KR102089116B1 - Container ship - Google Patents

Abstract

Container ship according to an embodiment of the present invention, the container ship in which the container hold is provided, the engine room provided in the lower portion of the upper deck; A chimney portion extending vertically to an upper portion of the upper deck; And it is extended to the upper portion of the upper deck, it characterized in that it comprises a vent mast provided in the interior of the chimney.
The container ship according to the present invention replaces gasoline or diesel and uses an engine using liquefied gas in the container ship, thereby increasing fuel efficiency, lowering exhaust gas and improving operational efficiency, fuel storage tank, fuel supply unit, and engine room , By optimizing the arrangement of container in-hold, space utilization can be increased.

Description

Container Ship {CONTAINER SHIP}

The present invention relates to a container ship.

A ship is a transportation means for sailing the ocean with a large amount of minerals, crude oil, natural gas, or thousands of containers, and it is made of steel and floats on the water surface by buoyancy. Go through.

These ships generate thrust by driving the engine, where the engine moves the piston using gasoline or diesel to rotate the crankshaft by the reciprocating motion of the piston, so that the shaft connected to the crankshaft is rotated to drive the propeller. It was common.

However, in the case of using heavy oil such as HFO or MFO as the propulsion fuel, when burning heavy oil, etc., environmental pollution due to various harmful substances contained in exhaust gas is serious, and regulations on environmental pollution are being strengthened, so heavy oil Regulations on propulsion devices using fuel oil are also being strengthened, and the cost to satisfy these regulations is gradually increasing.

Accordingly, instead of using heavy oil or using only a minimum amount as fuel for container ships, Liquefied Natural Gas and Liquefied Petroleum Gas are replaced by gasoline or diesel in accordance with recent technological developments. ) And using liquefied gas.

Liquefied natural gas is liquefied by cooling the methane obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid with little pollutants and high heat, making it an excellent fuel. On the other hand, liquefied petroleum gas is a fuel made of liquid by compressing gas composed mainly of propane (C3H8) and butane (C4H10), which come out with oil from the oil field, at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless, and is widely used as fuel for household, business, industrial, and automotive applications.

The liquefied gas is stored in a liquefied gas storage tank installed on the ground or in a liquefied gas storage tank provided in a ship which is a transportation means for navigating the ocean. The liquefied natural gas is liquefied to a volume of 1/600. It is reduced, and liquefied petroleum gas has the advantage of high storage efficiency because it is reduced to 1/260 of propane and 1/230 of butane by liquefaction.

The liquefied gas is supplied and used in various demands. Recently, an LNG fueling method for driving an engine using LNG as a fuel in an LNG carrier carrying liquefied natural gas has been developed, and thus, LNG is used as fuel for the engine. There are increasing attempts to apply the method to other vessels other than LNG carriers.

In addition, container ships are also attempting to improve fuel efficiency, reduce emissions, and improve operational efficiency through the use of engines using liquefied gas.

The present invention was created to improve the prior art, and an object of the present invention is to provide a container ship capable of increasing fuel efficiency, reducing emission gas, and improving operational efficiency by using an engine using liquefied gas. .

Container ship according to an embodiment of the present invention, the container ship in which the container hold is provided, the engine room provided in the lower portion of the upper deck; A chimney portion extending vertically to an upper portion of the upper deck; And it is extended to the upper portion of the upper deck, it characterized in that it comprises a vent mast provided in the interior of the chimney.

Specifically, it characterized in that it further comprises an air intake extending to the upper portion of the upper deck spaced apart from the vent mast.

Specifically, the air intake is characterized in that provided in a line spaced apart in the width direction of the vent mast and the ship.

Specifically, it is provided on the lower portion of the upper deck, it characterized in that it further comprises a fuel in-hold including a tank room in which a fuel storage tank for receiving liquefied gas as fuel is provided.

Specifically, it is provided on the upper portion of the tank room, characterized in that it further comprises a fuel supply section provided on the lower portion of the upper deck is provided with a fuel supply section for processing the fuel discharged from the fuel storage tank.

Specifically, the vent mast is characterized in that it is connected to the fuel supply.

The container ship according to the present invention replaces gasoline or diesel and uses an engine using liquefied gas in the container ship, thereby increasing fuel efficiency, lowering exhaust gas and improving operational efficiency, fuel storage tank, fuel supply unit, and engine room , By optimizing the arrangement of container in-hold, space utilization can be increased.

In addition, the present invention can improve the durability (durability) of the hull, it is easy to design, it is possible to reduce the manufacturing cost, it is possible to create an effect of shortening the manufacturing period.

1 is a view showing a container ship according to a first embodiment of the present invention.
2 is a view showing a fuel storage tank of a container ship according to a first embodiment of the present invention.
3 is a view showing a first structure of a container ship according to a first embodiment of the present invention.
4 is a view showing a second structure of the container ship according to the first embodiment of the present invention.
5 is a view schematically showing a state in which the platform is installed in the fuel in hold of the container ship according to the first embodiment of the present invention.
6 is a view showing a state in which the platform of the container ship according to the first embodiment of the present invention is unfolded.
7 is a view schematically showing a state in which the platform of the container ship is folded according to the first embodiment of the present invention.
8 is a plan view showing a bunkering station of a container ship according to a first embodiment of the present invention.
9 is a side view showing a bunkering station of a container ship according to a first embodiment of the present invention.
10 is a view showing a starboard of a container ship in which a bunkering station according to a first embodiment of the present invention is installed.
11 is a view showing a container ship according to a second embodiment of the present invention.
12 is a view showing a container ship according to a third embodiment of the present invention.
13 is a view showing a container ship according to a third embodiment of the present invention.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments associated with the accompanying drawings. It should be noted that in this specification, when adding reference numerals to components of each drawing, the same components have the same number as possible, even if they are displayed on different drawings. In addition, in the description of the present invention, when it is determined that detailed descriptions of related known technologies 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.

1 to 10 is a view for explaining a container ship according to a first embodiment of the present invention, Figure 12 is a view for explaining a container ship according to a second embodiment of the present invention, Figure 13 is the present invention A diagram for describing a container ship according to a second embodiment of the present invention.

First, as shown in FIG. 1 (part of the side view of the container ship), the container ship 100 according to the first embodiment of the present invention, the on deck 111, the in-hold (115,1153), the engine room 112 ) And the fuel supply system 200.

Here, the container ship 100 is a cargo ship capable of carrying the container 10, and the container ship 100 is a hull to increase the cargo load by loading the container 10 on both the upper and lower parts of the upper deck 102. 101 and a deck (including an upper deck) that divides the interior space of the hull 101 to form a plurality of floors.

In particular, the container ship 100 forms a structure that allows the container 10 to be loaded on-deck (111) and in-hold (115,1153) in order to maximize cargo loading.

That is, the container 10 may be loaded on the on deck 111 as well as a residential area (not shown) on the upper deck 102, and the upper panel 102 may have an in-hold (not shown) on the upper deck 102. 115,1153) may be provided and the container 10 may be loaded.

In order to load the container 10 on the in-hold (115,1153), an extra large opening (not shown) is installed on the upper deck 102, and after loading the container 10 on the opening, this opening is covered with a hatch cover ( hatch cover (not shown) and load the container 10 on the hatch cover.

As such, the space of the container ship 100 may be divided into on-decks 111 and in-holds 115 and 1153.

