KR102150304B1 - Cargo loading ship - Google Patents

Abstract

The cargo loading ship according to the present embodiment relates to a container cargo ship including first and second islands, wherein the first island is mounted on top of sidewalls respectively disposed on both upper ends of the hull, and in the longitudinal direction of the hull It includes a deck house movable to, and the second island is provided at a predetermined distance apart from the first island in a longitudinal direction of the hull, and a stack protruding from the top of the engine room provided in the hull to the top of the hull Can include.

Description

Cargo loading ship{CARGO LOADING SHIP}

The present invention relates to a cargo loading technology, and more particularly, to a cargo loading vessel capable of securing an additional loading space of the vessel.

In general, a residence is a structure installed on a deck of a ship, and a cockpit of a ship is provided, and a space where crew members do daily life and work. The residence area is composed of a plurality of floors from the main deck of the lowermost floor to the top deck of the uppermost floor, and may include a cabin, a steering room, a control room, and other convenience facilities in which crew can reside.

The container ship is a ship for transporting containers, and the container may be loaded inside the hull or on the upper surface of the hatch cover. Container ships can use lashing bridges to secure the containers being loaded.

Because containers can easily transport cargo without outer packaging, time and cost can be saved, transportation accidents such as damage, loss, theft, etc. can be prevented, and loading and unloading into cars, ships, etc. It is widely used because it allows the work to be mechanized. In order to reduce the transportation cost of containers, super-large container ships have appeared, and container ships can transport thousands of containers. In container ships, it is important to maximize the cargo loading space in order to reduce transportation costs.

Korean Patent Application Publication No. 10-2014-0068363 relates to the structure of a ship's accommodation area, and includes a living space for crew members used floating on the sea, and a thruster as a propulsion means. A technique in which a concave portion is formed on each of the left and right sides, and the thruster is disposed in the concave portion is disclosed.

Korean Patent Registration No. 10-1390927 relates to a ship's accommodation port, the front part extending along the width direction of the ship at a position in front of the center of the ship's accommodation port, and extending parallel to the front part at a rear position in the center of the accommodation port , A technology including a rear portion having a length in the width direction greater than that of the front portion and a side portion provided between an end portion of the front portion and the rear portion thereof is disclosed.

As described above, conventional ships have not been able to solve the problem of spatial constraints of accommodation and cargo loading space.

Korean Patent Publication No. 10-2014-0068363 (published on June 9, 2014) Korean Patent Registration No. 10-1390927 (registered on April 24, 2014)

An embodiment of the present invention is to provide a cargo loading ship including a bracket module protruding from the recessed upper surface of each of the plurality of side walls toward the cargo loading portion to support the cargo loaded in the recessed space.

An embodiment of the present invention is to provide a cargo loading vessel capable of securing an additional loading space of the vessel.

An embodiment of the present invention is to provide a cargo loading vessel including a cargo loading space formed through a deck house and a plurality of side walls. Here, the deck house can move on a plurality of side walls.

A cargo loading ship according to an embodiment of the present invention relates to a container cargo ship including first and second islands, wherein the first island is mounted on top of sidewalls respectively disposed on both upper ends of the hull, and the It includes a deck house movable in the longitudinal direction of the hull, and the second island is provided at a predetermined distance from the first island in the longitudinal direction of the hull, and from the top of the engine room provided in the hull to the top of the hull It may include a protruding stack.

In addition, in the present embodiment, the first island may be located in front of the hull (forward, 船首) than the second island.

In addition, in the present embodiment, at least one cargo loading space may be provided in the interior of the hull located in the front (bow, 船首) and rear (stern) of the hull based on the first island.

In addition, in this embodiment, at least one cargo loading space may be provided inside the hull positioned between the first island and the second island.

In addition, in this embodiment, the cargo loading vessel may be a container carrier of 10,000 TEU or higher.

A cargo loading ship according to an embodiment of the present invention may include a bracket module protruding from the recessed upper surface of each of the plurality of side walls toward the cargo loading portion to support the cargo loaded in the recessed space.

The cargo loading vessel according to an embodiment of the present invention may secure an additional loading space.

A cargo loading ship according to an embodiment of the present invention may include a deck house and a cargo loading space formed through a plurality of side walls. Here, the deck house can move on a plurality of side walls.

1 is a view illustrating a cargo loading ship according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view illustrating the cargo loading ship of FIG. 1.
3 is a cross-sectional view illustrating another embodiment of the cargo loading ship in FIG. 1.
4 is a side view illustrating the cargo loading ship in FIG. 1.
5 is a side view illustrating another embodiment of the cargo loading ship in FIG. 1.
6 is a cross-sectional view illustrating another embodiment of the cargo loading ship of FIG. 1.
7 is a plan view illustrating the cargo loading ship in FIG. 1.
8 is a side view illustrating another embodiment of the cargo loading ship in FIG. 1.
9 is a side view illustrating another embodiment of the cargo loading ship of FIG. 1.
10 is a view for explaining a cofferdam under the deck house of the cargo loading ship of FIG. 1.
11 is a view for explaining a cargo loading process of the cargo loading ship in FIG. 1.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those of ordinary skill in the art may easily implement the present invention. However, the present invention may be implemented in various forms and is not limited to the embodiments described herein. In the drawings, parts irrelevant to the description are omitted in order to clearly describe the present invention, and similar reference numerals are assigned to similar parts throughout the specification.

1 is a view illustrating a cargo loading ship according to an embodiment of the present invention.

Referring to FIG. 1, the cargo loading vessel 100 includes a plurality of side walls 110, a deck house 120, a cargo loading portion 130, a hull 140, and a lashing bridge 150.

The plurality of sidewalls 110 may protrude from both sides of the ship 100 in the upper direction of the hull 140. In one embodiment, the plurality of sidewalls 110 are composed of a plurality of layers, and at least a portion may include an accommodation. A plurality of sidewalls 110 are disposed at positions corresponding to each other in the upper part of the hull 140 (that is, each of the front and rear ends are on the same extension line), and stably support the deck house 120 on the upper side thereof. can do. The plurality of sidewalls 110 are respectively connected to the lower ends of the deck house 120 and formed longer than the length of the deck house 120 (that is, in the fore and stern length directions of the ship 100), and the deck house 120 Can support the movement of The plurality of sidewalls 110 may support both ends of the deck house 120 to distribute the load of the deck house 120. In one embodiment, the plurality of side walls 110 may be formed to have different lengths and widths according to at least one of the type and size of the cargo loading vessel 100.

