KR20170078507A - Container Carrier capable of mounting LNG Fueled Propulsion System - Google Patents

Abstract

The container carrier capable of mounting the LNG fuel propulsion system according to the present invention comprises: a hull; An engine room provided on the hull; A main engine provided in the engine room to provide propulsion power of the ship using diesel as fuel; And a plurality of auxiliary engines provided in the engine room for producing electric power of the ship, wherein the plurality of auxiliary engines are arranged in such a manner that the main engine is changed to an engine using a different fuel (LNG and diesel) And an engine using the different kind of fuel (LNG and diesel).

Description

[0001] The present invention relates to a container carrier capable of mounting an LNG fuel propulsion system,

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

A ship is a means of transporting large quantities of minerals, crude oil, natural gas, or more than a thousand containers. It is made of steel and buoyant to float on the water surface. ≪ / RTI >

Such a ship generates thrust by driving the engine. At this time, the engine uses gasoline or diesel to move the piston so that the crankshaft is rotated by the reciprocating motion of the piston, so that the shaft connected to the crankshaft is rotated, .

However, when heavy oil such as HFO or MFO is used as propellant fuel, environmental pollution due to various harmful substances contained in exhaust gas is serious when burning heavy oil, etc., and regulations on environmental pollution are strengthened, The regulations on propulsion devices using fuel oil are also strengthened, and the cost for satisfying these regulations is gradually increasing.

Accordingly, instead of using heavy oil or using only a minimum amount of fuel as a fuel for a ship, it is possible to replace gasoline or diesel with liquefied natural gas, liquefied petroleum gas The same liquefied gas is used and the technology is being developed.

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 which is a means of transporting the ocean. The liquefied natural gas is liquefied to a volume of 1/600 The liquefaction of liquefied petroleum gas has the advantage of reducing the volume of propane to 1/260 and the content of butane to 1/230, resulting in high storage efficiency.

These liquefied gases are supplied to various customers and used. Recently, LNG carrier that uses LNG as fuel for LNG carriers that transport liquefied natural gas has been developed. Attempts have been made to apply this method to other vessels other than LNG carriers.

In addition, efforts are also being made to improve fuel efficiency, reduce emissions, and improve operational efficiency through the use of liquefied gas engines in container carriers.

As mentioned above, the majority of ships that propel LNG as fuel are due to the LNG price being lower than that of diesel fuel. However, as the price of diesel fuel has fallen more than that of LNG due to the recent fluctuation of the oil price market, ship owners want to build vessels to use diesel only without costly LNG fuel supply system.

However, due to the environmental regulations of IMO such as Tier Ⅲ, the introduction of LNG fuel supply system is sure to be introduced. As a result, ship owners who propelled the ship using diesel fuel should newly build a ship to propel liquefied gas as fuel , There is a problem that the drying cost is enormous due to the nature of the shipbuilding business.

Therefore, it is necessary to improve the performance of the existing diesel fuel propulsion vessel so that the LNG fuel supply system can be built on the vessel at any time, so that the vessel can be easily changed to the liquefied gas fuel propulsion vessel. .

The present invention provides a container carrier capable of mounting a retrofit LNG fuel propulsion system to facilitate redesign by liquefied gas fuel propulsion in diesel fuel propulsion.

The container carrier capable of mounting the LNG fuel propulsion system according to the present invention comprises: a hull; An engine room provided on the hull; A main engine provided in the engine room to provide propulsion power of the ship using diesel as fuel; And a plurality of auxiliary engines provided in the engine room for producing electric power of the ship, wherein the plurality of auxiliary engines are arranged in such a manner that the main engine is changed to an engine using a different fuel (LNG and diesel) And an engine using the different kind of fuel (LNG and diesel).

Specifically, the main engine using the heterogeneous fuel (LNG and diesel) may be a high-pressure gas injection engine (MEGI).

Specifically, the main engine using the different fuel (LNG and diesel) may add a gas module to the main engine using the diesel fuel.

Specifically, the main engine using the diesel fuel may further include a first backup space provided as an empty space above the main engine using the diesel fuel, in order to additionally provide the gas module.

