DE3443137A1 - Ship propulsion - Google Patents

Abstract

The invention relates to the creation of a ship propulsion which can be used universally and has low fuel consumption. This object is achieved by an encased propeller with central body which is rotatable about a vertical axis and downstream of which a specially shaped thrust nozzle is arranged which has a low-lying discharge opening for producing a slightly inclined propulsion jet. To protect the ship propulsion against heavy seas, it is arranged in a hull recess domed at the top or between two protective walls at the stern. In a special embodiment, the intake of the propulsion water takes place from the bow, as a result of which a reduction in the resistance of the ship to forward motion is also achieved. If the ship is given one propulsion unit each at the bow and at the stern, it can also perform transverse displacements and rotary movements on the spot in addition to the forward and astern motion. It thus achieves a hitherto unattainable manoeuvrability, which acquires special significance, for example, for warships.

Description

Ship propulsion

The aim of the invention is to create a ship propulsion system that has a low fuel consumption and - on ships smaller and medium size - for the main trip as well as for the return trip as well as for turning on the spot and moving the ship sideways (in port) can be used. In addition, the proposed drive is intended for large Ships - due to its low specific fuel consumption - from as "Permanent" auxiliary drive (additional drive or low-speed drive) is used can be.

There is already an auxiliary drive for ships known in which a Propeller without casing and with an inclined axis in an upwardly curved and downwardly open recess of the ship's hull rotatable about a vertical axis is arranged.

This auxiliary drive allows the thrust vector to pivot all around, but is the ratio of the generated thrust to the necessary propulsion power so unfavorable and the specific fuel consumption so high that this device for permanent ship propulsion is practically unusable. As a result of the one-sided Storage of the propeller, the maximum thrust forces that can be generated are also only small.

Another auxiliary drive for ships has also become known, in which a jacketed propeller pivotable about a vertical axis inside the hull is arranged.

This propeller is after its use in the vertical direction move down, so that it then gets under the hull bottom of the ship and there can be swiveled.

Due to the lowering and lifting mechanism and the one-sided storage of the propeller, the maximum thrust that can be generated is also proportionate in this device small. Another disadvantage - in shallow waters - is the enlargement of the Draft of the ship due to the lowering of the device.

Also with the Voith-Schneider propeller - which is also a change of direction of the thrust vector - the maximum thrust that can be generated is proportionate small.

In order to achieve the goal mentioned at the beginning, a ship drive is now used proposed in which a sheathed, rotatable or pivotable about a vertical axis Propeller in whole or in part within an upward and downward curve and / or at least partially open recess on both sides of the ship the hull or outside of the same is arranged. This drive is through it characterized in that the propeller has a thrust nozzle on the flow side - in its vertical longitudinal section and in the direction of flow - center line drawn downwards is downstream, where the vertical distance (H1) between the center of gravity (S1) of the inflow opening (s) and the center of gravity (S2), the lower-lying outflow opening (s) is at least a quarter of the propeller diameter.

This thrust nozzle has a circular inflow opening and a Basket arch-like or rectangular-like outflow opening (or envelope surface of the outflow openings) on. The maximum horizontal extent (B) of the outflow opening is at least twice as large as its maximum height (H) and it has the long axis of the discharge opening a horizontal position. Also are in the thrust nozzle to reduce the deflection losses arranged in a known type guide vanes for the flow of water.

In the vertical longitudinal section of the nozzle, it closes at the bottom drawn and downward sloping center line in the area of the outflow opening an angle CC with the horizontal which is at most 300, but preferably 0 to 200.

The thrust nozzle is on the exit side of the one surrounding the propeller shear force-increasing jacket ring detachably attached. It can, however, use the thrust nozzle and the jacket ring also consist of one piece.

The inlet opening of the jacket ring is in a manner known per se covered by a grid that encloses the central body.

If the ship's propulsion system has a submerged or partially submerged arrangement of the propeller in an upwardly curved recess in the ship's hull, so the thrust nozzle can also extend partially down to under the floor of the ship's hull.

In this case there is also the grid floor or the support structure for the lower bearing of the ship's propulsion system below the level of the bottom of the ship's hull.