In one embodiment, the plurality of sidewalls 110 may include at least one fuel tank (not shown) for storing fuel. At least one fuel tank may be connected to the bunker station and the engine room 143 through a pipeline 145.

The deck house 120 may reciprocate in the longitudinal direction of the ship 100 from the top of the plurality of side walls 110. More specifically, the lower sides of both sides of the deck house 120 may be bent toward the plurality of sidewalls 110 to move from the top surfaces of the plurality of sidewalls 110 in the longitudinal direction of the ship 100. The deck house 120 may reciprocate in the longitudinal direction from the top of the plurality of side walls 110 by a moving means (not shown).

In one embodiment, the deck house 120 is composed of a plurality of floors and may include a part of a living quarter and a wheel house. The deck house 120 moves to a second position when the cargo 10 is loaded in the first section of the cargo loading unit 130, and the cargo 10 is loaded in the second section of the cargo loading unit 130. If so, it can return to the first position.

In other words, the cargo loading vessel 100 according to the present embodiment may be a two-island type including the first and second islands 160 and 170.

Here, the first island 160 may include a deck house 120 that is mounted on top of the sidewalls 110 respectively disposed at both upper ends of the hull 140 and is movable in the longitudinal direction of the hull 140 . In more detail, the first island 160 may include all portions protruding from the portion provided on the side walls 110 to the upper portion of the hull 140, for example, the side walls 110 and the deck house 120 ) In addition to the lashing bridge 150 and the deck house 120 may include a wheel house 123 that may be provided on the top.

In addition, the second island 170 is provided at a predetermined distance apart from the first island 160 in the longitudinal direction of the hull and protrudes from the top of the engine room 143 provided in the hull 140 to the top of the hull 140 It may include a stack (173, funnel). In more detail, the second island 170 may include all portions protruding from the top of the engine room 143 to the top of the hull 140, for example, in addition to the stack 173, the stack 173 is a hull ( It may also include a casing 171 to which the engine room 143 connects to be supported by 140.

On the other hand, the first island 160 including the wheel house 123 and the deck house 120 may be located in front of the hull 140 (forward, 船首) than the second island 170. Accordingly, in the cargo loading vessel 100, since the steering room is relatively located at the bow, control visibility may be good.

In addition, at least one cargo loading space, that is, a cargo hold ( 230) may be provided. In addition, at least one cargo space, that is, a cargo hold 230 may be provided in the interior of the hull 140 located between the first island 160 and the second island 170.

And, in the cargo loading vessel 100 according to the present embodiment, the deck house 120 may be provided to be movable from the top of the sidewalls 110, and the cargo loading vessel 100 in order to efficiently utilize this structure May be a container carrier of 10,000 TEU or higher.

The cargo loading unit 130 may be surrounded by at least the lower surface of the deck house 120 and the inner surfaces of the plurality of side walls 110 and may be opened in the longitudinal direction of the ship 100. In one embodiment, the cargo loading unit 130 may load cargo in an additional loading space generated through reciprocating movement of the deck house 120. The cargo loading unit 130 may load the cargo 10 in a plurality of cargo loading spaces partitioned by the lashing bridge 150. The cargo loading unit 130 may be separated from the cargo hold through a hatch cover capable of opening and closing the upper surface of the hull 140. The cargo loading unit 130 may load cargo when the cargo hold disposed under the hatch cover completes loading.

The hull 140 may be disposed under the plurality of side walls 110 and the cargo loading unit 130. In addition, the hull 140 may form a plurality of hull cargo loading spaces through a cargo hold through a plurality of bulk heads 141. The hull 140 may include a plurality of bulk heads 141, a fuel tank 142, an engine room 143, a valve 144, a pipeline 145, and the like. Each of the plurality of bulk heads 141 may be disposed in the width direction of the hull 140 to divide a plurality of cargo loading spaces. The plurality of bulk heads 141 constitute the hull 140 and are designed to support the upper surface of the hull, and the cargo hold may be divided into a plurality of hull cargo loading spaces. In one embodiment, the plurality of bulk heads 141 are disposed at equal intervals in the cargo hold, so as to form a plurality of hull cargo loading spaces at equal intervals in the longitudinal direction of the ship. The plurality of hull cargo loading spaces may be formed through a hull side, a bottom surface, a plurality of longitudinal bulkheads and a hatch. That is, the plurality of hull cargo loading spaces may be surrounded by a bottom surface, a plurality of longitudinal bulkheads and hatches, and may be partitioned through a plurality of bulkheads 141.

In one embodiment, the plurality of bulk heads 141 may include at least one fuel tank (not shown) for storing fuel. The pipeline 145 may be connected to at least one fuel tank and disposed at the center of the bottom of the ship. In addition, the pipeline 145 may interconnect lower portions of the plurality of bulk heads 141. More specifically, at least one fuel tank may receive fuel from the bunker station through the pipeline 145 and provide fuel to the engine room 143 through the pipeline 145. The pipeline 145 may be opened and closed by a valve 144. The pipeline 145 may extend in the longitudinal direction of the ship 100 through the bottom surface.

In one embodiment, the fuel tank 142 may be formed of at least one tank that is separately stored according to the type of fuel used in the ship and the state of the fuel. For example, the fuel tank 142 may be formed of at least one tank that is separately stored according to the presence or absence of purification when using a fuel that requires a separate purification process prior to use, such as heavy fuel oil (HFO). In addition, the fuel tank 142 may be formed as a single tank when using fuel that can be used immediately without undergoing a separate purification process, such as Marine Gas Oil (MGO).

In one embodiment, the fuel tank 142 may be disposed on at least the hull 140, a plurality of bulkheads 141 and a plurality of longitudinal bulkheads 210. That is, the fuel tank 142 includes at least a fuel tank disposed on the hull 140, a fuel tank disposed on the plurality of bulkheads 141, and a fuel tank disposed on the plurality of longitudinal bulkheads 210. I can. The cargo-loading vessel 100 includes a fuel tank 142 on the hull 140, a plurality of bulkheads 141, or a plurality of longitudinal bulkheads 210 based on the fuel capacity, cargo load, and other design conditions. Can be placed.

