KR102398851B1 - A hull structure for integration with a ship's hull, and a method and thruster control module for steering a ship - Google Patents

Abstract

A hull structure (10) for integration with the hull (2) of a ship (1), a method for steering the ship (1), and a thruster control module (1600) are disclosed. The hull structure 10 includes a through hole 14 that extends through the hull structure 10 in the transverse direction 34 . The hull structure 10 is adapted to receive the at least one thruster unit 41 , 42 in the through hole 14 . The hull structure 10 includes a forward hull portion 50 defining a through hole 14 in a forward direction 30 . The forward hull portion 50 tapers in the aft direction 32 in a cross section 60 perpendicular to the main plane 20 and parallel to the aft direction 32 . Also, the fore hull portion 50 has a forward length 52 in cross section 60 in the aft direction 32 that is greater than 1/4 of the maximum forward width 54 of the fore hull portion 50 in cross section 60 . have A computer program and carrier corresponding to a method of steering a ship are also disclosed.

Description

A hull structure for integration with a ship's hull, and a method and thruster control module for steering a ship

The present invention relates to marine technology. In particular, a hull structure for integration with the hull of a ship, a method and a thruster control module for steering a ship including the hull structure described above are disclosed. In addition, a computer program and a carrier corresponding to a method of steering a ship are disclosed.

In ship technology, there is a method for improving the maneuverability of a ship. Improved maneuverability may reduce or even eliminate the need for tugs in ports, for example. Accordingly, large ships may often be equipped with more than one bow thruster, each bow thruster being disposed in a respective transverse tunnel passing through the ship's hull.

An exemplary known method for improving steering performance is disclosed in document DE1113383. More specifically, the document discloses an auxiliary control device for a ship using a bow propeller pivotable from the longitudinal direction of the ship about a vertical axis. The propeller and the drive motor connected thereto form a pivot unit arranged in the corresponding opening of the ship's hull. When the bow propeller is in a central position behind the bow bulb forward, the pivot unit forms part of the hull shape. A disadvantage of this known approach is that in many cases the efficiency of the auxiliary control may not be sufficient, perhaps due to unfavorable flow dynamics.

In addition, some known vessels have a so-called limp home mode, which allows the vessel to enter port through a separate emergency engine when the main propulsion engine malfunctions. Some ships may have two or more completely separate propulsion systems to increase reliability.

However, independent propulsion systems are expensive to maintain and cost. To reduce maintenance and cost, a vessel may include only one propulsion engine or propulsion system, in which case failure would render the vessel completely unusable. The downside, then, would be that the only way to safely bring a ship into port is with the help of a tugboat. Another disadvantage is that tugs can be expensive and, as is commonly seen in ports, if the vessel is far from the nearest tug, there can be significant waiting time before the tugboat arrives at the vessel. During the waiting time, the vessel may drift out of control and, in the worst case, hit another vessel or run aground.

It may be an object of the present invention to overcome or at least alleviate one or more of the aforementioned and/or other disadvantages.

According to one aspect of the invention, this or other objects may be achieved by a hull structure according to the appended independent claims.

Accordingly, a hull structure for integration with the hull of a ship is provided. The hull structure has a main plane, perpendicular to the main plane the transverse direction of the hull structure is defined, and parallel to the main plane the forward direction and the rear direction of the hull structure are defined.

The hull structure includes a through hole extending through the hull structure in a transverse direction. The hull structure is adapted to receive the at least one thruster unit in the through hole. In some embodiments, the through hole is elongated. The hull structure is therefore adapted to elongate the through hole. Thanks to the elongated through-holes, it may be possible to mount more than one thruster unit in the through-holes.

Moreover, the hull structure includes a forward hull portion defining a through hole in the forward direction. The forward hull portion tapers in the aft direction in a section perpendicular to the main plane and parallel to the aft direction. Additionally, the forward hull portion has, in cross section, a forward length in the aft direction that is greater than 1/4 of the maximum forward width of the forward hull portion in cross section.

Due to the tapering of the forward hull part, water flowing along the hull structure can be directed towards said at least one thruster unit when the vessel moves in a forward direction. More particularly, water may be directed into and through the through-holes, thereby allowing said at least one thruster unit to interact with the water. As a result, the at least one thruster unit can more efficiently steer the vessel by discharging the water thus received in an appropriate direction. Accordingly, the above object is achieved.

In some embodiments, the hull structure may be located at least partially below the design waterline of the vessel when the hull structure is integrated with the vessel. A hull structure may be one comprising a hull portion located below the design waterline of the vessel.

The forward hull portion may project a forward contour in cross-section. A tangent of the anterior contour along at least half of the anterior contour may represent an angle in cross-section of greater than 5 degrees with respect to the anterior direction. In some embodiments, the angle is less than 90 degrees, less than 60 degrees, less than 45 degrees, less than 30 degrees, and the like. Also, the angle may be greater than 10 degrees, 15 degrees, 20 degrees, or the like.

Also, the aft hull portion may project a rear contour in cross-section. A tangent of the posterior contour along at least half of the posterior contour may represent an angle in cross section of greater than 5 degrees with respect to the posterior direction. In some embodiments, the angle is less than 90 degrees, less than 60 degrees, less than 45 degrees, less than 30 degrees, and the like. Also, the angle may be greater than 10 degrees, 15 degrees, 20 degrees, or the like.

In some embodiments, the hull structure includes a rear hull portion defining a through hole in the aft direction. The aft hull portion may be tapered in a forward direction in cross-section, wherein the aft hull portion has in cross-section a rearward length in the forward direction greater than 1/4 of the maximum aft width of the aft hull portion. In this way, a flow of water into the through hole, for example towards the at least one thruster unit, can be facilitated when the vessel moves in the rearward direction. The aft hull part also improves the flow dynamics when the vessel moves in the forward direction.

The first surface of the forward hull portion may be seamlessly integrated with the outer hull surface of the hull structure. The first surface may be referred to as an “outer back surface” that faces back. Alternatively or additionally, the second surface of the aft hull portion may be seamlessly integrated with the outer hull surface of the hull structure. The second surface may be referred to as an “outer anterior surface” that faces forward. Thanks to the seamless integration, the streamlining of the hull structure can be improved.

The first surface may form at least one of a straight line, a convex curve, and a concave curve in cross-section. The second surface may form at least one of a straight line, a convex curve, and a concave curve in cross-section. As a result, the exterior anterior and/or posterior surfaces can be streamlined or at least substantially streamlined in shape, for example by combining one or more straight lines, convex curves and concave curves.

Thus, according to some embodiments, the forward hull portion is at least partially streamlined to facilitate and/or guide the flow of water towards at least one position in which the at least one water interaction device of the at least one thruster unit is located. If the flow of water towards the at least one location is improved, the efficiency of the at least one thruster unit can be improved when the vessel moves in a forward direction. As a result, the maneuverability of the ship is improved.

