KR102114525B1 - Gas Fuelled Container Carrier - Google Patents

Abstract

A gas fuel propulsion container carrier according to an embodiment of the present invention is provided below the cabin and stores a liquefied gas storage tank for storing liquefied gas; And a cofferdam provided between the liquefied gas storage tank and a hull, wherein the cofferdam is provided between an upper wall and an upper deck of the liquefied gas storage tank and between a side wall and a side outer plate of the liquefied gas storage tank, and It is characterized in that it is spaced inwardly compared to the outer side plate, and is omitted between the bottom wall and the bottom plate of the liquefied gas storage tank.

Description

Gas fueled container carrier

The present invention relates to a gas fuel propulsion container carrier.

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

These ships generate thrust by driving the engine, wherein 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 rotates to drive the propeller It was common to do so.

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 strengthening, and the cost to satisfy these regulations is gradually increasing.

Accordingly, instead of using heavy oil or a minimum amount as a fuel for a ship, liquefied natural gas, liquefied petroleum gas, and the like are replaced by gasoline or diesel according to recent technology development. The same liquefied gas is used and technology is being developed.

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 in 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 that 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 to various demand sources. 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 carriers are also attempting to improve fuel efficiency, reduce emissions, and improve operational efficiency by installing engines that consume liquefied gas. The background technology of the present invention is described in Korean Patent Publication No. 10-2016-0098556, Korean Patent Publication No. 10-2011-0041940 and Korean Patent Publication No. 10-2015-0098373.

The present invention has been created to improve the conventional technology, and is to provide a gas fuel propulsion container carrier that can be propelled using liquefied gas as a fuel and has an optimized structure for using liquefied gas as fuel.

The gas fuel propulsion container carrier according to the present invention is provided below the cabin and stores a liquefied gas storage tank for storing liquefied gas; And a cofferdam provided between the liquefied gas storage tank and a hull, wherein the cofferdam is provided between an upper wall and an upper deck of the liquefied gas storage tank and between a side wall and a side outer plate of the liquefied gas storage tank, and It is characterized in that it is spaced inwardly compared to the outer side plate, and is omitted between the bottom wall and the bottom plate of the liquefied gas storage tank.

Specifically, it may further include a ballast tank provided on the left and right of the hull.

Specifically, the cofferdam may be provided between the side wall of the liquefied gas storage tank and the ballast tank.

Specifically, the copper dam, the inside may be provided to communicate with the double bottom structure between the bottom wall of the liquefied gas storage tank and the bottom plate.

Specifically, the cofferdam may be provided with an opening for communicating with the double bottom structure at a lower end of a portion surrounding the side wall of the liquefied gas storage tank.

Specifically, the cofferdam may have an inverted U shape surrounding the liquefied gas storage tank based on a front end face.

Specifically, an oil storage tank provided between the liquefied gas storage tank and the ballast tank may be further included.

Specifically, the double bottom structure may be provided to be isolated from the ballast tank.

Since the gas fuel propulsion container carrier according to the present invention uses an engine that uses liquefied gas as fuel in place of gasoline or diesel, it has an effect of increasing fuel efficiency, reducing emissions, and improving operational efficiency.

In addition, the gas fuel propulsion container carrier according to the present invention can improve both the stability and safety by optimizing the structure for supplying liquefied gas to the engine, thereby improving the satisfaction of the shipowner.

1 is a side view of a gas fuel propulsion container carrier according to a first embodiment of the present invention.
2 is a front sectional view of a gas fuel propulsion container carrier according to a first embodiment of the present invention.
3 is a cross-sectional plan view of a gas fuel propulsion container carrier according to a first embodiment of the present invention.
4 is a sectional front view of a gas fueled container carrier according to a first embodiment of the present invention.
5 is a side cross-sectional view of a gas fuel propulsion container carrier according to a first embodiment of the present invention.
6 is a front sectional view of a gas fuel propulsion container carrier according to a first embodiment of the present invention.
7 is a perspective view of a bunker station of a gas fueled container carrier according to a first embodiment of the present invention.
8 is a front sectional view of a gas fuel propulsion container carrier according to a second embodiment of the present invention.
9 is a sectional front view of a gas fueled container carrier 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 the components of each drawing, the same components have the same number as possible even though 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. However, in the following specification, liquefied gas may be used in a sense to encompass all gas fuels generally stored in a liquid state, such as LNG or LPG, ethylene, and ammonia.

In addition, liquefied gas may be used in a sense that encompasses not only a liquid state but also a gas state, a supercritical state, and a supercooled state for convenience. That is, even when it is not in a liquid state due to factors such as heating, pressurization, and natural vaporization, it can be expressed as liquefied gas for convenience.

1 is a side view of a gas fuel propulsion container carrier according to a first embodiment of the present invention, FIG. 2 is a front sectional view of a gas fuel propulsion container carrier according to a first embodiment of the present invention, and FIG. 1 is a cross-sectional plan view of a gas fueled container carrier according to an embodiment.

4 is a front sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention, and FIG. 5 is a side sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention.

6 is a front sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention, and FIG. 7 is a perspective view of the bunker station of the gas fuel propulsion container carrier according to the first embodiment of the present invention.

1 to 7, the gas fuel propulsion container carrier 1 according to the first embodiment of the present invention, the hull 10, liquefied gas storage tank 20, copper dam 30, oil storage tank 40, a ballast tank 50, a fuel supply room 60, a bunker station 70, a transformer room 80, a vent mast (90).

The hull 10 forms the external appearance of the gas fuel propulsion container carrier 1. The hull 10 is surrounded by an upper deck 11, a side outer plate 12, and a bottom plate 13, and in the front-rear direction, a bow 14 and a stern 15 are provided in the front.

The athlete 14 is provided with an imaginary athlete (not shown) to reduce the wave resistance, and the stern 15 is provided with a propeller (not shown) and a rudder (not shown) to implement sailing and turning. .

The hull 10 has a double bottom structure 13a. That is, since the partition wall is additionally provided between the ship bottom plate 13 and the space in which the liquefied gas is accommodated, leakage of the liquefied gas can be achieved only when at least two or more walls are destroyed.

