CN110099843B

CN110099843B - Container transport ship propelled by gas fuel

Info

Publication number: CN110099843B
Application number: CN201780080268.2A
Authority: CN
Inventors: 金汉哲; 韩范羽; 沈勋燮; 柳盛俊; 文贤秀; 宋仁昌
Original assignee: Hyundai Heavy Industries Co Ltd
Current assignee: HD Hyundai Heavy Industries Co Ltd
Priority date: 2016-12-29
Filing date: 2017-12-27
Publication date: 2022-02-08
Anticipated expiration: 2037-12-27
Also published as: SA519402221B1; JP2020514162A; KR20180077848A; CN114212188A; KR102196987B1; CN110099843A; JP6901567B2; WO2018124733A1

Abstract

An embodiment of the present invention relates to a gas fuel propelled container transport ship, characterized by comprising: a liquefied gas storage tank accommodated inside the hull for storing liquefied gas; and a fuel supply chamber that accommodates a fuel supply portion that delivers the liquefied gas to a propulsion engine, the fuel supply chamber being provided on an upper deck portion of the hull.

Description

Container transport ship propelled by gas fuel

Technical Field

The present invention relates to a gas fuel propelled container transport ship.

Background

A ship is a means of transport for sailing on the ocean by loading a large amount of minerals, crude oil, natural gas, or containers of several thousand or more, and is made of steel and moved by thrust generated by rotation of a propeller while floating on the water surface by buoyancy.

Generally, such a ship generates thrust by driving an engine, in which the engine moves a piston using gasoline or diesel oil, so that a crankshaft is rotated by the reciprocating motion of the piston, a shaft connected to the crankshaft is rotated, and a propeller is driven.

However, when heavy oil such as HFO or MFO is used as propulsion fuel, heavy oil or the like is burned and various harmful substances contained in exhaust gas cause serious environmental pollution, and since regulations for environmental pollution are becoming stricter, regulations for propulsion devices using heavy oil as fuel oil are also becoming stricter, which results in increasing costs for meeting these regulations.

Accordingly, heavy oil tends not to be used as a ship fuel or only a minimum amount of heavy oil is used as a ship fuel, and recently, as technology has been developed, technology using Liquefied Gas such as Liquefied Natural Gas (Liquefied Natural Gas) or Liquefied Petroleum Gas (Liquefied Petroleum Gas) instead of gasoline or diesel oil has been developed.

Liquefied natural gas is a colorless and transparent liquid obtained by cooling and liquefying methane obtained by refining natural gas collected from a gas field, contains almost no hazardous substances and has a high heat quantity, and is an excellent fuel. On the other hand, liquefied petroleum gas is a fuel obtained by compressing a gas containing propane (C3H8) and butane (C4H10) as main components, which are extracted from oil fields together with petroleum, at normal temperature to form a liquid. Liquefied petroleum gas is colorless and odorless as liquefied natural gas, and is widely used as a fuel for household use, commercial use, industrial use, and automobiles.

In a liquefied gas storage tank provided on the ground or a liquefied gas storage tank provided on a ship as a transportation means for sailing at sea, liquefied natural gas is liquefied to reduce its volume to 1/600, and liquefied petroleum gas is liquefied to reduce its volume to 1/260 and butane to 1/230, thereby having an advantage of high storage efficiency.

Such liquefied gas is supplied to various demand terminals for use, and recently, an LNG fuel supply method using LNG as fuel to drive an engine in an LNG carrier that transports liquefied natural gas has been developed, and attempts to apply such a method using LNG as engine fuel to other ships than the LNG carrier have been ongoing.

Further, attempts are being made to improve fuel economy, reduce exhaust gas, and improve navigation efficiency by providing a container carrier with an engine that consumes liquefied gas.

Disclosure of Invention

Problems to be solved by the invention

The present invention has been made to improve the conventional art, and an object of the present invention is to provide a gas fuel propelled container ship which can be propelled using liquefied gas as fuel and which has an optimized structure for using liquefied gas as fuel.

Technical scheme for solving problems

The invention relates to a gas fuel propulsion container transport ship, which is characterized by comprising: a liquefied gas storage tank accommodated inside the hull for storing liquefied gas; and a fuel supply chamber that accommodates a fuel supply portion that delivers the liquefied gas to a propulsion engine, the fuel supply chamber being provided on an upper deck portion of the hull.

In particular, the fuel supply chamber may be provided at a lower portion of the cabin.

In particular, an insulating partition wall may be provided between the fuel supply chamber and the cabin.

In particular, an insulated empty compartment may also be included, provided between the upper deck and the upper wall of the liquefied gas storage tank.

In particular, the liquefied gas storage tank may have a height from a double-bottom structure of the hull to a lower end of the isolation empty compartment.

In particular, a fuel storage station may be further included, which is provided at an upper portion of the upper deck, receives liquefied gas from the outside and delivers the liquefied gas to the liquefied gas storage tank.

Specifically, the side wall of the fuel supply chamber may be provided spaced inward from a side shell of the hull.

Specifically, the fuel storage stations may be disposed at left and right sides of the fuel supply chamber.

Specifically, the fuel supply portion may include at least one of a pump that pressurizes a liquefied gas, a compressor that compresses an evaporated gas resulting from the vaporization of the liquefied gas, and a heat exchanger that heats the liquefied gas or the evaporated gas.

Effects of the invention

The container ship propelled by the gaseous fuel uses an engine which uses liquefied gas as fuel instead of gasoline or diesel oil, thereby improving the fuel economy, reducing the exhaust emission and improving the sailing efficiency.

In addition, the gas fuel propulsion container ship of the present invention optimizes the structure for supplying liquefied gas to the engine, etc., so that the stability, safety, etc. can be improved, and thus the satisfaction of the ship owner can be improved.

Drawings

Fig. 1 is a side view of a gaseous fuel propelled container ship of a first embodiment of the present invention.

Fig. 2 is a front sectional view of a gaseous fuel propelled container ship according to a first embodiment of the present invention.

Fig. 3 is a plan sectional view of a gaseous fuel propelled container ship of a first embodiment of the present invention.

Fig. 4 is a front cross-sectional view of a gaseous fuel propelled container ship of a first embodiment of the present invention.

Fig. 5 is a side sectional view of a gaseous fuel propelled container ship of a first embodiment of the present invention.

Fig. 6 is a front cross-sectional view of a gaseous fuel propelled container ship of a first embodiment of the present invention.

Fig. 7 is a perspective view of a fuel storage station of a gaseous fuel propulsion container ship according to a first embodiment of the present invention.

Fig. 8 is a front cross-sectional view of a gaseous fuel propelled container ship of a second embodiment of the present invention.

Fig. 9 is a front cross-sectional view of a gaseous fuel propelled container ship of a third embodiment of the present invention.

Detailed Description

The objects, specific advantages and novel features of the invention will become more apparent from the following detailed description of the preferred embodiment when considered in conjunction with the accompanying drawings. In the present specification, when reference numerals are given to components in each drawing, the same components are given the same reference numerals as much as possible even when they are shown in different drawings. In describing the present invention, it is to be understood that the detailed description thereof will be omitted when it is determined that the description of the related known art does not unnecessarily obscure the gist of the present invention.

