KR20220051318A - Ship - Google Patents

Abstract

The present invention relates to a ship capable of relieving wind load. The ship comprises: a cabin installed in a stern part; an anchor device installed in a bow part; a pipeline; a mooring device; a manifold connected to the pipeline; a helideck; and a plurality of rotor facilities installed on a deck.

Description

ship {Ship}

The present invention relates to a ship.

A ship is a means of transportation that carries a large amount of minerals, crude oil, natural gas, or thousands of containers or more and sails the ocean. move through

These ships generate thrust by driving an engine or gas turbine, etc. At this time, the engine uses oil fuel such as heavy oil (HFO) or light oil (MDO, MGO) to move the piston, and the crankshaft rotates by the reciprocating motion of the piston. The shaft connected to the crankshaft is rotated 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. method of delivery is used.

However, in recent years, in order to solve the problem of environmental destruction caused by exhaust when oil fuel is used, gas fuel such as liquefied natural gas (LNG) or liquefied petroleum gas (LPG) is used to drive an engine or turbine to propel gas. Fuel propulsion is used. In particular, since LNG is a clean fuel and reserves more abundant than petroleum, the method of using LNG as a gas fuel is applied to other ships such as container ships in addition to LNG carriers.

Furthermore, the use of solar power, wind power, etc. as natural energy that does not generate exhaust at all is also attracting attention. In particular, in the case of wind power, a facility such as a sail can be installed on the deck to simply convert the wind power into propulsion, so the structure is simple and the maintenance cost is low.

Also, recently, unlike the generally known sail, a rotor facility (eg, a magnus rotor) that can convert wind power into 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 to surround the surface and the upper surface of the stator and whose rotational speed or direction is adjusted.

A lot of research and development has been recently made on these rotor facilities in that they can process wind power as a desired propulsion force, unlike sails. 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. 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 a rotor facility without interference with surrounding equipment and improving the 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. As a tanker ship provided with a plurality of cargo tanks to store, a cabin installed in the stern; Anchor equipment installed in the bow portion; a pipeline connected to the plurality of cargo tanks and extending from the bow portion to the stern portion along the hull centerline; Mooring equipment installed in each of the bow and the central portion; a manifold connected to the pipeline and installed in the central part; a helideck installed on one side of the pipeline; and a plurality of rotor facilities installed on the deck, wherein the plurality of rotor facilities includes 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 facility is disposed to be biased toward the bow portion with respect to the manifold, the mooring equipment installed in the central portion and the mooring equipment installed in the bow portion, the first cargo It is installed on the fore deck biased toward the port side in the formation area of the tank, is installed to be spaced a first distance from the port where the edge of the fore deck forms a curve, and the port based on the pipeline in the formation area of the second cargo tank It is located in front of the helideck installed on the side, and the second rotor facility is disposed to be biased toward the bow portion with respect to the manifold, and is disposed between the mooring equipment installed in the central portion and the manifold, Doedoe installed on the upper deck biased toward the starboard side in the formation area of the second cargo tank, the second distance is relatively farther than the first distance from the starboard where the edge of the upper deck forms a straight line, the formation of the second cargo tank The helideck installed on the port side of the region may be disposed to be biased toward the bow portion in the formation region of the second cargo tank so as to be alternately arranged with the pipeline interposed therebetween.

Specifically, the first rotor facility and the second rotor facility are arranged to be biased toward the bow, so as to avoid interference with various structures provided on the deck, durability according to the movement of the vessel, and interference with the forward view from the cabin It may be arranged asymmetrically with each other in a region selected from among the set first, second, third, and fourth installable regions.

Specifically, the first rotor facility is installed in the first installable area, which is a side area based on the pipeline in the formation area of the first cargo tank from the bow part, and by the mooring equipment and the pipeline Installation may be limited.

Specifically, the second rotor facility is installed in the fourth installable area that is the other side area based on the pipeline in the formation area of the second cargo tank from the bow part, and the mooring equipment, the manifold and the Installation may be restricted by pipelines.

The ship according to the present invention can optimize the arrangement of the rotor equipment without interfering with the surrounding equipment, and can improve the 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 the arrangement of the rotor equipment is variously implemented in order to derive the rotor equipment (second case) disposed on the ship according to the first embodiment of the present invention. .
FIG. 10 is a view showing a pressure distribution flow analysis of the rotor facility for the first case shown in FIG. 3 .
11 is a graph showing the relative performance ratio of the rotor equipment 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 views showing first to sixth cases in which the arrangement of the rotor equipment is variously implemented in order to derive the rotor equipment (second case) arranged on the ship according to the second embodiment of the present invention. .
20 is a view showing a pressure distribution flow analysis of the rotor equipment for the first case shown in FIG. 14 .
21 is a graph showing the relative performance ratio of the rotor equipment 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 the arrangement of the rotor equipment is variously implemented in order to derive the rotor equipment (fourth case) disposed on the ship according to the third embodiment of the present invention. .
30 is a view showing a pressure distribution flow analysis of the rotor equipment for the first case shown in FIG. 24 .
FIG. 31 is a graph showing the relative ratio of rotor equipment performance for each of the first to sixth cases shown in FIGS. 24 to 29 .