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

A container C may be loaded inside the hull 10. To this end, inside the hull 10, a plurality of hold H is provided in the front-rear direction. A cell guide (not shown) is provided in the hold H to guide the loading of the container C.

Partially open partition walls (not shown) are provided in the hold H, and a plurality of bays (not shown) constituting the hold H can be partitioned. That is, the hold (H) may include at least two or more bays in the front-rear direction, and each bay is separated by a partition wall. At this time, the partition wall of the partially open type may be provided to be spaced between the two bays, and the space between the partition walls may be referred to as a gap portion G.

In addition, the plurality of hold (H) has a closed partition (not shown) in the front-rear direction, and a gap (G) is formed between the hold (H) and the hold (H). That is, between the front partition wall of any one of the hold (H) and the rear partition wall of the hold (H) provided in front may be spaced apart, the spaced portion of the gap (G) is a deck (D) strip placed horizontally ( (Not shown).

A hatch coaming M is provided on the hold H. The hatch coaming M may be a rim that protrudes upward around the entrance of the hold H, and may be a configuration for the hatch cover V to be covered.

The hatch cover (V) is placed on the hatch coaming (M) so that the hold (H) can be sealed from the outside, but the hatch cover (V) can be simply raised rather than being coupled to the hatch coaming (M).

Inside the hold (H) is provided with a step (B). The hull 10 has a curved shape at the bottom left and bottom right when viewed from the front end face, so instead of the hold (H) having a rectangular or square shape to load the container (C) inside the hold (H) as much as possible , It is necessary to be provided with a step shape on the left and right of the hold (H).

At this time, the width or height of the step B may be determined according to the width standard of the container C, and the position or shape of the step B may vary between the bow 14 and the stern 15. . This is because the lower portion of the front end face of the hull 10 gradually narrows toward the bow 14 or the stern 15 from the central portion. Therefore, the step (B) may be moved to the inside or the stern 15 from the central portion of the hull 10, the position may be moved inward or the shape may protrude more inward.

That is, the position or shape of the step portion B is changed between the bow 14 and the stern 15 by the linearity of the hull 10. The ballast tank 50 may be provided between the step portion B and the hull 10, as the position or shape of the step portion B is varied in the front-rear direction of the hull 10, so that the ballast tank 50 is provided. The position or shape of the can also be varied.

An engine room R may be provided at a position adjacent to the stern 15 inside the hull 10. A propulsion engine (not shown) is accommodated in the engine room R, and the propulsion engine is mechanically or electrically connected to the propeller to consume liquefied gas, which is fuel, to realize propeller rotation.

A liquefied gas storage tank 20 may be accommodated in the lower portion of the cabin A in the central portion of the hull 10. At this time, the liquefied gas storage tank 20 may be provided directly under the cabin A, and may be surrounded by a copper dam 30.

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

The cabin A is provided on the upper deck 11 of the hull 10. Cabin (A) is the residence space of the crew, and can be divided into a plurality of floors such as A deck (D), B deck, and C deck, as shown in the drawing in the vertical direction. Can be prepared.

Cabin (A) may be provided in the central portion of the hull (10), the cross section of the hull (10) in the portion where the cabin (A) is provided has a maximum size. The hull 10 has a central section of maximum size in the central portion between the bow 14 and the stern 15, and the center section can be extended back and forth by a predetermined length.

The cabin A is not directly installed on the upper deck 11, but may be provided on the upper portion of the fuel supply room 60 provided on the upper deck 11. That is, in the central portion of the hull 10, the cabin A, the fuel supply room 60, and the liquefied gas storage tank 20 may be arranged in the vertical direction, and the fuel supply room 60 will be described later.

On the upper deck 11 of the hull 10, an engine casing I is provided behind the cabin A. The engine casing (I) has a stack for discharging exhaust generated from the propulsion engine to the outside, and may form a space in which an emergency generator or a fire extinguishing facility is provided.

The container C may be loaded in the upper deck 11 of the hull 10 except for the cabin A and the engine casing I. For loading the container C, the upper deck 11 is provided with a lashing bridge L spaced apart by a predetermined distance in the front-rear direction.

The lashing bridge L is provided before and after the container C, and is used to secure the container C loaded in multiple layers. The lashing bridge L may be provided at a position spaced apart from the cabin A before and after the cabin A, and may be disposed to be supported independently of the cabin A.

However, as will be described later, the cabin A is supported by the upper deck 11 through the fuel supply room 60, and a copper dam 30 is provided below the upper deck 11, and the height of the copper dam 30 is liquefied gas. In order to secure the volume of the storage tank 20, it is made smaller than the height of the fuel supply room 60.

In this case, even if the support strength of the cabin A is reinforced by placing the girder member 34 to be described later in the copper dam 30, the height of the girder member 34 is not sufficient and the structural strength of the cabin A is insufficient. It may not.

Therefore, in the present embodiment, even if the height of the girder member 34 is not sufficient by having a connecting portion 16 connecting the lashing bridge L supported independently of the cabin A to the cabin A, even if the height of the girder member 34 is not sufficient. It can be stably supported on the upper deck 11.

At this time, the connecting portion 16, the girder member 34 and may be arranged side by side vertically. Therefore, by connecting the connecting portion 16 and the girder member 34 as if it is a single member penetrating the upper deck 11, it is possible to increase the stability of the cabin A.

The connecting portion 16 may be formed with a through hole 16a in the left-right direction. At this time, the through-hole (16a) may be a configuration that can be passed by the crew, the through-hole (16a) may be provided with a plurality of up and down, the portion through which the through-hole (16a) is provided deck (D) ).

The lashing bridge L may be provided with a socket S connected to the container C to supply power. At this time, the socket S may be connected to the refrigerating container C to supply power, but the socket S connected to the refrigerating container C may be provided at the rear of the container C. In this case, the socket (S) is provided in the lashing bridge (L) (for example, the lashing bridge (L) provided at the rear of the cabin (A) or the engine casing (I)) in which the container (C) is not loaded in the front. It may not be provided.

A stool T may be provided on the left and right sides of the hatch cover V in the upper deck 11. When the hatch coaming (M) and the hatch cover (V) are provided, a difference in height occurs between the top surface of the upper deck (11) and the top surface of the hatch cover (V), and the hatch cover (V) is relatively smaller than the width of the hull (10). Since it has a width, in order to load the container C at the left and right ends of the hatch cover V, it is necessary to have a configuration capable of solving the height difference.

