CN117120331A - Container transport ship - Google Patents

Abstract

The invention relates to a container transport ship, comprising: a hull; a first container group mounted on a port side deck of the hull, the first container group being arranged in plural at intervals along a longitudinal direction of the hull; a second container group mounted on a starboard side deck of the hull, the second container group being arranged in plural at intervals along a longitudinal direction of the hull; and a third container group mounted on a deck between the first container group and the second container group, the third container group being arranged in plural at intervals along a longitudinal direction of the hull; the first container group comprises a plurality of first containers, and the plurality of first containers are arranged in such a way that the length direction of the first containers is parallel to the width direction of the ship body and are adjacent to each other; the second container group comprises a plurality of second containers which are arranged in such a way that the length direction of the second containers is parallel to the width direction of the ship body and are adjacent to each other; the third container group comprises a plurality of third containers which are arranged in such a way that the length direction of the third containers is parallel to the length direction of the ship body and are adjacent to each other.

Description

Container transport ship

Technical Field

The present invention relates to container transport vessels.

Background

Container transport vessels have a tendency to gradually increase the container loading capacity, and while increasing the loading capacity, ensuring stability of the loaded containers in voyages has been attracting attention as an important element.

Such a container transport ship is constructed as a cabin guide (cell guide), loads containers into a cargo hold (hold) provided in the front-rear direction inside a ship body, and is fixed by various fittings (fixing) after being loaded onto a hatch cover functioning as a cover of the cargo hold on a deck of the ship body.

Containers loaded onto the deck of the hull have the potential to tip over due to six degrees of freedom motion of the vessel in navigation, especially roll (rolling).

In order to prevent the occurrence of overturning of the containers, fastening between the upper and lower containers, and fastening between the lashing bridge structure and the containers are performed using fastening means such as twist locks (twist locks).

Conventionally, lashing bridges of a level of 1 to 4 layers (tier) are provided on container carriers. Such a lashing bridge can fasten lashing bars (lashing rod) for preventing the container from tipping over, so that lashing fastening of the container can be achieved. The lashing bridge can ensure access and working space for maintaining and monitoring a control unit of a refrigeration (reefer) container provided on a loading deck, in addition to lashing fastening based on lashing bars. In the CSS specification, a lashing bridge is defined as a platform structure of a prescribed size or more to ensure a work space for an operator at the time of maintenance work.

The lashing bridge of the existing container transport ship must be installed in front and rear of the container for lashing bar fastening and have the same width as the ship width, and can be constructed only with high strength and high weight structures in order to withstand the lashing bar fastening load and satisfy the size for securing the working space.

In the case of a container loaded on the deck of a container carrier, in the case of a container loaded in the level of a lashing bridge, lashing fastening is achieved by tightening lashing bars between the lashing bridge and the container as described above, but in the case of a container loaded in a level higher than the height of the lashing bridge, no additional fittings are used other than twist locks as basic fastening means, since access is not possible by the operators.

Thus, the risk of tipping is high in case of loading to a high level of containers without additional lashing fastening other than twist locks.

As described above, in view of the increased loading capacity of the containers, the existing container transport ship has a limit in ensuring stability against the risk of container overturning only by the lashing fastening of the lashing bridge, and in particular, even lashing fastening cannot be achieved for high-level containers that are loaded to a level that is difficult for an operator to access, so that additional research for ensuring stability is required.

In addition, in reality, as the loading capacity of the container increases, the number of lashing bridges increases, and as described above, since the lashing bridges are made of a high-strength and high-weight structure, there is a problem that the entire weight of the container carrier increases, the number of manufacturing processes increases, and the like, and order competitiveness is impaired, and research and development for solving the problem is required.

Disclosure of Invention

Problems to be solved

The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a container transport ship which ensures stability against a risk of container overturning and can minimize the installation of a lashing bridge.

Technical proposal for solving the problems

The container transport ship of an aspect of the present invention may include: a hull; a first container group mounted on a port side deck of the hull, the first container group being arranged in plural at intervals along a longitudinal direction of the hull; a second container group mounted on a starboard side deck of the hull, the second container group being arranged in plural at intervals along a longitudinal direction of the hull; and a third container group mounted on a deck between the first container group and the second container group, the third container group being arranged in plural at intervals along a longitudinal direction of the hull; the first container group may include a plurality of first containers arranged such that a length direction thereof is parallel to a width direction of the hull and is disposed adjacent to each other; the second container group may include a plurality of second containers arranged such that a length direction thereof is parallel to a width direction of the hull and is disposed adjacent to each other; the third container group may include a plurality of third containers arranged such that a length direction thereof is parallel to a length direction of the hull and is disposed adjacent to each other.

In particular, the first container group and the second container group can be prevented from tipping by supporting the third container group that is rocked by the roll of the hull.

Specifically, no lashing bridge is arranged between the plurality of first container groups and the plurality of second container groups; the lashing bridges of a prescribed height may be provided between a plurality of the third container groups.

In particular, the lashing bridge provided between the plurality of the third container groups may be provided with a structure for fastening lashing bars and lashing bars for preventing overturning, and an operation space capable of maintaining and monitoring the refrigerated container.

In particular, the control units of the third container in the third container group may be lashed in pairs arranged with the back side of the container facing through one of the lashing bridges, whereby the lashing bridges may not be provided on the front side of the container.