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In the present specification, in adding reference numbers to the components of each drawing, it should be noted that only the same components are given the same number as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the gist 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 views according to the first embodiment of the present invention It is a view showing the first to seventh cases in which the arrangement of the rotor equipment is variously implemented in order 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 view showing the pressure distribution flow analysis of the equipment, and FIG. 11 is a graph showing the relative ratio of the performance of the rotor equipment 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 facilities 117a and 117b are applied. , may be divided into a stern portion 103, a cargo tank 110 for storing cargo inside the hull may be provided. A plurality of cargo tanks 110 may be provided, for example, nine, and a hatch cover 114 may be provided in each of the plurality of cargo tanks 110 . The central portion 102 is defined between the bow portion 101 and the stern portion 103 .

The ship 100 as a bulk carrier is installed on the deck 106 various structures will be described below.

Anchor equipment 112 may be installed on the fore deck 106a of the fore part 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 portion 102 . The hatch cover 114 may be installed at a predetermined interval from the bow 101 to the stern 103 on the upper deck 106b of the central portion 102 .

In addition, the mooring equipment 111 is installed on the upper deck 106b of the central portion 102 , and the mooring equipment 111 may be installed in the area between the hatch covers 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 101 . In addition, the mooring equipment 111 may be installed in the 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, the deck store 115 is installed on the upper deck 106b of the central portion 102 , the deck store 115 may be installed in the area between the hatch covers 114 . At this time, the area in which the deck store 115 is installed may correspond to a different area 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 bow 101, which is a different area. ) and the fifth hatch cover 114 may be installed. In addition, in the present embodiment, the area in which the deck store 115 is installed may include an area in the lateral direction including the area in which the deck store 115 is installed among a plurality of areas between the hatch covers 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 starboard 105 side, and continues from the bow 101 to the stern 103.

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

Rotor facilities 117a and 117b may be installed in the ship 100 provided with various structures on the deck 106 as described above.

In general, a rotor facility is composed of a stator fixed to the hull, and a rotor that is provided in a cylindrical shape to surround the surface and upper surface of the stator and whose rotation speed or direction is adjusted, and rotates directly using power. While the wind power can be converted into propulsion in a desired direction, propulsion can be provided to the vessel.

Unlike a sail, this rotor facility can process wind power into a desired propulsion force. However, since it is 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 solved/improved, such as durability and interference with the front sight from the cabin.

In the present embodiment, when the ship 100 is a bulk carrier, the rotor facilities 117a and 117b can be disposed at an optimal position with excellent performance while solving the above problem. In this embodiment, it has been described that two rotor installations (117a, 117b) are installed, otherwise, a plurality of rotor installations such as 3, 4, 5, 6, etc., it is also possible to be installed in one ship. However, for convenience of explanation, in the present invention, the two rotor facilities 117a and 117b will be described as a reference.

In this embodiment, two rotor installations 117a and 117b are installed, and the first rotor installation 117a is the upper deck 106b between the first hatch cover 114 and the second hatch cover 114 from the bow 101. 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 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 includes the third hatch cover 114 and It is arranged on the other side of the upper deck (106b) between the fourth hatch cover (114), the first and second rotor installations (117a, 117b) can be asymmetrically arranged when viewed from the front and the 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 the third It is arranged 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 the side of the ship 100. It can be arranged asymmetrically when. This is because the edge of the upper deck 106b is changed from a straight line to a curved line between the first hatch cover 114 and the second hatch cover 114, and the passage 113 is also bent inward, thereby narrowing the relatively free space. Because.

The arrangement positions of the rotor facilities 117a and 117b of the present embodiment described above can be said to be optimal positions having excellent performance while not interfering with peripheral equipment, and will be understood by a detailed description below.

With reference to FIG. 2 , an installation impossible region and an installation possible region 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 bow 101 where the mooring equipment 111 is installed, and the bow 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 104 or starboard 105 side where the passage 113 is provided, and the cabin 107 And the stack 108 may be set as the stern deck 106c of the stern portion 103 is installed.