Hereinafter, preferred embodiments of the present invention are described in detail with reference to the accompanying drawings. However, in the present specification below, the liquefied gas may be a general term for all gaseous fuels that are normally stored in a liquid state, such as LNG, LPG, ethylene, or ammonia.

In addition, the liquefied gas may be a general term for a gas state other than a liquid state, a supercritical state, a supercooled state, or the like for convenience. That is, for convenience, a liquefied gas may be used instead of a liquid state due to factors such as heating, pressurization, or natural vaporization.

Fig. 1 is a side view of a gaseous fuel propelled container carrier of a first embodiment of the present invention, fig. 2 is a front sectional view of the gaseous fuel propelled container carrier of the first embodiment of the present invention, and fig. 3 is a plan sectional view of the gaseous fuel propelled container carrier of the first embodiment of the present invention.

Fig. 4 is a front sectional view of a gaseous fuel propelled container carrier of a first embodiment of the present invention, and fig. 5 is a side sectional view of the gaseous fuel propelled container carrier of the first embodiment of the present invention.

Fig. 6 is a front sectional view of a gaseous fuel propelled container carrier of a first embodiment of the present invention, and fig. 7 is a perspective view of a fuel depot of the gaseous fuel propelled container carrier of the first embodiment of the present invention.

Referring to fig. 1 to 7, a gaseous fuel propelled container transport vessel 1 according to a first embodiment of the present invention includes a hull 10, a liquefied gas storage tank 20, an isolated empty tank 30, an oil storage tank 40, a ballast tank 50, a fuel supply chamber 60, a fuel storage station 70, a transformer chamber 80, and a breather pipe 90.

The hull 10 forms the appearance of the gaseous fuel propelled container ship 1. The hull 10 is surrounded by an upper deck 11, a side outer panel 12, and a bottom panel 13, and the hull 10 is provided with a bow 14 at the front and a stern 15 at the rear in the front-rear direction.

A bulbous bow (reference numeral not shown) is provided at the bow 14 so that wave making resistance can be reduced, and a propeller (reference numeral not shown) and a rudder (reference numeral not shown) are provided at the stern 15 to enable navigation and turning.

The hull 10 has a double bottom structure 13 a. That is, since the partition wall is additionally provided between the bottom plate 13 and the space for containing the liquefied gas, the liquefied gas leaks only when at least two walls are broken.

Hereinafter, the internal structure of the hull 10 will be described.

The hull 10 can house containers C inside. For this, the inside of the hull 10 is provided with a plurality of cargo holds H in the fore-and-aft direction. Guide rails (not shown) are provided in the cargo hold H to guide loading of the containers C.

A partition wall (not shown) of a partially open type is provided in the cargo hold H so that a plurality of compartments (not shown) constituting the cargo hold H can be partitioned. That is, the cargo hold H may include at least two compartments in the front-rear direction, each compartment being divided by a partition wall. In this case, the partially open type partition walls may be provided to be spaced apart from each other between the two compartments, and a space between the partition walls may be referred to as a gap portion G.

In addition, the plurality of cargo holds H have a seal-type partition wall (reference numeral not shown) in the front-rear direction, and a gap portion G is formed between the cargo holds H and the cargo holds H. That is, a space may be provided between the front partition wall of any cargo hold H and the rear partition wall of the cargo hold H provided in front of the front partition wall, and a horizontally provided deck (D) strip (not shown) or the like may be disposed in the gap portion G which is a spaced portion.

The upper part of the cargo hold H is provided with a hatch coaming M. The hatch coaming M may be an edge protruding upward around the entrance of the cargo compartment H, which may be a structure for covering the hatch cover V.

By providing the hatch cover V on the hatch coaming M, the cargo compartment H can be sealed from the outside, however, the hatch cover V can be simply placed on the hatch coaming M instead of being bonded to the hatch coaming M.

The cargo hold H is provided with a step B therein. The lower ends of the hull 10 on the left and right sides are formed in a curved shape when viewed in a front cross section, and in order to load as many containers C as possible in the cargo hold H, the cargo hold H must be formed in a stepped shape on both the left and right sides, and cannot be formed in a rectangular or square shape.

At this time, the width, height, etc. of the step B may be determined according to the width specification of the container C, and the position or shape of the step B may be changed between the bow 14 and the stern 15. This is because the lower portion of the front cross section of the hull 10 is gradually narrowed from the central portion toward the bow 14 or stern 15. Therefore, the closer to the bow 14 or the stern 15 from the center portion of the hull 10, the more inward the position of the step portion B may be moved or the more inward the shape thereof may be projected.

That is, the position or shape of the step portion B between the bow 14 and the stern 15 changes according to the ship shape of the hull 10. A ballast tank 50 may be provided between the step B and the hull 10, and as the position or shape of the step B may be changed in the fore-and-aft direction of the hull 10, the position or shape of the ballast tank 50 may be changed accordingly.

A nacelle R may be provided inside the hull 10 adjacent the stern 15. A propulsion engine (not shown) is housed in the nacelle R, and the propulsion engine is mechanically or electrically connected to the propeller so as to consume the liquefied gas as fuel to effect rotation of the propeller.

The liquefied gas storage tank 20 may be accommodated in a lower portion of the cabin a in a central portion of the hull 10. At this time, the liquefied gas storage tank 20 may be disposed just below the cabin a, and may be surrounded by the isolation empty tank 30.

Hereinafter, facilities provided on the upper deck 11 of the hull 10 will be described.

A cabin a is provided on the upper deck 11 of the hull 10. The cabin a is a living space of a crew, and may be divided into a plurality of floors in the vertical direction, such as an a deck (D), a B deck, and a C deck, as shown in the drawing, and a cockpit for controlling navigation may be provided at the uppermost floor.

The cabin a may be provided at a central portion of the hull 10, and the cross-section of the hull 10 has the largest size at the portion where the cabin a is provided. The hull 10 has a central section of maximum size at a central portion between the bow 14 and the stern 15, which may extend a prescribed length forward and backward.

The hold a may be located in the upper part of the fuel supply chamber 60 provided on the upper deck 11, rather than being provided directly on the upper deck 11. That is, the tank a, the fuel supply chamber 60, and the liquefied gas storage tank 20 may be disposed in the center portion of the hull 10 in the vertical direction. As for the fuel supply chamber 60, it will be described later.

A hull I is provided on the upper deck 11 of the hull 10 behind the cabin a. The engine case I has a chimney for discharging exhaust gas generated in the propulsion engine to the outside, and may also form a space for installing an emergency generator, a fire extinguishing facility, or the like.

Containers C can be loaded on the upper deck 11 of the hull 10 except for the hold a and the engine case I. In order to load the container C, the upper deck 11 is provided with lashing bridges L arranged at a predetermined distance in the front-rear direction.

The lashing bridges L are arranged on the front side and the rear side of the container C and used for lashing and loading the container C into a plurality of layers. The lashing bridges L may also be provided at positions spaced apart from the cabin a on both front and rear sides of the cabin a, and may be configured in such a manner as to be supported independently of the cabin a.