If the thrust nozzle is in a transverse position to the ship's longitudinal axis, so it partially protrudes over the cross-section of the ship laid by the vertical rotating axis out.

On the lower area of the jacket ring or on the underside of the thrust nozzle there is a stub axle or a tubular bearing shell, which is in a bearing is mounted, which is fixed in the grid floor or in a support structure is.

By a ship drive of the type described above, it is possible to convert the drive energy of the motor into thrust with high efficiency. This is done primarily through the low-loss deflection of the propulsion jet in the Thrust nozzle and by ejecting the water in an approximately horizontal direction.

The complete or partial arrangement of the drive in a upwardly curved recess in the ship's hull protects the drive components from damage in high waves. This arrangement also creates the draft of the ship is not enlarged or only slightly enlarged.

By eliminating the facilities for raising and lowering the drive and above all due to the presence of a lower bearing, the maximum achievable is Thrust several times greater than with the known auxiliary drives. Through this the new marine propulsion system can also be used as the main propulsion system for small or medium-sized ships can be used.

The new ship propulsion system is also particularly suitable for interaction with a diesel-electric or diesel-hydraulic drive unit. (In this Case will be the underwater electric motor or the hydraulic turbine of the propeller arranged in the central body of the ship's drive).

The diesel-electric or diesel-hydraulic drive unit can have a high speed (e.g. 1500 rpm).

This makes it much lighter and cheaper than the heavy, low-speed diesel engines (with e.g. 140 rpm), which are currently mostly the propellers drive the main drives directly.

According to another, essential characteristic of the invention are on the rotatable or pivotable and mounted at its lower end vertical Axis two or more jacketed propellers or drive units attached.

Each propeller can have a thrust nozzle of the type described above be downstream. Or the propellers can also have a common thrust nozzle be assigned with two or more inflow openings.

This multiple arrangement of propellers or drive units The maximum thrust can be increased further on a vertical axis. It the height required to accommodate the ship's propulsion system is also reduced. In addition, if a propeller unit fails, there is still limited operation the other propeller or the other propellers possible.

Is the ship's drive in an upwardly curved recess in the front half of the hull arranged, so leads or lead from the bow area of the ship one or more (preferably two) intake ducts for recessing the ship's hull. The inlet opening of the intake duct is or are the inlet openings the intake ducts are covered with grids for the water.

This version has the particular advantage that during the main trip the ship sucks the water in front of the ship's bow and thereby the water resistance for the ship is reduced. The drive is also protected from strong waves still guaranteed.

According to another embodiment of the proposal of the invention is the ship's propulsion under the part located in the area of the ship's bow of the fuselage bottom arranged, this bottom part opposite to the middle Hull floor is located at a higher level.

This version is particularly suitable for barges that do not have a are exposed to strong storms.

According to a final variant embodiment of the invention, the propulsion system is the ship's propulsion system under the part of the hull bottom located in the area of the ship's shecks, namely arranged separately from the rudder, this bottom part opposite the middle Hull floor is located at a higher level.

In this solution, the jacketed propeller or are jacketed Propeller placed in front of the rudder.

To protect against too strong waves, there are on both sides of the Propeller or the propeller protective walls arranged in the longitudinal direction of the ship.

This last variant is particularly suitable for retrofitting existing ships to the new propulsion system with significantly reduced fuel consumption.

According to another essential feature of the invention is a combined Ship propulsion high operational safety and for extreme maneuverability the ship created in that a drive unit with the above Features in the bow area and a second drive unit in the area of the ship's stern is arranged.

With this combined marine propulsion system, the front and the rear drive unit also by a common diesel-electric or diesel-hydraulic one Aggregate are supplied with energy.

The drawings show sedS design variants of the new ship propulsion system and a thrust nozzle shown enlarged.

It shows: FIG. 1 a vertical longitudinal section along the line A-B In Figure 2, a first embodiment variant with a sunken arrangement of the ship drive in the bow area of the ship.

Figure 2 is a horizontal section along the line C-D in Figure 1 of first variant.

FIG. 3 shows a vertical cross section along the line E-F in FIG the first variant.

FIG. 4 shows a vertical longitudinal section along the line G-H in FIG 5 of a second variant with a semi-recessed arrangement of the double ship drive in the bow area of the ship.