Therefore, the hull 10 may be provided with a plurality of stools (T) on the upper deck 11 in the front-rear direction at a position parallel to the side shell plate 12 or adjacent to the side shell plate 12, in the hatch cover (V) The container C placed on the left and right can be supported by the hatch cover V on the inside and the stool T on the outside.

The liquefied gas storage tank 20 stores liquefied gas. At this time, the liquefied gas may be gas fuel consumed by the propulsion engine to operate the gas fuel propulsion container carrier 1.

The liquefied gas storage tank 20 stores liquefied gas in a liquid state. To this end, the liquefied gas storage tank 20 may store the liquefied gas in a cryogenic state, and in order to prevent the liquefied gas from being naturally vaporized and changed into evaporated gas, the liquefied gas storage tank 20 may employ various insulating structures. Can be.

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

A dome 21 is provided at the top of the liquefied gas storage tank 20. The dome 21 is a part that connects the inside and the outside of the liquefied gas storage tank 20, and the dome 21 may have a gas fuel line 62 therethrough.

The liquefied gas storage tank 20 may be provided inside the hull 10 at the lower portion of the upper deck 11, but the dome 21 of the liquefied gas storage tank 20 is such that at least a portion penetrates the upper deck 11. Can be prepared. Therefore, the gas fuel line 62 penetrating the dome 21 may not be provided under the upper deck 11 and may extend from the upper upper deck 11.

In the position where the liquefied gas storage tank 20 is provided, a fuel supply room 60 may be provided in the upper deck 11, and a cabin A may be provided in an upper portion of the fuel supply room 60. That is, the liquefied gas storage tank 20 may be located below the cabin (A).

However, since the liquefied gas storage tank 20 is configured to accommodate dangerous substances, to protect the cabin (A) from the liquefied gas storage tank 20 while implementing insulation, a copper pipe around the liquefied gas storage tank 20 is provided. Dam 30 may be surrounded.

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

The liquefied gas storage tank 20 may have a shape in which the front-rear width and the front-rear width are relatively small. The front-rear width of the liquefied gas storage tank 20 may correspond to the front-rear width of the cabin A. That is, the space between the front and rear of the cabin A and the partition wall provided in parallel may be a space accommodating the liquefied gas storage tank 20.

When the front and rear widths of the liquefied gas storage tank 20 are larger than the front and rear widths where the cabin A is provided, the hold H before and after the cabin A is invaded by the liquefied gas storage tank 20, and the container C ) May decrease the load. Therefore, the front-rear width of the liquefied gas storage tank 20 may be limited to correspond to the front-rear width of the cabin A.

However, in order to ensure the voyage distance of the gas fuel propulsion container carrier 1, it is necessary to sufficiently secure the capacity of the liquefied gas storage tank 20. Therefore, in this embodiment, the liquefied gas storage tank 20 can secure the volume by making the left and right widths larger than the front and rear widths.

In addition, the liquefied gas storage tank 20, so that the height is also greater than the width before and after, so that the liquefied gas storage tank 20 can store as much gas fuel as necessary for operation without invading the loading space of the container C. Can be.

However, if the liquefied gas storage tank 20 is provided as a stand-alone, stability during pitching of the hull 10 may be a problem. In this embodiment, the choke 33a is moved back and forth to the inner wall 32 of the copper dam 30. It is possible to catch the pitching of the liquefied gas storage tank 20.

The copper dam 30 is provided between the liquefied gas storage tank 20 and the hull 10. The copper dam 30 is provided in contact with the lower surface of the upper deck 11 between the upper wall 11 and the upper wall of the liquefied gas storage tank 20, and also the side wall and the outer side shell 12 of the liquefied gas storage tank 20 Can be provided in between.

At this time, the liquefied gas storage tank 20 has a height from the double bottom structure 13a of the hull 10 to the lower end of the copper dam 30. Here, the height of the liquefied gas storage tank 20 is the height formed by the membrane type liquefied gas storage tank 20 or the height of the independent liquefied gas storage tank 20 such as support and choke 33a. It means the height combined with the height for installation.

That is, between the above-mentioned double bottom structure 13a and the lower end of the copper dam 30, a separate space or configuration may not be provided in addition to the wall structure, choke 33a, and support of the liquefied gas storage tank 20. have.

Therefore, since the liquefied gas storage tank 20 can have maximum height while ensuring safety inside the hull 10, this embodiment stores liquefied gas to ensure the operation of the gas fuel propulsion container carrier 1 The volume of the tank 20 can be enlarged. In addition, in order to secure the volume of the liquefied gas storage tank 20, the copper dam 30 may have a height relatively smaller than the height of the fuel supply room 60.

When the liquefied gas storage tank 20 is provided in a membrane type, the cofferdam 30 may be omitted between the bottom wall of the liquefied gas storage tank 20 and the bottom plate 13, in this case the cofferdam 30 Silver may have an inverted U shape surrounding the liquefied gas storage tank 20. That is, only the double bottom structure 13a is provided between the lower wall of the liquefied gas storage tank 20 and the bottom plate 13, and the copper dam 30 may not be provided.

At this time, the copper dam 30, the inside may be provided to communicate with the double bottom structure (13a) between the bottom wall and the bottom plate 13 of the liquefied gas storage tank 20, for this purpose, the liquefied gas storage tank 20 An opening 31 for communicating with the double bottom structure 13a may be provided at a lower end of the portion surrounding the side wall of the wall.

Therefore, the liquefied gas storage tank 20, the upper wall and side walls may be surrounded by a copper dam 30, the lower wall may be surrounded by a double bottom structure (13a). Here, the opening 31 may be provided to always communicate with the copper dam 30 and the double bottom structure 13a.

In addition, the cofferdam 30 may be provided to be spaced inwardly compared to the side shell plate 12, and on the outside of the cofferdam 30 in the left and right directions, an oil storage tank 40 and a ballast tank 50 may be provided. You can.

The ballast tank 50 is provided to abut the side shell plate 12 on the left and right sides of the hull 10, and the copper dam 30 is provided between the side wall of the liquefied gas storage tank 20 and the ballast tank 50, The oil storage tank 40 may be provided between the liquefied gas storage tank 20 and the ballast tank 50.