The hull 140 may include a main machinery (eg, an engine) and an auxiliary machinery (auxiliary machinery, eg, a boiler, etc.) and related structures (eg, an engine room casing, a funnel, etc.). I can. That is, the hull 140 may include a plurality of hull cargo loading spaces other than the space in which the main engine and the auxiliary engine are arranged.

The plurality of side walls 110 may include a lashing bridge 150 that is disposed therebetween and divides the cargo loading part 130 into a plurality of cargo loading spaces. The lashing bridge 150 can secure cargo to perform stable cargo loading, and maximize the efficiency of cargo loading by partitioning a cargo loading space. In one embodiment, the lashing bridge 150 may be located on the front, rear, or inner surfaces of the plurality of sidewalls 110.

The lashing bridge 150 may include a plurality of columns 151 and a plurality of horizontal members 152, and may be disposed between the plurality of sidewalls 110. The plurality of columns 151 and the plurality of horizontal members 152 may be installed in a grid pattern inside the cargo loading unit 130 to securely secure cargo loaded in the cargo loading unit 130.

In one embodiment, the plurality of columns 151 may be disposed to be spaced apart from each other at regular intervals between the plurality of sidewalls 110, and may extend in the vertical direction of the ship 100. Here, the extension length of the plurality of columns 151 may be formed to be equal to or lower than the height of the plurality of sidewalls 110. The plurality of columns 151 may guide the operation of the crane when loading cargo.

In an embodiment, the plurality of horizontal members 152 may be disposed between two columns of the plurality of columns 151 and may be installed in a plurality of layers. The plurality of horizontal members 152 may secure cargo loaded in the cargo loading unit 130, and at least one horizontal member 152 may include a crossover passage.

FIG. 2 is a cross-sectional view illustrating the cargo loading ship of FIG. 1.

Referring to FIG. 2, the hull 140 may include a plurality of longitudinal bulkheads 210, a bottom surface 220, a cargo hold 230, a hatch cover 240, and a hatch 250.

The plurality of longitudinal bulkheads 210 constitute both sides of the ship body 140, and the plurality of sidewalls 110 may protrude upward from the plurality of longitudinal bulkheads 210. The plurality of vertical bulkheads 210 constitute the hull 140 and may have a width designed to be equal to or wider than the width of the plurality of sidewalls 110. The plurality of longitudinal bulkheads 210 may support the load of the plurality of side walls 110 and the load of the deck house 120 distributed to both sides. The plurality of longitudinal bulkheads 210 are designed to have a width equal to or wider than the width of the plurality of sidewalls 110, and are distributed to the plurality of sidewalls 110 and both sides. The load of the deck house 120 can be stably supported. That is, the plurality of hull longitudinal bulkheads 210 may enhance the structural stability of the cargo loading vessel 100.

In one embodiment, the cargo loading unit 130 and the cargo hold 230 may load the same amount of cargo in the width direction of the hull 140. In another embodiment, the lower portion of the cargo loading unit 130 and the upper portion of the cargo hold 230 may load the same amount of cargo in the width direction of the hull 140. Accordingly, the upper end of the hatch cover 240 and the lower end of the hatch 250 can load the same amount of cargo in the width direction of the hull 140.

The plurality of longitudinal bulkheads 210 may include at least one fuel tank (not shown) for storing fuel. The pipeline 145 may connect at least one fuel tank with the bunker station and the engine room 143. The pipeline 145 may extend in the longitudinal direction of the hull 140 within the plurality of longitudinal bulkheads 210.

In one embodiment, the lengths of the plurality of longitudinal bulkheads 210 may be longer than the lengths of the plurality of sidewalls 110. The plurality of longitudinal bulkheads 210 may be divided into a portion supporting the plurality of sidewalls 110 and other portions. That is, the plurality of longitudinal bulkheads 210 may constitute the hull 140 together with the bottom surface 220, and may be longer than the length of the plurality of sidewalls 110.

The hatch 250 corresponds to an opening formed in the upper portion of the hull 140 to load cargo into the cargo hold 230, and the hatch cover 240 may be disposed thereon. The hatch cover 240 is disposed on the top of the hatch 250 to separate the cargo loading unit 130 and the cargo hold 230. In one embodiment, the hatch cover 240 is a device for opening and closing the hatch 250 and may be made of steel. The hatch cover 240 has sufficient strength to be safe from external impacts and may be manufactured to have good watertightness. That is, the hatch cover 240 may seal the hatch 250 so that rainwater or seawater does not flow into the cargo hold 230.

In one embodiment, the hatch cover 240 may be actuated by a machine to enable quick opening and closing. The hatch cover 240 may be implemented in a pontoon type, a single type, a folding type, or a rolling type.

In one embodiment, when the cargo loading unit 130 opens the hatch cover 240 to open the hatch 250 to complete loading of the cargo in a plurality of hull cargo loading spaces, the hatch cover 240 is closed to close the hatch 250 ) Can be closed to load cargo.

The deck house 120 may include first and second living quarters 121 and 122, a wheel house 123 and a cofferdam 260. The first and second residences 121 and 122 may be implemented as a horizontal structure formed in a double layer, and may be supported by vertical structures formed at both ends of the cofferdam 260. The first and second living quarters 121 and 122 correspond to a space for a sailor's residence, and a wheel house 123 may be disposed on the upper portion thereof.

The deck house 120 may form a cofferdam 260 at a lower portion thereof toward the cargo loading part 130. The cofferdam 260 may be disposed on the lower surfaces of the first and second residences 121 and 122. The cofferdam 260 is exposed toward the cargo loading unit 130 and may be horizontally disposed irrespective of the bending of the deck house 120. That is, the cofferdam 260 may buffer vibrations and shocks generated in the cargo loading unit 130 and structurally reinforce the deck house 120.