Similarly, the aft hull portion may be at least partially streamlined to promote and/or guide the flow of water towards at least one location in which the at least one water interaction device of the at least one thruster unit is located. Improving the flow of water towards the at least one location may improve the efficiency of the at least one thruster unit, regardless of whether the vessel is moving in a rearward direction. As a result, the maneuverability of the ship is improved.

The through hole may be obliquely elongated in the main plane, and the angle between the oblique direction and the forward direction is greater than zero, preferably upward relative to the forward direction. The angle may be less than 45 degrees, 25 degrees or 20 degrees depending on the shape of the hull structure. Preferably, the through hole is elongated in a flow direction defined by the water flow flowing along the hull structure when integrated with the vessel. Naturally, water flow occurs when the vessel moves forward in the water. The flow direction may generally depend on one or more of the speed of the vessel, the shape of the hull of the vessel, and the like.

In a preferred embodiment, the at least one thruster unit is rotatable about at least one axis of rotation perpendicular to the cross-section and located in the main plane.

In some embodiments, the at least one thruster unit is rotatable about at least one axis of rotation perpendicular to the cross-section.

The at least one thruster unit may further include a first thruster unit and a second thruster unit. The at least one rotation shaft includes a first rotation shaft and a second rotation shaft. The first and second thruster units are rotatable about first and second rotational axes, respectively. It is therefore advantageous that said at least one thruster unit can be oriented in any desired direction, for example in cross section. An advantage of said at least two thruster units may be that a more fine-tuned steering performance can be achieved compared to just one thruster unit.

According to some embodiments, the first thruster unit may be oriented in a rear starboard direction between a rearward direction and a first transverse direction in cross-section, and the second thruster unit may be oriented in a rearward direction and in a second transverse direction opposite to the first transverse direction. It can be oriented in the direction of the rear port between. The first and second transverse directions are perpendicular to the major plane of the hull structure. Due to the fact that both the first thruster unit and the second thruster unit are at least partially oriented in the rearward direction, the vessel can move in the forward direction at a limited speed. Thus, the first and second thruster units can be used in limp home mode, for example when the ship's main engine malfunctions.

In some embodiments, the at least one thruster unit and/or the hull structure is configured such that the at least one water interaction device of the at least one thruster unit rotates about the at least one axis of rotation while the at least one thruster unit rotates about the at least one axis of rotation. configured to remain within the outer contour of the hull structure. wherein the at least one thruster unit causes the at least one water interaction device of the at least one thruster unit to remain within the outer contour of the hull structure while the at least one thruster unit rotates about the at least one axis of rotation. and/or the hull structure is such that the at least one water interaction device of the at least one thruster unit remains within the outer contour of the hull structure while the at least one thruster unit rotates about the at least one axis of rotation. It means that it is applied to make it happen. Preferably, the entirety of said at least one thruster unit remains within the outer contour of the hull structure.

An advantage may be that the flow dynamics may be improved, for example, since at least the thruster unit has little or no portion located outside the outer contour to inhibit water flow past the through hole.

A further advantage may be that the risk of damaging the at least one thruster unit is reduced when the thruster unit is outside of the hull contour, for example when pointing in a transverse direction. Damage can usually result from a ship being stranded.

Said at least one thruster unit may be oriented in a forward direction or a rearward direction. In this way, the at least one thruster unit controls interaction with a flow of water passing through the at least one thruster unit when the vessel is advancing, for example at cruising speed, so that the at least one thruster unit moves forward or backward to be avoided, to a greater extent than possible when directed toward any other direction other than that.

A propeller blade of the at least one thruster unit may be capable of being feathered when the at least one thruster unit is forward facing. In this way the underwater resistance by the propeller blades can be reduced.

Alternatively, the propeller blades may be folded back to provide a reduced cross-section in the forward direction. In this way, the propeller blades can reduce the resistance as the at least one thruster unit moves forward through the water when not in use.

According to another aspect, there is provided a method performed by a thruster control module for steering a vessel comprising a hull structure according to any one of the embodiments herein. The at least one thruster unit includes a first thruster unit and a second thruster unit. The first and second thruster units are generally oriented in the same direction in cross-section during operation. Generally, the first and second thruster units are positioned at a distance from each other along a major plane, for example parallel to the major plane. Additionally, the first and second thruster units may be positioned along the aforementioned cross-section, for example parallel to the aforementioned cross-section. The at least one rotation shaft includes a first rotation shaft and a second rotation shaft. The first and second thruster units are rotatable about first and second rotational axes, respectively.

The thruster control module directs the first thruster unit in a rear starboard direction between a rearward direction and a first transverse direction in cross section. The thruster control module also directs the second thruster unit in a rear port direction between a rearward direction and a second transverse direction opposite the first transverse direction. The thruster control module further activates the first and second thruster units, whereby the vessel can move forward in a so-called limp home mode.

According to still another aspect, a computer program corresponding to the above method and a computer program carrier are provided.

According to yet another aspect, a hull structure for integration with the hull of a ship may be provided. The hull structure has a main plane, perpendicular to the main plane the transverse direction of the hull structure is defined, and parallel to the main plane the forward direction and the rear direction of the hull structure are defined. The hull structure includes a through hole extending through the hull structure in a transverse direction. The hull structure is adapted to receive at least one thruster unit in the through hole. The at least one thruster unit and/or the hull structure is configured such that the at least one water interaction device of the at least one thruster unit rotates about the at least one axis of rotation while the at least one water interaction device of the at least one thruster unit rotates around the outer contour of the hull structure. applied to remain within the

According to another aspect, a hull structure for integration with the hull of a ship may be provided. The hull structure has a main plane, perpendicular to the main plane the transverse direction of the hull structure is defined, and parallel to the main plane the forward direction and the rear direction of the hull structure are defined. The hull structure includes a through hole extending through the hull structure in a transverse direction. The hull structure is adapted to receive at least two thruster units in the through holes.

The advantage is that, thanks to the increased power of the at least two thruster units, the maneuverability of the vessel can be improved, while at the same time forming a compact unit in which the thruster units do not occupy valuable space and/or area of the hull structure. it will be that there is

Various aspects of the embodiments disclosed herein, along with their specific features and advantages, are set forth in the following detailed description and accompanying drawings.
1 is a side view illustrating an exemplary hull structure;
2 and 3 are cross-sectional views of an exemplary hull structure, the cross-section being horizontal and positioned as indicated by dashed line 60 in FIG. 1 .
4 is a cross-sectional view of an exemplary hull structure, the cross-section being oriented as indicated by dashed line 61 in FIG. 1 .
5 is a side view illustrating another exemplary hull structure.
6-13 are cross-sectional views of an exemplary hull structure, the cross-section being horizontal and positioned as indicated by dashed line 60 in FIG. 1 .
14A is a side view illustrating another exemplary hull structure.
Fig. 14b is a cross-sectional view of the hull structure of Fig. 14a;
Fig. 14c is another cross-sectional view of the hull structure of Fig. 1;
15 is a flowchart illustrating an exemplary method.
16 is a block diagram illustrating an exemplary thruster control module.