That is, as it goes inward from the outer side shell plate 12, the present embodiment may allow the ballast tank 50, the oil storage tank 40, the copper dam 30, and the liquefied gas storage tank 20 to be disposed. The gas storage tank 20 may be prevented from leaking by the ballast tank 50 and the oil storage tank 40 and the copper dam 30 despite the damage of the side shell plate 12.

The aforementioned double bottom structure 13a may be provided to be isolated from the ballast tank 50. Since the double bottom structure 13a is a space in communication with the copper dam 30, it is a space in which leakage of liquefied gas can be primarily blocked. Therefore, in order for the ballast tank 50 to secondaryly block the leakage of liquefied gas, the ballast tank 50 may form a space separated from the double bottom structure 13a and the copper dam 30.

In the cofferdam 30, between the upper wall of the liquefied gas storage tank 20 and the hull 10, a girder member 34 may be provided in the longitudinal direction. The girder member 34 is provided on the lower surface of the upper deck 11 and may have an inverted T-shaped cross section.

The girder member 34, while being accommodated in the cofferdam 30, the upper end of the cofferdam 30 is connected to the lower surface of the upper deck 11, and the lower end can be connected to the upper wall of the liquefied gas storage tank 20. A plurality of girder members 34 may be arranged in the left and right directions.

The girder member 34 may be provided with a connecting portion 16 to be described later side by side. The cofferdam 30 may have a height relatively smaller than the height of the fuel supply room 60, so even if the girder member 34 is provided in the cofferdam 30, the cabin A provided on the upper deck 11 May not be enough. Therefore, in order to reinforce the support strength of the cabin A, the connecting portion 16 is added to a position parallel to the girder member 34 so that the lashing bridge L can be used as a structure supporting the cabin A, thereby It is as described above.

When the liquefied gas storage tank 20 is provided as a standalone, choke for supporting the front and rear of the liquefied gas storage tank 20 on the inner wall 32 facing the liquefied gas storage tank 20 in the cofferdam 30 33a may be provided. The liquefied gas storage tank 20 may be vulnerable to pitching of the hull 10 because the front and rear widths are high or relatively small compared to the left and right widths. Therefore, in the present embodiment, the choke 33a is placed on the front inner wall 32 and the rear inner wall 32 of the liquefied gas storage tank 20 among the inner walls 32 of the copper dam 30, and liquefied through the choke 33a. The gas storage tank 20 can be pitched.

Of course, since the choke 33a may be provided on the left and right inner walls 32 of the liquefied gas storage tank 20 among the inner walls 32 of the cofferdam 30, the choke 33a is pitched of the liquefied gas storage tank 20 Or it can be provided to hold the rolling.

The choke 33a may have a greater height than the gap between the inner wall 32 of the copper dam 30 and the outer wall of the liquefied gas storage tank 20. That is, the choke 33a may have a height greater than the width of the front and rear of the copper dam 30. In this case, for the installation of the choke 33a, a depression 33 is provided in the copper dam 30.

The depression 33 is recessed in the outer direction of the liquefied gas storage tank 20 to accommodate at least a portion of the choke 33a on the inner wall 32 of the copper dam 30. The depth at which the recessed portion 33 is recessed may be limited to the width of the front and rear widths of the copper dam 30 at the height of the choke 33a.

As mentioned above, a horizontal member 35 is provided around the liquefied gas storage tank 20, and the horizontal member 35 is provided in the longitudinal direction of the cofferdam 30, and the inner wall of the cofferdam 30 ( 32) is provided so as to protrude toward the liquefied gas storage tank 20 is used as an inspection platform of the liquefied gas storage tank 20.

The horizontal member 35 may be provided on the inner wall 32 surrounding the left and right sides of the liquefied gas storage tank 20 in the copper dam 30, one end being fixed to the inner wall 32 of the copper dam 30 The other end may have left and right widths spaced apart from the outer wall of the liquefied gas storage tank 20.

Since the inner wall 32 of the copper dam 30 is provided vertically, it is necessary to reinforce the structure by combining horizontally provided members. Therefore, in this embodiment, the horizontal member 35 is placed on the inner wall 32 of the copper dam 30 to stably maintain the inner wall 32 structure of the copper dam 30.

Oil storage tanks 40 may be provided on the left and right sides of the cofferdam 30. In this embodiment, the horizontal member 35 is an outer wall facing the inside of the oil storage tank 40 in the cofferdam 30. It is not provided, it may be provided only on the inner wall 32 facing the liquefied gas storage tank 20.

Therefore, due to the above arrangement of the horizontal member 35, the oil storage tank 40 may have a shape without a protruding member therein. In this case, the present embodiment can prevent oil from remaining in the oil storage tank 40.

That is, in the present embodiment, a horizontal member 35 in the longitudinal direction is provided to reinforce the structure of the inner wall 32 of the copper dam 30, but the horizontal member 35 protrudes inside the oil storage tank 40. The projecting member may be omitted inside the oil storage tank 40 so that the horizontal member 35 protrudes toward the liquefied gas storage tank 20 so that the horizontal member 35 is used as an inspection platform. A separate inspection platform may not be provided.

At least part of the gas fuel line 62 may be located in the cofferdam 30. The gas fuel line 62 extends from the dome 21 that has penetrated the upper deck 11 and passes through the fuel supply in the fuel supply room 60, penetrates the upper deck 11 and enters the copper dam 30 vertically. Can be extended. At this time, the horizontal member 35 has a structure for preventing interference with the gas fuel line 62, for example, a hole (not shown) for penetration of the gas fuel line 62 may be formed.

Thereafter, the gas fuel line 62 may be connected to the line duct 62a from the copper dam 30, and may be extended along the line duct 62a to transfer liquefied gas between the fuel supply room 60 and the propulsion engine.

The oil storage tank 40 stores oil. The oil storage tank 40 may be provided on the left and right sides of the liquefied gas storage tank 20, and specifically, may be provided on the left and right sides of the copper dam 30.

The oil stored in the oil storage tank 40 may be a material that maintains a liquid at room temperature, and the oil may be used as fuel for a propulsion engine. That is, when the gas fuel is exhausted or the gas fuel is difficult to use, the oil in the oil storage tank 40 may be supplied to the propulsion engine.

