The present invention relates to a boat propulsion and manoeuvring system to be used as a manoeuvring system or even as an alternative propulsion system in case of failure of the main propulsion system.

The present invention applies to any type of boat but is specifically studied for those for "Search and Rescue" (SAR) use.

The present invention is usefully employed particularly for operations of mooring a boat, approaching castaways or wrecks, or more generally for all the situations requiring a high manoeuvring precision and in which the presence of non-protected moving thrusters in the water is dangerous.

It is known that boats have a propulsion system comprising dedicated propellers, while the manoeuvre is obtained either by the propellers themselves, in conjunction with the use of boat' s wheels, or, more effectively, by a manoeuvring system comprising further dedicated thrusters, just referred to as manoeuvring thrusters, which are generally used with the inactive propellers to perform mooring operations where a higher manoeuvring precision is required.

The known manoeuvring thrusters can be incorporated in the bow or the stern of a boat or in both of them, or even be connected outside the boat hull.

While the incorporated manoeuvring thrusters are intubated, the outer ones can be both free and intubated, namely inserted in a tubular structure which protects them and increase the performance thereof.

Furthermore, it is known that the thrusters can be contained in a tubular structure completely open at the ends, in which the thruster directly faces the water, or in a tubular structure whose ends are closed by a covering grate. Such grate particularly prevents bodies from entering the structure containing the thrusters, in order to prevent damages to the thruster itself, despite not significantly reducing the water flow passing through it .

Disadvantageously , the known manoeuvring thrusters, both disposed inside a tubular structure or free, and both protected or not by grates, generate a single-vector only movement of the boat, and accordingly deploying a plurality of manoeuvring thrusters in different points of the boat is required in order to manoeuvre the boat in all directions.

A single manoeuvring thruster, indeed, by generating a single-vector push, is only able to generate a rotation around the centre of gravity. By the presence of a plurality of manoeuvring thrusters, generally two, installed on opposite sides with respect to the centre of gravity of the boat (more generally, one at the stern and one at the bow) , both a more efficient rotation (opposite single-vector pushes generated by the two thrusters) and the translation of the boat parallel to itself (synchronous single-vector pushes) can be obtained .

Disadvantageously, this makes the manoeuvres very complex, in addition to requiring dedicated spaces to dispose such plurality of manoeuvring thrusters.

Disadvantageously, specifically in the case of boats for Search and Rescue use, used for assisting castaways at sea, moving the thrusters, if they are of the uncovered type, is dangerous for the people at sea.

An object of the present invention is to provide a propulsion and manoeuvring system which is small in size, and which allows a high manoeuvrability, allowing the boat to be translated in a plurality of different directions, even with only one system installed.

A further object of the present invention is to provide a propulsion and manoeuvring system which is easy to use and safe for possible people at sea.

A further object of the present invention is to provide a propulsion and manoeuvring system which also provides, if necessary, a suitable propulsion push to the boat along the stern-bow direction thereof.

A further object of the present invention is to provide a propulsion and manoeuvring system which is easy to make and strong also for planning-type crafts.

The task set forth above, as well as the mentioned and other objects which will better appear below, are achieved by a propulsion and manoeuvring system as cited in claim 1.

Other features are provided in the dependent claims .

Further features and advantages will be more apparent from the description of preferred, but nonexclusive, embodiments of a propulsion and manoeuvring system, illustrated for indicative and non-limiting purposes with the aid of the attached drawings in which:

- figure 1 shows a partially sectioned perspective view of a propulsion and manoeuvring system according to the present invention;

- figure 1A schematically shows a side view of a portion of the propulsion and manoeuvring system of figure 1;

- figure 2 shows a scheme of the operation of the propulsion and manoeuvring system of figure 1 according to a first embodiment;

- figure 3 shows a scheme of the operation of the propulsion and manoeuvring system of figure 1 according to a second embodiment.

With reference to the figures, a propulsion and manoeuvring system, indicated by reference number 1, is described below.

The propulsion and manoeuvring system 1 is adapted to be integrated into a boat hull.

