KR102216750B1 - Ship - Google Patents

Abstract

The present invention relates to a ship, which stores gaseous fuel for supply to a propulsion engine, and includes a liquefied gas storage tank mounted on an upper part of a stern in a hull; And a fuel processing unit for processing the gaseous fuel to supply the gaseous fuel to the propulsion engine, wherein the fuel processing unit is disposed at the rear of the engine room accommodating the propulsion engine in the hull, and one side of the steering gear room It characterized in that it is provided in.

Description

Ship{Ship}

The present invention relates to a ship.

A ship is a means of transport that navigates the ocean with a large amount of minerals, crude oil, natural gas, or thousands of containers, etc., and is made of steel and 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, environmental pollution due to various harmful substances contained in exhaust gas when burning heavy oil, etc. is serious, and regulations on environmental pollution are strengthened, so that heavy oil is fueled. Regulations for propulsion devices using euros are also being strengthened, and costs for satisfying these regulations are 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.

Liquefied natural gas is liquefied by cooling methane obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid that contains almost no pollutants and has a high calorific value. Liquefied petroleum gas, on the other hand, is a fuel made into a liquid by compressing gas containing propane (C3H8) and butane (C4H10) as main components from oil fields together with oil at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless, and is widely used as fuel for home, business, industrial and automobiles.

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, and liquefied natural gas is stored in a volume of 1/600 by liquefaction. 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 have been made to improve fuel efficiency, lower emissions, and improve operational efficiency by installing engines that consume liquefied gas in ships such as mineral carriers and bulk carriers.

The present invention was created to improve the conventional technology, and is capable of propulsion using liquefied gas as a fuel, and to provide a ship with an optimized structure for using liquefied gas as a fuel.

A ship according to an embodiment of the present invention stores gaseous fuel for supply to a propulsion engine, and includes a liquefied gas storage tank mounted on an upper part of the stern in the hull; And a fuel processing unit for processing the gaseous fuel to supply the gaseous fuel to the propulsion engine, wherein the fuel processing unit is disposed at the rear of the engine room accommodating the propulsion engine in the hull, and one side of the steering gear room It characterized in that it is provided in.

Specifically, the fuel processing unit may have a height corresponding to the steering chamber.

Specifically, the fuel processing unit may be provided below the liquefied gas storage tank.

Specifically, the fuel processing unit may be arranged to be biased from the center to one side in the left-right direction in the hull.

Specifically, the steering gear room may be a safety zone in which non-explosion-proof equipment can be arranged.

Specifically, the fuel processing unit may have a cofferdam on a surface in contact with the steering engine room and the engine room.

Specifically, a front surface of the fuel processing unit may be provided in parallel with the front surface of the steering machine room.

Specifically, it may be a bulk carrier having a hold for loading cargo.

Since the ship according to the present invention uses a propulsion engine that uses liquefied gas as fuel in place of gasoline or diesel, there is an effect of increasing fuel economy, reducing exhaust gas emissions, and improving operational efficiency.

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

1 is a side view of a ship according to a first embodiment of the present invention.
2 is a plan view of a ship according to the first embodiment of the present invention.
3 is a plan view of a ship according to a second embodiment of the present invention.
4 is a front view of a ship according to a third embodiment of the present invention.
5 is a plan view of a ship according to a third embodiment of the present invention.
6 is a plan view of a ship according to a fourth embodiment of the present invention.
7 is a side view of a ship according to a fifth embodiment of the present invention.
8 is a plan view of a ship according to a fifth embodiment of the present invention.
9 is a plan view of a ship according to a sixth embodiment of the present invention.
10 is a plan view of a ship according to a seventh embodiment of the present invention.
11 is a plan view of a ship according to an eighth embodiment of the present invention.
12 is a plan view of a ship according to a ninth embodiment of the present invention.
13 is a plan view of a ship according to a tenth embodiment of the present invention.
14 is a plan view of a ship according to an eleventh embodiment of the present invention.
15 is a side view of a ship according to a twelfth embodiment of the present invention.
16 is a side view of a ship according to a thirteenth embodiment of the present invention.
17 is a side view of a ship according to a fourteenth embodiment of the present invention.
18 is a plan view of a ship according to a fourteenth 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.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, in the present specification hereinafter, gaseous fuel may be used to encompass all fuels vaporized in a gaseous state at room temperature, such as LNG or LPG, ethylene, ammonia, and the like.

In addition, hereinafter, it is noted that the liquefied gas may be used as a term encompassing all of a liquid state or a naturally vaporized or forced vaporized gas state.

In the present specification, the ship may be a bulk carrier such as a mineral carrier (VLOC), a grain carrier, and the like, but in addition, it may encompass all of a variety of ships having a hold for loading cargo. In other words, the ship of the present invention may refer to a general commercial ship whose ship type is not limited.

1 is a side view of a ship according to a first embodiment of the present invention, and FIG. 2 is a plan view of a ship according to the first embodiment of the present invention.

1 and 2, the ship 1 according to the first embodiment of the present invention includes a hull 10, a cabin 20, a liquefied gas storage tank 30, an engine casing 40, and an engine room. 50, a fuel processing unit 60, a mooring equipment 70, and the like.

The hull 10 can be divided into a bow 11, a central part 12, and a stern 13 in the front and rear direction, and the bow 11 has a spherical bow (symbol not shown) in order to reduce wave resistance during sailing. ), etc. may be provided. Of course, the shape of the player 11 is not particularly limited, and the ball player may be omitted, or a ball player having a shorter protruding length compared to the general ball player may be provided.

The central portion 12 has a shape in which a certain central cross section extends back and forth between the bow 11 and the stern 13, and the central portion 12 may have a hold 121 for loading cargo. At this time, a plurality of the hold 121 may be arranged side by side in the front and rear direction of the hull 10, and a cofferdam 121a may be provided between the hold 121 and the hold 121.

In the present invention, the cargo to be loaded on the hold 121 may be powdered matter such as minerals and grains, but is not particularly limited. However, the present invention may be a bulk carrier having a hold 121.

In the hold 121, an entrance (not shown) may be provided on the upper side to allow cargo to flow out, and a hatch coaming 121b may be provided around the entrance. The hatch coaming 121b may be provided to protrude upward from the upper deck 14 of the hull 10.

A hatch cover 121c is provided on the hatch coaming 121b. The hatch cover 121c is a configuration capable of opening and closing the hatch coaming 121b, and to open the hatch coaming 121b or cover the hatch coaming 121b by various methods such as sliding, folding, lifting, etc. Can be installed.

An inclined surface (not shown) may be provided inside the hold 121, and the inclined surface may be used to prevent the cargo from remaining in the hold 121. This is because when the hold 121 has a right-angled corner, the equipment for withdrawing cargo cannot approach the corner of the corner, so that the cargo cannot be withdrawn and remain at the corner of the bottom of the hold 121.

Of course, the shape of the inside of the hold 121 is not particularly limited, and the shape of the hold 121 may be variously determined according to the type of cargo loaded in the hold 121, a ship type, and a loading amount.

The stern 13 has an engine room 50 in which a propulsion engine 51 for propelling the hull 10 is provided. An empty space may be formed inside the stern 13 at the rear of the engine room 50, and this space stores seawater and a stern tank 131 for implementing the trim of the stern 13 to sink the stern 13 )(Aft Peak Tank).

In addition, the stern 13 may be equipped with a cabin 20, an engine casing 40, etc., which will be described later, and unlike the structure of the relatively simple central part 12, the structure of the stern 13 is the propulsion of the hull 10 It can be designed in combination with efficiency and space utilization.

In particular, in this embodiment, the stern 13 may have a shape in which the left and right widths are significantly expanded compared to the stern 13 of a general bulk carrier. This can be confirmed through comparison with the left and right widths of the conventional bulk carrier indicated by the dashed-dotted line on the drawing.

In the conventional case, since there is no need to mount a special configuration other than the mooring equipment 70 on the upper part of the stern 13, the stern 13 has a shape in which the left and right widths are significantly reduced toward the rear for reasons such as material reduction. However, this embodiment has been improved to be able to mount a configuration such as a liquefied gas storage tank 30 on the upper part of the stern 13, as it goes further to the rear to secure a mounting space for the liquefied gas storage tank 30, etc. The degree of reduction in the left and right widths has been significantly reduced compared to the prior art. For example, in this embodiment, the left and right widths of the stern 13 may be (almost) the same full width as the left and right widths of the central portion 12.

The cabin 20 is provided on the stern 13 and forms a living space in which a crew member resides. In addition, the cabin 20 may include a room capable of controlling the navigation of the hull 10. The cabin 20 may have the form of a multi-storey building, and has a flat cross section of a rectangular parallelepiped.