As described later, the hold a is supported on the upper deck 11 via the fuel supply chamber 60, and the isolation chamber 30 is provided below the upper deck 11, and the height of the isolation chamber 30 is set to be smaller than the height of the fuel supply chamber 60 in order to secure the volume of the liquefied gas storage tank 20.

In this case, even if a beam member 34, which will be described later, is provided in the isolated empty tank 30 to reinforce the support strength of the ship tank a, the structural strength of the ship tank a may be insufficient due to insufficient height of the beam member 34.

Therefore, in the present embodiment, by providing the connecting portion 16 that connects the lashing bridge L supported independently of the cabin a to the cabin a, the cabin a can be stably supported on the upper deck 11 even if the height of the beam member 34 is insufficient.

At this time, the connecting portion 16 may be vertically aligned with the beam member 34. Therefore, the connection portion 16 and the beam member 34 are connected as one member penetrating the upper deck 11, and the stability of the cabin a can be improved.

The connection portion 16 may be formed with a through-hole 16a in the left-right direction. In this case, the through-hole 16a may be configured to allow a crew to pass through, a plurality of through-holes 16a may be provided vertically, and a portion where the through-hole 16a is provided may be a position corresponding to the deck (D) of the cabin a.

The lashing bridge L may be provided with a socket S connected to the container C for providing electrical power. At this time, the socket S may be connected to the reefer container C to supply power, however, the socket S connected to the reefer container C may be disposed at the rear of the container C. In this case, the receptacle S may not be provided on the lashing bridge L on which the container C is not loaded in the front (for example, the lashing bridge L provided behind the cabin a or the engine case I).

Stools (stools) T may be provided on the upper deck 11 at the left and right sides of the hatch cover V. When the hatch coaming M and the hatch cover V are provided, a height difference is generated between the upper surface of the upper deck 11 and the upper surface of the hatch cover V, but since the width of the hatch cover V is relatively small compared to the width of the hull 10, a structure for eliminating the height difference is required in order to load the containers C at the left and right ends of the hatch cover V.

Therefore, on the upper deck 11 of the hull 10 at a position aligned with the side outer panel 12 or adjacent to the side outer panel 12, a plurality of stools T may be provided in the fore-and-aft direction, the insides of the containers C provided at the leftmost and rightmost sides of the hatch cover V may be supported by the hatch cover V, and the outsides thereof may be supported by the stools T.

The liquefied gas storage tank 20 stores liquefied gas. In this case, the liquefied gas may be a gaseous fuel consumed by a propulsion engine for propelling the gaseous fuel to the container ship 1 for sailing.

The liquefied gas storage tank 20 stores the liquefied gas in a liquid state. For this reason, the liquefied gas storage tank 20 can store the liquefied gas in an ultra-low temperature state, and various heat insulation structures can be adopted for the liquefied gas storage tank 20 in order to prevent the liquefied gas from being converted into a vaporized gas by natural vaporization.

The liquefied gas storage tank 20 may be a membrane type or a stand-alone type, but the shape of the liquefied gas storage tank 20 is not particularly limited. In addition, the liquefied gas storage tank 20 stores the liquefied gas at a pressure of 1 to 10bar, but the storage pressure of the liquefied gas storage tank 20 is not particularly limited.

The liquefied gas storage tank 20 is provided at an upper portion thereof with a dome 21. The dome 21 is a portion connecting the inside and the outside of the liquefied gas storage tank 20, and the gas fuel line 62 may penetrate the dome 21.

The liquefied gas storage tank 20 may be provided inside the hull 10 below the upper deck 11, and the dome 21 of the liquefied gas storage tank 20 may be provided such that at least a portion thereof penetrates the upper deck 11. Thus, the gas fuel line 62 passing through the dome 21 may extend from an upper portion of the upper deck 11, rather than being provided at a lower portion of the upper deck 11.

A fuel supply chamber 60 may be provided on the upper deck 11 at a position where the liquefied gas storage tank 20 is provided, and a cabin a may be provided on an upper portion of the fuel supply chamber 60. That is, the liquefied gas storage tank 20 may be located below the cabin a.

However, since the liquefied gas storage tank 20 is a structure that accommodates hazardous substances, in order to protect the cabin a and the like from the liquefied gas storage tank 20 and achieve thermal insulation, the circumference of the liquefied gas storage tank 20 may be surrounded by the insulating empty tank 30.

Further, an inspection platform (inspection platform) for inspecting an outer wall of the liquefied gas storage tank 20 may be provided around the liquefied gas storage tank 20. The inspection platform may be a horizontal member 35 described later, and a plurality of horizontal members 35 may be arranged vertically.

The liquefied gas storage tank 20 may have a shape in which the front-rear width is relatively small compared to the left-right width. The front-rear width of the liquefied gas storage tank 20 may correspond to the front-rear width of the cabin a. That is, the space between the partition walls provided in line with the front and rear sides of the cabin a may be a space for accommodating the liquefied gas storage tank 20.

If the front-rear width of the liquefied gas storage tank 20 is greater than the front-rear width of the ship's hold a, the cargo hold H on both front and rear sides of the ship's hold a is invaded by the liquefied gas storage tank 20 to cause a reduction in the loading capacity of the container C. Therefore, the front-rear width of the liquefied gas storage tank 20 can be limited to correspond to the front-rear width of the cabin a.

However, in order to ensure the distance over which the gaseous fuel is propelled into the container ship 1, it is necessary to sufficiently ensure the capacity of the liquefied gas storage tank 20. Therefore, in the present embodiment, the left-right width of the liquefied gas storage tank 20 can be made larger than the front-rear width to ensure the volume.

In addition, the height of the liquefied gas storage tank 20 can be made larger than the front-rear width, so that the liquefied gas storage tank 20 can store the amount of the gaseous fuel required for the voyage without invading the loading space of the container C.

However, if the liquefied gas storage tank 20 is provided as a stand-alone type, there arises a problem of stability when the hull 10 pitches, and in the present embodiment, the pitch of the liquefied gas storage tank 20 can be reduced by providing stoppers 33a on the inner wall 32 of the isolation chamber 30 in the front and rear directions.

An isolation empty tank 30 is provided between the liquefied gas storage tank 20 and the hull 10. The isolation chamber 30 is provided between the upper wall of the liquefied gas storage tank 20 and the upper deck 11 so as to be in contact with the lower surface of the upper deck 11, and may be provided between the side wall of the liquefied gas storage tank 20 and the side outer panel 12.

At this time, the liquefied gas storage tank 20 has a height from the double-bottom structure 13a of the hull 10 to the lower end of the isolated empty tank 30. Here, the height of the liquefied gas storage tank 20 is the height of the film-type liquefied gas storage tank 20, or the sum of the height of the independent liquefied gas storage tank 20 and the height for providing the support, the stopper 33a, and the like.

That is, between the above-mentioned double bottom structure 13a and the lower end of the isolated empty tank 30, no additional space or structure may be provided other than the wall structure of the liquefied gas storage tank 20, the stopper 33a, or the support.

Therefore, the liquefied gas storage tank 20 can be made to have the maximum height while ensuring the safety of the liquefied gas storage tank 20 inside the hull 10, and therefore, the present embodiment can expand the volume of the liquefied gas storage tank 20 to ensure the navigation of the gas fuel propelled container ship 1. In addition, in order to secure the volume of the liquefied gas storage tank 20, the isolation empty compartment 30 may have a relatively small height compared to the height of the fuel supply chamber 60.

