KR20220147451A - ship - Google Patents

Abstract

The present invention relates to a ship for loading liquefied gas into a fuel tank for storing liquefied gas as a propellant fuel or for storing/transporting a small amount of liquefied gas. According to the present invention, the ship comprises: a hull; a liquefied gas storage tank provided inside the hull and storing liquefied gas; a compressor room provided on an upper part of the hull and accommodating a compressor for compressing boil-off gas generated in the liquefied gas storage tank; a motor room provided at one side of the compressor room and accommodating a motor supplying driving force to the compressor; and a re-liquefaction room accommodating a re-liquefaction device for re-liquefying the boil-off gas generated in the liquefied gas storage tank. The re-liquefaction room is provided separately from the compressor room and is disposed above the compressor room.

Description

ship {ship}

The present invention relates to a ship.

Recently, as environmental regulations are strengthened, the use of liquefied natural gas, which is close to an eco-friendly fuel, among various fuels is increasing.

Liquefied natural gas is generally transported through LNG carriers, and at this time, the liquefied natural gas can be stored in the tank of the LNG carrier in a liquid state by lowering the temperature to -162°C or less under 1 atm. When liquefied natural gas becomes liquid, its volume is reduced to 1/600 compared to its gaseous state, so transport efficiency can be increased.

Unlike diesel, in the case of loading or unloading liquefied natural gas into a vessel that transports or uses such liquefied natural gas as fuel, it must be maintained at a cryogenic temperature. In addition, it is necessary to control the temperature and pressure of the storage tank in which the liquefied natural gas is stored for stable storage of the liquefied natural gas while performing loading and unloading.

Therefore, in recent years, continuous research and development has been made on a bunkering technology for maintaining liquefied natural gas in a liquid state and supplying it to a liquefied natural gas carrier or a propulsion ship and a ship using the same.

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 for loading liquefied gas into a fuel tank for storing liquefied gas as a propelling fuel or for storing/transporting a small amount of liquefied gas. is to provide

A ship according to an aspect of the present invention includes a hull; a liquefied gas storage tank provided inside the hull and storing liquefied gas; a compressor room provided on the upper part of the hull and accommodating a compressor for compressing boil-off gas generated in the liquefied gas storage tank; and a motor room provided at one side of the compressor room and accommodating a motor for supplying driving force to the compressor. and a reliquefaction room accommodating a reliquefaction apparatus for reliquefying boil-off gas generated in the liquefied gas storage tank, wherein the reliquefaction room is provided separately from the compressor room and is disposed above the compressor room.

Specifically, the reliquefaction room is provided with a relatively small left and right width compared to the compressor room, and may be disposed above the compressor room and the motor room.

Specifically, the re-liquefaction room may be provided to be biased toward one of the left or right sides above the compressor room and the motor room.

Specifically, it further includes a cabin provided on the upper deck at the stern of the hull, and the reliquefaction room may interfere within a preset angle with respect to the visible range formed from the upper end of the cabin toward the front.

Specifically, the preset angle may be 5 degrees.

Specifically, the reliquefaction room may have a relatively low height of the front end compared to the rear end.

A ship according to the present invention is provided with a liquefied gas storage tank for bunkering, or a liquefied gas storage tank for storing a small amount of liquefied gas corresponding to cargo or fuel, by innovatively improving the structure or arrangement, etc. Safety and operational efficiency can be improved.

1 is a side view of a ship according to a first embodiment of the present invention;
2 is a front view of a ship according to a first embodiment of the present invention.
3 is a plan view of a ship according to a first embodiment of the present invention.
4 is a plan sectional view of a ship according to the first embodiment of the present invention.
5 is a side view of a ship according to a second embodiment of the present invention.
6 is a front view of a ship according to a second embodiment of the present invention.
7 is a plan view of a ship according to a second embodiment of the present invention.
8 is a plan sectional view of a ship according to a second embodiment of the present invention.

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 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 front view of a ship according to a first embodiment of the present invention, and FIG. 3 is a plan view of the ship according to the first embodiment of the present invention . 4 is a plan cross-sectional view of a ship according to the first embodiment of the present invention.

1 to 4, the ship 1 according to the first embodiment of the present invention includes a hull 10, a liquefied gas storage tank 20, and the like. The ship (1) of the present invention is a liquefied gas carrier that stores liquefied gas as cargo, a liquefied gas propulsion ship that stores liquefied gas as a fuel, or a liquefied gas in a fuel tank mounted on a liquefied gas propulsion ship. It may cover all of the bunkering vessel 1 for delivery, or other floating structures (such as offshore plants).

However, below, the embodiment of the bunkering vessel 1 will be limitedly described, and of course, it is noted that the right of the present invention is not limited to the bunkering vessel 1 .

The hull 10 is a part that forms buoyancy so as to float in the sea, and can accommodate the liquefied gas storage tank 20 and the like therein. The hull 10 may be provided to include an upper surface, left and right side surfaces (ship side shell plate), a bottom surface (ship bottom plate), etc. based on the front cross-section, and may be divided into a bow, a central part, a stern, etc. in the longitudinal direction.

In the hull 10, the bow and the central part and the central part and the stern may be distinguished according to common sense widely known in the technical field to which the present invention belongs, but in this embodiment, for example, the central part of the liquefied gas storage tank 20 is accommodated part, the bow may mean a front part of the liquefied gas storage tank 20, and the stern may mean a rear part of the liquefied gas storage tank 20.

The upper surface of the hull 10 may form an upper deck 11 . However, although this embodiment will be described below, as the liquefied gas storage tank 20 made of a membrane type is accommodated therein, the trunk deck 12 is provided higher than the upper deck 11 on the upper part of the liquefied gas storage tank 20 . ) can be provided. The trunk deck 12 will be described in detail in the section describing the central portion of the hull 10 .

That is, in the hull 10, the bow and stern can form an inner space surrounded by the upper deck 11, the side shell plate and the bottom plate, and the central part is surrounded by the trunk deck 12, the side shell plate and the bottom plate. This may form an interior space.

Hereinafter, the hull 10 will be divided into a bow, a stern, and a central part to describe each part.

First, the bow of the hull 10 will be described.

At the bow of the hull 10, a mooring device 18, a ship store (not shown), a crane 60, manifolds 50 and 51, and the like are provided.

The hull 10 needs to provide a mooring device 18 for mooring on land, a port, another ship, etc., and the mooring device 18 may be provided on the upper deck 11 or the like. However, in this embodiment, as the bunkering vessel 1, the hull 10 is provided with only two liquefied gas storage tanks 20 in the longitudinal direction in order to improve mobility, etc. It can be reduced compared to merchant ships.

In this case, as the space of the upper deck 11 of the bow is also reduced, interference with the mooring device 18 may be a problem when the crane 60 and the manifolds 50 and 51 are provided on the upper deck 11. . Therefore, in the present embodiment, the mooring line 182 in the mooring device 18 is configured to be appropriately bent, and interference between the crane 60 and the mooring line 182 can be prevented.