The left and right widths of the cabin 20 may be relatively smaller than the left and right widths of the hull 10. At this time, a rescue boat (not shown) or a life raft (not shown) may be provided on at least one side of the left or right side of the cabin 20, and a height higher than the upper deck 14 It may have a platform (not shown) that is connected to the upper deck 14 through a staircase so that a crew member or the like can access a rescue boat or the like. In this case, the platform may be in the form of a separate structure separated from the cabin 20.

However, unlike the above, the present invention may include a case where the left and right widths of the cabin 20 are the same as the left and right widths of the hull 10. At this time, instead of providing a platform for access to the rescue boat separately from the cabin 20, the left and right sides of the cabin 20 have a recessed inward, and a rescue boat is provided in the recessed portion while being recessed. You can let the part itself implement the role of the platform. That is, at least a portion of the cabin 20 may form a platform for a rescue boat. In this case, when the crew wants to approach the rescue boat from the cabin 20, they do not need to go through the upper deck 14, so they can expect a quick escape.

The liquefied gas storage tank 30 stores gaseous fuel. The gaseous fuel stored by the liquefied gas storage tank 30 may be LNG or the like as mentioned above, and the gaseous fuel may be stored in the liquefied gas storage tank 30 in a liquid state.

The liquefied gas storage tank 30 may be a Type C high pressure storage tank that stores gaseous fuel at high pressure. In this case, the liquefied gas storage tank 30 may have an inner tank, an outer tank, and a heat insulating portion (vacuum portion) therebetween. The pressure at which the liquefied gas storage tank 30 stores gaseous fuel may be 5 to 50 bar or more, and as the gaseous fuel is stored at high pressure, the boiling point rises to minimize vaporization, and the propulsion engine 51 is required. The energy required when pressurizing the gaseous fuel to a pressure that can be reduced can be reduced.

The liquefied gas storage tank 30 may have a shape having a hemispherical shape in front and rear and a cylindrical shape in the center. That is, the liquefied gas storage tank 30 has a capsule shape, which is for stably storing high pressure gaseous fuel.

Of course, in the present invention, the shape of the liquefied gas storage tank 30 is not limited to the above, and it is noted that the liquefied gas storage tank 30 can be freely applied to other types of the Type C tank such as a Bilobe type and a Lattice type to be described later. .

The gaseous fuel stored in the liquefied gas storage tank 30 may be supplied to the propulsion engine 51. The propulsion engine 51 may be a high-pressure gas injection engine (ME-GI), a heterogeneous fuel power generation engine (DFDE), a low-pressure gas injection engine (XDF), and/or a gas turbine mounted in the engine room 50, and It can cover any engine that can use fuel to generate momentum.

However, since the gaseous fuel stored in the liquefied gas storage tank 30 may be in a state different from the temperature or pressure required by the propulsion engine 51, the gas between the liquefied gas storage tank 30 and the propulsion engine 51 The fuel may be processed by the fuel processing unit 60 to be described later.

The liquefied gas storage tank 30 may be mounted above the stern 13 in the hull 10. In the case of a bulk carrier, it is common to implement propulsion using diesel, and the diesel may be stored in a tank provided adjacent to the engine room 50 within the hull 10, and in this embodiment, the propulsion engine 51 As the liquefied gas storage tank 30 for storing the used gaseous fuel is provided on the outside of the hull 10, the space utilization inside the hull 10 can be improved and the loading capacity can be improved.

The liquefied gas storage tank 30 may be installed on the upper deck 14 of the stern 13 and may be disposed behind the cabin 20 from the upper part of the stern 13. At this time, the liquefied gas storage tank 30 may be disposed in the center in the left and right direction from the top of the stern 13, and the hemispherical front and rear sides of the liquefied gas storage tank 30 are arranged to be parallel to the front and rear directions of the hull 10. Can be. That is, the liquefied gas storage tank 30 may be elongated in the front and rear direction of the hull 10.

At least one saddle 31 may be provided on the upper deck 14 of the stern 13, and the capsule-shaped liquefied gas storage tank 30 is supported by the saddle 31, so that the upper deck 14 of the stern 13 ) Can be installed. At this time, the saddle 31 and the surrounding structures are spaced apart from each other, so that vibrations are not shared with each other.

For example, as the saddle 31 and the engine casing 40 are separated from each other as shown in the drawing, vibrations from the engine casing 40 are prevented from being transmitted to the liquefied gas storage tank 30 through the saddle 31 Can be. At this time, the distance between the saddle 31 and the engine casing 40 may be efficiently selected according to the vibration of the engine casing 40.

The engine casing 40 is provided in the upper part of the stern 13 in order to process the exhaust of the propulsion engine 51. In particular, in this embodiment, the engine casing 40 may be provided on the left or right side of the liquefied gas storage tank 30.

As described above, the liquefied gas storage tank 30 is disposed in the center in the left and right direction from the top of the stern 13, so the engine casing 40 is not installed at the top of the stern 13. It may be provided on the port side or starboard side that is not. For example, as shown in the drawing, the engine casing 40 may be installed on the starboard side of the upper deck 14 of the stern 13.

The engine casing 40 may be connected to the engine room 50 to purify exhaust exhaust from the propulsion engine 51 and discharge it to the outside. To this end, the engine casing 40 may be provided in a form in which a funnel 41 extends upward.

The engine casing 40 may be installed to be spaced apart from the saddle 31 supporting the liquefied gas storage tank 30. In the case of the engine casing 40, a strong vibration may occur in the process of discharging a large amount of exhaust generated from the propulsion engine 51 to the outside. When the vibration is transmitted to the liquefied gas storage tank 30, the liquefied gas storage tank 30 This is because unnecessary sloshing or vaporization may occur in), and the structural stability of the liquefied gas storage tank 30 may be impaired.

A fuel processing unit 60 for processing gaseous fuel stored in the liquefied gas storage tank 30 and supplying it to the propulsion engine 51 may be provided at the rear of the engine casing 40, the engine casing 40 and the fuel processing unit (60) They can also be placed apart from each other. However, the reason why the engine casing 40 and the fuel processing unit 60 are separated is because the fuel processing unit 60 is classified as a dangerous area according to the area handling explosive gaseous fuel.

In this embodiment, since the liquefied gas storage tank 30 is disposed in the center of the left and right direction from the upper deck 14 of the stern 13 and the engine casing 40 is disposed on the right side, left and right imbalance occurs in the ship 1 I can.

However, in this embodiment, a pair of diesel storage tanks 122 for storing diesel fuel for supply to the propulsion engine 51 are provided on the left and right sides of the hull 10, but the diesel storage tank 122 is asymmetrically left and right. By being provided, it is possible to solve the left-right imbalance of the ship (1).

For example, the diesel storage tank 122 provided on the right side where the engine casing 40 is disposed may be formed smaller than the diesel storage tank 122 provided on the left side, and the diesel storage tank 122 provided on one side is the other side. The front and rear widths may be shorter than that of the diesel storage tank 122 provided.

In this embodiment, as the rear end of the diesel storage tank 122 provided on the right side is provided to be biased to the front side than the rear end of the diesel storage tank 122 provided on the left side, between the engine casing 40 and the engine room 50 It is possible to prevent the diesel storage tank 122 from interfering with the communication part. At the same time, as the rear end of the diesel storage tank 122 provided on the left side is provided to be biased to the rear than the rear end of the diesel storage tank 122 provided on the right side, the engine casing 40 is tilted from the left and right side of the stern 13 to one side. Even if it is arranged, the balance is balanced by the diesel storage tank 122 on the left side extending rearward than the diesel storage tank 122 on the right side, and there is no problem in the stability of the ship 1.

The engine room 50 accommodates the propulsion engine 51. The engine room 50 may be provided inside the stern 13, accommodates at least one propulsion engine 51, and transmits the exhaust of the propulsion engine 51 to the engine casing 40.

The engine room 50 may be isolated from each other by a hold 121 and a cofferdam 121a provided at the rearmost side, and a diesel storage tank 122 may be provided on the left and right sides of the engine room 50. At this time, as mentioned above, the diesel storage tank 122 provided on the left side of the engine room 50 may have a shape extending further to the rear than the diesel storage tank 122 provided on the right side of the engine room 50.

Air circulation is required to the engine room 50, and a fan room 52 for accommodating a fan (not shown) for air circulation may be provided. The fan room 52 may be provided by being exposed to the outside from the stern 13 to introduce external air. For example, the fan room 52 is opposite to the engine casing 40 based on the liquefied gas storage tank 30. It can be provided on the left. Therefore, the exhaust air discharged from the engine casing 40 may not be mixed with the outside air sucked by the fan room 52.