In addition, the upper deck 106b in which passages 113 are not provided on both sides of the plurality of hatch covers 114 can form a free space and can be set as an installable area, but this free space is the hatch cover 114's space. It can be interfered with during opening and closing, so it has no choice but to be set as a non-installable area.

In addition, the upper deck (106b) within a certain radius from the cabin (107) may be set as a non-installable area in order to avoid interference with the forward 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 above-described non-installable areas of the rotor facilities 117a and 117b.

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

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

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

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

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

The fifth installable area 116e may correspond to an area adjacent to the area where the deck store 115 is installed among the areas between the hatch covers 114 . More specifically, as shown in FIG. 2, the area excluding the area where the deck store 115 is actually installed among the upper deck 106b between the fourth hatch cover 114 and the fifth hatch cover 114 is the 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 to be inclined onto the deck.

Rotor facilities 117a and 117b may be installed in each of the first to fifth installable areas 116a, 116b, 116c, 116d, and 116e, and the rotor facility 117a applied to the ship 100 of this embodiment. , 117b) is selected from among the first to fifth installable regions 116a, 116b, 116c, 116d, and 116e to be disposed in 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. will be understood by

3 to 9, the first and second rotor facilities 117a and 117b are removed to derive the first and second rotor facilities 117a and 117b of this embodiment, which are arranged at the optimal positions. In the first to fifth installable areas 116a, 116b, 116c, 116d, and 116e, the first to seventh cases were arranged in various ways, and the relative performance ratio of the rotor equipment was calculated for each case, and the result is shown in the graph of FIG. indicated as

10 is a view showing the pressure distribution flow analysis of the rotor facility for the first case shown in FIG. 3, the pressure distribution result when the vessel 100 is a 208K bulk carrier, the higher the pressure, the red, the lower the blue However, looking at the pressure distribution on the surface of the rotor equipment (117a, 117b), it can be seen that the rear side is red and the pressure is high. The air force acts from a high pressure place to a low pressure place, which means that the force by the rotor facilities 117a and 117b appears in the moving direction of the ship 100 . In this embodiment, the pressure distribution flow analysis of the rotor facility is provided as a drawing only for the case of the first case shown in FIG. 3, but this is provided as an example and the pressure distribution flow of the rotor facility is also provided in the second to seventh cases in the same manner. Of course, it was analyzed through interpretation. Meanwhile, in the case of the first embodiment, a 208K bulk carrier is exemplified, but it may be applied to other types of bulk carriers as well.

Hereinafter, 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 regions 116a, 116b, 116c, 116d, and 116e, each case The results of calculating the relative performance ratio of the rotor equipment according to the following formula will be described separately.

[Formula below]

(The force generated by each case is 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 device 117a is disposed on the starboard side 105 in the first installable area 116a, and the second rotor device 117b is disposed on the first installable area 116a. ) in the case of being arranged on the port side 104 side and symmetrical in the transverse direction, as shown in the graph of FIG. 11 , the relative performance ratio of the rotor facility was 96%.

In the second case shown in FIG. 4 , the first rotor device 117a is disposed on the starboard 105 side in the first installable area 116a, and the second rotor device 117b is disposed on the second installable area 116b. ) in the case of being asymmetrically arranged on the port side 104, as shown in the graph of FIG. 11, the relative performance ratio of the rotor equipment was 100%. Further, the first rotor device 117a is disposed on the port side 104 side of the first installable area 116a, and the second rotor device 117b is disposed on the starboard side 105 side in the second installable area 116b. Thus, even when asymmetry is achieved, the same relative ratio can be obtained. This corresponds to the result that the first rotor facility 117a and the second rotor facility 117b are arranged asymmetrically, are arranged within a certain interval, and are arranged to be located on the bow 101 side.

In the third case shown in FIG. 5 , the first rotor device 117a is disposed on the starboard 105 side in the first installable area 116a, and the second rotor device 117b is disposed at the fifth installation area 116e. It is disposed on the port side 104 of the asymmetrical case, and as shown in the graph of FIG. 11 , the relative ratio of the performance of the rotor equipment was 98%. Further, 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 device 117a is disposed on the starboard 105 side in the first installable area 116a, and the second rotor device 117b is disposed on the third installable area 116c. ) in the case of being asymmetrically arranged on the port side 104, as shown in the graph of FIG. 11, the relative performance ratio of the rotor equipment was 94%. Further, the first rotor device 117a is disposed on the port side 104 side of the first installable area 116a, and the second rotor device 117b is disposed on the starboard side 105 side in 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 device 117a is disposed on the starboard side 105 side in the first installable area 116a, and the second rotor device 117b is disposed on the fourth installable area 116d. ) in the case of being asymmetrically arranged on the port side 104, as shown in the graph of FIG. 11, the relative performance ratio of the rotor equipment was 93%. Further, the first rotor device 117a is disposed on the port side 104 side of the first installable area 116a, and the second rotor device 117b is disposed on the starboard side 105 side in 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 device 117a is disposed on the starboard 105 side in the second installable area 116b, and the second rotor device 117b is disposed on the second installable area 116b. ) in the case of being arranged on the port side 104 side and symmetrical in the transverse direction, as shown in the graph of FIG. 11 , the relative performance ratio of the rotor facility was 97%.