The bottom of the oil storage tank 40 may form a step. The step shape of the bottom of the oil storage tank 40 may be at least a part of the step portion B. Of course, the lower end of the oil storage tank 40 may be provided as a flat surface or an inclined surface, but the oil storage tank 40 is provided on the left and right sides of the copper dam 30 and may be omitted in a portion where the hold H is provided. When the lower end of the oil storage tank 40 is not in the form of a staircase, the lower end of the oil storage tank 40 and the step B of the hold H are not aligned, but may be misaligned and structural stability may be deteriorated. Therefore, the lower end of the oil storage tank 40 may be formed by a part of the step portion (B).

Oil storage tank 40 may be provided on the left and right of the copper dam 30, it may also be provided in the gap portion (G). At this time, the gap portion G in which the oil storage tank 40 is provided is not a gap portion G that divides the bay back and forth in the hold H, but rather divides the hold H in the hull 10 back and forth. It may be a gap (G). This is because the gap portion G partitioning the bay back and forth is formed by an open partition wall, while the gap portion G partitioning the hold H back and forth is formed by a closed partition wall. Of course, since the front and rear partition walls of the bay are not limited to the open type, the position of the oil storage tank 40 is also not limited to the above.

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

For example, when the container C is not (almost) loaded on the hold H and the upper deck 11 (light draught), the ballast tank 50 may be sufficiently filled with ballast water. Through this, propeller racing or the like can be prevented.

On the other hand, if the container (C) is loaded to the hold (H) and the upper deck 11 at maximum / full (full load condition), the ballast tank (50) may not (almost) be filled with ballast water. Through this, the hull 10 can stably float and sail.

The ballast tank 50 may be provided to abut against the hull outer plate 12 of the hull 10. That is, when the outer side plate 12 is damaged, the inside of the ballast tank 50 may be in communication with the outside. However, since the ballast water accommodated in the ballast tank 50 is seawater, marine pollution may be blocked even if the outer shell 12 is damaged.

In the central portion of the hull 10 where the liquefied gas storage tank 20 and the copper dam 30 are provided, the ballast tank 50 may be provided on the left and right sides of the oil storage tank 40. Therefore, the ballast tank 50 can protect the oil storage tank 40 from damage of the side shell plate 12. In addition, since the liquefied gas storage tank 20 is provided inside the oil storage tank 40 and the copper dam 30, the ballast tank 50 can also protect the liquefied gas storage tank 20.

The ballast tank 50 may be provided in contact with the outer side plate 12 of the hull 10, and may also be provided in the double bottom structure 13a. The ballast tank 50 provided in the double bottom structure 13a and the ballast tank 50 in contact with the side shell plate 12 may be made to communicate with each other or independently.

It is as described above that the step portion B may be provided on the upper side of the ballast tank 50 provided in the double bottom structure 13a, but in the middle of the double bottom structure 13a, the ballast tank 50 is provided. It may be omitted and a line duct 62a may be provided.

The fuel supply room 60 accommodates a fuel supply unit (not shown) that delivers liquefied gas to the propulsion engine. At this time, the fuel supply unit may include at least one of a pump that pressurizes the liquefied gas, a compressor that compresses the evaporated gas in which the liquefied gas is vaporized, and a heat exchanger that heats the liquefied gas / evaporation gas, but is not limited thereto.

That is, the fuel supply unit includes all components for delivering the liquefied gas to the propulsion engine in accordance with the temperature and pressure required by the propulsion engine, and also includes an evaporation gas treatment configuration for maintaining the internal pressure of the liquefied gas storage tank 20. It can be meaningless.

The fuel supply room 60 may be provided above the upper deck 11 of the hull 10, and a cabin A may be provided above the fuel supply room 60. That is, the fuel supply room 60 is provided in the lower portion of the cabin A, but the fuel supply room 60 is an area that handles liquefied gas having a risk of explosion, so to protect the cabin A, the fuel supply room ( 60) and the cabin (A) may be provided with an insulating partition wall (61).

Since the fuel supply room 60 is provided with a fuel supply for handling liquefied gas, there is a risk of liquefied gas leakage. Also, since the fuel supply room 60 is a space for handling liquefied gas, ventilation may be required.

Therefore, in the fuel supply room 60, a vent portion 64 is provided to discharge internal fluid such as leak gas or internal air to the outside to quickly remove the leak gas or to properly implement ventilation of the fuel supply room 60. Can be.

The vent portion 64 discharges the fluid from the fuel supply room 60 in the front-rear or lateral direction. Since the upper portion of the fuel supply room 60 is the cabin A, the vent portion 64 may not discharge fluid upward.

Explosion-proof may be required within a certain radius based on the vent portion 64 through which the explosive fluid is discharged. However, as described above, before and after the cabin A, the lashing bridge L is provided, and the lashing bridge L is provided with a socket S for connecting the refrigerating container C, and the socket S is explosion-proof. It is difficult to prepare.

However, since the socket S is connected to the rear of the container C, considering that the socket S is not provided in the lashing bridge L provided at the rear of the cabin A, the vent portion in this embodiment is provided. The vent 64 may implement a vent toward the rear of the cabin A, that is, toward the rear of the fuel supply room 60.

Therefore, since the vent portion 64 discharges the fluid inside the fuel supply room 60 toward the lashing bridge L in which the socket S is not provided, this embodiment prepares for the installation of the explosion-proof socket S. no need.

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

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

The gas fuel line 62 is connected from the fuel supply room 60 to the propulsion engine, and due to the temperature of the liquefied gas, thermal deformation of the gas fuel line 62 occurs or gas fuel due to the movement of the hull 10 Deformation of line 62 may occur.

At this time, in order to prepare for the deformation of the gas fuel line 62, the gas fuel line 62 may not be provided only in a straight line from the fuel supply room 60 to the propulsion engine, and may be bent or bent (eg, an expansion loop) (Expansion loop) may be provided. As the gas fuel line 62 is bent or bent, the gas fuel line 62 is not damaged even if the gas fuel line 62 is deformed. It can stably deliver liquefied gas to the propulsion engine.