In order to open the engine room 50 forcibly, an engine room hatch 53 may be provided in the engine room 50, and the engine room hatch 53 may be exposed to the upper deck 14 of the stern 13 . The engine room hatch 53 may remain closed when it is not in an emergency, and may be opened when an emergency situation in which the engine room 50 is forcibly opened occurs. The engine room hatch 53 may be provided in front of the engine casing 40 from the upper deck 14 of the stern 13, but the position is not particularly limited.

However, since there is not enough space between the liquefied gas storage tank 30 and the cabin 20 to secure the volume of the liquefied gas storage tank 30, it is difficult to arrange the engine room hatch 53, and the engine room hatch opened in case of emergency. Since there is a risk that the gaseous fuel exiting through 53 may flow into the cabin 20, the engine compartment hatch 53 is provided at a position as far as possible from the cabin 20 on the left and right of the liquefied gas storage tank 30. I can.

The fuel processing unit 60 processes gaseous fuel to supply the gaseous fuel to the propulsion engine 51. The fuel processing unit 60 may include components such as a pump, a compressor, a vaporizer, and a heat exchanger for pressurizing or compressing gaseous fuel, and the configurations included in the fuel processing unit 60 are not particularly limited, and a liquefied gas storage tank ( 30) may include all configurations for changing the gaseous fuel stored in the state required by the propulsion engine 51.

The fuel processing unit 60 may be provided on an upper portion of the stern 13 such as the liquefied gas storage tank 30 and the engine casing 40 to be exposed to the outside. For example, the fuel processing unit 60 may include a liquefied gas storage tank ( It may be provided in the rear of the engine casing 40 on the left or right side of 30).

At this time, since the fuel processing unit 60 is a dangerous area handling explosive gaseous fuel, it may be installed to be spaced apart from the engine casing 40. Alternatively, the fuel processing unit 60 may be provided integrally with the engine casing 40 and mounted on the stern 13 at once, and in this case, a cofferdam (not shown) between the fuel processing unit 60 and the engine casing 40 Can be provided.

The fuel processing unit 60 may be provided behind the engine casing 40 in the stern 13, and the mooring equipment 70 for mooring the hull 10 must be disposed in the stern 13, so the fuel processing unit Interference between 60 and the mooring equipment 70 may be a problem.

Accordingly, in this embodiment, the fuel processing unit 60 is supported upwardly and spaced apart from the upper part of the stern 13 using a support 61 such as a fatigue structure, and the mooring equipment 70 is located below the fuel processing unit 60. By placing the mooring equipment 70 and the fuel processing unit 60 can be arranged vertically so that there is no interference.

That is, the fuel processing unit 60 may be provided above the mooring equipment 70, and the lower surface of the fuel processing unit 60 may be spaced upward from the upper deck 14 of the stern 13. On the other hand, the engine casing 40 is a configuration that is directly connected to the upper deck 14 of the stern 13, so if the engine casing 40 and the fuel processing unit 60 are to be integrally manufactured and mounted at once, the mooring Considering the arrangement process of the equipment 70, a support 61 or the like is provided in advance on the stern 13, and a block in which the fuel processing unit 60 and the engine casing 40 are integrated may be mounted.

Since the fuel processing unit 60 is a dangerous area for processing gaseous fuel and must be placed above the upper deck 14 of the stern 13, which is a work space where the crew passes, the fuel processing unit 60 is sealed separately to protect the crew. It can have a structure. In this case, the sealing structure may be an explosion-proof cover or the like surrounding the fuel processing unit 60, and in particular, the sealing structure on the lower surface of the fuel processing unit 60 may be reinforced compared to other surfaces.

The mooring equipment 70 is provided above the stern 13 to moor the hull 10. The mooring equipment 70 may include a winch 71 for winding the mooring line 73, and a bollard 72 for guiding the direction of the mooring line 73 released from the winch 71. .

The mooring line 73 released from the winch 71 may be extended to the outside through a choke (not shown) provided in the hull 10, and fixed to a mooring facility provided on land or other structures. It is possible to moor the hull 10.

A plurality of winches 71 may be provided, and for example, in this embodiment, two winches 71 may be provided with two port sides and two starboard sides. At this time, at least one of the starboard side winches 71 may be disposed to overlap the fuel processing unit 60 vertically, but the fuel processing unit 60 is provided to be supported upward by the support 61, so the fuel processing unit 60 And the winch 71 can be provided without interference from each other by being spaced up and down.

Among the plurality of winches 71, the winch 71 close to the left or the right can moor the hull 10 by loosening the mooring line 73 in the left or right direction, and a winch close to the center of the hull 10 ( 71) can moor the hull 10 by loosening the mooring line 73 to the rear of the hull 10.

However, the liquefied gas storage tank 30 is located in the center of the stern 13, and the gap between the lower end of the liquefied gas storage tank 30 and the upper deck 14 supported by the saddle 31 is the winch 71 Since it is not enough to arrange the liquefied gas storage tank 30, the mooring line 73 extending in parallel to the rear by the winches 71 disposed adjacent to the left and right of the liquefied gas storage tank 30 is based on the center of the hull 10 The regulation limiting the left and right spacing between the mooring lines 73 to a certain range cannot be satisfied.

In order to solve this, in this embodiment, the bollard 72 is disposed at the rear of the liquefied gas storage tank 30, and the mooring line 73 released from the winches 71 provided on the left and right of the liquefied gas storage tank 30 It extends obliquely with the front and rear center line of the hull 10 and passes through the bollard 72 while surrounding the liquefied gas storage tank 30, and exits to the outside through the choke of the hull 10, and the rear mooring line 73 It can satisfy the rules for the left and right spacing of

The bollard 72 is provided around the rear of the liquefied gas storage tank 30 in a hemispherical shape, and may be disposed closer to the center of the hull 10 than the left and right sides of the liquefied gas storage tank 30, such a bollard 72 Through this embodiment, even if the liquefied gas storage tank 30 is placed in the center from the top of the stern 13, the rear mooring line 73 can be prevented from being moored.

As described above, in this embodiment, the liquefied gas storage tank 30 and the engine casing 40 for storing gaseous fuel at high pressure are arranged on the upper part of the stern 13, so that the space inside the hull 10 can be efficiently designed. It has the effect of being able to.

3 is a plan view of a ship according to a second embodiment of the present invention.

Referring to Fig. 3, the ship 1 according to the second embodiment of the present invention differs from the first embodiment in the shape of the cabin 20. Hereinafter, the present embodiment will be mainly described in terms of differences compared to the previous embodiment, and a portion where the description is omitted will be replaced with the previous content. For reference, it is noted that this is also the same in describing other embodiments below.

In this embodiment, the cabin 20 may have a shape surrounding the left and right sides of the liquefied gas storage tank 30. For example, as shown in the drawing, the cabin 20 may be in a form having a flat cross-section in a "C" shape.

The liquefied gas storage tank 30 may be in the form of a capsule, and the front may be in a hemispherical shape, and the cabin 20 may have a shape surrounding the front of the liquefied gas storage tank 30 in a hemispherical shape from side to side. At this time, the cabin 20 includes a central portion 21 provided in front of the liquefied gas storage tank 30 and a side portion 22 connected to extend from the left and right to the rear of the central portion 21.

In this embodiment, since some cabins 20 can be disposed on the left and right sides of the liquefied gas storage tank 30, the size of the central portion 21 can be reduced. Therefore, compared to the cabin 20 in the first embodiment indicated by a dotted line as shown in the drawing, the front and rear width of the cabin 20 in this embodiment may be reduced in the central portion 21. At this time, the reduced front and rear width may lead to structural improvement such as extension of the front and rear length of the liquefied gas storage tank 30, reduction of the length of the hull 10, and extension of the length of the hold 121.

Since the side portion 22 has a shape extending from the left and right to the rear of the central portion 21, the rear end of the side portion 22 may be disposed behind the front end of the liquefied gas storage tank 30. That is, between the rear end of the central portion 21 and the rear end of the side portion 22 in the cabin 20, the front end of the liquefied gas storage tank 30 is placed.

At this time, the side portion 22 may be provided to have a height smaller than that of the central portion 21, and the height of the side portion 22 may form a step shape that lowers to the rear. Since the front and rear widths of the central portion 21 can be reduced by an area in which the side portion 22 extends rearward of the central portion 21, the size of the side portion 22 may be variously determined.

The front edge of the side portion 22 may have a chamfered shape or a curved shape such as a streamlined shape. Therefore, when the ship 1 sails, the wind applied to the cabin 20 naturally flows in the left and right directions from the front edge of the side portion 22, so that the wind load in the cabin 20 may be reduced.

Alternatively, the side portion 22 may have a shape that extends rearward as it moves away from the central portion 21, and unlike the drawing, both the front and the rear may be inclined to the rear. In this case, the side portion 22 has a parallelogram shape, for example.