Here, the in-hold (115,1153) may be divided into a container in-hold (1153) and a fuel in-hold (115), the container in-hold (1153) is the container 10 is loaded, the fuel in-hold (115) The fuel storage tank 220 and the fuel supply unit 230, which will be described later, may be provided. As the fuel storage tank 220 and the fuel supply unit 230 are unloaded from the fuel in-hold 115, the fuel in-hold 115 ) If space occurs in the container 10 may be loaded. The fuel in hold 115 may be divided into a tank room 1151 and a fuel supply unit room 1152, which will be described later.

In addition, the container in hold 1153 may be provided in the upper space in the engine room 112 at the lower portion of the upper deck 102, as well as provided in the front of the tank room 1151, for example, the lower upper deck 102 By using the extra space of the engine room 112 provided in the container in hold 1153, the cargo load can be increased.

In addition, the container 10 on the upper deck 102 and the container 10 inside the container in hold 1153 are cell guides (not shown) provided in the container ship 100 when lifted by a crane during shipping and unloading. It can be guided by, it can be formed so that the container 10 can be loaded in a number of matrix structures.

In general, the items stored and transported in the container 10 may be exposed to room temperature. Accordingly, the container in hold 1153 provided inside the container ship 100 may be made of steel having the same or similar material to the hull 101. On the other hand, unlike the container in hold 1153, the bulkhead structures 1151A and 1151B of the tank room 1151 provided with the fuel storage tank 220 may be made differently, which will be described later.

In addition, in the interior space of the container ship 100, an engine room 112 is provided, which is partitioned from the in-holds 115 and 1153 and is provided with the engine 210. The engine room 112 may be formed of a space in which the engine 210 to be described later is provided, and the engine room included in the in-hold 115 and 1153 unlike the in-hold 115 and 1153 generally included in the safety zone. (112) can be classified as a hazardous area.

The engine room 112 included in the danger zone can achieve an explosion-proof structure so that accidents due to leakage of gas, which is fuel supplied to the engine 210, do not extend to the entire ship, and the explosion-proof structure is based on general known technology. To replace

In the container ship 100 divided into a danger zone and a safety zone, the danger zone is high in occurrence of safety accidents such as fire risk due to leakage of fuel, such as fuel in hold 115 and engine room 112, which will be described later. It may be an area, and the safety area may be an area isolated from a place where hazardous materials are handled to protect people from fire, gas leakage, etc., such as a cabin (not shown), container in hold 1153.

For example, the engine room 112 is provided in front of a propeller (not shown), and a fuel storage tank 220 is provided in front of the engine room 112, which is provided inside the container ship 100. The space in which the engine room 112 and the fuel storage tank 220 are provided may be separated from the outside of the hull (which may be included in the hull as the outer shell of the ship) by the upper deck 102.

Accordingly, a plurality of containers 10 may be stacked on the upper deck 102 in a horizontal line. That is, a deck is provided on the upper part of the engine room 112 and the fuel storage tank 220, and a loading space in which cargo such as the container 10 can be loaded without interference between the engine room 112 and the fuel storage tank 220 Since it can be provided, it is possible to increase the carrying capacity to improve the transportation efficiency. Further, the container 10 loaded on the upper deck 102 may be fixed by a lashing device to be secured to the ship.

Of course, a cabin may be provided on the upper deck 102 of the stern, and the cabin may be provided on the upper deck 102 above the engine room 112 or the fuel storage tank 220. At this time, a moving passage is formed so that a worker or a crew can move from the cabin or upper deck 102 to the engine room 112, and a ladder (not shown) may be provided for movement between floors.

The fuel supply system 200 includes an engine 210, an air intake 213, a vent mast 212, a fuel storage tank 220, a fuel supply unit 230, and a bunker station 240.

Here, the present embodiment can use a cryogenic liquefied gas (LNG, etc.) as fuel, in this case, the fuel storage tank 220 is made of a pressure vessel to store a low-temperature liquid gas, a diesel oil tank ( Compared to not shown in the figure), the arrangement is important when considering economical efficiency and convenience since the size is large and there is a possibility of deteriorating the space utilization in the ship.

In addition, when the distance between the engine 210, the fuel storage tank 220, and the fuel supply unit 230 is far, heat loss may be increased in terms of heat insulation for the supply line 2111 for transporting fuel such as liquefied gas. For this reason, the fuel supply system 200 is required to be insulated, and the distance between the fuel storage tank 220 and the fuel supply unit 230 is preferably close except for the minimum separation distance considering transmission by vibration. In one example, the fuel storage tank 220 is disposed in front of the engine 210 in this embodiment so as to minimize the generation of boil-off gas due to heat supply from the outside while the fuel is being transferred, and for example, the fuel storage tank ( 220) and the fuel supply unit 230 may be disposed up and down. This will be described later.

The engine 210 may drive a propeller to generate propulsive force capable of pushing the container ship 100, and may be provided on the stern to transmit thrust from the stern of the container ship 100 to a propeller generating thrust. have. Of course, the engine 210 may drive not only a propeller but also a power unit that generates electric power for operating electronic equipment driven in a ship, and may be, for example, a generator. That is, this embodiment does not specifically limit the type of engine 210. However, the engine 210 may be an internal combustion engine that generates driving force by combustion of LNG.

In one example, the engine 210 may be driven through fuel such as LNG supplied from the fuel storage tank 220 to generate thrust. At this time, the engine 210 may be a MEGI engine or a heterogeneous fuel engine.

When the engine 210 is a heterogeneous fuel engine, LNG or oil may be selectively supplied, and LNG and oil may not be mixed and supplied. This is to prevent two materials having different combustion temperatures from being mixed and supplied, thereby preventing the efficiency of the engine 210 from falling.

Here, a vent mast 212 through which the exhaust gas discharged from the engine 210 is discharged and an air intake 213 through which the intake gas sucked into the engine 210 is sucked are provided on the upper deck 102, and the engine 210 The flow passage of the fluid flowing in and out may be made. The vent mast 212 and the air intake 213 will be described later.

The fuel storage tank 220 stores fuel supplied to the engine 210, and the fuel storage tank 220 includes an outer tank (not shown), an inner tank (not shown), and an insulating part (not shown). It can be made to include heat insulation, which replaces the known technology.

In addition, the fuel storage tank 220 of the present embodiment is provided adjacent to the engine room 112 to shorten the length of the supply line 2111 for supplying fuel to the engine 210. Accordingly, the time for the cryogenic fuel to pass through the supply line 2111 is shortened, so that the heat loss can be reduced, as well as the use of insulating materials to prevent the heat loss, and the evaporation generated when the heat is lost. By reducing the amount of gas, it is possible to stably supply the fuel.

The fuel storage tank 220 is provided under the upper deck 102, for example, provided in the tank room 1151 and can be provided in front of the engine room 112 at the stern, shortening the length of the supply line 2111. Of course, if the engine 210 is used as a configuration to produce the thrust of the propeller, the fuel storage tank 220 can prevent interference with the propeller and the engine shaft (not shown). have.

Referring to FIG. 2 (schematic diagram of a fuel storage tank), as described above, the fuel storage tank 220 may include a body portion 221 forming a dual tank structure such as an outer tank and an inner tank, as well as fuel It includes a dome (222) as an inlet and outlet.

Here, the main body portion 221 is disposed at the rear of the container in hold (not shown, it is separated from the container in-hold in the engine room and may be provided in plural in front of the tank room), and the fuel supplied to the engine 210 Is stored and an opening (not shown) is formed. In addition, the dome 222 is provided in the opening of the main body 221, is formed as an inlet of the fuel storage tank 220 to form a passage of the fuel storage tank 220, the structure of the pump if the pump described later is a latent pump It can be installed in the dome 222, the pump can be sealed by closing the passage of the dome 222.

