KR102268378B1 - Gas Fuelled Container Carrier - Google Patents

Abstract

The present invention relates to a gas fuel propulsion container carrier. The gas fuel propulsion container carrier, which is a container vessel having a plurality of hold parts provided in the vessel in a longitudinal direction to load containers, having an on-deck loading part provided on a deck to load containers outside the vessel at a predetermined height, and having a vessel body having a cabin provided in a center part in a longitudinal direction, includes: an engine room provided at the vessel's stern; a tank room provided in the vessel and housing a gas fuel tank storing liquefied gas which is fuel for the engine; and a supply room placed between the deck and the cabin in a height direction to adjust the temperature or pressure of the liquefied gas discharged from the gas fuel tank. The tank room has a gap with the hold parts adjacent to front and rear sides, and the gap is used as an oil fuel tank. Therefore, the present invention is capable of reducing exhaust gas emissions and improving sailing efficiency.

Description

Gas Fueled Container Carrier

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

A ship is a means of transport that carries a large amount of minerals, crude oil, natural gas, or thousands of containers or more and sails the ocean. It is made of steel and floats on the waterline due to buoyancy. move through

Such a ship generates thrust by driving an 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 is rotated to drive the propeller It was common to do so.

However, when heavy oil such as HFO or MFO is used as a propulsion fuel, when heavy oil is burned, environmental pollution caused by various harmful substances contained in exhaust gas is serious, and regulations on environmental pollution are being strengthened. Regulations on propulsion devices that use carbon dioxide as fuel oil are also being strengthened, and the cost to satisfy these regulations is gradually increasing.

Accordingly, as a fuel for ships, instead of using heavy oil or using only a minimum amount, it replaces gasoline or diesel according to recent technological developments, such as liquefied natural gas (Liquefied Natural Gas), liquefied petroleum gas (Liquefied Petroleum Gas), etc. We are using the same liquefied gas and developing technology.

Liquefied natural gas is liquefied by cooling and liquefying methane obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid with few pollutants and high calorific value. On the other hand, liquefied petroleum gas is a fuel made into a liquid by compressing the gas containing propane (C3H8) and butane (C4H10) together with petroleum from oil fields at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless and is widely used as fuel for household, business, industrial, and automobile use.

Such liquefied gas is stored in a liquefied gas storage tank installed on the ground or stored in a liquefied gas storage tank provided in a ship that is a means of transportation to navigate the ocean. 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 by various sources of demand. Recently, an LNG fuel supply method in which LNG is used as a fuel in an LNG carrier that transports liquefied natural gas to drive an engine has been developed. Attempts to apply the method used to ships other than LNG carriers are increasing.

In addition, efforts are being made to improve the container carrier by using an engine using liquefied gas to increase fuel efficiency, lower exhaust gas, and improve operational efficiency.

The present invention was created to improve the prior art, and to provide a container carrier capable of propelling LNG fuel.

In the gas fuel-propelled container carrier according to an aspect of the present invention, a plurality of hold parts on which containers are loaded are provided in the longitudinal direction in the ship, and an on-deck loading part on which containers are loaded at a certain height outside the ship is provided above the deck. A container ship having a hull provided with a cabin in the central portion in the longitudinal direction, comprising: an engine room provided at the stern of the ship and accommodating an engine; a tank room provided in the ship and accommodating a gas fuel tank for storing liquefied gas, which is the fuel of the engine; and a fuel supply room disposed between the deck and the cabin in the height direction to adjust a temperature or pressure of liquefied gas discharged from the gas fuel tank, wherein the tank room is between the holding part adjacent to the front and rear has a gap, and the gap is used as an oil fuel tank.

Specifically, the oil fuel tank is a transverse oil fuel tank, and a longitudinal oil fuel tank provided on both sides of the tank room; and a ballast tank provided to surround the tank room and the longitudinal oil fuel tank in the hull.

Specifically, the tank room may be provided such that a flat cross-section is surrounded by the oil fuel tank.

Specifically, the transverse oil fuel tank and the longitudinal oil fuel tank may form a closed cross-section surrounding the tank room.

Specifically, in the tank room, a part of the tank room is disposed directly below the cabin and the remaining part is disposed directly below the on-deck loading part, and the longitudinal oil fuel tanks provided on both sides of the tank room, The width of the portion disposed directly below and the portion disposed directly below the on-deck loading unit may be provided to be different.

Since the container carrier according to the present invention uses an engine using liquefied gas as fuel instead of gasoline or diesel, fuel efficiency is increased, exhaust gas emission is reduced, and operation efficiency is improved.

1 is a side cross-sectional view of a gas fuel propulsion container carrier according to an embodiment of the present invention.
2 is a plan cross-sectional view of a gas fuel propulsion container carrier according to an embodiment of the present invention.
3 is a front cross-sectional view of a gas fuel propelled container carrier according to an embodiment of the present invention.
4 is a cross-sectional view of a hatch coaming of a gas fuel propelled container carrier according to an embodiment of the present invention.
5 is a front cross-sectional view of a gas fuel propulsion container carrier according to an embodiment of the present invention.
6 is a front view of the lashing bridge of the gas fuel propelled container carrier according to an embodiment of the present invention.
7 is a plan cross-sectional view of a gas fuel propulsion container carrier according to an embodiment of the present invention.
8 is a plan cross-sectional view of a gas fuel propulsion container carrier according to another embodiment of the present invention.
9 is a front cross-sectional view of a gas fuel propulsion container carrier according to another embodiment of the present invention.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In the present specification, in adding reference numbers to the components of each drawing, it should be noted that only the same components are given the same number as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known technology 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, hereinafter, the liquefied gas may be LPG, LNG, ethane, etc., for example, may mean LNG, and the boil-off gas may mean BOG (Boil Off Gas) such as naturally vaporized LNG.

In addition, it should be noted that liquefied gas may be referred to regardless of a change in state, such as a liquid state, a gaseous state, a liquid and gas mixture state, a supercooled state, a supercritical state, etc.