FIG. 5 shows a vertical cross section along the line J-K in FIG the second variant.

FIG. 6 shows a vertical longitudinal section along the line L-M in FIG 7 of a third embodiment variant with a non-submerged arrangement of the ship's propulsion system in the bow area of the ship.

FIG. 7 shows a horizontal section along the line N-O in FIG. 6 of third variant.

FIG. 8 shows a vertical longitudinal section along the line P-Q in FIG 9 of a fourth variant with a protected arrangement of the twin ship propulsion system in the stern area of the ship.

FIG. 9 shows a vertical cross section along the line R-S in FIG the fourth variant.

FIG. 10 shows an enlarged view of a thrust nozzle.

FIG. 11 shows the plan view of this thrust nozzle in an enlarged representation.

FIG. 12 shows the side elevation of this thrust nozzle in an enlarged representation.

FIG. 13 shows a vertical longitudinal section along the line T-U in FIG 14 of a fifth variant with a sunken arrangement of the ship's propulsion system in the bow area of the ship and two integrated in the hull at an angle to the rear directed outflow channels Figure 14 shows a horizontal section along the line V-W in FIG. 13 of the fifth embodiment variant according to FIG. 15 shows a vertical cross section the line X-Y in FIG. 13 of the fifth embodiment variant figure 16 a vertical longitudinal section along the line C1-D1 in FIG. 17 of a sixth Design variant with sunk arrangement of the ship's drive in the stern area of the ship FIG. 17 shows a horizontal section along the line A1-B1 in FIG sixth embodiment variant Figure 18 a view of the stern in the direction "Z" of the sixth embodiment variant according to FIG. 19 shows a vertical cross section the line E1-F1 in Figure 17 of the sixth embodiment variant. The first embodiment variant shown in FIG. 2 and FIG. 3 is the ship propulsion system sunk in the bow area of the ship.

On the rotatable vertical axis 1 is at its lower end of the The thrust-increasing jacket ring 2, which surrounds the propeller 3, is attached. On the exit side of the jacket ring 2, the thrust nozzle 4 downstream of the propeller 3 is attached, its center line in the vertical longitudinal section and downwards in the direction of flow is drawn and the one in the area of the outflow opening 4b with the horizontal Includes angle i which is smaller than 30 °. (Thrust nozzle 4 and jacket ring 2 can also consist of one piece).

The central body 5 is in front of the propeller 3 and coaxial with it arranged, in which as a direct drive unit for the propeller 3, an underwater electric motor or a hydraulic turbine or an angular gear is arranged.

The inlet opening of the jacket ring 2 is covered by a grid 6, which surrounds the central body 5.

In the lower area of the jacket ring 2 there is a stub axle 1, which is mounted in a lower bearing 7 which is fastened in the grid floor 8 is.

The propeller 3 with jacket ring 2, central body 5, grid 6 and with the thrust nozzle 4 are in an upwardly curved one to the two sides of the ship Recess 9 of the ship's hull 10, which is partially open towards the end.

In the cross section of FIG. 3 of the ship, the ship's drive is in the transverse position shown for the longitudinal axis of the ship. In this transverse position, the rear part protrudes the thrust nozzle 4 to the outside via the cross section laid through the rotatable axis 1 out.

From the area of the ship's bow 11, two intake ducts 12 lead to the top arched recess 9 of the ship's hull 10. The inlet openings 13 of this Suction channels 12 are covered by grids 14 for the water.

While the ship is moving in the main direction of travel, the water flows from the area of the ship's bow 11 to the recess 9 and the propeller 3. This is the drag of the ship is reduced, which is a particular advantage of this first Design variant is.

The sunken arrangement of the ship's drive gives this one good protection against strong waves.

In the second embodiment variant shown in FIG. 4 and FIG a semi-submerged double ship drive is arranged in the bow area of the ship.

At the rotatable, vertical and with its lower end in the lower Bearing 7 mounted axis 1 are two shell rings 2 resp.

two drive units attached. This is a doubling of the Thrust possible and limited operation in the event of a drive failure be maintained by means of the other.

A separate thrust nozzle 4 can be assigned to each drive unit be. Or else both drive units can have a common thrust nozzle 4 '- with two inflow openings 4a '- be connected downstream.