Specifically, the mooring device 18 includes a winch 181, a mooring line 182 for mooring the hull 10 by winding from the winch 181 or unwinding from the winch 181, and a mooring line 182 to guide the mooring line 182. It may include a mooring column 183 and the like. At this time, in order for the mooring line 182 to extend outboard from the upper deck 11, a plurality of mooring holes (not shown) through which the mooring line 182 passes may be provided on the side wall of the hull 10. have.

A plurality of mooring lines 182 may be provided to extend in various directions (left and right or forward, etc. from the bow) for stable mooring of the hull 10, for example, the mooring line 182 is in the left and right direction of the hull 10 It may include a portion parallel to the hull 10, and a portion inclined at an acute or obtuse angle compared to the left and right directions of the hull 10. In addition, although not shown in the drawings, the mooring line 182 may include a portion parallel to the longitudinal direction of the hull 10 .

In addition, a plurality of mooring lines 182 may be provided so as to be symmetrical left and right. That is, the plurality of mooring lines 182 may be arranged in a form symmetrical left and right with respect to the longitudinal center line of the hull 10 . This is to enable anchoring to either side of the port or starboard of the hull 10 .

As will be described later, a crane 60 for handling of the bow manifold 51 is provided in the bow upper deck 11 of the bow, and as mentioned above, the bow upper deck 11 in the hull 10 of this embodiment is a mobility, manufacturing It has a smaller size than a general merchant ship in order to improve cost and the like. Therefore, an arrangement that eliminates interference with the crane 60 provided on the bow upper deck 11, the mooring line 182, and the like is required.

For this purpose, the mooring device 18 may utilize a mooring column 183 . More specifically, mooring holes are provided on both sides of the bow in the longitudinal direction and relatively parallel to the longitudinal direction and inclined parts, and the mooring line 182 has a part parallel to the left and right direction of the hull 10, and the crane 60 is It may be disposed on a straight line with the mooring line 182 having a portion extending in parallel with the left and right direction of the hull 10 .

That is, as shown in FIG. 3 , when the mooring holes disposed at the rearmost from the left and right of the bow are connected in a straight line, the crane 60 is arranged so as to interfere with the crane 60 in the central part.

At this time, the mooring device 18 may be disposed so that the mooring line 182 does not interfere with the crane 60 through the mooring column 183 . That is, the mooring line 182 is bent by the mooring column 183 to be spaced apart from the crane 60 , and the mooring column 183 may be disposed on the left and right sides of the crane 60 , respectively.

Therefore, the mooring line 182 having a portion extending in parallel with the left and right direction of the hull 10, one side extends to the left or right of the bow along the left and right direction of the hull 10, the left side of the crane 60 or As it is bent through the mooring column 183 disposed on the right side, the other side is inclined compared to the one side and extends in front of the bow.

At least two pairs of mooring lines 182 may be arranged to be bent by mooring columns 183 in order to secure an arrangement space for the crane 60 . For example, the mooring line 182 provided at the rearmost side is bent to have an obtuse angle through mooring posts 183 disposed on both left and right sides of the crane 60 so as to intersect in an X shape in front of the crane 60 .

At this time, at least two or more mooring columns 183 are allocated to each of the rearmost mooring lines 182 , and the mooring lines 182 are bent at least twice to have an obtuse angle.

In addition, the mooring line 182 disposed in front of the rearmost side is bent to have an acute angle through the mooring posts 183 disposed on both left and right sides of the crane 60 , and is respectively independently disposed on the left or right side of the crane 60 . do. That is, the mooring line 182 disposed in front of the rearmost part is bent to form a V shape.

Described in terms of mooring holes, the mooring line 182 passing through the mooring hole at the rear left of the bow is primarily bent at an obtuse angle by the mooring column 183 disposed on the left side of the crane 60, and then the crane 60 ) is bent at an obtuse angle twice by the mooring column 183 disposed in front of the right side, and then passes through the mooring hole disposed 4th from the rear among mooring holes disposed on the right side of the bow.

In addition, the mooring line 182 passing through the mooring hole disposed second from the rear among the mooring holes disposed on the left side of the bow is bent at an acute angle by the mooring column 183 disposed on the left front side of the crane 60 . , through the third mooring hole from the rear among the mooring holes on the left side of the bow.

Since a plurality of mooring lines 182 are provided so as to be symmetrical, the mooring line 182 passing through the mooring hole at the rear right of the bow is bent twice through two mooring pillars 183 so as to be spaced apart from the crane 60. , it passes through the fourth mooring hole from the rear among the mooring holes arranged on the left side of the bow. In addition, the mooring line 182 passing through the mooring hole disposed second from the rear among the mooring holes disposed on the right side of the bow shall pass through the mooring hole disposed third from the rear among the mooring holes disposed on the right side of the bow. can

The mooring line 182 does not use the mooring post 183 because there is no fear of interference with the crane 60, in addition to being bent by the mooring column 183 as described above, and is wound around the winch 181 and then the winch ( It may further include a mooring line 182 released from the 181).

In addition, the arrangement of the mooring hole and mooring line 182 described above is just one example for avoiding the interference between the crane 60 and the mooring line 182, and in addition, the mooring line 182 is used to avoid interference with the crane 60. It can have a variety of arrangements that use mooring posts 183 for this purpose.

A line store (not shown) having a warehouse function may be provided at the bow of the hull 10, and a chain of anchors for mooring the hull 10 in connection with the mooring line 182 is located adjacent to the line store. A chain locker (not shown) in which this is accommodated may be provided.

In addition, a thruster room (not shown) in which a player thruster is accommodated may be provided in the player, but the space inside the player may be freely deformable to implement various other functions.

The crane 60 is provided on the upper deck 11 in the bow. The crane 60 may be provided for handling of the manifolds 50 and 51 disposed on the bow, and may be of a type having a work range as much as a certain rotation radius based on a column installed on the upper deck 11. have.

The crane 60 may be disposed in the center of the left and right direction of the hull 10 in the upper deck 11, and may have a size accessible to the manifolds 50 and 51 disposed at the forefront of the bow. In this case, the crane 60 may be utilized for handling of the mooring device 18 disposed on the bow.

The crane 60 may be disposed to overlap in the left and right direction with the mooring holes disposed on the left and right at the bow. The mooring column 183 is used as described above.

Manifolds 50 and 51 are provided at the bow, and the manifolds 50 and 51 supply the liquefied gas of the liquefied gas storage tank 20 as fuel of the liquefied gas propulsion ship or receive boil-off gas from the fuel tank. In particular, the manifolds 50 and 51 provided in the bow may be referred to as the bow manifold 51 in order to distinguish them from the central manifold 50 to be described later.