The propulsion and manoeuvring system 1 comprises a tubular body 2 extending between a suction mouth 21 and a discharge mouth 22 and defining a duct 210, 220 for the water.

The propulsion and manoeuvring system 1 comprises at least one thruster 3 inserted in the tubular body 2. Particularly, the thruster 3 divides the tubular body 2 in a suction duct 210, upstream of the thruster 3, and in a discharge duct 220, downstream of the thruster 3.

The thruster 3 is configured to generate a water flow sucking water from the suction mouth 21 and to emit a water jet from the discharge mouth 22.

According to the present invention, the propulsion and manoeuvring system 1 comprises a flow directing body 4 associated with the discharge mouth 22.

The flow directing body 4 is particularly adapted to direct the water jet exiting the discharge mouth 22 in an ejection direction J having at least one horizontal component .

In the present description, the terms "vertical" and "horizontal" are to be intended with reference to the propulsion and manoeuvring system 1 mounted on a boat and with reference to the boat floating on the water in a normal use configuration. Particularly, a horizontal direction is a direction parallel to the free surface of the water, while a vertical direction is a direction perpendicular to the free surface of the water.

The fact that the water jet exits the tubular body 2 with an ejection direction J having at least one horizontal component causes the boat to move. In other words, the horizontal component of the moving vector generates a horizontal push; the greater the horizontal component of such vector, the greater the contribution to the horizontal push received by the boat.

Thus, the thruster 3 generates a water flow which provides a push such as to move the boat.

Particularly, the flow directing body 4 is configured to rotate with respect to the tubular body 2, and particularly with respect to the discharge mouth 22, to vary the ejection direction J of the water jet.

The possibility of rotating the flow directing body 4, and thus varying the ejection direction J of the water jet, allows the propulsion and manoeuvring system 1 to move the boat in a single-vector manner.

Indeed, by rotating the flow directing body 4, the water jet exiting the discharge mouth 22 is oriented in different directions, and a desired direction can be thus imparted to the propulsion jet.

Particularly, the boat will move in an opposite direction with respect to the direction of the water jet .

Advantageously, the propulsion and manoeuvring system 1 is such that a single actuation point is sufficient to direct the pushing vector in all the desired directions. Indeed, the movement of the boat can occur without needing a pair of points of force, and thus with only one propulsion and manoeuvring system 1 according to the present invention.

Advantageously, the boat can be further moved forward and backward, right and left, by simply rotating the water jet directing body 4.

Preferably, the discharge mouth 22 develops in a first plane Z-Z which is transverse with respect to a vertical direction.

More preferably, such first plane Z-Z is substantially horizontal when the propulsion and manoeuvring system 1 is installed in the boat.

Still preferably, the discharge mouth 22 is defined by the end of the tubular body 2 and the flow directing body 4 is configured to rotate with respect to the discharge mouth 22.

The flow directing body 4 comprises at least one directing wall 40 located at the discharge mouth 22 and configured to intercept the water jet exiting the discharge mouth 22. Such at least one directing wall 40 has an inclination defining the ejection direction J.

Such at least one directing wall 40 is configured to rotate by an angle greater than 250°, and preferably by a round angle, to vary the ejection direction J of the water jet exiting the discharge mouth 22. In this way, the boat can advance in all directions with only one propulsion and manoeuvring system 1.

Preferably, the flow directing body 4 comprises a plurality of such directing walls 40 mutually spaced from each other at the first plane Z-Z.

Preferably, the directing walls 40 can consist of inclined fins 400.

More preferably, the flow directing body 4 comprises a plurality of fins 400 spaced from each other so as to define a plurality of interspaces 41 through which the water jet passes, as visible in figure 1A.

Still with reference to figure 1A, each fin 400 is particularly inclined by a predetermined angle a with respect to the first plane Z-Z. Such predetermined angle a can be progressive, namely the fins 400 are inclined by predetermined angles a different from each other, or fixed, namely the predetermined angle a is the same for all the fins 400. Thereby, the inclination of the fins 400 defines overall a main ejection direction J of the water jet. In other words, the fins 400 are inclined with respect to the development plane of the discharge mouth 22.

