KR20150092969A - Residential structure of ship loading a cargo - Google Patents

Abstract

The present invention relates to a ship accommodation part capable of loading a cargo comprising: a pair of supporting accommodation parts arranged on a port and a starboard of a ship respectively; the main accommodation part arranged on an upper part of a pair of supporting accommodation parts having a ㄷ-shape opened in a longitudinal direction of the ship; and a cargo lifting part arranged on a bottom surface of the main accommodation part, moving in a transverse direction of the ship, to stack cargoes. Therefore, the present invention has the effects of increasing a cargo capacity of a ship, and changing the placement of the cargoes or loading a cargo by itself.

Description

RESIDENTIAL STRUCTURE OF SHIP LOADING A CARGO

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship residence structure, and more particularly, to a ship residence structure capable of cargo loading capable of increasing a cargo load through a ship residence including a crane with a specific shape.

In general, the residence of a ship is located in the 1-island type or the 2-island type, welded together with the hull and equipped with various living facilities for long-time sailors.

Korean Patent Laid-Open No. 10-2010-0069982 discloses a container ship having a residence in a central portion of a ship and a residential section separated from an engine room in which a fuel oil tank is disposed at a lower portion of the residence. Such a container vessel improves the mission field of view at the time of sailing, can load more containers on the upper deck than a ship of the same size, and can double the fuel oil tank. In addition, the influence of vibration noise generated in the engine room is reduced, so that a comfortable cabin can be maintained as compared with a ship having a resident section adjacent to the engine room section.

Korean Patent Laid-Open Publication No. 10-2012-0105306 discloses a method for loading containers in a cabin housing area under a cabin in which a cabin residence and a fuel tank are arranged in different compartments for the purpose of optimizing the design of a container ship, Device. This loading method minimizes the reduction in the total number of containers that can be loaded while increasing the degree of design freedom for the optimal design of container lines.

The lower section of the residential district generally arranges the fuel oil storage space or other equipment, but it is inefficient in terms of space utilization because of the space remaining with the surrounding area.

Korean Patent Publication No. 10-2010-0069982 Korean Patent Publication No. 10-2012-0105306

The present invention seeks to provide a residence of a ship capable of carrying cargo which can increase the cargo load of the ship.

The present invention seeks to provide a residence for a ship capable of loading cargo or for changing the arrangement of the cargo.

Among the embodiments, a vessel residence zone capable of cargo loading is a pair of support residence zones arranged respectively in the port and starboard of the ship; A main residence located at the top of the pair of supporting recesses and having a U-shaped opening in the longitudinal direction of the ship; And a cargo lifting unit disposed on a bottom surface of the main dwelling unit and moving in a width direction of the ship to load cargo.

In one embodiment, the cargo lifting unit includes a rail arranged on a bottom surface of the dock and arranged in the width direction of the ship; A jig which is disposed in the longitudinal direction of the ship and which is brought into close contact with the rail through a trolley installed on the upper surface and is movable in the width direction of the ship; And a hoist that moves along the jib to lift or lower the cargo.

Here, the jig includes a plurality of multi-stage support portions, and the second multi-stage support portion is inserted into the first multi-stage support portion and slidable to adjust the length of the jib. Alternatively, the jib may be implemented as a knuckle jib or knuckle boom.

Among the embodiments, the cargo loading vessel is a cage having a c-shaped opening in the longitudinal direction of the ship; And a ship hull having a cargo loading area formed in an open portion of the residence, the residence includes a cargo elevation portion disposed on a floor surface and moving in a width direction of the ship to load cargo.

The residence of the ship capable of cargo loading according to the embodiment of the present invention can increase the cargo load amount of the ship through the shape of the vessel.

The residence of a ship capable of cargo loading according to an embodiment of the present invention can load the cargo on its own or change the arrangement of the cargo through a crane and a length adjustable jib.

1 is a perspective view illustrating a cargo loading vessel according to an embodiment of the present invention.
Fig. 2 is a perspective view illustrating the residence of Fig. 1. Fig.
3 is a view for explaining the crane in Fig.
FIG. 4 is a view for explaining a process of changing the arrangement of cargo carried out on the cargo loading vessel shown in FIG. 1; FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

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

Referring to FIG. 1 (a), the cargo loading vessel 100 includes a hull 110 and a habitat 120. Although not shown, the cargo loading vessel 100 may include a main engine (e.g., an engine) and an auxiliary machinery (e.g., a boiler, etc.) and associated structures For example, engine room casing, funnel, etc.).

The cargo loading vessel 100 corresponds to a vessel capable of carrying and transporting cargo, for example, it may correspond to a container line for loading a container.

The hull 110 includes a plurality of cargo loading zones. Here, the cargo loading area (eg, container hold) can be distinguished through the hull transverse bulkhead inside the hull.

In one embodiment, the hull 110 may further include a cargo loading space below the habitat 120 to be described later. The shape of the housing 120 will be described later.

For example, the hull 110 may include other spaces as the cargo loading area, excluding the space (and other spaces) where the main and auxiliary machinery is disposed, depending on the specific shape of the habitat 120 have.