Specifically, in the first container constituting the first container group, the second container constituting the second container group, and the third container constituting the third container group, in addition to the twist lock for fixing the upper and lower containers, a tip-over prevention member for controlling rotational displacement due to a gap between the left and right containers may be fastened; the lashing bridge provided between a plurality of the third container groups may have the following structure: by controlling the rotational displacement of the cargo tank with the tip-over prevention member when the hull rolls, the structure for fastening the tie bar and tie bar for preventing tip-over is omitted.

Specifically, the overturn prevention member may be fastened to the twist lock and the corner castings before the container is loaded, and fastened to sides of corner castings provided at two places on one side of the container among the corner castings provided at four places on a lower portion of the container, to control rotational displacement of the container.

In particular, in the third containers loaded in multiple layers, the third containers arranged between the lashing bridges may be refrigerated containers.

Specifically, among the first and second containers loaded in multiple layers, the first and second containers disposed at one layer may be refrigerated containers.

Effects of the invention

In the container transporting ship according to the present invention, the first container group is disposed on the port side deck and the second container group is disposed on the starboard side deck, the third container group is disposed on the deck between the first container group and the second container group, and the plurality of first containers constituting the first container group and the plurality of second containers constituting the second container group are arranged so that their longitudinal directions are parallel to the width direction of the ship body, and the plurality of third containers constituting the third container group are arranged so that their longitudinal directions are parallel to the longitudinal directions of the ship body, whereby the first containers and the second containers have a characteristic of being stronger against rolling load than the third containers, whereby even if the third containers shake left and right due to rolling of the ship body, the stability against the risk of the container rolling can be ensured by the first containers and the second containers exerting a supporting action (a rolling-over preventing action).

In addition, in the container transporting ship of the present invention, since the first container group and the second container group are relatively low in the risk of tipping over as compared with the third container group, it is unnecessary to provide a lashing bridge for fastening lashing bars, so that the number of installation can be reduced as compared with the existing lashing bridge provided in the same width as the ship width.

In addition, in the container transport ship of the present invention, since the first container group and the second container group exert the function of preventing the third container group from tipping, the lashing bridge provided to the third container group can be simply manufactured to omit the structure for fastening the lashing bar, etc. for preventing tipping for maintenance only, so that the lashing bridge can be manufactured to have low strength and low weight compared to the existing lashing bridge having high strength and high weight, and since the existing fastening means of the lashing bar, etc. can be omitted, the cost can be reduced.

In the container transporting ship according to the present invention, among the pair of containers loaded on the deck and facing each other while being spaced apart in the longitudinal direction of the ship body, the lashing bridge is provided on the back side (the side where the control unit is provided) of each of the bow-side container and the stern-side container, and the lashing bridge is not provided on the front side (the side where the access port is provided) of each of the bow-side container and the stern-side container, whereby the number of installation can be further reduced as compared with the conventional lashing bridge.

In addition, in the container transporting ship of the present invention, in addition to the twist lock fastened to the corner casting of the container before loading the container to fix the upper and lower containers to be loaded, the tip-over preventing member fastened to the side surface of the corner casting of the container before loading the container to control the rotational displacement between the containers loaded with a prescribed gap left and right is provided, whereby the tip-over preventing member can prevent the container from rotating by a gap between columns of the container when the hull rolls, resulting in the twist lock being disengaged and even the container from tip-over.

Drawings

FIG. 1 is a top view of a container transport vessel according to a first embodiment of the invention.

FIG. 2 is a transverse cross-sectional view of the container transport vessel along line Y-Y' of FIG. 1.

FIG. 3 is a longitudinal sectional view of the container carrier along line X-X' of FIG. 1.

FIG. 4 is a view for explaining a hatch cover of a container transport ship according to a first embodiment of the present invention.

FIG. 5 is a top view of a container carrier according to a second embodiment of the invention.

Fig. 6 is a diagram for explaining a portion a of fig. 5.

FIG. 7 is a longitudinal sectional view of the container carrier along line X-X' of FIG. 5.

FIG. 8 is a perspective view of a tip-over prevention member applied to a container ship according to a third embodiment of the present invention.

FIG. 9 is a side view of a tip-over prevention member applied to a container ship according to a third embodiment of the present invention.

Fig. 10 is a view for explaining a state of installation of a tip-over prevention member applied to a container ship according to a third embodiment of the present invention.

Fig. 11 is an enlarged view of a portion B of fig. 10.

Fig. 12 (a) and (b) are diagrams for comparing a case where the overturn preventing member applied to the container carrier of the third embodiment of the present invention is used and a case where the overturn preventing member is not used.

Detailed Description

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description of preferred embodiments when considered in conjunction with the drawings. It should be noted that in this specification, when components of each drawing are numbered, the same components have the same numerals as much as possible even though they are shown in different drawings. In addition, in describing the present invention, when it is determined that detailed descriptions of related known techniques may unnecessarily obscure the subject matter of the present invention, detailed descriptions thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a plan view of a container ship according to a first embodiment of the present invention, fig. 2 is a transverse sectional view of the container ship along the line Y-Y 'of fig. 1, fig. 3 is a longitudinal sectional view of the container ship along the line X-X' of fig. 1, and fig. 4 is a view for explaining a hatch cover of the container ship according to the first embodiment of the present invention.

Referring to fig. 1 to 4, a container ship 1 according to a first embodiment of the present invention can load containers C inside and outside a hull 10 in multiple layers and transport them from an origin to a destination.

The hull 10 forms the appearance of the container carrier 1. The hull 10 is surrounded by a deck 11, side outer plates 12 constituting a port side 12a and a starboard side 12b, and a bottom plate 13, and is provided with a bow 14 at the front and a stern 15 at the rear in the front-rear direction.

