KR20190011543A - Ship - Google Patents

Abstract

The present invention relates to a ship including: an engine room provided on a lower portion of a cabin and receiving a propulsion engine; a liquefied gas storage tank storing a gas fuel for supplying the same to the propulsion engine, arranged adjacent to the front of the engine room, at least partially protruding to an upper portion of a hull, and facing the cabin; and a cover unit covering the liquefied gas storage tank and protecting the cabin from the liquefied gas storage tank.

Description

Ship {Ship}

The present invention relates to a ship.

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

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

However, when heavy oil such as HFO or MFO is used as propellant fuel, environmental pollution caused by various harmful substances contained in exhaust gas is severe when heavy oil is burned, and regulations on environmental pollution are strengthened, Regulations for propulsion systems using Euro have also been strengthened, and the cost of meeting these regulations is increasing.

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

Liquefied natural gas is a liquefied natural gas obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid with almost no pollutants and high calorific value. It is an excellent fuel. On the other hand, liquefied petroleum gas is a liquid fuel made by compressing gas containing propane (C3H8) and butane (C4H10), which come from oil in oil field, at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless and is widely used as fuel for household, business, industrial, and automotive use.

Such liquefied gas is stored in a liquefied gas storage tank installed on the ground or stored in a liquefied gas storage tank provided in a ship which is a means of transporting the ocean. The liquefied natural gas is liquefied to a volume of 1/600 The liquefaction of liquefied petroleum gas has the advantage of reducing the volume of propane to 1/260 and the content of butane to 1/230, resulting in high storage efficiency.

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

In addition, efforts have been made to improve the fuel efficiency, fuel efficiency and fuel efficiency by installing an engine that consumes liquefied gas, such as a mineral carrier or a bulk carrier.

SUMMARY OF THE INVENTION The present invention has been made to improve the conventional technology, and is intended to provide a ship capable of propelling liquefied gas as fuel and optimizing the structure for using liquefied gas as fuel.

A ship according to an embodiment of the present invention includes an engine room provided at a lower portion of a cabin and accommodating a propelling engine; A liquefied gas storage tank for storing gaseous fuel to be supplied to the propulsion engine, the liquefied gas storage tank being disposed adjacent to the front of the engine room and at least partially protruding from the upper portion of the hull and facing the cabin; And a cover portion covering the liquefied gas storage tank to protect the cabin from the liquefied gas storage tank.

Specifically, the cover portion may cover a portion protruding from the liquefied gas storage tank to the upper portion of the hull.

Specifically, the cover portion may cover a part of the rear portion and the upper portion protruding from the liquefied gas storage tank to the upper portion of the hull.

Specifically, the cover portion may have a cross-sectional shape of an "a" shape.

Specifically, the cover portion may be a copper dam.

Specifically, at least a part of the front surface of the cabin facing the liquefied gas storage tank may be provided in a closed form without opening and closing portions.

Specifically, the cover portion may be provided integrally with the cabin.

Specifically, the liquefied gas storage tank may have a slope shape at the lower rear surface facing the propulsion engine.

Specifically, the fuel cell system may further include a fuel processing unit provided above the liquefied gas storage tank and treating the gaseous fuel to supply the gaseous fuel to the propulsion engine.

Specifically, the fuel processing portion may be mounted on the upper portion of the cover portion and spaced from the cabin.

Specifically, the liquefied gas storage tank may be a stand-alone tank accommodated in a tank room disposed adjacent to the front of the engine room.

Specifically, it may be a bulk carrier having a hold for loading cargo.

Specifically, it may further include a void space provided in a central portion of the hull in the longitudinal direction.

Specifically, the void space can separate the hold from each other in the anteroposterior direction.

Specifically, the hold may be provided such that the coffer dam is provided on one side of the front side or the rear side and is adjacent to the front side and the rear side with the coffer dam interposed therebetween.

Specifically, two of the plurality of holds adjacent to the front and rear of the void space may be disposed adjacent to each other with the void space being interposed therebetween in place of the coffer dam.

