KR102524979B1 - Container ship - Google Patents

Abstract

A container ship according to an aspect of the present invention includes a hull 10 for loading a plurality of containers, a residence 20 located at the bow 11 of the hull 10, and a bow 11 of the hull 10 The heavy oil tank 30 located under the residence 20, the engine room 70 located at the stern 12 of the hull 10, and the heavy oil and A binary fuel engine 71 using both liquefied natural gas and a liquefied natural gas tank 90 located in front of the engine room 70 may be included.

Description

Container ship {CONTAINER SHIP}

The present invention relates to a container ship, and more specifically, to a container ship capable of securing forward visibility while maximally loading containers by arranging accommodation and a heavy oil tank for ship fuel at the bow.

6 is a schematic diagram for explaining the structure of a conventional container ship.

As the size of the container ship increases, the torsional moment applied to the hull increases. In order to prevent such hull distortion, the hull 1002 extends transversely to the center line of the container ship, and both sides are connected to both ship double shells 1003.1 and 1003.2, respectively, and the lower side is connected to the ship double bottom 1003.3 A configuration in which a stabilizing device 1005 is disposed is disclosed. In particular, it is disclosed that a stabilizing device 1005 is installed in an area half the length of the cargo hold 1004 at a position effective for increasing torsional rigidity and preventing cambering. Here, the stabilization device 1005 may be a fuel tank of a ship, and the upper portion of the stabilization device 1005 is configured such that a living area in which a crew member resides is disposed.

Therefore, by arranging the living quarters and the fuel tank in the center of the hull, excessive hull distortion caused by torsional load is prevented. In addition, by preventing excessive twisting of the hull, the dock cover for container loading is prevented from being separated from the hull, and the hull is prevented from yielding or being destroyed by fatigue.

However, in this case, the container cannot be loaded in the space where the residence of the container ship is arranged, and the container cannot be loaded because the fuel tank is also disposed below the residence.

In addition, in order to steer a container ship, the front view of the residence must be secured, but when a container is loaded in front of the residence located in the center of the hull, the container obstructs the front view of the residence, so the container is placed in front of the residence. It also has the additional problem of not being able to fully load into .

Korean Patent Publication No. 10-2006-0057003 (published on May 25, 2006)

The present invention has been made to solve the problems of the prior art, and an object of the present invention is a container that can load containers as much as possible, minimize air resistance while being structurally stable, and secure front view of the residence. to provide ships.

In addition, another object of the present invention is to provide an environmentally friendly container ship that can be propelled by using liquefied natural gas as fuel.

A container ship according to an aspect of the present invention includes a hull 10 for loading a plurality of containers, a residence 20 located at the bow 11 of the hull 10, and a bow 11 of the hull 10 The heavy oil tank 30 located under the residence 20, the engine room 70 located at the stern 12 of the hull 10, and the heavy oil and A binary fuel engine 71 using both liquefied natural gas and a liquefied natural gas tank 90 located in front of the engine room 70 may be included.

An auxiliary heavy oil tank 80 located between the residence 20 at the center of the hull 10 may be further included.

The auxiliary heavy oil tank 80 may be located at 3/4 of the length of the hull 10.

A fuel supply system room 6, a dry powder room 7, and a nitrogen room 8 located above the liquefied natural gas tank 90 may be further included.

A cofferdam 9 positioned between the liquefied natural gas tank 90, the fuel supply system room 6, the dry powder room 7, and the nitrogen room 8 may be further included.

A lateral sway damping tank 5 located between the residence 20 and the heavy oil tank 30 may be further included.

A first resistance reducing unit 50 located at the bow 11 of the hull 10 may be further included.

The first resistance reducing unit 50 is located in front of the residence 20 and may have a streamlined structure.

A bridge wing 21 protruding to the side of the residence 20 and a second resistance reducing unit 60 located on the bridge wing 21 may be further included.

A side surface of the second resistance reducing unit 60 may have a streamlined structure.

In the container ship according to an embodiment of the present invention, by optimally arranging the living quarters at the bow of the hull, it is possible to maximize the load capacity of the containers and secure the forward view of the living quarters.

In addition, wind resistance can be minimized by installing the first resistance reducing unit and/or the second resistance reducing unit at the bow of the hull.