However, it is necessary to secure space to form a curved or bent portion of the gas fuel line 62. In this case, instead of forming an additional space, the present embodiment can secure a space in which the gas fuel line 62 can be bent by utilizing the space already provided in the hull 10.

First, the gas fuel line 62 may be provided adjacent to the step portion (B). As described above, the step portion B may not have a uniform position or shape due to the linearity of the hull 10, which narrows in width from the central portion toward the bow 14 or the stern 15. At this time, the gas fuel line 62 may be provided to be bent or bent to correspond to the variation of the step portion (B).

Gas fuel line 62 may be surrounded by a line duct (62a), the line duct (62a) is provided along the step portion (B) extending from the position adjacent to the fuel supply room 60 toward the propulsion engine position May change. In this case, the gas fuel line 62 may be provided to be bent or bent to correspond to a change in the position of the line duct 62a.

That is, as shown in FIG. 4, the position of the line duct 62a in the central portion is indicated by a dotted line. As the linearity of the hull 10 becomes narrower as it approaches the bow 14 or the stern 15, the line duct 62a ) Is indicated by a solid line. When comparing the two positions of the line duct 62a, it can be seen that the position of the line duct 62a fluctuates inward as it goes toward the bow 14 or the stern 15 from the central portion.

Therefore, as shown in FIG. 3, the line duct 62a may be bent inward while extending in the front-rear direction of the hull 10, wherein the gas fuel line 62 is bent in a bent portion of the line duct 62a. A bent or bent portion may be provided.

The line duct 62a may extend from the position adjacent to the fuel supply room 60 toward the propulsion engine, and the position may be changed at least once outward or inward, and for example, the line duct 62a may include the fuel supply room 60. As it extends from the position adjacent to the propulsion engine, the position may shift outward and then inward.

The gas fuel line 62 may be bent or bent outward along a positional change of the line duct 62a and then bent or bent inward. Of course, the position fluctuation of the line duct 62a and the arrangement of the bent or bent portion in the gas fuel line 62 are not particularly limited to the above.

And / or the gas fuel line 62 may have an expansion loop 62b that is bent or bent at the position of the gap portion G. The gap (G) is a space provided between the hold (H) and the hold (H) or between the bay and the bay, and the gas fuel line (62) is pushed through the gap (G) from the fuel supply room (60). It can be connected to the engine. At this time, a portion of the gas fuel line 62 located in the gap portion G is provided with an expansion loop 62b to prepare for thermal deformation or the like of the gas fuel line 62, while providing a separate space for installing the expansion loop 62b. Securing can be omitted.

The line duct 62a accommodating the gas fuel line 62 may be provided in contact with the step portion B as described above, or may be provided in the double bottom structure 13a. However, both the former and the latter, the line duct 62a passes through the gap portion G, and the gap portion G may be used for the gas fuel line 62 in the peripheral space of the line duct 62a.

Therefore, the line duct 62a is expanded at the position of the gap portion G, and the gas fuel line 62 may have an expansion loop 62b at the expanded portion of the line duct 62a. And / or the line duct 62a is opened at the position of the gap portion G, and the gas fuel line 62 is an expansion loop protruding outward of the line duct 62a from the open portion of the line duct 62a ( 62b).

Through this, the present embodiment allows the line duct 62a accommodating the gas fuel line 62 to be moved forward and backward as it is provided in contact with the step portion B in which the position / shape changes linearly, thereby changing the position, The gas fuel line 62 may be bent or bent at a point where the line duct 62a changes in position to prepare for deformation of the gas fuel line 62.

And / or the present embodiment expands or opens the line duct 62a at the point where the gap portion G is located, even if the line duct 62a is provided in a straight line, thereby expanding the expansion loop 62b to the gas fuel line 62. ), It is possible to ensure that the delivery of liquefied gas is stably maintained despite the deformation of the gas fuel line 62.

In the fuel supply room 60, a void portion 63 may be provided. The deck D may be provided on the deck D between the fuel supply room 60 and the cabin A, and the deck D referred to in the following description of the void portion 63 is the A deck D for convenience in the drawing. it means.

The void portion 63 is recessed toward the cabin A on the deck D facing the upper deck 11. The void portion 63 may be provided directly above the dome 21, and the dome 21 may be projected onto the void portion 63. The void portion 63 may include at least an area directly above the dome 21 and may have a larger or equal area than the dome 21.

As the void portion 63 is provided, the fuel supply room 60 may have a shape in which the height of the position where the dome 21 is provided is relatively higher than the height of other portions. The difference between the height of the position where the dome 21 is provided and the height of the other portion corresponds to the height of the void portion 63.

The height of the void portion 63 may be the same as or different from the height between the A deck D and the B deck. However, when the height of the void portion 63 is the same as the height between the decks A and D, the deck D may be provided as if it is omitted from the portion where the dome 21 is provided.

In the present embodiment, placing the void portion 63 on the upper side of the fuel supply room 60 is used to withdraw equipment (not shown) accommodated inside the liquefied gas storage tank 20 through the dome 21 and / or This is to introduce equipment into the liquefied gas storage tank 20. Equipment, such as a pump, may be accommodated inside the liquefied gas storage tank 20, and such equipment should be withdrawn from the liquefied gas storage tank 20 or introduced into the liquefied gas storage tank 20 for maintenance, replacement, etc. Can be.

At this time, the withdrawal / withdrawal of the equipment is possible only through the dome 21, the dome 21 may pass through the upper deck 11, the upper end may be provided somewhat higher than the upper deck 11, the void portion 63 is not provided In this case, the height between the dome 21 and the deck D is made smaller than the height of the fuel supply room 60.

In this case, depending on the size of the equipment (especially depending on the height of the equipment), it may not be possible to block or withdraw the equipment through the dome 21 by the deck D. Therefore, in the present embodiment, the void portion 63 is placed, and the height above the dome 21 is sufficiently secured so that the withdrawal or inflow of equipment can be efficiently implemented.

At this time, a crane 63a may be provided in the void portion 63. The crane 63a may be provided above the deck D, and withdraw the equipment provided inside the liquefied gas storage tank 20 through the dome 21 and / or of the liquefied gas storage tank 20. Equipment can be brought inside. Here, the type of the crane 63a is not particularly limited, but the crane 63a may be, for example, an overhead crane 63a. In addition, if the lifting of the equipment is possible, any configuration may be provided in the void portion 63 by replacing the crane 63a or together with the crane 63a.