Since the ship according to the present invention uses a propulsion engine that uses liquefied gas as fuel instead of gasoline or diesel, fuel efficiency is increased, exhaust gas emission is reduced, and operational efficiency is improved.

In addition, the ship according to the present invention can improve the stability and safety of the ship by optimizing the structure and the like for supplying the liquefied gas to the propulsion machinery, thereby improving the satisfaction of the ship owner.

1 is a side view of a ship according to a first embodiment of the present invention.
2 is a plan view of a ship according to a first embodiment of the present invention.
3 is a plan view of a ship according to a second embodiment of the present invention.
4 is a front view of a ship according to a third embodiment of the present invention.
5 is a plan view of a ship according to a third embodiment of the present invention.
6 is a plan view of a ship according to a fourth embodiment of the present invention.
7 is a side view of a ship according to a fifth embodiment of the present invention.
8 is a plan view of a ship according to a fifth embodiment of the present invention.
9 is a plan view of a ship according to a sixth embodiment of the present invention.
10 is a plan view of a ship according to a seventh embodiment of the present invention.
11 is a plan view of a ship according to an eighth embodiment of the present invention.
12 is a plan view of a ship according to a ninth embodiment of the present invention.
13 is a plan view of a ship according to a tenth embodiment of the present invention.
14 is a plan view of a ship according to an eleventh embodiment of the present invention.
15 is a side view of a ship according to a twelfth embodiment of the present invention.
16 is a side view of a ship according to a thirteenth embodiment of the present invention.
17 is a side view of a ship according to a fourteenth embodiment of the present invention.
18 is a plan view of a ship according to a fourteenth embodiment of the present invention.

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

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, in the present specification, the gaseous fuel may be used to mean all fuels vaporized in a gaseous state at room temperature, such as LNG or LPG, ethylene, ammonia, and the like.

It is also to be noted that the liquefied gas can be used in the following to cover both a liquid state, a natural vaporized state, a forced vaporized state, and the like.

In this specification, the vessel may be a bulk carrier such as a mineral carrier (VLOC), a grain carrier, etc., but may also include various vessels having a hold for loading cargo. That is, the vessel of the present invention may refer to a general merchant ship which is not limited to a ship type.

FIG. 1 is a side view of a ship according to a first embodiment of the present invention, and FIG. 2 is a plan view of a ship according to a first embodiment of the present invention.

1 and 2, a ship 1 according to a first embodiment of the present invention includes a ship 10, a cabin 20, a liquefied gas storage tank 30, an engine casing 40, A fuel processing unit 60, a mooring equipment 70, and the like.

The hull 10 can be divided into a bow 11, a central portion 12 and a stern 13 in the forward and backward directions. The bow 11 is provided with a spherical bow (not shown in the drawing) ) May be provided. Of course, the shape of the bow 11 is not particularly limited, and the bulb bow can be omitted, or a bulb bow having a short protruding length as compared with a general bulb bow can be provided.

The center portion 12 has a shape in which a central cross section extends between the bow 11 and the stern 13 back and forth and the center portion 12 can have a holder 121 for loading the cargo. At this time, a plurality of holders 121 may be arranged in the front-rear direction of the hull 10, and a coffer dam 121a may be provided between the hold 121 and the hold 121.

In the present invention, the cargo loaded on the hold 121 may be a powder such as mineral or grain, but is not particularly limited. However, the present invention may be a bulk carrier having a hold 121.

An entrance (not shown) may be provided on the upper side of the holder 121 to allow the cargo to flow in and out, and a hatch coam 121b may be provided around the entrance. The hatch coam 121b may be provided so as to protrude upward from the upper deck 14 of the hull 10.

The hatch cover 121c is provided with a hatch cover 121c. The hatch cover 121c is configured to open and close the hatch coam 121b and can open or close the hatch coaming 121b by various unrestricted methods such as sliding, folding, and lifting. Can be installed.