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

The container C may be loaded inside the hull 10. For this purpose, a plurality of cargo holds H are provided in the fore-and-aft direction inside the hull 10. A cabin guide (not shown) is provided in the cargo compartment H to guide loading of the container C.

A partially open partition wall (not shown) is provided in the cargo compartment H, which can divide a plurality of compartments (not shown) constituting the cargo compartment H. That is, the cargo compartment H may include at least two compartments in the front-rear direction, each of which is partitioned by a partition wall. At this time, the partially open partition wall may be provided to be spaced apart between the two partitions, and a space between the partition walls may be referred to as a gap portion G.

The plurality of cargo holds H have closed partition walls (not shown) in the front-rear direction, and a gap G is formed between the cargo holds H and the cargo holds H. That is, the front partition wall of any one of the cargo tanks H may be spaced apart from the rear partition wall of the cargo tank H provided in front of the same, and a deck belt (not shown) or the like may be disposed horizontally in the gap portion G as a spaced-apart portion.

A hatch coaming (not shown) is provided at an upper portion of the cargo compartment H. The hatch coaming may be an edge protruding upward at the inlet periphery of the cargo compartment H, and may be configured to cover the hatch cover V.

By placing the hatch cover V on the hatch coaming, the cargo hold H may be sealed from the outside, but the hatch cover V may be simply placed on the hatch coaming instead of being bonded.

A nacelle R may be provided inside the hull 10 adjacent to the stern 15. A propulsion engine (not shown) is accommodated in the nacelle R, and the propulsion engine is mechanically or electrically connected to the propeller and rotates the propeller by consuming liquefied gas as fuel.

In the case where the container carrier 1 is a gas fuel propulsion ship, a liquefied gas storage tank 20 may be accommodated in a lower portion of the cabin a in a central portion of the hull 10. In this case, the liquefied gas storage tank 20 may be disposed directly below the cabin a and may be surrounded by a cofferdam (not shown).

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

A deck 11 of the hull 10 is provided with a cabin a. The cabin a is a living space for a crew member, and may be divided into a plurality of floors in the up-down direction, and a cockpit for controlling navigation may be provided at the uppermost floor.

An engine case I is provided behind the cabin a on the deck 11 of the hull 10. The engine case I has a funnel for discharging exhaust gas generated in the propulsion engine to the outside, and may be formed with a space where an emergency generator, fire extinguishing facilities, or the like is provided.

The deck 11 of the hull 10 may be loaded with containers C in portions other than the cabin a and the engine housing I. For loading the container C, a lashing bridge L is provided on the deck 11, and the lashing bridge L is disposed at a predetermined distance in the front-rear direction.

In general, the lashing bridge L is provided in front and rear of the containers C loaded in 1 to 4 layers (tier) stages and makes it possible to fasten lashing bars for preventing the containers C from tipping, so that lashing fastening of the containers C can be achieved or a space for access and operation of a control unit (refer to reference numeral "CU" of fig. 6) for maintaining and monitoring the refrigerated (reefer) containers C provided on the deck 11 can be secured in addition to lashing fastening based on the lashing bars. A socket (not shown) for supplying power by connection with the container C may be provided in the lashing bridge L. At this point, the socket can be used to connect with a refrigeration (reefer) container C to supply power.

In the case of the container C loaded at the level of the lashing bridge L among the containers C loaded on the deck 11, as described above, lashing fastening may be achieved using the lashing bridge L and the lashing bar fastened thereto, etc. fastening means, but in the case of the container C loaded at a higher level than the lashing bridge L, the worker cannot access, so that corner castings (refer to reference numeral "CC" of fig. 11) substantially fastened to the container C are loaded while the container C is loaded, and no additional fittings are used other than twistlocks (refer to reference numeral "TL" of fig. 11) fixing the upper and lower containers C.

However, in recent years, the container loading capacity of the container ship 1 tends to increase gradually, and as the loading capacity increases, ensuring stability of the container C loaded while traveling, particularly ensuring stability against the risk of overturning, is an important problem.

In terms of the occurrence of tipping, the container C loaded to the upper part of the level higher than the height of the lashing bridge L appears to be higher due to the six degrees of freedom movement of the container C loaded to the deck 11 of the hull 10, in particular rolling movement, of the ship in navigation. In the conventional container transporting ship, since all containers C on the deck 11 are loaded so that the longitudinal direction thereof matches the longitudinal direction of the hull 10, there is a high possibility that the containers may tip over due to the rolling motion of the ship.

Accordingly, the container ship 1 of the present embodiment secures stability against the risk of overturning the entire container C by loading the first container C1 and the second container C2 on the deck 11 on the port and starboard 12a, 12b sides, and the third container C3 loaded on the deck 11 between the first container C1 and the second container C2 in the container C loaded in a plurality of layers, which is arranged on the entire deck 11 of the hull 10, unlike the related art, and will be described in detail below.

A first container group may be provided on the port 12a side deck 11, and the first container group may be provided in plural numbers so as to be spaced apart from each other in the longitudinal direction of the hull 10.

Each of the plurality of first container groups may be composed of a plurality of first containers C1 which are adjacently arranged in parallel in the length direction of the hull 10 to be loaded in a plurality of layers. At this time, each of the plurality of first containers C1 may be arranged such that the length direction thereof coincides with the width direction of the hull 10.

A second container group may be provided on the starboard 12b side deck 11, and the second container group may be provided in plural numbers so as to be spaced apart from each other in the longitudinal direction of the hull 10.

Each of the plurality of second container groups may be composed of a plurality of second containers C2 which are adjacently arranged in parallel in the length direction of the hull 10 to be loaded in a plurality of layers. At this time, each of the plurality of second containers C2 may be arranged such that the length direction thereof coincides with the width direction of the hull 10.