The cofferdam 260 may block heat and gas when a fire occurs in the cargo loading unit 130. In one embodiment, the cofferdam 260 may be implemented as a double partition wall. The cofferdam 260 may be implemented in various forms, such as an insulating material filled with polyurethane, a structure forming a vacuum space, or a wall accommodating an inert gas. Vibration or noise may be damped while passing through the cofferdam 260, and heat and gas may be blocked by the cofferdam 260.

In one embodiment, when the deck house 120 is implemented in a letter “U”, the cofferdam 260 may be disposed between the horizontal structure and the bent structure of the deck house 120. That is, the cofferdam 260 may be disposed below the horizontal structure of the deck house 120. As a result, the cofferdam 260 is exposed toward the cargo loading unit 130 and may be horizontally disposed irrespective of the bending of the deck house 120. The cofferdam 260 may attenuate both vibrations transmitted from the cargo loading unit 130 to the plurality of sidewalls 110 and noise transmitted from the cargo loading unit 130.

The cofferdam 260 may accommodate wiring or piping lines connected to the deck house 120 disposed at an upper end thereof, including double partition walls and support partition walls. Hereinafter, the configuration of the double partition wall and the supporting partition wall will be described in detail with reference to FIG. 10.

3 is a cross-sectional view illustrating another embodiment of the cargo loading ship in FIG. 1.

Referring to FIG. 3, the deck house 120 may be located at one end of an upper portion of the plurality of side walls 110, and the cargo loading portion 130 is at least a lower surface of the deck house 120 and a plurality of side walls 110. A cargo loading space surrounded through the inner surfaces of) and an additional loading space for loading cargo at the other end of the upper portion of the plurality of side walls 110 may be formed. The additional loading space may be formed at the other end of the upper portion of the plurality of side walls 110, the upper end of the rear portion of the cargo loading space and the rear of the deck house 120.

When the cargo loading unit 130 completes loading the cargo in the cargo loading space and the deck house 120 is located in front of the plurality of sidewalls 110, the cargo can be loaded in the additional loading space. More specifically, when the deck house 120 is located behind the plurality of side walls 110, the cargo loading unit 130 may load cargo in the first half of the cargo loading space. The deck house 120 may move to the front of the plurality of side walls 110 when cargo loading is completed in the first half of the cargo loading space. When the deck house 120 moves to the front of the plurality of side walls 110, the cargo loading unit 130 may load cargo in the rear portion of the cargo loading space and load cargo in the additional loading space.

In one embodiment, when cargo is loaded in the additional loading space, the deck house 120 may be prevented from moving. The additional loading space may correspond to a space in which the deck house 120 is temporarily located during a cargo loading process or additionally loads cargo.

In one embodiment, each of the plurality of sidewalls 110 may include a bracket module 310 protruding from the recessed upper surface 320 toward the cargo loading part 130. The bracket module 310 may support cargo loaded in the recessed space together with the recessed upper surface 320 of the plurality of side walls 110. For example, in the case of loading cargo in the recessed space of the plurality of side walls 110, the bracket module 310 may be installed to prevent a case where a part of the cargo protrudes from the recessed space.

In one embodiment, the bracket module 310 may be detachable from the plurality of sidewalls 110. More specifically, the bracket module 310 may be detached from the plurality of side walls 110 as necessary according to the size or quantity of containers accommodated in the recessed space of the plurality of side walls 110. In addition, when the bracket module 310 is not disposed in the process of loading the cargo in the cargo loading unit 130, the bracket module 310 may be separated from the plurality of sidewalls 110.

In one embodiment, the plurality of sidewalls 110 may include a plurality of drainage spaces under the outer side. When the plurality of sidewalls 110 include a plurality of drainage spaces, an external pillar may be disposed between the plurality of drainage spaces to support the plurality of sidewalls 110.

In one embodiment, the deck house 120 may be implemented in a C shape above the plurality of sidewalls 110. When the deck house 120 is implemented in a C shape, the lower end of each of the deck house 120 may be bent toward the upper portion of the plurality of sidewalls 110. Each bent lower end of the deck house 120 may include a moving means, and the deck house 120 may reciprocate the upper portions of the plurality of sidewalls 110 through the moving means.

In one embodiment, the cargo loading unit 130 is surrounded by at least the lower surface of the deck house 120 and the opposite surfaces of the plurality of side walls 110 so that the area at the upper portion of the hull 140 is the deck house 120 It may be opened in the longitudinal direction of the hull 140 so as to be smaller than the width at the bottom of the. More specifically, when the upper portion of the inner surface of the plurality of side walls 110 is depressed, the upper portion of the cargo loading unit 130 increases by the depressed space, so that the cargo loading space facing the lower portion of the deck house 120 is It may be wider than the cargo loading space facing the upper part of the hull 140. In addition, a width of an upper portion of the plurality of sidewalls 110 may be narrower than a width of the lower portion thereof.

4 is a side view illustrating the cargo loading ship in FIG. 1.

Referring to FIG. 4, the cargo loading vessel 100 may further include a base 410 bent from the upper portion of the hull 140 toward the lower portion thereof.

The base 410 may be disposed under the plurality of sidewalls 110, and a center of the lower portion may protrude obliquely toward the hull 140. The base 410 may be disposed between the plurality of sidewalls 110 and the plurality of vertical bulkheads 210 to distribute the stress caused by the plurality of sidewalls 110. More specifically, the base 410 may receive a stress partially applied from the plurality of side walls 110 by the operation of the ship, the influence of seawater, or the movement of the deck house 120, and is combined with the base 410 The stress may be dispersed in the plurality of longitudinal bulkheads 210 of the ship.

In one embodiment, the hull 140 may include a plurality of longitudinal bulkheads 210 having a concave center thereof corresponding to the structure of the base 410. The plurality of hull vertical bulkheads 210 may be concave at an inclined center thereof to couple with the base 410. Meanwhile, the upper surface of the plurality of longitudinal bulkheads 210 may be formed horizontally, except for a portion coupled to the base 410.

In one embodiment, the length of the plurality of longitudinal bulkheads 210 may be longer than the length of the base 410 in the longitudinal direction of the hull 140. The plurality of vertical bulkheads 210 may include a portion that is coupled to the base 410 and a portion that is not coupled to the base 410. That is, the plurality of longitudinal bulkheads 210 may be configured with a portion having an obliquely concave upper surface and a portion having a horizontally formed upper surface.