In the seventh case shown in FIG. 9 , the first rotor device 117a is disposed on the starboard 105 side in the first installable area 116a, and the second rotor device 117b is disposed on the second installable area 116b. ) in the case of being arranged on the starboard 105 side and symmetrical in the longitudinal direction, as shown in the graph of FIG. Further, 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 port side 104 side in the second installable area 116b. Thus, even when symmetrical in the longitudinal direction, the same relative ratio can be obtained.

Comparing the relative performance ratios of the rotor equipment in the first to seventh cases, it can be seen that the second case shown in FIG. 4 is the most optimal position in terms of performance without interference with peripheral equipment. 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 disposed on the ship 100 .

As described above in the first embodiment, when a plurality of rotor facilities 117a and 117b are installed in the ship 100 as a bulk carrier, the performance of the plurality of rotor facilities 117a and 117b is reduced to improve performance. In order to be able to, a plurality of rotor facilities (117a, 117b) are installed asymmetrically, and a distance between the plurality of rotor facilities (117a, 117b) is installed to be spaced apart from each other by a predetermined distance or more. Here, the predetermined distance may vary depending on the size of the rotor facility, so it is not limited to numerical values. In addition, the rotor equipment (117a, 117b) can be improved as the position toward the bow portion (101). This is because the wind speed becomes slow as it enters the inside of the ship 100, for example, enters from the bow part 101 to the stern part 103 side. That is, in the case of a plurality of rotor facilities (117a, 117b) in the bulk carrier ship 100, asymmetrically in the area between the hatch cover 114 located before the area where the deck store 115 is installed from the bow 101, installation Performance can be improved if

In the first embodiment, the optimal arrangement of the rotor facilities has been described through the first and second rotor facilities 117a and 117b. The performance improvement condition may be equally applied.

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 facility can be controlled to tilt onto the deck using a gear or a 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. Among the first to fifth installable regions 116a to 116e described above, it may be difficult to install the folding rotor facility in the fifth installable region 115e 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 views according to the second embodiment of the present invention It is a view showing the first to sixth cases in which the arrangement of the rotor equipment is variously implemented in order to derive the rotor equipment (second case) arranged on the ship, and FIG. 20 is a rotor for the first case shown in FIG. 14 . It is a view showing the pressure distribution flow analysis of the equipment, and FIG. 21 is a graph showing the relative ratio of the performance of the rotor equipment 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 facilities 217a and 217b are applied, and a bow 201, a central portion 202, It may be divided into a stern portion 203, and a plurality of cargo tanks 210 for storing cargo inside the hull may be provided. 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.

Anchor equipment 212 and mooring equipment 211 may be installed on the fore deck 206a of the fore part 201 .

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

In addition, a manifold 214 connected to the pipeline 213 is installed on the upper deck 206b of the central portion 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 a port ( 204) and may be installed to extend toward the starboard 205, but is not limited thereto.

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

In addition, the helideck 215 may be installed on the upper deck 206b of the central part 202. For example, the helideck 215 is a pipeline in the formation area of the second cargo tank 210 from the bow part 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 facilities 217a and 217b may be installed on the ship 200 provided with various structures on the deck 206 as described above.

In general, a rotor facility is composed of a stator fixed to the hull, and a rotor that is provided in a cylindrical shape to surround the surface and upper surface of the stator and whose rotation speed or direction is adjusted, and rotates directly using power. While the wind power can be converted into propulsion in a desired direction, propulsion can be provided to the vessel.

Unlike a sail, this rotor facility can process wind power into a desired propulsion force. However, since it is 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 solved/improved, such as durability and interference with the front sight from the cabin.

In the present embodiment, when the ship 200 is a tanker, the rotor facilities 217a and 217b can be disposed at the optimal position with excellent performance while solving the above problem. In the present embodiment, it has been described that two rotor installations 217a and 217b are installed, but it is also possible that a plurality of rotor installations such as 3, 4, 5, and 6 are installed in one ship. However, for convenience of explanation, in the present invention, the two rotor facilities 217a and 217b will be described as a reference.

