EP3353049B1 - Procédé et agencement permettant de man uvrer un navire - Google Patents

Procédé et agencement permettant de man uvrer un navire Download PDF

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Publication number
EP3353049B1
EP3353049B1 EP15770868.6A EP15770868A EP3353049B1 EP 3353049 B1 EP3353049 B1 EP 3353049B1 EP 15770868 A EP15770868 A EP 15770868A EP 3353049 B1 EP3353049 B1 EP 3353049B1
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EP
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Prior art keywords
tunnel
thrust
thruster
rotational speed
thrusters
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EP15770868.6A
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German (de)
English (en)
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EP3353049A1 (fr
Inventor
Robert De Lange
Albert DROST
Norbert BULTEN
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Wartsila Netherlands BV
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Wartsila Netherlands BV
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B63H25/04—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring automatic, e.g. reacting to compass
    • B63H2025/045—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring automatic, e.g. reacting to compass making use of satellite radio beacon positioning systems, e.g. the Global Positioning System [GPS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B63H2025/425—Propulsive elements, other than jets, substantially used for steering or dynamic anchoring only, with means for retracting, or otherwise moving to a rest position outside the water flow around the hull

Definitions

  • the present invention relates to a method for maneuvering a marine vessel in accordance with the preamble of claim 1.
  • tunnel thrusters arranged in the hull of the marine vessel transverse to the longitudinal direction of the marine vessel.
  • the purpose of such tunnel thrusters is to move the marine vessel or an end thereof sideways for, for instance, docking or dynamic positioning purposes.
  • the propeller used in such tunnel thrusters may be either a fixed pitch propeller (FPP) or a controllable pitch propeller (CPP).
  • FPP fixed pitch propeller
  • CPP controllable pitch propeller
  • a typical feature of a fixed pitch propeller (FPP) is that its direction of rotation has to be changed for changing the direction of flow in the thruster tunnel.
  • the changing of the flow direction in the tunnel of a CPP is done by changing the pitch of the propeller whereby the direction of rotation of the propeller may be maintained. Thereby the steering force or thrust is dependent on both the pitch angle and the rotational speed of the CPP.
  • the tunnel thruster has always a preferred direction of operation where the efficiency of the propeller is at its best.
  • the tunnel thrusters are arranged in the hull of the marine vessel such that their preferred directions of operation are opposite, the applicable steering forces in both directions are equal.
  • tunnel thruster only one tunnel thruster needs to be used in light maneuvering tasks, i.e. the active one that may be used in its preferred direction of operation.
  • the other tunnel thruster may be considered a passive spare tunnel thruster or a tunnel thruster that is used in hard maneuvering tasks, though opposite to its preferred direction of operation.
  • an object of the present invention is to aim at optimization in maneuvering a marine vessel taking into account a number of different aspects relating to the use of a tunnel thruster in steering and maneuvering a marine vessel.
  • the word 'maneuvering' is to be understood broadly to cover any intended relative movement of the marine vessel, its aft or its bow in sideways direction.
  • each time at least one tunnel thruster arranged in the hull of the marine vessel transverse to the centreline of the hull is producing thrust the operation is called 'maneuvering'.
  • Another object of the present invention is to find an overall economical method for maneuvering a marine vessel.
  • Yet another object of the present invention is to aim at minimizing the use of tunnel thrusters in a direction opposite to their preferred direction.
  • a further object of the present invention is to improve the accuracy of the maneuvers, especially in view of small-scale movements.
  • a yet further object of the present invention is to minimize the creation of additional noise and vibration when maneuvering a marine vessel.
  • a method of maneuvering a marine vessel comprising the steps of, delivering, when no maneuvering action is desired, a constant equal positive thrust by both the first and the second tunnel thrusters of the at least two tunnel thrusters, and, increasing, when a maneuvering action is desired, the rotational speed of the first tunnel thruster to increase the positive thrust of the first tunnel thruster of the at least two tunnel thrusters
  • the present invention when solving at least one of the above-mentioned problems, also brings about a number of advantages, of which a few has been listed in the following:
  • Figure 1 illustrates schematically a marine vessel 10 provided at its bow with two tunnel thrusters 12 and 14 having drive units 16 and 18 and propellers 20 and 22, the propellers being arranged such that their preferred directions of operation are opposite.