1 is a side cross-sectional view of a gas fuel propulsion container carrier according to an embodiment of the present invention, FIG. 2 is a plan cross-sectional view of a gas fuel propulsion container carrier according to an embodiment of the present invention, and FIG. 3 is an embodiment of the present invention It is a front cross-sectional view of a gas fuel propulsion container carrier according to an example.

In addition, Figure 4 is a cross-sectional view of the hatch coaming of the gas fuel propelled container carrier according to an embodiment of the present invention, Figure 5 is a front sectional view of the gas fuel propelled container carrier according to an embodiment of the present invention, Figure 6 is the present invention It is a front view of the lashing bridge of the gas fuel propulsion container carrier according to an embodiment of the.

In addition, Figure 7 is a plan view of the gas fuel propelled container carrier according to an embodiment of the present invention.

1 to 7 , the gas fuel propulsion container carrier 1 according to an embodiment of the present invention includes a hull 10 , an engine room 20 , a tank room 30 , and a fuel supply room 40 . , a bunker station 50 , a tank connection space 60 , and an oil fuel tank 70 .

The ship body 10 comprises the frame for loading the container C. As shown in FIG. A container (C) can be loaded on both the inside and the outside of the hull 10, and the inside of the hull 10 is provided with a hold part 11 on which the container (C) is loaded.

The hold part 11 may be provided in plurality in the longitudinal direction in the ship, and may be referred to as hold n times from the bow to the stern. The holding unit 11 may be composed of at least two bays, and one bay is loaded with one 40ft container (C) (two 20ft container C) in the longitudinal direction. can have any size.

The two bays formed in one holding part 11 may be spaced apart back and forth, and a cell guide for guiding the container C up and down may be installed in the spaced apart space.

There may also be spaced apart between the hold parts 11 provided in the longitudinal direction, and a member such as a deck strip (not shown) is provided in the gap between the hold parts 11 to form a structure in which a worker can pass. can

The hold part 11 is provided in an upper open form, and a hatch coaming 111 may be installed above the hold part 11 on the deck of the hull 10 . The hatch coaming 111 is a portion on which the hatch cover 112 is seated, and when the hatch cover 112 is installed, the hold part 11 may be isolated from the outside.

The hull 10 can be loaded with a container (C) outside in addition to the hold part 11 in the ship, and the container (C) can be loaded on the hatch cover 112 or the deck that opens and closes the hold part 11. have. The portion on which the container C is loaded on the hatch cover 112 and the like may be referred to as the on-deck loading unit 12 .

The on-deck loading unit 12 is a space in which the container (C) is loaded at a predetermined height onboard the ship above the deck, and the container (C) is loaded on the hatch cover 112 above the hold unit 11, or a hatch. The cover 112 may be loaded to be supported by a stool (not shown) on the outer side in the transverse direction.

In addition, as will be described below, the on-deck loading unit 12 may be formed on a portion on the deck where the hatch cover 112 is not present. That is, the on-deck loading unit 12 may cover all parts in which the container (C) is loaded on the upper side of the deck in the hull (10).

The on-deck loading unit 12 may be provided to correspond to the hold unit 11 , and may include two or more bays like the hold unit 11 . That is, one on-deck loading unit 12 may correspond to one holding unit 11 up and down, but in a part where the cabin 13 or the tank room 30 to be described later is provided, the hold unit 11 and 1:1 correspondence of the on-deck loading unit 12 may not be made.

Between the bays of the on-deck loading unit 12 and at least one of the on-deck loading units 12, a lashing bridge 16 is provided. The lashing bridge 16 secures the container (C) loaded upward from the hull 10 so that the container (C) is stably loaded during operation.

In the case of the hold part 11, it is possible to restrain the container C using the cell guide, but the on-deck loading part 12 does not have a cell guide structure, and the container C only has a pin coupling structure between each other. is supported Therefore, the lashing bridge 16 is provided with a height of at least two steps or more, and is provided to fix the containers (C) loaded at a certain number or more with a wire, and the container (C) loading stability of the on-deck loading unit 12 is improved. guarantee

The lashing bridge 16 of the present invention will be described below with reference to FIG. 6 , but may be partially formed in a shape having different heights, which means that the on-deck loading unit 12 is partially different in the number of loading stages of the container (C). because it is done

The hull 10 is provided with a cabin 13 . The cabin 13 may be provided in the central part in the longitudinal direction, and in this case, the central part is the central part except for the bow part and the stern part. However, the central part does not necessarily mean only the part where the central cross-section is constant, and encompasses all positions that are not biased toward the bow or stern.

The cabin 13 of the hull 10 may have a height enough not to obstruct the view due to the container C loaded on the on-deck loading unit 12, which is on the contrary due to the height of the cabin 13 It means that the number of stages of the container (C) loaded on the deck loading unit 12 can be limited.

The cabin 13 may have a dimension corresponding to the longitudinal length of one bay in the hold portion 11 . In addition, in the ship of the longitudinal position in which the cabin 13 is provided in the hull 10, a tank room 30 to be described later may be provided.

At the stern of the hull 10, a structure such as an engine 21 casing (not shown) and a stack for discharging the exhaust of the engine 21 to the outside may be additionally provided. Of course, it can be installed without limitation.

Referring to FIG. 3 , the hull 10 is provided with a pipe duct 14 on the lower side of the hold part 11 with respect to the central cross section. The pipe duct 14 may be disposed in the center of the transverse direction of the hull 10 , and is disposed on the ship bottom structure in the hull 10 .

The pipe duct 14 is a structure extending in the longitudinal direction between the bow and the stern, and may be a part in which equipment (pipes, cables, etc.) that needs to be extended along the longitudinal direction of the hull 10 is accommodated.

The present invention has a gas fuel supply line (L1) for delivering the liquefied gas of the tank room (30) provided in the center to the engine (21) provided in the stern, in this case, the gas fuel supply line (L1) is in the longitudinal direction Despite the extended configuration, it may not be accommodated in the pipe duct 14 .

Therefore, it is sufficient if the pipe duct 14 of the present invention has a size used in a conventional type container (C) ship rather than gas fuel propulsion. That is, the present invention applies gas fuel propulsion to the container (C) ship, and although the engine 21 and the tank room 30 are sufficiently spaced apart in the longitudinal direction, the expansion of the pipe duct 14 is not required.

