KR102197283B1 - Container Carrier capable of mounting LNG Fueled Propulsion System - Google Patents

Abstract

A container carrier capable of mounting an LNG fuel propulsion system according to the present invention includes: a hull; An engine room provided in the hull; A main engine provided in the engine room to provide propulsion power of a ship; A plurality of auxiliary engines provided in the engine room and capable of using heterogeneous fuels (LNG and diesel) to generate electricity for the ship; And a diesel fuel supply device for supplying diesel to the plurality of auxiliary engines and an LNG fuel supply device for supplying LNG, wherein when the main engine is changed to a heterogeneous fuel engine, backup so that the LNG fuel supply device can be installed. It is characterized in that the space is provided as an empty space.

Description

Container Carrier capable of mounting LNG Fueled Propulsion System}

The present invention relates to a container carrier capable of mounting an LNG fuel propulsion system.

A ship is a means of transport that navigates the ocean with a large amount of minerals, crude oil, natural gas, or more than a few thousand containers. It is made of steel, and the thrust generated by the rotation of the propeller while floating on the water surface by buoyancy Go through.

Such ships generate thrust by driving the engine. At this time, the engine uses gasoline or diesel to move the piston so that the crankshaft is rotated by the reciprocating motion of the piston, so that the shaft connected to the crankshaft rotates and the propeller is driven. It was common to be able to.

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

Accordingly, instead of using heavy oil or only a minimum amount as fuel for ships, liquefied natural gas, liquefied petroleum gas, etc., by replacing gasoline or diesel according to recent technology developments, etc. The same liquefied gas is used and technology is being developed.

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

Such liquefied gas is supplied and used to various consumers. Recently, an LNG fuel supply method in which an engine is driven by using LNG as fuel in an LNG carrier carrying liquefied natural gas has been developed. There are increasing attempts to apply the method used to other ships other than LNG carriers.

In addition, efforts are being made to improve fuel efficiency, lower emissions, and improve operational efficiency by using engines using liquefied gas for container carriers.

The reason why many ships propelling LNG as fuel have been built as described above is due to the fact that the price of LNG is cheaper than diesel fuel. However, as the price of diesel fuel has fallen below LNG due to recent fluctuations in the oil price market, shipowners want to build ships to use only diesel instead of building an expensive LNG fuel supply system in order to reduce costs.

However, due to the environmental regulations of IMO such as Tier III, the introduction of the LNG fuel supply system in the future is certain. For this reason, ship owners who used diesel fuel to propel ships using liquefied gas as fuel have to build new ships. However, due to the nature of the shipbuilding business, there is a problem that the construction cost is enormous.

Accordingly, there is a need for a ship with improved performance that allows the LNG fuel supply system to be built on the ship whenever necessary, i.e., a ship that can easily be changed to a liquefied gas fueled ship by improving the performance of the existing diesel fuel propulsion ship. Has become.

Public Patent Publication No. 10-2015-0053207 (published on May 15, 2015) Public Patent Publication No. 10-2014-0043113 (2014.04.08, published) Publication Patent Publication No. 10-2009-0098387 (published on September 17, 2009)

The present invention was created to improve the conventional technology, and is to provide a container carrier capable of mounting a retrofit LNG fuel propulsion system to facilitate redesign from diesel fuel propulsion to liquefied gas fuel propulsion.

A container carrier capable of mounting an LNG fuel propulsion system according to the present invention includes: a hull; An engine room provided in the hull; A main engine provided in the engine room to provide propulsion power of a ship; A plurality of auxiliary engines provided in the engine room and capable of using heterogeneous fuels (LNG and diesel) to generate electricity for the ship; And a diesel fuel supply device for supplying diesel to the plurality of auxiliary engines and an LNG fuel supply device for supplying LNG, wherein when the main engine is changed to a heterogeneous fuel engine, backup so that the LNG fuel supply device can be installed. It is characterized in that the space is provided as an empty space.

Specifically, the LNG fuel supply device includes: a gas controller for controlling gas supplied to the auxiliary engine; And a supply line connecting the auxiliary engine and the gas control unit, wherein the backup space comprises: a GVU installation space for installing the gas control unit; And an LNG line installation space for installation of the supply line.

Specifically, a boiler that consumes different types of fuel (LNG and diesel); An engine control room (ECR) accommodating an engine controller that controls the main engine or the auxiliary engine; A second deck provided with the boiler and provided under the upper deck of the ship; A third deck provided with the auxiliary engine and the engine control room and provided under the second deck; And a fourth deck provided under the third deck and provided with the main engine.

Specifically, the LNG line installation space may be provided as an empty space under the second deck or under the third deck.

Specifically, in the engine control room, an LNG control switchboard installation space for installing a gas supply controller that controls gas supply to a main engine or an auxiliary engine using different fuels may be provided as an empty space.