  • the tunnel thrusters have been positioned such that their axis is at right angle to the centerline of the hull of the marine vessel. If it is assumed that the preferred direction of operation of a propeller is to draw water past the drive unit, the tunnel thruster 12 is, when operating in its preferred direction, pushing the bow of the marine vessel to the port direction, i.e. to the left, and the tunnel thruster 14 to starboard direction or right, i.e. in the directions opposite to the arrows showing the direction of water flow through the tunnel thrusters.
  • the following description discusses the present invention by using the tunnel thruster arrangement of Figure 1 as a preferred tunnel thruster arrangement of the present invention. However, it has to be understood that the number of tunnel thrusters in a tunnel thruster arrangement may be more than two, too.
  • the starting point of the present invention is the fact that a vast majority of the maneuvering tasks of marine vessels are small-scale tasks where the demand for thrust is relatively low, less than 30 % of the maximal available thrust. Such tasks include, among others, dynamic positioning applications, which mean keeping the marine vessel in place irrespective of wind, wave and/or water current conditions. From efficiency point of view fixed pitch propellers are preferred choices for the tunnel thrusters as their construction is simpler than that of controllable pitch propellers, whereby the investment in such tunnel thrusters is lower.
  • the fixed pitch propeller is more energy efficient than the controllable pitch propeller.
  • the chart of Figure 2 compares the power (y- axis) required from the drive unit (for example an electric motor) to produce the thrust (x- axis) required by a tunnel thruster.
  • the power required by the tunnel thruster having a controllable pitch propeller (CPP) represented by curve A is some 6% higher than that required by the tunnel thruster having a fixed pitch propeller (FPP) represented by curve B.
  • CPP controllable pitch propeller
  • FPP fixed pitch propeller
  • the curves A and B start departing such that the curve B representing the power consumption of a tunnel thruster having a FPP propeller narrows to 0 % when the required load narrows to 0 %.
  • the curve A representing the tunnel thruster having a CPP propeller stays above 25% power consumption, whereby the difference in required power at low required thrust is enormous, i.e. the power requirement of the CPP- type tunnel thruster is of the order of 10- fold compared to that of a FPP- type tunnel thruster.
  • the main cause for the higher power consumption of the CPP- type tunnel thruster is that its operating principle is to change the thrust by adjusting the propeller blade angle, whereby even if the blade angle is almost 0 degrees the propeller is still rotating and thus consuming energy.
  • the higher power consumption at higher thrusts is based on the fact the hydrodynamic design of a CPP is not as optimal as that of an FPP, partly because of the CPP- blade design that has to take into account changing blade angles and cannot therefore be designed to be optimal for a single blade angle, and partly because of a larger hub of a CPP- type tunnel thruster housing the pitch deflection mechanism of the blades.
  • the operating principle of the FPP- type tunnel thruster is, on its part, to adjust the thrust by changing the rotational speed of the propeller, whereby, naturally, the power consumption decreases with the decreasing rotational speed as the thrust demand gets lower.
  • the propeller blades may be designed to be hydro-dynamically more optimal as the blade angle is fixed.
  • Figure 3 illustrates the basic case, i.e. a traditional, prior art way of running two FPP- type tunnel thrusters
  • Figure 4 compares the power consumption between the FPP-type tunnel thrusters run as shown in Figure 3 and CPP- type tunnel thrusters
  • Figure 5 shows the effect of thrust demand to the rotational speed of a FPP- type tunnel thruster.
  • Figure 3 is a chart where the X- axis represents the thrust demand for both tunnel thrusters in percentage units of maximum available combined thrust of the two tunnel thrusters and Y- axis the thrust delivery of a single tunnel thruster in percentage units of maximum available thrust delivery of the single tunnel thruster.
  • the graphs of the two tunnel thrusters are positioned one on top of another such that, for instance, when total thrust demand is 50 %, both tunnel thrusters are run such that they deliver 50 % of their maximum thrust.
  • the positive or negative values in the thrust demand mean thrust maneuvering the marine vessel or the aft or the bow thereof in port or starboard direction.