Such, the dome 222 may be configured in a cylindrical shape or a polygonal shape having a direct downward passage so that the supply line 2111 communicates with the outside from a latent pump provided inside the fuel storage tank 220. have.

In addition, the dome 222 is connected to the outer tank of the body portion 221 along the upper outer circumferential surface of the body portion 221, the inner tank of the body portion 221 is connected along the lower outer circumferential surface, the body portion 221 Seal the insulation. On the other hand, the upper portion of the dome 222 is formed to extend a certain length above the outer tank of the main body portion 221 so that a configuration such as a fuel supply unit 230 may be easily installed on the upper portion of the fuel storage tank 220. Can be.

In addition, the upper end of the dome 222 may be bent along an edge (eg, bent at a right angle to protrude). In addition, the dome 222 may be provided with a heat insulating material (not shown) along the inner circumferential surface of the dome 222 to minimize heat penetration from the outside, and the dome 222 of this embodiment can be applied to a known technique. .

In particular, the dome 222 of the present embodiment is made of a stainless steel material, and it is possible to prevent damage to the hull 101 and the upper deck 102 of the container ship 100 due to the sudden breakage of the supply line 2111.

In addition, a dome casing 223 may be provided outside the dome 222. The dome casing 223 is a configuration for casing the dome 222, it is possible to prevent damage to the hull 101 of the container ship 100 due to the sudden breakage of the supply line 2111.

When each of the dome casing 223 and the dome 222 is made of stainless steel, the specifications (thickness, etc.) of the stainless steel material of the dome casing 223 and the dome 222 may be different. That is, at least one of the dome 222 or the dome casing 223 may be made of stainless steel.

In particular, the dome casing 223 is provided to be spaced apart from the dome 222 at a predetermined distance, and may be installed close to the dome 222, the dome 222 and the dome so that the vibration of the fuel storage tank 220 is not transmitted. While considering the cushioning space between the casings 223 (which may differ depending on the size of the dome and the size of the fuel storage tank), the dome is considered by considering the minimum separation distance to reduce the material of the dome casing 223 ( Dome casing 223 may be provided in close proximity to 222).

In addition, the fuel storage tank 220 may be loaded with liquefied gas type fuel. The liquefied gas type fuel may mean LNG, that is, liquefied natural gas, and LNG is a gas field. It is liquefied natural gas mined from methane as a main component, and when the temperature is lowered or liquefied by applying pressure, the volume decreases to approximately 1/600, increasing the efficiency of space. On the other hand, since the boiling point is approximately 162 degrees below zero, the LNG must be kept in a liquid state by maintaining the temperature below the boiling point during transportation and storage, so the fuel storage tank 220 is an example of a pressure tank that is specially insulated, made of an SPB tank type. You can. Here, the SPB tank is an independent tank made independently of the hull, and can be supported on the ship by the support structures 225 and 226.

The supporting structures 225 and 226 are configured to prevent the motion of the fuel storage tank 220 according to the six degree of freedom movement generated during the operation of the vessel by the fuel storage tank 220, and the lower portion of the fuel storage tank 220 is prevented. A first structure 225 to support and a second structure 226 to support the upper portion of the fuel storage tank 220 may be included.

 Here, a plurality of first structures 225 are provided to support the lower portion of the fuel storage tank 220, and a plurality of second structures 226 are provided so that the upper portion of the fuel storage tank 220 is supported in the vessel, In the hull, the fuel storage tank 220 is surrounded by the first structure 225 and the second structure 226 so that the top and bottom are fixed, so that the motion of the fuel storage tank 220 according to the six degree of freedom movement of the ship Can be prevented. In the present embodiment, the hull 101 forming the lower portion of the fuel storage tank 220 and forming the outer shell of the container ship 100 may have a double hull structure.

Here, the up and down fixing of the fuel storage tank 220 may be used to mean that the fuel storage tank 220 is installed in the ship, and substantially the fuel storage tank 220 is up and down by the second structure 226 described below. Since it can be moved, it is possible to achieve a structure that prevents damage to the fuel storage tank 220.

Referring to FIG. 3 (first structure drawing), the first structure 225 supports the lower portion of the fuel storage tank 220 and is provided on the hull 101 (which may be a double bottom) to provide a fuel storage tank 220 ), And includes a tanker unit 2251, a first plywood 2252, a first support portion 2254, and a wood liner 2257, and a tanker unit 2251, a first plywood 2252 , The first support 2254 may be provided in a vertical line.

The tanker unit 2251 is configured to fix the position of the first plywood 2252 accommodated in the first support portion 2254, and is provided below the fuel storage tank 220, and the first plywood 2252 is Grooves may be formed to be inserted. For example, the tanker unit 2251 may be made of a steel material, and a space corresponding to the shape of the first plywood 2252 (eg, a hexahedral shape) may be formed inside the first plywood 2252. It can be done.

Of course, a reinforcing member (not shown) of a steel plate is provided on the circumferential surface to reinforce the tanker unit 2251, and the load of the fuel storage tank 220 is increased to the tanker unit 2251 and the reinforcing member. It can be distributed. The reinforcing member may be formed in the form of a polygonal plate (for example, triangular, quadrangular, etc.), and may be provided in a form erected vertically under the fuel storage tank 220.

In addition, the inner groove of the tanker unit 2251 is provided with a horizontal plate-shaped block seat 2253 in contact with the first plywood 2252, and the block seat 2253 is provided with the first plywood 2252. While forming a surface contact, a tanker unit 2251 may be provided on each corner surface of the block sheet 2253. The block sheet 2253 is installed at the lower portion of the fuel storage tank 220 to block surface contact between the first plywood 2252 and the fuel storage tank 220.

The first plywood 2252 is configured to reduce shock absorption and heat conduction between the hull 101 and the fuel storage tank 220, and is accommodated inside the groove of the tanker unit 2251. The first plywood 2252 is made of a wood material that is not easily heat-conducting, thereby protecting the ship by preventing cold temperatures from being transmitted from the cryogenic fuel directly to the hull 101.

This, the first plywood 2252 is made higher than the depth of the groove of the tanker unit 2251, the upper portion is accommodated in the tanker unit 2251, while the lower portion is formed in a protruding shape, and the first plywood 2252 The lower portion is accommodated in the first support portion 2254.

That is, the first plywood 2252 is the tanker unit 2251 and the first support 2254, so that the tanker unit 2251, the first plywood 2252, and the first support 2254 are provided in a vertical line. The fuel storage tank 220 is supported by fixing the tanker unit 2251 on the first support portion 2254 via the first plywood 2252.

The first support portion 2254 supports the fuel storage tank 220 together with the tanker unit 2251 and the first plywood 2252, and the first support portion 2254 is arranged such that a plurality of steel plates are offset from each other in the horizontal and vertical directions. It can be made, the load is distributed to a plurality of steel plates can support the fuel storage tank (220).

Meanwhile, a sim plate 2255 may be provided inside the first support 2254. The simplicity 2255 is a configuration that adjusts the height of the first support 2254, and may be formed in a plate shape. The simplicity 2255 may have different thicknesses or a plurality of simplicities 2255 may include the first support ( It is provided in 2254), it is possible to adjust the distance between the fuel storage tank 220 and the hull by adjusting the entire length of the first support (2254).

The wood liner 2257 is provided on the circumferential surface of the first plywood 2252 with the first support portion 2254 to fix the side surface of the first plywood 2252 close to the first support portion 2254. That is, the wood liner 2257 fills the space between the first plywood 2252 and the first support 2254, thereby preventing the motion of the fuel storage tank 220 due to the six degree of freedom movement of the ship, When floating in the space of the fuel storage tank 220, it prevents the fuel storage tank 220 from being floated.