A ballast tank 15 may be provided in addition to the pipe duct 14 around the holding part 11 in the cross section of the hull 10 . The ballast tank 15 is provided to surround the lower part and the side surface of the holding part 11 . However, the ballast tank 15 may not be integrated into one, but may be partitioned so that ballasting can be performed independently for each part.

Specifically, the ballast tank 15 includes a side ballasting part 151 provided on the side of the hold part 11, a bottom ballasting part 152 below the hold part 11, and a corner ballasting part of the hull 10 corner. (153) may be included.

The side ballasting part 151 is formed between the holding part 11 and the side shell plate. However, in the space between the hold part 11 and the side shell plate, the side ballasting part 151 may not extend to the deck in the height direction, and a passage way between the side ballasting part 151 and the deck. not) may be formed by a certain height.

The ship bottom ballasting part 152 is provided at the bottom of the ship body 10 and may be provided on the left and right sides of the pipe duct 14 . The ship-bottom ballasting part 152 is provided adjacent to a corner ballasting part 153 to be described later in the left and right directions, and the ship-bottom ballasting part 152 and the corner ballasting part 153 may communicate without being separated from each other in space.

The corner ballasting part 153 is provided at the corner of the hull 10 . A step-shaped bench structure is formed at the corner in the inner space of the hold part 11, which is because the corner of the hull 10 forms a curved surface. In addition, the closer the bow or the stern, the sharper the hull 10, so the number or size of the bench structure increases.

According to the bench structure of the holding part 11 , the volume of the corner ballasting part 153 may also be different for each longitudinal position of the hull 10 . That is, the corner ballasting unit 153 may be in contact with the bench structure on the inside, and may contact the curved surface of the corner on the outside.

Since the hold part 11 is surrounded by the side ballasting part 151 (and passage way), the ship bottom ballasting part 152, and the corner ballasting part 153, the hold part 11 is protected from external impact, seawater inflow, etc. It can be protected by a double structure.

For example, when a crack occurs in the side shell plate, seawater flows into the side ballasting part 151, but the inflow of seawater to the hold part 11 can be prevented, so that the container C in the hold part 11 causes seawater inflow. As a result, situations such as floating can be suppressed.

In this embodiment, the ballast tank 15, in a specific cross-section of the hull 10, the side ballasting part 151, the bottom ballasting part 152, the corner ballasting part 153 described above, each independent ballasting It is not possible to partition into three tanks, but only two tanks.

That is, the ballast tank 15 is a side ballasting part 151, a ship bottom ballasting part 152, a corner ballasting part 153 from both sides of the pipe duct 14, and a side ballast tank corresponding to the side ballasting part 151. (151) and the ship's bottom ballast tanks (152, 153) covering the bottom ballasting part 152 and the corner ballasting part 153 may be formed.

Through this, the present invention consists of only two tanks for the ballasting area defined as at least three, so that the configuration of the seawater line, the vent line, the measurement line, and the device from the ballasting point of view and the various configurations such as the accompanying valves It is possible to reduce at least three to two, while simplifying the control to increase the efficiency and convenience of ballasting operation.

Of course, n ballast tanks 15 may be arranged in the longitudinal direction of the hull 10. In this case, in the present invention, the total number of tanks capable of independent ballasting may be doubled instead of tripled. Therefore, the reduction of the configurations described above is possible at least as much as n, which is the number of ballast tanks 15 in the longitudinal direction, and it is possible to achieve innovative simplification of the ballasting configuration when viewed from the entire hull 10 .

In addition, the present invention may not pass through the pipe duct 14 because the gas fuel supply line (L1) is not provided in the pipe duct 14 inside the hull 10, as mentioned above, in this case, gas fuel propulsion While applying, the size of the pipe duct 14 can be maintained the same as in the prior art.

Therefore, the ship's bottom ballasting tanks 152 and 153 should expand the width of the pipe duct 14 by accommodating the gas fuel supply line L1 in the pipe duct 14 as the left and right expansion of the pipe duct 14 is suppressed. When compared to the case of doing so, it is possible to secure more ballasting volume.

This means that it is possible to secure more room for lowering the center of gravity of the hull 10 during ballasting, and further secure the loading height of the on-deck loading unit 12 .

For example, for a container ship of about 13,000 TEU class (C), a comparative example in which the gas fuel supply line (L1) is accommodated in the pipe duct (14) for gas fuel propulsion, and as will be described later, the gas fuel supply line (L1) is With respect to the present invention disposed on the deck, comparing the specifications such as loading capacity as follows.

division comparative example the present invention Hull (10) width 51m 51m Pipe Duct (14) Width 10.320m 5.280m Number of ballast tanks (15) Total 39 Total 29 Total ballasting capacity Abt. 41,892m ³ Abt. 43,460m ³ (+1,568m ³ ) Container (C)
number of loading 10MT(design) 11,410 11,442 (+32) 12MT(design) 10,150 10,160 (+10) 14MT(design) 8,700 8,710 (+10) 10MT (Scant.) 12,339 12,458 (+119) 12MT (Scant.) 11,182 11,224 (+42) 14MT (Scant.) 10,235 10,258 (+23) Minimum required GM at Light service Draft: 10.0m
Partial load Draft: 1.6m
Deepest Load Draft: 0.8m Light service Draft: 10.0m
Partial load Draft: 1.5m (-0.1m)
Deepest Load Draft: 0.75m (-0.05m)

Looking at the above table, the present invention does not need to take a large left and right width of the pipe duct 14, even when applying gas fuel propulsion to the container (C) ship. Accordingly, the pipe duct 14 of this embodiment may be provided with about 2 to 3 widths of the container C. On the other hand, in the case of the comparative example, as a case for accommodating the gas fuel supply line L1 in the pipe duct 14, At this time, for accommodating the gas fuel supply line (L1), the pipe duct 14 should have a width of at least four containers (C).