In addition, by locating an auxiliary heavy oil tank between the living quarters at the center of the hull, distortion of the hull can be minimized.

In addition, an eco-friendly container ship can be provided by applying a liquefied natural gas fuel supply system.

In addition, parametric roll can be minimized by installing a rolling damping tank between the residence and the heavy oil tank.

1 is a schematic diagram of a container ship according to an embodiment of the present invention.
2 is an enlarged side view of a bow of a container ship according to an embodiment of the present invention.
3 is an enlarged perspective view of a residence of a container ship according to an embodiment of the present invention.
4 is a schematic diagram illustrating an installation position of an auxiliary heavy oil tank of a container ship according to an embodiment of the present invention.
5 is a view analyzing hatch cover movement according to an installation position of an auxiliary heavy oil tank of a container ship according to an embodiment of the present invention.
6 is a schematic diagram of a container ship according to the prior art.

Since the present invention can make various changes and have various embodiments, specific embodiments are illustrated in the drawings and described in detail.

However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. Like reference numerals have been used for like elements throughout the description of each figure.

When the terms and/or appear, this includes a combination of a plurality of related items or any one of a plurality of related items.

It is understood that when an element is referred to as being “connected” or “connected” to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be. On the other hand, when a component is referred to as “directly connected” or “directly connected” to another component, it should be understood that no other component exists in the middle.

Terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as “comprise” or “having” are intended to designate that there is a feature, number, step, operation, component part, or combination thereof described in the specification, but one or more other features or It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in this application, it should not be interpreted in an ideal or excessively formal meaning. don't

1 is a schematic diagram of a container ship according to an embodiment of the present invention.

As shown in FIG. 1, the container ship according to an embodiment of the present invention includes a hull 10 for loading a plurality of containers 1, and a residence 20 located at the bow 11 of the hull 10. , And a heavy fuel oil tank (HFO tank) 30 located at the bow 11 of the hull 10 and located below the residence 20.

The hull 10 has a bow 11, which is the foremost, and a stern 12, which is the rearmost.

The residence 20 is disposed close to the rear of the bow bulkhead 11a installed in the bow 11. Here, 'rear' means a direction from the bow 11 of the hull 10 to the stern 12. Therefore, the accommodation 20 is located on the side from the collision bulkhead 11a toward the stern 12. In addition, the residence 20 is 'close' to the rear side of the collision bulkhead 11a not only when the residence 20 is located on the upper side of the collision bulkhead 11a, but also when the residence 20 is located on the bow bulkhead ( 11a) including the case where it is spaced apart from the rear side of the hull 10. And, when the accommodation 20 is close to the collision bulkhead 11a, the container 1 is not loaded between the accommodation 20 and the collision bulkhead 11a.

On the other hand, in the upper region of the player 11, the container 1 is not loaded in front of the residence 20. Here, 'front' means a direction toward the bow 11 from the stern 12 of the hull 10. Since the container 1 is not loaded in the direction from the accommodation area 20 toward the player 11, the forward view of the crew member in the accommodation area 20 is not obstructed by the loaded container 1.

In addition, by locating the residence 20 at the bow 11 of the hull 10, it is possible to remove a foremast installed to support navigation lights, etc., thereby increasing the freedom of movement and work of workers, It is possible to solve problems such as vibration reinforcement or other equipment arrangement according to conventional foremast arrangement.

In this way, by locating the residence 20 at the bow 11 of the hull 10, the container 1 can be loaded in the center of the hull 10, and forward visibility can be secured.

The heavy oil tank 30 is a tank containing heavy fuel oil (HFO). Since the heavy oil tank 30 is located below the residence 20 at the bow 11 of the hull 10, the container 1 can be loaded even in the lower space at the center of the hull 10.

In this way, the loading capacity of the container 1 can be maximized by locating the accommodation area 20 at the bow 11 of the hull 10 and placing the heavy oil tank 30 under the accommodation area 20. . That is, compared to the structure in which the residence 20 is located in the center of the hull 10, approximately 3,800 to 4,000 TEU containers 1 can be further loaded.