Specifically, a power line installation space for installation of a power line connecting the gas supply controller and the main engine or the auxiliary engine may be further included.

Specifically, the power line installation space may be provided as an empty space under the second deck.

In the container carrier capable of mounting the LNG fuel propulsion system according to the present invention, the space in which the LNG supply line, the LNG control device, the power line, etc. will be installed in case the main engine or the auxiliary engine receives LNG. By providing an empty space to retrofit the ship, there is an effect of shortening the construction period and reducing the construction cost when the ship is rebuilt as an LNG-fueled ship.

1 is a cross-sectional view of a container carrier according to an embodiment of the present invention.
Figure 2a is a cross-sectional view of the container carrier in Figure 1 AA'.
FIG. 2B is an AA′ cross-sectional view of the container carrier when the liquefied gas storage tank is mounted in FIG. 1.
Figure 2c is a cross-sectional view of the container carrier in Figure 1 BB'.
3 is an enlarged view of part D of the container carrier in FIG. 1.
4 is an enlarged view of part E of the container carrier in FIG. 1.
5A is a plan sectional view of a third deck of an engine room of a container carrier according to an embodiment of the present invention.
5B is a plan cross-sectional view of a third deck of an engine room of a container carrier according to another embodiment of the present invention.
5C is a plan sectional view of a third deck of an engine room of a container carrier according to another embodiment of the present invention.
6 is a cross-sectional plan view of a second deck of an engine room of a container carrier according to an embodiment of the present invention.
7A is a partially enlarged view of an engine room of a container carrier according to an embodiment of the present invention.
7B is a partially enlarged view of an engine room of a container carrier according to another embodiment of the present invention.
7C is a partially enlarged view of an engine room of a container carrier according to another embodiment of the present invention.
8 is a conceptual diagram of a cylinder of a main engine according to an embodiment of the present invention.

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. In adding reference numerals to elements of each drawing in the present specification, it should be noted that, even though they are indicated on different drawings, only the same elements are to have the same number as possible. In addition, in describing the present invention, when it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

1 is a cross-sectional view of a container carrier according to an embodiment of the present invention, FIG. 2A is an AA′ cross-sectional view of the container carrier in FIG. 1, and FIG. 2B is an AA′ cross-sectional view of the container carrier when the liquefied gas storage tank is mounted in FIG. 1 2C is a cross-sectional view of the container carrier in FIG. 1 BB`, FIG. 3 is an enlarged view of part D of the container carrier in FIG. 1, FIG. 4 is an enlarged view of part E of the container carrier in FIG. 1, and FIG. 5A is an embodiment of the present invention. A third deck plan view of the engine room of a container carrier according to an example, FIG. 5B is a plan view of a third deck of the container carrier engine room according to another embodiment of the present invention, and FIG. 5C is a container carrier according to another embodiment of the present invention. A plan view of a third deck of the engine room, FIG. 6 is a plan view of a second deck of the engine room of a container carrier according to an embodiment of the present invention, and FIG. 7A is a partially enlarged view of the engine room of a container carrier according to an embodiment of the present invention. 7B is a partially enlarged view of an engine room of a container carrier according to another embodiment of the present invention, FIG. 7C is a partially enlarged view of an engine room of a container carrier according to another embodiment of the present invention, and FIG. 8 is an embodiment of the present invention. It is a conceptual diagram of the cylinder of the main engine according to.

As shown in Figures 1 to 8, the container carrier 1 according to the embodiment of the present invention includes a hull 10, a cabin 20, a stack 21, a diesel fuel storage tank 30, an engine room ( 40), and a cargo hold 50 and a bay 60.

Hereinafter, a container carrier 1 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 8.

The container transport ship 1 is a container transport ship 1 that transports the container C from the departure point to the unloading point. Here, the container carrier 1 is a large container carrier having a loading capacity of 14,500 TEU or more, and may have an operating capacity of 12,000 NM or more.

In addition, the container carrier 1 is a ship that basically propels diesel as fuel, and is a ship that has been retrofitted to be able to propel both liquefied gas and diesel as fuel in the future.

The container carrier 1 may be provided with a plurality of cargo holds 50 and other devices inside the hull 10 below the upper deck 12.

Specifically, the container carrier 1, the engine room 40 accommodating the propulsion engine 41 in the hull 10, the cargo hold 50 accommodating a plurality of containers C, and the propulsion engine 41 A diesel fuel storage tank 30 for storing diesel to be supplied is provided, and each diesel fuel storage tank 30, engine room 40, and cargo hold 50 are partitioned by Transverse Bulkhead Structures. I can.