The two thrust nozzles 4 or the common thrust nozzle 4 'are sufficient or extends in part under the floor 15 of the hull 10 down. Also the The grid floor 8 is located below the level of the floor 15 of the ship's hull 10.

The enlargement of the draft of the ship due to the lower position the grid floor 8 is relatively small.

In the third embodiment variant shown in FIG. 6 and FIG is a non-recessed arrangement of the ship's propulsion system in the bow area of the ship chosen.

The ship's drive is below that located in the area of the ship's bow 11 Part 15a of the fuselage bottom 15 is arranged.

This bottom part 15a is located opposite the middle fuselage bottom 15b at a higher level.

The lower bearing 7 of the stub axle lx is in a narrow holding structure 8x attached, which is partially below the level of the middle fuselage floor 15b.

This third variant is particularly suitable for inland waterways, that are not exposed to major storms.

In the fourth embodiment variant shown in FIG. 8 and FIG the ship has a protected twin ship propulsion system in its stern area.

The double ship propulsion is below that in the area of the ship's stern 16 located part 15c of the fuselage bottom 15 is arranged. This bottom part 15c is located compared to the middle fuselage floor 15b at a higher level.

The lower bearing 7 of the rotatable axis 1 is again in a narrow one Holding structure 8 attached.

The twin ship propulsion is arranged in front of the rudder 17.

There is one on each side of the twin ship propulsion system Protective wall 18, which protect the former from excessive waves.

The fourth variant is particularly suitable for older Retrofitting ships to a new marine propulsion system with lower fuel consumption.

The thrust nozzle shown enlarged in FIG. 10, FIG. 11 and FIG 4 shows some special features of one.

This thrust nozzle 4 has a crystal-shaped inlet opening 4a and a Rectangular-like or basket arch-like outflow opening 4b.

The maximum horizontal extension B of the outflow opening 4b is more than twice as large as their maximum height H.

The long axis of the outflow opening 4b has a horizontal position.

In the case of the exhaust nozzle 4 shown, the vertical distance is also H1 between the center of gravity S1 of the inflow opening 4a and the center of gravity S2 of the Outflow opening 4b more than a quarter of the (propeller) diameter D.

Inside the thrust nozzle 4 there are guide vanes in a manner known per se 4x arranged for the flow of water.

A particularly advantageous type of combined ship propulsion can be created in that in the area of the ship s bow and in the area the ship shecks a drive unit with the features described above is.

Such a ship can move forward and backward as well Carry out lateral shifts (in the port) and rotary movements on the spot.

The front and rear drive units can also go through a common diesel-electric or diesel-hydraulic unit with energy are supplied.

The extreme achieved by such a combined ship propulsion system Maneuverability has for certain types of ships (e.g.

Warships, polling boats) of particular importance.

The combined ship propulsion system also has a particularly high level of operational reliability on, since if a drive unit fails, a (reduced) trip using the other is possible.

In the fifth shown in FIG. 13, FIG. 14 and FIG The ship's propulsion system is also sunk in the bow area of the Ship arranged.

The propeller 3 with jacket ring 2 is again at the lower end of a rotatable vertical axis 1 in an upwardly curved and expanding downward Truncated cone-like recess 9 is arranged.

Two intake ducts again lead from the area of the ship's bow 11 12 to the recess 9 of the ship's hull 10. Through these intake channels 12 is during the straight-ahead travel (main travel) of the ship - as with exit variant 1 -water sucked off in front of the ship's bow 11 and so the movement resistance of the ship stood there reduced.

From the recess 9, two lead obliquely backwards Outflow channels 19 of the motive water to the two fuselage side walls 20.

The jacketed propeller 3 is followed by two thrusters 4 ', which when the ship is traveling straight ahead (main journey) into the two outflow channels 19 are directed.

The lower, horizontal opening of the recess 9 is through a base plate 21 partially closed. This increases the flow resistance of the ship reduced.

In the bottom plate 21, the bearing 7 is attached, which is the bottom 1x encloses the stub axle located on the jacket ring 2.

The inlet openings 13 of the intake ducts 12 and the mouth openings 22 of the two outflow channels 19 in the fuselage side walls 20 are through slide or Closable flaps (not shown). In the event of a storm, these openings can be opened to the Protections of the propeller 3 or the drive unit are closed.