  • the positive and negative values in thrust delivery indicate the thrust value of a single tunnel thruster.
  • Positive value means thrust in the preferred direction of operation of the FPP- propeller and negative value means thrust in a direction opposite to the preferred direction of operation of the FPP- propeller.
  • the preferred direction may be taken as the direction where the propeller draws water past the drive unit of the tunnel thruster.
  • the scale on the Y- axis i.e. positive values above the X- axis and negative therebelow, represents the thrust of the first tunnel thruster shown by graph C, whereas the scale for the second tunnel thruster represented by graph D is the opposite, i.e. positive values below X- axis and negative thereabove (this is better visible in connection with Figure 6 ).
  • the combined thrust delivery of the two tunnel thrusters is a linear function of the thrust demand of a single tunnel thruster. This means, in practice, that, in order to deliver the desired thrust in one direction, i.e.
  • one tunnel thruster is run at a desired relative thrust in its preferred direction of operation producing a positive thrust and the other at the same desired relative thrust in a direction opposite to its preferred direction of operation producing a negative thrust.
  • Combined thrust (Thrust of the first tunnel thruster- Thrust of the second tunnel thruster)/2 (the minus- sign taking into account the opposite preferred directions of operation of the tunnel thrusters).
  • the equation, by dividing the "Thrust of the first tunnel thruster - Thrust of the second tunnel thruster"- factor by two, takes into account the fact that the combined thrust of the two tunnel thrusters is in fact at its highest 200%, whereby to be able to use 100% relative thrust as the highest relative combined thrust value, the factor has to be divided by two.
  • the first tunnel thruster is the one creating positive thrust to a direction moving the marine vessel or the aft or the bow thereof to starboard direction
  • the second tunnel thruster the one creating positive thrust to a direction moving the marine vessel or the aft or the bow thereof to port direction. I.e. thereby the positive combined thrust moves the marine vessel or the aft or the bow thereof to starboard direction and negative combined thrust to port direction
  • Figure 4 shows, in line with Figure 2 , how, throughout the full range of thrust demand (X- axis), the power consumption (Y- axis) of a CPP- type propeller (graph CPP) is higher than that of an FPP- type propeller (graph FPP).
  • the third graph (PR) illustrates the power reduction in percentage units when using FPP- type propellers in place of CPP- type propellers. It may be seen that the power reduction is, naturally, at its highest at the area where the thrust demand is between -50% and +50%, i.e. at the area typical for dynamic positioning applications. Again, the overall power reduction over the entire range of thrust demand (-100% ... +100%) is 34%.
  • Figure 5 illustrates the rotational speed (Y- axis) of the FPP- type tunnel thruster as a function of combined thrust demand (X- axis). It is easily seen that the rotational speed does not correlate linearly to the thrust demand, but especially near the origin quite a high change in rotational speed is required to effect a small change in the thrust.
  • the present invention suggests running the tunnel thrusters such that, at low or zero maneuvering action, two tunnel thrusters of the at least two tunnel thrusters deliver positive thrust, i.e. thrust in their preferred direction of operation, and, for a significant part of the operation, i.e. in a maneuvering action, of the at least two tunnel thrusters one tunnel thruster is responsible for the thrust delivery for the desired maneuvering.
  • a first novel and inventive way to correct the problem discussed above is to be prepared to change the direction of movement of the marine vessel, its bow or its aft at the low thrust area, i.e.
  • a second novel and inventive way is to run the tunnel thrusters at different rotational speeds and, by doing that, to adjust the direction in which the actual or relative movement of the marine vessel, its bow or aft takes place.
  • Figure 6 illustrates the running scheme of the at least two of tunnel thrusters in accordance with the first preferred embodiment of the present invention in a thrust demand - thrust delivery chart in the manner the running scheme of prior art was illustrated in Figure 3 .
  • Figure 6 is a chart where the X- axis represents the thrust demand for both tunnel thrusters in percentage units of maximum available combined thrust of the two tunnel thrusters and Y- axis the thrust delivery of a single tunnel thruster in percentage units of maximum available thrust delivery of the single tunnel thruster.
  • the chart shows the graphs of the two tunnel thrusters are positioned one on top of another outside the thrust demand of +45 % and -45 % and separate therebetween.
