KR20200104820A - Ship - Google Patents

Abstract

The present invention relates to a ship which is divided into a bow unit, a stern unit, and a central unit between the bow unit and the stern unit, and includes a plurality of cargo tanks installed in the ship body to store cargo. The ship comprises: a cabin installed in the stern unit; an anchor equipment installed in the bow unit; a plurality of hatch covers installed on the central unit at regular distances from the bow unit to the stern unit; a mooring equipment installed between the plurality of hatch covers; a deck store installed between the plurality of hatch covers at a different position from that of the mooring equipment; a passage formed on one side of the plurality of hatch covers to be connected from the bow unit towards the stern unit; and a plurality of rotor facilities installed on a deck. The plurality of rotor facilities include: at least one first rotor facility placed on one side of the deck; and at least one second rotor facility placed on the other side of the deck. The first rotor facility and the second rotor facility are placed asymmetrical to each other. The ship is able to optimize the placement of the rotor facilities.

Description

Ship{Ship}

The present invention relates to a ship.

A ship is a means of transport that navigates the ocean with a large amount of minerals, crude oil, natural gas, or more than a few thousand containers. It is made of steel, and the thrust generated by the rotation of the propeller while floating on the water surface by buoyancy Go through.

These ships generate thrust by driving engines or gas turbines.At this time, the engine uses oil fuel such as heavy oil (HFO) or diesel (MDO, MGO) to move the piston and the crankshaft rotates by the reciprocating motion of the piston. In addition, the shaft connected to the crankshaft rotates to drive the propeller, while the gas turbine burns oil fuel with compressed air, and generates power by rotating the turbine blades through the temperature/pressure of the combustion air to power the propeller. Use the method of delivery.

However, recently, gas fuels such as liquefied natural gas (LNG) or liquefied petroleum gas (LPG) are used to drive engines or turbines to solve the problem of environmental damage caused by exhaust when oil fuel is used. Fuel propulsion is being used. In particular, since LNG is a clean fuel and reserves are more abundant than petroleum, the method of using LNG as gas fuel is applied to other ships such as container ships in addition to LNG carriers.

Furthermore, the use of solar power and wind power as natural energy that does not generate any exhaust is attracting attention. In particular, in the case of wind power, the structure is simple and the maintenance cost is low in that the wind power can be simply converted into propulsion by installing facilities such as a sail on the deck.

In addition, unlike sails that are generally known in recent years, a rotor facility (for example, a magnus rotor) capable of converting wind power into a propulsion in a desired direction while rotating directly using power has been mounted on a solid ship. Such a rotor facility is composed of a stator fixed to the deck, and a rotor that is provided in a cylindrical shape so as to surround the surface and upper surface of the stator, and the rotation speed or direction is adjusted.

Unlike sails, such a rotor facility has recently undergone a lot of research and development in that it can process wind power with a desired propulsion force. However, the rotor facility is in the form of a large column with a diameter of several meters and a height of several tens of meters, and from the viewpoint of installation in the deck, durability according to the ship movement, interference with the front view, and control, it is still to be resolved/improved A number of problems remain.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is to provide a ship capable of optimizing the arrangement of rotor equipment without interference with peripheral equipment and improving wind load. will be.

A ship according to an aspect of the present invention is divided into a bow part, a stern part, and a central part between the bow part and the stern part, and is provided with a plurality of cargo tanks installed inside the hull to store cargo, wherein the stern part Cabin installed; Anchor equipment installed on the bow; A plurality of hatch covers installed in the central portion from the bow portion to the stern portion at a predetermined interval; Mooring equipment installed between the plurality of hatch covers; A deck store installed between the plurality of hatch covers and installed at a location different from that of the mooring equipment; A passage extending from the bow portion to the stern portion at one side of the plurality of hatch covers; And a plurality of rotor facilities installed on the deck, wherein the plurality of rotor facilities include at least one first rotor facility disposed on one side of the deck and at least one second rotor facility disposed on the other side of the deck. Including, wherein the first rotor equipment and the second rotor equipment, characterized in that arranged asymmetrically with each other.

Specifically, the first rotor facility and the second rotor facility may be disposed toward the bow part with respect to a hatch cover located adjacent to the rear of the deck store.

Specifically, the first rotor facility is installed between the first hatch cover and the second hatch cover from the fore portion of the plurality of hatch covers, and the second rotor facility is a third hatch cover and a fourth hatch cover from the bow of the plurality of hatch covers. It can be placed between the hatch covers.

Specifically, the ship may be a bulk carrier.

The ship according to the present invention can optimize the arrangement of rotor equipment without interference with peripheral equipment and improve wind load.

1 is a side view of a ship according to a first embodiment of the present invention.
2 is a partial plan view of a ship according to the first embodiment of the present invention.
3 to 9 are views showing first to seventh cases in which various arrangements of rotor facilities are implemented to derive the rotor facilities (second case) disposed on the ship according to the first embodiment of the present invention. .
10 is a view showing a flow analysis of pressure distribution of a rotor facility for the first case shown in FIG. 3.
11 is a graph showing a relative ratio of rotor facility performance for each of the first to seventh cases shown in FIGS. 3 to 9.
12 is a side view of a ship according to a second embodiment of the present invention.
13 is a partial plan view of a ship according to a second embodiment of the present invention.
14 to 19 are diagrams showing first to sixth cases in which various arrangements of rotor facilities are implemented to derive the rotor facilities (second case) arranged on the ship according to the second embodiment of the present invention. .
FIG. 20 is a diagram showing a flow analysis of pressure distribution of a rotor facility for the first case shown in FIG. 14.
21 is a graph showing a relative ratio of rotor facility performance for each of the first to sixth cases shown in FIGS. 14 to 19.
22 is a side view of a ship according to a third embodiment of the present invention.
23 is a partial plan view of a ship according to a third embodiment of the present invention.
24 to 29 are views showing first to sixth cases in which various arrangements of rotor facilities are implemented to derive rotor facilities (fourth case) disposed on a ship according to a third embodiment of the present invention. .
FIG. 30 is a view showing a flow analysis of pressure distribution of a rotor facility for the first case shown in FIG. 24.
31 is a graph showing a relative ratio of rotor facility performance for each of the first to sixth cases shown in FIGS. 24 to 29.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. In adding reference numerals to elements of each drawing in the present specification, it should be noted that, even though they are indicated on different drawings, only the same elements are to have the same number as possible. In addition, in describing the present invention, when it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a side view of a ship according to a first embodiment of the present invention, FIG. 2 is a partial plan view of a ship according to a first embodiment of the present invention, and FIGS. 3 to 9 are A diagram showing the first to seventh cases in which the arrangement of the rotor equipment is variously implemented to derive the rotor equipment (second case) arranged on the ship, and FIG. 10 is a rotor for the first case shown in FIG. It is a diagram showing the flow analysis of the pressure distribution of the facility, and FIG. 11 is a graph showing the relative ratio of rotor facility performance for each of the first to seventh cases shown in FIGS. 3 to 9.