In addition, a weight block 2256 may be provided outside the first structure 225. The weight blocks 2256 may be provided on both sides or circumferential surfaces of the first structure to assist in supporting the fuel storage tank 220 of the first structure 225.

That is, the weight block 2256 prevents damage and floating by supporting the fuel storage tank 220 while preventing the motion of the fuel storage tank 220 due to the six degree of freedom movement of the ship. It can be effectively supported.

The weight block 2256 may have a high strength because it is formed in a cylindrical shape to act as a support. Alternatively, the weight block 2256 may have a form in which a plurality of pillars are disposed at equal intervals for internal repair of the first structure 225. At this time, the weight block 2256 has an appropriate number of pillars in consideration of internal access to the first structure 225 and strength, and the plurality of weight blocks 2256 are spaced apart from each other along the perimeter of the first structure 225 Can be installed.

In addition, as shown in FIG. 4 (second structure drawing), the second structure 226 is provided on the upper portion of the fuel storage tank 220, a hull unit 261, a second plywood 2262, a second 2 includes a support portion 2264, the second plywood 2262 is inserted and fixed to the hull unit 2601, and the second plywood 2262 and the second support portion 2264 may be provided in a vertical line. .

Specifically, the hull unit 261 is configured to fix the position of the second plywood 2262 accommodated in the second support 2264. Here, when the fuel supply unit 230 is provided on the upper portion of the fuel storage tank 220, the hull unit 2261 is provided on the lower portion of the auxiliary deck 106, and the groove so that the second plywood 2262 is inserted Can be formed. Here, in order to show the structure of the dome 222 of the fuel storage tank 220, the second structure 226 is omitted in the drawing of FIG. 1, but is spaced apart from the dome 222 to the upper portion of the fuel storage tank 220. The second structure 226 may be disposed. Alternatively, when the fuel storage tank 220 is provided to face the lower portion of the upper deck 102, as the hull unit 261 can be installed on the upper deck 102, the hull unit 2161 is a container ship ( It may be made of a structure fixed to the structure (deck, auxiliary deck, etc.) of 100).

In one example, the hull unit 261 may be made of a steel material, and the shape of the second plywood 2262 inside the hull unit 2161, such that a plurality of steel plates surround the second plywood 2262. A space corresponding to (eg, a hexahedral shape) may be formed. Of course, a reinforcement member (not shown) of the steel plate is provided on the circumferential surface so as to reinforce the hull unit 2261, the same or similar to the first structure 225, so as to increase the rigidity.

The second plywood 2262 is configured to reduce shock absorption and heat conduction between the upper deck 102 and the fuel storage tank 220, and is accommodated inside the groove of the hull unit 2161. The second plywood 2262 is made of a wood material that is not easily heat-conducting, thereby protecting the ship by preventing cold temperatures from being transmitted from the cryogenic fuel directly to the hull 101.

This, the second plywood 2262 is made higher than the depth of the groove of the hull unit 261, while the upper portion is accommodated in the hull unit 261, while the lower portion is formed in a protruding shape. The lower portion of the first plywood 2252 is supported by the second support portion 2264. That is, the second plywood 2262 fitted to the hull unit 2621 is provided in a vertical line with the second support portion 2264, so that the second plywood 2262 is supported on the second support portion 2264, so that the second plywood 2262 is supported. On the support portion 2264, the hull unit 2161 is fixed through the second plywood 2262 to support the fuel storage tank 220.

Here, while the upper portion of the second plywood 2262 is fitted to the hull unit 2161, a gap may be provided so that the upper surface is not in close contact with the hull 101 and a space is formed between the hull 101.

When the second plywood 2262 is in close contact with the left and right circumferential surfaces by the hull unit 2621, a space is formed between the hull and the second plywood when the fuel storage tank 220 is pushed upward. The second plywood is pushed up into the space between the 2226 and the hull 101, so that the shape of the fuel storage tank 220 is maintained and damage can be prevented.

The second support 2264 supports the fuel storage tank 220 from the upper deck 102 together with the second plywood 2262, and the second support 2264 is arranged such that a plurality of steel plates are offset from each other in the horizontal and vertical directions. It can be made, the load applied from the fuel storage tank 220 can be distributed to a plurality of steel plates.

Between the fuel storage tank 220 and the engine room 112 supported by the support structures 225 and 226, a blocking plate (double) to prevent safety accidents such as leakage of fuel discharged from the fuel storage tank 220 Deck structures, not shown, or box-type girders (not shown) in which spaces are formed may be provided.

In addition, although not shown in the drawings, the same or similar to the first structure 225, the second structure 226 is also provided with a separate simple plate 2263 and a block sheet to adjust the overall height of the second structure 226. Of course, the fuel storage tank 220 is pushed upward so that when the second plywood 2262 is close to the auxiliary deck 106, the auxiliary deck 106 and the second plywood 2262 do not directly contact each other. can do.

In addition, the fuel storage tank 220 of this embodiment may be disposed in the tank room 1151, the tank room 1151 is provided in front of the engine room 112, it can be partitioned with the engine room 112.

In general, since the engine room 112 has a high internal temperature by driving the engine 210, it may not be desirable that the fuel supply unit 230 through which the cryogenic fluid flows is installed inside the engine room 112. In the embodiment, the engine compartment 112, the fuel storage tank 220, and the fuel supply unit 230 may be partitioned by the partition structures 1151A and 1151B.

For example, as shown in Figure 1, the fuel storage tank 220 and the fuel in hold 115 is provided with a fuel supply unit 230 is made of a partition structure (1151A, 1151B), the fuel corresponding to the danger zone When a fire or a fuel leak occurs in the in-hold 115, a safety zone is partitioned from the fuel in-hold 115, thereby preventing accidents from spreading and promoting safety.

At this time, the fuel in-hold 115 may be blocked from heat and gas in the event of a fire due to the configuration of the engine room 112 and the container in-hold 1153 and the cofferdam 1151A when partitioning.

Specifically, the partition structures 1151A and 1151B of the present embodiment may be formed of a dual structure of the first partition wall and the second partition wall, and preferably, the first partition wall is made of a copper dam 1151A, and the second partition wall is insulated It can be made of a wall 1151B.

Here, the copper dam 1151A may be a structure in which an empty space is formed, and the insulating wall 1151B may form various forms such as a polyurethane-filled insulating material, a vacuum-made structure, or a wall in which an inert gas such as nitrogen is accommodated. You can.

The first partition wall is provided in a position close to the fuel storage tank 220 in contrast to the second partition wall, and is provided to face the fuel storage tank 220, and the second partition wall is provided outside the first partition wall, and the fuel storage tank ( 220) is made of a structure in which copper dams 1151A and insulating walls 1151B are sequentially stacked on both sides.

Here, the first partition wall made of the copper dam 1151A is a container inhold (not shown) and a space provided in front of the engine room 112 or the fuel storage tank 220 provided in the rear of the fuel storage tank 220. By partitioning, by being formed so as to block the space where the fuel storage tank 220 is provided, it is possible to block heat and gas generated during a fire, as well as to prevent explosion of the fuel storage tank 220, Due to the first partition wall formed of the insulating wall 1151B, an insulating structure from an external environment may be provided to protect the fuel storage tank 220.

Of course, the bulkhead structure 1151A, so that the fuel storage tank 220 can be disposed close to the engine 210 to reduce the length of the supply line 2111 between the fuel storage tank 220 and the engine 210, 1151B) is prepared.

Meanwhile, referring to FIGS. 5 to 7 (a diagram showing the platform), the space inside the ship in which the fuel supply unit 230 and the fuel storage tank 220 of the fuel supply system 200 are provided is a copper dam 1151A. While being partitioned by, the platform 120 may be provided to facilitate maintenance of the fuel storage tank 220.