The residence port 120 has a c-shape opened in the longitudinal direction of the ship (or a shape in which the concave (concave yaw) is inverted).

More specifically, the habitat 120 has a shape in which a lower portion of the bridge is hollow, and corresponds to a shape that can utilize the hollow portion as a space for cargo loading.

The habitat 120 is generally located at the stern side (top of the engine room or funnel front) of the cargo loading vessel 100, but may be located at the bow, center or stern, depending on the use of the cargo loading vessel 100 Will be apparent to those of ordinary skill in the art.

Referring to FIG. 1 (b), as compared to FIG. 1 (a), the hull 110 may not include a cargo loading space. For example, depending on the size or detailed use of the cargo loading vessel 100, the hull 110 may not include cargo loading spaces (e.g., hatches) below the on-deck.

1C, the residence port 120 further includes one surface of a predetermined thickness to be closed in the stern direction (or in the bow direction) of the cargo loading vessel 100, as compared with FIG. 1A .

Fig. 2 is a perspective view illustrating the habitat 120 shown in Fig.

2, the habitat 120 includes a support habitat 210, a primary habitat 220, and a crane portion 130. As shown in Fig.

The supporting habitat 210 is arranged in pairs at the port and starboard sides of the ship, respectively.

The supporting recess 210 may be formed in a columnar shape. The support residence 210 corresponds to a structure that supports the main residence 220 described below and may correspond to, for example, a box or a cylindrical shape, It may have an arch shape.

The height of the supporting hatch 210 can be determined according to the loading capacity of the cargo loading vessel 100. For example, the height of the supporting hatch 210 can be determined, for example, when a bridge (not shown) It may correspond to a height arranged at the same height as the bridge of the cargo loading vessel.

The area of the support hatch 210 may also be determined to reflect the area required for the placement of the cargo control room, office room, etc., and auxiliary engine (emergency generator, etc.) have. For example, it will be apparent to one of ordinary skill in the art that the sum of the area of the support residence 210 and the area of the main residence 220 can be designed to be the same as the cabin area of a typical cargo loading vessel.

The main housing 220 is disposed above the support housing 210. The main residence 220 may be designed to have a "C" shape (or a "concave" shape) inverted in the longitudinal direction of the ship in association with the support residence 210.

The main residence 220 may include a bridge (or a wheelhouse) and a naval communication equipment room, such as a conventional cargo loading vessel, and radar and communication equipment may be installed thereon.

The cargo lifting unit 230 is disposed on the floor surface (or the floor surface) of the main residence 220 and moves in the width direction of the ship to load cargo.

In one embodiment, the cargo lift portion 230 may correspond to a conventional gantry crane, hoist crane, or overhead crane for loading cargo.

Hereinafter, the cargo lifting unit 230 will be described in detail.

3 is an exemplary view illustrating the cargo lifting unit shown in Fig.

3 (a), the cargo lifting unit 230 includes a rail 310, a jib 320, and a hoist 330.

The rails 310 are arranged in the width direction of the ship along the bottom surface of the main residence 220. For example, the rails 310 may be arranged in pairs and parallel to each other in the fore and aft directions.

In one embodiment, the rails 310 may have a "convex", "b", or "c" shape. For example, the rail 310 has a "convex" shape and is connected to the bottom surface of the main housing 220 through welding or the like, and a trolley is disposed on the upper surface of both sides (or one side) And a guide rail (not shown). Here, the trolley corresponds to a metal wheel with a bracket that runs on the rail, and may be implemented in various forms according to the traveling manner of the rib 320, which will be described later. For example, It will be obvious to a person skilled in the art that a gear gear and a trolley can be implemented as a pinion gear.

The jib 320 corresponds to a support structure (e.g., arm) for supporting a suspended cargo. The jib 320 is disposed in the longitudinal direction of the ship, and is closely attached to the rail 310 through a trolley installed on the upper surface thereof, and is movable in the width direction of the ship.

More specifically, the jib 320 may include a traveling portion including a trolley and movable in the width direction of the ship, and a support for supporting the suspended cargo. Meanwhile, the cargo lifting unit 230 may include a separate power device (and a control device) for moving (or traveling) the jib 320.

In one embodiment, the jib 320 may be adjustable in length. More specifically, the support portion of the jib 320 includes a plurality of multi-step support portions having a ladder shape, the first multi-step support portion is engaged with the running portion of the jib 320, and the second multi- It can be inserted and installed to be able to slide in the longitudinal direction of the ship. For example, the jib 320 may have the same principle as the ladder of a conventional high-priced ladder car, and the quantity (or total length) of the multi-stage supports may be determined according to the weight of the cargo to be loaded and the required performance.

In another embodiment, the first multi-stage support may be engaged with the drive to be rotatable on a horizontal plane.

On the other hand, when the cargo loading vessel 100 is operated, the jib 320 is moved to a specific portion of the habitat 120 (for example, to prevent impact or damage due to the vibration (pitch, rolling, The cargo lifting unit 230 includes a separate balancing device (not shown) for adjusting the center of gravity so that the jib 320 is leveled at the time of cargo loading. can do. For example, the balancing device may include a balance weight located on one side of the jib 320 (opposite to the hoist to be described later), and a control device for adjusting the center of gravity of the jib 320 by moving the balance weight.