When the liquefied gas storage tank 20 is provided in the film type, the isolated empty compartment 30 may not be provided between the lower wall of the liquefied gas storage tank 20 and the bottom ship plate 13, in which case the isolated empty compartment 30 may have an inverted U shape surrounding the liquefied gas storage tank 20. That is, only the double-bottom structure 13a may be provided between the lower wall of the liquefied gas storage tank 20 and the bottom plate 13, without providing the isolated empty tank 30.

At this time, the isolated empty tank 30 may be provided so that the inside thereof communicates with the double-bottom structure 13a between the lower wall of the liquefied gas storage tank 20 and the bottom ship plate 13, and for this purpose, an opening 31 for communicating with the double-bottom structure 13a may be provided at the lower end of the portion surrounding the side wall of the liquefied gas storage tank 20.

Thus, the upper and side walls of the liquefied gas storage tank 20 may be surrounded by the isolated empty compartment 30 and the lower wall may be surrounded by the double bottom structure 13 a. Here, the opening 31 may be arranged such that the isolation chamber 30 and the double bottom structure 13a always communicate.

Further, the isolation empty tank 30 may be provided to be spaced inward with respect to the side outer panel 12, and the oil storage tank 40 and the ballast tank 50 may be provided to the outside of the isolation empty tank 30 in the left-right direction.

The ballast tank 50 is provided to be connected to the side planking 12 on both right and left sides of the hull 10, the isolation empty tank 30 is provided between the sidewall of the liquefied gas storage tank 20 and the ballast tank 50, and the oil storage tank 40 may be provided between the liquefied gas storage tank 20 and the ballast tank 50.

That is, in the present embodiment, the ballast tank 50, the oil storage tank 40, the isolated empty tank 30, and the liquefied gas storage tank 20 may be sequentially disposed from the ship side outer panel 12 toward the inside, and in this case, leakage of the liquefied gas storage tank 20 can be prevented by the ballast tank 50, the oil storage tank 40, and the isolated empty tank 30 even though the ship side outer panel 12 is damaged.

The aforementioned double-bottom structure 13a may be provided separately from the ballast tank 50. The double-bottom structure 13a is a space communicating with the isolated empty chamber 30, and therefore is also a space for blocking leakage of liquefied gas at a time. Therefore, in order that the ballast tank 50 can secondarily block the leakage of the liquefied gas, the ballast tank 50 may form a space separated from the double-bottom structure 13a and the isolation empty tank 30.

Between the upper wall of the liquefied gas storage tank 20 in the isolated empty compartment 30 and the hull 10, a beam member 34 may be provided in the longitudinal direction. The beam members 34 are provided on the lower surface of the upper deck 11 and may have an inverted T-shaped cross section.

The girder member 34 is accommodated in the insulated space 30, and the upper end of the girder member 34 may be connected to the lower surface of the upper deck 11 and the lower end thereof may be connected to the upper wall of the liquefied gas storage tank 20 in the insulated space 30. The beam member 34 may be provided in plurality in the left-right direction.

The connecting portions 16 described later may be arranged in the beam member 34 in vertical alignment. The isolation empty tank 30 may have a relatively small height compared to the height of the fuel supply chamber 60, and therefore, even if the beam member 34 is provided in the isolation empty tank 30, there is a possibility that the support of the hold a provided in the upper portion of the upper deck 11 may be insufficient. Therefore, in order to reinforce the supporting strength of the hold a, the connecting portion 16 may be added at a position aligned with the beam member 34, so that the lashing bridge L serves as a structure for supporting the hold a, which has been described above.

When the liquefied gas storage tank 20 is provided as a separate type, stoppers 33a for supporting both front and rear sides of the liquefied gas storage tank 20 may be provided on an inner wall 32 of the isolated empty chamber 30 facing the liquefied gas storage tank 20. Since the liquefied gas storage tank 20 has a shape in which the front-rear width is relatively high or the left-right width is relatively small, it may be vulnerable to pitching and the like of the hull 10. Therefore, in the present embodiment, stoppers 33a are provided on the front inner wall 32 and the rear inner wall 32 of the liquefied gas storage tank 20 in the inner wall 32 of the isolated cavity 30, and the pitch of the liquefied gas storage tank 20 can be reduced by the stoppers 33 a.

Of course, the stoppers 33a may be provided on both left and right inner walls 32 of the liquefied gas storage tank 20 among the inner walls 32 of the isolated empty compartment 30, and therefore, the stoppers 33a may be provided to reduce pitching or rolling of the liquefied gas storage tank 20.

The stopper 33a may have a size larger than a gap between the inner wall 32 of the isolated empty compartment 30 and the outer wall of the liquefied gas storage tank 20. That is, the stopper 33a may have a height greater than the front-to-rear width of the isolation chamber 30. In this case, the segregation chamber 30 is provided with a recess 33 in order to provide the stopper 33 a.

The recess 33 is recessed toward the outside of the liquefied gas storage tank 20 so as to accommodate at least a part of the stopper 33a in the inner wall 32 of the isolated empty compartment 30. The depth of depression of the recessed portion 33 may be the height of the stopper 33a minus the front-to-rear width of the isolation chamber 30.

As described above, the horizontal member 35 is provided around the liquefied gas storage tank 20, and the horizontal member 35 is longitudinally provided inside the isolated empty compartment 30 and provided to protrude from the inner wall 32 of the isolated empty compartment 30 toward the liquefied gas storage tank 20, thereby serving as an inspection platform for the liquefied gas storage tank 20.

The horizontal member 35 may be provided on the inner wall 32 of the isolated cavity 30 surrounding the left and right sides of the liquefied gas storage tank 20, and one end of the horizontal member 35 may be fixed to the inner wall 32 of the isolated cavity 30 and the other end may have a left and right width that can be spaced apart from the outer wall of the liquefied gas storage tank 20.

Since the inner wall 32 of the isolation chamber 30 is vertically disposed, it is necessary to combine horizontally disposed members to reinforce the structure. Therefore, in the present embodiment, by providing the horizontal member 35 on the inner wall 32 of the isolation chamber 30, the structure of the inner wall 32 of the isolation chamber 30 can be stably maintained.

The oil storage tanks 40 may be provided on the right and left outer sides of the isolated empty compartment 30, but in the present embodiment, the horizontal member 35 may be provided only on the inner wall 32 of the isolated empty compartment 30 facing the liquefied gas storage tank 20, and the horizontal member 35 may not be provided on the outer wall facing the inside of the oil storage tank 40.

Therefore, due to the above-described configuration of the horizontal member 35, the oil storage tank 40 may be in a shape having no protruding member inside. In this case, the oil can be prevented from remaining in the oil storage tank 40 in the present embodiment.

That is, in the present embodiment, the horizontal member 35 is provided in the longitudinal direction in order to reinforce the structure of the inner wall 32 of the isolation chamber 30, the horizontal member 35 does not protrude inside the oil storage tank 40, so that the protruding member inside the oil storage tank 40 can be omitted, and the horizontal member 35 protrudes toward the liquefied gas storage tank 20, so that the horizontal member 35 can be used as an inspection platform without providing an additional inspection platform.