As described above, in this embodiment, the cabin 20 is provided in a "c" shape surrounding the liquefied gas storage tank 30 to reduce the front and rear width of the cabin 20 to increase the volume of the liquefied gas storage tank 30. It can work.

4 is a front view of a ship according to a third embodiment of the present invention, and FIG. 5 is a plan view of a ship according to the third embodiment of the present invention.

4 and 5, in this embodiment, the cabin 20 is provided to surround the liquefied gas storage tank 30 similar to the previous second embodiment, but the cabin 20 of this embodiment is a previous embodiment. Unlike the liquefied gas storage tank 30 may be provided to surround the left and right and upper sides.

That is, the cabin 20 has a "U" shape that is inverted when viewed from the front, and may be disposed to overlap the liquefied gas storage tank 30 in the front and rear direction from the top of the stern 13, and the liquefied gas storage tank 30 It has a shape around the center of the cylinder shape.

The cabin 20 is mounted on the upper side of the stern 13 and is supported by the side portions 22 and side portions 22 provided on the left and right sides of the liquefied gas storage tank 30 and is supported by the upper side of the liquefied gas storage tank 30 It may include a central portion 21 provided in.

At this time, the central part 21 may be provided so that its lower surface faces the liquefied gas storage tank 30 but is spaced apart, and the lower surface of the central part 21 has a cofferdam in order to protect the central part 21 from the liquefied gas storage tank 30. A configuration such as (not shown) may be provided.

In this embodiment, the engine casing 40 is provided at the rear of the cabin 20. However, in the cabin 20, the side part 22 on either side of the left and right sides is provided with a smaller front and rear width than the side part 22 on the other side, and the engine casing 40 has a front and rear width equal to the difference in the front and rear width of the side part 22. I can.

For example, in the cabin 20, the side portion 22 on the left side is formed to have a longer front and rear width than the side portion 22 on the right side, but the two side portions 22 may be provided so that the front end is parallel and the rear end is shifted back and forth. At this time, the engine casing 40 is provided at the rear of the side portion 22 on the right side, and the rear end of the engine casing 40 may be disposed in parallel with the rear end of the side portion 22 on the left. At this time, the engine casing 40 may be provided integrally with the side portion 22 on the right side.

Here, the central portion 21 of the cabin 20 may correspond to the front and rear widths of the side portions 22 whose front and rear widths are relatively small among the pair of side portions 22. That is, the front and rear widths of the central portion 21 may be relatively smaller than the front and rear widths of the left side portion 22.

As described above, in this embodiment, by providing the cabin 20 in the form of surrounding the liquefied gas storage tank 30 upward, it is possible to secure the maximum volume of the liquefied gas storage tank 30 at the top of the stern 13 Therefore, it is possible to increase operational efficiency.

6 is a plan view of a ship according to a fourth embodiment of the present invention.

Referring to FIG. 6, the ship 1 according to the fourth embodiment of the present invention may be provided with different types of liquefied gas storage tanks 30.

The liquefied gas storage tank 30 in this embodiment may be a Lattice type tank rather than a capsule type tank. That is, the liquefied gas storage tank 30 of this embodiment is a tank having a relatively rectangular parallelepiped shape, and may have a larger storage capacity than a capsule type for the same installation space.

At this time, the liquefied gas storage tank 30 may be provided to be supported on the upper deck 14 of the stern 13 by a separate platform (not shown), and the height of the platform is relatively higher than the height of the saddle 31 It can be high.

In this case, in this embodiment, since the winch 71 of the mooring equipment 70 may be installed under the platform, a winch 71 or a mooring line 73 is provided under the liquefied gas storage tank 30. Etc. may be provided. Accordingly, in this embodiment, the bollard 72 for securing the left and right spacing of the rear mooring line 73 can be omitted, and the winch 71 can be reduced from four to three.

7 is a side view of a ship according to a fifth embodiment of the present invention, and FIG. 8 is a plan view of a ship according to the fifth embodiment of the present invention.

7 and 8, the ship 1 according to the fifth embodiment of the present invention may include a plurality of liquefied gas storage tanks 30. In this embodiment, the liquefied gas storage tanks 30 may be provided in a pair, and may be provided at the center to the outside in the left and right directions from the top of the stern 13.

At this time, the engine casing 40 may be disposed in the center in the left-right direction from the upper deck 14 of the stern 13, and a pair of liquefied gas storage tanks 30 are provided to surround the engine casing 40 in the left and right directions. I can.

As the engine casing 40 is disposed in the center in the left and right direction, unlike the first embodiment, there is no reason for a situation in which the hull 10 tilts due to the arrangement of the engine casing 40. Therefore, in this embodiment, the diesel storage tank 122 provided inside the hull 10 may be provided to be symmetrical left and right.

In addition, in this embodiment, a fuel processing unit 60 may be provided at the rear of the engine casing 40, and a pair of liquefied gas storage tanks 30 may have the engine casing 40 and the fuel processing unit 60 left and right. It can be arranged to wrap around. For example, the engine casing 40 and the fuel processing unit 60 may be disposed within the front and rear widths of the pair of liquefied gas storage tanks 30.

The fuel processing unit 60 may be provided to be supported by the support 61 on the upper deck 14 of the stern 13, in the same/similar to the first embodiment, and a mooring under the fuel processing unit 60 Equipment 70 may be deployed.

Since the inside of the fuel processing unit 60 is a space through which gaseous fuel flows, the vent part 62 needs to be provided for ventilation such as air circulation or discharge of leaked gaseous fuel. At this time, the vent part 62 allocated to the fuel processing part 60 may be provided between the engine casing 40 and the cabin 20.

Therefore, the fuel processing unit 60 may be ventilated between the engine casing 40 and the cabin 20. In this case, the gas emitted by the vent part 62 may be mixed with explosive gaseous fuel, so this embodiment faces the vent part 62 in the cabin 20 to protect the cabin 20. The rear may be provided in a closed type without an opening and closing part.

An engine room hatch 53 may be disposed in a space between the engine casing 40 and the cabin 20 where the vent part 62 is provided. If gas fuel is vented through the vent part 62 while the engine compartment hatch 53 is open, the gas fuel may flow back through the engine compartment hatch 53, but in reality the engine compartment hatch 53 When the engine compartment hatch 53 is kept closed and the engine compartment hatch 53 is open, the operation of the fuel processing unit 60 is stopped due to an emergency situation, and thus ventilation is not performed, so the vent part 62 and the engine compartment hatch 53 It doesn't matter if they are placed in one space instead of in separate spaces.

The mooring equipment 70 includes a winch 71 and a bollard 72, and in this embodiment, since the liquefied gas storage tank 30 is provided on the left and right of the upper deck 14 of the stern 13, not the center , The winch 71 may be disposed near the center of the upper deck 14 of the stern 13. In addition, as described above, the winch 71 may be provided under the fuel processing unit 60.

The bollard 72 may be located under the liquefied gas storage tank 30. The liquefied gas storage tank 30 may be spaced upward from the upper deck 14 of the stern 13 by the saddle 31, and the height of the saddle 31 is a winch under the liquefied gas storage tank 30. It is difficult to arrange 71), but the arrangement of the bollard 72 may be possible.

In this embodiment, since the center of the stern 13 is surrounded by a pair of liquefied gas storage tanks 30, the mooring line 73 released from the winch 71 extends to a choke. It is necessary to penetrate the portion where the storage tank 30 is installed.

Therefore, the mooring line 73 is released from the winch 71 and penetrates the lower side of the liquefied gas storage tank 30 to extend to the outside, and the bollard 72 is also a liquefied gas storage tank supported by the saddle 31. It is installed below the 30 to guide the direction of the mooring line 73.

However, since the bollard 72 must be provided between a plurality of saddles 31 supporting the liquefied gas storage tank 30 in the front and rear direction, the mooring line 73 guided by at least one bollard 72, It may include a portion that is inclined backward in the process of being connected to the choke.

That is, the mooring line 73 released from the winch 71 is obliquely guided forward and outward by the first bollard 72 disposed between the saddle 31, and then the second disposed adjacent to the saddle 31. It may be guided obliquely to the rear and outside by the bollard 72.

As described above, in this embodiment, the engine casing 40 and the fuel processing unit 60 are placed in the center in the left-right direction from the upper portion of the stern 13, and the liquefied gas storage tank (which is a high-pressure storage tank) on the left and right sides of the engine casing 40 ( By providing 30), it is possible to sufficiently secure a sailing distance by increasing the storage capacity of gas fuel.

9 is a plan view of a ship according to a sixth embodiment of the present invention.