1 and 2, the ship 100 according to the first embodiment of the present invention is a bulk carrier to which rotor equipment 117a and 117b is applied, and the bow part 101, the central part 102 , It may be divided into a stern part 103, and a cargo tank 110 for storing cargo inside the hull may be provided. A plurality of cargo tanks 110 may be provided, for example 9, and a hatch cover 114 may be provided on each of the plurality of cargo tanks 110. The central portion 102 is defined between the bow portion 101 and the stern portion 103.

In the ship 100 as a bulk carrier, various structures are installed on the deck 106, which will be described below.

An anchor equipment 112 may be installed on the fore deck 106a of the fore portion 101.

A plurality of hatch covers 114 provided corresponding to the plurality of cargo tanks 110 may be installed on the upper deck 106b of the central part 102. The hatch cover 114 may be installed on the upper deck 106b of the central part 102 from the bow part 101 to the stern part 103 at regular intervals.

In addition, there is a mooring equipment 111 is installed on the upper deck 106b of the central portion 102, the mooring equipment 111 may be installed in the area between the hatch cover 114. For example, the mooring equipment 111 may be installed between the second hatch cover 114 and the third hatch cover 114 from the bow part 101. In addition, the mooring equipment 111 may be installed in an area between the plurality of hatch covers 114. In addition, it may be difficult to install the rotor equipment in the area where the mooring equipment 111 is installed.

In addition, a deck store 115 is installed on the upper deck 106b of the central portion 102, and the deck store 115 may be installed in an area between the hatch covers 114. In this case, the area in which the deck store 115 is installed may correspond to an area different from the area in which the mooring equipment 111 is installed. For example, when the mooring equipment 111 is installed between the second hatch cover 114 and the third hatch cover 114, the deck store 115 is a fourth hatch cover 114 from the fore portion 101, which is a different area. ) And the fifth hatch cover 114 may be installed between. In addition, in the present embodiment, the area in which the deck store 115 is installed may include an area in the transverse direction including an area in which the deck store 115 is installed among a plurality of areas between the hatch cover 114.

In addition, a passage 113 may be provided on the upper deck 106b of one side of the plurality of hatch covers 114. The passage 113 may be provided on the upper deck 106b of the port 104 or the starboard 105 side, and extends from the bow part 101 to the stern part 103.

The cabin 107 and the stack 108 may be installed on the stern deck 106c of the stern part 103, and the engine room 109 may be provided inside the hull under the stern deck 106c.

Rotor equipment (117a, 117b) may be installed in the vessel 100 provided with various structures on the deck 106 as described above.

In general, the rotor equipment is composed of a stator fixed to the hull and a rotor that is provided in the form of a cylinder so as to surround the surface and upper surface of the stator, and the rotation speed or direction is controlled, and is directly rotated using power. While the wind power can be converted into a propulsion force in a desired direction, it can provide propulsion to the ship.

Unlike sails, such a rotor facility can process wind power with desired propulsion. However, since it is in the form of a large column with a diameter of several meters and a height of several tens of meters, interference with various structures provided on the deck and movement of the ship There are problems that need to be resolved/improved, such as durability and interference from the cabin.

In this embodiment, when the ship 100 is a bulk carrier, the rotor facilities 117a and 117b can be disposed in an optimal position excellent in performance while solving the above problem. In this embodiment, it has been described that two rotor facilities 117a and 117b are installed, but unlike this, a plurality of rotor facilities, such as 3, 4, 5, 6, etc., may be installed on a single ship. However, for convenience of explanation, the present invention will be described based on two rotor facilities 117a and 117b.

In this embodiment, two rotor facilities 117a and 117b are installed, and the first rotor facility 117a is an upper deck 106b between the first hatch cover 114 and the second hatch cover 114 from the bow part 101 It is disposed above, and the second rotor facility 117b may be disposed on the upper deck 106b between the third hatch cover 114 and the fourth hatch cover 114 from the bow part 101.

Specifically, the first rotor facility 117a is disposed on one side of the upper deck 106b between the first hatch cover 114 and the second hatch cover 114, and the second rotor facility 117b is the third hatch cover 114 and It is disposed on the other side of the upper deck 106b between the fourth hatch cover 114, the first and second rotor equipment (117a, 117b) can be arranged asymmetrically when viewed from the front and side of the ship (100).

More specifically, the first rotor facility 117a is disposed on the upper deck 106b opposite the passage 113 between the first hatch cover 114 and the second hatch cover 114, and the second rotor facility 117b is a third It is disposed on the upper deck 106b with the passage 113 between the hatch cover 114 and the fourth hatch cover 114, so that the first and second rotor facilities 117a and 117b can be seen from the front and side of the ship 100. When can be arranged asymmetrically. This is because the edge of the upper deck 106b changes from a straight line to a curved line between the first hatch cover 114 and the second hatch cover 114, so that the passage 113 is also bent inward, and thus the free space is relatively narrow. Because.

The arrangement position of the rotor equipment 117a and 117b of the present embodiment described above may be referred to as an optimal position excellent in performance without interference with peripheral equipment, which will be understood by describing in detail below.

With reference to FIG. 2, an installable area and an installable area of the rotor facilities 117a and 117b will be described.

As shown in Figure 2, the installation impossible area of the rotor equipment (117a, 117b), the fore deck (106a) in which the anchor equipment 112 is installed, and the upper deck (106b) in which a plurality of hatch covers (114) are installed And, the upper deck 106b between the second hatch cover 114 and the third hatch cover 114 from the fore portion 101 in which the mooring equipment 111 is installed, and from the fore portion 101 where the deck store 115 is installed The upper deck 106b between the fourth hatch cover 114 and the fifth hatch cover 114, the upper deck 106b on the port side 104 or starboard 105 side where the passage 113 is provided, and the cabin 107 And it may be set to the stern deck (106c) of the stern portion 103 to which the stack 108 is installed.

In addition, the upper deck 106b in which the passages 113 are not provided on both sides of the plurality of hatch covers 114 can form a free space and thus can be set as an installable area, but this free space is Since it may be interfered with when opening and closing, it is inevitably set as an uninstallable area.

In addition, the upper deck 106b within a certain radius from the cabin 107 may be set as a non-installable area to avoid interference with the front view.

A plurality of installable areas 116a, 116b, 116c, 116d, and 116e of the rotor facilities 117a and 117b may be set based on the non-installable areas of the rotor facilities 117a and 117b.

The plurality of installable areas 116a, 116b, 116c, 116d, and 116e may be divided into first to fifth installable areas 116a, 116b, 116c, 116d, and 116e, as shown in FIG. 2.

The first installable area 116a may be an upper deck 106b between the first hatch cover 114 and the second hatch cover 114 from the fore portion 101.