1 shows a hull structure 10 for integration with the hull 2 of a ship 1 . The hull 2 of the vessel 1 has an outer surface facing downward, partially downward, forward, partially forward, partially rearward, and on both the port and starboard sides of the vessel 1 , in the vicinity of or about it. includes

The imaginary major plane 20 of the hull structure 10 may be centered in the hull structure, for example in the transverse direction as described below. The imaginary main plane 20 or simply the main plane 20 can be vertical when the vessel 1 is submerged in still water.

The transverse direction 34 of the hull structure 10 is defined perpendicular to the main plane 20 . The transverse direction 34 may be directed towards the starboard or port side of the vessel 1 . This means that the transverse direction may comprise a first transverse direction and a second transverse direction for the vessel 1 when the hull structure 10 is integrated with the vessel 1 . When the hull structure 10 is integrated with the vessel 1 , the first transverse direction for the vessel 1 may be a port transverse direction and the second transverse direction may be a starboard transverse direction.

The forward direction 30 and the aft direction 32 of the hull structure 10 are defined parallel to the main plane 20 . More specifically, the forward and backward directions 30 , 32 may be horizontal when the vessel 1 is submerged in still water. Accordingly, the forward and rearward directions 30 , 32 may be parallel to the longitudinal direction of the vessel 1 or the hull structure 10 . The forward direction may refer to a straight forward direction of the vessel 1 . The forward direction 30 is opposite to the rearward direction 32 .

In summary, a major plane 20 of a typical elongated hull structure 10 defines a forward direction 30 , aft direction 32 , a port direction 34 and a starboard direction 36 of the hull structure 10 .

When the hull structure 10 is integrated with the vessel 1 , the hull structure 10 can be located at least partially below the design waterline 4 of the vessel 1 .

The hull structure 10 may include a hull portion 12 . The hull portion 12 may be located below the design waterline 4 of the vessel 1 when the hull structure is integrated with the vessel 1 . In other words, the hull portion 12 may be the hull body 12 . As is well known in the art, the design waterline, also known as the load line or summer load line, is the line at which the hull meets the water surface for a particular type and temperature of water when the ship is stationary in calm water, floating freely and loaded to its designed capacity. am. Design repairs may be marked on the hull by so-called Plimsoll lines. The flimsol line is the reference mark with a horizontal line crossing the circle. The horizontal line of the plimsol marker is at the same height as the design waterline and represents the maximum depth a vessel can safely submerge at the time of shipment to remain buoyant safely for a particular type and temperature of water, i.e. the legal limit within which a vessel can be loaded.

Moreover, the hull structure 10 includes through holes 14 such as transverse tunnels, slots, openings, orifices, and the like. Stated differently, the hull portion 12 includes a through hole 14 . The through hole 14 extends through the hull structure 10 in the transverse direction 34 . The through hole 14 may have an open end in the transverse direction 34 (shown in FIG. 2 ). The hull structure 10 is adapted to receive the at least one thruster unit 41 , 42 in the through hole 14 . The at least one thruster unit 41 , 42 may be a water jet thruster unit, a propeller thruster unit, a bow thruster, or the like. Said at least one thruster unit 41 , 42 may comprise a water interaction device 45 such as a propeller, a nozzle for a water jet, or the like.

In some implementations, the at least one thruster unit 41 , 42 may include two thruster units, three thruster units, four thruster units, and the like. These implementations may of course be combined with any other embodiment or implementation herein where logically and/or physically possible.

Furthermore, FIG. 1 shows that the hull structure 10 comprises a forward hull portion 50 defining a through hole 14 in the forward direction 30 . This is further shown in FIG. 2 .

The forward hull portion 50 tapers in the aft direction 32 in a cross section 60 perpendicular to the main plane 20 and parallel to the aft direction 32 . The forward hull portion 50 has, in cross section 60 , a forward length 52 in the aft direction 32 that is greater than 1/4 of the maximum forward width 54 of the forward hull portion 50 in cross section 60 . In other embodiments, the anterior length 52 may be greater than one third of the maximum anterior width 54 , greater than the maximum anterior width 54 , greater than twice the maximum anterior width 54 , or the like. there is. The ratio of the forward length 52 to the maximum forward width 54 may vary depending on the desired approximation to the streamlined shape of the forward hull portion 50 .

In some embodiments, the forward hull portion 50 may have a streamlined or approximately streamlined shape.

1 also shows a thruster control module 1600, such as a dynamic positioning system or part thereof. Simply put, the thruster control module 1600 is a computer that operates the at least one thruster unit 41 , 42 , for example controlling speed, direction, and the like.

The through hole 14 may be elongated in the oblique direction 33 in the major plane 20 . Stated differently, the through hole 14 is defined by the water flow along the hull structure 10 or hull portion 12 when the hull structure 10 or hull portion 12 is integrated with the vessel 1 . It may be elongated in the flow direction 33 or the oblique direction 33 . Water flow occurs when the vessel 1 moves in the forward direction 30 in the water. In general, in order to achieve a consistent behavior of the vessel 1 with respect to its maneuverability in, near or around the first and/or second transverse direction 34 , 36 , the through hole 14 is formed in a major plane. It is symmetric with respect to (20).

The angle A1 between the oblique direction 33 and the forward direction 30 is greater than zero. Parallel to the inclined direction 33 , there may be an inclined cross-section 62 similar to the cross-section 60 . The angle A1 may be 45 degrees, 25 degrees, 20 degrees, 15 degrees, 10 degrees, less than 5 degrees, and the like. The angle may vary depending on the shape of the hull structure, perhaps also depending on the combination of the hull shapes of the vessel. Typically, angle A1 ranges from 10 degrees to 40 degrees, preferably angle A1 is 15 degrees.

The cross-section 60 may be centered in the through hole 14 , for example in a vertical direction or with respect to a vertical dimension of the through hole 14 . However, section 60 and/or section 62 may be slightly offset with respect to this central location. For example, the discussion below regarding contours in general also applies to these offset versions of sections 60 and 62 .