At least a portion of the gaseous fuel line 62 may be located within the isolation capsule 30. The gaseous fuel lines 62 may extend from the dome 21 through the upper deck 11, through the fuel supply in the fuel supply chamber 60, through the upper deck 11, into the isolated empty compartment 30, and then vertically. At this time, the horizontal member 35 has a structure for preventing interference with the gas fuel line 62, and for example, the horizontal member 35 may be formed with a hole (not shown) for the gas fuel line 62 to penetrate therethrough.

The gaseous fuel line 62 may then extend along the line conduit 62a after being connected to the line conduit 62a from the isolation capsule 30, thereby delivering liquefied gas between the fuel supply chamber 60 and the propulsion engine.

The oil storage tank 40 stores oil. The oil storage tanks 40 may be provided on the left and right sides of the liquefied gas storage tank 20, and specifically, may be provided on the left and right outer sides of the isolation empty compartment 30.

The oil stored in the oil storage tank 40 may be a substance that maintains a liquid phase under normal temperature conditions, and the oil may be used as fuel for a propulsion engine. That is, when the gaseous fuel is exhausted or it is difficult to use the gaseous fuel, the oil in the oil storage tank 40 may be supplied to the propulsion engine.

The lower end of the oil storage tank 40 may be formed in a stepped shape. The stepped shape of the lower end of the oil storage tank 40 may be at least a portion of the stepped portion B. Of course, the lower end of the oil storage tank 40 may be provided as a flat surface or an inclined surface, but the oil storage tank 40 is provided at both right and left sides of the isolation empty compartment 30, and the portion where the cargo compartment H is provided may omit the oil storage tank 40, and if the lower end of the oil storage tank 40 is not stepped, the lower end of the oil storage tank 40 and the stepped portion B of the cargo compartment H are misaligned and misaligned, thereby possibly lowering structural stability. Therefore, the lower end of the oil storage tank 40 may be formed by a portion of the step portion B.

The oil storage tanks 40 may be provided on both left and right sides of the isolation chamber 30, and may be further provided in the gap portion G. In this case, the gap G in which the oil storage tank 40 is provided may be a gap G in which the cargo hold H is partitioned back and forth in the hull 10, instead of a gap G in which a compartment is partitioned back and forth in the cargo hold H. This is because the gap portion G between the front and rear divided compartments is formed by an open type partition wall, whereas the gap portion G between the front and rear divided compartments H is formed by a closed type partition wall. Of course, the front and rear partition walls of the compartment are not limited to the open type, and thus the position of the oil storage tank 40 is not limited to the above-described arrangement.

The ballast tank 50 stores ballast water for maintaining the hull 10 in a stable state. The capacity of ballast water stored in the ballast tank 50 may vary depending on the number of containers C loaded on the cargo hold H and the upper deck 11.

For example, when the cargo hold H and the upper deck 11 are (almost) not loaded with the container C (light draft condition), the ballast tanks 50 can be sufficiently filled with ballast water. This can prevent propeller racing (propeller racing) and the like.

In contrast, when the cargo hold H and the upper deck 11 are fully/sufficiently loaded with the container C (fully loaded draft state), the ballast tanks 50 may be (almost) not filled with ballast water. Thereby, the hull 10 can stably float and sail.

The ballast tank 50 may be positioned to interface with the side plating 12 of the hull 10. That is, when the side outer panel 12 is damaged, the inside of the ballast tank 50 can communicate with the outside. Since the ballast water contained in the ballast tank 50 is seawater, marine pollution can be avoided even if the side outer plating 12 is damaged.

In the central portion of the hull 10 where the liquefied gas storage tank 20 and the isolation empty tank 30 are provided, ballast tanks 50 may be provided on the left and right sides of the oil storage tank 40. Thus, the ballast tank 50 can protect the oil storage tank 40 from damage of the side outer panel 12. In addition, since the liquefied gas storage tank 20 is disposed inside the oil storage tank 40 and the isolated empty tank 30, the ballast tank 50 can also protect the liquefied gas storage tank 20.

The ballast tank 50 may be provided to be joined to the side planking 12 of the hull 10 and may be provided in the double bottom structure 13 a. The ballast tank 50 provided in the double-bottom structure 13a and the ballast tank 50 attached to the side outer panel 12 may be communicated with each other or independent from each other.

The upper side of the ballast tank 50 provided in the double-bottom structure 13a may be provided with a step B, which has been described above, but the ballast tank 50 is omitted in the middle of the double-bottom structure 13a and a line pipe 62a may be provided.

The fuel supply chamber 60 houses a fuel supply (not shown) that delivers liquefied gas to the propulsion engine. In this case, the fuel supply unit may include at least one of a pump for pressurizing the liquefied gas, a compressor for compressing the vapor gas obtained by vaporizing the liquefied gas, and a heat exchanger for heating the liquefied gas/vapor gas, but is not limited thereto.

That is, the fuel supply portion may include all structures for delivering liquefied gas to the propulsion engine according to the temperature and pressure required for the propulsion engine, and may further include an evaporation gas treatment structure for maintaining the internal pressure of the liquefied gas storage tank 20.

The fuel supply chamber 60 may be provided at an upper portion of the upper deck 11 of the hull 10, and a cabin a may be provided at an upper portion of the fuel supply chamber 60. That is, the fuel supply chamber 60 is provided at the lower portion of the cabin a, but since the fuel supply chamber 60 is an area where liquefied gas that is dangerous to explode exists, an adiabatic partition wall 61 may be provided between the fuel supply chamber 60 and the cabin a in order to protect the cabin a.

Since the fuel supply chamber 60 has a fuel supply portion that delivers liquefied gas, there is a risk of leakage of the liquefied gas. In addition, since the fuel supply chamber 60 is a space in which liquefied gas exists, ventilation may be required.

Therefore, a ventilation portion 64 may be provided at the fuel supply chamber 60, and the ventilation portion 64 serves to discharge internal fluid such as leakage gas or internal air to the outside, thereby quickly removing the leakage gas or appropriately performing ventilation of the fuel supply chamber 60.

The breather portion 64 discharges the fluid in the fuel supply chamber 60 in the front-rear direction or the lateral direction. Since the cabin a is located above the fuel supply chamber 60, the vent 64 does not need to discharge the fluid upward.

Explosion protection may be required within a predetermined radius range with respect to the vent 64 through which the fluid at risk of explosion is discharged. However, as described above, since the lashing bridges L are provided on both front and rear sides of the cabin a and the sockets S for connecting the refrigerated containers C are provided on the lashing bridges L, it is difficult to provide the sockets S in an explosion-proof manner in reality.

However, since the socket S is connected at the rear of the container C, the socket S is not provided on the lashing bridge L provided at the rear of the cabin a, and in view of this, in the present embodiment, the ventilation portion 64 can achieve ventilation toward the rear of the cabin a, that is, toward the rear of the fuel supply chamber 60.

Therefore, the ventilation portion 64 discharges the fluid inside the fuel supply chamber 60 toward the lashing bridge L where the receptacle S is not provided, and therefore, in the present embodiment, preparation for providing the explosion-proof receptacle S is not required.