Specifically, when the main engine using the diesel fuel is changed to the main engine using the dissimilar fuel (LNG and diesel), the side of the ship may not be opened.

Specifically, the auxiliary engine using the dissimilar fuel (LNG and diesel) may be a low-pressure gas injection engine (X-DF).

Specifically, it may further include a boiler that consumes different kinds of fuel (LNG and diesel).

Specifically, the auxiliary engine or the boiler may include second and third backup spaces, which are provided as empty spaces for the additional provision of gas control to the auxiliary engine or to control the gas supply to the boiler .

Specifically, a second deck provided with the boiler and provided below the upper deck of the ship; A third deck provided below the second deck, wherein the auxiliary engine is provided; And a fourth deck provided below the third deck, wherein the main engine is provided.

Specifically, the second backup space may be provided as an empty space in the third deck, and the third backup space may be provided as an empty space in the second deck.

Specifically, the main engine may include a fourth backup space for additionally providing a gas control unit for controlling gas supply to the main engine, and the fourth backup space may include an empty space in the third deck .

Specifically, the fourth backup space may be provided in a gas supply room provided with a device for supplying gas to the main engine rather than the third deck.

Specifically, the main engine using the different fuel (LNG and diesel) can replace the cylinder liner for the different fuel in the main engine using the diesel fuel.

The container carrier capable of mounting the LNG fuel propulsion system according to the present invention is a container carrier in which a power generation engine and a boiler are installed in advance as a heterogeneous fuel engine capable of using both LNG and diesel to retrofit the ship, The construction period is shortened and the construction cost is reduced.

1 is a cross-sectional view of a container carrier according to an embodiment of the present invention.
FIG. 2A is a cross-sectional view of the container carrier in FIG.
FIG. 2B is an AA 'sectional view of the container carrier when the liquefied gas storage tank is installed in FIG.
2C is a BB` sectional view of the container carrier in FIG.
3 is an enlarged view of the portion D of the container carrier in Fig.
Fig. 4 is an enlarged view of the E portion of the container carrier in Fig. 1;
5a is a third deck flat cross-sectional view of the container car engine room according to one embodiment of the present invention.
5B is a third deck flat cross-sectional view of the container car engine room according to another embodiment of the present invention.
5c is a third deck flat cross-sectional view of the container car engine room according to another embodiment of the present invention.
6 is a second deck flat cross-sectional view of the container car engine room according to one embodiment of the present invention.
7A is a partial enlarged view of a container carrier engine room according to an embodiment of the present invention.
7B is a partial enlarged view of the container car engine room according to another embodiment of the present invention.
7C is a partial enlarged view of a container car engine room according to another embodiment of the present invention.
8 is a conceptual view of a cylinder of a main engine according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

FIG. 1 is a sectional view of a container carrier according to an embodiment of the present invention. FIG. 2 is a cross-sectional view of the container carrier taken along line AA 'of FIG. FIG. 3 is an enlarged view of a portion D of the container carrier in FIG. 1, FIG. 4 is an enlarged view of the portion E of the container carrier in FIG. 1, and FIG. Fig. 5B is a third deck flat cross-sectional view of the container car engine room according to another embodiment of the present invention, Fig. 5C is a side view of the container car carrier according to another embodiment of the present invention, Fig. Fig. 6 is a second deck flat cross-sectional view of a container carrier engine room according to an embodiment of the present invention, Fig. 7a is a partial deeper view of a container carrier engine room according to an embodiment of the present invention; Fig. Fig. 7B is a partial enlarged view of the container car engine room according to another embodiment of the present invention, Fig. 7C is a partially enlarged view of the container car engine room according to another embodiment of the present invention, and Fig. Fig. 2 is a conceptual view of a cylinder of a main engine according to the first embodiment.

1 to 8, a container carrier 1 according to an embodiment of the present invention includes a hull 10, a cabin 20, a stack 21, a diesel fuel storage tank 30, an engine room (not shown) 40, a cargo hold 50, and a bay 60.