The special advantages of the fifth variant are: that the deflection losses in the two thrusters 4 'are only small and that the at the straight-ahead travel of the ship from the outflow channels 19 emerging from the two propulsion jets Thanks to their ejector effect, they also suck off water in front of the ship's bow. Through this the drag of the ship is further reduced.

In the case of the one shown in FIG. 16, FIG. 17, FIG. 18 and FIG sixth extension, form is the rotatable one Ship drive sunk arranged in the corner area of the ship.

From the rear of the arched upwards and downwards widening frustoconical recess 9 leads a flow channel 23 to the rear wall 24 of the ship's hull 10.

The propulsion jet flows when the ship is traveling straight ahead (main journey) of the propeller 3 without any deflection through the flow channel 23 backwards (Avoidance of deflection losses in the propulsion jet and thereby an increase in ship propulsionj.

The jacketed propeller 3 is again rotatable on a vertical one Axis 1 attached. However, several jacketed propellers can also be used on this axis 1 be arranged, the propulsion jets all through when the ship is traveling straight ahead the flow channel 23 flow backwards.

The recess 9 has oval horizontal sections, the long Axes coincide with the ship., Longitudinal axis. This results in the main trip the ship also has particularly favorable inflow conditions at the propeller 3.

Therefore, the angle that the side wall of the recess 9 in the vertical The longitudinal section of the ship with the horizontal includes less than the angles 21 which the side walls of the recess 9 in the vertical, laid through the axis 1 Include the cross-section of the ship with the horizontal.

The two side walls 25 of the flow channel 23 run in the horizontal sections converging together towards the rear wall 24. This results in the ejector effect of the propulsion jet an approximately uniform flow through the entire recess 9 reached. The two side walls 25 go into the Horizontal cuts also steadily in the side walls of the recess 9 over.

The flow channel 23 is open at the bottom and its clearance height corresponds approximately to the height of the recess 9.

The axis of rotation of the propeller 3 has a horizontal position, so that the prerequisites for generation during the straight ahead movement of the ship an optimal thrust are given.

The stub axle 1x fastened at the bottom of the jacket ring 2 is back in a bearing 7 supported, which is supported in a support structure 8Xx.

When the ship moves backwards, the motive water flows through the propeller 3 through the flow channel 23 to.

The propeller 3 can also be sufficient for special maneuvers of the ship Generate transverse thrusts.

There is also a in the bow area of the ship for these bonerolls rigid Uuerstrompropeller 26 arranged, which a transverse displacement of the ship (in the harbor) or turning it on the spot.

The sixth variant has the special advantages in the fact that when the ship is traveling in a straight line, the propulsion jet of the Propellers do not experience any distraction - which means that maximum thrust generation is possible is -and that by the recessed arrangement of the drive unit in the stern of the ship this is largely protected from severe ellipsis.

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Claims (40)