In one embodiment, the jib 320 may be implemented as a knuckle jib or knuckle boom.

3B, the support portion of the jib 320 is connected to the first support portion located at the lower portion of the main residence 220 and the second support portion at one side (on the bow or stern side) of the first support portion, And may include a support.

More specifically, the first support portion and the second support portion may be coupled by a hinge, and the second support portion may be vertically movable in a rotating manner with reference to one side coupled to the first support portion. For example, the angle between the first and second supports may correspond to a range of 90 degrees (vertical) to 180 degrees (horizontal) depending on the flow of the second support.

In one embodiment, the second support may be connected to a hoisting wire (not shown) and may flow according to the operation of a hoisting drum (not shown) to wind or unwind the hoisting wire.

Thus, when the cargo lifting unit 230 is not used (for example, during the voyage of the cargo loading vessel 100), the jib 320 is fixed to the main accommodation 220 side in a folded manner, It is possible to prevent breakage or the like of the lift portion 230. [

The hoist 330 moves along the jib 320 to lift or lower the cargo.

More specifically, the hoist 330, like a conventional hoist, includes an electric motor, a speed reducing device, a winding drum, and the like, and may be embodied as an electric hoist, for example.

The hoist 330 can move in the longitudinal direction of the ship along a guide rail (not shown) formed on the jib 320 and can be implemented in the same manner as the structure for moving the jib 320, do.

In one embodiment, the cargo lifting section 230 may further include a controller (not shown) for controlling the operation of the jib 320 and the hoist 330, respectively. More specifically, the control unit may be implemented as a conventional crane control system to control the lateral movement and length of the jib 320, the forward and backward movement of the hoist 330, and the lifting and lowering (moving up and down) of the loaded cargo.

In one embodiment, the control unit can control the operation of the cargo lifting unit 230 based on the ship coordinates.

First, the control unit may include a ship map (a map having coordinate values for all positions in the ship) defining the positions where the cargo can be loaded in the cargo loading space based on arbitrary ship coordinates, Ship coordinates can be mapped. For example, the first cargo location of hatch # 1 may have a value mapped to (10, 5, -20) (distance from the main residence, distance from the port, height from deck).

When the current position of the cargo and the loading (or unloading) position of the cargo are determined (or inputted), the control unit can control the operation of the cargo lifting unit 230.

More specifically, the control unit determines the order of loading (or unloading) for each of the cargoes when the loading data including the current position information of the cargoes and the loading position are inputted, The control of the length of the jib, the forward / backward movement of the hoist, and the lifting and moving of the loaded cargo can be sequentially controlled.

Thereby, the cargo loading vessel 100 can automate cargo loading (or unloading).

FIG. 4 is a view for explaining a process of changing the arrangement of cargo carried out on the cargo loading vessel shown in FIG. 1; FIG.

Referring to FIG. 4, the cargo loading vessel 100 loads the cargo through the cargo lifting unit 130 included in the residence 120.

When the cargo exists in the bow direction of the residence 120, the residence 120 extends the length of the jib 320 of the cargo lift portion 230 and moves the hoist 330 to the upper side of the cargo.

When the cargo is connected to the hoist 330, the residence 120 lifts the cargo through the hoist 330 and moves it to a location to be loaded (for example, a cargo loading area under the residence).

As a result, the cargo loading vessel 100 can increase the cargo loading volume and can change the arrangement of the cargo on its own.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the present invention as defined by the following claims It can be understood that

100: Cargo loading vessel
110: Hull
120: Residential District
210: Supporting residents
220: Primary residence
230: Cargo lift section
310: rail
320: Jive
330: Hoist

Claims (5)

A pair of support housings respectively disposed on the left and right sides of the ship;
A main residence located at the top of the pair of supporting recesses and having a U-shaped opening in the longitudinal direction of the ship; And
And a cargo lifting unit disposed on a bottom surface of the main dwelling unit and moving in a width direction of the ship to load cargo.
2. The cargo handling system according to claim 1,
A rail arranged on the bottom surface of the dock in the width direction of the ship;
A jig which is disposed in the longitudinal direction of the ship and which is brought into close contact with the rail through a trolley installed on the upper surface and is movable in the width direction of the ship; And
A vessel resident that is capable of carrying cargo, including a hoist that moves along the jib to raise or lower the cargo.
3. The method of claim 2,
A plurality of multi-stage supports,
And the second multi-stage support portion is inserted into the first multi-stage support portion and slidably moves to adjust the length of the jib.
3. The method of claim 2,
Characterized in that it is embodied as a knuckle jib or knuckle boom.
A housing having a c-shaped opening in the longitudinal direction of the ship; And
And a ship hull forming a cargo loading area at an open portion of the dock,
The residence
And a cargo lifting portion disposed on the floor surface and moving in the width direction of the ship to load cargo.

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