The plurality of fins 400 at least partially defines a discharge grate 402 located at the discharge mouth 22.

The discharge grate 402 is thus located to cover the discharge mouth 22.

Thereby, the fins 400 fulfil both the function of orienting the propulsion jet and the function of protecting the thrusters 3.

More preferably, the propulsion and manoeuvring system 1 also comprises a suction grate 5 located to cover the suction mouth 21. Thereby, the thruster 3 remains protected and the foreign bodies entering the tubular body 2 and the resulting foreign bodies contacting the thruster 3 can be prevented.

Still preferably, the flow directing body 4 comprises a frame 42 rotatably connected to the tubular body 2 and configured to rotate parallel to the first plane Z-Z. Each fin 400 of the plurality of fins 400 is fixed to the frame 42 and is dragged in rotation by the frame 42 when rotating the frame 42. In other words, the fins 400 are integral with the frame 42 and form a single body with the frame 42 and are thus dragged in rotation by the frame 42 itself. Therefore, the fins 400 and the frame 42 rotate as a single body.

Therefore, such frame 42 also defines the discharge grate 402 together with the fins 400. Thus, the discharge grate 402 comprises the plurality of fins 400 and the frame 42.

The discharge grate 402 further comprises a support chassis 410 fixed to the tubular body 2 and at least partially surrounding the frame 42.

The support chassis 410 is preferably coaxial to the frame 42.

Furthermore, the support chassis 410 is preferably substantially aligned with respect to the frame 42.

The support chassis 410 is not integral with the frame 42 to allow the relative rotation between the two components .

In other words, the discharge grate 402 comprises a fixed portion, integral with the tubular body 2, given by the support chassis 410. Such fixed portion cannot rotate. The discharge grate 402 further comprises a movable portion, coupled to the discharge mouth 22, which is configured to rotate to vary the ejection direction J. Such movable portion is given by the frame 42 and the fins 400, which are integral with the frame 42.

As illustrated in the attached figures, the tubular body 2 has an inverted U-shape. Furthermore, preferably, the suction mouth 21 develops in a second plane Y-Y which is substantially parallel to the first plane Z-Z.

More preferably, the second plane Y-Y coincides with the first plane Z-Z and the suction and discharge mouths 21, 22 are located at the same level.

The propulsion and manoeuvring system 1 comprises an orienting actuator 61 adapted to drag in rotation the flow directing body 4 and a driving device 30 adapted to drive the thruster 3.

As explained below, according to a first embodiment of the finding, the driving device 30 comprises an electric motor 8, while according to a second embodiment, the driving device 30 comprises a hydraulic motor 9.

According to the present invention, preferably, the propulsion and manoeuvring system 1 comprises a shaft 6 connected to the frame 42 and located inside the tubular body 2. Particularly, the shaft 6 is positioned with its central axis K transversal to the first plane Z-Z.

The shaft 6 is configured to rotate with respect to its central axis K to drag in rotation the frame 42 and the fins 400 so as to vary the ejection direction J of the water jet.

Preferably, the shaft is fixed to the frame 42 and thus is integral with the frame 42 and the fins 400.

More preferably, the shaft 6 is connected to the centre of the frame 42.

The propulsion and manoeuvring system 1 also comprises the orienting actuator 61 connected to the shaft 6 and configured to rotate the shaft 6.

The propulsion and manoeuvring system 1 comprises the driving device 30 connected to the thruster 3 and configured to drive the thruster 3.

Preferably, the propulsion and manoeuvring system 1 is configured to be connected to a control console 7 configured to control the driving device 30 and the orienting actuator 61, on the basis of control signals generated by an operator.

Particularly, the control console 7 is adapted to allow an operator to set a desired movement direction at a desired speed. Such controls are suitably converted by a control unit (not illustrated) in driving signals of the orienting actuator 31 and the driving device 30.

According to a first embodiment, the driving device 30 comprises an electric motor 8.