An inclined surface (not shown) may be provided inside the holder 121, and the inclined surface may be used to prevent the cargo from remaining in the holder 121. This is because, when the holder 121 has a right corner, the equipment for taking out the cargo can not approach the corner of the corner, so that the cargo can not be drawn out to the corner of the bottom of the holder 121.

Of course, the shape of the inside of the holder 121 is not particularly limited, and the shape of the holder 121 can be variously determined according to the type of cargo, the type of cargo,

The stern 13 has an engine room 50 in which a propelling engine 51 for propelling the hull 10 is provided. An empty space may be formed in the rear of the engine room 50 inside the stern 13 to store the aft water in the stern tanks 131 (Aft Peak Tank).

Unlike the structure of the relatively simple central portion 12, the structure of the stern 13 is not limited to the propulsion of the hull 10, Efficiency, space availability, and so on.

In particular, in the present embodiment, the stern 13 may have a shape in which the lateral width of the stern 13 relative to the normal bulk carrier is greatly expanded. This can be confirmed by comparison with the lateral width of the conventional bulk carrier shown by the dot-dash line in the drawing.

Since the stern 13 is not required to have a special configuration other than the mooring equipment 70 on the upper portion of the stern 13, the stern 13 has a shape in which the width of the stern 13 is significantly reduced toward the rear due to the reduction of materials. However, the present embodiment is improved so that the configuration of the liquefied gas storage tank 30 or the like can be mounted on the upper part of the stern 13, and in order to secure a mounting space such as the liquefied gas storage tank 30, The degree of decrease in width of the left and right sides is greatly reduced compared with the conventional one. For example, in this embodiment, the lateral width of the stern 13 may be substantially the same as the lateral width of the central portion 12. [

The cabin 20 is provided in the stern 13 and forms a residence space in which the boarding ship resides. The cabin 20 may also include a room capable of controlling navigation of the hull 10. The cabin 20 can have the form of a multi-story building and has a flat cross section of a rectangular parallelepiped.

The lateral width of the cabin 20 may be relatively smaller than the lateral width of the ship 10. At this time, a rescue boat (not shown) or a life raft (not shown) may be provided on at least one side of the left or right side of the cabin 20, And a platform (not shown) connected to the upper deck 14 through the stairs so that the shipboard or the like can access the structural boat or the like. The platform may be in the form of a separate structure separate from the cabin 20.

However, the present invention may include a case where the left and right widths of the cabin 20 are the same as the left and right widths of the ship 10, unlike the above. At this time, instead of providing a platform for access to the structural boat separately from the cabin 20, the cabin 20 has recesses inwardly recessed in the cabin 20, You can let the part itself implement the role of the platform. That is, at least a portion of the cabin 20 may constitute a platform for a structural boat. In this case, when the boat member approaches the structure boat from the cabin 20, it is not necessary to pass the upper deck 14, so a quick escape can be expected.

The liquefied gas storage tank 30 stores the gaseous fuel. The gaseous fuel stored in the liquefied gas storage tank 30 may be LNG or the like as mentioned above, and the gaseous fuel may be stored in the liquefied gas storage tank 30 in a liquid state.

The liquefied gas storage tank 30 may be a Type C high pressure storage tank for storing gaseous fuel at a high pressure. In this case, the liquefied gas storage tank 30 may be a shape having an inner tank, an outer tank, and a heat insulating portion (vacuum) between the inner tank and the outer tank. The pressure at which the liquefied gas storage tank 30 stores the gaseous fuel may be 5 to 50 bar or more, and as the gaseous fuel is stored at a high pressure, the boiling point may rise and vaporization may be minimized, The energy required when pressurizing the gaseous fuel can be reduced.

The liquefied gas storage tank 30 may have a hemispherical shape in front and rear and a cylindrical shape in the center. That is, the liquefied gas storage tank 30 has a capsule shape in order to stably store high-pressure gaseous fuel.

It should be noted that the liquefied gas storage tank 30 is not limited to the above, and that the liquefied gas storage tank 30 is freely applicable to other types of Type C tanks such as a Bilobe type and a later-described Lattice type .