The second installable area 116b may be an upper deck 106b between the third hatch cover 114 and the fourth hatch cover 114 from the bow part 101.

The third installable area 116c may be an upper deck 106b between the fifth hatch cover 114 and the sixth hatch cover 114 from the bow part 101.

The fourth installable area 116d may be an upper deck 106b between the sixth hatch cover 114 and the seventh hatch cover 114 from the bow part 101.

The fifth installable area 116e may correspond to an area adjacent to the area in which the deck store 115 is installed among the areas between the hatch covers 114. In more detail, as shown in FIG. 2, among the upper deck 106b between the fourth hatch cover 114 and the fifth hatch cover 114, the area excluding the area where the deck store 115 is actually installed is a rotor facility. It may correspond to the installable area of (117a, 117b). However, in this case, it may be difficult to install the rotor facilities 117a and 117b including a tilting function inclined onto the deck.

Rotor equipment 117a, 117b may be installed in each of the first to fifth installable areas 116a, 116b, 116c, 116d, and 116e, and the rotor equipment 117a applied to the ship 100 of this embodiment , 117b) is selected from the first to fifth installable areas 116a, 116b, 116c, 116d, and 116e so that they can be disposed at an optimal position. That is, in this embodiment, the first rotor facility 117a is disposed in the first installable area 116a, and the second rotor facility 117b is disposed in the second installable area 116b, which will be described below. It will be understood by doing.

3 to 9, the first and second rotor facilities 117a and 117b were prepared to derive the first and second rotor facilities 117a and 117b of the present embodiment arranged at the optimum positions described above. The first to fifth installable areas 116a, 116b, 116c, 116d, and 116e were arranged in various ways for each of the first to seventh cases, and the relative ratio of the performance of the rotor equipment was calculated for each case, and the results are shown in the graph of FIG. Represented by

FIG. 10 is a view showing the flow analysis of the pressure distribution of the rotor equipment for the first case shown in FIG. 3, which is the result of the pressure distribution when the ship 100 is a 208K bulk carrier. However, looking at the pressure distribution on the surfaces of the rotor equipment 117a and 117b, it can be seen that the pressure is high in red at the rear. The force of the air acts from a high pressure to a low pressure, which means that the force of the rotor equipment 117a and 117b appears in the traveling direction of the ship 100. In this embodiment, the flow analysis of the pressure distribution of the rotor facility is provided as a drawing only in the case of the first case shown in FIG. 3, but this is provided as an example. Of course, it was analyzed through interpretation. Meanwhile, in the case of the first embodiment, a 208K bulk carrier was taken as an example, but it may be applied to all other types of bulk carriers.

In the following, when the first and second rotor facilities 117a and 117b are variously arranged for each of the first to seventh cases in the first to fifth installable areas 116a, 116b, 116c, 116d, and 116e, each case For each, the result of calculating the relative performance ratio of the rotor facility by the following equation will be described.

[Equation below]

(For each case, the greatest force among all cases) X 100

＝ Relative ratio of rotor equipment performance (%)

In the first case shown in FIG. 3, the first rotor facility 117a is disposed on the starboard side 105 side from the first installable area 116a, and the second rotor facility 117b is the first installable area 116a. ) To the port side 104 and symmetrical in the transverse direction, as shown in the graph of Fig. 11, the relative ratio of the performance of the rotor facility was 96%.

In the second case shown in FIG. 4, the first rotor facility 117a is disposed on the starboard side 105 side from the first installable area 116a, and the second rotor facility 117b is the second installable area 116b. ), it was arranged on the side of the port 104 and was asymmetric. As shown in the graph of Fig. 11, the relative ratio of the performance of the rotor equipment was obtained 100%. In addition, the first rotor facility 117a is disposed on the port side 104 of the first installable area 116a, and the second rotor facility 117b is disposed on the starboard side 105 side of the second installable area 116b. Thus, even when asymmetry is achieved, the same relative ratio can be obtained. This corresponds to a result that can be obtained by placing the first rotor facility 117a and the second rotor facility 117b asymmetrically, disposed within a certain interval, and disposed to be positioned on the bow part 101 side.

In the third case shown in FIG. 5, the first rotor facility 117a is disposed on the starboard side 105 side from the first installable area 116a, and the second rotor facility 117b is a fifth installation area 116e. As a case where it was arranged on the port side 104 side of and was asymmetry, as shown in the graph of Fig. 11, the relative ratio of the performance of the rotor equipment was 98%. In addition, the first rotor facility 117a is disposed on the port side 104 side of the first installable area 116a, and the second rotor facility 117b is disposed on the starboard side 105 side in the fifth installable area 116e. Thus, even when asymmetry is achieved, the same relative ratio can be obtained.

In the fourth case shown in FIG. 6, the first rotor facility 117a is disposed on the starboard side 105 side from the first installable area 116a, and the second rotor facility 117b is a third installable area 116c. ), it was arranged on the side of the port 104 and was asymmetry. As shown in the graph of FIG. 11, the relative ratio of the performance of the rotor equipment was 94%. In addition, the first rotor facility 117a is disposed on the port side 104 of the first installable area 116a, and the second rotor facility 117b is disposed on the starboard side 105 side of the third installable area 116c. Thus, even when asymmetry is achieved, the same relative ratio can be obtained.

In the fifth case shown in FIG. 7, the first rotor facility 117a is disposed on the starboard side 105 side from the first installable area 116a, and the second rotor facility 117b is the fourth installable area 116d. ), it was arranged on the side of the port 104 and was asymmetry. As shown in the graph of Fig. 11, the relative ratio of the performance of the rotor equipment was 93%. In addition, the first rotor facility 117a is disposed on the port side 104 of the first installable area 116a, and the second rotor facility 117b is disposed on the starboard side 105 side of the fourth installable area 116d. Thus, even when asymmetry is achieved, the same relative ratio can be obtained.

In the sixth case shown in FIG. 8, the first rotor facility 117a is disposed on the starboard side 105 side from the second installable area 116b, and the second rotor facility 117b is the second installable area 116b. ), it is disposed on the port side 104 side and is symmetrical in the transverse direction. As shown in the graph of Fig. 11, the relative ratio of the performance of the rotor equipment is obtained as 97%.

In the seventh case shown in FIG. 9, the first rotor facility 117a is disposed on the starboard side 105 side from the first installable area 116a, and the second rotor facility 117b is the second installable area 116b. ), it was arranged on the starboard side 105 side and was symmetrical in the longitudinal direction. As shown in the graph of Fig. 11, the relative ratio of the performance of the rotor equipment was obtained at 90%. In addition, the first rotor facility 117a is disposed on the port side 104 of the first installable area 116a, and the second rotor facility 117b is disposed on the port side 104 side of the second installable area 116b. Thus, even when symmetrical in the longitudinal direction, the same relative ratio can be obtained.