In this case, in the comparative example, the ballasting volume at the bottom of the ship is inevitably lost due to the pipe duct 14 . In contrast, the present invention lowers the center of gravity by minimizing the width of the pipe duct 14 to secure a large ballasting volume at the bottom of the ship, and the container (C) loading of the hold part 11 and the on-deck loading part 12 The number can be increased as in the table above.

In this case, in order to secure the structural strength of the ship-bottom ballast tanks 152 and 153 , a bulkhead 154 may be provided between the ship-bottom ballasting part 152 and the corner ballasting part 153 . However, the bulkhead 154 may be provided as an open bulkhead 154 that does not partition the ballasting of the ship bottom ballasting part 152 and the corner ballasting part 153 .

That is, the corner ballasting part 153 and the ship's bottom ballasting part 152 may be structurally bounded by the bulkhead 154 . However, at this time, the bulkhead 154 is provided as an open bulkhead 154, and the corner ballasting part 153 and the bottom ballasting part 152 are defined as one bottom ballast tank 152, 153 in which the flow of seawater is not divided. do.

The engine room 20 is provided at the stern in the ship and accommodates the engine 21 . At this time, the engine 21 may be an engine 21 for propulsion, and may be shaft-connected or electrically connected to a propeller (not shown) provided at the stern.

In addition, the engine 21 may include a power generation engine 21 for handling the onboard load in addition to the propulsion engine 21, and at least the propulsion engine 21 among the propulsion engine 21 and the power generation engine 21 is liquefied gas. It may be a heterogeneous fuel engine 21 operated using

For example, the engine 21 may be the ME-GI engine 21 or the X-DF engine 21 when the liquefied gas is LNG, and the ME-LGI engine 21 or the like when the liquefied gas is LPG. In addition, the engine 21 may be a gas engine 21 mainly using liquefied gas in addition to the heterogeneous fuel engine 21 that can alternately use liquefied gas and oil fuel.

Furthermore, it is noted that the engine 21 in the present invention may be replaced with a turbine, a fuel cell, or the like. That is, the engine 21 is not limited to an engine operated by a diesel cycle, an auto cycle, or the like. Of course, it is also possible that a turbine or the like is added to the engine 21 .

The engine room 20 is provided at the stern, and a shaft system is provided between the engine 21 and the propeller for connection with the propeller, and the hold part 11 of the corresponding part has different depths to secure the shaft installation space. It may be lower than the part 11 .

In addition, the engine room 20 may have a step-like upper end in order to secure the maximum loading of the container C, and may partially form the hold portion 11 .

The engine 21 casing is provided on the deck above the engine room 20 , and the engine 21 casing may be provided with a size accommodated in the front and rear lengths of one bay. Accordingly, the on-deck loading unit 12 made of one bay may be provided in front of the engine 21 casing from above the engine room 20 .

In addition, the hold part 11 is provided in the ship above the portion where the shaft system is provided, and the on-deck loading part 12 may be provided above the hold part 11 . In addition, of course, the hold part 11 and the on-deck loading part 12 and the like may be additionally provided at the rear of the engine room 20 .

Since liquefied gas is to be supplied to the engine 21 as fuel, a gas fuel supply line L1 may be provided from the tank room 30 to the engine 21 to be described later. At this time, the gas fuel supply line (L1) may extend in the direction through the deck, and may be introduced into the engine room (20) by penetrating the upper deck of the engine room (20) up and down.

That is, the gas fuel supply line (L1) is connected to the engine 21 through the lower left or right side of the engine 21 casing on the deck, and the engine 21 is a propulsion engine 21 and a power generation engine 21. A plurality of gas fuel supply lines (L1) for the propulsion engine 21 and for the power generation engine 21 may be provided as much as is provided. At this time, the gas fuel supply line (L1) for the propulsion engine 21 passes through the deck at one of the left and right sides of the engine 21 casing, and the gas fuel supply line (L1) for power generation is the engine 21, the deck at the other side of the casing. can penetrate

In addition, since the liquefied gas stored in the gas fuel tank 31 and the boil-off gas evaporated from the gas fuel tank 31 may be selectively or complexly supplied to the engine 21 , the gas fuel supply line L1 is configured to supply the liquefied gas. It may be composed of a line and a boil-off gas supply line.

That is, the gas fuel supply line L1 is divided into a propulsion engine 21 and a power generation engine 21, and is divided into a liquefied gas and a boil-off gas, so four may be provided (however, the propulsion engine 21 or power generation). At least one of the engines 21 can be driven only by either liquefied gas or boil-off gas, so four or less are possible).

In this case, the gas fuel supply line L1 disposed on one side and the other side of the casing of the engine 21 may be variously disposed for each engine 21 or for each gas.

The tank room 30 is provided in the ship and accommodates the gas fuel tank 31 for storing the liquefied gas that is the fuel of the engine 21 . The gas fuel tank 31 may be of an independent type (such as a Type B SPB or a Type C pressure vessel) mounted on a ship, or a membrane type installed directly on a ship. However, in this embodiment, it is assumed that the gas fuel tank 31 is an independent type supported/constrained by a support (not shown) and a choke (not shown).

The gas fuel tank 31 stores the liquefied gas in a liquid phase, and thermal insulation may be applied to maintain the liquefied gas in the liquid phase. In addition, in consideration of the risk of the liquefied gas stored in the gas fuel tank 31, an inert gas (such as nitrogen) may be filled on the outside of the gas fuel tank 31 in the tank room 30 .

The gas fuel tank 31 has a dome 311 . The dome 311 is formed above the gas fuel tank 31, and allows the flow of liquefied gas in and out. For example, the liquefied gas stored in the gas fuel tank 31 may be discharged from the gas fuel tank 31 through the gas fuel supply line L1 passing through the dome 311 and flow toward the engine 21 .

On the other hand, a bunker line L2 may pass through the dome 311 of the gas fuel tank 31 , and liquefied gas supplied from the outside by a bunker station 50 to be described later is loaded into the gas fuel tank 31 . can be

A part of the tank room 30 may be disposed directly below the cabin 13 , and the rest is disposed directly below the on-deck loading unit 12 . That is, the tank room 30 may have a front and rear length (corresponding to two bays) corresponding to one holding part 11, and the front is directly below the cabin 13, and the rear is the on-deck loading part 12. may be placed directly below the

Of course, a case in which the tank room 30 is moved forward compared to the drawing, the front and rear arrangements are reversed may also be included as an embodiment of the present invention.