Here, the transverse bulkhead structure is a structure capable of receiving strength by connecting one or two or more unit transverse bulkheads and a vertical or horizontal member between the unit transverse bulkheads. Each unit transverse bulkhead may be a Watertight Transverse Bulkhead or Closed Transverse Bulkhead or an Open Transverse Bulkhead or Structural Transverse Bulkhead, and the vertical member is a Longitudinal Bulkhead or Vertical Web. , The horizontal member can act as a deck.

The cabin 20 is installed higher than the container C stacked in front, and is provided in front of the engine room 40 in order to secure a navigation view. That is, the containers C provided in front of the cabin 20 may be stacked only up to a range in which a view of the cabin 20 can be secured.

The cabin 20 may be provided with a diesel fuel storage tank 30 at the lower side. In the container carrier 1, the loading capacity of the container C is important, and therefore, the space inside the hull 10 is focused on the space under which the container C cannot be loaded. In order to maximize usability, a diesel fuel storage tank 30 is provided under the cabin 20.

The stack 21 is provided on the upper side of the engine room 40 to discharge high-heat exhaust gas discharged from the propulsion engine 41 to the outside, and a vent mast (not shown) is provided at the rear of the stack 21 As a result, other gases and gases inside the hull 10 can be discharged to the outside through the vent mast.

The diesel fuel storage tank 30 may be provided in the interior space of the hull 10 below the cabin 20 and between cargo holds located close to the fore end, and a machine room (not shown) on the upper side. In addition, the container C may be stacked on the front side and the rear side, and the diesel fuel supply line 31 may be disposed on the lower side. Here, the diesel fuel may be MDO (Marine Diesel Oil) or HFO (Heavy Fuel Oil) as oil, but is not limited thereto.

However, here, the machine room includes various mechanical devices such as a control room (not shown) that controls other devices required by the container carrier 1, machinery or electronic devices, and is separate from the diesel fuel storage tank 30. Can be separated by bulkheads. Further, in the present invention, the machine room has been described above as the upper side of the diesel fuel storage tank 30, but the present invention is not limited thereto and may be disposed inside the cabin 20 or in a separate empty space.

Specifically, the diesel fuel storage tank 30 has a watertight transverse bulkhead structure (not shown) in the front and rear, and the left and right sides are left hulls (not shown) and right hulls (not shown) of the hull 10, The upper part is surrounded by the cabin 20 and the lower part is formed by the bottom part 11.

The space in which the diesel fuel storage tank 30 is arranged may be a space of half the space of the cargo hold 50, that is, a space having the same or similar size as the first bay 51 or the second bay 52. Here, the watertight transverse bulkhead structure is a watertight transverse bulkhead structure, which will be described in detail in the bay 60.

The diesel fuel storage tank 30 may be connected to a diesel fuel supply line 31 to the lower side, and is accommodated in an inner space between the bottom inner plate 111 and the bottom outer plate 112 of the bottom 11 to be described later. It may be extended to extend to the propulsion engine 41 of the room 40.

The engine room 40 includes a propulsion engine 41 that provides power to the hull 10, a power generation engine 42 that generates power to be supplied to various electronic devices provided in the hull 10, and a boiler that generates steam ( 43) and an engine control room (ECR) for controlling the engines 41 and 42 may be provided, and the area is divided by four horizontal decks (first to fourth decks 12.401,402,111). Can be partitioned.

The engine room 40 will be described in detail below with reference to FIGS. 4 to 7.

In the engine room 40, a horizontal deck is installed in the order of a second deck 401, a third deck 402, and a fourth deck 111 (bottom inner plate) downward from the first deck 12 (upper deck). (See Fig. 4)

A boiler 43 is installed between the first deck 12 and the second deck 401, and a container C and an engine control room 45 (ECR) are provided in the space in front of the boiler 43. I can. At this time, the engine control room 45 may be provided so that containers C are stacked on both sides, and the boiler 43 and the engine control room 45 may be supported and provided by the second deck 401. have. (See Fig. 6)

Between the first deck 12 and the second deck 401, a GVU installation space 447; third backup for additional provision of a gas control unit (not shown) that controls the supply of gas (LNG) to the boiler 43 Space) can be provided.

In the case where the container carrier 1 uses LNG as the propulsion fuel in the future, the boiler 43 can also use LNG as the fuel. For this purpose, a gas control unit, that is, GVU, is required to supply LNG to the boiler 43 as well.

Accordingly, in the embodiment of the present invention, in preparation for a case in which the container carrier 1 uses LNG as propulsion fuel in the future, gas to the boiler 43 on the first deck 12 and the second deck 401 ( A space in which a gas control unit for controlling LNG) supply is installed, that is, a GVU installation space 447 is provided.