When comparing the relative performance ratio of the rotor equipment of each of the first to seventh cases, it can be seen that the case of the second case shown in FIG. 4 is the best position in terms of performance without interference with peripheral equipment. Thus, in this embodiment, as shown in FIG. 2, based on the results obtained in the second case, the first and second rotor facilities 117a and 117b are arranged on the ship 100.

As described above in the first embodiment, when a plurality of rotor facilities 117a and 117b are installed in the bulk carrier vessel 100, the performance can be improved by reducing the interference between the plurality of rotor facilities 117a and 117b. In order to be able to do so, a plurality of rotor facilities 117a and 117b are installed asymmetrically, and a distance between the plurality of rotor facilities 117a and 117b is installed so as to be separated by a predetermined distance or more. Here, the predetermined distance is not limited to a numerical value because it may vary depending on the size of the rotor equipment. In addition, the rotor equipment (117a, 117b) is positioned toward the bow portion 101, the performance may be improved. This is because the wind speed becomes slower as it enters the inside of the vessel 100, for example, as it enters from the bow part 101 toward the stern part 103. That is, in the case of a plurality of rotor facilities (117a, 117b) in the bulk carrier vessel 100, the installation is asymmetric in the area between the hatch cover 114 located before the area where the deck store 115 is installed from the bow part 101 If so, performance can be improved.

In the first embodiment, the optimal arrangement of the rotor equipment has been described through the first and second rotor equipment 117a and 117b, but unlike this, even when three or more rotor equipment is provided in the bulk carrier ship 100, the above-described The performance improvement conditions may be applied in the same way.

Meanwhile, although not shown in the first embodiment, the first rotor facility 117a and the second rotor facility 117b may correspond to a folding rotor facility. For example, the folding rotor arrangement can be controlled to be tilted onto the deck using a gear or hydraulic device located at the lower end of the stator. In addition, in the case of the folding rotor facility, it can be controlled to be inclined toward the inside of the ship. In the fifth installable area 115e of the first to fifth installable areas 116a to 116e described above, it may be difficult to install a folding rotor facility due to the deck store 115.

12 is a side view of a ship according to a second embodiment of the present invention, FIG. 13 is a partial plan view of a ship according to a second embodiment of the present invention, and FIGS. 14 to 19 are A diagram showing the first to sixth cases in which various arrangements of rotor equipment are implemented to derive the rotor equipment (second case) disposed on the ship, and FIG. 20 is a rotor for the first case shown in FIG. 14 It is a view showing the flow analysis of the pressure distribution of the facility, and FIG. 21 is a graph showing the relative ratio of rotor facility performance for each of the first to sixth cases shown in FIGS. 14 to 19.

12 and 13, the ship 200 according to the second embodiment of the present invention is a tanker to which rotor equipment 217a and 217b is applied, and includes a bow part 201, a central part 202, It may be divided into a stern part 203, and a plurality of cargo tanks 210 for storing cargo may be provided inside the hull. The central portion 202 is defined between the bow portion 201 and the stern portion 203.

The ship 200 as a tanker ship has various structures installed on the deck 206, which will be described below.

An anchor equipment 212 and a mooring equipment 211 may be installed on the fore deck 206a of the fore portion 201.

On the upper deck 206b of the central portion 202, a pipeline 213 connected to a plurality of cargo tanks 210 and extending from the bow portion 201 to the stern portion 203 along the hull center line may be installed.

In addition, a manifold 214 connected to the pipeline 213 is installed on the upper deck 206b of the central part 202, and the manifold 214 may be installed in the center of the ship 200. For example, as shown in FIG. 12, the manifold 214 is ported from the bow part 201 to the port side with respect to the pipeline 213 in the boundary area between the third cargo tank 210 and the fourth cargo tank 210 204) and the starboard 205 may be installed to extend toward, but is not limited thereto.

In addition, the mooring equipment 211 may be installed on the upper deck 206b of the central part 202. For example, the mooring equipment 211 is the port side 204 and the starboard side 205 based on the pipeline 213 in the boundary area between the first cargo tank 210 and the second cargo tank 210 from the bow part 201. It may be installed on the side, but is not limited thereto. In addition, only some of the mooring equipment 211 shown in FIG. 13 may be installed on the upper deck 206b of the central part 202.

In addition, a helideck 215 may be installed on the upper deck 206b of the central portion 202. For example, the helideck 215 is a pipeline in the formation area of the second cargo tank 210 from the bow portion 201 It may be installed on one side based on (213), but is not limited thereto.

A cabin 207 and a stack 208 may be installed on the stern deck 206c of the stern portion 203, and an engine room 209 may be provided inside the hull under the stern deck 206c.

Rotor equipment (217a, 217b) may be installed in the vessel 200 provided with various structures on the deck 206 as described above.

In general, the rotor equipment is composed of a stator fixed to the hull and a rotor that is provided in the form of a cylinder so as to surround the surface and upper surface of the stator, and the rotation speed or direction is controlled, and is directly rotated using power. While the wind power can be converted into a propulsion force in a desired direction, it can provide propulsion to the ship.

Unlike sails, such a rotor facility can process wind power with desired propulsion. However, since it is in the form of a large column with a diameter of several meters and a height of several tens of meters, interference with various structures provided on the deck and movement of the ship There are problems that need to be resolved/improved, such as durability and interference from the cabin.

In this embodiment, when the vessel 200 is a tanker, the rotor equipment 217a and 217b can be disposed at an optimal position excellent in performance while solving the above problem. In this embodiment, it has been described that two rotor facilities 217a and 217b are installed, but unlike this, a plurality of rotor facilities such as 3, 4, 5, 6, etc. may be installed on a single ship. However, for convenience of explanation, the present invention will be described based on two rotor facilities 217a and 217b.

Two rotor facilities (217a, 217b) of this embodiment are installed, and the first rotor facility (217a) is the upper deck on one side of the pipeline 213 in the formation area of the first cargo tank 210 from the bow part 201 Arranged at (206b), the second rotor installation (217b) is the upper deck (206b) of the other side based on the pipeline 213 in the formation area of the second cargo tank 210 and the third cargo tank 210 from the bow part 201 ), the first and second rotor facilities 217a and 217b may be asymmetrically disposed when viewed from the front and side of the ship 200.

Specifically, the first rotor facility 217a is disposed on the upper deck 206b on the port side 204 side of the ship 200 far from the pipeline 213, and the second rotor facility 217b is a pipeline ( It is disposed on the upper deck (206b) of the starboard (205) side of the ship 200 far from 213).

More specifically, the second rotor facility 217b is disposed on the side of the bow part 201 in the formation area of the second cargo tank 210.

The arrangement position of the rotor facilities 217a and 217b of the present embodiment described above can be said to be an optimal position excellent in performance without interference with peripheral equipment, which will be understood by describing in detail below.

With reference to FIG. 13, an installable area and an installable area of the rotor facilities 217a and 217b will be described.