Claims 1. Ship propulsion, consisting of a jacketed, rotatable around a vertical or approximately vertical axis or swiveling propeller, wholly or partly within a arched upwards and downwards and / or to the two sides of the ship at least partially open recess of the hull or arranged outside of the same is, characterized in that the propeller (3) has a thrust nozzle on the flow side (4) with - in its vertical longitudinal section and in the direction of flow - downwards is followed by the drawn center line, in which the vertical distance (H1) between the center of gravity (S1) of the inflow opening (s) (4a) and the center of gravity (S2) of the lower lying outflow opening (s) (4b) at least a quarter of the propeller diameter amounts to. 2. Ship propulsion system according to claim 1, characterized in that the Thrust nozzle (4) a circular or circular-like inflow opening (4a) and a Basket arch-like or rectangular-like outflow opening (4b) or envelope surface of the Has outflow openings. 3. Ship drive according to claim 1 and 2, characterized in that that the maximum horizontal extension (B) of the outflow opening (4b) or the envelope surface the outflow openings of the thrust nozzle (4) is at least twice as large as theirs maximum height (H). 4. Ship propulsion system according to Claim 1 and 2, characterized in that the long axis of the outflow opening (4b) or the envelope surface of the outflow openings the thrust nozzle (4) has a horizontal or approximately horizontal position. 5. Ship propulsion system according to claim 1, characterized in that in the thrust nozzle (4) in a known manner Leitx blades (4X) for the flow guidance of the water are arranged. 6. ship drive according to claim 1, characterized in that im vertical longitudinal section of the thrust nozzle (4) its drawn down and obliquely after bottom (or horizontal) center line in the area of the discharge opening (4b) encloses an angle 0t with the horizontal which is at most 300, preferably but is 0 to 20 °. 7. Ship drive according to claim 1, characterized in that the Thrust nozzle (4) on the outlet side of the propeller (3) bypassing the thrust increasing Sheath ring (2) is releasably attached. 8. Ship propulsion system according to claim 1, characterized in that the Thrust nozzle (4) and the jacket ring (2) surrounding the propeller (3) in one piece exist. 9. Ship propulsion system according to claim -1, characterized in that the Inlet opening of the jacket ring (2) in a manner known per se from a grid (6) is covered, which preferably encloses the central body (5). 10. Ship propulsion system according to claim 1, with a sunk or partially sunk Arrangement of the propeller or the propeller in the upwardly curved recess of the ship's hull, characterized in that the thrust nozzle (s) (4, 4 ') at least partially reaching down or reaching down to under the floor (15) of the ship's hull (10). 11. Ship propulsion system according to Claim 1 and 10, characterized in that that the grid floor (8) or the support structure (8X) for the lower bearing (7) of the drive is below the level of the floor (15) of the ship's hull (10). 12. Ship propulsion system according to claim 1, characterized in that the Thrust nozzle (s) (4) in transverse position to the ship's longitudinal axis partially above the through the vertical rotatable axis (1) protrudes or protrudes from the ship's cross-section. 13. Ship propulsion system according to claim 1, characterized in that on the lower area of the jacket ring (2) or on the underside of the thrust nozzle (4) a stub axle (1X) or a tubular bearing shell is located. 14. Ship propulsion system according to claim 1, characterized in that the lower end of the rotatable axis (1) or the one at the lower part of the casing ring (2) or on the underside of the thrust nozzle (4) attached axle stub (1X) in one Bearing (7) is stored in the grid floor (8) or in the holding structure (8X) is attached. 15. Ship propulsion, characterized in that the rotatable or swiveling vertical axis (1) two or more jacketed propellers (3) resp. Drive units with the features of claim 1 and with features of one or more of claims 2 to 14 are arranged. 16. Ship propulsion system according to claim 15, characterized in that the two or more jacketed propellers (3) are assigned a common thrust nozzle (4 ') is, which has two or more inflow openings. 17. Ship drive according to claim 1 and / or 15, with in the front Half of the fuselage in an upwardly curved recess arranged propeller (s), characterized in that one or more intake ducts from the bow area of the ship Suction channels (12) to the upwardly curved recess (9) of the ship's hull (10) leads or to lead. 18. Ship propulsion system according to claim 1 and 17, characterized in that that the inlet opening (s) (13) of the intake duct or the intake ducts (12) with Passage grids (14) for the water is or are covered. 19. Ship drive according to claim 1 and / or 15, with at the front Propeller (s) arranged in the ship half, characterized in that the jacketed Propeller or the jacketed propeller (3) under the one in the area of the ship's bow (11) located part (15a) of the fuselage floor is or are arranged and that this floor part (15a) is higher than the middle fuselage floor (15b) Level is located. 