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

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

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

The arrangement positions of the rotor facilities 217a and 217b of the present embodiment described above can be said to be optimal positions having excellent performance while not interfering with peripheral equipment, and will be understood by a detailed description below.

Referring to FIG. 13 , an installation impossible region and an installation possible region 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 where the anchor equipment 212 is installed, and the upper deck near the hull centerline where the pipeline 213 is installed ( 206b) and the port on the basis of the pipeline 213 in the boundary area between the first cargo tank 210 and the second cargo tank 210 from the bow deck 206a and the bow 201 where the mooring equipment 211 is installed. Pipeline 213 in the boundary area between the third cargo tank 210 and the fourth cargo tank 210 from the bow 201 where the 204 and the starboard 205 side of the upper deck 206b and the manifold 214 are installed. ) based on the upper deck 206b on the port side 204 and starboard side 205, and the helideck 215, the pipeline 213 in the formation area of the second cargo tank 210 from the bow 201 As a reference, it may be set as the upper deck 206b on one side, and the stern deck 206c on which the cabin 207 and the stack 208 are installed.

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

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

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

The installation of the first installable area 216a is limited by the mooring equipment 211 and the pipeline 213, and the pipeline 213 in the formation area of the first cargo tank 210 from the bow 201 is the reference. It can 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 are not installed, the first installable region 216a may also include an area in which the mooring equipment 211 is not installed. am.

The installation of the second installable area 216b is limited by the mooring equipment 211 and the pipeline 213, and the pipeline 213 is based on the formation area of the first cargo tank 210 from the bow 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 205 side with respect to the pipeline 213 . In addition, when some of the mooring equipment 211 shown in FIG. 13 are not installed, the first installable region 216b may also include an area where the mooring equipment 211 is not installed. am.

The third installable area 216c is limited in installation by the pipeline 213 , the manifold 214 and the helideck 215 , and the pipeline in the formation area of the third cargo tank 210 from the bow 201 . It may be the upper deck (206b) of one side based on (213). Here, one side may correspond to the port 204 .

The fourth installable area 216d is limited in installation 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 bow 201 ( It may be the upper deck 206b of the other side with respect to the pipeline 213 in the formation region of the 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 205 .

Rotor facilities 217a and 217b may be installed in each of the first to fourth installable areas 216a, 216b, 216c, and 216d. ) is selected from among the first to fourth installable areas 216a, 216b, 216c, and 216d to be placed in 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. will be understood by

14 to 19, the first and second rotor installations 217a and 217b are removed to derive the first and second rotor installations 217a and 217b of the present embodiment, which are arranged at the optimal positions. In the first to fourth installable areas 216a, 216b, 216c, and 216d, the first to sixth cases were variously arranged for each case, and the relative performance ratio of the rotor facility was calculated for each case, and the result is shown in the graph of FIG. it was

20 is a view showing the pressure distribution flow analysis of the rotor facility for the first case shown in FIG. 14. The pressure distribution result when the ship 200 is a 300K tanker is red as the pressure is higher, and blue is lower as the pressure is lower. However, if you look at the pressure distribution on the surface of the rotor equipment (217a, 217b), it can be seen that the rear side is red and the pressure is high. The force by air acts from a place where the pressure is high to a place where the pressure is low, which means that the force by the rotor facilities 217a and 217b appears in the moving direction of the ship 200 . In this embodiment, the pressure distribution flow analysis of the rotor facility is provided as a drawing only for 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 is also provided in the second to sixth cases in the same manner. Of course, it was analyzed through interpretation. On the other hand, in the case of the second embodiment, the 300K tanker was given as an example, but it may be applied to all other types of tanker.

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

[Formula below]

(The force generated by each case is the greatest force among all cases) X 100

= Relative ratio of rotor equipment performance (%)

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

In the second case shown in FIG. 15 , the first rotor device 217a is disposed in the first installable area 216a, and the second rotor device 217b is disposed in the fourth installable area 216d at the bow 201 ), the relative ratio of the performance of the rotor equipment was 100% as shown in the graph of FIG.

In the third case shown in FIG. 16 , the first rotor device 217a is disposed in the second installable area 216b, and the second rotor device 217b is disposed in the fourth installable area 216d at the bow 201 ) side, and symmetrical in the longitudinal direction, as shown in the graph of FIG. 21 , the relative performance ratio of the rotor equipment was 89%.

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

In the fifth case shown in FIG. 18 , the first rotor device 217a is disposed in the first installable area 216a, and the second rotor device 217b is disposed in the fourth installable area 216d at the stern part ( 203) side, and asymmetrical, as shown in the graph of FIG. 21, the relative performance ratio of the rotor equipment was 96%.