The bow manifold 51 may be disposed toward the front of the bow of the hull 10 . The bow manifold 51 may be provided on the upper deck 11 in the bow central part of the hull 10, and the mooring holes in which the mooring device 18 is installed are disposed on the left and right of the bow manifold 51, While the bow manifold 51 and the mooring line 182 do not interfere, it is possible to secure a sufficient working space behind the bow manifold 51 .

The bow manifold 51 is provided to take into account the regulation that bunkering in the port is impossible. The liquefied gas propulsion ship that receives liquefied gas from the liquefied gas storage tank 20 is provided with pipelines for loading of liquefied gas and recovery of boil-off gas on both sides of the liquefied gas propulsion ship. In the state where 51 is connected to the fuel tank through the pipelines provided on the left and right sides of the liquefied gas propulsion ship, it can sail along the parallel direction with the liquefied gas propulsion ship.

The distance between the bow manifold 51 and the propulsion device in the hull 10 (approximately the front and rear length of the hull 10) may be similar to the distance between the pipeline and the propulsion device in the liquefied gas propulsion ship. Therefore, when the bow manifold 51 is connected to the pipeline of the liquefied gas propulsion ship, the propulsion device of the liquefied gas propulsion ship and the propulsion device of the hull 10 of this embodiment are in a state provided in a relatively parallel position in the left and right direction, and the hull ( 10) and liquefied gas propulsion vessels can operate smoothly at the same time.

As described above, in the state in which the vessel 1 and the liquefied gas propulsion vessel of this embodiment are sailing at the same time, the bow manifold 51 supplies the liquefied gas to the fuel tank of the liquefied gas propulsion vessel. This is in consideration of the fact that the ship 1 of this embodiment is provided in a size having approximately two liquefied gas storage tanks 20, and thus the front-to-rear length (LOA) is very small compared to a liquefied gas propulsion ship, which is a general large merchant ship.

That is, in order to perform bunkering in a port area where bunkering is impossible for reasons of safety, etc., the vessel 1 of this embodiment can perform bunkering while operating in a moored state alongside a liquefied gas propulsion ship, and at this time, the bow manifold ( 51) may be connected to the pipelines on the left and right sides of the liquefied gas propulsion ship.

However, the height of the hull 10 of this embodiment may be formed lower than that of the liquefied gas propulsion ship, so the upper deck 11 in which the bow manifold 51 is provided, and the deck in which the pipeline is disposed, a height difference occurs. . Therefore, the bow manifold 51 has a form in which at least a portion extends upward for a smooth connection with the pipeline of the liquefied gas propulsion ship.

As an example, the bow manifold 51 is partially extended upward from the front of the upper deck 11, and the connection end compared to the portion placed on the upper deck 11 may be provided with an upward bias. That is, the bow manifold 51 may be provided in a curved form at least twice as shown in FIG. 1 to form a step shape, and through this, the step difference between the upper deck 11 and the deck on which the pipeline in the liquefied gas propulsion ship is arranged is constant. can be partially resolved.

The bow manifold 51 may include a liquid line 501 for supplying liquefied gas to the fuel tank of the liquefied gas propulsion ship, and a gaseous line 502 for receiving boil-off gas from the fuel tank. At this time, the gas phase line 502 is spaced apart from the liquid phase line 501 , and at least one liquid phase line 501 and the gas phase line 502 may be provided.

For example, the bow manifold 51 may have a gas phase line 502 disposed in the center in the left and right direction, and a pair of liquid lines 501 may be disposed on both left and right sides. Of course, in preparation for the demand of the liquefied gas propulsion ship, the combination of the liquid line 501 and the gaseous line 502 in the bow manifold 51 may be variously changed.

For the liquid line 501 and the gaseous phase line 502 of the bow manifold 51, the description of the liquid phase line 501 and the gaseous phase line 502 of the central manifold 50 below may be equally applied. let me know Alternatively, the bow manifold 51 may be formed in the form of a loading arm rather than the form of the manifolds 50 and 51 .

Hereinafter, the stern of the hull 10 will be described.

The stern of the hull 10 is provided with a cabin 13 , an engine room 14 , an engine casing 15 , a mooring device 18 , and the like.

Cabin 13 may be provided on the upper deck 11 in the hull 10, for example, the cabin 13 is the upper deck 11 at the stern of the hull 10, which is the rear of the liquefied gas storage tank 20. can be provided in The cabin 13 may have a multi-story building structure so as to have a steering space for the operation of the crew's living space and the hull 10 .

Cabin 13 may be made to have non-uniform left and right widths for each floor as in FIG. 2 , which may be for the arrangement of life boats, etc. for the evacuation of crew members residing in the cabin 13 . Of course, the shape, such as the left and right width of the cabin 13, may vary according to the number of crew members, operation specifications, and the like.

An engine casing 15 is provided at the rear of the cabin 13 , and the engine casing 15 and the cabin 13 may be integrally provided. The engine casing 15 may also have a multi-layer structure, but the number/floor height of the cabin 13 may be different from the number/floor height of the engine casing 15 .

The stern of the hull 10 is provided in the engine room 14 inside, and a propulsion engine (not shown) for moving the hull 10 is provided in the engine room 14, and also to cover the power load in the ship For the power generation engine (not shown), etc. may be provided.

The exhaust of the propulsion engine/power generation engine disposed in the engine room 14 may be discharged to the outside through the engine casing 15 . The engine casing 15 may be provided on the upper deck 11 of the stern in the hull 10 , and may be provided at the rear of the cabin 13 . An upper portion of the engine casing 15 may be provided with a funnel (not shown) for discharging exhaust to the atmosphere.

The engine room 14 should have a structure that can be opened and closed for maintenance, such as taking out or drawing in equipment. Therefore, an engine room hatch 141 for opening and closing the engine room 14 is provided above the engine room 14 . For reference, the withdrawal or inlet of the equipment may be made by the engine casing 15 or a separate crane (not shown) installed in an adjacent position.

The engine room hatch 141 may be provided on the upper deck 11 from the stern. At this time, when the engine room hatch 141 is opened, as the inside of the engine room 14 communicates with the outside, the equipment inside the engine room 14 is withdrawn to the outside of the engine room 14 through the engine room hatch 141 or , and vice versa, the equipment may enter the interior from the outside of the engine room 14 .

To this end, the engine room hatch 141 may be provided to be exposed to the outside while being provided on the upper deck 11 , but in this embodiment, as shown in the drawing, the engine room hatch 141 is to be disposed within the engine casing 15 . can

That is, the engine compartment hatch 141 is provided to communicate the engine compartment 14 with the inner lower side of the engine casing 15 . In this case, when the equipment is withdrawn through the engine room hatch 141 , the withdrawn equipment is located inside the engine casing 15 rather than the complete exterior.