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

The container transportation line 1 is a container transportation line 1 for transporting the container C from the departure place to the unloading place. Here, the container carrier (1) is a large container carrier having a capacity of 14,500 TEU or more and capable of operating more than 12,000 NM.

In addition, the container carrier 1 is basically a ship which propels diesel as fuel, and is a vessel retrofitted so as to be able to propel both liquefied gas and diesel as fuel.

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

Specifically, the container carrier 1 includes an engine room 40 for housing the propulsion engine 41 in the hull 10, a cargo hold 50 for accommodating a plurality of containers C, The engine room 40 and the cargo hold 50 are partitioned by transverse bulkhead structures so that each of the diesel fuel storage tanks 30, .

Here, the transverse bulkhead structure is a structure that can receive strength by connecting one or two or more unit transverse bulkheads with the unit transverse bulkheads by a vertical or horizontal member. Each unit transverse bulkhead may be a watertight transverse bulkhead or a closed transverse bulkhead or an open transverse bulkhead or a structural transverse bulkhead and the vertical member may be a longitudinal bulkhead or a vertical web, , And the horizontal member can serve as a deck.

The cabin 20 is provided higher than the container C stacked on the front side and secured in front of the engine room 40 in order to ensure the viewing field of view. That is, the containers C provided in front of the cabin 20 can be stacked only to the extent that the field of view of the cabin 20 can be secured.

The cabin 20 may have a diesel fuel storage tank 30 on the lower side thereof. The lower space of the cabin 20 is a space in which the container C can not be shipped so that the space inside the ship 10 The diesel fuel storage tank 30 is provided at a lower portion of the cabin 20 in order to maximize utility.

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

The diesel fuel storage tank 30 may be provided in a space between the cargo holds located close to the fore end and the inner space of the hull 10 below the cabin 20 and a machine room A container C can be stacked on the front side and the rear side, and a diesel fuel supply line 31 can be disposed on the bottom side. The diesel fuel may be, for example, MDO (Marine Diesel Oil) or HFO (Heavy Fuel Oil), but is not limited thereto.

Herein, the machine room is provided with various mechanical devices such as a control room (not shown) for controlling other devices, machines or electronic devices required by the container carrier 1. The diesel fuel storage tank 30 is a separate Can be separated by the partition wall. In the present invention, the mechanical chamber is described above the diesel fuel storage tank 30, but the present invention is not limited thereto. The mechanical chamber may be disposed inside the cabin 20 or in a separate empty space.

More specifically, the diesel fuel storage tank 30 is divided into a left hull (not shown) and a right hull (not shown) of the hull 10 by a watertight transverse bulkhead structure (not shown) The upper portion is formed by the cabin 20 and the lower portion is surrounded by the bottom portion 11.

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

The diesel fuel storage tank 30 can be connected to the diesel fuel supply line 31 downwardly and can be accommodated in the internal space between the bottom inner plate 111 and bottom bottom shell 112 of the bottom 11, And extend to the propulsion engine 41 of the room 40.

The engine room 40 includes a propulsion engine 41 that supplies power to the hull 10, a power generation engine 42 that generates power to be supplied to various electronic devices provided in the hull 10, An engine control room (ECR) for controlling the engine 41 and the engines 41 and 42 can be provided and four horizontal decks (first through fourth decks 12.401, 402 and 111) Can be partitioned.

The engine room 40 is described in detail below with reference to Figs.

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

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

Between the first deck 12 and the second deck 401 there is provided a GVU installation space 447 (a third backup (not shown)) for additional provision of a gas control (not shown) for controlling the supply of LNG to the boil- Space) may be provided.

When the next container carrier 1 uses LNG as propellant, the boiler 43 can also use LNG as fuel. To this end, a gas control unit or GVU is required to supply LNG to the boiler 43 as well.

Therefore, in the embodiment of the present invention, the gas to the boil-off road 43 is supplied to the first deck 12 and the second deck 401 in comparison with the case in which the LNG is used as the propellant fuel, A space for installing a gas control unit for controlling the supply of LNG, that is, a GVU installation space 447 is provided.