The gaseous fuel stored in the liquefied gas storage tank 30 can be supplied to the propelling engine 51. The propulsion engine 51 may be a high pressure gas injection engine (ME-GI), a heterogeneous fuel generation engine (DFDE), a low pressure gas injection engine (XDF), and / or a gas turbine, etc. mounted in the engine compartment 50, It can cover all the engines that can generate propulsion using fuel.

The gas fuel stored in the liquefied gas storage tank 30 may be placed in a different state from the temperature or pressure required by the propelling engine 51 so that gas The fuel can be processed by the fuel processing unit 60 to be described later.

The liquefied gas storage tank 30 can be mounted on the upper part of the stern 13 in the hull 10. In the case of a bulk carrier, it is common to implement propulsion using diesel. The diesel may be stored in a tank or the like provided inside the engine room 50 inside the hull 10, By providing the liquefied gas storage tank 30 for storing the gaseous fuel used outside the hull 10, it is possible to improve the space utilization inside the hull 10 and improve the loading capacity.

The liquefied gas storage tank 30 may be installed on the upper deck 14 of the stern 13 and may be arranged behind the stern 20 on the stern 13. At this time, the liquefied gas storage tank 30 may be disposed at the center in the left-right direction at the upper portion of the stern 13, and the liquefied gas storage tank 30 may be disposed such that the hemispherical front- . That is, the liquefied gas storage tank 30 may be arranged long in the front-rear direction of the ship 10.

At least one saddle 31 may be provided on the upper deck 14 of the stern 13 and the capsular liquefied gas storage tank 30 may be supported by the saddle 31 so that the upper deck 14 ). At this time, the saddle 31 and the peripheral structures are spaced apart from each other, so that vibration can not be shared with each other.

It is possible to prevent the vibration in the engine casing 40 from being transmitted to the liquefied gas storage tank 30 through the saddle 31 as the saddle 31 and the engine casing 40 are separated from each other as shown in the drawing . At this time, the distance between the saddle 31 and the engine casing 40 can be efficiently selected according to the vibration of the engine casing 40. [

An engine casing (40) is provided at the top of the stern (13) for processing the exhaust of the propelling engine (51). In particular, in this embodiment, the engine casing 40 may be provided on the left or right side of the liquefied gas storage tank 30.

The liquefied gas storage tank 30 is disposed at the center of the upper portion of the stern 13 in the left and right direction so that the liquefied gas storage tank 30 is installed at the upper portion of the stern 13 of the engine casing 40 And may be provided on the port side or on the starboard side. For example, the engine casing 40 may be installed on the starboard side of the stern 13 as shown in the figure.

The engine casing (40) is connected to the engine room (50) and can purify the exhaust gas discharged from the propulsion engine (51) and discharge it to the outside. For this purpose, the engine casing 40 may be provided with a funnel 41 extending upward.

The engine casing 40 may be installed so as to be spaced apart from the saddle 31 supporting the liquefied gas storage tank 30. In the case of the engine casing 40, a strong vibration may be generated in the process of discharging a large amount of exhaust gas generated in the propelling engine 51 to the outside. When the vibration is transmitted to the liquefied gas storage tank 30, ), And the structural stability of the liquefied gas storage tank 30 may be impaired.

The engine casing 40 and the fuel processor 60 may be provided at the rear of the engine casing 40 to process the gaseous fuel stored in the liquefied gas storage tank 30 and supply the gaseous fuel to the propelling machinery 51, (60) may also be spaced apart from each other. However, separating the engine casing 40 from the fuel treatment section 60 is classified as a dangerous area as the fuel treatment section 60 is an area covering the explosive gas fuel.

Since the liquefied gas storage tank 30 is disposed at the center in the left and right direction of the upper deck 14 of the stern 13 and the engine casing 40 is disposed at the right side of the stern 13, .