The dome 311 of the gas fuel tank 31 may be provided above a portion of the gas fuel tank 31 that is displaced from the cabin 13 in the longitudinal direction. That is, according to the drawing, the dome 311 may be disposed at the rear of the gas fuel tank 31 .

In this case, a fuel supply room 40 to be described later is disposed below the cabin 13 on the deck, and the fuel supply room 40 may be disposed to be displaced from the dome 311 in the longitudinal direction. This will be described in detail below in the process of describing the fuel supply room 40 .

The tank room 30 may be surrounded by a cofferdam in order to protect the container C and the like in consideration of the risk of liquefied gas in the gas fuel tank 31 . For example, the tank room 30 has a structure surrounded by a longitudinal cofferdam (not shown) and a transverse cofferdam 33 based on a flat cross-section.

The tank room 30 has a gap between the front and rear adjacent holding parts 11 , and the gap may constitute the transverse cofferdam 33 . In addition, side ballasting parts 151 are disposed on both sides of the tank room 30 , and a longitudinal cofferdam may be formed between the side ballasting parts 151 and the tank room 30 .

However, as will be described in another embodiment below, the transverse cofferdam 33 and the like may be replaced with the oil fuel tank 70 .

Since the front of the tank room 30 is disposed directly below the cabin 13 , it is necessary to protect the cabin 13 from the gas fuel tank 31 . To this end, a cofferdam may protrude into the tank room 30 directly below the cabin 13 .

Specifically, directly below the cabin 13 from the inner upper surface of the tank room 30, a cofferdam is provided to partially protrude downward. At this time, the cofferdam protruding into the tank room 30 is formed only in part, not the entire inner upper surface of the tank room 30 . This is because the dome 311 is provided at the rear of the upper surface of the gas fuel tank 31 .

That is, the cofferdam protruding into the tank room 30 may be disposed in front of the dome 311 , specifically, a horizontal surface facing the upper surface of the gas fuel tank 31 and a vertical surface facing the dome 311 . can have In addition, as the vertical surface is arranged to be spaced apart from the dome 311 in the longitudinal direction, a corner side where the horizontal surface and the vertical surface meet may be exposed inside the tank room 30 .

As described above, the cofferdam disposed in front of the dome 311 may be a horizontal cofferdam 32 that protects the cabin 13 from the gas fuel tank 31, but the horizontal cofferdam 32 is the dome. As described above, only a portion (a portion corresponding to the cabin 13) rather than the entire upper surface of the tank room 30 is covered due to the arrangement of the 311 .

The fuel supply room 40 is disposed between the deck and the cabin 13 in the height direction to adjust the temperature or pressure of the liquefied gas discharged from the gas fuel tank 31 . The fuel supply room 40 has components (pumps, compressors, heat exchangers, etc.) that increase the temperature and pressure in order to solve that the state of the liquefied gas stored in the gas fuel tank 31 is different from the state required by the engine 21 . ) may be a part that accepts it.

In addition, the fuel supply room 40 may further include a configuration (gas-liquid separator, etc.) for adjusting the components of the liquefied gas in addition to the configuration for adjusting the temperature and pressure, and various components necessary in the process of supplying the liquefied gas as fuel can be accommodated without restrictions.

The fuel supply room 40 is disposed on the deck and the cabin 13 is stacked above the fuel supply room 40 , and the left and right width of the fuel supply room 40 may be smaller than the left and right width of the cabin 13 . have. In this case, other components such as a CO2 room may be provided on the left and right sides of the fuel supply room 40 .

Between the fuel supply room 40 and the cabin 13 , a cofferdam may be selectively installed. However, since a horizontal cofferdam 32 is provided directly below the fuel supply room 40 , the cabin 13 has a horizontal cofferdam 32 and a fuel supply room 40 between the gas fuel tank 31 and the fuel supply room 40 . can be provided.

However, in order to protect the cabin 13 from the fuel supply room 40, the cabin 13 may be provided to be ventilated at least 30 times per hour according to regulations. In addition, it goes without saying that a facility for spraying a fire extinguishing agent (powder) immediately in case of leakage of liquefied gas or the like may be provided.

A gas fuel supply line L1 may pass through the dome 311 of the gas fuel tank 31 , and the gas fuel supply line L1 may extend to the engine 21 through the fuel supply room 40 . .

Specifically, the gas fuel supply line L1 extends upward from the dome 311 in consideration of the dome 311 and the fuel supply room 40 being displaced in the longitudinal direction at the height of the fuel supply room 40 . It extends forward toward the fuel supply room 40 .

Thereafter, the gas fuel supply line (L1) extends from the fuel supply room (40) in the longitudinal direction along the deck toward the stern, and passes through the deck at the position of the engine room (20) to be connected to the engine (21).

That is, since the gas fuel supply line L1 of the present invention does not use the pipe duct 14, the expansion of the pipe duct 14 is suppressed to ensure the ballasting volume, and through this, gas fuel propulsion is applied or gas fuel is applied. The container (C) load capacity can be sufficiently taken for a container carrier retrofitted by propulsion.

The gas fuel supply line L1 may be provided between the fuel supply room 40 and the engine 21 via the bunker station 50 . The bunker station 50 to be described later may be disposed at the rear of the fuel supply room 40 on the deck above the tank room 30 , and in this embodiment, the gas to the bunker station 50 provided with the bunkering line L2 is provided. By allowing the fuel supply line (L1) to pass through, it is possible to minimize the occupancy of the space in the deck due to the gas fuel supply line (L1). In addition, although described below, through the above arrangement, the on-deck loading unit 12 capable of loading the container C can be formed inside the bunker station 50 .

The gas fuel supply line (L1) extending rearward on the deck from the fuel supply room (40) toward the engine room (20) is on the hatch cover (112) on which the container (C) is loaded in the on-deck loading unit (12). It may be provided to be supported by the

That is, the gas fuel supply line (L1) is supported by the hatch coaming 111 at a portion extending from the fuel supply room 40 in the longitudinal direction toward the engine room 20, for example, gas fuel as shown in FIG. 4 . The supply line L1 may be provided to be directly supported by the hatch coaming 111 through the hatch coaming 111 .