The engine casing 15 provided to cover the engine compartment hatch 141 is provided such that the height of the portion where the engine compartment hatch 141 is disposed is formed relatively lower than other portions to form a step difference. That is, the engine casing 15 has a step shape on one side on which the engine room 14 is disposed, and may form a podium when viewed from the front.

An opening/closing hatch (not shown) may be provided directly above the engine room hatch 141 in the engine casing 15 . That is, the engine room hatch 141 and the opening/closing hatch may be disposed to overlap in the height direction. Accordingly, when both the opening and closing hatches of the engine compartment hatch 141 and the engine casing 15 are opened, the engine compartment 14 communicates with the outside in a direct upward direction.

That is, in the present embodiment, while the engine compartment hatch 141 is disposed within the engine casing 15 , the height of the portion covering the engine compartment hatch 141 in the engine casing 15 is lowered, and the Place the opening and closing hatch directly above. In this case, the equipment in the engine room 14 may be completely withdrawn to the outside while passing through the engine room hatch 141 on the upper deck 11 and the opening/closing hatch of the engine casing 15 .

In order to implement smooth entry or withdrawal of equipment with respect to the engine room 14 , the engine room hatch 141 may be provided at a position biased to the left or right of the bottom surface of the engine casing 15 , for example, the engine room The hatch 141 may be provided at a rearward biased corner from the bottom surface of the engine casing 15 .

Since a crane (not shown) may be provided on one side (eg, the left side adjacent to the engine room hatch 141 ) of the engine casing 15 , when the engine room hatch 141 and the opening/closing hatch are in an open state, the engine The crane at the rear of the casing 15 may enter the engine room 14 to smoothly perform the withdrawal or withdrawal of equipment.

A CO 2 room 151 and an emergency power generation room 152 may be provided at one side of the engine casing 15 . The CO2 room 151 may be provided to extinguish fires in the engine room 14 and adjacent parts. may be provided.

The CO2 room 151 and the emergency power generation room 152 are arranged to be stacked up and down, the emergency power generation room 152 is disposed on the upper deck 11 at the stern, and the CO2 room 151 is the emergency power generation room ( 152) may be laminated on the top surface. Of course, the stacking order may be reversed, and the arrangement of the CO2 room 151 and the emergency power generation room 152 is not limited to those shown in the drawings.

As previously described in the bow section, the mooring device 18 may be provided at the stern as well. Specifically, the winch 181 and the mooring line 182 may be provided on the upper deck 11 provided at the rear of the engine casing 15 .

As described above, the crane may also be disposed in the stern, but the crane in the stern may be provided in a position of at least two or more floors from one side of the engine casing 15 rather than the upper deck 11 . That is, the stern may be provided with a crane at a position higher than the upper deck 11 .

Therefore, since the mooring device 18 of the stern does not interfere with the crane, only the winch 181 and the mooring line 182 are provided at the stern, and the mooring column 183 may not be provided. That is, mooring holes are formed on both left and right sides and rear of the stern, and the winch 181 guides the mooring line 182 obliquely so that the mooring line 182 extends outward toward the left and right and rear of the stern. Of course, this embodiment does not limit that the mooring column 183 is appropriately added as necessary.

Hereinafter, the central portion of the hull 10 will be described.

In the central part of the hull 10, a liquefied gas storage tank 20, a ballast tank 40, etc. are accommodated therein, and a compressor room 16, a motor room 17, a fender 19, and a vent mast 30 are accommodated therein. ), etc. are provided.

The liquefied gas storage tank 20 stores liquefied gas. The liquefied gas storage tank 20 is provided in the interior of the hull 10 and may be provided in three or less (eg, two) in the longitudinal direction in the interior of the hull 10 .

It has been previously described that the vessel 1 of this embodiment is a bunkering vessel 1, and in this case, the liquefied gas storage tank 20 may store liquefied gas to be supplied to the fuel tank of the liquefied gas propulsion vessel.

The liquefied gas storage tank 20 may be formed in a membrane type. That is, the liquefied gas storage tank 20 may be provided in a structure that forms a storage space as the heat insulating wall 21 is installed in a predetermined space inside the hull 10 .

In addition, the membrane-type liquefied gas storage tank 20 may have an octagonal front cross-section, and the liquefied gas stored in the liquefied gas storage tank 20 may be double-enclosed when referring to FIG. 2 .

For example, a trunk 121 is provided above the upper surface of the liquefied gas storage tank 20, and a moving passage 122 (passage way) is provided on the left and right of the trunk 121, which is the left and right upper side of the liquefied gas storage tank 20. can be provided. In addition, a ballast tank 40 is provided on both sides of the liquefied gas storage tank 20 , and a ballast tank 40 and a pipe duct 41 may be provided at the bottom of the liquefied gas storage tank 20 .

The hull 10 for accommodating the liquefied gas storage tank 20 is provided with a trunk deck 12 on the upper portion of the liquefied gas storage tank 20 . The trunk deck 12 may be an upper surface of the trunk 121 and protrudes from the upper deck 11 . In the hull 10 , the trunk deck 12 is provided to extend to the inner side of the left and right ends of the hull 10 , and an inclined surface is formed between the trunk deck 12 and the upper deck 11 .

That is, the trunk deck 12 is formed by the upper surface of the trunk 121 and the upper surface of the moving passage 122, and the upper surface of the trunk 121 and the upper surface of the moving passage 122 form the trunk deck 12 without a step difference. can

That is, the upper deck 11 is provided at both ends of the hull 10 from the upper side of the liquefied gas storage tank 20, and the trunk deck 12 is provided directly above the liquefied gas storage tank 20 while the upper deck ( 11) and the trunk deck 12 are connected by an inclined surface. That is, the upper surface of the hull 10 may have a stepped structure including a trunk deck 12 protruding upward and an upper deck 11 made low on both left and right sides.

The trunk deck 12 of this embodiment may be formed in the central portion in which the liquefied gas storage tank 20 is provided in the hull 10, and the upper deck 11 is provided in the bow and stern. As the upper surface of the liquefied gas storage tank 20 is formed higher than the upper deck 11 , the trunk deck 12 is provided to form a step with the upper deck 11 . At this time, a structure having an inclined surface may be added to the portion where the trunk deck 12 and the upper deck 11 form a step in the bow to reduce air resistance, and the trunk deck 12 and the upper deck 11 are stepped at the stern. It may be provided in the cabin 13 and the like in the portion forming the .

The liquefied gas storage tank 20 may be surrounded and protected by a trunk 121, a moving passage 122, a ballast tank 40, a pipe duct 41, etc. based on the front cross-section, and a cofferdam 23 in the front-rear direction. ) can be protected by

The cofferdam 23 is between the liquefied gas storage tanks 20, the front of the bow side liquefied gas storage tank 20, the stern with respect to the liquefied gas storage tank 20, which is arranged in two longitudinal directions in the hull 10. It may be provided in the rear of the side liquefied gas storage tank (20).