Referring to FIG. 9, in the case of this embodiment, unlike the previous fifth embodiment, the arrangement of a pair of liquefied gas storage tanks 30 may be different. In this embodiment, a pair of liquefied gas storage tanks 30 may be arranged in a form that opens from the rear to the front.

In this case, since the central space between the pair of liquefied gas storage tanks 30 can be secured larger than in the fifth embodiment, the size of the engine casing 40 and the like can be expanded. In addition, since the working space between the engine casing 40 and the cabin 20 is increased, the work efficiency of the crew can be improved.

10 is a plan view of a ship according to a seventh embodiment of the present invention.

Referring to FIG. 10, in the vessel 1 according to the seventh embodiment of the present invention, the fuel processing unit 60 may be provided between the engine casing 40 and the cabin 20 unlike the fifth embodiment. . That is, the fuel processing unit 60 may be disposed in front of the engine casing 40, and the mooring equipment 70 may be disposed in the rear of the engine casing 40 so as to expose upwards. In addition, the rear surface of the cabin 20 adjacent to the fuel processing unit 60 may be provided in a closed type without an opening and closing unit, as in the previous embodiment.

Since the fuel processing unit 60 includes a driving unit such as a pump or a compressor, continuous maintenance is required. In this embodiment, the fuel processing unit 60 is disposed adjacent to the cabin 20, so that the crew can use the fuel processing unit 60 ) To quickly access.

11 is a plan view of a ship according to an eighth embodiment of the present invention.

Referring to FIG. 11, in the ship 1 according to the eighth embodiment of the present invention, at least a portion of the cabin 20 may be placed between a pair of liquefied gas storage tanks 30. At this time, the cabin 20 may have a shape having a flat cross-section in a "ㅓ" shape.

The cabin 20 is a front part 23 disposed in front of the liquefied gas storage tank 30, and extends to the rear of the front part 23, and the rear end is placed between a pair of liquefied gas storage tanks 30. The rear portion 24 may be included, and the rear portion 24 may be located in front of the central portion of the liquefied gas storage tank 30 at a rear end.

In the present embodiment, as the cabin 20 includes the rear portion 24, the front and rear width of the front portion 23 may be reduced. Accordingly, in the present embodiment, it is possible to improve the structure of the liquefied gas storage tank 30 such as increasing the width of the liquefied gas storage tank 30 by using the reduction in the front and rear width of the front part 23.

Since the front of the liquefied gas storage tank 30 facing the cabin 20 may have a hemispherical shape, the rear portion 24 of the cabin 20 should have a shape in which the left and right widths decrease in a step shape toward the rear. I can. In this case, as the area of the rear portion 24 can be further secured, the front and rear width of the front portion 23 can be further reduced.

In addition, in this embodiment, a pair of liquefied gas storage tanks 30 may be arranged in a form that spreads from the rear to the front as in the previous sixth embodiment. In this case, the rear portion 24 of the cabin 20 The side may have a shape corresponding to the inclination at which the pair of liquefied gas storage tanks 30 open each other. Accordingly, in this embodiment, the front and rear widths of the front portion 23 are reduced by changing the shape of the rear portion 24, thereby maximizing the volume of the liquefied gas storage tank 30.

12 is a plan view of a ship according to a ninth embodiment of the present invention.

Referring to FIG. 12, in the ship 1 according to the ninth embodiment of the present invention, a liquefied gas storage tank 30 and an engine casing 40 are located on one side and the other side from the top of the stern 13 to the center. Each can be provided.

In addition, in this embodiment, by arranging the cabin 20 on the left or right side of the liquefied gas storage tank 30, the installation space of the liquefied gas storage tank 30 can be maximized. For example, the cabin 20 and the engine casing 40 are provided on the left side of the upper deck 14 of the stern 13, and the liquefied gas storage tank 30 is provided on the right side, thereby balancing the left and right sides of the hull 10. While ensuring, it is possible to maximize the size of the liquefied gas storage tank 30.

In this case, the fuel processing unit 60 may be provided at the rear of the cabin 20 on the opposite side of the liquefied gas storage tank 30 based on the upper center of the stern 13. Of course, the position of the fuel processing unit 60 is not limited to the above, but the fuel processing unit 60 and the cabin 20 or the fuel processing unit 60 and the engine casing 40 are separated from each other or have a cofferdam (not shown). It can be provided between.

13 is a plan view of a ship according to a tenth embodiment of the present invention.

Referring to FIG. 13, in the vessel 1 according to the tenth embodiment of the present invention, the fuel processing unit 60 may be provided inside the hull 10 rather than the upper portion of the stern 13.

The fuel processing unit 60 may be disposed at the rear of the engine room 50 accommodating the propulsion engine 51 in the hull 10. In particular, the fuel processing unit 60 may be provided on one side of the steering chamber 80. The ship 1 may be provided with a steering gear room 80 accommodating a steering gear (not shown) for adjusting the angle of the rudder (not shown) in the stern 13, in this embodiment, the steering gear compartment 80 One side of) may be allocated for installation of the fuel processing unit 60.

The fuel processing unit 60 may have a height corresponding to the steering chamber 80. To this end, components such as a pump or a compressor included in the fuel processing unit 60 may be arranged to be spread on one plane.

As the fuel processing unit 60 is disposed on one side of the steering chamber 80, the fuel processing unit 60 may be provided below the liquefied gas storage tank 30 supported on the upper deck 14 of the stern 13 . That is, a liquefied gas storage tank 30 may be provided above the upper deck 14 of the stern 13 and a fuel processing unit 60 may be provided below.

The fuel processing unit 60 may be arranged in a horizontal direction in the hull 10 from the center to one side. Since the steering gear room 80 must be disposed in the center in the left and right direction from the hull 10 to adjust the angle of the rudder, the fuel processing unit 60 is arranged to be deflected only on one side in the left and right direction, or is divided into Can be placed on either side. However, in order to minimize the structural change, the front of the fuel processing unit 60 may be provided in parallel with the front of the steering chamber 80 to contact the engine room 50.

The fuel processing unit 60 is a space that handles explosive gaseous fuel and is thus classified as a dangerous area. Therefore, when the fuel processing unit 60 and the steering machine room 80 are in contact with only one bulkhead, the steering machine room 80 is also classified as a dangerous area, so all the various facilities inside the steering machine room 80 must be provided as non-explosion proof. can do.

However, in the present embodiment, the fuel processing unit 60 is a safety area in which the steering machine room 80 can be disposed of non-explosion-proof equipment by providing a cofferdam 63 on the surface in contact with the steering machine room 80 and the engine room 50. Can be maintained.

As described above, in this embodiment, the fuel processing unit 60 is disposed in the ship rather than the upper part of the stern 13, but the steering chamber 80 is reduced and the fuel processing unit 60 is disposed on one side of the steering gear chamber 80. Thus, it is possible to minimize the consumption of additional space.

14 is a plan view of a ship according to an eleventh embodiment of the present invention.

Referring to FIG. 14, when the ship 1 according to the eleventh embodiment of the present invention changes the ship 1 propelled by diesel fuel to the ship 1 propelled by gas fuel, the expansion part 15 is It characterized in that it is provided. For reference, in the case of this embodiment, it should be noted that it can be applied to all of the embodiments in which the configuration of the liquefied gas storage tank 30 or the fuel processing unit 60 is disposed on the upper part of the stern 13 in the present invention.

The extension part 15 is coupled to the left and right of the stern 13 to expand the upper area of the stern 13. The conventional bulk carrier may have a shape in which the left and right widths of the stern 13 are significantly reduced toward the rear end, which is indicated by a dashed line in the drawings for explaining the foregoing embodiments. However, in this case, the upper deck 14 of the stern 13 may not have sufficient left and right widths for mounting the liquefied gas storage tank 30.

Therefore, in this embodiment, by adding the expansion part 15 to the hull 10, the upper area of the stern 13 is expanded, and the liquefied gas storage tank 30 for storing gas or the gas fuel is supplied to the propulsion engine 51. The fuel processing unit 60 that processes gaseous fuel to supply it can be mounted on the top of the stern 13 in the hull 10.

The extension 15 may be coupled to the stern 13 above the water line of the hull 10. The water line may be a full water line, or the like, and an unnecessary increase in resistance can be prevented by adding an extension part 15 above the water line.

The extension part 15 may have a shape in which the left and right widths increase from the bottom to the top. For example, the extension part 15 may have a shape corresponding to the outer surface of the stern 13 and the outer surface of the extension part 15 may have a streamlined curved shape. In addition, the extension 15 may be provided so that the outer surface is connected to the outer surface of the hull 10 without a step. Therefore, the expansion part 15 can expand the area of the upper deck 14 of the stern 13 while minimizing an increase in air resistance.