A plurality of third container groups may be provided on the deck 11 between the first container group consisting of the plurality of first containers C1 and the second container group consisting of the plurality of second containers C2, the plurality of third container groups being spaced apart from each other in the length direction of the hull 10.

Each of the plurality of third container groups may be composed of a plurality of third containers C3 arranged adjacently in parallel in the width direction of the hull 10 and loaded in a plurality of layers, as in the related art. At this time, each of the plurality of third containers C3 may be arranged such that the longitudinal direction thereof coincides with the longitudinal direction of the hull 10 as in the related art.

As described above, the first container C1 arranged on the port 12a and the second container C2 arranged on the starboard 12b side constituting the first container group are arranged so that the longitudinal direction thereof coincides with the width direction of the hull 10 as the rolling direction of the ship, and thus have the following characteristics, and can resist a rolling load stronger than the third container C3 of the third container group arranged so that the longitudinal direction coincides with the longitudinal direction of the hull 10 as in the conventional art.

When the rolling of the ship occurs, the containers arranged on the sides of the port and starboard sides 12a and 12b are aligned so that the longitudinal direction thereof matches the width direction of the hull 10 as in the present embodiment, and the containers are aligned so that the longitudinal direction matches the longitudinal direction of the hull 10 as in the conventional art, the stability against the risk of tipping due to the falling or breakage of the fastening devices (e.g., twist locks) fastened to the two edge portions is higher while the containers aligned in the width direction are 1/5 of the containers aligned in the longitudinal direction as compared to the two edge loads of the containers subjected to the lifting (lifting) load due to the rolling angle, although the front load due to the rolling angle is the same.

In addition, unlike the present embodiment, in the case where all containers C are aligned so that the longitudinal direction of the containers C matches the width direction of the hull 10, it is necessary to provide the lashing bridge L along the longitudinal direction of the hull 10, but since the deck substructure of the ship constitutes width direction bulkheads (bulkheads) at predetermined intervals, there is a possibility that a problem arises from the viewpoint of load support.

Therefore, even if the third container C3 of the third container group is swayed left and right due to the rolling of the hull 10, the first container C1 of the first container group and the second container C2 of the second container group play a supporting role (a tipping prevention role), so that stability against the risk of tipping of all containers C loaded on the deck 11 can be ensured.

In the above description, the third container C3 may be arranged such that the longitudinal direction thereof coincides with the width direction of the hull 10 like the first container C1 and the second container C2, but in this case, all containers C on the deck 11 have a characteristic of being strong against the rolling load, but weak against the pitching load. In this regard, in the present embodiment, the first container C1 and the second container C2 are arranged so that the longitudinal direction thereof coincides with the width direction of the hull 10, and the third container C3 is arranged so that the longitudinal direction thereof coincides with the longitudinal direction of the hull 10, whereby stability against not only the rolling-caused tipping risk but also the pitching-caused tipping risk can be ensured.

In the container ship 1 according to the present embodiment, as described above, the first container C1 and the second container C2 are aligned such that the longitudinal direction thereof matches the width direction of the hull 10, and the first container C1 and the second container C2 have a characteristic of receiving a strong rolling load, so that even if the tie bridges provided in front of and behind the first container C1 and the second container C2 are omitted, the tie bridges L can be provided only in front of and behind the third container C3 having a relatively high rolling risk, and the risk of rolling can be avoided. That is, in the container ship 1 of the present embodiment, the lashing bridges L are not provided for the first container group constituted by the first containers C1 and the second container group constituted by the second containers C2, but only the lashing bridges L of a predetermined height are provided between the third container groups constituted by the third containers C3.

As described above, by providing the lashing bridges L only in front of and behind the third container group constituted by the third container C3 having a relatively high risk of tipping, the lashing bridges L of the present embodiment can be reduced in the number of settings as compared with the conventional lashing bridges provided in the width direction of the entire deck 11 from the port side 12a to the starboard side 12 b.

In addition, in the container carrier 1 of the present embodiment, as the first container C1 constituting the first container group and the second container C2 constituting the second container group function to prevent the third container C3 constituting the third container group from tipping, the ligating bridge L can be made into the ligating bridge L for maintenance only and omitting the ligating fastening structure for the container C, and particularly, in the case of using the tipping prevention member 100 of the third embodiment described later, the possibility of making into the ligating bridge for maintenance only is further improved, whereby the ligating bridge can be made into a ligating bridge of low strength and low weight compared to the conventional ligating bridge of high strength and high weight, and since the ligating bar, and the like can be omitted, the cost can be reduced.

In the container ship 1 of the present embodiment described above, the refrigerated containers may be arranged as the third containers C3 provided between the lashing bridges L among the plurality of third containers C3 loaded in multiple layers, and further, the refrigerated containers may be arranged as the first containers C1 and the second containers C2 loaded to one layer that can be serviced on the deck 11 among the plurality of first containers C1 and the second containers C2 loaded in multiple layers without providing the lashing bridges L.

In the container ship 1 of the present embodiment, as described above, the configuration of the hatch cover V may be changed as the longitudinal direction of the first container C1 and the second container C2 disposed on the side decks 12a and 12b is aligned with the width direction of the hull 10, and the longitudinal direction of the third container C3 disposed between the first container C1 and the second container C2 is aligned with the longitudinal direction of the hull 10. The hatch cover V may cover the cargo hold H and the cargo container C may be loaded in multiple layers on an upper portion thereof, and the hatch cover V may be divided into a port hatch cover V1, a starboard hatch cover V2, and an intermediate hatch cover V3.