In the sixth case shown in FIG. 19, the first rotor device 217a is disposed in the second installable area 216b, and the second rotor device 217b is disposed in the middle in the fourth installable area 216d. As a result of being symmetrical in the longitudinal direction, as shown in the graph of FIG. 21 , the relative performance ratio of the rotor equipment was 91%.

Comparing the relative performance ratios of the rotor equipment in the first to sixth cases, it can be seen that the case of the second case shown in FIG. Accordingly, in this embodiment, the first and second rotor facilities 217a and 217b are arranged in the ship 200 as shown in FIG. 13 based on the results obtained in the second case.

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

In the second embodiment, the optimal arrangement of the rotor facilities has been described through the first and second rotor facilities 217a and 217b. The performance improvement condition may be equally applied.

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 facility can be controlled to tilt onto the deck using a gear or a 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 tilted 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 views according to a third embodiment of the present invention It is a view showing the first to sixth cases in which the arrangement of the rotor equipment is variously implemented to derive the rotor equipment (fourth case) arranged on the ship, and FIG. 30 is a rotor for the first case shown in FIG. 24 . It is a view showing the pressure distribution flow analysis of the equipment, and FIG. 31 is a graph showing the relative ratio of the performance of the rotor equipment 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 a bow 301 and a central portion 302. , may be divided into a stern portion 303, 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 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 part 301. Here, the mooring equipment (311a, 311b, 311c, 311d) is a main mooring equipment (311a) installed in the transverse direction from the front of the first cargo tank 310 from the bow portion 301, and the main mooring equipment (311a) The first auxiliary mooring equipment 311b installed with a certain inclination from the center of the , and a third auxiliary mooring equipment (311d) which is spaced apart from the main mooring equipment (311a) by a predetermined distance and is installed along the hull centerline. Anchor equipment (312a, 312b) is the first auxiliary mooring equipment (311b) and the first anchor equipment (312a) arranged in parallel with the second auxiliary mooring equipment (311c) and second anchor equipment (311c) arranged in parallel with the second anchor equipment ( 312b). On the other hand, the positions and types of mooring equipment (311a, 311b, 311c, 311d) and anchor equipment (312a, 312b) installed on the fore deck 306a of the bow part 301 are not limited to the positions shown in FIG. 23 and may be of various types. 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 part 301 may be installed only in part.

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 portions of the plurality of cargo tanks 310 over most of the upper deck 306b from the bow 301 to the stern 303, and the upper portion is flat and both sides are inclined surfaces. is formed to achieve The trunk deck 315 is a case in which the cargo tank 310 is a membrane type, and when the cargo tank 310 is a MOSS type, a tank cover may be applied.

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

In addition, a manifold 314 connected to the pipeline 313 is installed on the trunk deck 315, and the manifold 314 is a third cargo tank 310 and a fourth cargo tank 310 from the bow 301. It may be installed to extend toward the port 304 and the starboard 305 with respect to the pipeline 313 in the boundary region.

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

In addition, a crane 317 is installed on the trunk deck 315, and the crane 317 is installed on both sides based on the pipeline 313 in the formation area of the third cargo tank 310 from the bow part 301. , but 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 facilities 319a and 319b may be installed in the ship 300 provided with various structures on the deck 306 as described above.

In general, a rotor facility is composed of a stator fixed to the hull, and a rotor that is provided in a cylindrical shape to surround the surface and upper surface of the stator and whose rotation speed or direction is adjusted, and rotates directly using power. While the wind power can be converted into propulsion in a desired direction, propulsion can be provided to the vessel.

Unlike sails, these rotor facilities can process wind power into a desired propulsion force. However, since they are in the form of large columns 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 ships There are problems that need to be solved/improved, such as durability and interference with the front sight from the cabin.

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

Two rotor facilities (319a, 319b) of this embodiment are installed, the first rotor facility (319a) is arranged on one side relative to the pipeline 313 in the formation area of the first cargo tank 310 from the bow part 301 And, the second rotor facility 319b may be arranged on the other side with respect to the pipeline 313 in the formation area of the first cargo tank 310 from the bow portion 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 region of the first cargo tank 310, the other side of the trunk deck 315 and the upper deck 306b may be disposed in a portion forming a boundary.

In addition, the first rotor facility 319a is disposed on one side of the inclined surface portion 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 surface portion of the trunk deck (315). 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 equipment 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, you can install a platform.

In addition, the first rotor facility 319a is disposed on one side planar portion 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 planar portion of the trunk deck 315 in.

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

The arrangement positions of the rotor facilities 319a and 319b of the present embodiment described above can be said to be optimal positions having excellent performance while not interfering with peripheral equipment, and will be understood by a detailed description below.