In addition, for the gas fuel supply line (L1) extending long between the fuel supply room 40 disposed in the central part of the hull 10 and the engine room 20 provided at the stern in the hull 10, liquefied gas flow, etc. In order to prepare for the expansion and contraction due to the expansion loop (EL) may be applied.

The expansion loop EL is a part bent in the transverse direction such as up, down, left and right, not in the longitudinal direction, in part in the gas fuel supply line L1, and the expansion loop EL absorbs the contraction and expansion of the gas fuel supply line L1. By doing so, it is possible to ensure the durability of the gas fuel supply line (L1).

In this case, the expansion loop EL may be provided between the hatch coamings 111 provided in plurality in the longitudinal direction of the hull 10 . That is, as shown in FIG. 1, the expansion loop EL is disposed between the hatch coaming 111 and the hatch coaming 111, and at this time, the expansion loop EL extends in a direction not to face the ship side shell plate among the vertical, horizontal, and horizontal directions, May not obstruct the movement path of workers on deck.

The bunker station 50 is provided on the outside adjacent to the side shell plate on the deck above the tank room 30, and is provided to receive liquefied gas from the outside. The bunker station 50 may have a form open to the outside, a bunker line L2 may be provided, and may include a connection end (manifold) connected to an external transfer arm.

The bunker station 50 may be provided on the left and right in the hull 10 so as not to suggest a direction in which the hull 10 is docked for loading, and may be arranged to be symmetrical. That is, the bunker station 50 is provided on both sides of the upper deck of the tank room 30 .

The bunker station 50 is provided on both sides of the deck and is disposed to overlap the tank room 30 in the longitudinal direction. That is, the bunker station 50 may be disposed directly above the tank room 30 , and in particular, the bunker station 50 is disposed directly above the dome 311 .

In this case, the bunker station 50 may at least partially be disposed to be displaced from the cabin 13 and the fuel supply room 40 in the longitudinal direction (partially the bunker station 50 is the cabin 13/fuel supply room ( 40) and may overlap longitudinally). That is, the bunker station 50 may be provided to have a relatively small front and rear length compared to the tank room 30 , but is provided larger than one bay, so that the front end is transverse to the cabin 13 or the fuel supply room 40 , etc. direction may be overlapped.

At this time, in order to prevent interference between the bunker station 50 and the cabin 13, and to sufficiently secure the front and rear length of the bunker station 50, the left and right width of the cabin 13 (or fuel supply room 40) is the hull ( 10) may be provided less than or equal to the width of the bunker station 50 excluding the width.

The gas fuel supply line L1, according to FIG. 7, extends upward from the dome 311 and extends forward toward the fuel supply room 40, and then passes through the bunker station 50 toward the engine 21. It can be extended backwards.

That is, in this embodiment, the gas fuel supply line (L1) extending from the fuel supply room (40) toward the engine room (20) passes through the bunker station (50), so that the gas fuel supply line (L1) on the deck. By minimizing the space occupied due to this, it is possible to secure the maximum loading space for the container (C).

Also, as shown in FIG. 7 , the bunkering line L2 provided in the bunker station 50 extends from the bunker station 50 in the transverse direction toward the fuel supply room 40 , and then rearward toward the dome 311 . is extended to supply liquefied gas to the gas fuel tank (31). That is, the bunker line L2 passes through the fuel supply room 40 between the bunker station 50 and the gas fuel tank 31 .

This arrangement also minimizes the space occupied by the deck. For reference, although the gas fuel supply line (L1) and the bunkering line (L2) are shown on the right and left sides in FIG. 7, respectively, the gas fuel supply line ( L1) and a bunkering line L2 may be provided.

The tank connection space 60 (Tank connection space) delivers the liquefied gas of the gas fuel tank 31 to the fuel supply room 40 . The tank connection space 60 may be provided on the deck and disposed at the front or rear of the fuel supply room 40 at the same height as the fuel supply room 40 .

The tank connection space 60 is provided to accommodate the dome 311 protruding above the gas fuel tank 31, and the upper end of the dome 311 penetrates the deck and can be located in the tank connection space 60. have.

In this case, the gas fuel supply line L1 extends upward from the dome 311 while passing through the dome 311 , passes through the tank connection space 60 , and then extends forward toward the fuel supply room 40 . Therefore, in this embodiment, the upper end of the dome 311 and the fuel supply room 40 are arranged at the same height, so that the gas fuel supply line L1 extending between the dome 311 and the fuel supply room 40 has a height It can be set up without change.

That is, the gas fuel supply line L1 is provided horizontally between the tank connection space 60 and the fuel supply room 40 . Furthermore, the gas fuel supply line L1 has a relatively constant height in the process of extending from the fuel supply room 40 to the engine room 20 via the bunker station, the hatch coaming 111 on the deck, and the like.

Therefore, in this embodiment, the gas fuel supply line (L1), except for the portion penetrating the dome 311 upward and the portion penetrating the deck downward from the upper part of the engine room 20, all the remaining parts are provided horizontally ( Except for the expansion loop (EL) curved upward or downward), the flow of liquefied gas in the gas fuel supply line (L1) can be made stably and quickly.

At least a portion of the tank connection space 60 may be used as a dome space, and the dome space may be provided separately from the rest of the tank connection space 60 .

The tank connection space 60 may have a width corresponding to the left and right widths of the fuel supply room 40 . At this time, between the tank connection space 60 and the bunker station 50, the on-deck loading unit 12 in which the container C is loaded on the deck may be provided.

Since the tank room 30 is disposed at the bottom of the deck between the tank connection space 60 and the bunker station 50, the hatch coaming 111 or hatch cover 112 for opening and closing is unnecessary. However, since supporting the container (C) with a general deck may lack durability, the container (C) can be supported by hulling/welding the hatch cover 112 between the tank connection space 60 and the bunker station 50 . can make it

Alternatively, at least the rear portion of the deck above the tank room 30, which is displaced from the cabin 13, includes the portion where the bunker station 50 and the tank connection space 60 are provided. The hatch cover 112 structure is hulled as a whole. Alternatively, the hatch coaming 111 and the hatch cover 112 structure may be applied as it is, but the hatch cover 112 may be welded to the hatch coaming 111 to form an integral structure.