As shown in fig. 4, a plurality of third containers C3 constituting a third container group may be disposed at an upper portion of the middle hatch V3, and the plurality of third containers C3 may be adjacent in parallel in a width direction of the hull 10. On the bow 14 and stern 15 sides of the region where each of the plurality of third containers C3 is arranged in the middle hatch V3, fixing members VL for fixing the four lower corners of the corresponding third container C3 are provided, respectively. The fixing member VL is used to fix the 40 ft-sized third container C3, and it is needless to say that the fixing member VL may be provided in the middle of the arrangement area so that two 20 ft-sized containers can be arranged in the area where the 40 ft-sized third container C3 is arranged.

The upper parts of the port covers V1 and V2 may be arranged adjacently in parallel along the longitudinal direction of the hull 10, and a plurality of first containers C1 constituting a first container group and a plurality of second containers C2 constituting a second container group may be arranged. In the region of the port covers V1, V2 where each of the plurality of first containers C1 and the plurality of second containers C2 is arranged, on the side of the middle hatch cover V3, a fixing member VL that fixes two lower corners of one of four lower corners of the corresponding first container C1 and second container C2 may be provided. The fixing member VL is used to fix the 40 ft-sized third container C3, and it is needless to say that the fixing member VL may be provided in the middle of the arrangement area so that two 20 ft-sized containers can be arranged in the area where the 40 ft-sized third container C3 is arranged.

Here, the fixing members VL for fixing the other two lower corners of the four lower corners of the first and second containers C1, C2 may be provided not at the port and starboard hatches V1, V2 but at a Stool (Stool) T provided outside the port and starboard hatches V1, V2.

In the above description, the stool T may be provided outside the port covers V1 and V2 in the deck 11. When the hatch coaming and the hatch cover V are installed, a height difference occurs between the top surface of the deck 11 and the top surface of the hatch cover V, but since the hatch cover V has a smaller width than that of the hull 10, in order to load the first container C1 at the left end of the port hatch cover V1 and the second container C2 at the right end of the port hatch cover V2, a configuration is required that can eliminate the height difference, and therefore a plurality of stools T may be provided in the hull 10 in the fore-and-aft direction on the deck 11 at positions parallel to or adjacent to the side outer plates 12 constituting the port 12a and the starboard 12b, and one sides of the first container C1 and the second container C2 placed in the port hatch covers V1, V2 may be supported by the port hatches V1, V2 while the other sides thereof are supported by the stools T.

Thereby, the fixing members VL that fix the two lower corners of the other side of the four lower corners of the first container C1 and the second container C2 are provided to the stool T.

In the above description, at the upper portion of the port covers V1 and V2, at least one third container C3 among the plurality of third containers C3 constituting the third container group may be disposed in accordance with the loading capacity (the size of the width) of the container carrier 1, in addition to the plurality of first containers C1 constituting the first container group and the plurality of second containers C2 constituting the second container group being disposed adjacent to each other in parallel in the longitudinal direction of the hull 10 in a state adjacent to the side outer panel 12. Therefore, the port covers V1 and V2 may be provided with the same fixing members VL as those provided to the center hatch V3.

Fig. 5 is a plan view of a container ship according to a second embodiment of the present invention, fig. 6 is a view for explaining a portion a of fig. 5, and fig. 7 is a longitudinal sectional view of the container ship along line X-X' of fig. 5.

The container carrier 2 of the second embodiment will be described below with reference to fig. 5 to 7.

The container carrier 2 of the second embodiment may be structurally identical or similar to the container carrier 1 of the first embodiment described above, and the same reference numerals are given to the same or similar components, but this does not necessarily mean the same components, and in the case of the same components, the explanation is omitted to avoid repetition, and only the components different from the first embodiment will be specifically explained below.

As in the case of the container ship 1 of the first embodiment described above, the container ship 2 of the present embodiment can be configured such that the first container C1 constituting the first container group and the second container C2 constituting the second container group can function to prevent the third container C3 constituting the third container group from tipping over.

However, the container ship 2 of the present embodiment may differ in the structure of the third container C3 and the lashing bridge L compared to the container ship 1 of the aforementioned first embodiment.

In the container ship 1 of the first embodiment, a lashing bridge L is provided between a plurality of third container groups each constituted by a third container C3, and the container ship 2 of the present embodiment differs from the container ship 1 of the first embodiment in that the plurality of third container groups are configured in pairs, and in that the lashing bridge L is provided only between the bow 14 side third container and the stern 15 side third container and not provided on the outside among the paired lashed third containers C3. Hereinafter, a specific description will be given.

In the present embodiment, the basic constitution of a first container group composed of a first container C1 provided on the port 12a side deck 11, a second container group composed of a second container C2 provided on the starboard 12b side deck 11, and a third container group composed of a third container C3 provided between the first container group and the second container group is the same as or similar to that of the first embodiment described above, and thus detailed description thereof will be omitted herein, and a constitution different from that of the first embodiment will be mainly described below.

The first container group, the second container group, and the third container group may each be arranged in plural in a spaced apart relation to each other in the length direction of the hull 10 similarly to the first embodiment. However, as shown in fig. 6, the plurality of third container groups of the present embodiment may be arranged in pairs such that the rear surfaces of the third container C3 on the bow 14 side and the third container C3 on the stern 15 side, each provided with the control unit CU, face each other with one lashing bridge L interposed therebetween. At this time, the lashing bridge L is not provided on the front surface of each of the third container C3 on the bow 14 side and the third container C3 on the stern 15 side of the paired third container group, which are provided with an access opening (not shown).