The plurality of hatch coamings 420 may extend toward the curved lower portion of the base 410. The height of the plurality of hatch coamings 420 may decrease as they become closer to the curved lower portion of the base 410. That is, the side surfaces of the plurality of hatch coamings 420 may form a sharp shape toward the curved lower portion of the base 410. The curved lower portion of the base 410 may directly face the hull 140, and both ends of the lower portion of the base 410 may face the upper ends of the plurality of hatch coamings 420. The curved lower part of the base 410 may include an entrance 440 through which a sailor can enter and exit between the plurality of hatch coamings 420.

In one embodiment, the plurality of side walls 110 has a duct 430 formed on its upper surface. The duct 430 may provide a connection passage for wiring or piping lines connected between the hull 140 and the deck house 120. That is, the duct 430 may correspond to a wire fixedly coupled to the upper portion of the plurality of sidewalls 110 or a fixed connection passage of a pipe line. When the deck house 120 moves to the first position, the duct 430 may be located at the rear of the deck house 120, and when the deck house 120 moves to the second position, the deck house 120 The duct 430 may be located in front.

The duct 430 may wrap wiring or piping lines connected between the hull 140 and the deck house 120 therein. That is, the duct 430 may connect wiring or piping lines with the deck house 120 regardless of the movement of the deck house 120. In addition, the deck house 120 may form a passage through which the duct 430 can pass in order not to be disturbed by the duct 430 during the moving process.

5 is a side view illustrating another embodiment of the cargo loading ship in FIG. 1.

Referring to FIG. 5, the cargo loading unit 130 may load cargo through the reciprocation of the deck house 120.

In one embodiment, the plurality of side walls 110 may further include a moving means (not shown) that is implemented through a driving wheel, a sliding rail, or a rack-pinion gear to support the movement of the deck house 120. For example, the sliding rails are disposed on the upper portions of the plurality of side walls 110, respectively, and the driving wheels are disposed on both lower sides of the deck house 120, so that the driving wheels are arranged along the sliding rails in the longitudinal direction of the ship 100. You can move. That is, the moving means may be disposed above the plurality of side walls 110 to reciprocate the deck house 120 in the longitudinal direction of the ship 100.

In an embodiment, the ship loading ship 100 may further include a motion recognition sensor (not shown). The motion recognition sensor may provide a degree of displacement of the deck house 120 in the process of moving the deck house 120. The motion recognition sensor may be controlled through monitoring in the deck house 120, and separation and damage of the deck house 120 may be prevented. For example, the motion recognition sensor is implemented as a laser sensor, and after transmitting a laser to the plurality of sidewalls 110, when receiving a laser reflected from the plurality of sidewalls 110, the plurality of sidewalls 110 are not shifted. If it is determined that it is not and does not receive the laser, it may be determined that the plurality of sidewalls 110 are shifted.

In one embodiment, the deck house 120 moves to the second position 540 when the cargo is loaded in the first section of the cargo loading unit 130, and the cargo is moved to the second section of the cargo loading unit 130 When loaded, it can be moved to the first position 530. Hereinafter, a cargo loading process according to the movement of the deck house 120 will be described in detail with reference to FIG. 11.

The duct 430 may correspond to a wire fixedly coupled to an upper portion of the plurality of sidewalls 110 or a fixed connection passage of a pipe line. When the deck house 120 moves to the first position 530 The duct 430 may be located behind the deck house 120, and the deck house 120 moves to the second position 540 The duct 430 may be located in front of the deck house 120. In one embodiment, the duct 430 may be connected to a drag chain 510 that surrounds and guides a wiring or piping line. That is, the drag chain 510 may prevent damage to wiring or piping lines passing through the drag chain 510. The piping line may be implemented as a flexible pipe that can change its shape when the deck house 120 reciprocates. The drag chain 510 may be connected to the deck house 120 from the hull 140 through a plurality of side walls 110. That is, the drag chain 510 may be designed to connect the hull 140, the plurality of side walls 110 and the deck house 120 therein. The drag chain 510 may change its shape depending on the movement of the deck house 120, but regardless of the change of the shape, the drag chain 510 is associated with the hull 140, a plurality of side walls 110, and the deck house 120. You can stay connected. Therefore, when the deck house 120 reciprocates, it is not necessary to separate wiring or piping lines.

The drag chain 510 may include a plurality of link plates 511, a plurality of wiring support members 512, and a plurality of rollers 513. More specifically, the drag chain 510 may include at least two coupling holes, a plurality of coupling holes may be coupled through a connection member, and the drag chain 510 is coupled through a coupling hole and a connection member. Interlink can be combined. Some of the plurality of coupling holes of the drag chain 510 may be coupled to the roller 513. Among the plurality of link plates 511 included in each of the drag chain 510, the pair of link plates 511a and 511b facing each other may or may not include the roller 513. That is, when the link plate 511a includes the roller 513 with respect to the specific link plate, the link plate 511b facing the link plate may also include the roller 513.

In an embodiment, the pair of link plates 511a and 511b face each other, and a plurality of wiring support members 512 connecting the plurality of link plates 511 may also face each other. The drag chain 510 may form a closed loop space through a plurality of link plates 511 and a plurality of wiring support members 512 opposite and connected to each other, and accommodate at least one wiring group in the closed loop space. can do. Here, at least one wiring group may correspond to a group for each wiring for the same purpose.

In one embodiment, the plurality of rollers 513 may reciprocate along the roller guide 520, and the plurality of rollers 513 and the roller guide 520 may include a plurality of wire receiving members 512 The received load may be distributed to the plurality of rollers 513 and the roller guide 520. The roller guides 520 may be coupled to face each other on both sides of the inner sidewalls 110 and may be horizontally disposed in the moving direction of the plurality of rollers 513.

In one embodiment, the drag chain 510 is interconnected to each other to be connected to the duct 430, and a plurality of rollers may be coupled to both sides thereof. The drag chain 510 is coupled to a plurality of stages, and its shape may be changed by a plurality of rollers. One end of the drag chain 510 may be fixed by the duct 430, but the other end may be moved depending on the movement of the deck house 120.