Of course, the shape of the expansion part 15 is not limited to the above, and the expansion part 15 has a flat upper surface and a support (not shown) connected to the outer surface of the hull 10 so as to support the upper surface You can also have In this way, the structure in which the expansion part 15 is coupled to the hull 10 is not limited, but the upper surface of the expansion part 15 is provided so as to be parallel with the upper deck 14 of the hull 10, and the upper deck 14 is left and right. Can be expanded. Accordingly, through the addition of the expansion unit 15, the liquefied gas storage tank 30 and/or the fuel processing unit 60 may be mounted on the upper deck 14 of the stern 13.

The upper surface of the expansion part 15 may have a shape that increases the left and right widths toward the rear, and this may be made in consideration of the reduction of the left and right widths of the stern 13 in the hull 10 toward the rear. Through this, the expansion unit 15 can expand the width of the rear end of the hull 10 to be 90% to 100% of the center left and right width of the hull 10.

As described above, in this embodiment, instead of changing the linearity of the conventional bulk carrier, an extension part 15 is added to the stern 13 to sufficiently expand the area of the upper deck 14 of the stern 13, and the stern 13 A configuration such as the liquefied gas storage tank 30 can be stably installed on the top of the.

15 is a side view of a ship according to a twelfth embodiment of the present invention.

Referring to FIG. 15, in the ship 1 according to the twelfth embodiment of the present invention, unlike the previous embodiment, a liquefied gas storage tank 30 may be disposed in the ship.

The liquefied gas storage tank 30 stores gaseous fuel for supply to the propulsion engine 51 and may be mounted in the ship from the hull 10. For example, the liquefied gas storage tank 30 may be disposed in the central portion 12 of the hull 10.

At this time, unlike the previous embodiment, the liquefied gas storage tank 30 may be an independent storage tank that stores gaseous fuel at a low pressure close to atmospheric pressure, etc., and is stable on board by a support (not shown) or a choke (not shown). It can be provided to be supported. In this case, the space inside the ship accommodating the liquefied gas storage tank 30 may be referred to as a tank room 33.

The liquefied gas storage tank 30 may be disposed between the plurality of holds 121 in the central portion 12 of the hull 10. That is, a plurality of holds 121 may be provided at the front and rear of the liquefied gas storage tank 30, and the number of the holds 121 provided in the front of the liquefied gas storage tank 30 is the liquefied gas storage tank ( It may be more than the number of holds 121 provided at the rear of 30). This optimizes the installation position of the liquefied gas storage tank 30 in consideration of the propulsion engine 51 being mounted on the stern 13.

The hold 121 disposed at the front and rear of the liquefied gas storage tank 30 may be provided with a cofferdam 121a at one side of the front or the rear. As an example, referring to the drawings, the hold 121 may have a structure in which a cofferdam 121a is provided only at the rear, through which a plurality of holds 121 are adjacent to each other with one cofferdam 121a interposed therebetween. Can be provided.

If the liquefied gas storage tank 30 is not placed in the central part 12 of the hull 10, that is, if all the holds 121 are disposed adjacent to each other in the front and rear directions in the ship, a fourth hold 121 is included as shown in FIG. A cofferdam 121a may be provided at the rear of all the hold 121. Accordingly, the hold 121 may be spaced apart from each other by the cofferdam 121a.

However, in the case of this embodiment, as the liquefied gas storage tank 30 is disposed in the central part 12 between the hull 10 and the hold 121a, among the plurality of holds 121, the liquefied gas storage tank 30 As for the hold 121 adjacent to the front or rear, the cofferdam 121a may be omitted on one side adjacent to the liquefied gas storage tank 30.

For example, the fourth hold 121 adjacent to the front of the liquefied gas storage tank 30 among the plurality of holds 121 has a cofferdam 121a omitted, unlike the other holds 121, and the liquefied gas storage tank 30 The fifth hold 121 adjacent to the rear side of may not be provided with a cofferdam 121a in the front like the other hold 121.

If the fourth hold 121 and the fifth hold 121 are in direct contact with each other as above, the cofferdam 121a is not provided between the two hold 121, which may cause a problem. However, in this embodiment, since the fourth hold 121 and the fifth hold 121 are adjacent to each other with the liquefied gas storage tank 30 therebetween, the two hold 121 are liquefied in place of the cofferdam 121a. The gas storage tank 30 may be disposed adjacent to each other. That is, the rear bulkhead of the fourth hold 121 and the front bulkhead of the fifth hold 121 arranged spaced apart from each other implement the role of a cofferdam.

At this time, since the liquefied gas storage tank 30 is accommodated in the tank room 33 provided in the central part 12 of the hull 10, the two holds 121 provided before and after the liquefied gas storage tank 30 are tanks. The rooms 33 may be interposed and spaced apart from each other. Therefore, this embodiment takes advantage of the fact that the tank room 33 filled with an inert gas or the like can implement the function of a cofferdam by arranging the tank room 33 between the plurality of hold 121, at least The cofferdam 121a between the two holds 121 may be omitted. Through this, in the present embodiment, since the cofferdam 121a can be omitted for at least the fourth hold 121, it is possible to sufficiently secure a cargo loading capacity.

The gaseous fuel stored in the liquefied gas storage tank 30 may have a smaller density than the cargo. For example, the cargo may be minerals, while the gaseous fuel may be a material having a very small density such as liquefied gas.

At this time, in this embodiment, as the liquefied gas storage tank 30 is disposed in the central portion 12 of the hull 10, the bending moment of the hull 10 can be reduced. The results of analyzing the bending moment of the hull 10 using a commercial program are shown in Table 1 below.

Bending Moment Conventional 100% Center LNG Tank 69% Aft LNG Tank 119%

Referring to Table 1, as a result of analyzing this embodiment with a bending moment of 100% of a conventional bulk carrier propelled by diesel fuel, this embodiment can reduce the bending moment by 30% or more compared to the conventional bulk carrier. . This is because gaseous fuel, which is less dense than cargo, is loaded in the central portion 12 of the hull 10, thereby reducing the bending moment generated during hogging and/or sagging of the hull 10. .

In addition, in the present embodiment, when compared to the case of disposing the liquefied gas storage tank 30 on the stern 13, the bending moment reduction effect of 50% or more was observed. That is, in this embodiment, the liquefied gas storage tank 30 that stores gaseous fuel that is lighter than cargo is disposed in the central portion 12 of the hull 10, so that the bending moment acting on the hull 10 when the hull 10 is sailed By significantly reducing the hull 10 can be structurally protected.

In addition, when the liquefied gas storage tank 30 is disposed in the central portion 12 of the hull 10, since the liquefied gas storage tank 30 can be sufficiently separated from the cabin 20 provided in the stern 13, The cabin 20 can be safely protected from gaseous fuel leaking from the liquefied gas storage tank 30.

However, the liquefied gas storage tank 30 may be disposed to be spaced forward from the engine room 50 provided under the cabin 20, and the liquefied gas storage tank 30 and the propulsion engine 51 in the engine room 50 In order to connect ), the fuel supply line 64 may be provided to extend from the central portion 12 of the hull 10 to the stern 13.

In this embodiment, the fuel processing unit 60 may be provided on the left or right side of the engine casing 40 provided above the stern 13. That is, the fuel processing unit 60 for processing gaseous fuel to supply the gaseous fuel to the propulsion engine 51 may be provided on the upper part of the stern 13 far from the liquefied gas storage tank 30, and in particular, the engine casing 40 As provided on the left or right side of ), it is possible to eliminate the need to additionally consume the upper space of the stern 13.

At this time, the fuel processing unit 60 may be installed on the upper deck 14 of the stern 13 together with the engine casing 40, and at the rear of the cabin 20 from the top of the stern 13 together with the engine casing 40 Can be placed. However, since the fuel processing unit 60 is a space for handling gaseous fuel, it may be disposed to be spaced apart from the engine casing 40 or may be provided to be integrated with the engine casing 40 with a cofferdam (not shown) interposed therebetween.

The fuel processing unit 60 may have a height lower than that of the engine casing 40, and for example, the fuel processing unit 60 may be provided lower than the funnel 41. To this end, components such as a pump and a compressor included in the fuel processing unit 60 may be arranged to be unfolded on the upper deck 14 of the stern 13. However, as the fuel processing unit 60 is provided on the left or right side of the engine casing 40, generally on the left or right of the engine casing 40, such as an emergency generator room (not shown) or a CO2 room (not shown). The spaces provided may be provided on the opposite side of the fuel processing unit 60 based on the engine casing 40.

A fuel supply line 64 may be provided between the liquefied gas storage tank 30 provided in the central part 12 of the hull 10 and the propulsion engine 51 provided in the engine room 50 of the stern 13 have. At this time, the fuel supply line 64 is connected to the propulsion engine 51 via the fuel processing unit 60 to deliver gaseous fuel to the propulsion engine 51.