Therefore, in the case of using LNG as the next propellant fuel, the container carrier 1 according to the embodiment of the present invention does not require a separate design change in order to use the LNG as the fuel in the boiler 43, Since the gas control unit (GVU) is installed in the GVU installation space 447 which is a space, the drying period is drastically reduced and the drying cost is remarkably reduced.

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

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

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

When the next container carrier 1 is to use LNG as the propellant fuel, the propulsion engine 41 and the power generation engine 42 must use LNG as the fuel. To this end, a gas control unit, that is, a gas valve train (for a propulsion engine) and a gas valve unit (for a power generation engine) are required to supply LNG to the propulsion engine 41 and the power generation engine 42.

The second deck 401 and the third deck 402 are provided with the propulsion engine 41 and the power generation engine 41. The second deck 401 and the third deck 402 are provided with a propulsion engine 41, That is, a GVU installation space 441 and a GVT installation space 442, in which a gas control unit for controlling the supply of gas (LNG)

Therefore, in order to use the LNG as fuel for the propulsion engine 41 and the power generation engine 42 in the case of using the LNG as the next propellant fuel, the container carrier 1 according to the embodiment of the present invention may have a separate design Since the GVU installation space 441 and the GVT installation space 442, which are empty spaces, can be installed without requiring any modification, the drying period is drastically reduced and the drying cost is significantly reduced. have. At this time, the propulsion engine 41 may be an engine of Wartsila, and the GVT installation space 442 may be provided as an empty space at a position within about 10 m from the propulsion engine 41.

In the embodiment of the present invention, in order to allow the propulsion engine 41 and the power generation engine 42 to use the LNG as fuel when the LNG is used as the next propulsion fuel, the gas control units GVU, GVT, That is, LNG line installation spaces 444 and 445 are provided to supply a supply line (not shown) for connecting the power generation engine 41 and the power generation engine 42 to each other.

At this time, the LNG line installation spaces 444 and 445 may be provided as empty spaces below the second deck 401 as shown in FIG. 7A, or as empty spaces below the third deck 402 as shown in FIG. 7B .

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

A propelling engine 41 may be installed between the third deck 402 and the fourth deck 111. The propelling engine 41 may be supported by the fourth deck 111. [

The propulsion engine 41 generates power that can propel the ship 1, and generates power by using only diesel as fuel.

The propulsion engine 41 may be a MAN engine or a Wartsila engine. The propulsion engine 41 can be changed by adding a gas module (not shown) when the engine is changed to an engine (for example, a MEGI engine) using a different fuel (LNG and diesel) A gas module installation space (not shown, a first backup space) may be provided in the upper space of the propulsion engine 41 for this purpose.

When the engine is a Wartsila company, only the cylinder liner (not shown) needs to be replaced when the engine is replaced with an engine using a different fuel (LNG and diesel). Therefore, It is not necessary to provide a space for installing a gas module in the space.

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

However, in the past, when the propulsion engine is changed to an engine using a different fuel (LNG and diesel) (for example, a MEGI engine), the power generation capacity of the power generation engine, There is a problem in that the power capacity can not be covered and must be replaced again. In this case, since the side surface of the hull 1 must be completely exposed to replace the power generation engine, the drying period is increased and the drying cost is increased.

Therefore, in the embodiment of the present invention, even if the propulsion engine 41 is changed to an engine (a MEGI engine) using different types of fuel (LNG and diesel) so as to use LNG as the propellant fuel of the next container carrier 1, (X-DF engine) using a different kind of fuel (LNG and diesel) in advance in order to prevent the engine 42 from being replaced.

At this time, the power generation engine 42 using the heterogeneous fuel (LNG and diesel) has a capacity enough to cover the power generation capacity required by the propulsion engine (MEGI engine) using the dissimilar fuel (LNG and diesel).

Alternatively, the power generation engine 42 may be replaced by an engine using a different kind of fuel (LNG and diesel) (X-DF engine) It can be designed to cover the power generation capacity required by the propulsion engine (MEGI engine) used. In this case, the construction cost is lower than that of the power generation engine 42 using different kinds of fuel (LNG and diesel). However, in terms of space securing, the power generation engine 42 using the different fuel (LNG and diesel) There is an advantage.