That is, in the container ship 2 of the present embodiment, the first container C1 constituting the first container group and the second container C2 constituting the second container group play a role of preventing the third container C3 constituting the third container group from tipping, and therefore, even if only one lashing bridge L is provided between the third container groups arranged in a lashing pair, stability can be ensured to avoid the occurrence of a tipping risk.

In the present embodiment, the configuration is basically such that a lashing bridge L is provided between the third container groups of each paired lashing arrangement, and since the risk of tipping of the outermost third container group arranged on the bow 14 side and/or the stern 15 side is relatively high, the lashing bridge L can be selectively provided on the outside independently of the maintenance of the control unit CU.

Thus, in the present embodiment, as the first container C1 constituting the first container group and the second container C2 constituting the second container group exert the function of preventing the third containers C3 constituting the third container group from tipping, the plurality of third container groups are arranged in pairs of lashing bridges L are provided only between the back surfaces of the respective third containers C3 of the pairs of third container groups, whereby the number of installation of lashing bridges L can be further reduced as compared with the conventional lashing bridges or the lashing bridges L of the first embodiment.

In addition, in the present embodiment, in the case where the fall-over preventing member 100 of the third embodiment described later is used together with the arrangement of the containers C of the first embodiment, the first containers C1 constituting the first container group and the second containers C2 constituting the second container group play a role of preventing the fall-over of the third containers C3 constituting the third container group, and the fall-over preventing member 100 also plays a role of preventing the fall-over, so that the ligature bridge L can be made into a structure for only maintenance and omitting ligature fastening for the containers C, whereby the ligature bridge can be manufactured with low strength and low weight as compared with the ligature bridge of the conventional high strength and high weight, and since the ligature bar, and the like can be omitted, the cost can be reduced.

In the present embodiment, the number of the plurality of lashing bridges L arranged in the longitudinal direction of the hull 10 is reduced, and thus a surplus space is generated in the portion where no lashing bridge L is arranged, and the front surfaces of the adjacent containers C can be arranged adjacent to the surplus space, and when the types of the vessels are the same, it is possible to secure an extra surplus space on the bow 14 or stern 15 side, and also to reduce the entire length of the hull 10 by the surplus space while maintaining the same loading capacity.

Among the plurality of third containers C3 loaded in multiple layers in the container ship 2 of the present embodiment described above, the refrigerated containers may be arranged in the third containers C3 on the bow 14 side and the third containers C3 on the stern 15 side arranged to face the lashing bridge L, and further, among the plurality of first containers C1 and second containers C2 loaded in multiple layers without providing the lashing bridge L, the refrigerated containers may be arranged as the first containers C1 and second containers C2 loaded to one layer that can be maintained on the deck 11.

In the container ship 2 of the present embodiment, as in the container ship 1 of the first embodiment, the first container C1, the second container C2, and the third container C3, the longitudinal directions of which are aligned in the width direction of the hull 10, of the containers C loaded on the deck 11 are described, but the present invention is not limited thereto, and the present invention is applicable to a conventional container ship in which all containers C loaded on the deck 11 are aligned in the longitudinal direction of the hull 10.

In the case of the conventional container ship, all containers C loaded on the deck 11 may be aligned in the longitudinal direction of the hull 10, and the paired containers C arranged so as to face each other with a pair of containers C spaced apart in the longitudinal direction of the hull 10 may be bound in pairs, with the rear surfaces of the respective containers C on the bow 14 side and containers C on the stern 15 side, each having the control unit CU, facing each other with one binding bridge L interposed therebetween. At this time, no lashing bridge L is provided on the front surface of each of the bow 14 side container C and the stern 15 side container C of the paired containers C, where an access opening (not shown) is provided.

Fig. 8 is a perspective view of a tip-over preventing member applied to a container ship according to a third embodiment of the present invention, fig. 9 is a side view of the tip-over preventing member applied to the container ship according to the third embodiment of the present invention, fig. 10 is a view for explaining a set state of the tip-over preventing member applied to the container ship according to the third embodiment of the present invention, fig. 11 is an enlarged view of a portion B of fig. 10, and fig. 12 (a) and (B) are views for comparing a case of using the tip-over preventing member applied to the container ship according to the third embodiment of the present invention and a case of not using the tip-over preventing member.

As shown in fig. 8 to 12, the tip-over prevention member 100 of the third embodiment of the present invention may be a container fastening device for loading containers C in multiple layers and applied to a container transport ship that is sailing.

The overturn preventing members 100 of the present embodiment can be applied not only to all containers C loaded to the container carriers 1, 2 of the foregoing first and second embodiments, but also to containers loaded to other existing container carriers, and since the function of preventing the containers C from being overturned when applied to these container carriers is exerted, not only is the ligating bridge L made to be a structure for maintenance only and omitting ligating fastening for the containers C, but also a ligating bridge of low strength and low weight can be manufactured as compared to the existing ligating bridge of high strength and high weight, and, in addition, the ligating bar, ligating bar or other existing fastening means can be omitted. Hereinafter, a specific description will be given.

Hereinafter, description will be made in a case where the overturn preventing member 100 is applied to the container ship 1 of the first embodiment, for convenience of description.

The tip-over prevention member 100 of the present embodiment may be used with a twist-lock TL, which is a basic fastening means for securing between the upper and lower containers C when loading the containers C. Here, the twistlock TL is a device for fixing between the containers C loaded up and down, and may be a twistlock or a similar fastening device which is generally used, and thus a specific description of the structure thereof is omitted.