6 is a cross-sectional view illustrating another embodiment of the cargo loading ship of FIG. 1. More specifically, FIG. 6A is a view illustrating a state in which cargo is not loaded in the cargo loading unit 130 and the cargo hold 230, and FIG. 6B illustrates a plurality of longitudinal bulkheads 210 including a plurality of stages. It is a figure explaining.

Referring to FIG. 6A, the lashing bridge 150 may include a crossover passage 610 and an air lock 620. The crossover passage 610 may be formed on a horizontal member of the lashing bridge 150 that is interconnected in a horizontal direction between the plurality of sidewalls 110. In one embodiment, the crossover passage 610 may be disposed horizontally spaced apart between the hull 140 and the deck house 120. The crossover passage 610 may be spaced apart from the upper surface of the hull 140 and connected to some points of the plurality of side walls 110, thereby increasing the ease of movement of the sailor.

In one embodiment, at least one crossover passage 610 may be disposed within the lashing bridge 150. That is, the number and arrangement of the crossover passages 610 may be designed according to the size of the cargo loading unit 130 and the cargo loading situation. For example, the crossover passage 610 may be disposed on at least a portion of the front, rear, or inner surfaces of the plurality of sidewalls 110.

In one embodiment, the crossover passage 610 may further include a management control space (not shown) capable of monitoring and controlling the cargo loading unit 130. Since the crossover passage 610 is located within the lashing bridge 150, it is possible to efficiently check and manage the cargo loading situation. The management control space may perform communication with the first and second living quarters 121 and 122, the wheel house 123, or other convenient facilities to monitor and control the cargo loading situation. For example, the management control space may include a console that can monitor cargo loading conditions. The console may manage the overall cargo loading process of the cargo loading unit 130. The console may provide an alarm or an alarm when an emergency situation occurs in the cargo loading unit 130 or a problem occurs in the cargo loading process. In addition, the console may directly control the movement of the deck house 120 or provide support necessary for the movement of the deck house 120.

The crossover passage 610 may include an air lock 620 protruding from an inner surface of one of the plurality of side walls 110 toward the inner surface of the other. In one embodiment, the air lock 620 may be implemented as an entrance through which the crossover passage 610 can be accessed from the plurality of side walls 110. The crossover passage 610 may be opened or closed by the air lock 620. The air lock 620 is designed so that both doors do not open at the same time by using the entrances as double doors, the first entrance door 620a and the second entrance door 620b. It is possible to secure a safe passage from the external environment under adverse conditions.

In FIG. 6B, the plurality of vertical bulkheads 210 may include a plurality of stages 211. In one embodiment, a width of a lower portion of the plurality of longitudinal bulkheads 210 may be wider than a width of an upper portion of the plurality of longitudinal bulkheads 210. The length of the cargo hold 230 in the width direction may be determined by the width of the plurality of longitudinal bulkheads 210, and when the width of the plurality of longitudinal bulkheads 210 increases, the width direction of the cargo hold 230 The length can be narrowed. Accordingly, the width of the upper portion of the cargo hold 230 may be wider than that of the lower portion of the cargo hold 230.

5 and 6, when the deck house 120 moves to the second position 540 (or, when the deck house 120 moves toward the rear of the ship 100), the first of the cargo hold 230 The hatch 250 is opened by the hatch cover 240 located at the top of the section, and cargo can be loaded in the first section of the cargo hold 230 through a crane. Hereinafter, the first section of the cargo loading part 130 and the cargo hold 230 means the first half of the cargo loading part 130 and the cargo hold 230, and the second section of the cargo loading part 130 and the cargo hold 230 Means the rear part of the cargo loading part 130 and the cargo hold 230. When the loading of cargo in the first section of the cargo hold 230 is completed, the hatch 250 located above it is closed, and the cargo can be loaded in the first section of the cargo loading unit 130.

When cargo is loaded in the first section of the cargo loading unit 130, the deck house 120 may move to the first position 530 (or, the deck house 120 may move toward the front of the ship 100). Can). When the deck house 120 moves to the first position 530, the hatch 250 located above the second section of the cargo hold 230 is opened, and the cargo is transferred to the second section of the cargo hold 230 through a crane. Can be loaded on. When the cargo loading in the second section of the cargo hold 230 is completed, the hatch 250 located above it is closed, and the cargo can be loaded in the second section of the cargo loading unit 130. When the cargo loading in the second section is completed, the cargo loading unit 130 may load the cargo in the additional loading space. That is, cargo may be additionally loaded at the other end of the upper portion of the plurality of side walls 110, the upper end of the second section of the cargo loading space, and the rear of the deck house 120. The deck house 120 may be prevented from moving when cargo is loaded in the additional loading space. Accordingly, the deck house 120 is moved so as not to interfere with the cargo loading operation of the crane, and when the cargo loading is completed, the movement can be prevented.

7 is a plan view illustrating the cargo loading ship in FIG. 1. More specifically, FIG. 7A is a view illustrating a state in which cargo is not loaded on the upper ends of the first and second hatch covers 710 and 720, and FIG. 7B is a diagram illustrating the first and second hatch covers 710 and 720 ) Is a view for explaining a state in which the cargo 10 is loaded at the top.

Referring to FIG. 7, the hull 140 may include first and second hatch covers 710 and 720 positioned thereon.

The first hatch covers 710 may be disposed before and after the plurality of sidewalls 110 at the top of the hull 140. The first hatch covers 710 may be opened and closed irrespective of the movement of the deck house 120. When loading of the cargo in the lower space of the hull 140 is completed, the first hatch covers 710 are closed so that the cargo can be loaded in the upper space of the hull 140.

The second hatch covers 720 are disposed between the plurality of sidewalls 110 at the top of the hull 140, and may be formed in a smaller number than the first hatch covers 710. The second hatch covers 720 include first hatch covers 710 disposed on the front surfaces of the plurality of side walls 110 and first hatch covers 710 disposed on the rear surfaces of the plurality of side walls 110 It can be placed between. The difference in the number of the first and second hatch covers 710 and 720 may correspond to the widths of the plurality of sidewalls 110. That is, the number of second hatch covers 720 disposed between the plurality of side walls 110 is the number of first hatch covers 710 disposed in front of the plurality of side walls 110 or the It may be formed less than the number of the first hatch covers 710 disposed behind the plurality of sidewalls 110.