In some embodiments, for example, referring back to FIG. 2 , the hull structure 10 includes a rear hull portion 70 defining a through hole 14 in the aft direction 32 . Furthermore, the aft hull portion 70 may taper in the forward direction 30 in cross section 60 . Accordingly, the aft hull portion 70 has a rear length 72 in the cross section 60 in the forward direction that is greater than 1/4 of the maximum aft width 74 of the aft hull portion 70 in cross section 60 . In other embodiments, the rear length 72 may be greater than one third of the maximum rear width 74 , greater than the maximum rear width 74 , greater than twice the maximum rear width 74 , or the like. there is. The aft length 72 may vary depending on a desired approximation to the streamlined shape of the aft hull portion 70 .

In this way, the hull structure 10 can improve the flow of water towards the at least one thruster unit 41 , 42 when the vessel 1 moves through the water in the aft direction 32 . In addition, the aft hull portion 70 also improves the flow dynamics as the vessel 1 moves through the water in the forward direction 30 .

In some embodiments, the aft hull portion 70 may have a streamlined or approximately streamlined shape.

In some embodiments, the forward hull portion 50 projects a forward contour in cross-section 60 , wherein the tangent of the forward contour along at least half of the forward contour is greater than 5 degrees to the forward direction 30 in cross-section 60 . A large angle (A2) is shown.

In some embodiments, angle A2 is less than 90 degrees, less than 60 degrees, less than 45 degrees, less than 30 degrees, and the like. Also, the angle A2 may be greater than 10 degrees, 15 degrees, 20 degrees, or the like.

Thus, the front contour may have a streamlined shape or an approximately streamlined shape.

At least half of the anterior contour may be provided as a continuous line along the anterior contour. As indicated above, the length of the continuous line may be at least half the length of the anterior contour. However, in other embodiments, the length may be at least two-thirds the length of the anterior contour or other suitable value. In this way, a desired approximation to the streamlined shape can be obtained. The continuous line may preferably start at the aft most point of the anterior contour. However, a continuous line may be one starting at the maximum forward width 54 of the forward hull portion 50 .

Alternatively, at least half of the anterior contour may be provided as a discontinuous line along the anterior contour. The discontinuous lines may comprise a set of chucks of lines. As indicated above, the length of the line chuck set is at least half the length of the front contour. This only means that the anterior contour can be divided into one or more lines. The hull itself is of course sturdy and leak-free.

In view of the above, it can be seen that the tangent line can be constructed based on points running continuously or discontinuously along the front contour. In the most aft portion, one of the angles A2 may be 90 degrees, for example as in FIGS. 2 , 6 and 9 . However, in the embodiment of FIG. 8 (see below), one of the angles A2 may be about 20 degrees, 30 degrees, 45 degrees, 50 degrees, 60 degrees, or the like. Preferably, the angle A2 is within 5 degrees and 45 degrees at least in the spacing of the anterior contour, the perimeter of the spacing being about 20% or about 20% of the anterior length 52 in the anterior direction 30 from the posterior saddle point 59 . from a point at a distance of 20% to a point at a distance of 30% or about 30% of the anterior length 52 in the anterior direction 30 from the location of the maximum anterior width 54 .

Thus, angle A2 can be continuously changed as the point progresses along a contour, eg an anterior contour. Accordingly, the curvature of the contour can be continuously changed. Thus, in some embodiments, the contour has no edges or discontinuities. As a preferred embodiment, if the point begins at the most aft portion when viewing the forward hull portion 50 , the value of the angle may gradually decrease as the point approaches the maximum forward width 54 . However, as shown in FIG. 6 , when the point again starts at the most aft part when observing the forward hull portion 50 , the value of the angle gradually decreases and then the point moves toward the maximum forward width 54 , the forward contour It can increase and then decrease again as it moves along.

In some implementations, the aft hull portion 70 projects a rear contour in cross-section 60 such that a tangent of the aft contour along at least half of the aft contour is greater than 5 degrees with respect to the aft direction 32 in cross-section 60 . It shows a large angle (A3).

In some embodiments, the angle is less than 90 degrees, less than 60 degrees, less than 45 degrees, less than 30 degrees, and the like. Also, the angle may be greater than 10 degrees, 15 degrees, 20 degrees, or the like.

The posterior contour can thus have a streamlined shape or an approximately streamlined shape.

At least half of the posterior contour may be provided as a continuous line along the posterior contour. As indicated above, the length of the continuous line may be at least half the length of the posterior contour. However, in other embodiments, the length may be at least two-thirds the length of the posterior contour or other suitable value. In this way, a desired approximation to the streamlined shape can be obtained. The continuous line may preferably start at the prow most point of the posterior contour. However, a continuous line may be one starting at the maximum aft width 74 of the aft hull portion 70 .

Alternatively, at least half of the posterior contour may be provided as a discontinuous line along the posterior contour. The discontinuous line may comprise a set of line chucks. As indicated above, the length of the line chuck set is at least half the length of the rear contour. This only means that the posterior contour can be divided into one or more lines. The hull itself is of course sturdy and leak-free.

In view of the above, it can be seen that the tangent line can be constructed based on points running continuously or discontinuously along the rear contour. In the best part, one of the angles A3 may be 90 degrees, for example as in FIGS. 2 , 6 and 9 (see below).

However, in the embodiment of FIG. 8 (see below), one of the angles A3 may be about 20 degrees, 30 degrees, 45 degrees, 50 degrees, 60 degrees, or the like. Preferably, the angle A3 is within 5 degrees and 45 degrees at least in the spacing of the posterior contour, the perimeter of the spacing being about 20% or about the posterior length 72 in the posterior direction 32 from the anterior saddle point 79 . from a point at a distance of 20% to a point at a distance of 30% or about 30% of the rear length 72 in the rear direction 32 from the location of the maximum rear width 74 .

Accordingly, the angle A3 can be continuously changed as the point progresses along the contour, for example the posterior contour. Accordingly, the curvature of the contour can be continuously changed. Thus, in some embodiments, the contour has no edges or discontinuities. As a preferred embodiment, if the point begins at the best-most portion when viewing the aft hull portion 70 , the value of the angle may gradually decrease as the point approaches the maximum aft width 74 . However, as shown in FIG. 6 , when the point again starts at the best part when observing the aft hull part 70 , the value of the angle gradually decreases, and then the point moves aft towards the maximum aft width 74 . It can increase and then decrease again as you move along the contour.

3 , although applicable to any embodiment herein, the forward hull portion 50 has a minimum forward less than half of the maximum forward width 54 at the most aft portion in the transverse direction 34 in cross section 60 . It may have a width 56 . Accordingly, in some implementations, the forward length 52 and the minimum forward width 56 may together define an approximation of the streamlined shape of the forward hull portion 50 . If the forward hull portion 50 tapers smoothly and continuously in the aft direction 32 , the minimum forward width 56 may be zero or negligible, as is evident from, for example, FIGS. 2 , 6 , 7 and 8 . It may be small enough to exist, which will be described in detail below.