  • the positive or negative values in the thrust demand mean thrust maneuvering the marine vessel or the aft or the bow thereof in port or starboard direction.
  • the positive and negative values in thrust delivery indicate the thrust value of a single tunnel thruster.
  • Positive value means thrust in the preferred direction of operation of the first FPP- propeller and negative value means thrust in a direction opposite to the preferred direction of operation of the first FPP- propeller.
  • the preferred direction may be taken as the direction where the propeller draws water past the drive unit of the tunnel thruster.
  • the scale on the Y- axis i.e.
  • the chart may also be understood as follows.
  • the first tunnel thruster represented by graph T1 rotates in its preferred direction of operation delivering positive thrust and the second tunnel thruster represented by graph T2 in a direction opposite to its preferred direction of operation delivering negative thrust.
  • the second tunnel thruster rotates in its preferred direction of operation delivering positive thrust and the first tunnel thruster in a direction opposite to its preferred direction of operation delivering negative thrust, naturally.
  • the "dominating" or active tunnel thruster is the first tunnel thruster, i.e.
  • the first tunnel thruster is responsible for that the marine vessel, its bow or its aft moves in the direction that the positive thrust produced by the preferred direction of rotation of the first tunnel thruster moves it.
  • the second tunnel thruster unit by being turned to rotate in a direction opposite to its preferred direction starts assuming responsibility by aiding in moving the marine vessel, its bow or its aft by the negative thrust it produces in addition to the positive thrust of the first tunnel thruster.
  • the "dominating" tunnel thruster is the second tunnel thruster, i.e. the marine vessel, its bow or its aft moves in the direction that the positive thrust produced by the preferred direction of rotation of the second tunnel thruster moves it.
  • the first tunnel thruster by being turned to rotate in a direction opposite to its preferred direction starts assuming responsibility by aiding in moving the marine vessel, its bow or its aft by the negative thrust it produces.
  • the at least two tunnel thrusters are run such that when, for instance in dynamic positioning, no movement in either direction is desired, i.e. the true thrust demand is 0, both tunnel thrusters are set to deliver a predetermined positive thrust, for instance 5% to 10% of its maximum capability in their preferred direction (here 5% set point shown), whereby the equal positive thrust forces acting in opposite directions overrule one another.
  • a predetermined positive thrust for instance 5% to 10% of its maximum capability in their preferred direction (here 5% set point shown)
  • one of the tunnel thrusters is turned to be an active tunnel thruster (by increasing its rotational speed) the other one (from hereon a second tunnel thruster) remaining a passive or idling one (the rotational speed staying constant).
  • the second tunnel thruster is taken into action by first decelerating its rotational speed to zero, by turning it to rotate in the direction opposite its preferred direction and thus turning the water flow in the thruster tunnel in opposite direction and finally raising the speed of the second tunnel thruster so that it delivers a share of its maximum thrust equal to that of the first tunnel thruster.
  • the latter action means that the rotational speed or the positive thrust delivery of the first tunnel thruster has to be reduced in a corresponding manner so that the total or combined thrust delivered by the two tunnel thrusters remains on the diagonal of the chart.
  • Figure 7 illustrates the effect of the change in the tunnel thruster running scheme on the power consumption of the tunnel thrusters.
  • the use of the FPP- type tunnel thrusters are compared to CPP- type tunnel thrusters.
  • the power consumption of the FPP- type tunnel thruster remains below that of the CPP- type tunnel thruster except for the area of about 40 % or -40% thrust demand where the power reduction graph (PR) turns to negative.
  • PR power reduction graph
  • Figure 8 illustrates the rotational speed (y- axis) of the FPP- type tunnel thruster run in accordance with the scheme of Figure 6 as a function of total or combined thrust demand (x- axis).
  • line L shows that in accordance with the running scheme of Figure 6 to reach the desired total thrust of +15%, the first tunnel thruster T1 needs to be run at 60% of its full speed and tunnel thruster T2 at about 22% of its full speed.
  • the delivered thrust of +35% (see Figure 6 ) of the first tunnel thruster T1 requires the + 60% rotational speed
  • the delivered thrust of +5% (see Figure 6 ) of the second tunnel thruster T2 requires the + 22% rotational speed.