As shown in Figure 13, the installation impossible area of the rotor equipment (217a, 217b), the fore deck (206a) in which the anchor equipment 212 is installed, and the upper deck in the vicinity of the center line of the ship where the pipeline 213 is installed ( 206b) and from the fore deck (206a) on which the mooring equipment 211 is installed, and from the fore portion 201 to the port side based on the pipeline 213 in the boundary area between the first cargo tank 210 and the second cargo tank 210 The pipeline 213 in the boundary area between the third cargo tank 210 and the fourth cargo tank 210 from the fore portion 201 where the 204 and starboard 205 side of the upper deck 206b and the manifold 214 are installed. ) From the upper deck 206b on the side of the port 204 and starboard 205, and the forehead 201 where the helideck 215 is installed, the pipeline 213 in the formation area of the second cargo tank 210 As a reference, the upper deck 206b on one side and the stern deck 206c on which the cabin 207 and the stack 208 are installed may be set.

In addition, the upper deck 206b within a certain radius from the cabin 207 may be set as a non-installable area to avoid interference with the front view.

A plurality of installable areas 216a, 216b, 216c and 216d of the rotor facilities 217a and 217b can be set based on the non-installable areas of the rotor facilities 217a and 217b.

The plurality of installable areas 216a, 216b, 216c, and 216d may be divided into first to fourth installable areas 216a, 216b, 216c, and 216d, as shown in FIG. 13.

The first installable area 216a is limited by the mooring equipment 211 and the pipeline 213, based on the pipeline 213 in the area where the first cargo tank 210 is formed from the fore portion 201 It may be the upper deck (206b) of one side. For example, the first installable area 216a may be the upper deck 206b on the port side 204 side with respect to the pipeline 213. In addition, when some of the mooring equipment 211 shown in FIG. 13 is not installed, the first installable area 216a may also include an area in which the mooring equipment 211 is not installed. to be.

Installation of the second installable area 216b is limited by the mooring equipment 211 and the pipeline 213, based on the pipeline 213 in the area where the first cargo tank 210 is formed from the bow part 201 It can be the upper deck (206b) of the other side. For example, the second installable area 216b may be the upper deck 206b on the starboard side 205 side with respect to the pipeline 213. In addition, when some of the mooring equipment 211 shown in FIG. 13 is not installed, the first installable area 216b may also include an area in which the mooring equipment 211 is not installed. to be.

Installation of the third installable area 216c is limited by the pipeline 213, the manifold 214 and the helideck 215, and the pipeline in the area where the third cargo tank 210 is formed from the fore portion 201 Based on (213), it may be the upper deck (206b) on one side. Here, one side may correspond to the port 204.

The fourth installable area 216d is limited by the mooring equipment 211, the pipeline 213 and the manifold 214, and the second cargo tank 210 and the third cargo tank from the fore portion 201 ( It may be the upper deck 206b on the other side of the pipeline 213 in the formation region 210 ). Here, the other side may correspond to the starboard 205.

In addition, the third installable area 216c and the fourth installable area 216d may correspond to the opposite case when the helideck 215 is installed on the starboard side 205.

Rotor facilities 217a and 217b may be installed in each of the first to fourth installable areas 216a, 216b, 216c, 216d, and rotor facilities 217a and 217b applied to the ship 200 of this embodiment. ) Is selected from the first to fourth installable areas 216a, 216b, 216c, and 216d so that they can be disposed at an optimal position. That is, in this embodiment, the first rotor facility 217a is disposed in the first installable area 216a, and the second rotor facility 217b is disposed in the fourth installable area 216d, which will be described below. It will be understood by doing.

As shown in FIGS. 14 to 19, first and second rotor facilities 217a and 217b were prepared in order to derive the first and second rotor facilities 217a and 217b of the present embodiment arranged at the optimum positions described above. In the 1st to 4th installable areas (216a, 216b, 216c, 216d), various arrangements were made for each of the first to sixth cases, and the relative ratio of rotor facility performance was calculated for each case, and the results are shown in the graph of FIG. Done.

FIG. 20 is a diagram showing the flow analysis of the pressure distribution of the rotor equipment for the first case shown in FIG. 14. It is a pressure distribution result when the vessel 200 is a 300K tanker, and the higher the pressure is, the lower the red is, the lower the blue is. However, looking at the pressure distribution on the surfaces of the rotor equipment 217a and 217b, it can be seen that the pressure is high in red at the rear. The force of the air acts from a high pressure to a low pressure, which means that the force of the rotor equipment 217a and 217b appears in the traveling direction of the ship 200. In this embodiment, the flow analysis of the pressure distribution of the rotor facility is provided as a drawing only in the case of the first case shown in FIG. 14, but this is provided as an example, and the pressure distribution flow of the rotor facility in the same manner for the second to sixth cases. Of course, it was analyzed through interpretation. Meanwhile, in the case of the second embodiment, a 300K tanker ship was taken as an example, but it may be applied to all other types of tanker ships.

In the following, when the first and second rotor facilities 217a and 217b are variously arranged for each of the first to sixth cases in the first to fourth installable areas 216a, 216b, 216c, 216d, the following for each case The result of calculating the relative performance ratio of the rotor equipment by the equation will be described.

[Equation below]

(For each case, the greatest force among all cases) X 100

＝ Relative ratio of rotor equipment performance (%)

In the first case shown in FIG. 14, a first rotor facility 217a is disposed in a first installable area 216a, and a second rotor facility 217b is disposed in a second installable area 216b, As a case of achieving symmetry in the transverse direction, as shown in the graph of Fig. 21, the relative ratio of the performance of the rotor equipment was obtained as 99%.

In the second case shown in FIG. 15, the first rotor facility 217a is disposed in the first installable area 216a, and the second rotor facility 217b is disposed in the fourth installable area 216d. ), the relative ratio of rotor equipment performance was obtained as shown in the graph of FIG.

In the third case shown in FIG. 16, the first rotor facility 217a is disposed in the second installable area 216b, and the second rotor facility 217b is disposed in the fourth installable area 216d. ), the relative ratio of the performance of the rotor equipment was obtained as shown in the graph of FIG. 21 as a case of being symmetrical in the longitudinal direction.

In the fourth case shown in FIG. 17, the first rotor facility 217a is disposed in the first installable area 216a, and the second rotor facility 217b is disposed in the middle of the fourth installable area 216d. Thus, as a case where asymmetry was achieved, as shown in the graph of Fig. 21, the relative ratio of the performance of the rotor equipment was 98%.

In the fifth case shown in FIG. 18, the first rotor facility 217a is disposed in the first installable area 216a, and the second rotor facility 217b is disposed in the fourth installable area 216d. 203), the relative ratio of rotor equipment performance was obtained as 96% as shown in the graph of FIG.