20. Ship drive according to claim 1 and / or 15, with at the rear Propeller (s) arranged in the ship half, characterized in that the jacketed Propeller or the jacketed propeller (3) under the one in the area of the ship's stern (16) located part (15c) of the bottom of the fuselage, separately from the rudder (17), is arranged or are and that this bottom part (15c) opposite the middle The fuselage floor (15b) is at a higher level in a manner known per se. 21. Ship propulsion system according to claim 1 and 20, characterized in that that the jacketed propeller or the jacketed propeller (3) in front of the rudder (17) is arranged or are. 22. Ship propulsion system according to claim 1 and 20, characterized in that that on both sides of the propeller or the propeller (3) protective walls (18) in the longitudinal direction of the ship are arranged. 23. Combined ship propulsion, characterized in that in the area of the ship's bow (11) and one drive unit each in the area of the ship's stern (16) with the features of claim 1 and with features of one or more of the Claims 2 to 22 is arranged. 24. Combined ship propulsion system according to claim 23, characterized in that that the front and the rear drive unit during operation by one shared diesel-electric or diesel-hydraulic unit supplied with energy will. 25. Ship propulsion, consisting of one or more pivotable Propellers that are wholly or partly in an upwardly curved and self arranged downwardly widening frustoconical recess of the ship's hull is or are, this recess being in the front half of the fuselage, characterized in that one or more intake ducts from the bow area of the ship Suction channels (12) to the recess (9) leads or lead and that of the recess (9) lead two outflow channels (19) to the two fuselage side walls (20). 26. Ship propulsion system according to claim 25, characterized in that at the straight-ahead travel (main travel) of the ship the thrust nozzles (4 ') of the jacketed Propeller or the jacketed propeller (3) directed into the two outflow channels (19) are. 27. Ship propulsion system according to claim 25, characterized in that the lower, horizontal opening of the recess (9) through a base plate (21) partially is locked. 28. Ship propulsion according to claim 25 and 27, characterized in that that the lower bearing of the axle (1) or the bearing (7) of the bottom of the casing ring (2) of the propeller (3) located stub axle (1X) in or on the base plate (21) is attached. 29. Ship propulsion system according to claim 25, characterized in that the Inlet openings (13) of the suction channels (12) and / or the mouth openings (22) of the two outflow channels (19) in the fuselage side walls (20) by slides or Flaps are lockable. 30. Ship propulsion, consisting of one or more pivotable Propellers that are wholly or partly in an upwardly curved and self arranged downwardly widening truncated cone-like recess of the ship's hull is or are, this recess being located in the stern area of the ship's hull, characterized in that from the rear region of the recess (9) at least a flow channel (23) leads to the stern wall (24) of the ship's hull (10) through which the propulsion jet of the propeller when the ship is traveling straight ahead (main voyage) (3) flows off or the propulsion jets of the propellers flow off. 31. Ship propulsion system according to claim 30, characterized in that within the recess (9) several jacketed propellers on a vertical or approximately vertical and rotatable or pivotable axis (1) are attached, or that in in a manner known per se, a jacketed propeller (3) on such an axis (1) is attached. 32. Ship propulsion system according to claim 30, characterized in that the has downwardly widening recess (9) oval horizontal sections and that the long axes of these oval horizontal sections with the ship's longitudinal axis coincide or roughly coincide. 33. Ship propulsion system according to claim 30, characterized in that the Angle (in) that the side wall of the recess (9) in the vertical longitudinal section of the Ship with the horizontal, is smaller than the angle (ß1)), which the side walls of the recess (9) in the vertical cross section laid through the axis (1) inline with the horizontal. 34. Ship propulsion system according to claim 30, characterized in that the both side walls (25) of the flow channel (23) in the horizontal sections to Converge towards the rear wall (24). 35. Ship propulsion system according to claim 30, characterized in that the both side walls (25) of the flow channel (23) steadily in the horizontal sections merge into the side walls of the recess (9). 36. Ship propulsion system according to claim 30, characterized in that the The flow channel (23) is open or partially open at the bottom and its The height roughly coincides with the height of the recess (9). 37. Ship propulsion system according to claim 30, characterized in that the Axis of rotation of the propeller (3) or the axes of rotation of the propeller in itself known way has a horizontal or approximately horizontal position or have. 38. Ship drive according to claim 30, characterized in that the vertical and rotatable or pivotable axis (1) with its lower end in a bearing (7) is mounted or that the stub axle fastened at the bottom of the casing ring (2) (1X) is stored in a bearing (7). 39. Ship propulsion system according to Claim 30 and 38, characterized in that that the lower bearing (7) of the vertical and rotatable or pivotable axis (1) or the bearing (7) of the stub axle (1X) is attached to a holding structure (8XX) is, which is supported on the ship's hull (10). 40. Ship propulsion system according to claim 30, characterized in that at the backward movement of the ship the propulsion water to the jacketed propeller (3) resp. flows to the jacketed propellers through the flow channel (23).