The upper end of the dome 21 may be located inside the fuel supply chamber 60. The dome 21 of the liquefied gas storage tank 20 is provided to penetrate the upper deck 11, and the upper end of the dome 21 may be surrounded by a fuel supply chamber 60 provided on the upper deck 11.

The gas fuel line 62 accommodated in the dome 21 is connected to a fuel supply portion provided in the fuel supply chamber 60, and the liquefied gas/vaporized gas discharged from the interior of the liquefied gas storage tank 20 through the gas fuel line 62 can be appropriately processed by the fuel supply portion and delivered to the propulsion engine.

The gaseous fuel line 62 is connected from the fuel supply chamber 60 to the propulsion engine, and the gaseous fuel line 62 may be thermally deformed due to the temperature of the liquefied gas or the gaseous fuel line 62 may be deformed due to the movement of the hull 10.

At this time, in order to cope with the deformation of the gas fuel line 62, the gas fuel line 62 may be provided not only in a straight line from the fuel supply chamber 60 to the propulsion engine, but also may have a bent or bent portion (for example, an expansion ring 62b (expansion loop). since the bent or bent portion is provided in the gas fuel line 62, the gas fuel line 62 can stably deliver the liquefied gas to the propulsion engine without being damaged even if the gas fuel line 62 is deformed.

However, in order to form a bent or bent portion in the gas fuel line 62, a space needs to be secured. At this time, in the present embodiment, a space in which the gas fuel line 62 can be bent is secured by using a space already provided in the hull 10, instead of additionally forming a space.

First, the gas fuel line 62 may be disposed adjacent to the step portion B. As described above, since the ship shape of the hull 10 is formed to be narrower in width from the center portion toward the bow 14 or the stern 15, the position or shape of the step portion B is not constant. At this time, the gas fuel line 62 may be provided to be bendable or bent to cope with the change of the step portion B.

The gaseous fuel line 62 may be surrounded by a line pipe 62a, and the line pipe 62a may be provided along the step portion B, extending toward the propulsion engine at a position adjacent to the fuel supply chamber 60 while changing in position. In this case, the gas fuel line 62 may be bent or bent to cope with the positional change of the line pipe 62 a.

That is, as shown in fig. 4, the position of the line pipe 62a in the center portion is indicated by a dotted line, and when the ship shape of the hull 10 becomes narrow near the bow 14 or the stern 15, the position of the line pipe 62a is indicated by a solid line. When comparing the two positions of the line duct 62a, it can be seen that the position of the line duct 62a changes to the inner side from the center portion near the bow 14 or the stern 15.

Therefore, as shown in fig. 3, the line pipe 62a may be bent inward while extending in the fore-and-aft direction of the hull 10, and at this time, a bent or bent portion of the gas fuel line 62 may be provided at the bent portion of the line pipe 62 a.

The line pipe 62a extends toward the propulsion engine at a position adjacent to the fuel supply chamber 60 so that the position can be changed more than once to the outside or the inside, for example, the line pipe 62a extends toward the propulsion engine at a position adjacent to the fuel supply chamber 60 so that the position can be changed to the outside and then changed to the inside again.

The gas fuel line 62 may be bent or bent outward and then inward as the position of the line pipe 62a changes. Of course, the position change of the line pipe 62a or the arrangement of the bent or bent portion in the gas fuel line 62 is not limited to the above-described arrangement.

And/or, the gas fuel line 62 may have an expansion ring 62b bent or bent at the position of the gap portion G. The gap portion G is a partitioned space provided between the cargo compartment H and the cargo compartment H or between the compartment and the compartment, and the gaseous fuel line 62 may be connected from the fuel supply chamber 60 to the propulsion engine through the gap portion G. At this time, the expansion ring 62b is provided at a portion of the gas fuel line 62 located in the gap portion G, so that it is possible to omit securing of an extra space for providing the expansion ring 62b while coping with thermal deformation or the like of the gas fuel line 62.

As described above, the line pipe 62a accommodating the gas fuel line 62 may be provided in abutment with the step B, or may be provided in the double-bottom structure 13 a. However, in either the former or the latter, the line pipe 62a passes through the gap portion G, and at the gap portion G, the peripheral space of the line pipe 62a will be used for the gas fuel line 62.

Therefore, the line pipe 62a is expanded at the position of the gap portion G, and the gas fuel line 62 may have an expansion ring 62b at the expanded portion of the line pipe 62 a. And/or the line pipe 62a may be open at the position of the gap portion G, and the gas fuel line 62 may have an expansion ring 62b protruding to the outside of the line pipe 62a at a portion where the line pipe 62a is open.

Thus, in the present embodiment, the line pipe 62a accommodating the gas fuel line 62 is provided in contact with the step portion B whose position and shape change according to the ship shape, so that the line pipe 62a changes its position while extending in the front-rear direction, and the gas fuel line 62 is bent or bent at the position where the line pipe 62a changes its position, thereby being able to cope with the deformation of the gas fuel line 62.

And/or, in the present embodiment, even if the line pipe 62a is provided in a straight line shape, the line pipe 62a may be expanded or opened at the position where the gap portion G is located, so that the expansion ring 62b is provided on the gas fuel line 62, so that the transportation of the liquefied gas can be stably maintained despite the deformation of the gas fuel line 62.

The fuel supply chamber 60 may be provided with a void 63. This clearance 63 may be provided on a deck (D) between the fuel supply chamber 60 and the hold a, and for convenience of explanation, the deck (D) referred to in the section describing the clearance 63 below refers to the deck (D) a in the drawings.

The void 63 is recessed toward the cabin a at a deck (D) opposite the upper deck 11. The space 63 may be provided directly above the dome 21, and the dome 21 may be projected to the space 63. The void 63 may include at least a portion directly above the dome 21, and may have an area greater than or equal to the area of the dome 21.

Since the clearance 63 is provided, the height of the fuel supply chamber 60 at the position where the dome 21 is provided is relatively higher than the height of the other portions. The difference between the height of the position where the dome 21 is provided and the height of the other portion corresponds to the height of the void 63.

The height of the void 63 may be the same as or different from the height between the a deck (D) and the B deck. When the height of the gap 63 is the same as the height between the a deck (D) and the B deck, the a deck (D) may be provided as if omitted at the portion where the dome 21 is provided.

In the present embodiment, the void 63 is provided above the material supply chamber 60 in order to lead out a device (not shown) stored in the liquefied gas storage tank 20 through the dome 21 and/or to lead in a device into the liquefied gas storage tank 20. Inside the liquefied gas storage tank 20, equipment such as a pump, which needs to be led out from the liquefied gas storage tank 20 or led into the liquefied gas storage tank 20 for maintenance, replacement, or the like, may be housed.

At this time, the drawing-out/in of the equipment can be achieved only by the dome 21, and since the dome 21 can be disposed to penetrate the upper deck 11 with its upper end slightly higher than the upper deck 11, when the clearance 63 is not provided, the height between the dome 21 and the deck (D) will be smaller than the height of the fuel supply chamber 60.

In this case, due to the size of the equipment (especially the height of the equipment), it may be blocked by the deck (D) and not be able to exit or enter the equipment through the dome 21. Therefore, in the present embodiment, by providing the gap portion 63, the height above the dome 21 can be sufficiently secured, and the drawing out or drawing in of the device can be efficiently achieved.