Therefore, the container carrier 1 according to the embodiment of the present invention, when using LNG as a propulsion fuel in the future, the boiler 43 is also prepared in order to use LNG as fuel without the need to change the design Since the gas control unit (GVU) can be installed in the GVU installation space 447, which is the space, the drying period is drastically reduced and the drying cost is also significantly reduced.

A power generation engine 42 (an auxiliary engine) is installed between the second deck 401 and the third deck 402 and at least a portion of the propulsion engine 41 (main engine) may be accommodated. At this time, a plurality of power generation engines 42 may be provided and supported by the third deck 402 and may be disposed on both sides of the propulsion engine 41. The propulsion engine 41 may pass through the third deck 402 and receive at least a portion. (See FIGS. 5A to 5C)

In addition, a diesel fuel auxiliary tank 32 may be provided between the second deck 401 and the third deck 402. The diesel fuel auxiliary tank 32 is supported by the third deck 402 and may be disposed in front of the power generation engine 41. (See FIGS. 5A to 5C)

Between the second deck 401 and the third deck 402, a GVU installation space 441 is provided for additional provision of a gas control unit (not shown) that controls gas supply to the propulsion engine 41 and the power generation engine 42. ; A second backup space) and a GVT installation space 442 (a fourth backup space) may be provided (see FIGS. 5B and 5C).

In the case where the container carrier 1 uses LNG as the propulsion fuel in the future, the propulsion engine 41 and the power generation engine 42 must use LNG as the fuel. To this end, in order to supply LNG to the propulsion engine 41 and the power generation engine 42, a gas control unit, that is, a gas valve train (GVT; for propulsion engine) and a gas valve unit (GVU; for power generation engine) is required.

Accordingly, in the embodiment of the present invention, in case the container carrier 1 uses LNG as propulsion fuel in the future, the propulsion engine 41 and the power generation engine are provided on the second deck 401 and the third deck 402. A space in which a gas control unit for controlling the supply of gas (LNG) to 42 is installed, that is, a GVU installation space 441 and a GVT installation space 442 are provided.

Accordingly, the container carrier 1 according to the embodiment of the present invention is designed separately to allow the propulsion engine 41 and the power generation engine 42 to use LNG as fuel when using LNG as the future propulsion fuel. Since the gas control unit (GVU, GVT) can be installed in the GVU installation space 441 and GVT installation space 442, which are previously prepared empty spaces without the need to change, the drying period is drastically reduced and the drying cost is also significantly reduced. have. At this time, the propulsion engine 41 may be an engine of Wartsila, and the GVT installation space 442 may be provided as an empty space within about 10m from the propulsion engine 41.

In addition, in the embodiment of the present invention, in order to allow the propulsion engine 41 and the power generation engine 42 to use LNG as fuel when using LNG as the future propulsion fuel, the gas control unit (GVU, GVT) and the propulsion engine A space in which a supply line (not shown) to connect 41 and the power generation engine 42 is installed, that is, the LNG line installation spaces 444 and 445 are provided.

At this time, the LNG line installation spaces 444 and 445 are provided as empty spaces under the second deck 401 as in FIG. 7A, or as empty spaces under the third deck 402 as in FIG. 7B. I can.

However, when the propulsion engine 41 is a MAN engine, the GVT may be provided in a gas supply room (not shown; FGS Room) in which a device for supplying LNG (gas) to the propulsion engine 41 is provided. have. Accordingly, when the propulsion engine 41 is a MAN engine, the GVT installation space 442 does not need to be previously provided between the second deck 401 and the third deck 402.

A propulsion engine 41 may be installed between the third deck 402 and the fourth deck 111, and at this time, the propulsion engine 41 may be supported and provided by the fourth deck 111.

The propulsion engine 41 generates power capable of propelling the ship 1, and generates power using only diesel as fuel.

The propulsion engine 41 may be a MAN's engine or a Wartsila's engine. The propulsion engine 41 can be changed by adding a gas module (not shown) when changing to an engine (eg MEGI engine) using different fuels (LNG and diesel) in the case of a MAN engine. For this, a gas module installation space (not shown; a first backup space) may be provided in the upper space of the propulsion engine 41.

In addition, the propulsion engine 41, in the case of Wartsila's engine, when changing to an engine using different fuels (LNG and diesel), only the cylinder liner (not shown) needs to be replaced, so the upper side of the propulsion engine 41 There is no need to provide a space for installing gas modules in the space.

The power generation engine 42 generates power to be supplied to electronic devices in the ship 1, and may generate power by using only diesel as fuel.

However, conventionally, when the propulsion engine is changed to an engine that uses different fuels (LNG and diesel) (for example, MEGI engine), in the case of a power generation engine that produced electricity using only the existing diesel fuel, the power generation capacity is required by the MEGI engine. There was a problem that the power capacity could not be covered and had to be replaced again. In this case, since the side of the hull (1) must be completely exposed in order to replace the power generation engine, there is a problem that the drying period is increased and the construction cost is also increased.