The container C is provided with corner castings CC at eight positions, specifically, four corners at the upper part and four corners at the lower part. As shown in fig. 11, such corner castings CC are typically provided with holes on the top or bottom surface for fastening means such as twist locks TL and holes on each side surface for fastening other fastening means such as tie bars, tie bars. The hole may be formed in a shape long in any one of the lateral length and the longitudinal length, for example, an oval shape.

The twistlocks TL are fastened to corner castings CC provided at four corners of the lower part of the container C before the container C is loaded, in this state, are transferred to the loaded container C by a transfer device such as a spreader, and are fastened to corner castings CC provided at four corners of the upper part of the loaded container C by fastening the other side of the twistlocks TL fastened to the container C to be transferred in advance.

However, in the case of the container C loaded on the deck 11 of the container carrier 1, in the case of the container C loaded at the level of the lashing bridge L (for example, 1 to 4 floors), the lashing bridge L may be used for lashing fastening in addition to the twistlock TL to improve the fixing force, but in the case of the container C loaded at a higher level than the lashing bridge L (for example, 5 to 12 floors), since the operator cannot access the container C and thus does not use an additional fitting other than the twistlock TL as a basic fastening means, the risk of overturning increases due to external factors such as horizontal (horizontal) load action caused by the ship motion (in particular, roll motion) or the storm at sea (storm).

In addition, in a state where the twistlock TL is fastened between the upper and lower containers C, the overturning from the upper container C continues to the lower container C like domino, resulting in a larger loss.

The tip-over prevention member 100 of the present embodiment can solve the above-described problem by being used with the twist lock TL. Hereinafter, a specific description will be given.

In addition to the twist lock TL fastened between the corner castings CC of the container C before loading the container C to fix the upper and lower containers C to be loaded, the tip-over prevention member 100 may be fastened to the side of the corner castings CC of the container C before loading the container C to control rotational displacement between the containers C loaded with a prescribed gap in the left-right direction, and the tip-over prevention member 100 may be composed of the displacement control part 110 and the fastening part 120.

As shown in fig. 10, the displacement control unit 110 may be manufactured in consideration of the thickness of columns (columns) of the multi-layered loaded containers C and gaps between the columns, so that the containers C can be prevented from tipping over during sailing.

Generally, in the case of a plurality of containers C loaded on the upper portion of the deck 11, adjacent containers C are loaded with a prescribed gap without contact, for example, in the upper portion of the hatch cover V, the gap between adjacent containers C are loaded with a relatively small gap in the range of 30mm to 90mm, the gap between the columns of the outermost containers C loaded on the adjacent respective hatch covers V are loaded with a relatively large gap in the range of 250mm to 300mm, and the like.

The columns of containers C and the gaps between the columns provide space for the containers C to rotate when the hull 10 is rolling, and thus act as a factor in releasing or breaking the fastening of the twist lock TL between the fixed upper and lower containers C, which may thus turn over.

Thus, the displacement control section 110 can be formed in various thicknesses in consideration of the gaps between the columns of the container C.

As shown in fig. 11, the displacement control part 110 may be manufactured in a plate shape having a size extending at least to the side of the corner casting CC of the lower container C in a state where the fastening part 120 is fastened to the corner casting CC of the upper container C among the containers C loaded in multiple layers.

The fastening portion 120 may be formed in a structure capable of preventing interference when fastened to the corner casting CC simultaneously with the twist lock TL and preventing detachment in a state of being fastened to a side hole of the corner casting CC. Here, as described above, the side hole of the corner casting CC may be elliptical in shape.

Such a fastening portion 120 may be provided to extend a predetermined length from one side of the displacement control portion 110 in a direction perpendicular to the displacement control portion 110, and may include a main body 121, an engagement portion 122, and an interference prevention portion 123.

The housing 121 may be fixed to the corner casting CC in a state of being fastened to a side hole of the corner casting CC.

The engaging portion 122 forms an end portion of the housing 121, protrudes outward from the housing 121, and prevents the fastening portion 120 from coming off when fastened to the side surface hole of the corner casting CC.

The interference preventing portion 123 may be formed in a shape corresponding to the shape of the end portion of the twist lock TL so that the engagement portion 122 and the end portion of the twist lock TL do not interfere when the twist lock TL is fastened at the same time, and may be formed in a tapered shape as going from the end portion of the housing 121 toward the end of the engagement portion 122, for example.

In the overturn preventing member 100 configured as described above, when the fastening portion 120 is fastened to the side surface hole of the corner casting CC in the elliptical shape, the engaging portion 122 is inserted in the longitudinal direction of the ellipse, and then the engaging portion 122 is engaged with the inner side surface of the corner casting CC by rotating by 90 degrees, so that the corner casting CC is not separated therefrom.

When a large rolling load is applied during sailing, the displacement control portion 110 of the overturn preventing member 100 fills the column (column) of the loaded container C and the gap between the columns, and thereby can prevent the twist lock TL from being detached or broken by preventing the rotation of the container C caused by the gap between the columns of the container C in advance.

In addition, the tip-over prevention member 100 of the present embodiment may be fastened to the corner castings CC simultaneously with the twist lock TL before loading the container C, but the twist lock TL is fastened to the corner castings CC provided at the lower portion of the container C, and the tip-over prevention member 100 is fastened only to the side surfaces of the two corner castings CC provided at the container C side among the corner castings CC provided at the lower portion of the container C. That is, when the containers C are arranged in a plurality of rows, the overturn preventing members 100 of the present embodiment may be fastened only to the side surfaces of two corner castings CC provided on one side out of four corner castings CC provided on the lower side of each container C loaded in a plurality of layers in each row.