Between the bunker station 50 and the tank connection space 60, as well as above the bunker station 50 and the tank connection space 60, the on-deck loading unit 12 in which the container C is loaded will be formed. can However, the left and right widths of the bunker station 50 and the tank connection space 60 may have an integer multiple of the width of the container C, but the height may have a different height from the integer multiple of the height of the container C.

That is, the step height of the container C loaded above the bunker station 50 and the tank connection space 60 is, as shown in FIG. 5 , the container loaded on the on-deck loading unit 12 above the hold unit 11 ( It may be provided to be different from the step height of C).

Of course, it is also possible to match the bunker station 50 and the tank connection space 60 to an integer multiple of the height of the container (C), but in this case, if it corresponds to the height of two containers (C), the bunker station 50 or the tank connection space ( The height of 60) is too limited, and if it corresponds to the height of three containers C, the height occupied by the bunker station 50 and the like is excessive.

Therefore, in this embodiment, even if the container (C) loading is made non-uniformly, the height of the bunker station 50 and the tank connection space 60 is formed to be inconsistent with the standard of the container C, and the bunker station 50 The height of the back can be taken optimally.

Instead, in this embodiment, the shape of the lashing bridge 16 may be improved as shown in FIG. 6 in order to prepare for the height of the loading end of the container C being different in the width direction.

As mentioned above, the lashing bridge 16 is installed on the deck and is configured to secure the container (C), the lashing bridge 16 of this embodiment is to secure the container (C) loaded above the hold part (11). The first thin part 16a and the first thin part 16a are provided integrally with the first thin part 16a at a different height than that of the first thin part 16a and are loaded above the bunker station 50/tank connection space 60 . (C) may include a second fastening portion 16b for fastening.

The first fastening part 16a may be configured to secure the container C of the on-deck loading part 12 located above the holding part 11, or the tank connection space 60 and the bunker station. It may be of a configuration used to secure the container (C) of the on-deck loading unit 12 formed between (50).

In relation to the latter, the on-deck loading part 12 between the tank connection space 60 and the bunker station 50 is loaded with the container C on the deck (the hatch cover 112 is hulled or welded). Therefore, it may correspond to the height of the stage at which the container (C) is loaded in the on-deck loading unit 12 above the hold unit 11 .

On the other hand, since the height of the container (C) loaded above the bunker station 50/tank connection space 60 is different from this, the tank connection space 60 is provided in the hull 10 as shown in FIG. Looking at the front cross-section, the maximum loading height of the container (C) may be formed non-uniformly. Therefore, the second fastening portion 16b may be applied to the lashing bridge 16 disposed adjacent to the tank connection space 60 .

The second thin portion 16b may have a height that protrudes upward compared to the first thin portion 16a, and may be a portion used for securing at least two or more containers C in the width direction. At this time, the height at which the second thin part 16b protrudes more than the first thin part 16a is at least the height of the bunker station 50 or the tank connection space 60, limiting an integer multiple of the height of the container C may correspond to a positive value of .

Therefore, in this embodiment, the height of the bunker station 50 and the like is not limited to the container C standard, thereby optimally securing the height of the bunker station 50 and the tank connection space 60, and Even if the step height is unbalanced, the structure can be stably fastened using the improved lashing bridge 16 .

The oil fuel tank 70 stores oil used in the engine 21 and the like. The oil fuel tank 70 stores oil at room temperature and does not require separate insulation, so it can be formed by variously utilizing empty space.

For example, in this embodiment, the oil fuel tank 70 may be provided on both sides of the tank room 30 . It has been previously described that a cofferdam can be wrapped around the tank room 30, and between both sides of the tank room 30 and the side ballasting part 151 of the cofferdam is an oil fuel tank 70 as shown in FIG. can be used Accordingly, the ballast tank 15 is provided to surround the tank room 30 and the oil fuel tank 70 in the hull 10 .

Of course, the oil fuel tank 70 may be formed in the gap between the holding parts 11 in the front-rear direction. However, the horizontal cofferdam 32 for protecting the cabin 13 from the gas fuel tank 31 may not be used as the oil fuel tank 70 .

An oil fuel supply line (not shown) may be provided from the oil fuel tank 70 to the engine 21. The oil fuel supply line needs insulation, so a gas fuel supply line ( Unlike L1), it is sufficient to have only a cross section enough to allow the oil to flow.

Accordingly, the oil fuel supply line may extend from the oil fuel tank 70 to the stern through the pipe duct 14 differently from the gas fuel supply line L1 .

Of course, it is also possible that the oil fuel supply line extends longitudinally on the deck together with the gas fuel supply line L1, and the oil fuel supply line also penetrates the hatch coaming 111 and is supported by the hatch coaming 111. can However, the expansion loop (EL) may not be applied to the oil fuel supply line.

As such, this embodiment allocates the tank room 30 to apply gas fuel propulsion to the container carrier, and optimally arranges the components for delivering liquefied gas from the gas fuel tank 31 to the engine 21, While ensuring durability, it is possible to sufficiently secure the loading capacity of the container (C).

8 is a plan sectional view of a gas fuel propulsion container carrier according to another embodiment of the present invention, and FIG. 9 is a front sectional view of a gas fuel propulsion container carrier according to another embodiment of the present invention.

Referring to FIGS. 8 and 9 , the gas fuel propulsion container carrier 1 according to another embodiment of the present invention is different from the previous embodiment in the arrangement of the oil fuel tank 70 and the like.

Hereinafter, the present embodiment will be mainly described on the points that are different from the previous embodiment, and the parts omitted from the description will be replaced with the previous content.

This embodiment is the same as the previous embodiment in that the tank room 30 has a gap between the holding part 11 and the front and rear adjacent, but in the previous embodiment, the gap is formed between the holding part 11 and the tank room. While it is used as a transverse cofferdam 33 for the separation of 30 , in this embodiment, the gap can be used as a transverse oil fuel tank 72 .