Accordingly, in the embodiment of the present invention, even if the propulsion engine 41 is changed to an engine (MEGI engine) using different fuels (LNG and diesel) in order to use LNG as the propulsion fuel of the container carrier 1 in the future, power generation In order not to replace the engine 42, the engine (X-DF engine) using different fuels (LNG and diesel) is installed in the ship 1 in advance.

At this time, the power generation engine 42 using different fuels (LNG and diesel) has a capacity to sufficiently cover the power generation capacity required by a propulsion engine (MEGI engine) using different fuels (LNG and diesel).

Alternatively, the power generation engine 42 is not replaced with an engine (X-DF engine) that uses different fuels (LNG and diesel), but is installed as an engine that uses only diesel as fuel, but the power generation capacity is set to use different fuels (LNG and diesel). It can be pre-designed to meet the power generation capacity required by the propulsion engine (MEGI engine) used. In this case, there is an effect of lowering the construction cost compared to the power generation engine 42 using different fuels (LNG and diesel), but in terms of securing space, the power generation engine 42 using different fuels (LNG and diesel) is more There is an advantage.

Accordingly, in the embodiment of the present invention, by installing the power generation engine 42 on the ship 1 as an engine (X-DF engine) using different fuels (LNG and diesel) in advance, the propulsion of the container carrier 1 Even if the propulsion engine 41 is changed to an engine (MEGI engine) using different fuels (LNG and diesel) in order to use LNG as fuel, it is possible to dry without revealing the side of the hull 1, so the drying period This drastically reduces and the drying cost is also significantly reduced.

In addition, the power generation engine 42, in the case of an engine (X-DF engine) using different fuels (LNG and diesel), a diesel fuel injection nozzle mounting portion (not shown) and an LNG fuel injection nozzle mounting portion (not shown) It may include a nozzle portion 421 having a and a stroke portion 422 having a cylinder (S) and a piston (P).

The diesel fuel injection nozzle mounting portion includes an oil injection nozzle 4211 (diesel fuel injection nozzle), and the oil injection nozzle 4211 may inject diesel fuel into the power generation engine 42.

The LNG fuel injection nozzle mounting unit includes an LNG injection nozzle 4212 (LNG fuel injection nozzle), and the LNG injection nozzle 4212 can inject LNG fuel into the power generation engine 42, and is provided as a dummy member. Can be.

Therefore, in the embodiment of the present invention, the power generation engine 42 is previously installed on the ship 1 as an engine (X-DF engine) using different fuels (LNG and diesel), and the LNG injection nozzle is formed as a dummy member. Thus, even if the propulsion engine 41 is changed to an engine (MEGI engine) using different fuels (LNG and diesel) in order to use LNG as the propulsion fuel of the container carrier 1 in the future, the side of the hull 1 Since it can be dried without revealing, the drying period is drastically reduced and the drying cost is also significantly reduced.

The boiler 43 generates heat to convert water into steam, and uses only diesel as a fuel, or converts water into steam using heterogeneous fuels (LNG and diesel).

The engine control room 45 accommodates an engine controller (not shown) that controls the propulsion engine 41 or the power generation engine 42 and is disposed between the containers C stacked on the second deck 401. I can.

The engine control room 45 is a propulsion engine 41 or a power generation engine 42 in order to allow the propulsion engine 41 or the power generation engine 42 to use LNG as fuel when using LNG as a future propulsion fuel. A switch board installation space 443 for controlling LNG for installation of a gas supply device controller (not shown) that controls the supply of LNG fuel to the vehicle may be provided as an empty space therein (see FIG. 7C).

At this time, in the embodiment of the present invention, in order to allow the propulsion engine 41 or the power generation engine 42 to use LNG as fuel when using LNG as the future propulsion fuel, the gas supply device controller and the propulsion engine 41 Alternatively, a power line installation space 446 for installing a power line (not shown) connecting the power generation engine 42 may be provided as an empty space under the second deck 401. (See Fig. 7c)

As described above, in the embodiment of the present invention, in order to allow the propulsion engine 41 and the power generation engine 42 to use LNG as fuel when using LNG as the future propulsion fuel, a separate design change is not required. Since the gas supply controller and the power line can be directly installed in the switchboard installation space 443 for LNG control and the power line installation space 446, which are empty spaces, the drying period is drastically reduced and the drying cost is also significantly reduced.

The cargo hold 50 is formed so that the bays in which the container C is stacked are grouped into two units (that is, two bays are provided in one cargo hold 50), and a plurality of the bays in the hull 10 It can be provided.