In a similar manner, the aft hull portion 70 may have a minimum aft width 76 that is less than half of the maximum aft width 74 at the best-most portion in the transverse direction 34 in cross-section 60 .

The forward hull portion 50 is configured to facilitate and/or direct the flow of water towards at least one position in which the at least one water interaction device 45 of the at least one thruster unit 41 , 42 is located; It may be at least partially streamlined. The aft hull portion 70 is configured to facilitate and/or direct the flow of water towards at least one position in which the at least one water interaction device 45 of the at least one thruster unit 41 , 42 is located; It may be at least partially streamlined.

Said at least one thruster unit (41 , 42 ) is rotatable about at least one axis of rotation ( 47 , 48 ) perpendicular to the cross section ( 60 ) and located in the main plane ( 20 ). Accordingly, the at least one thruster unit is preferably substantially vertical when the vessel is floating in calm water.

4 shows one exemplary outline of the hull structure 10 as seen in cross section 61 . In this embodiment, first surface 58 and/or second surface 78 are concave in cross-section 61 . In other embodiments, this outer surface of the hull structure 10 may be one or more straight lines, convex curves and concave curves as mentioned or combinations thereof. As the cross-section 61 moves backward, the concavity of the contour shown in FIG. 4 will gradually decrease and eventually disappear at certain points along the rearward direction 32 . The aft hull portion 70 may be considered to extend to that particular point in the aft direction 32 . Accordingly, the aft hull portion 70 may be considered to end at that particular point.

FIG. 5 is a side view showing an embodiment in which the through hole 14 is defined by a flat surface as in FIG. 3 .

6-9 show exemplary forward contours of the forward hull portion 50 . These examples apply equally well to the aft hull portion 70 . Accordingly, hereinafter, the front hull portion 50 and/or the rear hull portion 70 are referred to as the hull portions 50 , 70 . An exemplary anterior contour can be seen in section 60 . Since the embodiment also applies to the aft hull part 70 , the forward contour is referred to as the contour with reference to FIGS. 6 to 9 .

6 shows that hull portions 50, 70 may be formed by surfaces forming convex curves, concave curves and straight lines which together constitute the contours of hull portions 50 and 70, when viewed in cross section 60. to exemplify

7 illustrates that hull portions 50 , 70 may be formed by surfaces that, when viewed in cross section 60 , form only convex and concave curves, for example convex and concave curves.

8 illustrates that hull portions 50 , 70 may be formed by surfaces that, when viewed in cross section 60 , form straight lines, for example straight lines only. As shown in FIG. 8 , the hull portions 50 , 70 peak towards the center of the through hole 14 .

FIG. 9 illustrates that the hull portions 50 , 70 may be formed by surfaces that, when viewed in cross-section 60 , form straight lines, for example straight lines only. 9 , the hull portions 50 , 70 provide a flat surface 90 towards the center of the through hole 14 .

7 to 9 , these curves and/or lines together also constitute the contours of the hull parts 50 , 70 . The anterior contour 65 may thus be constituted by such curves and/or lines.

Embodiments of the hull portion 50 , 70 according to FIGS. 2 and 6 to 9 may provide a side view as shown in FIG. 5 . However, it may be desirable for the outer surface defining the through hole 14 in the forward and rearward directions 30 , 32 to seamlessly integrate with the outer surface of the hull structure 10 . In this way, the outer surface of the hull structure 10 is smoothly converted into an outer surface defining the through hole 14 in the forward and rearward directions 30 , 32 . Also generally, the through hole 14 may be defined at least partially in an upward direction and a downward direction perpendicular to the cross-section 60 .

In view of the above, the first surface 58 may form at least one of a straight line, a convex curve, and a concave curve in the cross section 60 . Similarly, the second surface 78 may form at least one of a straight line, a convex curve, and a concave curve in the cross-section 60 .

10 to 13 show a series of embodiments wherein said at least one thruster unit 41 , 42 comprises a first thruster unit 41 and a second thruster unit 42 , ie there are two thruster units. do. Moreover, the at least one rotation shaft (47, 48) includes a first rotation shaft (47) and a second rotation shaft (48). The first and second thruster units 41 , 42 are rotatable about first and second rotation axes 47 , 48 respectively. The figures show some embodiments of how the first and second thruster units 41 , 42 may be arranged to steer a vessel 1 into which the hull structure 10 may be integrated. In further embodiments not shown below, the first and second thruster units 41 , 42 may be oriented in a port direction or a starboard direction.

10 , the first thruster unit 41 is oriented in a rearward starboard direction 37 between the rearward direction 32 and the starboard transverse direction 34 in cross section 60 , and the second thruster unit (42) is also oriented in the rear starboard direction (37).

11 , the first thruster unit 41 is orientable in a rear port direction 38 between a rear direction 32 and a port transverse direction 34 in cross section 60 , and the second thruster unit (42) is also oriented in the rear port direction (38).

12 , the first thruster unit 41 is orientable in a rearward starboard direction 37 between a rearward direction 32 and a first transverse direction 34 in cross section 60 , and the second thruster unit 41 is The unit 42 is orientable in a rear port direction 38 between a second transverse direction 36 and a rearward direction 32 opposite to the first transverse direction 34 .

As shown in FIG . 13 , the at least one thruster unit 41 , 42 , for example the first and second thruster units 41 , 42 can be oriented in the forward direction 30 . This can be beneficial when the vessel 1 is advancing at cruising speed, for example. The thruster unit may be deactivated during cruising speed.

The propeller blade 45 of the at least one thruster unit 41 , 42 may be feathered when the at least one thruster unit 41 , 42 is directable in the forward direction 30 .

Alternatively, the propeller blades 45 may be folded back to provide a reduced cross-section in the forward direction 30 . In this way, the propeller blade 45 can reduce the resistance as the at least one thruster unit 41 , 42 moves in the forward direction 30 through the water when not in use.

14a shows a further embodiment of the hull structure 10 in which the streamlining can be further improved. Accordingly, the first surface 58 of the forward hull portion 50 can be seamlessly integrated with the outer hull surface 13 of the hull structure 10 . Likewise, the second surface 78 of the aft hull portion 70 may be seamlessly integrated with the outer hull surface 13 of the hull structure 10 . This can also be applied to the hull structure of FIG. 1 .

Obviously, the front hull portion 50 and the aft hull portion 70 are shown as oval in the embodiment of FIG. 14A , however, their shape may actually be more complex. The oval is used only for the purpose of providing a simple example. The shading is to show that the front/rear hull portions 50, 70 are seamlessly integrated with the outer surface of the hull structure. Thus, in many cases, there is no visible boundary showing where the forward/rear hull portions 50, 70 begin and/or end. However, unlike the hull structure 10 of FIG. 1 , in this embodiment shown in FIG. 14A , the outer hull surface 13 has a lower longitudinal edge 1401 and an upper longitudinal edge (not shown) of the through hole 14 . as shown) are seamlessly integrated. Accordingly, in the cross-sectional view of FIG. 14B as seen in the cross-section 1405 shown in FIG. 14A , the through hole 14 may extend towards the outer surface of the hull structure 10 .