Referring to FIG. 23 , an installation impossible area and an installation possibility 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 a portion of the fore deck (306a) ), a pipeline 313, a manifold 314, a winch 316, and a crane 317 are installed on the upper part, and a trunk deck 315 provided over the upper deck 306b, and a bow 301 The upper deck 306b on the outside of the trunk deck 315 on one side of the formation area of the second cargo tank 310, and the upper deck on the outside of the trunk deck 315 on both sides of the formation area of the third cargo tank 310 from the bow 301 ( 306b), and the cabin 307 and the stack 308 can be set to the stern deck (306c) is installed.

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

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

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

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

The second installable area 318b may be a 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 ) may be a portion forming a boundary between the trunk deck 315 and the upper deck 306b on one side of the forming area.

The 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 boundary forming part.

The third and fourth installable regions 318c and 318d may correspond to positions higher in height than the first and second installable regions 318a and 318b. On the other hand, the first to fourth installable areas (318a, 318b, 318c, 318d) are not limited thereto, and may be changed according to the location and shape of various equipment installed on the deck in the liquefied gas carrier.

Rotor facilities 319a and 319b may be installed in each of the first to fourth installable areas 318a, 318b, 318c, and 318d, and rotor facilities 319a and 319b applied to the ship 300 of this embodiment. ) is selected from among the first to fourth installable areas 318a, 318b, 318c, and 318d to be disposed 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. will be understood by

24 to 29, the first and second rotor installations 319a and 319b are removed to derive the first and second rotor installations 319a and 319b of the present embodiment arranged in the above-described optimal positions. 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 performance ratio of the rotor equipment was calculated for each case, and the results are shown in the graph of FIG. it was

30 is a view showing the pressure distribution flow analysis of the rotor facility for the first case shown in FIG. 24, the pressure distribution result when the vessel 300 is a 174K liquefied gas carrier, the higher the pressure, the red, the lower the blue When looking at the pressure distribution on the surface of the rotor facilities 319a and 319b, it can be seen that the rear side is red and the pressure is high. The air force acts from a high pressure place to a low pressure place, which means that the force by the rotor facilities 319a and 319b appears in the moving direction of the vessel 300 . In this embodiment, the pressure distribution flow analysis of the rotor facility is provided as a drawing only for 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 is also provided in the second to sixth cases in the same manner. Of course, it was analyzed through interpretation.

Hereinafter, 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 regions 318a, 318b, 318c, and 318d, The result of calculating the relative performance ratio of the rotor equipment by the formula will be described.

[Formula below]

(The force generated by each case is the greatest force among all cases) X 100

= Relative ratio of rotor equipment performance (%)

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

In the second case shown in Fig. 25, the first rotor facility 319a is disposed to be biased toward the bow 301 in the third installable area 318c, and the second rotor facility 319b is located in the second installable area ( 318b), as the asymmetric case, as shown in the graph of FIG. 31 , the relative performance ratio of the rotor equipment was 95%. In addition, the first rotor facility 319a is disposed to be biased toward the bow 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 disposed to be biased toward the bow 301 in the third installable area 318c, and the second rotor facility 319b is located in the fourth installable area ( 318d), it is arranged biased toward the bow 301 side and is symmetrical in the transverse direction, and as shown in the graph of FIG. 31 , the relative performance ratio of the rotor equipment is 98%.

In the fourth case shown in FIG. 27 , the first rotor facility 319a is disposed to be biased toward the stern portion 303 from the third installable area 318c, and the second rotor facility 319b is located in the fourth installable area In (318d), it is arranged to be biased toward the bow 301, and is asymmetrical, and as shown in the graph of FIG. 31 , the relative performance ratio of the rotor equipment was 100%. In addition, the first rotor facility 319a is disposed to be biased toward the bow 301 in the third installable area 318c, and the second rotor facility 319b is located in the fourth installable area 318d at the stern portion 303. The same relative ratio can be obtained even if the arrangement is skewed toward the side and asymmetrical.

In the fifth case shown in FIG. 28, the first rotor facility 319a is disposed to be biased toward the stern portion 303 in the fourth installable area 318d, and the second rotor facility 319b is disposed in the fourth installable area In (318d), it is arranged biased toward the bow 301 side and is symmetrical in the longitudinal direction, and as shown in the graph of FIG. In addition, the first rotor facility 319a is disposed to be biased toward the stern portion 303 in the third installable area 318c, and the second rotor facility 319b is located in the third installable area 318c. The same relative ratio can be obtained even in the case where it is arranged biased toward the side and is symmetrical in the longitudinal direction.