On the other hand, since the residence 20 is located at the bow 11 of the hull 10, it receives a lot of air resistance. Therefore, in order to minimize such air resistance, as shown in FIG. 2 , the first resistance reducing unit 50 may be located at the bow 11 of the hull 10 .

The first resistance reducing unit 50 is located in front of the residence 20 and may have a streamlined structure. The first resistance reducing unit 50 may have a streamlined structure in which a plurality of frames are connected to each other.

The first resistance reducing unit 50 prevents or reduces resistance due to air, water, and wind during the voyage of the container ship 2, thereby increasing the fuel efficiency of the container ship 2 and the maximum speed of the container ship 2. Deterioration can be prevented or the handling performance of the container ship 2 can be improved. In addition, the first resistance reducing unit 50 is located in front of the living area 20, which is an empty space in which the container 1 cannot be loaded, so that loading efficiency can be improved.

As shown in FIG. 3, the residence 20 may have a bridge wing 21 protruding to its side. The bridge wing 21 allows the crew to walk to the side of the residence 20 through this place and visually check the side part and quay wall of the container ship 2. That is, the bridge wing 21 is a structure that serves to improve the maneuverability of the ship by contributing to securing an appropriate view of the crew in areas where navigation is difficult, including docking and entry of the container ship 2.

A second resistance reducing unit 60 may be located on the bridge wing 21 . A side surface of the second resistance reducing unit 60 may have a streamlined structure. Therefore, the second resistance reducing unit 60 can minimize the air resistance of the bridge wing 21 that receives strong air resistance during the operation of the container ship 2 .

An engine room 70 may be located at the stern 12 of the hull 10, and an auxiliary heavy oil tank 80 may be located between the engine room 70 and the residence 20. Specifically, the auxiliary heavy oil tank 80 may be located between the collision bulkhead 11a at the center of the hull 10, and more specifically, may be located at 3/4 of the length of the hull 10 ( see Figure 1). Through this, torsion of the hull 10 can be minimized. This is explained in detail below.

When the accommodation is located in the center of the hull, the accommodation and the heavy oil tank below play a role in minimizing the torsion of the hull. However, as in one embodiment of the present invention, when the residence 20 is located at the bow 11 of the hull 10, it is vulnerable to torsion of the hull 10.

However, in one embodiment of the present invention, by installing the auxiliary heavy oil tank 80 at 3/4 of the length of the hull 10, it is possible to partially compensate for the twist of the hull 10.

As shown in FIG. 4 , the auxiliary heavy oil tank 80 of the container ship according to an embodiment of the present invention may be installed at a position 3/4 of the length of the hull 10. The residence and the heavy oil tank are located at approximately the center of the hull of the prior art, and according to one embodiment of the present invention, the residence 20 is located at the bow 11 of the hull 10, and below the residence 20 The heavy oil tank 30 is located, and the auxiliary heavy oil tank 80 is located at approximately 3/4 of the length of the hull 10.

According to the rule of the ship, the allowable H / C Pad Movement of the hatch cover movement is up to 120 mm. As shown in FIG. 5, the first embodiment according to one embodiment of the present invention It can be seen that in the case of the third embodiment to the third embodiment, the deformation value has a value of less than 120 mm. Through this, it satisfies the ship's rules and, as described above, has an effect of loading more containers of approximately 3,800 to 4,000 TEU compared to the prior art. On the other hand, in the case of the comparative example, the HFO tank is disposed between the cargo holds.

On the other hand, it goes without saying that distortion of the hull 10 can be minimized by additionally increasing scantling locally.

In addition, when the residence 20 is located at the bow 11 of the hull 10, the fatigue life of the central portion of the hull 10 can be reduced by about 20%. However, the container ship 2 according to an embodiment of the present invention may compensate for fatigue life through edge treatment.

Meanwhile, a liquefied natural gas tank (LNG tank) 90 may be located in front of the engine room 70 . In addition, the binary raw material engine 71 may be located in the engine room 70 . The binary fuel engine can use both Heavy Fuel Oil (HFO) and Liquefied Natural Gas (LNG). As described above, the container ship 2 according to an embodiment of the present invention can operate using both heavy oil and liquefied natural gas as fuel, and is environmentally friendly because it can satisfy the ship exhaust gas regulations of the International Maritime Organization (IMO).