Therefore, in the embodiment of the present invention, the power generation engine 42 is installed on the ship 1 as an engine (X-DF engine) using different kinds of fuel (LNG and diesel) Since the side of the hull 1 can be dried without being exposed even if the propulsion engine 41 is changed to an engine (a MEGI engine) using a different kind of fuel (LNG and diesel) in order to use the LNG as fuel, And the drying cost is also remarkably reduced.

In the case of an engine (X-DF engine) using different kinds of fuel (LNG and diesel), the power generation engine 42 includes a diesel fuel injection nozzle mounting portion (not shown) and an LNG fuel injection nozzle mounting portion And a stroke unit 422 having a cylinder S and a piston P, as shown in FIG.

The diesel fuel injection nozzle mounting portion includes an oil component use nozzle 4211 (diesel fuel injection nozzle), and the oil component use nozzle 4211 can inject diesel fuel to the power generation engine 42. [

The LNG fuel injection nozzle mounting portion includes an LNG fuel use nozzle 4212 (LNG fuel injection nozzle), and the LNG fuel use nozzle 4212 can inject LNG fuel to the power generation engine 42, .

Therefore, in the embodiment of the present invention, the power generation engine 42 is installed in the ship 1 by an engine (X-DF engine) using different kinds of fuel (LNG and diesel) in advance, and the LNG distribution nozzle is formed as a dummy member Even if the propulsion engine 41 is changed to an engine (a MEGI engine) using a different kind of fuel (LNG and diesel) so as to use LNG as propellant fuel for the next container carrier 1, It can be dried without being exposed, so that the drying period is drastically reduced and the drying cost is also remarkably reduced.

The boiler 43 generates heat to convert water to steam and can convert water to steam using only diesel fuel or using a different fuel (LNG and diesel).

The engine control room 45 is disposed between the containers C stacked on the second deck 401 to receive an engine controller (not shown) for controlling the propulsion engine 41 or the power generation engine 42 .

The engine control room 45 is connected to the propulsion engine 41 or the power generation engine 42 to enable the propulsion engine 41 or the power generation engine 42 to use the LNG as fuel when the LNG is used as the next propulsion fuel. An LNG control switch board installation space 443 for installing a gas supply controller (not shown) for controlling the supply of LNG fuel to the LNG supply line (not shown)

At this time, in the embodiment of the present invention, the gas supply controller and the propulsion engine 41 are controlled so that the propulsion engine 41 or the power generation engine 42 uses the LNG as the fuel when the LNG is used as the next propulsion fuel. Or a power line installation space 446 for installing a power line (not shown) connecting the power generation engine 42 to the second deck 401 as an empty space. (See Fig. 7C)

As described above, in the embodiment of the present invention, in order to use the LNG as the fuel for the propulsion engine 41 and the power generation engine 42 in the case of using LNG as the next propelling fuel, Since the gas supply controller and the power line can be installed directly in the LNG control switchboard installation space 443 and the power line installation space 446 as the empty space, the drying period is drastically reduced and the drying cost is significantly reduced.

The cargo hold 50 is formed so that the bays in which the containers C are stacked are bundled into two units (that is, two bays are provided in one cargo hold 50) .

Specifically, the cargo hold 50 is provided with an open BHD structure between the two watertight transverse bulkhead structures (front BHD structures) provided on both front and rear sides to form a first bail 51 and a second bail 52 can be partitioned.

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

Specifically, the watertight transverse bulkhead structure is a structure that connects one or two or more unit bulkheads with each other by a vertical or horizontal member. One of the unit bulkheads is a watertight bulkhead or a closed bulkhead. The other unit bulkhead is composed of an open bulkhead or a structural bulkhead. Here, the vertical member may be a longitudinal bulkhead or a vertical web, and the horizontal member may serve as a deck.

The open transverse bulkhead structure is identical in structure to the watertight transverse bulkhead structure except that each unit bulkhead is comprised of an open bulkhead or a structural bulkhead.