The platform 120 forms a passage through which a worker can move across the space (eg, may have a width of 0.6 m) between the fuel storage tank 220 and the partition structures 1151A and 1151B. The inner space of the tank room 1151 included in the fuel in-hold 115 may be formed to have a height of 19 m or more, and at this time, the platform 120 may be provided in a plurality in the vertical line (three in each of the left and right sides in FIG. 5). It is provided as an example) can be done in the position required by the operator.

For example, the platform 120 is provided in a hinge type, one end is rotatably connected to the tank room 1151, and when stored, the other end is stored in the tank room 1151 as an axis. In close proximity, the platform 120 is in a folded state, and at the time of work, the other end may be in an unfolded state at a right angle to the tank room 1151 with respect to one end of the platform 120.

Specifically, the platform 120 is vertically unfolded or folded with respect to the inner wall of the tank room 1151, and includes a base portion 121, a hook member 125, and a safety rail 122.

The base portion 121 forms a working passage, and one end is hinged to the tank room 1151, but the maximum rotation angle is limited to a right angle to prevent an operator from tilting on the passage.

The hook member 125 is provided at the other end of the base portion 121 and is hung on the first fixing member 123 to fix the folded state of the base portion 121. Here, the first fixing member 123 is a configuration in which the hook member 125 is applied, and is provided in the tank room 1151 spaced apart from the platform 120 to the top, for example, the hook member 125 forms a ring shape. In this case, the first fixing member 123 may form a spherical shape by forming a curve corresponding to the ring shape.

The safety rail 122 is configured to prevent the operator from falling, and is provided to be rotatable in the base portion 121 in the same or similar manner to the hinge structure of the base portion 121, and rotates at a right angle to the base portion 121 It is provided with a second fixing member 124, the hook member 125 is hooked. When the safety rail 122 is folded, various modifications are possible as a groove (not shown) may be formed in the base part 121 to form a form in which the safety rail 122 is inserted into the base part 121. It is possible.

Here, the hook member 125 is caught by the second fixing member 124 to prevent the safety rail 122 from being arbitrarily folded, or when the platform 120 is folded (the safety rail is folded into the base part, the base part is a tank It is possible to prevent the platform 120 from being unfolded arbitrarily).

The fuel supply unit 230 is provided between the fuel storage tank 220 and the engine 210 to supply the fuel discharged from the fuel storage tank 220 through the supply line 2111 to the temperature and pressure required by the engine 210. It is heated and pressurized and supplied to the engine 210. In addition, the fuel supply unit 230 may be provided with the fuel storage tank 220 in the fuel in-hold 115 in which the fuel storage tank 220 is provided.

Here, the fuel in hold 115 is provided below the upper deck 102, and includes a tank room 1151 in which a fuel storage tank 220 is provided and a fuel supply unit room 1152 in which the fuel supply unit 230 is provided. The tank room 1151 and the fuel supply unit 1152 may be partitioned by the auxiliary deck 106.

The fuel supply unit 230 includes components such as a pump (not shown) for processing LNG and an LNG heat exchanger (not shown), or an evaporation gas compressor (not shown) for processing boil-off gas (BOG) And a boil-off gas heat exchanger (not shown), or a pump, a LNG heat exchanger, a boil-off gas compressor, a boil-off gas heat exchanger, and the like.

Specifically, the pump may be composed of a boosting pump (not shown) and a high pressure pump (not shown), and the boosting pump is supplied from the fuel storage tank 220 through the supply line 2111. After pressurizing the discharged fuel to several to several tens of bar, the high pressure pump pressurizes the fuel at a pressure required by the engine 210 (eg, 200 to 400 bar) and supplies it to the LNG heat exchanger.

The LNG heat exchanger may increase the temperature of the fuel supplied from the pump and then supply the supercritical fuel to the engine 210. At this time, the fuel supplied to the engine 210 may have a pressure of 200 bar to 400 bar and may be in a supercritical state having a temperature of 30 degrees to 60 degrees.

The boil-off gas compressor can pressurize boil-off gas generated and discharged from the fuel storage tank 220 and supply it to the boil-off gas heat exchanger or the engine 210, and the boil-off gas increases in pressure by the boil-off gas compressor and increases the boiling point. Therefore, it can be in a state that can be liquefied even at high temperatures.

The boil-off gas heat exchanger is provided between the fuel storage tank 220 and the boil-off gas compressor to heat-exchange the boil-off gas pressurized by the boil-off gas compressor and the boil-off gas supplied from the boil-off gas storage tank 220.

Here, the pump and the LNG heat exchanger are provided in separate gas supply lines with the evaporative gas compressor and the evaporative gas heat exchanger, respectively, to process the LNG and the evaporated gas.

The configuration of the pump, the LNG heat exchanger, and the like is cased by a configuration such as a container shape, so that a safety accident can be prepared due to sudden damage to the supply line 2111, thereby preventing damage to the hull 101 You can. For example, the casing of the fuel supply unit 230 may be a structure surrounded by a steel plate (not shown), and in addition to the steel plate, a stainless steel plate (not shown) is provided inside the steel plate. Or it is provided on the outside, between the steel plate and the suspension plate may be provided with a plywood plate. At this time, the steel plate and the suspension plate and the plate may be in the form of adhesion in turn. Alternatively, it may be made of a unitized fuel supply unit 230 disposed in a vertical line or a horizontal line on a pedestal (not shown, for example, a pallet).

Here, the suspension plate provided on the steel plate may be installed in the form of a tile and installed with an adhesive, or various modifications such as the suspension plate may be made of a stainless steel film and attached with an adhesive.

As described above, the fuel supply unit 230 is provided in the fuel in-hold 115, the upper deck 102 is provided on the upper portion of the fuel supply unit 230, and the container 10 is configured to load cargo on the upper portion of the upper deck 102. ) On the deck 111 may be formed as a space to be loaded.

In addition, this embodiment minimizes the length of the supply line 2111 for supplying fuel to the engine 210, as the fuel supply unit 230 is provided with the fuel storage tank 220 in the fuel in-hold 115. It is possible to optimize and minimize the space in which the fuel supply unit 230 and the fuel storage tank 220 are installed, thereby maximizing the loading quantity of cargo by increasing other spaces in the limited vessel.

In this embodiment, the unitized fuel supply unit 230 may be provided on the upper portion of the fuel storage tank 220. Here, the supply line 2111 connecting the engine 210 passes through the upper sidewall of the fuel in-hold 115 and is connected to the engine 210 from the fuel supply unit 230, thereby allowing the engine 210 from the fuel storage tank 220. ) May be supplied with fuel, and a plurality of fuel supply valves 2111A for controlling the flow of fuel may be installed in the supply line 2111.

The fuel in-hold 115 for the supply line 2111 to be connected to the engine 210 is formed with a hole (not shown) so that the supply line 2111 penetrates, and a supply line 2111 is provided through the hole The circumferential surface of the supply line 2111 may be sealed.

Here, the supply line 2111 penetrating through the engine room 112 may be provided along at least one side of both sides based on the width direction of the container ship 100. For example, in order to secure space in the valve unit part 211 described below, the supply line 2111 is vertically passed through the container in-hold 1153 provided on the engine room 112 from the lower part of the upper deck 102. The bent or bent, the supply line 2111 to the engine 210 side may be made horizontally bent or bent.

At this time, the supply line 2111 passing through the container in-hold 1153 minimizes the idle space in which the container 10 can be loaded, so as to maximize the number of loading of the container 10, to the fuel in-hold 115. It is desirable to bend vertically downward.