In the hull structure 10 of FIG. 1 , the longitudinal edge 1410 of the through hole 14 may be sharper as shown in FIG. 14C . 1 and 2 , the first surface 58 includes a rear saddle point 59 located at the inclined cross-section 62 when the inclined cross-section is centered in the through hole 14 . Likewise, the second surface 78 includes a front saddle point 79 located at the inclined cross-section 62 when the inclined cross-section is in the center of the through hole 14 . The saddle points 59 and 79 are shown in FIG. 14A .

Referring also to FIG. 14A , although applicable to any embodiment herein, the rear length 72 is along a line 1405 at the center of the through hole 14 with respect to the longitudinal direction of the through hole 14 . It may be at least 1/4 of the length of the through hole in cross-section.

With further reference to FIGS. 14B and/or 14C , in some embodiments, the at least one thruster unit 41 , 42 and/or the hull structure 10 is configured such that the at least one thruster unit 41 , 42 is At least one water interaction device (45) of said at least one thruster unit (41, 42) during rotation about at least one axis of rotation (47, 48) (shown in FIG. 2) is connected to hull structure (10). configured to remain within the outer contours 1420, 1422 of

A portion of the at least one thruster unit 41 , 42 may extend out of the outer contour 1420 , 1422 when the at least one thruster unit 41 , 42 is oriented in a particular direction, for example during rotation. there is. However, in some embodiments, the entirety of the at least one thruster unit 41 , 42 remains within the outer contours 1420 , 1422 of the hull structure 10 .

The outer contours 1420 , 1422 of the hull structure 10 may coincide with an imaginary outer surface of the hull structure 10 as imagined when the hull structure 10 lacks the through holes 14 . For example, the outer contours 1420 , 1422 of the hull structure 10 may advantageously provide a continuous curvature, which is usually at an angle of at least 5 degrees, 10 degrees, etc. with respect to the aft direction 32 . can indicate The continuous curvature may be convex with a curvature that continues to increase in the posterior direction 32 .

15 , a schematic flowchart of an exemplary method of a thruster control module 1600 is shown. Accordingly, the thruster control module 1600 performs a method of steering a ship 1 including the hull structure 10 according to any one of the embodiments herein.

The at least one thruster unit (41, 42) comprises a first thruster unit (41) and a second thruster unit (42), wherein the at least one axis of rotation (47, 48) includes a first axis of rotation (47) and a second thruster unit (42). It includes two rotating shafts (48), wherein the first and second thruster units (41, 42) are individually rotatable about the first and second rotating shafts (47, 48), respectively.

One or more of the following actions may be performed in any suitable order.

Action (1510)

The thruster control module 1600 directs the first thruster unit 41 in a rear starboard direction 37 between a rearward direction 32 and a first transverse direction 34 in cross section 60 .

Action (1520)

The thruster control module 1600 directs the second thruster unit 42 in a rear port direction 38 between a second cross direction 36 and a rear direction 32 opposite the first cross direction 34 .

Operation 1510 and operation 1520 may be performed simultaneously. However, as a result of these operations, the first and second thruster units 41 , 42 are simultaneously directed toward the rear starboard direction 37 and the rear port side direction 38 .

Action (1530)

The thruster control module 1600 operates the first and second thruster units 41 , 42 . In this way, the thruster control module 1600 may activate the limp home mode to provide emergency maneuverability of the vessel 1 . The limp home mode requires that said at least one thruster unit ( 41 , 42 ) comprise at least two thruster units ( 41 , 42 ). Although it may be desirable for the number of thruster units to be an even number, it is also possible to realize the limp home mode with an odd number of thruster units.

In one embodiment, there may be three thruster units. In that case, one thruster unit can be deactivated in the limp home mode and the other two can equally contribute to the propulsion of the vessel 1 . Alternatively, a pair of thruster units of the three thruster units may together contribute to thrust by one thruster unit (the remainder of the three thruster units).

Referring to FIG. 16 , a schematic block diagram of an implementation of the thruster control module 1600 of FIG. 1 is shown. The thruster control module 1600 , such as a computer, a processing device, an automated control unit, etc., may be included in the ship 1 , the hull structure 10 , the hull part 12 , and the like.

The thruster control module 1600 may include a processing module 1601 such as means for performing the methods described herein. The means may be implemented in the form of one or more hardware modules and/or one or more software modules. Accordingly, the term “module” may refer to circuits, software blocks, etc. according to various implementations described below.

The thruster control module 1600 may further include a memory 1602 . The memory may contain, such as to receive or store instructions in the form of a computer program 1603, which may include, for example, computer readable code units.

According to some implementations herein, the thruster control module 1600 and/or processing module 1601 includes processing circuitry 1604 as an example hardware module. Accordingly, the processing module 1601 may be implemented, or 'realized', in the form of a processing circuit 1604 . The instructions may be executed by the processing circuitry 1604 , which activates the thruster control module 1600 to perform the method of FIG. 15 . As another embodiment, the instructions, when executed by the thruster control module 1600 and/or the processing circuitry 1604 , may cause the thruster control module 1600 to perform the method according to FIG. 15 .

In view of the above, in one embodiment, a thruster control module 1600 for steering a vessel 1 comprising a hull structure 10 according to any one of the embodiments herein is provided. As mentioned, the at least one thruster unit 41 , 42 comprises a first thruster unit 41 and a second thruster unit 42 , wherein the at least one axis of rotation 47 , 48 is a first axis of rotation. (47) and a second rotation shaft (48), the first and second thruster units (41, 42) are rotatable about the first and second rotation shafts (47, 48), respectively. Again, the memory 1602 contains instructions executable by the processing circuit 1604, whereby the thruster control module 1600 includes:

directing the first thruster unit 41 in a rearward starboard direction 37 between a rearward direction 32 and a first transverse direction 34 in cross section 60;

directing the second thruster unit (42) in a rear port direction (38) between a second transverse direction (36) and a rear direction (32) opposite the first transverse direction (34);

operative to actuate the first and second thruster units 41 , 42 .

Figure 16 further shows a carrier 1605 or program carrier, which contains, as described immediately above, a computer program 1603, such as containing, mediating, supplying, and the like. The carrier 1605 may be one of an electronic signal, an optical signal, a wireless signal, and a computer-readable medium.

In further implementations, the thruster control module 1600 and/or the processing module 1601 may include one or more of a directing module 1610 and an actuation module 1620 as exemplary hardware modules. When the term “module” refers to a hardware module, the term “module” may refer to a circuit. In other embodiments, one or more of the example hardware modules described above may be implemented as one or more software modules.