Specifically, the cargo hold 50 is provided with an open lateral bulkhead structure (Open BHD Structure) between two watertight lateral bulkhead structures provided on both front and rear sides of the first bay 51 and the second bay. 52) can be divided.

The watertight transverse bulkhead structure refers to a structure in which one side is closed and the other side is open, and the open transverse bulkhead structure refers to a structure in which both one side and the other side are open.

Specifically, the watertight transverse bulkhead structure is a structure connecting one or two or more unit bulkheads and vertical or horizontal members between the unit bulkheads, and one of the unit bulkheads is a watertight bulkhead or closed bulkhead. In addition, the other unit partition wall is composed of an open partition wall (Open Bulkhead or Structural Bulkhead). Here, the vertical member may serve as a longitudinal bulkhead or a vertical web, and the horizontal member may serve as a deck.

The open transverse bulkhead structure has the same structure as the watertight transverse bulkhead structure, except that all of the unit bulkheads are composed of open bulkheads (open bulkheads or structural bulkheads).

The cargo hold 50 has a watertight transverse bulkhead structure in the front and rear, the left and right hulls of the hull 10 on the left and right, the upper side of the hatch cover (H) installed on the hatch coaming (not shown), the lower side of the ship bottom It can be formed surrounded by (11). (See Fig. 2c)

Here, the bottom portion 11 may be formed of a bottom inner plate 111 and a bottom outer plate 112 to form a double bulkhead in which a space is formed, and the inner space stores ballast water of the ship. It may be a ballast water storage chamber. At this time, a diesel fuel supply line 31 through which diesel fuel flows may be accommodated in at least a part of the ship bottom 11.

The left hull and the right hull may also be formed of an inner plate and an outer plate similar to the ship bottom 11 to form a double partition wall in which a space is formed, and a ballast water storage chamber may be formed therein.

The bay 60 is provided between the front of the engine room 40 and the rear of the diesel fuel storage tank 30, and may be formed of a pair of partition walls to accommodate the container C.

The bay 60 is the same in size, space, and accommodation as the first and second bays 51 and 52 of the cargo hold 50 described above, but the structure of the front and rear barrier ribs, and the subsequent liquefied gas storage tank T There is a different difference in that is acceptable.

Accordingly, the bay 60 will be described in detail below with reference to FIGS. 2A, 2B and 3 based on the existence of the difference.

2A is an AA′ cross-sectional view of the container carrier in FIG. 1, FIG. 2B is an AA′ cross-sectional view of the container carrier when the liquefied gas storage tank is mounted in FIG. 1, and FIG. 3 is an enlarged view of a portion D of the container carrier in FIG. (10) is an enlarged view of the longitudinal section of the D part.

2A and 3, the bay 60 is provided with a pair of partition walls (the first transverse partition structure 63 and the second transverse partition structure 64) in the front and rear sides, and a later bay 60 The pair of barrier ribs may be formed in a watertight transverse barrier structure so that the liquefied gas storage tank T can be installed.

The first and second transverse bulkhead structures 63 and 64 may include openings 631 and 641 in which one side is open and sealing parts 632 and 642 in which the other side is closed, and the openings 631 and 641 are the bays 60 The sealing portions 632 and 642 may be provided outside of the sealing portions 632 and 642, and the sealing portions 632 and 642 may include heat insulating layers 633 and 643 that insulate the bay 60. Here, the insulating layers 633 and 643 may be composed of A-60.

The first and second transverse bulkhead structures 63 and 64 safely accommodate the liquefied gas storage tank T to be dried inside the bay 60 for retrofit of the container carrier 1 and It is safe to protect containers (C) accommodated in the cargo hold 50 or various devices (propulsion engine 41, power generation engine 42, boiler 43, etc.) housed in the engine room 40 Devices or safety measures must be provided in advance.

To this end, in the embodiment of the present invention, both the first and second transverse partition wall structures 63 and 64 are configured as a watertight transverse partition wall structure, and at the same time, the insulating layers 633 and 634 are additionally configured.

The first and second transverse bulkhead structures 63 and 64 receive strength by connecting one or two or more unit bulkheads 631,632,641,642 and the unit bulkheads 631,632,641,642 with vertical or horizontal members (not shown). It is a structure that can be used. One of each unit bulkhead 631,632,641,642 is composed of a watertight bulkhead or closed bulkhead (632,642), and the other is composed of an open bulkhead (Open Bulkhead or Structural Bulkhead; 631 or 641).

The vertical member can act as a Longitudinal Bulkhead or Vertical Web, and the horizontal member can act as a deck.

The first transverse bulkhead structure 63 may have an opening 631 formed to be open toward the engine room 40, a sealing part 632 that is sealed inside the bay 60, and the second transverse bulkhead structure ( 64) may have an opening 641 formed to be open toward the cargo hold 50 and a sealing portion 642 formed to be sealed inside the bay 60. Here, in the sealing portions 632 and 642 of the first transverse partition wall structure 63 and the second transverse partition wall structure 62, insulating layers 633 and 643 may be formed, and the insulating layers 633 and 643 may be formed of A-60. .