Meanwhile, the second hatch covers 720 may correspond to the hatch covers 240 in FIG. 2. That is, the second hatch covers 720 may be opened or closed according to the location of the deck house 120 and the cargo loading condition of the cargo hold 230.

In one embodiment, when the cargo loading unit 130 opens the second hatch covers 720 to complete loading the cargo in the cargo hold 230, the second hatch covers 720 are closed to close the second hatch covers 720 Cargo can be loaded on top of 720.

The first lashing bridge 730 may be coupled to the front and rear ends of the plurality of sidewalls 110, respectively. The first lashing bridge 730 may divide cargo loading spaces at the front and rear ends of the plurality of side walls 110. The first lashing bridge 730 may perform stable cargo loading by fixing cargo loaded at the front and rear ends of the plurality of sidewalls 110 and maximize the efficiency of cargo loading.

The second lashing bridge 740 is disposed between the plurality of sidewalls 110 and may be formed to have a width smaller than that of the first lashing bridge 730. The second lashing bridge 740 may be disposed in the cargo loading unit 130 to divide the cargo loading unit 130 into a plurality of cargo loading spaces. That is, the second lashing bridge 740 may be formed to have a relatively smaller width than the first lashing bridge 730 due to the structure of the plurality of sidewalls 110.

Meanwhile, the second lashing bridge 740 may correspond to the lashing bridge 150 in FIG. 1. That is, the second lashing bridge 740 may be disposed in a horizontal direction and may include a crossover passage 610 whose both ends are fixed to the plurality of sidewalls 110. In one embodiment, the crossover passage 610 includes at least one air lock 620 accessible from the plurality of side walls 110 on the front, rear or inner surfaces of the plurality of side walls 110. I can.

8 is a side view illustrating another embodiment of the cargo loading ship in FIG. 1.

Referring to FIG. 8, a plurality of hatch coamings 810 are disposed under a plurality of sidewalls 110, and one end facing each other is depressed to form a moving passage therebetween. The plurality of hatch coamings 810 may have one end facing each other obliquely recessed to seal the hatch 250 so that rainwater or seawater does not flow into the cargo hold 230, and cargo may be loaded on the top thereof. Meanwhile, an upper end of the other end of the plurality of hatch coamings 810 may be formed horizontally.

The plurality of sidewalls 110 may form a bunker station 820 on each of the outer surfaces thereof. The bunker station 820 may be formed by recessing a portion of the outer surface of the plurality of side walls 110. The bunker station 820 may provide fuel supplied from an external ship or a fuel supply source to the fuel tank.

Each of the plurality of sidewalls 110 may include an entrance 830 disposed below the outer surface thereof and connected to a moving passage formed by the plurality of hatch coamings 810. The moving passage connected to the entrance 830 is connected to the outside of the hull 140, so that the operation status of the cargo loading vessel 100 can be easily checked and managed. The entrance 830 and the moving passage can improve the convenience of moving sailors.

The plurality of sidewalls 110 may have a lower portion of the outer surface thereof recessed, and may include a support pillar 840 supporting the outer surface. The support pillars 840 may be disposed to be spaced apart to support a plurality of sidewalls 110. The support pillars 840 may be disposed at equal intervals to support the plurality of sidewalls 110, or may be disposed according to the load of each portion of the plurality of sidewalls 110.

9 is a side view illustrating another embodiment of the cargo loading ship of FIG. 1.

Referring to FIG. 9, the plurality of sidewalls 110 may include a plurality of drainage spaces 910 partitioned through at least one external pillar 920 from a lower portion coupled to the hull 140. The external pillars 920 may be disposed at equal intervals to support the plurality of sidewalls 110, or may be disposed according to the load of each portion of the plurality of sidewalls 110. Here, the external pillar 920 may correspond to the support pillar 840 of FIG. 8.

In an embodiment, the external pillar 920 may be implemented in the form of a partition wall to isolate the plurality of drainage spaces 910 from each other. When the external pillar 920 is implemented in the form of a partition wall, the plurality of drainage spaces 910 may be divided and support for the plurality of side walls 110 may be strengthened.

The plurality of drainage spaces 910 may be respectively disposed from the bottom of the plurality of sidewalls 110 toward the outside, and may discharge seawater flowing into the plurality of sidewalls 110. For example, when the weather deteriorates or an abnormal situation occurs on a ship, seawater may flow into the plurality of side walls 110 and the deck house 120. The plurality of drainage spaces 910 discharge the introduced seawater to maintain the balance of the ship and enhance safety.

In one embodiment, the plurality of sidewalls 110 may further include a drain cover (not shown) positioned on each surface of the plurality of drainage spaces 910 and opened and closed for discharging seawater. The drain cover is open when seawater is discharged, and may be closed in other circumstances.

The plurality of sidewalls 110 may further include a bunker station 930 that is disposed toward the outside to receive fuel from the outside. Here, the bunker station 930 of FIG. 9 may correspond to the same configuration as the bunker station 820 of FIG. 8. The cargo loading vessel 100 may consume all of the fuel stored therein, or may perform bunkering for future operation of the vessel. That is, the cargo loading vessel 100 may receive fuel from an external vessel or a fuel supply source. Accordingly, the bunker station 820 is disposed outside the plurality of side walls 110 to maximize the use of space.

In one embodiment, the bunker station 820 is located above the plurality of drainage spaces 910 and may be supported by at least one external pillar 920. The bunker station 820 may be connected to the pipeline 145 of the bottom surface 220 through a plurality of sidewalls 110 and a plurality of longitudinal bulkheads 210. The pipeline 145 may store fuel supplied through the bunker station 820 in the fuel tank 142 and provide it to the engine room 143.