Moreover, the thruster control module 1600 and/or the processing module 1601 may include an input/output module 1606 , which may be illustrated by a receiving module and/or a transmitting module, where applicable. A receiving module may receive commands and/or information from various entities such as the at least one thruster unit 41 , 42 , etc., and a sending module may receive commands and/or information from various entities such as the at least one thruster unit 41 , 42 , etc. and/or transmit information.

Accordingly, the thruster control module 1600 is configured to steer a vessel 1 comprising a hull structure 10 according to any one of the embodiments herein. As mentioned, the at least one thruster unit 41 , 42 comprises a first thruster unit 41 and a second thruster unit 42 , wherein the at least one axis of rotation 47 , 48 is a first axis of rotation. (47) and a second rotation shaft (48), the first and second thruster units (41, 42) are rotatable about the first and second rotation shafts (47, 48), respectively.

Thus, according to the various implementations described above, the thruster control module 1600 and/or the processing module 1601 and/or the directing module 1610 may direct the first thruster unit 41 in a cross-section 60 to a rearward direction 32 . ) and the first transverse direction 34 , in a rear starboard direction 37 .

The thruster control module 1600 and/or the processing module 1601 and/or the directing module 1610 , or other directing module (not shown), directs the second thruster unit 42 to the first transverse direction 34 . is further configured to orient in a rear port direction 38 between a second transverse direction 36 and a rear direction 32 .

Moreover, the thruster control module 1600 and/or the processing module 1601 and/or the actuation module 1620 are configured to actuate the first and second thruster units 41 , 42 .

As used herein, the terms "rotate", "rotatable", etc. are interchangeable with "turn", "turnable", and the like. A rotation or rotation may be a complete rotation, one rotation, one or more rotations, an integer multiple of one rotation, an irrational multiple, or a real multiple.

As used herein, the term “module” may refer to one or more functional units, each of which may be implemented as one or more hardware modules and/or one or more software modules and/or combined software/hardware modules. In some embodiments, a module may represent a functional unit realized in software and/or hardware.

As used herein, the terms "computer program carrier", "program carrier" or "carrier" may refer to one of an electronic signal, an optical signal, a wireless signal, and a computer readable medium. In some embodiments, the computer program carrier may exclude transient propagating signals such as electronic, optical and/or wireless signals. Thus, in such embodiments, the computer program carrier may be a non-transitory carrier, such as a non-transitory computer-readable medium.

As used herein, the term “processing module” may include one or more hardware modules, one or more software modules, or a combination thereof. Any such module, whether a hardware module, a software module, or a combined hardware-software module, comprises means for determining, means for estimating, means for capturing, means for associating, means for comparing, means for identifying, means for selecting, means for receiving, means for receiving, as disclosed herein; It may be a transmission means or the like. For example, the expression “means” may be a module corresponding to a module listed above in conjunction with the figures.

As used herein, the term "software module" refers to a software application, a dynamic link library (DLL), a software component, a software object, an object according to the Component Object Model (COM), a software function, a software engine, an executable binary software file, etc. can mean

The term “processing module” or “processing circuit” may herein encompass a processing module comprising, for example, one or more processors, application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), and the like. Processing circuitry and the like may include one or more processor kernels.

As used herein, the expression “configured/for configuration” means that a processing circuit is configured, eg, adapted, operative, etc., to perform one or more operations described herein, by software configuration and/or hardware configuration. can mean that

As used herein, the term “action” may refer to an action, step, actuation, response, reaction, activity, and the like. It should be noted that an operation herein may be divided into two or more sub-operations where applicable. Moreover, it should also be noted that two or more operations described herein may be merged into a single operation, where applicable.

As used herein, the term “memory” may refer to a hard disk, a magnetic storage medium, a portable computer diskette or disk, flash memory, random access memory (RAM), and the like. Also, the term “memory” may refer to an internal register memory of a processor or the like.

As used herein, the term "computer readable medium" refers to universal serial bus (USB) memory, digital versatile disk (DVD), Blu-ray disk, software module received as a data stream, flash memory, hard drive, multimedia card (MMC) ), a memory card such as a secure digital (SD) card, or the like. One or more of the foregoing examples of computer-readable media may be provided as one or more computer program products.

As used herein, the term "computer readable code unit" may be the text of a computer program, some or all of a binary file representing the computer program in compiled form, or anything in between.

As used herein, the terms “number” and/or “value” may be any kind of number, such as binary, real, imaginary or rational numbers. Moreover, a “number” and/or a “value” may be one or more characters, such as a character or character string. A “number” and/or a “value” may also be represented as a string of bits, ie, 0 and/or 1.

As used herein, the terms “first,” “second,” “third,” etc. may have been used merely to distinguish features, devices, elements, units, etc. from each other, unless the context clearly dictates otherwise.

As used herein, the term "follow-up action" may mean that an action is performed after the preceding action, while a further action may or may not be performed before but after the preceding action.

As used herein, the term “set” may refer to one or more of something. For example, a set of devices may refer to one or more devices, a set of parameters may refer to one or more parameters according to implementations herein, and the like.

As used herein, the expression “in some embodiments” is used to indicate that a feature of a described embodiment may be combined with any other embodiment disclosed herein.

Each embodiment, embodiment or feature disclosed herein may be combined with one or more other embodiments, embodiments or features disclosed herein when physically possible. In addition, many different changes, modifications, etc. of the embodiments herein will be apparent to those skilled in the art. Accordingly, the described implementations are not intended to limit the scope of the present disclosure.

Claims (23)