In the sixth case shown in FIG. 29, the first rotor facility 319a is disposed to be biased toward the stern portion 303 in the third installable area 318c, and the second rotor facility 319b is disposed in the fourth installable area In (318d), it is arranged biased toward the stern part 303, and is symmetrical in the transverse direction, and as shown in the graph of FIG.

Comparing the relative performance ratios of the rotor equipment in the first to sixth cases, it can be seen that the case of the fourth case shown in FIG. Accordingly, in this embodiment, the first and second rotor facilities 319a and 319b are arranged in the ship 300 as shown in FIG. 23 based on the results obtained in the fourth case.

As described above in the third embodiment, when a plurality of rotor facilities 319a and 319b are installed in the ship 300 that is a liquefied gas carrier, the performance is improved by reducing the interference between the plurality of rotor facilities 319a, 319b. In order to improve it, a plurality of rotor installations 319a and 319b are asymmetrically installed, and a distance between the plurality of rotor installations 319a and 319b is installed to be spaced apart from each other by a predetermined distance or more. Here, the predetermined distance may vary depending on the size of the rotor facility, so it is not limited to numerical values. In addition, as the rotors 319a and 319b are positioned in the bow portion 301 , the performance may be improved. This is because the wind speed becomes slow as it enters the inside of the ship 300, for example, as it enters toward the stern part 303 from the bow part 301. In addition, the performance of the rotor facilities 319a and 319b may be improved as they are installed at a higher position. This is because the higher the altitude, the faster the sea wind speed. That is, in the case of the plurality of rotor facilities 319a and 319b in the ship 300 that is a liquefied gas carrier, performance can be improved when asymmetrically installed at a high position in a region close to the bow 301 .

In the third embodiment, although the optimal arrangement of the rotor facilities has been described through the first and second rotor facilities 319a and 319b, in contrast to this, even if three or more rotor facilities are provided in the ship 300, which is a liquefied gas carrier, The above-described performance improvement condition may be equally applied.

In the above, the present invention has been described focusing on the embodiments of the present invention, but this is only an example and does not limit the present invention. It will be appreciated that various combinations or modifications and applications not illustrated in the embodiments are possible within the scope. Accordingly, descriptions 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: bow
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: aft 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 regions
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)

It is divided into a bow part, a stern part, and a central part between the bow part and the stern part, and a cabin, a stack, and an engine room are disposed in the stern part, and a plurality of cargo tanks are installed inside the hull of the central part to store cargo. As a line,
a cabin installed in the stern portion;
Anchor equipment installed in the bow portion;
a pipeline connected to the plurality of cargo tanks and extending from the bow portion to the stern portion along the hull centerline;
Mooring equipment installed in each of the bow and the central portion;
a manifold connected to the pipeline and installed in the central part;
a helideck installed on one side of the pipeline; and
Including a plurality of rotor equipment installed on the deck,
The plurality of rotor facilities,
At least one first rotor device disposed on one side of the deck and at least one second rotor device disposed on the other side of the deck,
The first rotor facility,
Doedoe arranged to be biased toward the bow portion with respect to the manifold, disposed between the mooring equipment installed in the central portion and the mooring equipment installed in the bow portion,
It is installed on the fore deck biased toward the port side in the formation area of the first cargo tank, and is installed a first distance apart from the port where the edge of the fore deck forms a curve,
It is located in front of the helideck installed on the port side with respect to the pipeline in the formation area of the second cargo tank,
The second rotor facility,
Doedoe arranged to be biased toward the bow part with respect to the manifold, it is arranged between the mooring equipment installed in the central part and the manifold,
Doedoe installed on the upper deck biased toward the starboard side in the formation area of the second cargo tank, the edge of the upper deck is installed to be spaced apart by a second distance relatively farther than the first distance from the starboard forming a straight line,
A ship disposed to be biased toward the bow in the formation area of the second cargo tank so as to be alternately disposed with the helideck installed on the port side of the formation area of the second cargo tank and the pipeline therebetween. The method according to claim 1, wherein the first rotor facility and the second rotor facility are:
In an area selected from among the first, second, third and fourth installable areas set to avoid interference with various structures provided on the deck, durability according to the movement of the ship, and interference with the forward view from the cabin. Vessels arranged asymmetrically to each other. According to claim 2, wherein the first rotor facility,
A vessel that is installed in the first installable area, which is an area on the basis of the pipeline in the formation area of the first cargo tank from the bow part, and whose installation is limited by the mooring equipment and the pipeline. According to claim 1, wherein the second rotor facility,
A vessel installed in the fourth installable area, which is the other side area based on the pipeline in the formation area of the second cargo tank from the bow part, and whose installation is limited by the mooring equipment, the manifold and the pipeline.

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