The plurality of sidewalls 110 may include a plurality of drainage spaces 910 and a bunker station 820 on the outside thereof to maximize the use of space. The plurality of sidewalls 110 may support the deck house 120 and support movement of the deck house 120. In addition, the plurality of side walls 110 may maximize a cargo loading space by forming a cargo loading portion 130 therebetween. On the other hand, the plurality of sidewalls 110 can enhance the safety of the ship and efficiently manage the supply and demand of fuel by arranging a plurality of drainage spaces 910 and bunker stations 820 required for the operation and maintenance of the ship. I can. In one embodiment, the plurality of sidewalls 110 may further include a part of the living quarters therein. The housing and bunker stations 820 may be arranged by securing a predetermined distance from each other.

In one embodiment, the pipeline 145 may be connected to form the shortest distance from the bunker station 820 to a plurality of fuel tanks. That is, the pipeline 145 may minimize a line receiving fuel from the bunker station 820 and a line supplying fuel to a plurality of fuel tanks.

In one embodiment, the fuel tank 142 may be implemented as a plurality of fuel cartridges, and may be disposed inside the plurality of bulk heads 141. The plurality of fuel cartridges may store fuel used in the operation of the ship. When fuel is sufficient for the plurality of fuel cartridges, a fuel supply process through the bunker station 820 may be omitted. A plurality of fuel cartridges may be loaded to be interchangeable.

In one embodiment, the plurality of sidewalls 110 may include at least one stopper 940 stopping the movement of the deck house 120 at upper ends of the front and rear surfaces thereof. When the stopper 940 is moved from the first position to the second position along the longitudinal direction of the hull 140 from the top of the plurality of side walls 110, the deck house 120 at the second position. Can stop moving. In addition, when the stopper 940 returns from the second position to the first position along the longitudinal direction of the ship 100 from the top of the plurality of side walls 110, the deck house 120 is at the first position. 120) can be stopped. The deck house 120 may move between the first and second positions because the moving range is limited by the stopper 940.

10 is a view for explaining a cofferdam under the deck house of the cargo loading ship of FIG. 1.

Referring to FIG. 10, the cofferdam 260 may include a double partition wall 262 and a support partition wall 264.

The double partition wall 262 may prevent heat transfer of vibration, noise, or fire between the plurality of side walls 110 and the deck house 120. The double partition wall 262 may be disposed in a horizontal direction at the bottom of the horizontal structure of the deck house 120. The upper end of the double partition wall 262 may face the lower end of the horizontal structure of the deck house 120, and the lower end of the double partition wall 262 may face the upper end of the cargo loading part 130. The double partition walls 262 may be spaced apart so as to accommodate the support partition wall 264 and the wiring or piping line 20 passing through the support partition wall 264 therebetween.

The support partition wall 264 may be disposed in a grid structure between the double partition walls 262 to support the deck house 120. The support partition wall 264 may be disposed in a vertical direction between the double partition walls 262 to support the deck house 120. The support partition wall 264 may include a passage through which the wiring or piping line 20 passes. That is, the wiring or piping line 20 may pass through the support partition wall 264 and be connected to the deck house 120.

11 is a view for explaining a cargo loading process of the cargo loading ship in FIG. 1.

Referring to FIG. 11, in the cargo loading vessel 100, cargo may be loaded in a plurality of cargo holds except for the current location of the deck house 120 through a crane (a). The cargo loading vessel 100 may be loaded with cargo on the top of the hull 140 after cargo is loaded in a plurality of cargo holds (b). The deck house 120 may move from a first position to a second position along the longitudinal direction of the hull 140 from the top of the plurality of side walls 110 (c). The cargo loading vessel 100 may be loaded with cargo in the cargo hold at the first position through a crane (d). In the cargo loading vessel 100, after the cargo is loaded in the cargo hold at the first position, the cargo may be loaded on the upper portion of the hull 140 (e).

Although described above with reference to the preferred embodiments of the present application, those skilled in the art will variously modify the present application within the scope not departing from the spirit and scope of the present invention described in the following claims. And it will be appreciated that it can be changed.

100: cargo loading vessel
110: a plurality of sidewalls 120: deck house
121, 122: first and second residences 123: wheel house
130: cargo loading unit 140: hull
141: a plurality of bulk heads 142: fuel tank
143: engine room 144: valve
145: pipeline 150: lashing bridge
151: a plurality of columns 152: a plurality of horizontal members
210: a plurality of longitudinal bulkheads 220: bottom surface
230: cargo hold 240: hatch cover
250: hatch 260: cofferdam
262: double bulkhead 264: supporting bulkhead
310: bracket module 410: base
420: multiple hatch coamings 430: duct
510: drag chain 511: a plurality of link plates
512: a plurality of wiring support members 513: a plurality of rollers
520: roller guide
610: crossover passage 620: air lock
620a: first door 620b: second door
710, 720: first and second hatch covers
730, 740: first and second lashing bridges
810: multiple hatch coamings 820: bunker station
830: entrance 840: support pillar
910: a plurality of drainage spaces 920: outer pillar
930: bunker station 940: stopper
10: cargo 20: wiring or piping line

Claims (5)

It relates to a container cargo ship comprising first and second islands,
The first island includes a deck house that is placed on top of sidewalls respectively disposed on both upper ends of the hull and is movable in the longitudinal direction of the hull,
The second island includes a stack of the first island and the hull protruding from the top of the engine room provided in the hull and spaced apart at a predetermined distance in the longitudinal direction of the hull,
A cargo loading portion that is surrounded by at least the lower surface of the deckhouse and the inner surfaces of the side walls and opened in the longitudinal direction of the ship, and a lashing disposed between the side walls to divide the cargo loading portion into a plurality of cargo loading spaces It further includes a bridge,
A duct is formed on the side walls to provide a connection passage for wiring or piping lines connected between the hull and the deckhouse,
The drag chain is connected to the duct and the deck house so as to surround the wiring or piping line,
The piping line is a cargo loading vessel implemented with a flexible pipe.
The method of claim 1,
The first island is a cargo loading vessel located in front of the hull (forward, 船首) than the second island.
The method of claim 1,
A cargo loading vessel having at least one cargo loading space provided inside the hull, which is located in the front (forward, 船首) and rear (stern) of the hull based on the first island.
The method of claim 1,
A cargo loading ship provided with at least one cargo loading space inside the hull positioned between the first island and the second island.
The method of claim 1,
The cargo loading vessel is a cargo loading vessel that is a container carrier of 10,000 TEU or higher.

Images