At this time, the gap 63 may be provided with a crane 63 a. The crane 63a may be provided at a position above the deck (D), and may lead out equipment provided inside the liquefied gas storage tank 20 and/or lead in equipment to the inside of the liquefied gas storage tank 20 through the dome 21. Here, the kind of the crane 63a is not particularly limited, but the crane 63a may be, for example, a bridge crane 63 a. In addition, of course, any structure capable of lifting the equipment may be used instead of the crane 63a or provided in the space 63 together with the crane 63 a.

The fuel storage 70 receives liquefied gas from the outside and delivers it into the liquefied gas storage tank 20. The fuel storage station 70 may be provided outside the hull 10, rather than inside the hull 10, for operative connection with the outside.

The fuel storage station 70 may be provided at an upper portion of the upper deck 11. In addition, the fuel storage station 70 may be located at a central portion of the hull 10 where the liquefied gas storage tank 20 is provided to reduce a distance from the liquefied gas storage tank 20.

For example, the fuel storage stations 70 may be disposed at the left and right sides of the fuel supply chamber 60. For this reason, the lateral width of the fuel supply chamber 60 may be smaller than the lateral width of the hull 10, and the side wall of the fuel supply chamber 60 may be provided spaced inward from the side planking 12 of the hull 10. Therefore, the right and left width of the fuel storage station 70 corresponds to the interval between the side planks 12 and the side walls of the fuel supply chamber 60. At this time, the inner sidewall of the fuel storage station 70 may be joined to the sidewall of the fuel supply chamber 60, and the outer sidewall of the fuel storage station 70 may be aligned up and down with the side planking 12.

However, since at least a part of the outer sidewall of the fuel storage station 70 has a through shape, it may be in a shape of an opening 31 to the outside direction. This is to enable the fuel storage station 70 to be quickly connected to an external liquefied gas supply source and to discharge leakage gas leaking from inside the fuel storage station 70.

The upper surface of the fuel storage station 70 may be inclined upward toward the outside. If a leak gas occurs in the fuel storage station 70, the leak gas may be in a gaseous state at normal temperature and may flow upward.

At this time, the leaking gas may flow along the outside by the inclined upper surface of the fuel storage station 70 and then escape to the open outside, thereby being discharged. For this reason, the outside of the opening 31 from the fuel storage station 70 may be in the shape of the opening 31 at a prescribed height from the upper surface downward.

Since the fuel storage station 70 has a shape with an open outer side, its plane section may have

And (4) shape. The inner side wall of the fuel storage station 70 may be in contact withSince the fuel supply chamber 60 is adjacent to the cabin a and the cabin a is provided above the fuel supply chamber 60, the fuel storage stations 70 are provided at the left and right sides of the cabin a at a position lower than the cabin a but closer to the cabin a.

However, since the fuel storage station 70 is a dangerous area where liquefied gas exists, the fuel storage station 70 may have a shape sealed to all faces of the ship's hold a in order to protect the ship's hold a from dangerous factors of the fuel storage station 70. In this case, the surface facing the cabin a in the fuel storage station 70 may be an upper surface, an inner surface, or the like, and the outer surface is a surface opposite to the cabin a, and thus is provided in an open shape as described above.

Louvers 71 for discharging gas may be provided at the front and rear surfaces of the fuel storage station 70. The louver 71 is used to discharge the leakage gas generated in the fuel storage station 70 to the outside.

However, if the leaking gas is discharged through the front and rear surfaces of the fuel storage station 70, the leaking gas may be delivered to the cabin a side, and therefore, the louver 71 may be provided in a shape that discharges the leaking gas in a direction away from the cabin a.

Recesses 72 may be formed at front and rear surfaces of the fuel storage station 70, the recesses 72 being used to prevent interference with davit (not shown). The external portions such as the front and rear sides of the fuel storage station 70 or the ground where the liquefied gas supply source is provided may be provided with anchor columns, which require access to the structure housed in the fuel storage station 70.

However, when the fuel storage station 70 has

The mooring posts are difficult to access in a planar cross-section of shape, and therefore, in the present embodiment, recesses 72 are formed in the front and rear surfaces of the fuel storage station 70 so that the ends of the mooring posts can be easily located inside the fuel storage station 70 when the mooring posts are rotated.

Here, the concave portion 72 may have a shape recessed from the outer side to the inner side on the front and rear surfaces, and may be provided at a position further to the outer side than the louver 71. The reason why the positions of louver 71 and recess 72 are arranged as described above is that recess 72 can prevent interference of the anchor hanger only when recess 72 has a shape recessed by a predetermined width from the outer side to the inner side, and louver 71 may be provided at a position spaced apart from the outer side to the inner side on the front and rear surfaces. Of course, the louver 71 may be provided inside and/or above and below the recess 72.

The transformer chambers 80 are accommodated in the hull 10 on the left and right sides of the liquefied gas storage tank 20. The transformer room 80 houses a transformer (not shown), and in this case, the transformer may be configured to convert the voltage of various kinds of electric power used in the gas fuel propulsion container ship 1.

The transformer chamber 80 may be disposed to be in contact with the lower surface of the upper deck 11 at the outside of the isolation capsule 30. That is, the transformer room 80 is disposed directly below the upper deck 11, and may be disposed between the upper wall of the oil storage tank 40 and the upper deck 11.

In addition, the outer sidewall of the transformer room 80 may be disposed in alignment with the outer sidewall of the oil storage tank 40, and may be disposed at a position spaced inward from the side shell 12 of the hull 10. Between the outer side walls of the transformer room 80 and the side outer plates 12, a passage (reference numeral not shown) may be provided, in which a crew may move.

In the present embodiment, the upper wall of the liquefied gas storage tank 20 is located at a position close to the lower side of the upper deck 11, thereby maximally securing the height of the liquefied gas storage tank 20 to store the liquefied gas required for voyage, but as described above, when the most space inside the hull 10 is used as the volume of the liquefied gas storage tank 20, the transformer chamber 80 may not be provided inside the hull 10 but to the engine case I.

However, the engine case I is also a structure in which it is difficult to secure a space, and if the transformer chamber 80 is provided on the engine case I, the amount of cables may increase. Therefore, in the present embodiment, the transformer chamber 80 may be provided inside the hull 10 instead of the engine case I, and at this time, the location of the transformer chamber 80 may be the outside of the isolated empty compartment 30 surrounding the liquefied gas storage tank 20 and the upper side of the oil storage tank 40.

In the present embodiment, if the capacity of the liquefied gas storage tank 20 is sufficiently secured, the capacity of the oil storage tank 40 may be reduced, and therefore, in the present embodiment, the oil storage tank 40 may have a height lower than the height from the step B to the upper deck 11, and the transformer chamber 80 may be disposed in a sufficient space between the oil storage tank 40 and the upper deck 11.

Thus, in the present embodiment, even if the height of the liquefied gas storage tank 20 is set to a height adjacent to the upper deck 11, the transformer chamber 80 can be provided inside the center portion of the hull 10, and the amount of cables can be reduced and a space in other areas such as the engine case I can be secured.