In this way, both the first and second transverse bulkhead structures 63 and 64 are composed of watertight transverse bulkhead structures, so that the inside of the bay 60 is liquefied in order to use LNG as propulsion fuel for the container carrier 1 in the future. Even if the gas storage tank (T) is installed, there is an effect of reducing construction cost and shortening the construction period because separate man-hour does not enter the bulkhead.

Referring to Figure 2a to describe the shape of the bay 60 based on the cross section of the hull 10, the bay 60 has a hatch cover H on the upper side, a left hull (not shown) and a right side on the left and right sides. It may be composed of a hull (not shown) and a bench portion 61 formed of stepped steps that become narrower toward the lower side, and a bottom portion 11 provided at the lower side. Here, the bottom portion 11 may be a bottom portion provided at the lowermost side of the bay 60.

Looking at the first and second bays 51 and 52 in the cargo hold 50 shown in FIG. 2C, the first and second bays 51 and 52 in the cargo hold 50 rather than the bay 60 Since the focus is on accommodating the container C as much as possible regardless of whether the liquefied gas storage tank T is installed or not, the bench portion 61 is not formed.

However, in the bay 60, a bench part 61 is provided in case the container C is replaced with a liquefied gas storage tank T in order to use LNG as the propulsion fuel of the container carrier 1 in the future. I can. In this case, the bench part 61 may be formed to correspond to the recess part R of the liquefied gas storage tank T. Conversely, of course, the recessed portion R of the liquefied gas storage tank T to be installed may be formed to correspond to the stepped structure of the bench portion 61.

As described above, in the embodiment of the present invention, by forming the structure of the bench part 61 in the bay 60 in advance, the container C is a liquefied gas storage tank in order to use LNG as the propulsion fuel of the container carrier 1 in the future. If it is replaced with (T), it can finish drying quickly, reducing man-hours and significantly reducing construction period.

In addition, the bay 60 is liquefied in the lower bottom part 11 when the container C is replaced with a liquefied gas storage tank T in order to use LNG as the propulsion fuel of the container carrier 1 in the future. A reinforcing structure 62 capable of supporting the gas storage tank T may be provided.

The bottom part 11 (bottom part) is formed as a double partition wall of the bottom inner plate 111 and the bottom outer plate 112 to include a reinforcing structure 62 in the inner space, and the reinforcing structure 62 is at least one It may be composed of a Longitudinal member. The reinforcing structure 62 may be additionally configured not only on the bottom portion 11 but also on the lower side of the above-described bench portion 61.

The reinforcing structure 62 may prevent the bottom portion 11 from being destroyed from the weight of the liquefied gas storage tank T to be dried later. Specifically, the reinforcement structure 62 may be provided over the entire support (not shown) of the liquefied gas storage tank T, and is formed to withstand the weight of about 700 tons more for one support to be liquefied. There is an effect of improving the conduction stability of the gas storage tank (T).

In this case, a diesel fuel supply line 31 may be formed below a portion of the inner space of the bottom part 11 where the reinforcing structure 62 is provided.

As described above, in the embodiment of the present invention, the reinforcing structure 62 is formed in the bay 60 in advance, so that the container C is used as the liquefied gas storage tank T in order to use LNG as the propulsion fuel of the container carrier 1 in the future. If it is replaced with ), it can finish drying quickly, reducing man-hours and drastically reducing the construction period.

In the embodiment of the present invention may further include a propulsion device (not shown). The propulsion device transmits the power generated from the propulsion engine 41 to a propeller (not shown) through a propeller shaft (not shown), generates a propulsive force through rotational force generated from the propeller, and uses the generated propulsion force. The container carrier 1 can be moved.

As described above, in the container carrier 1 according to the present invention, a pair of bulkheads are formed in watertight transverse bulkhead structures 63 and 64 in the bay 60 provided in front of the engine room 40 to form the ship 1 By retrofit, there is an effect of shortening the construction period and reducing construction cost when the ship 1 is rebuilt as an LNG fueled ship.

In addition, the container carrier 1 according to the present invention is provided with a reinforcing structure 62 in the lower portion of the bay 60 provided in front of the engine room 40 to improve the performance of the ship 1, ) To the LNG fuel propulsion ship is very easy to do, and there is an effect that the rebuild work can be completed quickly.

In addition, the container carrier 1 according to the present invention, by pre-installing the power generation engine 42 and the boiler 43 as a heterogeneous fuel engine capable of using both LNG and diesel to improve the performance (Retrofit) the ship 1, When the ship 1 is rebuilt as an LNG fueled ship, the construction period is shortened and construction cost is reduced.