The cargo hold 50 includes a watertight transverse bulkhead structure on the front and rear sides, a hatch cover H provided on the left side hull and the right side hull of the hull 10 on the right and left sides and a hatch coam (not shown) on the upper side, (Not shown). (See FIG. 2C)

Here, the bottom 11 may be in the form of a double partition wall formed by a bottom bottom plate 111 and a bottom bottom plate 112 and a space formed therein. In the inner space, a ballast water Ballast water storage chamber. At this time, the diesel fuel supply line 31 through which the diesel fuel flows can be accommodated in at least a part of the bottom 11.

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

The bay 60 may be provided between the front of the engine room 40 and the rear of the diesel fuel storage tank 30 and may include a pair of partitions to receive the container C.

The bay 60 is identical in size, space and accommodation with the first and second bays 51 and 52 of the cargo hold 50 described above. The structure of the front and rear bulkheads, the structure of the next liquefied gas storage tank T, Lt; / RTI > can be accommodated.

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

FIG. 2A is an AA 'cross-sectional view of the container carrier in FIG. 1, FIG. 2B is an AA' sectional view of the container carrier at the time of mounting the liquefied gas storage tank in FIG. 1, 10 is an enlarged view of the D partial longitudinal cross-section of FIG.

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

The first and second transverse bulkhead structures 63 and 64 may include openings 631 and 641 that open at one side and closures 632 and 642 at which the other side is closed, The sealing portions 632 and 642 may be provided outside the sealing portions 632 and 642 from the inside of the bay 60. The sealing portions 632 and 642 may include heat insulating layers 633 and 643 for insulating the bay 60. [ Here, the heat insulating layers 633 and 643 may be formed of A-60.

The first and second transverse bulkhead structures 63 and 64 securely receive the liquefied gas storage tank T to be dried in the bay 60 for retrofit of the subsequent container carrier 1, (The propulsion engine 41, the power generation engine 42, the boiler 43, etc.) accommodated in the engine room 40 or the containers C accommodated in the cargo hold 50 Equipment or safety measures shall be provided in advance.

To this end, in the embodiment of the present invention, the first and second transverse bulkhead structures 63 and 64 are all formed of a watertight transverse bulkhead structure, and the heat insulating layers 633 and 634 are additionally constituted.

The first and second transverse barrier rib structures 63 and 64 are formed by connecting one or two or more unit barrier ribs 631, 632, 641 and 642 with the unit barrier ribs 631, 632, 641 and 642 through vertical or horizontal members It is possible structure. One of the unit bulkheads 631, 632, 641 and 642 is a watertight bulkhead or a closed bulkhead 632,642 and the other is an open bulkhead or a structural bulkhead 631 or 641.

The vertical member may be a longitudinal bulkhead or a vertical web, and the horizontal member may serve as a deck

The first transverse bulkhead structure 63 may have an opening 631 that opens to the engine room 40 side and a closed portion 632 that is closed to the inside of the bay 60. The second transverse bulkhead structure 64 may have an opening portion 641 that is opened toward the cargo hold 50 side and a closing portion 642 that is formed to be hermetically sealed inside the bay 60. The heat insulating layers 633 and 643 may be formed on the sealing portions 632 and 642 of the first transverse barrier rib structure 63 and the second transverse barrier rib structure 62. The heat insulating layers 633 and 643 may be formed of A-60 .

Since the first and second transverse bulkhead structures 63 and 64 are constructed of the watertight transverse bulkhead structure as described above, the liquefied liquefied natural gas (LNG) Even if the gas storage tank T is provided, no additional air is introduced into the partition wall, thereby reducing the construction cost and shortening the construction period.

A description will be given of the shape of the bay 60 with reference to the transverse section of the hull 10 with reference to FIG. 2A. The bay 60 has a hatch cover H on the upper side, a left hull (not shown in the drawing) A bench portion 61 formed of stepped stepped portions that are narrowed toward the lower side (not shown), and a bottom portion 11 provided on the lower side. Here, the bottom part 11 may be a bottom part provided on the lowermost side of the bay 60.

Looking at the first and second bays 51 and 52 in the cargo hold 50 shown in Figure 2c, the first and second bays 51 and 52 in the cargo hold 50, not the bay 60, Regardless of whether or not the liquefied gas storage tank T is installed, the bench portion 61 is not formed because the focus is on maximizing the container C.