The vent tube 90 vents the gas. The gas discharged through the vent pipe 90 may be liquefied gas, leakage gas leaking from various structures or regions, air discharged from various spaces for ventilation, or the like.

The breather pipe 90 may particularly discharge the leak gas and the like in the fuel supply chamber 60 to the outside, and the breather pipe 90 may be located at the rear of the engine case I. At this time, the breather pipe 90 may be provided to be supported on the upper deck 11 independently of the engine case I, or may be provided to be structurally integrated with the engine case I by means of an additional reinforcing member.

However, in the present embodiment, the fuel supply chamber 60 may be provided at the central portion of the hull 10, with the engine case I disposed at the stern 15 of the hull 10. Therefore, when the ventilation of the fuel supply chamber 60 is realized by the breather pipe 90 provided at the rear of the engine case I, there is a problem that a pipe for ventilation needs to be extended long between the breather pipe 90 and the fuel supply chamber 60.

However, in the present embodiment, in addition to the breather pipe 90 provided in the engine case I, the breather pipe 90 is additionally provided in the bow 14, the breather pipe 90 provided in the bow 14 may be responsible for the ventilation of the fuel supply chamber 60, and the breather pipe 90 provided at the rear of the engine case I may be responsible for the ventilation of the engine room R.

Therefore, in the present embodiment, the distance between the fuel supply chamber 60 and the breather pipe 90 can be reduced, so that the length of the pipe for ventilation can be shortened, and problems such as a reduction in the load of the container C due to the pipe for ventilation passing through the cargo hold H can be prevented.

Further, when the length of the tube for ventilation is shortened, in addition to the reduction amount, the frictional loss acting on the tube can be reduced, so that the number of expansion rings 62b used on the tube can be minimized while reducing the size of the tube.

As described above, in the present embodiment, in order to deliver liquefied gas from the liquefied gas storage tank 20 to the propulsion engine to make the gaseous fuel propelled container carrier 1 sail, an optimum design is achieved, so that advantages in terms of stability, manufacturing efficiency, price, and the like can be ensured.

Referring to fig. 8, the gaseous fuel propulsion container ship 1 of the second embodiment of the present invention can reduce the height of the liquefied gas storage tank 20 without reducing the volume of the liquefied gas storage tank 20. At this time, the oil storage tank 40 of the present embodiment may be provided at a position where the fuel supply chamber 60 is provided in the above-described embodiment, and the fuel supply chamber 60 of the present embodiment may be provided between the upper deck 11 and the liquefied gas storage tank 20 at a lower portion of the upper deck 11.

In this case, in the present embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 may not be adjacent to each other. Of course, in the above-described embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 are isolated by the isolation empty compartment 30, but in the present embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 may be isolated from each other by the isolation empty compartment 30 and the fuel supply chamber 60 provided therebetween.

Referring to fig. 9, the gaseous fuel propulsion container ship 1 in the third embodiment of the present invention may have fuel supply chambers 60 disposed on the left and right sides of the liquefied gas storage tank 20. In this case, in the present embodiment, the volume of the liquefied gas storage tank 20 can be kept constant as compared with the first embodiment described above.

In this embodiment, the oil storage tank 40 may be provided at an upper portion of the upper deck 11 as described in the second embodiment described above. That is, in the present embodiment, the positions of the oil storage tank 40 and the fuel supply chamber 60 are changed compared to the first embodiment.

In the case of the first embodiment, only, there is no projecting member inside the space where the oil storage tank 40 is provided, but in the case of the present embodiment, the space where the oil storage tank 40 is provided in the first embodiment is provided with the fuel supply chamber 60 instead of the oil storage tank 40, and therefore, there is no case where a projecting member is provided inside.

In particular, in the present embodiment, since the fuel supply chamber 60 has a shape with a small lateral width and a high height, a plurality of horizontal members (not shown) for providing the fuel supply portion may be provided in the fuel supply chamber 60.

The present invention has been described in detail with reference to the specific embodiments, but the present invention is only for the purpose of specifically explaining the present invention, and the present invention is not limited thereto, and variations and modifications can be made by those skilled in the art to which the present invention pertains within a range not departing from the technical idea of the present invention.

The present invention is not limited to the above embodiments, but may be modified within the scope of the present invention.

Description of the reference numerals

1: container transport ship propelled by gas fuel

C: a container A: cabin of ship

D: deck I: engine casing

R: a cabin H: cargo hold

V: hatch cover M: hatch coaming

T: a stool G: gap part

B: step L: binding bridge

S: the socket 10: boat hull

11: the upper deck 12: side outer plate of ship

13: bottom plating 13 a: double-layer bottom structure

14: the bow 15: stern of ship

16: connection portion 16 a: through hole

20: liquefied gas storage tank 21: dome

30: isolation of the empty compartment 31: opening of the container

32: inner wall 33: concave part

33 a: the stopper 34: beam member

35: the horizontal member 40: oil storage tank

50: the ballast tank 60: fuel supply chamber

61: thermal insulating partition wall 62: gas fuel circuit

62 a: line pipe 62 b: expansion ring

63: void 63 a: crane with a movable crane

64: the ventilation portion 70: fuel storage station

71: shutter 72: concave part

80: transformer room 90: vent pipe

Claims

1. A gaseous fuel propelled container transport vessel, comprising:

a liquefied gas storage tank accommodated inside the hull for storing liquefied gas;

a fuel supply chamber containing a fuel supply that delivers the liquefied gas to a propulsion engine; and

a dome provided at an upper portion of the liquefied gas storage tank for delivering the liquefied gas to the propulsion engine;

the fuel supply chamber is arranged on the upper part of the upper deck of the ship body;

the dome penetrates the upper deck, and an upper portion of the dome is housed inside the fuel supply chamber;

a ventilation part is provided in the fuel supply chamber accommodating the dome, and is used for discharging leaked gas to the outside when the liquefied gas leaks from one of the fuel supply part and the dome.

2. A gas fuel propelled container carrier as in claim 1,

the fuel supply chamber is disposed at a lower portion of the cabin.

3. A gaseous fuel propelled container carrier as defined in claim 2,

an insulating partition wall is provided between the fuel supply chamber and the cabin.

4. A gas fuel propelled container carrier as in claim 1,

further comprising an insulated empty compartment provided between the upper deck and the upper wall of the liquefied gas storage tank.

5. A gas fuel propelled container carrier as in claim 4,

the liquefied gas storage tank has a height from a double-bottom structure of the hull to a lower end of the isolated empty tank.

6. A gas fuel propelled container carrier as in claim 1,

and a fuel storage station disposed at an upper portion of the upper deck, receiving liquefied gas from the outside and delivering the liquefied gas to the liquefied gas storage tank.

7. A gas fuel propelled container carrier as in claim 6,

the side wall of the fuel supply chamber is provided spaced inward from a side shell of the hull.

8. A gas fuel propelled container carrier as in claim 7,

the fuel storage stations are disposed at left and right sides of the fuel supply chamber.

9. A gas fuel propelled container carrier as in claim 1,

the fuel supply unit includes at least one of a pump for pressurizing liquefied gas, a compressor for compressing evaporated gas obtained by vaporizing liquefied gas, and a heat exchanger for heating liquefied gas or evaporated gas.