In addition, the container carrier 1 according to the present invention is prepared so that the power generation capacity of the power generation engine 42 meets the power generation capacity required by the propulsion engine using different fuels, thereby improving the performance of the ship 1 (Retrofit). By doing so, there is an effect of shortening the construction period and reducing construction cost when rebuilding the ship 1 as an LNG fuel-propelled ship.

In addition, the container carrier 1 according to the present invention includes an LNG supply line, an LNG control device, and a power line in case the main engine 41 or the auxiliary engine 42 is supplied with LNG in the engine room 40. By providing the space to be installed as empty spaces (441,442,443,444,445,446,447) to retrofit the ship, the construction period is shortened and the construction cost is reduced when the ship is rebuilt as an LNG-fueled ship.

In addition, the container carrier 1 according to the present invention, the propulsion engine 41 or the power generation engine 42 are all constructed as heterogeneous fuel engines, and all the parts involved in LNG are installed as dummy parts 4112 to improve the ship's performance. By retrofit, there is an effect of shortening the construction period and reducing construction cost when the ship is rebuilt into an LNG-fueled ship.

Although the present invention has been described in detail through specific examples, this is for explaining the present invention in detail, and the present invention is not limited thereto, and within the technical scope of the present invention, those of ordinary skill in the art It would be clear that the transformation or improvement is possible. In addition, the gas treatment systems 200 and 300 may be mounted on a ship, and at this time, the ship may be installed on various ships such as an LNG carrier and a container ship.

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

1: container ship 10: hull
11: bottom part (bottom part) 111: ship bottom inner plate
112: bottom shell plate 12: upper deck
20: cabin 21: stack
30: diesel fuel storage tank 31: diesel fuel supply line
32: diesel fuel auxiliary tank 40: engine room
401: second deck 402: third deck
41: propulsion engine 42: power generation engine
421: nozzle part 4211: nozzle for spraying oil
4212: LNG injection nozzle 422: administration
43: boiler 441: GVU installation space
442: GVT installation space 443: LNG control switch board installation space
444: LNG line installation space 445: LNG line installation space
446: power line installation space 447: GVU installation space
45: engine control room (ECR) 50: cargo hold
51: first bay 52: second bay
60: bay 61: bench portion
62: reinforcement structure 63: first transverse bulkhead structure
631: opening portion 632: sealing portion
633: insulation part 64: second transverse bulkhead structure
641: opening portion 642: sealing portion
643: insulation
C: container H: hatch cover
P: piston S: cylinder
T: liquefied gas storage tank R: recess

Claims (7)

hull;
An engine room provided in the hull;
A main engine provided in the engine room to provide propulsion power of a ship;
A plurality of auxiliary engines provided in the engine room and capable of using heterogeneous fuels (LNG and diesel) to generate electricity for the ship; And
Including a diesel fuel supply device for supplying diesel to the plurality of auxiliary engines and an LNG fuel supply device for supplying LNG,
When the main engine is changed to a different fuel engine, a backup space is provided as an empty space so that the LNG fuel supply device can be installed,
Boilers that consume different fuels (LNG and diesel);
An engine control room (ECR) accommodating an engine controller that controls the main engine or the auxiliary engine;
A second deck provided with the boiler and provided under the upper deck of the ship;
A third deck provided with the auxiliary engine and the engine control room and provided under the second deck; And
The main engine is provided, and a container carrier capable of mounting an LNG fuel propulsion system, further comprising a fourth deck provided below the third deck. The method of claim 1, wherein the LNG fuel supply device,
A gas control unit for controlling the gas supplied to the auxiliary engine; And
Includes a supply line connecting the auxiliary engine and the gas control unit,
The backup space,
GVU installation space for installation of the gas control unit; And
A container carrier capable of mounting an LNG fuel propulsion system, characterized in that it comprises an LNG line installation space for installation of the supply line. delete The method of claim 2, wherein the LNG line installation space,
A container carrier capable of mounting an LNG fuel propulsion system, characterized in that it is provided in an empty space under the second deck or under the third deck. The method of claim 2, wherein the engine control room,
A container capable of mounting an LNG fuel propulsion system, characterized in that an LNG control switchboard installation space for installing a gas supply controller that controls gas supply to the main engine or auxiliary engine using different fuels is provided as an empty space. Carrier. The method of claim 5,
A container carrier capable of mounting an LNG fuel propulsion system, further comprising a power line installation space for installation of a power line connecting the gas supply controller and the main engine or the auxiliary engine. The method of claim 6, wherein the power line installation space,
A container carrier capable of mounting an LNG fuel propulsion system, characterized in that it is provided in an empty space under the second deck.

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