However, in this embodiment, a pair of diesel storage tanks 122 for storing diesel fuel to be supplied to the propulsion engine 51 are provided on the right and left sides of the hull 10, and the diesel storage tanks 122 are arranged asymmetrically So that the lateral unbalance of the ship 1 can be eliminated.

For example, the diesel storage tank 122 provided on the right side where the engine casing 40 is disposed may be formed smaller than the diesel storage tank 122 provided on the left side, and the diesel storage tank 122 provided on one side may be formed on the other side The width of the diesel storage tank 122 may be shorter than that of the diesel storage tank 122.

The present embodiment is characterized in that the rear end of the diesel storage tank 122 provided on the right side is disposed forwardly of the rear end of the diesel storage tank 122 provided on the left side, The diesel storage tank 122 can be prevented from interfering with the communicating portion. The rear end of the diesel storage tank 122 disposed at the left side is biased rearwardly of the rear end of the diesel storage tank 122 provided at the right side so that the engine casing 40 is offset from the right and left sides of the stern 13 The diesel storage tank 122 is balanced by the left diesel storage tank 122 extending rearward from the diesel storage tank 122 on the right side so that the stability of the ship 1 is not affected.

The engine room (50) receives the propulsion machinery (51). The engine room 50 may be provided inside the stern 13 and accommodates at least one propelling engine 51 and delivers the exhaust of the propelling engine 51 to the engine casing 40.

The engine room 50 can be isolated from each other by the hold 121 and the coffer dam 121a provided at the rear most and the diesel storage tank 122 can be provided on the left and right sides of the engine room 50. [ The diesel storage tank 122 provided on the left side of the engine room 50 may extend further rearward than the diesel storage tank 122 provided on the right side of the engine room 50 as described above.

Air circulation is required in the engine room 50, and a fan room 52 for receiving a fan (not shown) for air circulation can be provided. The fan chamber 52 may be provided on the opposite side of the engine casing 40 with respect to the liquefied gas storage tank 30. The fan chamber 52 may be exposed to the outside from the stern 13 for introducing outside air. May be provided on the left side. Therefore, the exhaust air discharged from the engine casing 40 may not be mixed with the outside air sucked by the fan room 52. [

The engine room hatch 53 may be provided in the engine room 50 for forcibly opening the engine room 50. The engine room hatch 53 may be exposed to the upper deck 14 of the stern 13 . The engine room hatch 53 may be opened when an emergency situation occurs in which the engine room 50 is forcibly opened while the engine room hatch 53 is kept closed when the engine is not in an emergency state. The engine room hatch 53 may be provided in front of the engine casing 40 in the upper deck 14 of the stern 13, but the position is not particularly limited.

However, since there is not enough space between the liquefied gas storage tank 30 and the cabin 20 to secure the capacity of the liquefied gas storage tank 30, it is difficult to arrange the engine room hatch 53, The engine room hatch 53 is provided at a position as far as possible from the cabin 20 on the right and left sides of the liquefied gas storage tank 30 because there is a danger that the gaseous fuel coming out of the liquefied gas storage tank 53 flows into the cabin 20 .

The fuel processing section 60 processes the gaseous fuel to supply the gaseous fuel to the propelling engine 51. [ The fuel processing unit 60 may include a pump or a compressor for pressurizing or compressing the gaseous fuel, a vaporizer, a heat exchanger, and the like. The configurations of the fuel processing unit 60 are not particularly limited and may be a liquefied gas storage tank 30 to a state required by the propulsion engine 51. [0060]

The fuel processing unit 60 may be provided on the upper part of the stern 13 and exposed to the outside such as the liquefied gas storage tank 30 and the engine casing 40. The fuel processing unit 60 may be a liquefied gas storage tank 30 on the left or right side of the engine casing 40.

At this time, since the fuel processing unit 60 is a dangerous area for handling the explosive gaseous fuel, it can be installed to be spaced apart from the engine casing 40. The fuel processing unit 60 may be integrally provided with the engine casing 40 so as to be mounted on the stern 13 at a time. In this case, a coffer dam (not shown) is provided between the fuel processing unit 60 and the engine casing 40, .