However, in the bay 60, the bench portion 61 is provided in case the container C is replaced by the liquefied gas storage tank T in order to use the LNG as the propellant fuel of the next container carrier 1 . At this time, the bench portion 61 may be formed to correspond to the recess portion R of the liquefied gas storage tank T. Of course, the recessed portion R of the liquefied gas storage tank T to be installed may be formed to correspond to the stepped structure of the bench portion 61. [

As described above, in the embodiment of the present invention, the structure of the bench portion 61 is formed in the bay 60 in advance, so that the container C is used as the propellant fuel of the next container transportation line 1, (T), the construction can be completed quickly, thus reducing airflow and significantly reducing the construction period.

When the container C is replaced with the liquefied gas storage tank T in order to use the LNG as the propellant fuel of the subsequent container carrier 1, A reinforcing structure 62 capable of supporting the gas storage tank T may be provided.

The bottom portion 11 may be formed as a double partition wall of a bottom bottom shell 111 and a bottom shell shell 112 and may include a reinforcing structure 62 in an inner space thereof and the reinforcing structure 62 may include at least one longron (Longitudinal member). The reinforcing structure 62 can be additionally constructed not only on the bottom portion 11 but also on the lower side of the above-described bench portion 61. [

The reinforcing structure 62 can prevent the bottom portion 11 from breaking down from the weight of the liquefied gas storage tank T to be subsequently dried. Specifically, the reinforcing structure 62 may be provided throughout the support (not shown) of the liquefied gas storage tank T and is formed to withstand a maximum weight of about 700 t for one support, The conduction stability of the gas storage tank T is improved.

At this time, the diesel fuel supply line 31 may be formed in a lower portion of the internal space of the bottom portion 11 where the reinforcing structure 62 is provided.

As described above, in the embodiment of the present invention, the reinforcing structure 62 is formed in the bay 60 in advance so that the container C is used as the propellant fuel of the next container transportation line 1 in the liquefied gas storage tank T ), The construction can be completed quickly, thus reducing airflow and greatly reducing the construction period.

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

As described above, the container carrier 1 according to the present invention is configured such that a pair of partitions are formed in the bay 60 provided in front of the engine room 40 as the watertight transverse barrier rib structures 63 and 64, By performing retrofit, it is possible to shorten the construction period of the ship (1) by reconstructing it as an LNG fuel propulsion vessel and reduce the construction cost.

The container carrier 1 according to the present invention is provided with a reinforcing structure 62 under the bay 60 provided in front of the engine room 40 to improve the performance of the vessel 1, ) Is re-dried with the LNG fuel propulsion vessel is very easy, and the re-drying operation can be completed quickly.

In addition, the container carrier 1 according to the present invention can improve the performance of the ship 1 by previously installing the power generation engine 42 and the boiler 43 as a heterogeneous fuel engine capable of using both LNG and diesel, It is effective to shorten the construction period of the vessel (1) by reconstructing it as an LNG fuel propulsion vessel and to reduce the construction cost.

The container carrier 1 according to the present invention can improve the performance of the ship 1 by preparing the power generation capacity of the power generation engine 42 to meet the power generation capacity required by the propulsion engine using the different fuel, The construction period of the ship 1 can be shortened by reconstructing the ship as an LNG fuel propulsion vessel and the construction cost can be reduced.

The LNG supply line, the LNG control unit, and the power line are connected to each other in case the LNG is supplied to the main engine 41 or the auxiliary engine 42 in the engine room 40, (441, 442, 444, 444, 445, 446, 447), thereby improving the performance of the ship (Retrofit), thereby reducing the construction period and shortening the construction cost of rebuilding the ship into an LNG fuel propulsion vessel.