In the sixth case shown in FIG. 19, the first rotor facility 217a is disposed in the second installable area 216b, and the second rotor facility 217b is disposed in the middle of the fourth installable area 216d. Thus, as a case of achieving symmetry in the longitudinal direction, as shown in the graph of Fig. 21, the relative ratio of the performance of the rotor equipment was 91%.

When comparing the relative performance ratio of the rotor equipment in each of the first to sixth cases, it can be seen that the case of the second case shown in FIG. 15 is the best position in terms of performance without interference with peripheral equipment. Therefore, in this embodiment, as shown in FIG. 13, based on the results obtained in the second case, the first and second rotor facilities 217a and 217b are arranged on the ship 200.

As described above in the second embodiment, when a plurality of rotor facilities 217a and 217b are installed in the tanker ship 200, performance can be improved by reducing interference between the plurality of rotor facilities 217a and 217b. Thus, a plurality of rotor facilities 217a and 217b are installed asymmetrically, and a distance between the plurality of rotor facilities 217a and 217b is installed so as to be spaced apart by a predetermined distance or more. Here, the predetermined distance is not limited to a numerical value because it may vary depending on the size of the rotor equipment. In addition, the rotor equipment (217a, 217b) can be improved in performance as it is positioned in the bow part (201). This is because the wind speed decreases as it enters the inside of the vessel 200, for example, as it enters from the bow part 201 toward the stern part 203. That is, in the case of the plurality of rotor facilities 217a and 217b in the tanker ship 200, the performance may be improved when installed asymmetrically in an area close to the bow part 201.

In the second embodiment, the optimal arrangement of the rotor equipment through the first and second rotor equipment 217a and 217b has been described. However, even when three or more rotor equipment is provided in the tanker ship 200, the above-described The performance improvement conditions may be applied in the same way.

Meanwhile, although not shown in the second embodiment, the first rotor facility 217a and the second rotor facility 217b may correspond to a folding rotor facility. For example, the folding rotor arrangement can be controlled to be tilted onto the deck using a gear or hydraulic device located at the lower end of the stator. In addition, in the case of a folding rotor facility, it can be controlled to be inclined inside the ship.

22 is a side view of a ship according to a third embodiment of the present invention, FIG. 23 is a partial plan view of a ship according to a third embodiment of the present invention, and FIGS. 24 to 29 are A diagram showing the first to sixth cases in which the arrangement of the rotor equipment is variously implemented to derive the rotor equipment (fourth case) disposed on the ship, and FIG. 30 is a rotor for the first case shown in FIG. It is a view showing the flow analysis of the pressure distribution of the facility, and FIG. 31 is a graph showing the relative ratio of rotor facility performance for each of the first to sixth cases shown in FIGS. 24 to 29.

22 and 23, the ship 300 according to the third embodiment of the present invention is a liquefied gas carrier (LNGC) to which rotor facilities 319a and 319b are applied, and the bow part 301, the central part 302 , It may be divided into a stern part 303, and a plurality of cargo tanks 310 for storing cargo inside the hull may be provided. The central portion 302 is defined between the bow portion 301 and the stern portion 303.

The ship 300 as a liquefied gas carrier ship has various structures installed on the deck 306, which will be described below.

Mooring equipment (311a, 311b, 311c, 311d) and anchor equipment (312a, 312b) may be installed on the fore deck (306a) of the fore portion 301. Here, the mooring equipment 311a, 311b, 311c, 311d includes a main mooring equipment 311a installed in a transverse direction from the front of the first cargo tank 310 from the bow part 301, and a main mooring equipment 311a. A first auxiliary mooring equipment 311b installed with a certain inclination from the center of the main mooring equipment 311a, and a second auxiliary mooring equipment 311c installed with a certain inclination from the center of the main mooring equipment 311a to the other side. , It is spaced a predetermined distance from the main mooring equipment (311a) and includes a third auxiliary mooring equipment (311d) installed along the center line of the hull. Anchor equipment (312a, 312b) is the first auxiliary mooring equipment (311b) and the first auxiliary anchoring equipment (312a) and the second auxiliary mooring equipment (311c) and the second auxiliary anchoring equipment (311c) and the second anchoring equipment ( 312b). On the other hand, the positions and types of the mooring equipment 311a, 311b, 311c, 311d and anchor equipment 312a, 312b installed on the fore deck 306a of the fore portion 301 are not limited to the positions shown in FIG. No, and the types may also vary. In addition, on the other hand, mooring equipment 311a, 311b, 311c, 311d and anchor equipment 312a, 312b installed on the fore deck 306a of the fore portion 301 may be partially installed.

A trunk deck 315 may be installed on the upper deck 306b of the central portion 302. The trunk deck 315 may be installed to cover the upper part of the plurality of cargo tanks 310 over most of the upper deck 306b from the fore part 301 to the stern part 303, and the upper part forms a flat surface and both sides are inclined surfaces. It is formed to achieve. When the cargo tank 310 is a membrane type, a tank cover may be applied to the trunk deck 315 when the cargo tank 310 is a Moss type.

A pipeline 313 connected to the plurality of cargo tanks 310 may be installed on the trunk deck 315 and extending from the bow part 301 to the stern part 303 along the center line of the hull.

In addition, a manifold 314 connected to the pipeline 313 is installed on the trunk deck 315, and the manifold 314 is formed of the third cargo tank 310 and the fourth cargo tank 310 from the bow part 301. It may be installed so as to extend toward the port side 304 and the starboard side 305 based on the pipeline 313 in the boundary area.

In addition, there is a winch 316 is installed on the trunk deck 315, the winch 316 may be installed on one side with respect to the pipeline 313 in the formation area of the second cargo tank 310 from the bow part 301 , Is not limited thereto.

In addition, there is a crane 317 is installed on the trunk deck 315, the crane 317 can be installed on both sides based on the pipeline 313 in the formation area of the third cargo tank 310 from the bow part 301 , Is not limited thereto.

A cabin 307 and a stack 308 may be installed on the stern deck 306c of the stern portion 303, and an engine room 309 may be provided inside the hull under the stern deck 306c.

Rotor equipment (319a, 319b) may be installed in the vessel 300 provided with various structures on the deck 306 as described above.

In general, the rotor equipment is composed of a stator fixed to the hull and a rotor that is provided in the form of a cylinder so as to surround the surface and upper surface of the stator, and the rotation speed or direction is controlled, and is directly rotated using power. While the wind power can be converted into a propulsion force in a desired direction, it can provide propulsion to the ship.

Unlike sails, such a rotor facility can process wind power with desired propulsion. However, since it is in the form of a large column with a diameter of several meters and a height of several tens of meters, interference with various structures provided on the deck and movement of the ship There are problems that need to be resolved/improved, such as durability and interference from the cabin.

