Exterior A entrance area D Upright distance F free half area H hinge axis O occluded half area P entrance plane Q Door surface S flow direction X Tunnel Axis EE extension direction

Claims

1. A ship's lateral propulsion system (1), wherein the ship (2) comprises a hull (21) having an outer surface (210) of the hull that is intended to allow an external water flow (200) to flow locally along the flow direction (S), The aforementioned ship's lateral propulsion device is, - A lateral maneuvering tunnel (25) comprising a tunnel wall (27), a tunnel axis (X) oriented toward the outer surface of the hull (210), and an opening edge (26) extending at least partially around the tunnel axis (X), wherein, along the flow direction (S), the opening edge (26) comprises a first edge (261) intended to be initially enveloped by the external water flow (200), and a second edge complementary to the first edge (261). A lateral steering tunnel (25) is divided into an edge (262) and the opening edge (26) which defines a tunnel entrance opening (28) that opens onto the outer surface (210) of the hull, and the tunnel entrance opening (28) is divided into a first half-region (281) partially defined by the first edge (261) and a second half-region (282) that is complementary to the first half-region (281) and partially defined by the second edge (262). - At least one door (13) associated with the tunnel entrance opening (28), - A door moving means configured to move at least one door (13) between an open limit position and an closed limit position, wherein the at least one door (13) allows a predetermined maximum water flow and a predetermined minimum water flow to pass through the tunnel entrance opening (28), respectively. Equipped with, In the limited closed position, the at least one door (13) at least partially closes the first half-region (281) and leaves the second half-region (282) at least partially open, allowing at least partially water to pass through the second half-region (282), the ship's lateral propulsion system (1).

2. The lateral steering tunnel (25) has an entrance plane (P) in the direction into which the tunnel axis (X) enters, The tunnel entrance opening (28) has an entrance area (A) on the entrance plane (P), In the limit closed position, the at least one door (13) divides the inlet region (A) into a free half region (F) through which a predetermined minimum water flow is permitted to pass and a shielded half region (O) through which the water is prevented from passing, wherein the shielded half region (O) is 15% to 60%, preferably 25% to 50%, of the inlet region (A), and / or the lateral propulsion system comprises at least one steering propeller (9) housed in the lateral steering tunnel (25), wherein the at least one steering propeller (9) is configured to move water through the tunnel inlet opening (28), as described in claim 1.

3. The ship's lateral propulsion device according to claim 1 or 2, wherein, in the limit closed position, the at least one door (13) is configured to cooperate with the outer surface of the hull (210) to form a surface having a hydrodynamic shape through which the external water flow (200) flows.

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

5. A ship's lateral propulsion device according to any one of claims 1 to 4, comprising a single door (13).

6. The ship's lateral propulsion device according to any one of claims 1 to 5, wherein the door moving means comprises at least one hinge member (71) supported on the outside of the lateral steering tunnel (25) and operably rotatably connected to at least one door (13).

7. Supported by the tunnel wall (27) and / or the hull (21), and comprising a support frame (8) that is at least partially housed inside the lateral steering tunnel (25) or protrudes into the lateral steering tunnel (25), The ship's lateral propulsion device according to any one of claims 1 to 5, wherein the door moving means is supported by the support frame (8) and comprises at least one hinge member (71) that is operably and rotatably connected to the at least one door (13).

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

9. The ship's lateral propulsion device according to claim 8, wherein the tunnel wall (27) comprises a plurality of fixing protrusions (275) projecting into the lateral steering tunnel (25), and the support frame (8) comprises removable frame fixing elements (85), such as bolt fastening screws, configured to engage with the fixing protrusions (275).

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

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

12. The ship's lateral propulsion device according to any one of claims 1 to 11, wherein the door moving means is configured to move the at least one door (13) between the open position and the closed position in a direction substantially opposite to the flow direction (S).

13. The ship's lateral propulsion device according to any one of claims 1 to 12, wherein the door moving means is configured to move the at least one door (13) along an allowable door movement range which ends when it reaches the limit closed position.

14. The at least one door (13) comprises an inner surface (138), an outer surface (139) opposite to the inner surface (138), and at least one through slit (133) between the inner surface (138) and the outer surface (139), In the closed position, the inner surface (138) faces the lateral steering tunnel (25), and water can pass through the at least one slit (133), as described in any one of claims 1 to 13.

15. The ship's lateral propulsion device according to claim 14, wherein, when the at least one door (13) is in the limit closed position and the external water flow (200) is flowing along the flow direction (S) at high speed, preferably at a speed of more than 4 meters per second, the at least one slit (133) is configured to limit or prevent the external water flow (200) from crossing the at least one slit (133).

16. The ship's lateral propulsion device according to claim 15, wherein the at least one slit (133) is substantially slot-shaped and extends primarily in a direction substantially perpendicular to the flow direction (S) when the at least one door (13) is in the closed position.

17. A ship's lateral propulsion system according to any one of claims 1 to 16, comprising a grid (4) comprising a plurality of upright sections (41) substantially parallel to each other and oriented substantially perpendicular to the flow direction (S), and a plurality of transverse members (42) oriented toward the upright sections (41), wherein all or some of the upright sections (41) and all or some of the transverse members (42) define a plurality of functional through-windows (40) between them, and the grid (4) is configured to obstruct or restrict the passage of the external water flow (200) through the functional through-windows (40) when the at least one door (13) is in the limit closed position and the external water flow (200) flows along the flow direction (S) at a high speed, preferably at a speed of more than 4 meters per second.

18. The ship's lateral propulsion device according to claim 17, wherein the vertical distance (D) along the flow direction (S) between two adjacent vertical sections (41) defining a functional through-window (40) is 150 to 250 millimeters, preferably 180 to 220 millimeters.

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

20. The ship's lateral propulsion system according to any one of claims 17 to 19, wherein the functional through-window (40) is configured to hold water at a low speed, preferably less than 2.5 meters per second, inside the functional through-window (40) and / or the lateral steering tunnel (25) in the vicinity of the functional through-window (40).

21. The lateral steering tunnel (25) comprises an entrance plane (P) in the direction in which the tunnel axis (X) is incident, the tunnel entrance opening (28) has an entrance region (A) on the entrance plane (P), the grid (4) has an upright surface (45) along which the upright portion (41) is arranged, each functional through-window (40) has a functional region (Af) on the upright surface (45), and the functional ratio (Af / A) between the functional region (Af) and the entrance region (A) is 0.05% to 3%, preferably 1% to 2.5%, for example, about 1.7%, according to any one of claims 17 to 20.

22. The ship's lateral propulsion device according to any one of claims 1 to 21, wherein the opening edge (26) is connected to the tunnel wall (27) with a connection radius of 100 to 500 mm, preferably 200 to 400 mm.

23. A ship's lateral propulsion system according to any one of claims 1 to 22, wherein, when the lateral steering tunnel (25) is at least partially filled with water, the at least one door (13) is in the limit closed position, and the external water flow (200) is flowing along the flow direction (S) at a high speed, preferably at a speed of more than 4 meters per second, the lateral propulsion system is configured to hold the water inside the lateral steering tunnel (25) at a low speed, preferably at a speed of less than 2.5 meters per second, along the tunnel axis (X).

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