  • both tunnel thrusters are maintained at an equal positive value of about 20 % to 25 % of the full speed value of the tunnel thrusters.
  • the positive value meaning that the tunnel thrusters are rotated in their preferred direction and they produce a positive thrust.
  • Such a rotational speed of the tunnel thruster produces some 5% - 10% positive thrust (see Figure 6 ) of the maximum available thrust from the tunnel thruster.
  • the term positive thrust means thrust created by a tunnel thruster rotating in its preferred direction.
  • the rotational speed of one of the tunnel thrusters is increased while keeping the rotational speed of the second tunnel thruster T2 constant. If the first tunnel thruster T1 reaches its predetermined borderline value for the thrust demand (shown in Figure 6 ) the second tunnel thruster T2 is taken to participate the thrust delivery. First the rotational speed of the second tunnel thruster T2 is decelerated to 0 whereby the positive thrust of the second tunnel thruster T2 reduces to 0 and no more acts against the positive thrust of the first tunnel thruster T1.
  • the rotational direction of the second tunnel thruster T2 is changed and it starts to create a negative thrust, which has the same direction as the positive thrust of the first tunnel thruster T2.
  • the rotational speed of the first tunnel thruster T1 may be reduced and its share of the thrust creation reduced to meet that of the second tunnel thruster T2 at about 45 % thrust demand.
  • the rotational speeds of both tunnel thrusters are changed equally.
  • FIG 9 illustrates a running scheme of the tunnel thrusters in accordance with a second preferred embodiment of the present invention.
  • the functional differences may be seen in the graphs T3 and T4, where all "corners" of the graphs T1 and T2 of Figure 5 are rounded.
  • this means smoother operation of the tunnel thrusters and less noticeable accelerations or decelerations in the sideways movement of the marine vessel. Additionally, it reduces the stresses subjected to the various components in the tunnel thruster arrangements, especially the blades, gears wheels and the drive units.
  • Figure 10 illustrates the effect of the change in the tunnel thruster running scheme on the power consumption of the tunnel thrusters.
  • the power reduction graph (PR) remains positive over the full operating range of the tunnel thrusters.
  • Figure 11 illustrates the rotational speed (Y- axis) of the FPP- type tunnel thruster run in accordance with the scheme of Figure 9 as a function of thrust demand (X- axis). If compared to the representation of Figure 9 at origin, i.e. a position where the thrust demand is 0 the rotational speeds of both tunnel thrusters are maintained at an equal positive value of about 30 % to 35 % of the full speed value of the tunnel thrusters. The positive value meaning that the tunnel thruster is rotated in its preferred direction. Such a rotational speed of the tunnel thruster produces about 10% positive thrust of the maximum available thrust from the tunnel thruster (see Figure 9 ). Likewise, the term positive thrust means thrust created by a tunnel thruster rotating in its preferred direction.
  • the rounding of the corners in the running scheme of Figure 9 is accomplished by, when moving away from the origin, simultaneously increasing the rotational speed of the first tunnel thruster T3 and decreasing the rotational speed of the second tunnel thruster T4.
  • the rotational speed of the second tunnel thruster T4 is only decelerated to a value of about 20 - 25 % with a certain thrust demand/delivery and thereafter kept constant up to a situation where the combined thrust demand has raised to its borderline value
  • the running scheme of the tunnel thrusters continues substantially as presented and explained in connection with the first preferred embodiment.
  • the present invention brings about a number of advantages when compared to prior art. Firstly, for a majority of the true operating or maneuvering range of the tunnel thrusters (here between -40% and +40% combined thrust demand) the direction of rotation of the propellers of the tunnel thruster is not changed. Only in very exceptional cases combined thrust of more than +/- 40% is needed. In practice, this means that the volume flow in the thruster tunnels is not normally changed, which equals to reduced energy consumption, noise and vibration. Also, drive or gearbox, which runs almost always in the same direction may be considered as an advantage as the currently applied load reduction to 70% for the gears, based on the idling gear approach, might be increased to 90%.