The cofferdam 23 can form an empty space or a space filled with a non-explosive fluid to isolate and protect the surroundings from the liquefied gas storage tank 20, but the worker enters the empty space inside the cofferdam 23 An access trunk (not shown) for

Since the upper end of the cofferdam 23 may be exposed in the portion where the trunk deck 12 and the upper deck 11 are stepped between the bow and the stern, the access trunk can be provided in the cofferdam 23 adjacent to the bow and stern. have. At this time, the operator may enter the stern side cofferdam 23 through the cabin 13 .

However, if the cabin 13 is provided to be smaller than the left and right width of the hull 10, the cofferdam 23 can be exposed from both sides of the cabin 13, and the access trunk entrance is the upper deck 11 from both sides of the cabin 13. Since it may be provided to be exposed on the upper deck, in this case, the operator may enter the cofferdam 23 through the access trunk from the upper deck 11 .

The liquefied gas storage tank 20 has a dome 22 for the movement of liquefied gas or boil-off gas. The dome 22 is provided to protrude upward from the upper surface of the liquefied gas storage tank 20 , and may be exposed above the trunk deck 12 for the operator's access.

For example, the dome 22 may be provided on the rear side of the upper surface of the liquefied gas storage tank 20 . At this time, on the front side from the upper surface of the liquefied gas storage tank 20 disposed at the rear, a compressor room 16 , a motor room 17 , a vent mast 30 , etc. to be described below may be provided.

The compressor room 16 is provided on the upper portion of the hull 10 and accommodates a compressor (not shown) for compressing the boil-off gas generated in the liquefied gas storage tank 20 . At this time, the compressor is an HD compressor that compresses boil-off gas generated when liquefied gas is loaded into the liquefied gas storage tank 20, or an LD compressor that compresses boil-off gas generated in the liquefied gas storage tank 20 during the operation process, etc. can include

In addition, the compressor may be configured to receive and compress the boil-off gas generated in the fuel tank when the liquefied gas of the liquefied gas storage tank 20 is loaded into the fuel tank of the liquefied gas propulsion ship.

The compressor room 16 accommodating such a compressor may be provided on the trunk deck 12 above the stern-side liquefied gas storage tank 20, and may be disposed at the rear of the central manifold 50 to be described later. .

The motor room 17 accommodates a motor for supplying driving force to the compressor, and may be integrally provided on one side of the compressor room 16 . However, the compressor room 16 is a space in which there is a risk of leakage of BOG, which is an explosive substance, and is divided into a Dangerous Zone, and the motor room 17 is a space where there is no risk of leakage of BOG, etc., and is a safety zone (Safety Zone). ) can be distinguished.

The motor room 17 may be provided adjacent to the dome 22 compared to the compressor room 16 . That is, since the dome 22 of the liquefied gas storage tank 20 is provided on the rear side from the upper surface, the motor room 17 may be provided on the rear side of the compressor room 16 . Therefore, the front of the motor room 17 is a compressor It may be formed integrally with the rear of the room 16 .

The motor room 17 may be provided on the trunk deck 12 above the stern-side liquefied gas storage tank 20 , similarly to the compressor room 16 . At this time, the compressor room 16 and the motor room 17 may be manufactured as one unit and then mounted on the trunk deck 12 . In addition, a cofferdam (not shown) may be provided on the lower surfaces of the compressor room 16 and the motor room 17 .

A fender 19 may be provided on the upper surface of the compressor room 16 . The fender 19 is made of an elastic material and absorbs shock. The fender 19 may be used when mooring the hull 10 to a quay wall or a liquefied gas carrier. That is, for bunkering using the bow manifold 51, the fender 19 may be utilized when sailing the liquefied gas carrier and the vessel 1 of this embodiment in a mooring state.

Of course, the arrangement position of the fender 19 may be variously changed. However, in this embodiment, in consideration of the height difference between the hull 10 and the liquefied gas carrier, the fender 19 is disposed on the upper surface of the compressor room 16, so that access to the fender 19 from the deck side of the liquefied gas carrier is easy can make it

In addition, the vent mast 30 may be provided at an appropriate position not to interfere with the dome 22 in the upper portion of the hull 10 . The vent mast 30 may be disposed on the trunk deck 12 like the compressor room 16 , and may discharge boil-off gas generated in the liquefied gas storage tank 20 to the outside.

The vent mast 30 may discharge the boil-off gas discharged when the safety valve is opened when the internal pressure of the liquefied gas storage tank 20 is excessive, or the vent on the flow of liquefied gas or boil-off gas If necessary, liquefied gas is delivered and discharged into the atmosphere. Alternatively, when a purging gas (N2, etc.) is delivered for purging to a section in which liquefied gas or the like flows, the vent mast 30 may be used when purging the purging gas is discharged to the atmosphere.

In this embodiment, the vent mast 30 may be provided integrally for a plurality of liquefied gas storage tanks 20 , or may be provided in plurality and allocated to each liquefied gas storage tank 20 .

As described above, the compressor room 16 is a hazardous area and the motor room 17 is allocated as a safety area. There is a risk of adverse effects.

Therefore, in this embodiment, the compressor room 16 is arranged in front of the motor room 17 so that the motor room 17 is disposed at a position far from the vent mast 30 with the compressor room 16 interposed therebetween. can do. Of course, safety may be secured by applying an air lock to the motor room 17 or using an explosion-proof motor to improve safety.

The ballast tank 40 is provided to surround a part of the side and the bottom of the liquefied gas storage tank 20 in the interior of the hull 10 . In particular, the ballast tank 40 of this embodiment may be provided in a larger number than the liquefied gas storage tank 20 in the longitudinal direction from the inside of the hull 10 to ensure damage stability. For example, when two liquefied gas storage tanks 20 are provided, three or five ballast tanks 40 may be provided in the longitudinal direction in the interior of the hull 10 .

The ballast tank 40 may be divided by a bulkhead 401 in front and behind. That is, the ballast tank 40 is positioned at the front and rear respectively with one bulkhead 401 interposed therebetween. At this time, the partition wall 401 dividing the ballast tank 40 back and forth is provided to be shifted from the front or rear surface of the liquefied gas storage tank 20 .

When two liquefied gas storage tanks 20 are provided in the longitudinal direction in the ship, and the cofferdam 23 is provided between the bow side liquefied gas storage tank 20 and the stern side liquefied gas storage tank 20, a plurality The ballast tank 40 disposed at the center in the longitudinal direction among the ballast tanks 40 has a central portion overlapping the cofferdam 23 in the width direction, and the front and rear width is larger than that of the cofferdam 23, so that the front or The rear surface may be provided to be displaced from the cofferdam 23 in the width direction.