The fuel supply line 64 may pass through the dome 34 of the liquefied gas storage tank 30 and extend upward, and then bend or bent to extend a long rearward. At this time, a portion extending rearward from the fuel supply line 64 may be placed on the upper portion of the hull 10 between the engine room 50 and the liquefied gas storage tank 30.

For example, the fuel supply line 64 placed on the upper portion of the hull 10 may be disposed between the hatch cover 121c of the hold 121 and the upper deck 14 of the hull 10. That is, the fuel supply line 64 extending from the liquefied gas storage tank 30 is placed on the upper deck 14 of the hull 10 but is provided around the hatch coaming 121b of the hold 121, and the hatch cover 121c ) May be provided at a lower height. In this case, the fuel supply line 64 may be supported on the upper deck 14 or may be provided to be supported by the hatch coaming 121b.

Alternatively, the fuel supply line 64 may be provided to penetrate at least a portion of the hatch coaming 121b and supported by the hatch coaming 121b. The hatch coaming (121b) has a structure capable of supporting the hatch cover (121c) by extending the entrance of the hold (121) upward and placing a bracket (not shown) around it, the fuel supply line (64) has a bracket By being provided so as to penetrate, it can be supported by the hatch coaming (121b). In this case, even if the fuel supply line 64 is disposed on the upper deck 14, the space in which the crew moves or works in the upper deck 14 is the fuel supply line 64 ) Can minimize interference.

As the fuel processing unit 60 is provided on one side of the engine casing 40, the fuel supply line 64 may extend from the central portion 12 of the hull 10 through the cabin 20 to the stern 13 . At this time, the fuel supply line 64 may be disposed to be spaced apart from the cabin 20 on the left and right sides of the cabin 20, and may be surrounded by a separate cover to protect the cabin 20.

Alternatively, the fuel supply line 64 is bent or bent downward from the front of the cabin 20, and then voids provided on the left and right sides of the engine room 50 or the engine room 50 under the upper deck 14 (symbol not shown. It may be connected to the fuel processing unit 60 after extending rearward through (not). In this case, the fuel supply line 64 is not exposed on the upper deck 14.

As described above, in this embodiment, by arranging the independent liquefied gas storage tank 30 in the central part 12 in the ship, the cofferdam 121a for at least one hold 121 can be omitted, and the hull ( The bending moment applied to 10) can be greatly reduced.

16 is a side view of a ship according to a thirteenth embodiment of the present invention.

Referring to FIG. 16, the ship 1 according to the thirteenth embodiment of the present invention arranges an independent liquefied gas storage tank 30 in a tank room 33 provided on board the ship in the same/similar to the previous embodiment. However, unlike the previous embodiment, the liquefied gas storage tank 30 may be disposed adjacent to the front of the engine room 50 at the stern 13. At this time, at least a part of the liquefied gas storage tank 30 may protrude upward from the hull 10 to face the cabin 20.

In this embodiment, the height of the liquefied gas storage tank 30 may be further extended upward to reduce an increase in the length of the hull 10 while securing a sufficient volume of the liquefied gas storage tank 30. In particular, the liquefied gas storage tank 30 (and the tank room 33 accommodating the liquefied gas storage tank 30) has a rear lower end facing the propulsion engine 51 to have an inclined surface, so that the propulsion engine 51 and the It is possible to minimize an increase in the front and rear length of the hull 10 by using a part of the space of the existing engine room 50 without interference of.

A part of the liquefied gas storage tank 30 may protrude above the upper deck 14 of the hull 10, and a part of the liquefied gas storage tank 30 protruding above the upper deck 14 is placed in front of the cabin 20 It can face the cabin 20.

However, since it is dangerous to directly face the liquefied gas storage tank 30 and the cabin 20, this embodiment covers the liquefied gas storage tank 30 to protect the cabin 20 from the liquefied gas storage tank 30. It may include a cover part 32.

The cover part 32 may cover a part protruding from the liquefied gas storage tank 30 to the upper portion of the hull 10. For example, the cover part 32 may cover the rear and upper portions of the part protruding from the liquefied gas storage tank 30 to the top of the hull 10, and for this purpose, the cover part 32 is It may be a structure having a side cross-section.

In addition, the cover part 32 may protect the cabin 20 by forming a gap between the liquefied gas storage tank 30 and the cabin 20 as a type of cofferdam. However, even if the cover part 32 is provided, in order to more safely protect the cabin 20, the cabin 20 may be provided in a sealed type in which at least a part of the front facing the liquefied gas storage tank 30 does not have an opening and closing part. .

The liquefied gas storage tank 30 may be provided to protrude from the upper deck 14 of the hull 10 to an upper portion of about 3 to 6 m, and, for example, may protrude by a height of about 1 floor of the cabin 20. In this case, the cabin 20 may have a form without an opening and closing part on the front of at least the first floor.

Of course, when the cover part 32 provided between the cabin 20 and the liquefied gas storage tank 30 has a front and rear width connected to the cabin 20, the cabin 20 facing the liquefied gas storage tank 30 A part of the front surface of the cover part 32 may be formed in a form without an opening and closing part naturally.

However, if the cover part 32 covers the liquefied gas storage tank 30 and is spaced back and forth from the cabin 20, the height facing the liquefied gas storage tank 30 from the front of the cabin 20 is It can be made in a sealed type.

In this embodiment, the fuel processing unit 60 may be provided above the liquefied gas storage tank 30. For example, the fuel processing unit 60 may be mounted on the upper portion of the cover unit 32 and may be provided to be skewed in front of the cover unit 32 so as to be spaced apart from the cabin 20. In this case, the dome 34 provided in the liquefied gas storage tank 30 may also be skewed toward the front, and at least a portion may be disposed in the fuel processing unit 60.

As mentioned in the previous embodiment, when the liquefied gas storage tank 30 is disposed on the stern 13, there is a concern that the bending moment of the hull 10 may increase. Therefore, in this embodiment, while allowing the liquefied gas storage tank 30 to be disposed adjacent to the front of the engine room 50, a void space 16 is provided in the central part 12 of the hull 10 to suppress an increase in the bending moment. Can be equipped.

The void space 16 may be provided in the central portion 12 of the hull 10 in the front-rear direction, and may be provided to space the hold 121 from each other in the front-rear direction. At this time, the number of the hold 121 provided in the front and the rear of the void space 16 may be the same or different from each other. As the void space 16 is provided in the central portion 12 of the hull 10, the void The difference in the number of holds 121 provided before and after the space 16 may be one or less.

The hold 121 may provide a cofferdam 121a at the rear as described in the previous embodiment, in this embodiment, a void space 16 between the 3rd hold 121 and the 4th hold 121 While leaving, the cofferdam 121a may be omitted for the third hold 121.

That is, the hold 121 may be provided such that a cofferdam 121a is provided on one side of the front or rear side, and may be provided to be adjacent back and forth with one cofferdam 121a interposed therebetween. Among the plurality of hold 121, a void space ( The two hold 121 adjacent to the front and rear of 16) may be disposed adjacent to each other with the void space 16 therebetween in place of the cofferdam 121a.

The void space 16 may be an empty space, or may be a space for accommodating a separate load having a density smaller than that of a cargo. Alternatively, the void space 16 may be used as a space in which ballast water or the like is loaded. However, since the void space 16 in this embodiment is for reducing the bending moment of the hull 10, the density of the void space 16 may be limited to a density smaller than the density of the hold 121 on which the cargo is loaded.

As described above, in this embodiment, in order to reduce the length of the front and rear of the hull 10 while allowing the liquefied gas storage tank 30 to be disposed adjacent to the front of the engine room 50 in the ship, the upper portion of the liquefied gas storage tank 30 However, the liquefied gas storage tank 30 protruding above the upper deck 14 can be covered with a cover 32 to protect the cabin 20 safely. In addition, according to the present exemplary embodiment, a void space 16 having a larger front and rear width than the cofferdam 121a is provided in the central portion 12 of the hull 10 to prevent an increase in the bending moment.

17 is a side view of a ship according to a fourteenth embodiment of the present invention, and FIG. 18 is a plan view of a ship according to the fourteenth embodiment of the present invention.

17 and 18, in the ship 1 according to the 14th embodiment of the present invention, the fuel processing unit 60 may be placed directly above the liquefied gas storage tank 30, unlike the previous 12th embodiment. have. In this case, the fuel processing unit 60 may be provided to correspond to the position of the dome 34 provided in the liquefied gas storage tank 30.