The bunker station 70 receives liquefied gas from the outside and delivers it to the liquefied gas storage tank 20. The bunker station 70 may be provided outside the hull 10 instead of inside the hull 10 for efficient connection with the outside.

The bunker station 70 may be placed on the upper deck 11. In addition, the bunker station 70 may be located in the central portion of the hull 10 in which the liquefied gas storage tank 20 is provided to reduce the distance from the liquefied gas storage tank 20.

For example, the bunker station 70 may be provided on the left and right sides of the fuel supply room 60. To this end, the left and right widths of the fuel supply room 60 may be smaller than the left and right widths of the hull 10, and the sidewalls of the fuel supply room 60 may be provided to be spaced inwardly from the side shell plate 12 of the hull 10. Can be. Therefore, the left and right widths of the bunker station 70 may be allowed by the distance between the side shell plate 12 and the side wall of the fuel supply room 60. At this time, the inner wall of the bunker station 70 may be in contact with the side wall of the fuel supply room 60, and the outer wall of the bunker station 70 may be parallel to the side shell 12.

However, the bunker station 70 may have a shape in which at least a part of the outer wall is penetrated, and may be opened in the outer direction. This is to allow the bunker station 70 to be quickly connected to an external liquefied gas supply source, and is also for discharging leak gas leaking in the bunker station 70.

The upper surface of the bunker station 70 may be in an inclined upward direction toward the outside. If leak gas is generated in the bunker station 70, the leak gas may be in a gaseous state at room temperature and may flow upward.

At this time, through the inclined top surface of the bunker station 70, the leak gas may flow along the outside, and may be discharged while escaping to the open outside. To this end, the outer opening 31 in the bunker station 70 may be in the form of opening 31 by a predetermined height downward from the upper surface.

The bunker station 70 may have a c-shaped flat cross-section as the outside has an open shape. The inner wall of the bunker station 70 may be adjacent to the fuel supply room 60, and since the cabin A is provided at the upper portion of the fuel supply room 60, the bunker station 70 is the left and right sides of the cabin A Is provided at a lower position than the cabin (A), but is positioned relatively close to the cabin (A).

However, since the bunker station 70 is a hazardous area for handling liquefied gas, in order to protect the cabin A from the dangers of the bunker station 70, the bunker station 70 is sealed on all sides facing the cabin A It can take the form. At this time, the surface facing the cabin A in the bunker station 70 may be an upper surface, an inner surface, or the like, and the outer surface is an opposite surface to the cabin A, and thus is provided in an open form as above.

On the front and rear surfaces of the bunker station 70, a louver 71 for discharging gas may be provided. The louver 71 is provided to discharge leak gas generated in the bunker station 70 to the outside.

However, if the leak gas is discharged through the front and rear surfaces of the bunker station 70, there is a fear that the leak gas is transmitted to the cabin A, the louver 71 discharges the leak gas in a direction away from the cabin A. It can be provided in the form.

On the front and rear surfaces of the bunker station 70, recesses 72 for preventing interference with debits (not shown) may be formed. A debit may be provided before or after the bunker station 70 or outside the land on which the liquefied gas supply source is provided, and the debit needs to access a configuration accommodated in the bunker station 70.

However, when the bunker station 70 has a U-shaped flat cross-section, access to the debit may be difficult, so this embodiment forms the recess 72 on the front and rear surfaces of the bunker station 70 to rotate the debit. The end can be easily positioned into the interior of the bunker station 70.

Here, the concave portion 72 may have a shape recessed inward from the outer side on the front and rear surfaces, and may be provided outside the louver 71. While the positions of the louvers 71 and the recesses 72 are as above, the recesses 72 must have a shape that is recessed by a predetermined width from the outer side to the inside, while the interference of the debit is prevented, while the louvers 71 are before and after. This is because it may be provided at a position spaced from the outer side to the inner side. Of course, the louver 71 may be provided inside and / or above and below the recess 72.

The transformer room 80 is accommodated in the hull 10 on the left and right sides of the liquefied gas storage tank 20. The transformer room 80 accommodates a transformer (not shown), wherein the transformer may be configured to convert voltages of various electric powers used in the gas fuel propulsion container carrier 1.

The transformer room 80 may be provided in contact with the lower surface of the upper deck 11 from the outside of the copper dam 30. That is, the transformer room 80 is provided directly under the upper deck 11 and may be provided between the upper wall of the oil storage tank 40 and the upper deck 11.

In addition, the transformer room 80, the outer wall may be provided in parallel with the outer wall of the oil storage tank 40, it may be provided in a position spaced inwardly from the side outer plate 12 of the hull 10. Between the outer wall of the transformer room 80 and the side shell plate 12, a passageway (not shown) may be provided to allow the crew to move.

In this embodiment, the height of the liquefied gas storage tank 20 is secured as much as possible so that the upper wall of the liquefied gas storage tank 20 is located just below the upper deck 11, and liquefied gas required for operation can be stored. When most of the space inside the hull 10 is used for the volume of the liquefied gas storage tank 20, the transformer room 80 may not be installed inside the hull 10 and may be installed in the engine casing I.

However, the engine casing (I) is also difficult to secure space, and if the transformer room (80) is installed in the engine casing (I), there is a fear that the cable quantity will increase. Therefore, in the present embodiment, the transformer room 80 may be provided inside the hull 10, not the engine casing I, where the location of the transformer room 80 is a cofferdam surrounding the liquefied gas storage tank 20. It may be the outer side of the 30 and the upper side of the oil storage tank 40.

When the present embodiment sufficiently secures the capacity of the liquefied gas storage tank 20, the capacity of the oil storage tank 40 can be reduced, so in this embodiment, the oil storage tank 40 has an upper deck from the step (B) ( The transformer room 80 may be disposed in a free space between the oil storage tank 40 and the upper deck 11 while having a height that is less than the height up to 11).

Through this embodiment, even though the height of the liquefied gas storage tank 20 is arranged at a height adjacent to the upper deck 11, the transformer room 80 is provided inside the central portion of the hull 10 to provide the cable quantity. It can reduce and secure space in other areas such as engine casing (I).