In addition, when five ballast tanks 40 are provided in the longitudinal direction in the interior of the hull 10 as in FIG. 1 , the center provided to overlap with the cofferdam 23 dividing the liquefied gas storage tank 20 back and forth of the ballast tank 40 may be provided with a relatively large front and rear width compared to other ballast tanks 40 adjacent to the front and rear. That is, in the present embodiment, the plurality of ballast tanks 40 may be provided with non-uniform front and rear widths.

Therefore, in this embodiment, when the hull 10 is deformed by an external force, the front and rear of the liquefied gas storage tank 20 and the front and rear of the ballast tank 40 are provided at different positions in the longitudinal direction. Since it may have a function as a directional reinforcement, the durability of the hull 10 may be improved. In addition, this embodiment reduces the front and rear width of each of the ballast tanks 40, it is possible to reduce the sloshing impact in the ballast tank (40).

The ballast tank 40, based on the front cross-section, is a double bottom tank surrounding the bottom of the liquefied gas storage tank 20, a hopper tank surrounding the lower side of the liquefied gas storage tank 20, and the center of the side of the liquefied gas storage tank 20 It may include a side tank and a wing tank that surrounds the upper side of the liquefied gas storage tank 20 surrounding the wing tank.

At this time, the wing tank of at least one ballast tank 40 among the plurality of ballast tanks 40 provided in the longitudinal direction may be used as the oil storage tank 24 . However, since the side tank and the wing tank may be integrally formed without being separated, a part of the wing tank and the side tank of the ballast tank 40 may be used at least partially as the oil storage tank 24 .

The oil storage tank 24 may store oil for consumption as fuel of an engine provided in the engine room 14 . The engine may use the liquefied gas stored in the liquefied gas storage tank 20 as a main fuel, and may use oil as an auxiliary fuel to back up the liquefied gas.

To this end, the oil storage tank 24 may deliver oil to the stern engine using an oil pump (not shown), and the oil pump may be disposed in an oil pump room (not shown).

Of course, the oil storage tank 24, in addition to using a part of the ballast tank, is disposed in the engine room 14 in the bow or stern, or it is also possible to be provided between the liquefied gas storage tanks 20 disposed before and after.

This embodiment may include manifolds 50 and 51 such as the bow manifold 51 mentioned above. The manifolds 50 and 51 may supply the liquefied gas of the liquefied gas storage tank 20 to the fuel tank of the liquefied gas propulsion ship, or may receive boil-off gas from the fuel tank.

These manifolds 50 and 51 may be disposed on both left and right sides in the central portion in the longitudinal direction of the hull 10 . That is, the manifolds 50 and 51 are disposed in the vicinity of the cofferdam 23 between the two liquefied gas storage tanks 20 , and the liquefied gas discharged through the dome 22 of each liquefied gas storage tank 20 . Gas can be delivered to an external fuel tank.

In this way, the manifolds 50 and 51 disposed on the left and right sides in the central part of the hull 10 may be referred to as the central manifold 50 and configured as a pair in order to distinguish them from the bow manifold 51 described above. can be

Accordingly, the demand for liquefied gas propulsion ships, etc. can receive liquefied gas even if it is adjacent to either side of the port or starboard of the hull 10 . Of course, in this embodiment, it is also possible to bunker through the bow manifold 51 while the hull 10 is moored side by side to the liquefied gas carrier as described above, and bunkering through the bow manifold 51 is possible, so this embodiment is a port in bunkering of liquefied gas. Or allow all starboard access.

The central manifold 50 may be disposed on both left and right sides of the trunk deck 12 , and at least a portion thereof may be disposed between the two liquefied gas storage tanks 20 . In addition, the central manifold 50 includes a liquid line 501 for supplying liquefied gas to the fuel tank of the liquefied gas propulsion ship, and a gaseous line 502 spaced apart from the liquid line 501 and receiving boil-off gas from the fuel tank. may include

At this time, since the liquid line 501 is configured for loading liquefied gas into the fuel tank, it is connected to the lower portion of the fuel tank. can be connected

The liquid phase line 501 may be provided in plurality of at least two or more in order to ensure stable bunkering, and the gas phase line 502 may be spaced apart from the liquid phase line 501 between the plurality of liquid phase lines 501 .

Therefore, if the liquid line 501 is L and the gaseous line 502 is V, the central manifold 50 may have an LVL shape. This is so that the connecting end provided in the liquefied gas carrier or the liquefied gas propulsion ship corresponds to a shape of LVVL, VLLV, or the like.

Of course, the shape of the central manifold 50 is not limited to the above, and can be changed to LLV, VLL, etc., and a plurality of gaseous lines 502 are also provided, and LVVL, VLLV, etc. are also possible.

In addition, at least one of the liquid line 501 and the gaseous line 502 provided in the central manifold 50 is provided for both liquid and gas transfer. In this embodiment, in addition to the function of supplying liquefied gas to the fuel tank of the liquefied gas propulsion ship using the manifolds 50 and 51, it may be provided with a function of implementing a gas trial, etc. for the fuel tank.

For example, in this embodiment, for the fuel tank, Drying to remove moisture, Inerting to remove explosive gas, Gassing-up to remove CO2, Cool to cool the inside -Loading can be done through cool-down, whereas after unloading, warming-up to vaporize residual liquefied gas, inerting/removing explosive gas Gas freeing (Inerting/Gas freeing), aerating to make it possible to enter can be made.

As an example, a description will be given of the contents of the central manifold 50 implementing gasing-up and warming-up through delivery of liquefied gas/evaporated gas. First, in relation to the gasing-up, the central manifold 50 delivers the gaseous liquefied gas to the fuel tank through the gaseous line 502, and receives the gas (CO2) inside the fuel tank through the liquidus line 501 for fuel. Gasing-up for the tank can be implemented.

At this time, the gaseous liquefied gas may be vaporized by a vaporizer (not shown) provided in the compressor room 16 or the like, and the gas (CO2) remaining in the fuel tank by the gaseous liquefied gas flowing into the fuel tank is removed from the fuel tank. It can be recovered through the gas phase line 502 from the bottom.

In addition, with respect to warming-up, the central manifold 50 receives BOG from the fuel tank through the gas phase line 502 and delivers high-temperature BOG to the fuel tank through the liquid phase line 501, which is 1 for the fuel tank. Car warm-up can be implemented.

In this case, the high-temperature BOG may be heated by a heater (not shown) provided in the compressor room 16 or the like, and the liquefied gas remaining in the fuel tank is injected into the lower part of the fuel tank after the BOG is heated. may be vaporized.

The warm-up may be performed in two stages. After the high temperature boil-off gas transfer process is performed to some extent, the central manifold 50 receives the liquefied gas from the fuel tank through the liquid phase line 501 and the gas phase line 502 . 2nd warm-up of the fuel tank can be realized by delivering high-temperature liquefied gas to the fuel tank through the

At this time, the high-temperature liquefied gas may be heated by the carburetor described above, and the liquefied gas remaining in the lower portion of the fuel tank is heated and then injected to the upper portion to remove all liquid residues in the fuel tank.