According to such first embodiment, the propulsion and manoeuvring system 1 comprises a dedicated electric supply system 81, configured to electrically supply the orienting actuator 61 and the electric motor 8.

Such electric supply system 81 is for example a battery, rechargeable through the shore current 82 and/or a current generator 83 and/or the motor assembly 84 of the main propulsion system of the boat.

According to a second embodiment, the driving device 30 comprises a hydraulic motor 9 which can be coupled to a motor assembly of the main propulsion system of the boat. Particularly, the hydraulic motor 9 can be coupled to a power take-off 91 of an inverter of the motor assembly of a main propulsion system of the boat.

According to such embodiment, the motor assembly of the main propulsion system of the boat should be kept on, but with the inverter in neutral, to operate the propulsion and manoeuvring system 1.

In the case of a hydraulic motor 9, the propulsion and manoeuvring system 1 comprises a dedicated hydraulic plant. This is preferably composed by two hydraulic pumps which are installed by connecting them to the power takeoffs of the inverters of the motor assembly of the main propulsion system. The dedicated hydraulic plant further comprises an oil storing reservoir 92 for recirculating the service oil.

According to such embodiment, the orienting actuator 61 is instead configured to be supplied by a service battery 62 of the boat.

A boat, preferably for Search and Rescue use, comprising at least one propulsion and manoeuvring system 1 as described above, is also part of the present invention. Such propulsion and manoeuvring system 1 is located in the boat hull, preferably at the stern. Particularly, the propulsion and manoeuvring system 1 is disposed such that the two mouths are immersed in water facing downwards.

The hull can be both of the most traditional type having curved surfaces, typical of deploying or semiplanning boats, and of the so-called "V-shaped" type, since in cross-section the hull forms, precisely, a "V, " typical of planning and fast crafts. In the first case, thus, the keel is locally flatter, while in the second case an angle which can be more or less wide and which can be normally varied from stern to bow is in the keel. In the first case, minimal modifications to the original drawing will be required for installing the propulsion and manoeuvring system 1, while in the second the hull geometry should be locally modified to obtain suitable installation zones. In other words, in both cases the propulsion and manoeuvring system 1 will be mounted in the boat at least with the discharge mouth 22, and preferably both the mouths 21, 22, completely horizontal with respect to the free surface.

The boat further comprises at least one main propulsion system which comprises one or more thrusters and which is located in the hull, preferably at the stern .

The main propulsion system comprises the above- mentioned motor assembly 84.

According to the first embodiment described above, in which an electric motor 8 is present as an activating device 30 of the one or more thrusters 30, the motor assembly 84 can be used to provide electric supply to the dedicated battery 81.

According to the second embodiment described above, in which a hydraulic motor 9 is present as an activating device 30 of the one or more thrusters 30, the power take-offs 91 of the inverter of the motor assembly are connected to the hydraulic motor 9.

The boat comprises the above-mentioned control console 7 and control unit.

It should be noted that the propulsion and manoeuvring system 1 is configured to operate when the main propulsion system is turned off or when it is turned on with the inverter in neutral, depending on the embodiment, thus providing a high-precision manoeuvring system .

Alternatively, the propulsion and manoeuvring system 1 is configured to operate also when the propulsion system is out of order or malfunctioning, thus providing an alternative propulsion system.

Advantageously, in this way such system can be also used as an alternative propulsion system, in addition to a manoeuvring system, in case of problems with the main propulsion system.

Preferably, the boat also comprises one or more manoeuvring thruster. Such manoeuvring thrusters can be so-called "standard bow thrusters" and are located preferably at the bow. Preferably, the boat comprises dedicated grates to cover such manoeuvring thrusters.

The propulsion and manoeuvring system thus conceived, as well as the boat comprising such propulsion and manoeuvring system, is susceptible of a number of modifications and variations, all falling within the scope of the inventive concept; furthermore, all the details are replaceable by technically equivalent elements. In practice, the used materials, as long as compatible with the specific use, as well as the contingent size and shapes, can be any depending on the technical requirements.