At the top of the liquefied natural gas tank 90, a fuel supply system room 6 for supplying fuel to the engine 71, a dry powder room 7 for storing extinguishing materials, A nitrogen (N2) room 8 may be located to store nitrogen gas used when gas is removed from a fuel tank or a supply pipe.

The dry powder room (7) is a separate space for storing dry powder, which is an extinguishing material. Container ships carry dry cargo, so unlike general liquefied oil carriers, there is no space to load dry powder, so the upper part of the liquefied natural gas tank can be placed in

The nitrogen room 8 is a space for storing nitrogen gas, which is a non-flammable gas, and the nitrogen gas performs a gas exhaust step (purging) of removing gas remaining in a fuel tank or a supply pipe or a step (inerting) of filling with an inert gas. It can be used in case of

A cofferdam 9 may be located between the liquefied natural gas tank 90, the fuel supply system room 6, the dry powder room 7, and the nitrogen room 8. Therefore, the fuel supply system room 6, the dry powder room 7, and the nitrogen room 8 can be safely protected from the liquefied natural gas tank 90.

In this embodiment, only the fuel supply system room, dry powder room, and nitrogen room are described, but it is not limited thereto, and various rooms may be located above the liquefied natural gas tank 90.

An anti-rolling tank (5) located between the residence 20 and the heavy oil tank 30 may be located. Since the container ship 2 loading the container 1 on the upper deck has a high center of gravity, there is a risk of capsizing due to rollover. In order to prevent this, by installing a rolling damping tank 5, which is a U-shaped water tank, between the residence 20 and the heavy oil tank 30, the fluid inside the rolling damping tank 5 Rolling motion can be damped by using the resonance phenomenon according to the flow of

In the above, the present invention has been described with reference to the embodiments shown in the drawings. However, the present invention is not limited thereto, and various modifications or other embodiments belonging to the scope equivalent to the present invention can be made by those skilled in the art. Therefore, the true scope of protection of the present invention will be defined by the following claims.

10: hull 20: residence
30: heavy oil tank 50: first resistance reducing unit
60: second resistance reducing unit 70: engine room
80: auxiliary heavy oil tank 90: liquefied natural gas tank

Claims (10)

Hull 10 for shipping a plurality of containers;
A residence 20 located at the bow 11 of the hull 10;
A heavy oil tank 30 located at the bow 11 of the hull 10 and located below the residence 20;
An engine room 70 located at the stern 12 of the hull 10;
A binary fuel engine 71 located in the engine room 70 and using both heavy oil and liquefied natural gas; and
Including; liquefied natural gas tank 90 located in front of the engine room 70,
The residence 20 and the heavy oil tank 30 are moved from the central part of the hull 10 to the bow 11 to secure an additional loading capacity of the container,
In order to prevent distortion applied to the central portion of the hull 10 as the residence 20 and the heavy oil tank 30 are moved and disposed to the bow 11, the residence 20 and the hull ( 10) A container ship in which an auxiliary heavy oil tank 80 that functions as a torsion box is installed between the central parts.
delete According to claim 1,
The auxiliary heavy oil tank 80 is located at 3/4 of the length of the hull 10 of the container ship.
According to claim 1,
a fuel supply system room (6), a dry powder room (7), and a nitrogen room (8) located above the liquefied natural gas tank (90);
A container ship further comprising a.
According to claim 4,
A cofferdam (9) located between the liquefied natural gas tank (90) and the fuel supply system room (6), dry powder room (7), and nitrogen room (8)
A container ship further comprising a.
According to claim 1,
A container ship further comprising a roll damping tank (5) located between the residence (20) and the heavy oil tank (30).
According to claim 1,
A container ship further comprising a first resistance reducing unit 50 located at the bow 11 of the hull 10.
According to claim 7,
The first resistance reducing unit 50 is located in front of the residence 20 and has a streamlined structure. According to claim 1,
Bridge wings 21 protruding to the side of the residence 20; and
A second resistance reducing unit 60 located on the bridge wing 21;
A container ship further comprising a.
According to claim 9,
The side surface of the second resistance reducing unit 60 is a container ship having a streamlined structure.

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