As such, in the central manifold 50, at least one liquid line 501 / gaseous line 502 is provided as a liquid / gas combination, so that the liquefied gas / evaporated gas is freely transferred to the upper and lower portions of the fuel tank. This is possible, and through this, the present embodiment can perform a gas trial for a liquefied gas propulsion ship.

As described above, the manifolds 50 and 51 of this embodiment may further include a bow manifold 51 in addition to the central manifold 50 described above, and the bow manifold 51 is also a central manifold. As in (50), it is possible to conduct a gas trial for a liquefied gas propulsion ship.

As described in the bow manifold 51, the central manifold 50 may also have a form partially extending upwardly. Since the central manifold 50 is disposed on the trunk deck 12 , it may be provided at a higher position than the bow manifold 51 disposed on the upper deck 11 . Even so, the trunk deck 12 may also be disposed at a lower height than the deck on which the pipeline is disposed in the liquefied gas propulsion ship.

Therefore, the central manifold 50 may be partially extended upwardly from both left and right sides of the trunk deck 12 , so that the connecting end of the central manifold 50 is inclined upward compared to the part placed on the trunk deck 12 . That is, the central manifold 50 may be provided in a curved shape at least twice with a side surface similar to the bow manifold 51 shown in FIG. 1 to form a step shape. Through this, the central manifold 50 can partially resolve the step difference between the trunk deck 12 and the deck on which the pipeline is arranged in the liquefied gas propulsion ship.

As such, the present embodiment is a ship 1 that stores liquefied gas and implements bunkering, and it is possible to innovatively improve structural stability, internal and external space utilization efficiency, and work convenience such as bunkering.

5 is a side view of the ship according to the second embodiment of the present invention, FIG. 6 is a front view of the ship according to the second embodiment of the present invention, and FIG. 7 is a plan view of the ship according to the second embodiment of the present invention . 8 is a plan cross-sectional view of a ship according to a second embodiment of the present invention.

Hereinafter, the present embodiment will be mainly described on the points that are different from the previous embodiment, and the parts omitted from the description will be replaced with the previous content.

5 to 8 , in this embodiment, the crane 60 and the bow manifold 51 can be omitted from the bow part, and as the crane 60 and the like are omitted, the arrangement of the mooring device 18 is reduced. It changes.

For reference, in this embodiment, the crane 60 may be disposed at the forefront of the trunk deck 12 rather than the upper deck 11, and through this, the mooring device 18 may interfere with the crane 60 in the bow portion. It can be placed in a free form without

In addition, in this embodiment, the bow manifold 51 may be omitted, and the liquefied gas propulsion ship may receive liquefied gas through the central manifold 50 provided in the hull 10 . In this case, in the present embodiment, the operation of bunkering while operating as described above may not be performed.

In the present embodiment, the bow mooring device 18 may include a |-shaped mooring line 182 penetrating the mooring holes provided at the rear end from the left and right sides of the bow side by side in the left and right directions. In addition, the mooring device 18 is provided to be bent by a mooring column 183 disposed at the center of the hull 10 in the left and right direction, and a <-shaped mooring line that obliquely penetrates the mooring hole provided in the front from the left and right of the bow. (182) and the like. Accordingly, the mooring line 182 included in the mooring device 18 of the present embodiment may form a K-shape.

That is, in the case of the previous embodiment, while the mooring line 182 is provided to be bent through the mooring column 183 to avoid interference with the crane 60, each mooring line 182 has a left-right asymmetric shape, but a plurality of mooring lines ( 182) is arranged to be symmetrical, whereas in this embodiment, as the crane 60 is omitted in the bow upper deck 11, the mooring line 182 has a symmetrical shape, respectively, and a plurality of mooring lines 182 also It may be arranged to be symmetrical left and right.

Of course, in this embodiment, the arrangement of the mooring line 182 may be changed to a shape different from that of the drawings, and in particular, in this embodiment, most of the space of the bow upper deck 11 can be used for the arrangement of the mooring device 18 . , the mooring device 18 can be changed more freely compared to the previous embodiment.

Also, in this embodiment, the shape of the cabin 13 in the stern portion may be different from the previous embodiment. The cabin 13 may be provided in a non-uniform left-right width for each floor, and in particular, at least one of the floors may be provided in a left-right asymmetrical shape.

However, as described above in the first embodiment, the shape of the cabin 13 may vary depending on the size of crew members, operation specifications, etc., so this embodiment can also use the cabin 13 shape in the previous embodiment, and , and vice versa.

A wheelhouse may be provided in the upper portion of the cabin 13 , and the wheelhouse may be a space for controlling the navigation of the ship 1 while a crew member or the like looks forward. At this time, a visible range that the crew can confirm with the naked eye is formed in the front from the wheelhouse, and the lower end of the visible range is partially due to the upper deck 11 of the ship 1 and various structures disposed on the upper part of the ship 1 . can be covered In this case, the lowest line that does not interfere in the visible range is called the visibility line.

Since the visible range is covered by the upper deck 11 of the ship 1, etc., the point where the visibility line touches the sea level is spaced a certain distance forward from the bow. At this time, a blind spot is formed forward by a certain distance from the bow of the ship (1), and the blind spot must be within a value of a certain ratio (for example, 100%) of the front and rear length of the ship (1) according to regulations.

Although it will be described again below, the visible range of this embodiment may be interfered with by the reliquefaction room 70 provided in the central part, so that the reliquefaction room 70 may cause the visibility line to rise. However, according to regulations that consider the safety of operation from multiple angles, if the part that interferes in the visible range comes within a certain angle when viewed from the wheelhouse, the visibility line may not be raised. In this way, the part that covers the visible range without causing the upward of the visibility line is called a blind sector, and at this time, a certain angle of the blind sector may be 5 degrees.

Therefore, the reliquefaction room 70 of this embodiment covers the visible range, but the interference is made within a certain angle, thereby preventing the upward movement of the visibility line. This will be described later.

In addition, in this embodiment, the arrangement of the engine compartment hatch 141 may be different from the previous embodiment. Specifically, the engine casing 15 of the present embodiment may be formed integrally with the cabin 13 and front and rear, in a flat cross-section, one edge of which is recessed to the inside by a step.

At this time, the engine room hatch 141 is disposed on the upper deck 11 at the corner recessed from the engine casing 15, and the engine room 14 can be directly communicated with the outside by opening the engine room hatch 141. have.

Of course, it is natural that the structure using the opening and closing hatches described above may be grafted to this embodiment, and on the contrary, the arrangement of the engine casing 15 structure and the engine room hatch 141 in this embodiment is applied to the previous embodiment. It is also possible

In addition, in this embodiment, the trunk deck 12 is different from the previous embodiment in the central portion, and a reliquefaction room 70 and the like may be added.