A hull structure (10) for integration with the hull (2) of a ship (1), the hull structure (10) having a main plane (20), the transverse direction of the hull structure (10) perpendicular to the main plane (20) (34) is defined, and a forward direction (30) and aft direction (32) of the hull structure (10) are defined parallel to the main plane (20),
a through hole 14 extending through the hull structure 10 in the transverse direction 34 , through which the hull structure 10 is adapted to receive at least one thruster unit 41 , 42 in the through hole 14 . a hole (14);
A hull structure (10) comprising a forward hull portion (50) defining a through hole (14) in a forward direction (30), the hull structure (10) comprising:
The forward hull portion 50 tapers in the aft direction 32 in a cross section 60 perpendicular to the major plane 20 and parallel to the aft direction 32 , the forward hull portion 50 being forward in cross section 60 . having, in cross section 60, a forward length 52 in aft direction 32 that is greater than 1/4 of the maximum forward width 54 of hull portion 50;
Hull structure (10), characterized in that said at least one thruster unit (41, 42) is rotatable about at least one axis of rotation (47, 48) perpendicular to the cross section (60) and located in the main plane (20) ). The forward hull part (50) according to claim 1, wherein the forward hull part (50) projects a forward contour in section (60), the tangent of the forward contour along at least half of the forward contour to 5 steps for forward direction (30) in section (60) A hull structure (10), representing a large angle. The hull structure (10) according to claim 1, wherein the hull structure (10) comprises a rear hull portion (70) defining a through hole (14) in a rear direction (32), the rear hull portion (70) having a forward direction in cross section (60) Tapered at 30 , the aft hull portion 70 has an aft length 72 in the forward direction greater than 1/4 of the maximum aft width 74 of the aft hull portion 70 in cross section 60 . ), having in the hull structure (10). 3. The hull structure (10) according to claim 2, wherein the hull structure (10) comprises a rear hull portion (70) defining a through hole (14) in a rear direction (32), the rear hull portion (70) having a forward direction in cross section (60) Tapered at 30 , the aft hull portion 70 has an aft length 72 in the forward direction greater than 1/4 of the maximum aft width 74 of the aft hull portion 70 in cross section 60 . ), having in the hull structure (10). 4. The aft hull part (70) according to claim 3, wherein the aft hull part (70) projects the aft contour in section (60), the tangent of the aft contour along at least half of the aft contour to 5 steps for aft direction (32) in section (60) A hull structure (10), representing a large angle. 5. The aft hull part (70) according to claim 4, wherein the aft hull part (70) projects the aft contour in section (60), the tangent of the aft contour along at least half of the aft contour to 5 steps for aft direction (32) in section (60). A hull structure (10), representing a large angle. 2 . The hull structure ( 10 ) of claim 1 , wherein the first surface ( 58 ) of the forward hull part ( 50 ) is seamlessly integrated with the outer hull surface ( 13 ) of the hull structure ( 10 ) and the second surface ( 78 ) of the aft hull part ( 70 ) seamlessly integrated with the outer hull surface 13 of this hull structure 10;
Only the forward hull portion 50 has the first surface 58 seamlessly integrated with the outer hull surface 13 of the hull structure 10 ,
The hull structure (10) of the aft hull portion (70) only, wherein the second surface (78) is seamlessly integrated with the outer hull surface (13) of the hull structure (10). The hull structure (10) according to claim 7, wherein the first surface (58) forms at least one of a straight line, a convex curve and a concave curve in the cross section (60). The hull structure (10) according to claim 7, wherein the second surface (78) forms at least one of a straight line, a convex curve and a concave curve in the cross section (60). The hull structure (10) according to claim 8, wherein the second surface (78) forms at least one of a straight line, a convex curve and a concave curve in the cross section (60). 2. The method of claim 1, wherein the forward hull portion (50) promotes the flow of water towards at least one position in which the at least one water interaction device (45) of the at least one thruster unit (41, 42) is located; A hull structure (10), at least partially streamlined, for guiding, or for facilitating and guiding. 4. The method of claim 3, wherein the aft hull portion (70) promotes the flow of water towards at least one position in which the at least one water interaction device (45) of the at least one thruster unit (41, 42) is located; A hull structure (10), at least partially streamlined, for guiding, or for facilitating and guiding. 5. The method of claim 4, wherein the aft hull portion (70) promotes the flow of water towards at least one position in which the at least one water interaction device (45) of the at least one thruster unit (41, 42) is located; A hull structure (10), at least partially streamlined, for guiding, or for facilitating and guiding. The hull according to claim 1, characterized in that the through hole (14) is elongated in the oblique direction (33) in the main plane (20), and the angle (A1) between the oblique direction (33) and the forward direction (30) is greater than zero. structure (10). The at least one thruster unit (41, 42) according to claim 1, wherein the at least one thruster unit (41, 42) comprises a first thruster unit (41) and a second thruster unit (42), wherein the at least one axis of rotation (47, 48) comprises a first A hull structure (10) comprising a rotation axis (47) and a second axis of rotation (48), wherein the first and second thruster units (41, 42) are rotatable about the first and second axes of rotation (47, 48), respectively ). The second thruster unit ( 42 is directable in a rear port direction 38 between a second transverse direction 36 and aft direction 32 opposite the first transverse direction 34 . The at least one thruster unit (41, 42), the hull structure (10), or the at least one thruster unit (41, 42) and the hull structure (10) comprises the at least one thruster unit ( At least one water interaction device 45 of the at least one thruster unit 41 , 42 rotates about the at least one axis of rotation 47 , 48 while rotating the at least one water interaction device 45 of the hull structure 10 . A hull structure (10) configured to remain within an outer contour (1420, 1422). The hull structure (10) according to claim 1, wherein the at least one thruster unit (41, 42) is oriented in a forward direction (30). 19. A propeller blade (45) according to claim 18, wherein the propeller blade (45) of said at least one thruster unit (41, 42) is capable of being feathered when said at least one thruster unit (41, 42) is directable in a forward direction (30). , the hull structure (10). 20. A method performed by a thruster control module (1600) for steering a vessel (1) comprising a hull structure (10) according to any one of the preceding claims, wherein said at least one thruster unit (41) , 42 includes a first thruster unit 41 and a second thruster unit 42 , wherein the at least one axis of rotation ( 47 , 48 ) includes a first axis of rotation ( 47 ) and a second axis of rotation ( 48 ) , wherein the first and second thruster units (41, 42) are rotatable about first and second rotation axes (47, 48), respectively, comprising:
directing ( 1510 ) the first thruster unit ( 41 ) in a rearward starboard direction ( 37 ) between a rearward direction ( 32 ) and a first transverse direction ( 34 ) in cross section ( 60 );
directing (1520) the second thruster unit (42) in a rear port direction (38) between a second transverse direction (36) and a rear direction (32) opposite the first transverse direction (34); and
and actuating (1530) the first and second thruster units (41,42). A computer program 1603 stored in a recording medium for executing the method according to claim 20 on a computer. A carrier ( 1605 ) comprising the computer program according to claim 21 , one of an electronic signal, an optical signal, a radio signal and a computer readable medium. A thruster control module (1600) configured for the steering of a vessel (1) comprising a hull structure (10) according to any one of the preceding claims, wherein the at least one thruster unit (41, 42) comprises: a first thruster unit (41) and a second thruster unit (42), wherein the at least one axis of rotation (47, 48) comprises a first axis of rotation (47) and a second axis of rotation (48), and The second thruster units 41 and 42 are rotatable about first and second rotation axes 47 and 48, respectively, as a thruster control module 1600, comprising:
directing the first thruster unit 41 in a rearward starboard direction 37 between a rearward direction 32 and a first transverse direction 34 in cross section 60;
directing the second thruster unit (42) in a rear port direction (38) between a second transverse direction (36) and a rear direction (32) opposite the first transverse direction (34);
A thruster control module (1600) configured to operate the first and second thruster units (41,42).

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