Alternatively, as shown in FIG. 11, the supply line 2111 of the container ship 100 is bent vertically downward from the fuel supply unit 230 at the fuel in-hold 115 and horizontally bent at the position of the engine 210. Or it can be bent through the fuel in hold 115. The container ship 100 of the present embodiment can be made differently only in the arrangement of the supply line in the container ship 100 of the above-described embodiment.

In particular, the fuel supply valve 2111A installed in the supply line 2111 may be included in the valve unit 211.

Specifically, the valve unit unit 211 is a valve unit frame 2110 in which the valves 2111A, 2112A, 2113A and valves 2111A, 2112A, 2113A for adjusting the opening degree of fluid supplied or discharged to the engine 210 are installed. ), And is provided at the rear of the tank room 1151 but is installed inside the engine room 112.

For example, the valve unit part 211 may be provided under the container in-hold 1153 inside the engine room 112 inside the engine room 112, and preferably penetrated from the fuel in-hold 115. It can be provided on the supply line (2111) of the location.

The lower part of the valve unit part 211 is not easy to load the container 10 due to the interference of the valve unit part 211, so electronic equipment (not shown) occupying space inside the ship is installed, and the container ( 10) It is possible to increase the cargo load by not using any other space that can be loaded.

Here, the valve 2111A, 2112A, 2113A of the valve unit part 211 may include a fuel supply valve 2111A, a nitrogen supply valve 2112A, and a venting valve 2113A, and the valves 2111A, 2112A, 2113A ) May be provided in an isolated space inside the engine room 112 by the valve unit frame 2110, while protecting the valves 2111A, 2112A, 2113A, a plurality of valves 2111A, 2112A, 2113A in one place. It can be controlled, so the operation can be easy.

As described above, the fuel supply valve 2111A controls the flow of fuel by adjusting the opening degree of the supply line 2111 to control the amount of fuel discharged from the fuel storage tank 220, so that the engine 210 The amount of fuel can be adjusted according to the driving.

The nitrogen supply valve 2112A is configured to adjust the supply amount of nitrogen. Here, the nitrogen whose supply amount is controlled through the nitrogen supply valve 2112A is an inert gas, and thus may be safe because there is no risk of explosion in preparation for fuel supplied to the engine 210.

Here, nitrogen is injected into the vicinity of the engine 210 in preparation for leakage of fuel, and thus, by forming a nitrogen film (seal gas) as a gas curtain, sparks generated around the engine 210 leak. And prevent the explosion accident. Here, the discharged nitrogen may be discharged as it is in the atmosphere since there is no fear of environmental pollution or explosion.

The venting valve 2113A is configured to vent gas discharged from the engine 210 and may be exhausted to the outside of the ship through the vent mast 212. As such, the venting valve 2113A and the fuel supply valve 2111A , The nitrogen supply valve 2112A is provided on separate pipes 2112 and 2113, respectively, to control the flow of fluid.

The valve unit frame 2110 forms a box-shaped exterior so that a space to be separated from the engine 210 is provided inside the engine room 112, and a fuel supply valve 2111A and nitrogen supply inside the valve unit frame 2110 Each of the valve 2112A and the venting valve 2113A may be installed.

At this time, each of the fuel supply valve 2111A, the nitrogen supply valve 2112A, and the venting valve 2113A may form a mark showing fuel, nitrogen, and the like, respectively adjusted. For example, LNG may be displayed on the fuel supply valve 2111A, N2 may be displayed on the nitrogen supply valve 2112A, or each of the fuel supply valve 2111A and the nitrogen supply valve 2112A may be displayed in different colors. Various modifications are possible.

In addition, the fuel storage tank 220 provided at the lower portion of the fuel supply unit 230 consumes or unloads all of the fuel, and then it is necessary to perform bunkering to fill the cargo made of fuel later. At this time, in order to bunker the fuel storage tank 220 provided inside the ship, a bunker station 240 is provided.

8 to 10 (plan view of the bunker station, side view, state installed on the hull), when such a bunker station 240 is arbitrarily provided on the upper deck 102, the structure provided in the bunker station 240 Since it may be difficult to load cargo such as the container 10 due to interference, the bunker station 240 is containerized so that the cargo can be shipped to the top of the bunker station 240. In addition, when the container 10 is installed on the fuel in-hold 115 and the bunkering operation is solved, the fuel storage tank 220 can be bunkered. In addition, the container-type bunker station 240 may be separated from the container ship 100 to facilitate management, maintenance, and repair.

In one example, the bunker station 240 is the same or similar to the unitization of the fuel supply unit 230, the configuration is provided on the pallet to form a unitized (packaged) structure, the outer shape may be made in the form of a container. That is, even if the bunker station 240 in the form of a container such as cargo is provided on the upper portion of the fuel supply unit 230, it has the same shape as the container, so that it is easy to load cargo to the upper portion of the bunker station 240. You can.

Of course, the bunker station 240 may be detachable, permanently fixed after installation, or may be provided in a fixed form on the upper deck 102 at the top of the fuel supply unit 230 during the shipbuilding process. At this time, since bunkering can be generally performed together during the loading or unloading process of the container ship 100, the bunkering operation can be easily performed regardless of the operation of loading the container 10 on the top of the bunker station 240. .

Here, the bunker station 240 is installed in the inert fluid spray 242, drip tray (drip tray, 243), crane (davit crane, 244), connection joint (connection joint, 245), fire installed in the bunkering casing (241) The bunkering station 240, which includes the bunkering equipment such as the monitoring system 246, is configured in a unit such as a crane 244 inside the bunkering casing 242, and the containerized bunker station 240 is the same or similar to the container 10. By being installed and installed, the installation time can be shortened and work efficiency can be improved, and the configuration of the bunker station 240 is packaged inside the outer shape of the container, so manufacturing cost can be reduced.

The inert fluid spray 242 is a configuration that protects the hull bulkhead by spraying an inert fluid such as water or nitrogen through the hull bulkhead (not shown), for example, fuel leaks in the process of bunkering, so that cryogenic fuel is hulled. When moving to the bulkhead, the hull bulkhead may be damaged and a safety accident may occur, but the fluid is sprayed from the inert fluid spray 242 to the hull bulkhead to form a curtain to protect the hull bulkhead.

Here, the hull bulkhead is a configuration that partitions the longitudinal direction of the container ship 100, may be made of a configuration such as a steel plate, or may be made of the same or similar configuration to the above-described partition structures 1151A, 1151B, and It is named for convenience.

The drip tray 243 is a structure that prevents damage to a ship, and water or leaks formed in a pipe (a line that forms a bunkering or fuel supply, may include a supply line) or the like due to the low temperature of fuel when the fuel is moved. It can support the fluid (fuel) to be, and may be provided at an expected point where water is condensed and dropped like the lower portion to which the supply line 2111 is connected.

The crane 244 is connected to the bunkering means (not shown) for supplying fuel, such as adjacent LNG FPSO (not shown) or onshore FSRU (not shown) for the container ship 100 to be bunkered, The configuration of the bunkering means can be lifted to the container ship 100.

The connection joint 245 may be configured to connect the bunkering means and the fuel storage tank 220, and the fire monitoring system 246 may include a fire detection monitor, a heat detection sensor, and the like, and the connection joint 245 And a known configuration of the fire monitoring system 246.

In addition, the bunker station 240, since the bunkering means at the time of bunkering can be provided on the left or right side of the container ship 100 by the ease of operation, anchoring, proximity, etc. of the ship, on both the left and right sides of the container ship 100. Each may be provided. Accordingly, it is not necessary for the container ship 100 or the bunkering means to move from left to right for bunkering.