The vent mast 90 discharges gas. The gas discharged by the vent mast 90 may be liquefied gas, leakage gas leaked from various configurations or areas, air discharged for ventilation in various spaces, and the like.

The vent mast 90 may discharge gas, etc. in the fuel supply room 60 to the outside, and may be located behind the engine casing I. At this time, the vent mast 90 may be provided to be supported on the upper deck 11 independently of the engine casing I, or may be provided to be structurally integrated into the engine casing I through a separate reinforcement member.

However, in this embodiment, the fuel supply room 60 may be provided in the central portion of the hull 10, and the engine casing I is disposed on the stern 15 of the hull 10. Accordingly, when the vent of the fuel supply room 60 is implemented by the vent mast 90 provided at the rear of the engine casing I, a pipe for venting between the vent mast 90 and the fuel supply room 60 is provided. There is a problem that must be extended.

However, in the present embodiment, in addition to the vent mast 90 provided in the engine casing I, the vent mast 90 is additionally provided in the athlete 14, and the vent mast 90 provided in the athlete 14 supplies fuel. Vent in the room 60, the vent mast 90 provided at the rear of the engine casing (I) may be responsible for the vent of the engine room (R).

Therefore, in this embodiment, since the distance between the fuel supply room 60 and the vent mast 90 can be reduced, the length of the pipe for the vent can be shortened, and the pipe for the vent passes through the hold H. (C) It is possible to prevent occurrence of problems such as a decrease in the load amount.

In addition, when the length of the pipe for the vent is reduced, it is possible to reduce the friction loss acting on the pipe in addition to the amount of water reduction, so that the size of the pipe can be reduced while minimizing the application of the expansion loop 62b to the pipe. .

As described above, the present embodiment implements an optimal design to operate the gas fuel propulsion container carrier 1 by transferring liquefied gas from the liquefied gas storage tank 20 to the propulsion engine, thereby improving stability, manufacturing efficiency, and price merit. All can be secured.

8 is a front sectional view of a gas fuel propulsion container carrier according to a second embodiment of the present invention.

8, the gas fuel propulsion container carrier 1 according to the second embodiment of the present invention reduces the height of the liquefied gas storage tank 20 without reducing the volume of the liquefied gas storage tank 20. You can. At this time, in the previous embodiment, the oil storage tank 40 of the present embodiment may be provided at a position where the fuel supply room 60 was provided, and the fuel supply room 60 of the present embodiment has an upper deck ( 11) and the liquefied gas storage tank 20 may be provided.

In this case, in the present embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 may not be adjacent to each other. Of course, the liquefied gas storage tank 20 and the oil storage tank 40 are isolated by the copper dam 30 in the previous embodiment, but in this embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 are It can be isolated from each other by the copper dam 30 and the fuel supply room 60 provided between.

9 is a sectional front view of a gas fueled container carrier according to a third embodiment of the present invention.

Referring to FIG. 9, the gas fuel propulsion container carrier 1 according to the third embodiment of the present invention may allow the fuel supply room 60 to be provided on the left and right sides of the liquefied gas storage tank 20. In this case, in this embodiment, the volume of the liquefied gas storage tank 20 can be maintained as compared to the first embodiment.

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

However, in the first embodiment, there is no protruding member inside the space in which the oil storage tank 40 is provided, but in the case of the present embodiment, instead of the oil storage tank 40 in the space in which the oil storage tank 40 is provided in the first embodiment Since the fuel supply room 60 is provided, it is possible to provide a protruding member therein.

Particularly, in the present embodiment, since the fuel supply room 60 has a small left and right width and a high height, a plurality of horizontal members (not shown) for installing the fuel supply unit may be installed in the fuel supply room 60. have.

The present invention has been described in detail through specific examples, but this is for specifically 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 and improvement are 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.

1: Gas fuel propulsion container carrier
C: Container A: Cabin
D: Deck I: Engine casing
R: Engine room H: Hold
V: hatch cover M: hatch coaming
T: Stool G: Gap
B: Step L: Lashing Bridge
S: socket 10: hull
11: Upper deck 12: Side outer shell
13: bottom plate 13a: double bottom structure
14: Player 15: Stern
16: Connection 16a: Through hole
20: liquefied gas storage tank 21: dome
30: copper dam 31: opening
32: inner wall 33: depression
33a: choke 34: girder member
35: horizontal member 40: oil storage tank
50: ballast tank 60: fuel supply room
61: insulating bulkhead 62: gas fuel line
62a: line duct 62b: expansion loop
63: void portion 63a: crane
64: vent section 70: bunker station
71: louver 72: main part
80: transformer room 90: vent mast

Claims (8)

A liquefied gas storage tank provided below the cabin to store liquefied gas; And
It includes a copper dam provided between the liquefied gas storage tank and the hull,
The copper dam,
It is provided between the upper wall and the upper deck of the liquefied gas storage tank and between the side wall and the side outer plate of the liquefied gas storage tank, spaced inward compared to the side outer plate, omitted between the bottom wall and the bottom plate of the liquefied gas storage tank,
The copper dam,
A gas fuel propulsion container carrier characterized in that the inside is provided to communicate with a double bottom structure between the bottom wall of the liquefied gas storage tank and the bottom plate. According to claim 1,
Gas fuel propulsion container carrier further comprising a ballast tank provided on the left and right of the hull. According to claim 2, The copper dam,
Gas fuel propulsion container carrier, characterized in that provided between the side wall of the liquefied gas storage tank and the ballast tank. delete According to claim 1, The copper dam,
A gas fuel propulsion container carrier, characterized in that an opening for communicating with the double bottom structure is provided at a lower end of a portion surrounding the side wall of the liquefied gas storage tank. According to claim 1, The copper dam,
Gas fuel propulsion container carrier characterized in that it has an inverted U shape surrounding the liquefied gas storage tank on the basis of a regular cross section. According to claim 2,
A gas fuel propulsion container carrier further comprising an oil storage tank provided between the liquefied gas storage tank and the ballast tank. According to claim 2, The double bottom structure,
Gas fuel propulsion container carrier, characterized in that provided to be isolated from the ballast tank.

Images