In this embodiment, when the vessel 300 is a liquefied gas carrier (LNGC), the rotor equipment 319a and 319b can be disposed at an optimal position excellent in performance while solving the above problem. In this embodiment, it has been described that two rotor facilities 317a and 317b are installed, but unlike this, a plurality of rotor facilities such as 3, 4, 5, 6, etc. may be installed on a single ship. However, for convenience of explanation, the present invention will be described based on two rotor facilities 319a and 319b.

Two rotor facilities 319a and 319b of this embodiment are installed, and the first rotor facility 319a is disposed on one side with respect to the pipeline 313 in the formation area of the first cargo tank 310 from the bow part 301 In addition, the second rotor facility 319b may be disposed on the other side with respect to the pipeline 313 in the formation area of the first cargo tank 310 from the bow part 301.

Specifically, the first rotor facility 319a is disposed in a portion where one side of the trunk deck 315 and the upper deck 306b form a boundary in the formation area of the first cargo tank 310, and the second rotor facility 319b is In the formation area of the first cargo tank 310, the other side of the trunk deck 315 and the upper deck 306b may be disposed at a boundary.

In addition, the first rotor facility 319a is disposed on the inclined surface of one side of the trunk deck 315 in the formation area of the first cargo tank 310, and the second rotor facility 319b is the formation area of the first cargo tank 310 It may be disposed on the other side inclined portion of the trunk deck 315 in. When the first and second rotor facilities 319a and 319b are disposed on the inclined surface of the trunk deck 315, the structure for installing the rotor facilities on the inclined surface (shown in the figure) so that the first and second rotor facilities 319a and 319b can be stably installed. Not), for example a platform can be installed.

In addition, the first rotor facility 319a is disposed on a flat portion of one side of the trunk deck 315 in the formation area of the first cargo tank 310, and the second rotor facility 319b is the formation area of the first cargo tank 310 It can be disposed on the other side of the plane portion of the trunk deck 315.

More specifically, the first rotor facility 319a is disposed on one side of the formation area of the first cargo tank 310 to the stern part 303 side, and the second rotor facility 319b is the other side of the formation area of the first cargo tank 310 In the bow portion 301 side is disposed, the first and second rotor equipment (319a, 319b) can be arranged asymmetrically when viewed from the front and side of the vessel (300).

The arrangement position of the rotor facilities 319a and 319b of the present embodiment described above can be said to be an optimal position excellent in performance without interference with peripheral equipment, which will be understood by describing in detail below.

Referring to FIG. 23, an installation impossible area and an installable area of the rotor facilities 319a and 319b will be described.

As shown in Figure 23, the installation impossible area of the rotor equipment (319a, 319b), mooring equipment (311a, 311b, 311c, 311d) and anchor equipment (312a, 312b) is installed part of the bow deck (306a) ) And, a pipeline 313, a manifold 314, a winch 316, and a crane 317 are installed at the top, and a trunk deck 315 provided throughout the upper deck 306b, and a bow part 301 The upper deck 306b outside the trunk deck 315 at one side of the formation area of the second cargo tank 310 and the upper deck outside the trunk deck 315 at both sides of the formation area of the third cargo tank 310 from the forehead 301 306b), and a stern deck 306c on which the cabin 307 and the stack 308 are installed.

In addition, the upper deck 306b within a certain radius from the cabin 307 may be set as an uninstallable area in order to avoid interference with the front view.

A plurality of installable areas 318a, 318b, 318c, 318d of the rotor facilities 319a and 319b can be set based on the non-installable areas of the rotor facilities 319a and 319b.

The plurality of installable areas 318a, 318b, 318c, and 318d may be divided into first to fourth installable areas 318a, 318b, 318c, and 318d, as shown in FIG. 23.

The first installable area 318a may be the fore deck 306a between the first auxiliary mooring equipment 311b and the third auxiliary mooring equipment 311d.

The second installable area 318b may be the fore deck 306a between the second auxiliary mooring equipment 311c and the third auxiliary mooring equipment 311d.

Installation of the third installable area 318c is limited by the pipeline 313, the main mooring equipment 311a, the winch 316, the crane 317, and the trunk deck 315, and the first cargo tank 310 The trunk deck 315 and the upper deck 306b may form a boundary at one side of the formation region of ).

Installation of the fourth installable area 318d is limited by the pipeline 313, the main mooring equipment 311a, the winch 316, and the trunk deck 315, and the other side of the formation area of the first cargo tank 310 In the trunk deck 315 and the upper deck (306b) may be a part forming the boundary.

In the case of the third and fourth installable areas 318c and 318d, they may correspond to positions having a higher height than the first and second installable areas 318a and 318b. Meanwhile, the first to fourth installable areas 318a, 318b, 318c, and 318d are not limited thereto, and may be changed according to a location and a shape in which various equipment is installed on a deck in a liquefied gas carrier.

Rotor equipment 319a, 319b may be installed in each of the first to fourth installable areas 318a, 318b, 318c, 318d, and rotor equipment 319a, 319b applied to the ship 300 of this embodiment ) Is selected from among the first to fourth installable areas 318a, 318b, 318c, and 318d so that they can be placed in an optimal position. That is, in this embodiment, the first rotor facility 319a is disposed in the third installable area 318c, and the second rotor facility 319b is disposed in the fourth installable area 318d, which will be described below. It will be understood by doing.

As shown in Figs. 24 to 29, the first and second rotor facilities 319a and 319b are prepared in order to derive the first and second rotor facilities 319a and 319b of the present embodiment arranged at the optimum positions described above. The first to fourth installable areas 318a, 318b, 318c, 318d were arranged in various ways for each of the first to sixth cases, and the relative ratio of the performance of the rotor facilities was calculated for each case, and the results are shown in the graph of FIG. Done.

FIG. 30 is a view showing the flow analysis of the pressure distribution of the rotor equipment for the first case shown in FIG. 24, and the result of the pressure distribution when the vessel 300 is a 174K liquefied gas carrier. If you look at the pressure distribution on the surface of the rotor equipment (319a, 319b), you can see that the pressure is high in red at the back. The force of the air acts from a high pressure to a low pressure, which means that the force of the rotor equipment 319a and 319b appears in the traveling direction of the ship 300. In this embodiment, the flow analysis of the pressure distribution of the rotor facility is provided as a drawing only in the case of the first case shown in FIG. 24, but this is provided as an example, and the pressure distribution flow of the rotor facility in the same manner for the second to sixth cases. Of course, it was analyzed through interpretation.

In the following, when the first and second rotor facilities 319a and 319b are variously arranged for each of the first to sixth cases in the first to fourth installable areas 318a, 318b, 318c, 318d, the following for each case The result of calculating the relative performance ratio of the rotor equipment by the equation will be described.

[Equation below]

(For each case, the greatest force among all cases) X 100

＝ Relative ratio of rotor equipment performance (%)

In the first case shown in FIG. 24, a first rotor facility 319a is disposed in a first installable area 318a, and a second rotor facility 319b is disposed in a second installable area 318b, As a case of achieving symmetry in the transverse direction, as shown in the graph of Fig. 31, the relative ratio of the performance of the rotor equipment was obtained at 92%.