  • the running schemes may vary a great deal within the coverage of the present invention. For instance, it is possible to increase or reduce the maximum thrust delivery a single tunnel thruster is allowed produce before a second tunnel thruster is turned to assist a first one with a thrust in the same direction. It is also possible to reduce or increase the "idle" positive thrust where the tunnel thrusters function with the same thrust but in opposite directions. Also, the constant low positive thrust of the "passive" tunnel thruster may be increased or reduced from the values shown in the two presented preferred embodiments. Furthermore, it is obvious that the number of tunnel thrusters used in the arrangement of the present invention may be more than two.
  • tunnel thrusters appear in pairs whereby there are two equal pairs of tunnel thrusters, one pair having its preferred direction of operation in port direction and the other pair in starboard direction. In such a case each pair may be run like a single tunnel thruster of the above embodiments. In another case, one tunnel thruster of one pair may be run individually with another tunnel thruster of another pair in the manner of the above embodiments.
  • a further option is a case where there are three tunnel thrusters so that there are two smaller tunnel thrusters and a larger one. In such a case the two smaller ones may have their preferred direction of operation in one direction and the larger one in the opposite direction. Now the two smaller ones may be run either one at a time or together.
  • the smaller tunnel thrusters may be considered as one tunnel thruster and the larger one as the other tunnel thruster and driven in the manned of the above embodiments.
  • the two first mentioned tunnel thrusters may be run as discussed in the earlier embodiments.
  • Figure 12 illustrates the arrangement for maneuvering a marine vessel in accordance with a preferred embodiment of the present invention.
  • the arrangement comprises the pair of tunnel thrusters 30 and 32 each tunnel thruster having the drive unit and the fixed pitch propeller.
  • the drives of the tunnel thrusters 30 and 32 are coupled to a control unit 34 for adjusting the rotational speed of the tunnel thrusters 30 and 32.
  • the control unit 34 is part of a propulsion control system 36 of the marine vessel, which may be controlled either automatically, for instance by the dynamic positioning system 38, or manually 40 by means of a lever.
  • Figure 13 illustrates an exemplary embodiment for a manual control of the rotational speed of the tunnel thrusters.
  • the x- axis of the chart represents the control lever position from port (left) to starboard (right) and the y- axis the relative rotational speed of the propellers of the tunnel thrusters.
  • the solid line represents the first tunnel thruster and the dashed line the second tunnel thruster.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Earth Drilling (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Lining And Supports For Tunnels (AREA)

Claims (11)

  1. Procédé de manœuvre d'un navire maritime, le navire maritime ayant une coque avec une ligne médiane longitudinale et au moins deux propulseurs transversaux agencés dans la coque à angles droits par rapport à la ligne médiane longitudinale, chaque propulseur transversal ayant une hélice à pas fixe (FPP) avec une vitesse de rotation dans une direction de rotation préférée pour délivrer une poussée positive, la poussée positive d'un premier propulseur transversal desdits au moins deux propulseurs transversaux ayant une direction opposée à celle d'un deuxième propulseur transversal desdits au moins deux propulseurs transversaux, le procédé comprenant les étapes
    a) de fourniture, quand aucune action de manœuvre n'est désirée, d'une poussée positive égale constante par les premier et deuxième propulseurs transversaux desdits au moins deux propulseurs transversaux, et
    b) d'augmentation, quand une action de manœuvre est désirée, de la vitesse de rotation du premier propulseur transversal pour augmenter la poussée positive du premier propulseur transversal desdits au moins deux propulseurs transversaux.
  2. Procédé de manœuvre d'un navire maritime selon la revendication 1, caractérisé, lors de l'application de l'étape b), par le maintien de la poussée positive du deuxième propulseur transversal desdits au moins deux propulseurs transversaux en maintenant sa vitesse de rotation constante.
  3. Procédé de manœuvre d'un navire maritime selon la revendication 1, caractérisé, lors de l'application de l'étape b), par la réduction de la vitesse de rotation du deuxième propulseur pour réduire la poussée positive du deuxième propulseur transversal desdits au moins deux propulseurs transversaux.
  4. Procédé de manœuvre d'un navire maritime selon la revendication 1, caractérisé, lors de l'application de l'étape b), par la réduction de la vitesse de rotation du deuxième propulseur transversal à une valeur comprise entre sa valeur d'origine et zéro pour réduire la poussée positive du deuxième propulseur transversal desdits au moins deux propulseurs transversaux tout en maintenant une poussée positive.