In addition, in this embodiment, the containerized bunker station 240 is provided on both sides in the width direction of the ship, the bunkering means is introduced through the side of the bunker station 240, so that a bunkering operation can be made, so that the bunker station 240 Since the container 10 can be loaded upward, it is possible to maximize the container loading by increasing the cargo loading.

In addition, the space provided with the engine 210 and the fuel storage tank 220 provided in the lower portion of the container ship 100 is separated from the outside of the ship by the upper deck 102, but as described above, the upper deck 102 ) On the bunker station 240 is provided.

In particular, the fuel in hold 115 in which the fuel storage tank 220 is provided may be distinguished from the on deck 111 included in the in hold (not shown) with the container in hold 1153. The in-hold of the container ship 100 may be formed with a hatch coaming (not shown, a structure protruding to install a hatch cover) in which the upper deck 102 is opened so that the container can be loaded and unloaded, but the hatch cover ( Not shown, since the hatch cover cannot be simply welded by the structural torsional moment at the position of the cargo hold cover), the present embodiment is sharpened between the bunker station 240 and the fuel supply unit 230.

For example, the shape of the keratinization may be formed by the partition member 130, and the partition member 130 is provided on the upper deck 102 to partition the fuel storage tank 220 and the bunker station 240. In this case, the bunker stain 240 may include, for example, a support member 240A that is integrated with the partition member 130 so as to be integrated with the upper portion of the container ship 100. Here, the support member 240A may be integrated with the upper deck in addition to the partition member 130.

In particular, the partition member 130 may be a structure in which a chamfer (a box shape in which a space is formed inside) is formed, and includes a first horizontal member 131, a knuckle member 132, and a second horizontal member 133 can do.

The first horizontal member 131 is formed of a structure formed at a right angle to the hull 101 forming an outer shell, and the knuckle member 132 connects the step between the first horizontal member 131 and the second horizontal member 133 It is bent as a configuration to disperse the stress concentration, and the second horizontal member 133 extends from the knuckle member 132 but is parallel to the first horizontal member 131 to achieve parallel with the upper deck 102.

As described above, a partition member 130 made of angularization is provided between the bunker station 240 and the fuel supply unit 230, omitting the hatch cover without changing the design of the existing container ship, while storing the fuel storage tank 220 and the bunker station ( 240) It is possible to secure an idle space.

Here, when securing the space between the fuel storage tank 220 and the bunker station 240, when the hatch coaming is provided, space utilization is reduced corresponding to the height of the hatch coaming due to the protruding height of the hatch coaming, but this embodiment In Hatch, Hatch Coaming can be deleted, so the space occupied by Hatch Comming can be used for other purposes (such as loading containers). Accordingly, it is possible to load containers on top of the fuel storage tank 220 and the bunker station 240, thereby maximizing the shipment amount of the container 10.

In addition, a fuel detection sensor 251 and a leak prevention material injection unit 252 are provided around the fuel storage tank 220 or the fuel supply unit 230.

That is, if the fuel storage tank 220 or the supply line 2111 connected to the fuel supply unit 230, the dome 222 which is the entrance of the fuel storage tank 220, etc. are damaged, a fuel accident may occur. Since there is a concern, this embodiment prevents a safety accident by immediately covering the damaged portion to prevent the fuel from continuously leaking.

To this end, the fuel detection sensor 251 may transmit an electric signal so that the leakage preventing material injection unit 252 is driven when LNG is detected inside the fuel in-hold 115. The fuel detection sensor 251 may detect whether LNG leaks, for example, by detecting a pressure rise due to a fuel leak, a temperature drop, a sound caused by a leak, and a fuel component (smell). For example, when detecting that the fuel leaks as the ambient temperature decreases due to leakage of fuel, various modifications such as the fuel detection sensor 251 are made of a temperature sensor.

Here, the fuel detection sensor 251 may be provided in a plurality of locations where there is a high risk of fuel leakage so that an immediate response can be made when the LNG leaks. For example, the fuel detection sensor 251 is a dome 222 of the fuel storage tank 220, a position where a gap can be generated in the dome (the connecting portion of the main body and the dome), the fuel supply unit 230, the supply line It is provided at points vulnerable to damage, such as a point where 2111 is connected to each other, a point where the fuel storage tank 220 and the supply line 2111 are connected, and can detect the fuel as soon as it leaks and send an electrical signal. .

The leak preventing material injection unit 252 receives a fuel leak signal from the fuel detection sensor 251 when fuel leakage is detected by the fuel detection sensor 251 and injects (foams) foam material (polyurethane, etc.). Covering the leak point prevents the fuel from leaking continuously.

The leak-proof material injection unit 252 may be provided with a plurality of nozzles (not shown) of the leak-proof material injection unit 252 in the same or similar position as the fuel detection sensor 251, where there is a high risk of fuel leakage. You can. In one example, the leak-preventing material injection unit 252 is provided with a puff storage tank (not shown) and a puff line (not shown) and a plurality of nozzles (not shown) to provide a nozzle provided along the pupline. Foam can be foamed through. Alternatively, a plurality of leak-preventing material injection parts 252 may be provided to provide a puff storage tank for each nozzle.

As described above while describing the engine 210, the vent mast 212 and the air intake 213 communicate with the engine 210 to discharge the exhaust gas while driving the engine 210 by inhaling intake air. The vent mast 212 and the air intake 213 of this embodiment may be provided on the upper deck 102 at the top of the engine room 112.

The vent mast 212 is provided vertically on the upper deck 102 to discharge the exhaust gas. The exhaust gas may be vaporized LNG or exhaust gas discharged from a power device such as the engine 210, and the exhaust port is higher from the upper deck 102 than the air intake 213, so that the exhaust gas is a structure of the ship (air intake, Cabin, etc.). At this time, the vent mast 212 may be provided at a position higher than the air intake 213 provided on the upper portion of the casing (not shown) to shorten the communication length of the exhaust gas.

Such, the vent mast 212 may be used as a ventilation port, and when a problem (heat exchanger damage, pump failure, etc.) occurs in the fuel supply system 200, the exhaust gas is discharged to prevent LNG from affecting people. Or, discharge the polluted air generated from the engine 210 in the engine room 112, which is a dangerous area inside the ship, and the vent mast 212 extends from the top of the upper deck 102 to the interior of the engine room 112. It can be formed, and a hollow is formed so that the fluid is movable. The vent mast 212 may be formed by welding a plurality of pipes to each other by welding or flanges, and may be provided in plural. In addition, when the vent mast 212 is provided at the stern side, the end of the vent mast 212 may be bent toward the rear of the stern to induce the exhaust gas to move toward the stern side.

Meanwhile, the air intake 213 may be a Mushroom vent, and may be used as a passage through which air is introduced into equipment such as an engine 210 or a boiler (not shown), and intake in the engine 210 in this embodiment It is described as a configuration for supplying, but is not limited thereto. The air intake 213 of this embodiment may be formed through the engine room 112 to communicate with the engine 210. Here, the air intake 213 is formed to a lower height than the vent mast 212 as described above, it is possible to reduce the exhaust gas discharged from the vent mast 212 to the air intake 213.

In particular, the vent mast 212 and the air intake 213 of the present embodiment are provided in a line in the width direction of the ship, and are arranged in parallel in the horizontal direction on the top view, to optimize the space. Here, a working area (not shown, a working area) is provided at the rear of the vent mast 212 and the air intake 213, so that workers, crews, and the like can facilitate the work.