In the second case shown in FIG. 25, the first rotor facility 319a is arranged to be offset from the third installable area 318c toward the bow part 301, and the second rotor facility 319b is disposed in the second installable area ( 318b), and asymmetry was achieved. As shown in the graph of Fig. 31, the relative ratio of the performance of the rotor equipment was 95%. In addition, the first rotor facility 319a is arranged to be biased toward the bow portion 301 of the fourth installable area 318d, and the second rotor facility 319b is disposed in the first installable area 318a, thereby reducing asymmetry. Even in this case, the same relative ratio can be obtained.

In the third case shown in FIG. 26, the first rotor facility 319a is arranged to be offset from the third installable area 318c toward the bow part 301, and the second rotor facility 319b is disposed in the fourth installable area ( In 318d), the relative ratio of the performance of the rotor equipment was 98% as shown in the graph of FIG.

In the fourth case shown in FIG. 27, the first rotor facility 319a is arranged to be offset from the third installable area 318c toward the stern part 303, and the second rotor facility 319b is a fourth installable area. In (318d), the relative ratio of rotor equipment performance was obtained as 100% as shown in the graph of FIG. In addition, the first rotor facility 319a is arranged to be biased toward the bow part 301 in the third installable area 318c, and the second rotor facility 319b is disposed at the stern part 303 in the fourth installable area 318d. The same relative ratio can be obtained even when it is skewed toward the side and is asymmetry.

In the fifth case shown in FIG. 28, the first rotor facility 319a is arranged to be offset from the fourth installable area 318d toward the stern 303, and the second rotor facility 319b is the fourth installable area. In (318d), the relative ratio of rotor equipment performance was obtained as 87% as shown in the graph of FIG. In addition, the first rotor facility 319a is arranged to be biased toward the stern portion 303 in the third installable area 318c, and the second rotor facility 319b is disposed in the third installable area 318c. The same relative ratio can be obtained even when it is skewed toward the side and is symmetric in the longitudinal direction.

In the sixth case shown in FIG. 29, the first rotor facility 319a is arranged to be offset from the third installable area 318c toward the stern part 303, and the second rotor facility 319b is the fourth installable area. In (318d), the relative ratio of the performance of the rotor equipment was obtained as shown in the graph of FIG.

When comparing the relative performance ratio of the rotor equipment of each of the first to sixth cases, it can be seen that the case of the fourth case shown in FIG. 27 is the best position in terms of performance without interference with peripheral equipment. In this embodiment, as shown in FIG. 23, based on the results obtained in the fourth case, the first and second rotor facilities 319a and 319b are arranged on the ship 300.

As described above in the third embodiment, when a plurality of rotor facilities (319a, 319b) are installed in the vessel 300, which is a liquefied gas carrier, performance is improved by reducing interference between the plurality of rotor facilities (319a, 319b). In order to improve the improvement, a plurality of rotor facilities 319a and 319b are installed asymmetrically, and a distance between the plurality of rotor facilities 319a and 319b is installed so as to be spaced apart by a predetermined distance or more. Here, the predetermined distance is not limited to a numerical value because it may vary depending on the size of the rotor equipment. In addition, the rotors 319a and 319b may improve performance as they are positioned in the bow part 301. This is because the wind speed decreases as it enters the inside of the ship 300, for example, as it enters from the bow part 301 toward the stern part 303. In addition, the rotor equipment (319a, 319b) may be installed in a higher position, the better the performance. This is because the higher the speed, the faster the sea wind speed. That is, in the case of the plurality of rotor facilities 319a and 319b in the vessel 300, which is a liquefied gas carrier, performance may be improved when installed asymmetrically at a high position in an area close to the bow part 301.

In the third embodiment, the optimal arrangement of the rotor equipment has been described through the first and second rotor equipment 319a and 319b, but unlike this, even when three or more rotor equipment is provided on the vessel 300, which is a liquefied gas carrier, The above-described performance improvement conditions may be equally applied.

In the above, the present invention has been described based on the embodiments of the present invention, but this is only an example and does not limit the present invention, and those of ordinary skill in the field to which the present invention pertains will not depart from the essential technical content of the present embodiment. It will be appreciated that various combinations or modifications and applications not illustrated in the embodiments are possible in the range. Accordingly, technical contents related to modifications and applications that can be easily derived from the embodiments of the present invention should be interpreted as being included in the present invention.

100, 200, 300: ship 101, 201, 301: fore part
102, 202, 302: central part 103, 203, 303: stern part
104, 204, 304: port 105, 205, 305: starboard
106, 206, 306: deck 106a, 206a, 306a: fore deck
106b, 206b, 306b: upper deck 106c, 206c, 306c: stern deck
107, 207, 307: cabin 108, 208, 308: stack
109, 209, 309: engine room 110, 210, 310: cargo tank
111, 211, 311a, 311b, 311c, 311d: mooring equipment
112, 212, 312a, 312b: anchor equipment 113: passage
114: hatch cover 115: deck store
213, 313: pipeline 214, 314: manifold
215: helideck 315: trunk deck
316: winch 317: crane
116a, 116b, 116c, 116d, 116e: first to fifth installable areas
216a, 216b, 216c, 216d: first to fourth installable areas
318a, 318b, 318c, 318d: first to fourth installable areas
117a, 117b, 217a, 217b, 319a, 319b: 1st and 2nd rotor facilities

Claims (4)

As a ship, which is divided into a bow part, a stern part, and a central part between the bow part and the stern part, and equipped with a plurality of cargo tanks installed inside the hull to store cargo,
A cabin installed on the stern;
Anchor equipment installed on the bow;
A plurality of hatch covers installed in the central portion from the bow portion to the stern portion at a predetermined interval;
Mooring equipment installed between the plurality of hatch covers;
A deck store installed between the plurality of hatch covers and installed at a location different from that of the mooring equipment;
A passage extending from the bow portion to the stern portion at one side of the plurality of hatch covers; And
Including a plurality of rotor equipment installed on the deck,
The plurality of rotor equipment,
At least one first rotor facility disposed on one side of the deck and at least one second rotor facility disposed on the other side of the deck,
A ship, characterized in that the first rotor facility and the second rotor facility are disposed asymmetrically to each other. The method of claim 1, wherein the first rotor facility and the second rotor facility,
A ship, characterized in that it is disposed toward the bow portion based on a hatch cover positioned adjacent to the rear of the deck store. The method of claim 1,
The first rotor facility is installed between the first hatch cover and the second hatch cover from the fore portion of the plurality of hatch covers,
The second rotor facility is a ship, characterized in that disposed between the third hatch cover and the fourth hatch cover from the bow of the plurality of hatch covers. The method of claim 1, wherein the ship,
A vessel, characterized in that it is a bulk carrier.

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