In this embodiment, as the bunkering vessel 1, the width may be smaller than that of the liquefied gas carrier (the left and right width is about 50 m), for example, the left and right width of the hull 10 may be within 25 m (around 22 m). In this case, when the step structure of the trunk deck 12 and the upper deck 11 is applied as in the previous embodiment, there is a fear that the working space on the upper surface of the hull 10 is insufficient.

Therefore, in this embodiment, the trunk deck 12 is extended from the hull 10 to the side shell plate, so that the left and right widths of the trunk deck 12 can be the same as the left and right widths of the hull 10, Therefore, it is possible to sufficiently secure the installation / working space on the upper surface of the hull 10.

This embodiment includes a re-liquefaction room 70, which re-liquefies the boil-off gas generated in the liquefied gas storage tank 20 or the boil-off gas recovered from the liquefied gas propulsion ship. It houses a device (not shown).

In this case, the reliquefaction apparatus may implement reliquefaction by using a separate refrigerant provided independently of the boil-off gas, and/or using reduced pressure. That is, the detailed configuration of the reliquefaction apparatus is not particularly limited, and a well-known configuration of the reliquefaction apparatus may be provided.

When the reliquefaction apparatus utilizes heat exchange, a reliquefaction auxiliary room 71 may be provided on one side of the compressor room 16 in the hull. The reliquefaction auxiliary room 71 may be referred to as a sub-cooling cabinet room and the like, and a configuration for performing refrigerant processing and auxiliary heat exchange may be accommodated.

The reliquefaction room 70 is provided separately from the compressor room 16 . In the case of a liquefied gas carrier, which is a large merchant ship, in most cases, the reliquefaction device is accommodated in the compressor room 16, but in this embodiment, the reliquefaction device is disposed independently of the compressor to reduce the size of the compressor room 16, The reliquefaction room 70 and the compressor room 16 may be separated.

This is because the hull 10 of this embodiment is made smaller by about half the length of the front and rear than the large merchant ship (about 100 m or so), and the width of the hull 10 is also made smaller than that of the large merchant ship, the installation of the upper part of the hull 10 This is because it is difficult to install the compressor room 16 accommodating the compressor and the reliquefaction device together due to insufficient space.

The reliquefaction room 70 of this embodiment may be disposed above the compressor room 16 and the motor room 17 . That is, the reliquefaction apparatus and the compressor may be stacked up and down, but the reliquefaction room 70 is provided with a relatively small left and right width compared to the compressor room 16, from above the compressor room 16 and the motor room 17 It may be provided to be biased toward one of the left and right sides.

In this way, the reliquefaction room 70 is arranged above the motor room 17 as well as the compressor room 16 and the left and right widths are smaller than the compressor room 16, the visible range by the reliquefaction room 70 to reduce interference.

That is, the reliquefaction room 70 may have a shape that interferes within a preset angle with respect to the visible range formed toward the front from the upper end (wheelhouse) of the cabin 13 . In this case, it has been described above that the preset angle may be 5 degrees according to the regulations.

In this embodiment, since the area of the upper part of the hull 10 in which the compressor room 16 and the like can be disposed is small, even if the reliquefaction apparatus is disposed, the reliquefaction room 70 is disposed above the compressor room 16. . However, when the height of the structure (compressor room 16, re-liquefaction room 70, etc.) installed on the trunk deck 12 increases, the visible range is covered and the visibility line is raised, which causes the regulation of the blind spot. There is a risk of becoming unsatisfied.

To solve this, the reliquefaction room 70 of this embodiment reduces the left and right width, so that the interference angle for the visible range is within 5 degrees, so that the reliquefaction room 70 is placed in the blind sector, so that the visibility line upwards can be prevented. Of course, the blind spot may be partially increased by the reliquefaction room 70, but the increase in the blind spot by the reliquefaction room 70 is not considered in determining the front and rear lengths of the blind spot according to regulations.

In addition, the reliquefaction room 70 may have a relatively low height of the front end compared to the rear end, in addition to or replacing the left and right widths. For example, the reliquefaction room 70 may have a structure of two or more layers on the rear side and a single-layer structure on the front side, or a chamfer inclined downward toward the front may be applied to the upper surface. In this way, by forming the height of the reliquefaction room 70 differently in the front and rear directions, it is possible to reduce the interference of the reliquefaction room 70 in the visible range.

As such, in this embodiment, the reliquefaction room 70 is added, but the shape of the reliquefaction room 70 is limited in order to minimize the problem that the visible range is interfered with by the reliquefaction room 70, thereby ensuring operational safety. can do.

It goes without saying that the present invention may include a combination of the above-described embodiments or a combination of at least one embodiment and a known technology as additional embodiments.

Although the present invention has been described in detail through specific examples, it is intended to describe the present invention in detail, and the present invention is not limited thereto. It will be clear that the transformation or improvement is possible.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

1: ship 10: hull
11: Upper deck 12: Trunk deck
121: trunk 122: movement passage
13: cabin 14: engine room
141: engine compartment hatch 15: engine casing
151: CO2 room 152: emergency power generation room
16: Compressor Room 17: Motor Room
18: mooring device 181: winch
182: mooring line 183: mooring column
19: fender 20: liquefied gas storage tank
21: insulating wall 22: dome
23: cofferdam 24: oil storage tank
30: vent mast 40: ballast tank
401: bulkhead 41: pipe duct
50: central manifold 51: bow manifold
501: liquid line 502: gaseous line
60: crane 70: reliquefaction room
71: reliquefaction auxiliary room

Claims (6)

hull;
a liquefied gas storage tank provided inside the hull and storing liquefied gas;
a compressor room provided on the upper part of the hull and accommodating a compressor for compressing boil-off gas generated in the liquefied gas storage tank; and
a motor room provided at one side of the compressor room and accommodating a motor for supplying driving force to the compressor;
and a re-liquefaction room accommodating a re-liquefaction device for re-liquefying boil-off gas generated in the liquefied gas storage tank,
The reliquefaction room,
A vessel provided separately from the compressor room and disposed above the compressor room. According to claim 1, wherein the reliquefaction room,
A ship having a relatively small left and right width compared to the compressor room and disposed above the compressor room and the motor room. According to claim 2, The reliquefaction room,
Ships, which are provided to be biased toward one of the left or right sides above the compressor room and the motor room. The method of claim 1,
Further comprising a cabin provided on the upper deck at the stern of the hull,
The reliquefaction room,
With respect to the visible range formed from the upper end of the cabin toward the front, the interference within a preset angle, the vessel. According to claim 4, The preset angle,
5 degrees, ships. According to claim 4, The reliquefaction room,
A vessel having a shape in which the height of the front end is relatively low compared to the rear end.

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