The fuel processing unit 60 may be provided behind the engine casing 40 in the stern 13 and the mooring equipment 70 for mooring the hull 10 should be disposed in the stern 13, (60) and the mooring equipment (70) may be a problem.

The fuel treatment unit 60 is supported on the upper portion of the stern 13 by the support 61 such as a fatigue structure and supported by the mooring equipment 70 below the fuel treatment unit 60. [ So that the mooring equipment 70 and the fuel treatment unit 60 can be disposed up and down to prevent interference.

That is, the fuel processing unit 60 may be provided above the mooring equipment 70, and the lower surface of the fuel processing unit 60 may be spaced upward from the upper deck 14 of the stern 13. The engine casing 40 is directly connected to the upper deck 14 of the stern 13 so that if the engine casing 40 and the fuel processor 60 are integrally formed and mounted at one time, It is possible to use a method in which a support 61 and the like are provided in the stern 13 in advance in consideration of the arrangement process of the equipment 70 and a block in which the fuel processing unit 60 and the engine casing 40 are integrated is mounted.

The fuel processing unit 60 must be placed above the upper deck 14 of the stern 13 that is a working space for the passenger ship to pass through while being a dangerous area for treating the gaseous fuel, Structure. At this time, an airtight cover or the like covering the fuel processing portion 60 may be used as the airtight structure, and in particular, the airtight structure at the lower surface of the fuel processing portion 60 may be reinforced with respect to the other face.

The mooring equipment (70) is provided at the upper part of the stern (13) to moor the hull (10). The mooring equipment 70 may include a winch 71 for winding the mooring line 73 and a bollard 72 for guiding the direction of the mooring line 73 released from the winch 71 .

The mooring line 73 that is unwound from the winch 71 may extend outward through a chock (not shown) provided on the hull 10 and may be secured to a mooring facility, So that the hull 10 can be moored.

A plurality of winches 71 may be provided. For example, in this embodiment, the winch 71 may be provided with two port side and two starboard sides, respectively. At this time, at least one of the starboard side winches 71 may be arranged so as to be vertically overlapped with the fuel processing unit 60. However, since the fuel processing unit 60 is provided to be supported upward by the support 61, And the winch 71 are vertically spaced apart and can be provided without interference with each other.

The winch 71 near the left or right side of the plurality of winches 71 is capable of mooring the hull 10 by loosening the moire ring line 73 in the left or right direction, 71 can release the moire ring line 73 to the rear of the hull 10 to moor the hull 10.

The liquefied gas storage tank 30 is located at the center of the stern 13 and the gap between the lower end of the liquefied gas storage tank 30 supported by the saddle 31 and the upper deck 14 is determined by the winch 71, The mooring line 73 extending rearwardly in parallel by the winch 71 disposed adjacent to the left and right of the liquefied gas storage tank 30 is not sufficient to dispose the mooring line 73 relative to the center of the hull 10 It is not possible to satisfy the requirement that the interval between the left and right mooring lines 73 is limited to a certain range.

In order to solve this problem, the present embodiment is characterized in that a bollard 72 is disposed in the rear of the liquefied gas storage tank 30, and a mooring line 73 unlocked from a winch 71 provided on the left and right of the liquefied gas storage tank 30, The rear mooring line 73 and the liquefied gas storage tank 30 are inclined so as to extend obliquely from the front and rear center lines of the hull 10 so as to escape to the outside through the chord of the hull 10 via the bollard 72, Can be satisfied.

The bollard 72 may be disposed in the liquefied gas storage tank 30 around the rear of the hemispherical shape and closer to the center of the hull 10 than the left and right ends of the liquefied gas storage tank 30, The present embodiment allows the rear mooring line 73 to be free from mooring problems even if the liquefied gas storage tank 30 is centered on the top of the stern 13.