Of course, when the height of the liquefied gas storage tank 30 is somewhat low and the dome 34 is disposed below the upper deck 14, at least a portion of the fuel processing unit 60 is located above the liquefied gas storage tank 30. Please note that it may be placed on board the ship below 14). However, in this case, the tank room 33 and the fuel processing unit 60 may be separated from each other by a separate deck (not shown).

When the fuel processing unit 60 is provided in the central portion 12 of the hull 10, the fuel supply line 64 extends rearward along the upper deck 14 and the hatch cover 121c, and then After extending downward from the front, it may be introduced into the engine room 50. That is, in this embodiment, the fuel supply line 64 may be provided without having to pass the cabin 20, and as an example, the fuel supply line 64 includes a ballast tank 17 provided on the left and right of the hold 121. It may be extended downward through and connected to the engine room 50.

Bunker stations 65 may be provided on the left and right sides of the fuel processing unit 60. The bunker station 65 may be placed on the upper deck 14 of the hull 10 and delivers gaseous fuel to the liquefied gas storage tank 30 or discharges gaseous fuel stored in the liquefied gas storage tank 30 to the outside. I can make it.

The bunker station 65 may be arranged at a left end and/or a right end on the upper deck 14 of the hull 10, and this is to facilitate connection with the outside.

In addition, the present embodiment may further include a ballast tank 17 and a ballast water treatment device 90. A plurality of ballast tanks 17 are provided in the front and rear directions of the hull 10 and may be disposed on side surfaces of each hold 121.

The ballast tank 17 stores seawater to adjust the balance or draft of the hull 10. For example, during full operation, the draft of the hull 10 can be increased by emptying the ballast tank 17, and on the contrary, during light operation, the draft of the hull 10 can be lowered by filling the ballast tank 17.

The ballast tank 17 can receive and receive seawater from the sea on which the ship 1 sails, but special treatment for seawater stored in the ballast tank 17 depending on the area in which the ship 1 sails May be required.

For example, when a ship 1 enters inland from the sea (river or canal, etc.), that is, when the ship 1 sails in sea water and enters fresh water, the seawater stored in the ballast tank 17 Sterilization treatment is required.

At this time, sterilization may be achieved by injecting a sterilizing agent, which is a chlorine compound, and the chlorine compound may be extracted by electrolyzing seawater. To this end, the hull 10 is provided with a seawater storage tank 171 that stores seawater for extracting the disinfectant.

As the seawater storage tank 171, the stern tank 131 provided in the stern 13 may be used, but when the stern tank 131 is used as the seawater storage tank 171, the stern tank 131 is used for seawater storage. Treatment (painting work to prevent rust or sealing work to prevent seawater leakage, etc.) must be performed, so labor or cost may increase.

However, in this embodiment, the seawater storage tank 171 may be provided in at least one of the ballast tanks 17. At this time, the seawater storage tank 171 may be provided in the form of an independent tank for storing seawater and mounted inside the ballast tank 17 or may be provided by providing a partition wall inside the ballast tank 17.

Since seawater required for extraction of the disinfectant needs only a smaller amount than seawater to be sterilized, the volume of the seawater storage tank 171 may be made relatively smaller than that of the ballast tank 17. Therefore, the seawater storage tank 171 may be disposed in any one of the ballast tanks 17.

The seawater storage tank 171 may be accommodated in the rearmost ballast tank 17 disposed closest to the engine room 50 among the plurality of ballast tanks 17. This is because the operation of sterilizing seawater is sequentially performed for the ballast tanks 17 disposed in the front and rear directions of the hull 10. This will be described later.

The ballast water treatment device 90 extracts the disinfectant from seawater stored in one ballast tank 17 and injects it into the other ballast tank 17. For example, the ballast water treatment device 90 extracts the disinfectant from seawater stored in the ballast tank 17 placed second in the front and rear direction of the hull 10, and the ballast tank placed first in the front and rear direction of the hull 10 The seawater stored in the first ballast tank 17 can be sterilized by injecting it into (17).

The ballast water treatment apparatus 90 may include a seawater pump 91 provided in the engine room 50 and may include a seawater line (not shown) connected to each ballast tank 17. Therefore, the seawater stored in one of the ballast tanks 17 is delivered to the ballast water treatment device 90 through the seawater line, and is used for extraction of the sterilant, and the extracted sterilizer is used for the extraction of the sterilant. 17) can be delivered to implement sterilization.

The ballast water treatment device 90 extracts the disinfectant from seawater stored in one ballast tank 17 and can inject it into the other ballast tank 17 adjacent to the rear of one ballast tank 17. have.

To express this mathematically, the ballast water treatment device 90 extracts the disinfectant from the seawater stored in the N+1th ballast tank 17 from the bow 11 to the stern 13 in the hull 10 to extract the Nth ballast. By injection into the tank 17, sterilization can be implemented sequentially from the frontmost ballast tank 17 to the rearmost ballast tank 17 disposed immediately before.

By the way, the ballast tank 17 disposed immediately before the rear can be sterilized by the ballast tank 17 disposed at the rear end, but sterilization of the ballast tank 17 disposed at the rear end is a problem. In order to solve this, the present embodiment may use the seawater storage tank 171 accommodated in the rearmost ballast tank 17 described above.

That is, the ballast water treatment device 90 implements sterilization of the ballast tank 17 disposed immediately before the rearmost, and then from seawater stored in the seawater storage tank 171 provided inside the ballast tank 17 of the rearmost The disinfectant may be extracted and injected into the rearmost ballast tank 17 to implement sterilization of the rearmost ballast tank 17.

Of course, the seawater storage tank 171 may not be sterilized, but the seawater storage tank 171 may be provided in the rearmost ballast tank 17 so as not to come into contact with the ship's outer plate, so it is not a problem according to regulations. I can.

As described above, in this embodiment, in preparation for the need to sterilize seawater stored in the ballast tank 17 under specific conditions for the ship 1 having the ballast tank 17, the disinfectant extraction in the rearmost ballast tank 17 As the seawater storage tank 171 for storing seawater is provided, the stern tank 131 is not required to be used for seawater storage, thereby reducing man-hours, and the stern tank 131 accommodates fresh water or various facilities. It can be used as a space.

However, in this embodiment, the location of the seawater storage tank 171 may not be inside the rearmost ballast tank 17, but may be inside the frontmost ballast tank 17, which may vary depending on the order of sterilization of seawater. Inform. That is, in this embodiment, the seawater storage tank 171 may be accommodated in the ballast tank 17 where sterilization is performed last.

It goes without saying that the present invention is not limited to the above-described embodiments, and may include a combination of the above embodiments or a combination of at least one of the above embodiments and a known technology as another embodiment.

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.

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: ship 10: hull
11: Player 12: Central
121: hold 121a: cofferdam
121b: hatch coaming 121c: hatch cover
122: diesel storage tank 13: stern
131: stern tank 14: upper deck
15: expansion unit 16: void space
17: ballast tank 171: seawater storage tank
20: cabin 21: central
22: side portion 23: front portion
24: rear part 30: liquefied gas storage tank
31: saddle 32: cover
33: tank room 34: dome
40: engine casing 41: funnel
50: engine room 51: propulsion engine
52: fan room 53: hatch
60: fuel processing unit 61: support
62: vent part 63: cofferdam
64: fuel supply line 65: bunker station
70: mooring equipment 71: winch
72: bollard 73: mooring line
80: steering room 90: ballast water treatment device
91: sea water pump

Claims (8)

A liquefied gas storage tank that stores gaseous fuel for supply to the propulsion engine and is mounted on an upper portion of the stern from the hull; And
And a fuel processing unit that processes the gaseous fuel to supply the gaseous fuel to the propulsion engine,
The fuel processing unit,
It is disposed at the rear of the engine room accommodating the propulsion engine in the hull,
It is installed in the space divided by using a cofferdam inside the steering gear room to reduce the space in which the steering gear is accommodated, and the pump or compressor for processing the gaseous fuel is arranged to be spread out on one plane, and the height corresponding to the steering gear room Ship, characterized in that having a. delete The method of claim 1, wherein the fuel processing unit,
A ship, characterized in that provided below the liquefied gas storage tank. The method of claim 1, wherein the fuel processing unit,
A ship, characterized in that the ship is arranged in a horizontal direction from the center to one side in the hull. The method of claim 1, wherein the steering chamber,
A ship, characterized in that it is a safety zone in which non-explosion-proof equipment can be arranged. The method of claim 5, wherein the fuel processing unit,
A ship comprising the cofferdam on a surface in contact with the steering gear room and the engine room. The method of claim 1, wherein the fuel processing unit,
A ship, characterized in that the front is provided in parallel with the front of the steering gear room. The method according to any one of claims 1, 3 to 7,
A ship, characterized in that it is a bulk carrier having a hold for loading cargo.

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