The container carrier 1 according to the present invention may be constructed such that all of the propulsion engine 41 or the power generation engine 42 is constructed with a heterogeneous fuel engine and all parts involved in the LNG are installed as dummy parts 4112, By retrofitting, it is effective to shorten the construction period and to reduce construction cost by reconstructing a ship as an LNG-fueled ship.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible. In addition, the gas treatment systems 200 and 300 can be mounted on a ship, and the ship can be installed on various vessels such as an LNG carrier, a container ship, and the like.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: Container line 10: Hull
11: bottom part (bottom part) 111: bottom bottom plate
112: bottom plating 12: upper deck
20: cabin 21: stack
30: Diesel fuel storage tank 31: Diesel fuel supply line
32: Diesel fuel auxiliary tank 40: Engine room
401: second deck 402: third deck
41: propulsion engine 42: power generation engine
421: Nozzle part 4211: Oil spray nozzle
4212: LNG spray nozzle 422:
43: Boiler 441: GVU installation space
442: Installation space of GVT 443: Installation space of switchboard for LNG control
444: LNG line installation space 445: LNG line installation space
446: Power line installation space 447: GVU installation space
45: Engine control room (ECR) 50: Cargo hold
51: first bay 52: second bay
60: bay 61: bench part
62: reinforced structure 63: first transverse bulkhead structure
631: opening part 632: sealing part
633: heat insulating portion 64: second transverse bulkhead structure
641: opening portion 642: sealing portion
643:
C: Container H: Hatch cover
P: Piston S: Cylinder
T: Liquefied gas storage tank R: Recess

Claims (13)

hull;
An engine room provided on the hull;
A main engine provided in the engine room to provide propulsion power of the ship using diesel as fuel; And
And a plurality of auxiliary engines provided in the engine room for producing electricity of the ship,
Wherein the plurality of auxiliary engines comprises:
Wherein the main engine is provided with an engine using the different kind of fuel (LNG and diesel) in preparation for changing to the engine using different kind of fuel (LNG and diesel) Carrier. The method according to claim 1, wherein the main engine using the heterogeneous fuel (LNG and diesel)
And a high pressure gas injection engine (MEGI). 3. The engine of claim 2, wherein the main engine using the different fuel (LNG and diesel)
And a gas module is added to the main engine using the diesel fuel. The container carrier is capable of mounting the LNG fuel propulsion system. 4. The diesel engine of claim 3, wherein the main engine uses the diesel fuel,
Further comprising a first backup space provided above the main engine using the diesel fuel as an empty space to further include the gas module. The method according to claim 1,
Wherein when the main engine using the diesel fuel is changed to a main engine using the different fuel (LNG and diesel), the side of the vessel is not opened. The method according to claim 1, wherein the auxiliary engine using the heterogeneous fuel (LNG and diesel)
Wherein the low-pressure gas injection engine is a low-pressure gas injection engine. The method according to claim 1,
And a boiler for consuming different types of fuel (LNG and diesel). 8. The boiler according to claim 7, wherein the auxiliary engine or the boiler comprises:
And a second and third backup space provided in an empty space for further provision of a gas control to the auxiliary engine or to control the gas supply to the boiler. ≪ RTI ID = 0.0 > Carrier. 8. The method of claim 7,
A second deck provided at the lower portion of the upper deck of the ship with the boiler;
A third deck provided below the second deck, wherein the auxiliary engine is provided; And
Further comprising a fourth deck provided below the third deck, wherein the main deck is provided with the main engine. 10. The boiler according to claim 9, wherein the auxiliary engine or the boiler comprises:
And second and third backup spaces provided in an empty space for further provision of gas control to the auxiliary engine or to control the gas supply to the boiler,
The second backup space is provided as an empty space in the third deck,
And the third backup space is provided as an empty space in the second deck. 10. The method according to claim 9,
And a fourth backup space for an additional provision of a gas control unit for controlling gas supply to the main engine,
And the fourth backup space is provided as an empty space in the third deck. 10. The method according to claim 9,
And a fourth backup space for an additional provision of a gas control unit for controlling gas supply to the main engine,
Wherein the fourth backup space is provided in a gas supply room provided with a device for supplying gas to the main engine rather than the third deck. The method according to claim 1, wherein the main engine using the heterogeneous fuel (LNG and diesel)
Wherein the cylinder liner is replaced with a different kind of fuel for the main engine using the diesel fuel.

Images