In addition, in the case where the tip-over prevention member 100 of the present embodiment is attached to the corner casting CC of the cargo tank C through the fastening portion 120, since the gap between the cargo tanks C is reduced by the displacement control portion 110, the cargo tank C can be completely prevented from rotating due to the ship motion (in particular, rolling motion). A clearer understanding will be obtained by comparing fig. 12 (a) and (b) of the case where the overturn preventing member 100 is used and the case where the overturn preventing member 100 is not used.

Fig. 12 (a) is a case where the overturn preventing members 100 of the present embodiment are not used, and when the ship hull 10 is rolled in the direction of the port side 12a or the starboard side 12b, the container C rotates in the rolling direction by the gaps between the columns of the container C, and therefore, the twist locks TL between the upper and lower containers C fixed may be detached or broken, resulting in the container C being overturned. In contrast, as shown in fig. 12 (b), when the overturn preventing member 100 of the present embodiment is used, even if the ship hull 10 is rolled in the direction of the port side 12a or the starboard side 12b, the displacement control section 110 is inserted between the left and right containers C and supported, so that the containers C do not rotate in the rolling direction, and therefore, the displacement control section 110 can control the left and right vertical rotational displacement of the containers C, thereby preventing the twist lock TL between the fixed upper and lower containers C from being detached or broken.

In addition, since the overturn preventing member 100 according to the present embodiment is configured to be fastened in advance before the container C is loaded, similarly to the twist lock TL, stability can be ensured particularly for the container C loaded on the upper side, which cannot be fastened by the fitting because the operator cannot access, and the risk of overturn during sailing can be avoided.

Although the present invention has been described above with respect to the embodiments thereof, this is merely illustrative and not restrictive of the invention, and it will be understood by those skilled in the art that various combinations or modifications and applications not exemplified in the embodiments are possible without departing from the essential technical content of the embodiments. Accordingly, technical contents related to modifications and applications easily derivable from the embodiments of the present invention should be construed as being included in the present invention.

Description of the reference numerals

1. 2: container transport vessel C: container

C1: first container group C2: second container set

And C3: third container group CU: control unit

CC: corner casting TL: twist lock

A: cabin I: engine housing

R: nacelle H: cargo hold

V: hatch cover V1: portal cabin cover

V2: starboard port cover V3: middle hatch cover

VL: fixing member T: stool (Stool)

G: gap portion L: lashing bridge (Laping bridge)

10: hull 11: deck plate

12: side outer plate 12a: port board

12b: starboard 13: ship bottom plate

14: bow 15: stern of ship

20: liquefied gas storage tank 100: overturn preventing member

110: the displacement control unit 120: fastening part

121: the main body 122: engagement portion

123: interference prevention unit

Claims (9)

1. A container transport ship, comprising:

a hull;

a first container group mounted on a port side deck of the hull, the first container group being arranged in plural at intervals along a longitudinal direction of the hull;

a second container group mounted on a starboard side deck of the hull, the second container group being arranged in plural at intervals along a longitudinal direction of the hull; and

a third container group mounted on a deck between the first container group and the second container group, the third container group being arranged in plural at intervals along a longitudinal direction of the hull;

the first container group comprises a plurality of first containers, and the plurality of first containers are arranged in such a way that the length direction of the first containers is parallel to the width direction of the ship body and are adjacent to each other;

The second container group comprises a plurality of second containers which are arranged in such a way that the length direction of the second containers is parallel to the width direction of the ship body and are adjacent to each other;

the third container group comprises a plurality of third containers which are arranged in such a way that the length direction of the third containers is parallel to the length direction of the ship body and are adjacent to each other.

2. The container carrier of claim 1, wherein,

the first container group and the second container group prevent from tipping by supporting the third container group which is rocked by the roll of the hull.

3. The container carrier of claim 1, wherein,

no binding bridge is arranged on the plurality of first container groups and the plurality of second container groups;

the binding bridge with a prescribed height is arranged between the plurality of third container groups.

4. The container ship according to claim 3, wherein,

the lashing bridge provided between the plurality of third container groups is provided with a structure for fastening lashing bars and lashing bars for preventing overturning, and an operation space capable of maintaining and monitoring the refrigerated container.

5. The container ship according to claim 3, wherein,

The control units of the third container pair-wise lashing arrangement of the third container group on the back side of the container face one of the lashing bridges, whereby no lashing bridge is provided on the front side of the container.

6. The container ship according to claim 3, wherein,

in the first container constituting the first container group, the second container constituting the second container group, and the third container constituting the third container group, a tip-over prevention member for controlling rotational displacement due to a gap between left and right containers is fastened in addition to a twist lock for fixing upper and lower containers;

the lashing bridge arranged between the plurality of third container groups has the following structure: since the rotational displacement of the cargo tank is controlled by the overturn preventing members when the hull rolls, structures for fastening the tie bars and tie bars for preventing overturn are omitted.

7. The container carrier of claim 6, wherein,

the overturn prevention member is fastened to the twist lock and the corner castings before the container is loaded, and fastened to sides of corner castings provided at two places on one side of the container among the corner castings provided at four places on a lower portion of the container, to control rotational displacement of the container.

8. The container ship according to claim 3, wherein,

in the third container loaded in multiple layers, the third container arranged between the lashing bridges is a refrigerated container.

9. The container ship according to claim 3, wherein,

among the first and second containers loaded in multiple floors, the first and second containers disposed at one floor are refrigerated containers.