In the case of applying gas fuel propulsion to a container carrier, between the facility for storing liquefied gas (gas fuel tank 31) and the container (C) cargo hold (hold part 11), IGF Code (International Code of Safety for Ships using Gases or other Low-flashpoint Fuels, Cofferdam structure should be applied according to 11.3.3. Here, the cofferdam means a space for separating two adjacent compartments.

However, as in the previous embodiment, if the cofferdam is disposed on the left and right sides and front and rear of the tank room 30, the area where oil fuel can be loaded is reduced, so there is a problem in the supply of liquefied gas and operation based on the liquefied gas. In the case of LNG-DF failure that occurs, there is a problem that it is difficult to secure a sufficient cruising range with only oil fuel.

Therefore, in this embodiment, the gap between the hold part 11 and the tank room 30 may be used as the oil fuel tank 70 in order to sufficiently secure the operation distance while backing up the operation using the gas fuel. At this time, since it is clear that the oil fuel tank 70 is also a space that structurally separates the gas fuel tank 31 and the hold part 11, the related rules and the like can be satisfied without any problem.

In addition, in this embodiment, the transverse oil fuel tanks 72 are placed before and after the tank room 30 , and the longitudinal oil fuel tanks 71 can be provided on both sides of the tank room 30 . In this case, the ballast tank 15 is provided to surround the tank room 30 and the longitudinal oil fuel tank 71 .

In addition, the tank room 30 may be surrounded by the oil fuel tank 70 as shown in FIG. 8 in a flat cross-section. That is, the transverse oil fuel tank 72 and the longitudinal oil fuel tank 71 may form a closed cross-section surrounding the tank room 30, and this embodiment applies the IGF Rule only to the oil fuel tank 70. can be satisfied

The longitudinal oil fuel tanks 71 provided on both sides of the tank room 30 are disposed directly below the cabin 13 and the on-deck loading unit 12 as shown in FIG. 8 . The left and right widths of the portion may be provided to be different.

This case corresponds to the case where the hold part 11, which is the container (C) loading space, is applied to the left and right sides of the tank room 30 as shown in FIG. On this deck, it is disposed below the cabin 13 and may be disposed on the left and right of the fuel supply room 40 .

Accordingly, a portion of the upper surface of the tank room 30 may be provided with an openable hatch cover 112 . At this time, the part corresponding to the dome 311 of the tank room 30 cannot be applied to the opening and closing structure due to the installation of the gas fuel supply line L1, etc., so that it can be opened on both left and right sides from above the tank room 30 A hatch cover 112 may be provided, respectively.

Of course, when the dome 311 of the gas fuel tank 31 is disposed directly below the fuel supply room 40, one hatch cover 112 is located in the rear part displaced from the cabin 13 in the tank room 30. may be provided to be openable, and at this time, for the protection of the cabin 13 , a cofferdam may be applied between the fuel supply room 40 and the cabin 13 .

As described above, in this embodiment, oil fuel is stored in case a problem occurs in operation by liquefied gas, but the space between the hold part 11 and the tank room 30 is used to sufficiently secure the storage amount of the oil fuel. Thus, the operating distance can be guaranteed.

In addition to the embodiments described above, the present invention encompasses all embodiments generated by a combination of at least two or more of the above embodiments or a combination of at least one or more of the above embodiments and known techniques.

Although the present invention has been described in detail through specific examples, this is for the purpose of describing the present invention in detail, and the present invention is not limited thereto, and by those of ordinary skill in the art within the technical spirit of the present invention. It will be clear that the transformation or improvement is possible.

All simple modifications and variations of the present invention fall within 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: Gas-fueled container carrier C: Container
10: hull 11: hold part
111: hatch coaming 112: hatch cover
12: on-deck loading section 13: cabin
14: pipe duct 15: ballast tank
151: side ballasting part 152: ship bottom ballasting part
153: corner ballasting part 154: open bulkhead
16: lashing bridge 16a: first high-thin part
16b: second fastening part 20: engine room
21: engine 30: tank room
31: gas fuel tank 311: dome
32: horizontal cofferdam 33: transverse cofferdam
40: fuel supply room 50: bunker station
60: tank connection space 70: oil fuel tank
71: longitudinal oil fuel tank 72: transverse oil fuel tank
L1: Gas fuel supply line EL: Expansion loop
L2: Bunkering Line

Claims (5)

A container ship having a hull in which a plurality of hold parts in which containers are loaded are provided in the longitudinal direction in the ship, an on-deck loading part in which containers are loaded at a certain height outside the ship is provided above the deck, and a cabin is provided in the central part in the longitudinal direction. As,
an engine room provided at the stern of the ship and accommodating the engine;
a tank room provided in the ship and accommodating a gas fuel tank for storing liquefied gas, which is the fuel of the engine; and
and a fuel supply room disposed between the deck and the cabin in the height direction to adjust the temperature or pressure of the liquefied gas discharged from the gas fuel tank,
The tank room has a gap between the holding part adjacent to the front and rear,
The gap is used as an oil fuel tank,
The tank room is
A part is disposed directly below the cabin and the remaining part is disposed directly below the on-deck loading part,
Oil fuel tanks provided on both sides of the tank room,
A gas fuel propulsion container carrier, characterized in that the width of the portion disposed directly below the cabin and the portion disposed directly below the on-deck loading unit are provided to be different. The method of claim 1,
The oil fuel tank is a transverse oil fuel tank,
longitudinal oil fuel tanks provided on both sides of the tank room; and
The gas fuel propulsion container carrier further comprising a ballast tank provided to surround the tank room and the longitudinal oil fuel tank in the hull. According to claim 1, The tank room,
A gas fuel propulsion container carrier, characterized in that the flat cross-section is provided to be surrounded by the oil fuel tank. 3. The method of claim 2,
The transverse oil fuel tank and the longitudinal oil fuel tank,
Gas fuel-propelled container carrier, characterized in that forming a closed cross section surrounding the tank room. delete

Images