As described above, in this embodiment, the liquefied gas storage tank 30 and the engine casing 40, which store the gaseous fuel at a high pressure, are disposed on the upper part of the stern 13 to efficiently design the space inside the hull 10 .

3 is a plan view of a ship according to a second embodiment of the present invention.

Referring to Fig. 3, in the ship 1 according to the second embodiment of the present invention, the shape of the cabin 20 is different from that of the first embodiment. Hereinafter, the present embodiment will be described mainly with respect to differences from the previous embodiment, and the description omitted will be replaced with the preceding contents. Note that this also applies to the description of other embodiments below.

In this embodiment, the cabin 20 may have a shape that covers the left and right sides of the liquefied gas storage tank 30. For example, the cabin 20 may be in the form of a "C" shaped flat section as shown in the figure.

The liquefied gas storage tank 30 may be in the form of a capsule and a front hemispherical shape, and the cabin 20 may have a shape in which the front of the hemispherical shape is horizontally widened in the liquefied gas storage tank 30. At this time, the cabin 20 includes a central portion 21 provided in front of the liquefied gas storage tank 30, and side portions 22 connected to extend rearward from left and right of the central portion 21.

In this embodiment, since some of the cabins 20 can be arranged on the left and right sides of the liquefied gas storage tank 30, the size of the central portion 21 can be reduced. Therefore, the width of the cabin 20 in the present embodiment can be reduced in the central portion 21 in comparison with the cabin 20 in the first embodiment shown by the dotted line in the drawing. At this time, the reduced front and rear width can lead to a structural improvement such as extending the longitudinal length of the liquefied gas storage tank 30, reducing the length of the hull 10, and extending the length of the hold 121.

The rear portion of the side portion 22 may be disposed behind the front end of the liquefied gas storage tank 30 because the side portion 22 has a shape extending from the left and right of the central portion 21 to the rear. The front end of the liquefied gas storage tank 30 is placed between the rear end of the central portion 21 and the rear end of the side portion 22 in the cabin 20.

At this time, the side surface portion 22 may be formed to have a smaller height than the center portion 21, and the height of the side surface portion 22 may be formed in a stepped shape that is lowered to the rear side. Since the width of the central portion 21 can be reduced by the area of the side portion 22 extending to the rear of the central portion 21, the size of the side portion 22 can be variously determined.

The front edge of the side portion 22 may have a chamfered shape such as a chamfered shape or a streamlined shape. Therefore, the wind that is applied to the cabin 20 when the ship 1 sails flows naturally in the left and right directions at the front edge of the side portion 22, so that the wind load in the cabin 20 can be reduced.

Alternatively, the side portion 22 may have a shape extending rearward as it is further away from the center portion 21, and may be formed such that both the front side and the rear side are inclined rearward. In this case, the side portion 22 has a parallelogram shape, for example.

As described above, in the present embodiment, the cabin 20 is provided in a "C " shape including the liquefied gas storage tank 30 to reduce the front / rear width of the cabin 20 to increase the volume of the liquefied gas storage tank 30 Effect can be obtained.

FIG. 4 is a front view of a ship according to a third embodiment of the present invention, and FIG. 5 is a plan view of a ship according to a third embodiment of the present invention.

4 and 5, in this embodiment, the cabin 20 is provided so as to surround the liquefied gas storage tank 30 similarly to the above-described second embodiment, but the cabin 20 of this embodiment is the same as the cabin of the previous embodiment The liquefied gas storage tank 30 may be provided at the right and left sides of the liquefied gas storage tank 30.

In other words, the cabin 20 has a "U" shape that is inverted when viewed from the front, and can be arranged to overlap with the liquefied gas storage tank 30 in the fore and aft direction at the top of the stern 13, In the form of a cylinder-shaped central portion.

The cabin 20 is mounted on the upper portion of the stern 13 and includes side portions 22 provided on the left and right sides of the liquefied gas storage tank 30 and side portions 22 supported on the upper portion of the liquefied gas storage tank 30 (Not shown).