  5. Procédé de manœuvre d'un navire maritime selon l'une quelconque des revendications précédentes, caractérisé, lors de l'application de l'étape b), soit par l'augmentation de la vitesse de rotation du premier propulseur transversal à un niveau prédéterminé pour fournir une poussée positive, soit par l'augmentation de la vitesse de rotation du premier propulseur transversal pour fournir une poussée positive prédéterminée.
  6. Procédé de manœuvre d'un navire maritime selon la revendication 5, caractérisé, quand le premier propulseur transversal a atteint soit sa vitesse de rotation prédéterminée, soit sa poussée positive prédéterminée, par l'actionnement du deuxième propulseur transversal pour réduire sa vitesse de rotation.
  7. Procédé de manœuvre d'un navire maritime selon la revendication 6, caractérisé par l'actionnement du deuxième propulseur transversal pour réduire sa vitesse de rotation
    i. en réduisant d'abord sa vitesse de rotation à zéro, et
    ii. en augmentant ensuite sa vitesse de rotation en direction opposée pour fournir une poussée négative.
  8. Procédé de manœuvre d'un navire maritime selon la revendication 7, caractérisé, de manière simultanée lors des étapes i) et ii), par la réduction de la vitesse de rotation du premier propulseur transversal pour réduire la poussée positive qu'il fournit.
  9. Procédé de manœuvre d'un navire maritime selon la revendication 7, caractérisé, de manière simultanée lors des étapes i) et ii), par le maintien de la vitesse de rotation du premier propulseur transversal pour maintenir la poussée qu'il fournit constante.
  10. Procédé de manœuvre d'un navire maritime selon la revendication 8, caractérisé par le réglage de la poussée positive du premier propulseur transversal et de la poussée négative du deuxième propulseur transversal à des valeurs égales.
  11. Procédé de manœuvre d'un navire maritime selon la revendication 10, caractérisé, si plus de poussée est souhaitée, par l'augmentation égale de la vitesse de rotation des premier et deuxième propulseurs transversaux pour augmenter de manière égale la poussée qu'ils fournissent.
EP15770868.6A 2015-09-25 2015-09-25 Procédé et agencement permettant de man uvrer un navire Active EP3353049B1 (fr)

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FI128947B (en) * 2018-12-21 2021-03-31 Rolls Royce Marine As HULLER ARRANGEMENT FOR A SHIPHOOD AND A PROCEDURE AND A CONTROL MODULE FOR MANUFACTURE OF A SHIP
CN113573976B (zh) * 2019-03-20 2024-07-09 科派克系统公司 用于控制船用混合动力系统的方法
CN110182343A (zh) * 2019-07-15 2019-08-30 哈工大机器人（岳阳）军民融合研究院 无人船

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DE2423468C3 (de) * 1974-05-14 1980-10-09 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Querstrahl-Steueranlage für Wasserfahrzeuge
JPH0651A (ja) * 1991-03-01 1994-01-11 Shoichi Ozaki 菓子原材料の製法
US5289793A (en) * 1992-04-17 1994-03-01 Omnithruster Inc. Heliconic thruster system for a marine vessel
GB0008763D0 (en) * 2000-04-10 2000-05-31 Lewmar Ltd Thruster
KR20110069916A (ko) * 2009-12-18 2011-06-24 현대중공업 주식회사 선박 스러스터의 터널
KR20130002924U (ko) * 2011-11-08 2013-05-16 현대중공업 주식회사 회전식 개폐막을 구비한 선수 쓰러스터
KR20140006031U (ko) * 2013-05-22 2014-12-02 현대중공업 주식회사 선박용 가변식 스러스터
KR20150100222A (ko) * 2014-02-25 2015-09-02 현대중공업 주식회사 연료 소비 저감을 위한 선박

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WO2017050386A1 (fr) 2017-03-30
KR101881725B1 (ko) 2018-08-27
CN108137146A (zh) 2018-06-08
KR20180049113A (ko) 2018-05-10
CN108137146B (zh) 2019-08-30
EP3353049A1 (fr) 2018-08-01

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