In addition to the walking area, the floor and stairs (not shown) may be provided separately from the working area to facilitate access to the vent mast 212 and the air intake 213, and the container 10 is adjacent thereto. It can be loaded on the upper deck (102).

In addition, the vent mast 212 is spaced apart from the air intake 213 by a certain distance, for example, 10 m or more (can be spaced left and right in the width direction of the ship), and spaced at least 6 m from the working area (the length of the ship) It may be spaced back and forth in the direction) to prevent exhaust gas discharged from the vent mast 212 from being sucked into the air intake 213 and may be provided to protect workers and crew. That is, the vent mast 212 is provided to be spaced apart from the air intake 213, and the intake port of the air intake 213 is spaced apart from the exhaust port of the vent mast 212.

Such, the vent mast 212 may be provided on the upper deck 102 at the top of the engine room 112, and when the vent mast 212 is used as a configuration for discharging vaporized LNG, the It may be provided by branching from the supply line 2111.

Meanwhile, the vent mast 212 may be configured to be piped inside the stack 214. The vent mast 212 that is piped inside the stack 214 may prevent interference or collision by other components when the vent mast 212 penetrates the upper portion of the upper deck 102. Here, the flue 214 may be a configuration in which exhaust generated in a ship (exhaust generated from a separate generator, various electronic equipment, etc.) can be discharged, and the vent that is a movement passage of the exhaust gas discharged from the engine 210 The mast 212 is provided in the stack 214.

That is, the vent mast 212 of the present embodiment is installed in the stack 214 in consideration of the risk of damage, fire or explosion due to the falling of the container 10 due to the characteristics of the container ship 100, so that the vent mast 212 is Can be protected. Here, not only the vent mast 212 but also the air intake 213 may be installed in the individual stacks in the same or similar manner to the vent mast 212 to promote safety.

On the other hand, as shown in Figure 12 (container ship diagram according to the second embodiment), the container ship 100, the engine room 1120 and the fuel storage tank 220 may be provided in a vertical line. Here, components having the same function as those of the container ship 100 described with reference to FIG. 1 use the same reference numerals, and redundant descriptions will be omitted.

In this embodiment, while the engine room 1120 and the fuel storage tank 220 are provided in the lower portion of the upper deck 102 so that they are in the fuel in-hold 115, the engine room 112 is located in the lower portion of the fuel storage tank 220. It can be provided to minimize the supply line (see FIG. 1, 2111) for supplying fuel to the engine 210.

Here, the fuel storage tank 220 may be formed in the form of an SPB tank, connected to the fuel in-hold (not shown in this figure) with the support structures (225, 226 (see FIG. 4)) described above, and 6 of the ship. The motion of the fuel storage tank 220 according to the degree of freedom movement can be prevented.

However, since the container ship 100 may be formed of a plurality of layers, the fuel storage tank 220 of this embodiment may be provided on a separate floor from the engine room 1120 in a fuel in-hold, and an inner deck that is a separate floor. It can be supported by the support structure (225) in (not shown).

In this way, by providing the engine room 1120 and the fuel storage tank 220 in a line up and down, the supply line 2111 can be minimized, but space utilization is optimized, and the cargo that can be loaded onto the container ship 100 The quantity can be maximized.

In addition, in this embodiment, the fuel storage tank 220 and the fuel supply unit 230 may be disposed left and right in the fuel hold.

On the other hand, as shown in Figure 13 (container ship diagram according to the third embodiment), the container ship 100, the fuel in hold (not shown) and the engine room 112 is disposed vertically, while the fuel in hold The tank room 11511 and the fuel supply part room 1151 in 115 may be arranged up and down, and in this case, in consideration of the load of the fuel storage tank 220, the tank so that the fuel storage tank 220 is provided at the bottom A room 11511 may be provided in the lower portion, and a fuel supply unit room 15121 may be provided in the upper portion of the tank room 11511.

On the other hand, although not shown in the drawings, in this embodiment, the partition wall structures 1151A and 1151B are described as consisting of a cofferdam 1151A and an insulating wall 1151B, but this is only an example. Not shown) may be made of a sandwich panel board so that the fuel storage tank 220 is partitioned from the engine compartments 112 and 1120 and the adjacent container in-hold (fuel in-hold).

For example, the sandwich panel may be made of a triple structure, and an insulating material (polyurethane, vacuum, nitrogen, etc.) is provided between them, and stainless steel (or steel-shaped steel, non-ferrous reinforced plastic, etc.) is provided on both sides of the insulating material. A stacked structure can be achieved.

The partition wall structure is provided in the form of an insulated wall board, so that a separate insulated wall operation can be omitted, and thus the number of work hours can be reduced, and the fuel storage tank 220 can be protected from the external environment. The explosion of the tank 220 can be prevented.

As described above, in the present embodiment, since the engine 210 using liquefied gas is used in the container ship 100 to replace gasoline or diesel, fuel efficiency is increased, exhaust gas is lowered, and operational efficiency can be improved, and a fuel storage tank ( 220), the space utilization can be increased by optimizing the arrangement of the fuel supply unit 230, the engine room 112, and the container in-hold 1153.

Although the present invention has been described in detail through specific examples, the present invention is specifically for describing the present invention, and the present invention is not limited to this, and by a person skilled in the art within the technical spirit of the present invention. It will be apparent that the modification or improvement is possible.

All simple modifications or changes of the present invention belong to the scope of the present invention, and the specific protection scope of the present invention will be clarified by the appended claims.

10: container 100: container ship
101: hull 102: upper deck
106: auxiliary deck 111: on deck
112, 1120: engine room 115: fuel hold
1151, 11511: Tank room 1151A: Copper Dam
1151B: insulation wall 1152, 11521: fuel supply room
1153: Container Hold 120: Platform
121: base 122: safety rail
123: first fixing member 124: second fixing member
125: hook member 130: partition member
131: first horizontal member 132: knuckle member
133: second horizontal member 200: fuel supply system
210: engine 211: valve unit portion
2110: valve unit frame 2111: supply line
2111A: Fuel supply valve 2112A: Nitrogen supply valve
2113A: Venting valve 212: Bent mast
213: air intake 214: chimney
220: fuel storage tank 221: main body
222: dome 223: dome casing
225: first structure 2251: tanker unit
2252: first plywood 2253: block sheet
2254: first support 2255,2263: simple rate
2256: Weight Block 2257: Woodliner
226: second structure 2261: hull unit
2262: 2nd plywood 2264: 2nd support
230: fuel supply unit 240: bunker station
240A: support member 241: bunkering casing
242: inert fluid spray 243: drip tray
244: Crane 245: Connection joint
246: fire monitoring system 251: fuel detection sensor
252: leakage preventing material injection portion

Claims (6)

In the container ship is provided with a container in hold,
An engine room provided under the upper deck;
A fuel storage tank containing liquefied gas as fuel;
A fuel supply unit that processes fuel discharged from the fuel storage tank;
A chimney extending vertically to an upper portion of the upper deck; And
It extends to the upper portion of the upper deck, and includes a vent mast provided inside the chimney,
The vent mast,
Container ship, characterized in that connected to the fuel supply. According to claim 1,
Container vessel characterized in that it further comprises an air intake extending to the upper portion of the upper deck spaced apart from the vent mast. According to claim 2,
The air intake container ship, characterized in that provided in a line spaced apart in the width direction of the vent mast and the ship. According to claim 1,
It is provided on the lower portion of the upper deck, the container ship characterized in that it further comprises a fuel in hold including a tank room in which the fuel storage tank is provided. According to claim 4,
A container ship provided on the upper portion of the tank room, and further comprising a fuel supply portion room including the fuel supply portion located at a lower portion of the upper deck. delete

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