The central portion 21 may be provided so that the lower surface thereof faces the liquefied gas storage tank 30 and is spaced apart from the liquefied gas storage tank 30. In order to protect the central portion 21 from the liquefied gas storage tank 30, (Not shown) may be provided.

In this embodiment, the engine casing 40 is provided behind the cabin 20. However, in the cabin 20, the side portion 22 on one side of the left and right sides is smaller in width than the other side portion 22, and the engine casing 40 has a front-rear width equal to the front- .

For example, the left side portion 22 of the cabin 20 is formed to be longer than the right side portion 22, but the two side portions 22 may be arranged such that the front ends thereof are aligned and the rear ends thereof are shifted forward and backward. At this time, the engine casing 40 is provided on the rear side of the right side portion 22, and the rear end of the engine casing 40 can be disposed in parallel with the rear end of the left side portion 22. At this time, the engine casing 40 may be provided integrally with the right side portion 22.

Here, the central portion 21 of the cabin 20 may correspond to the front-rear width of the side portion 22 whose front-rear width is relatively small in the front-rear width of the pair of side portions 22. The front and rear width of the center portion 21 may be smaller than the front and rear width of the left side portion 22.

As described above, according to the present embodiment, by providing the cabin 20 having the liquefied gas storage tank 30 upwardly, it is possible to maximize the volume of the liquefied gas storage tank 30 at the upper portion of the stern 13 Therefore, the operational efficiency can be enhanced.

6 is a plan view of a ship according to a fourth embodiment of the present invention.

Referring to FIG. 6, the vessel 1 according to the fourth embodiment of the present invention may be provided with different types of liquefied gas storage tanks 30.

The liquefied gas storage tank 30 in this embodiment may be a lattice type tank, not a capsule type tank. That is, the liquefied gas storage tank 30 of the present embodiment is a tank having a relatively rectangular parallelepiped shape, and can have a large storage capacity compared to the capsule type for the same installation space.

At this time, the liquefied gas storage tank 30 may be provided to be supported by the upper deck 14 of the stern 13 by a separate platform (not shown), and the height of the platform is relatively higher than the height of the advanced saddle 31 Can be high.

In this case, in this embodiment, since the winch 71 or the like of the mooring equipment 70 can be installed in the lower part of the platform, the winch 71 or the moire ring line 73 is provided below the liquefied gas storage tank 30, Etc. may be provided. Therefore, in the present embodiment, the bollard 72 for securing the left and right spacing of the rear mooring line 73 can be omitted, and the winch 71 can be reduced from four to three.

FIG. 7 is a side view of a ship according to a fifth embodiment of the present invention, and FIG. 8 is a plan view of a ship according to a fifth embodiment of the present invention.

Referring to FIGS. 7 and 8, the ship 1 according to the fifth embodiment of the present invention may have a plurality of liquefied gas storage tanks 30. In the present embodiment, the liquefied gas storage tanks 30 may be provided as a pair, and may be provided at the center outward from the upper portion of the stern 13 in the left-right direction.

At this time, the engine casing 40 may be disposed at the center in the left-right direction on the upper deck 14 of the stern 13, and the pair of liquefied gas storage tanks 30 may be provided to surround the engine casing 40 .

The engine casing 40 is disposed at the center in the left-right direction, unlike the first embodiment, there is no reason to cause the hull 10 to incline due to the arrangement of the engine casing 40. Therefore, in the present embodiment, the diesel storage tank 122 provided inside the hull 10 may be provided to be symmetrical in the left and right direction.

In the present embodiment, a fuel treatment section 60 can be provided behind the engine casing 40, and a pair of liquefied gas storage tanks 30 can be provided to the left and right of the engine casing 40 and the fuel treatment section 60 It is possible to arrange it. For example, the engine casing 40 and the fuel treatment section 60 can be disposed in the front-rear width of the pair of liquefied gas storage tanks 30. [

The fuel processing unit 60 may be provided to be supported by the support 61 in the upper deck 14 of the stern 13 in the same manner as or similar to the first embodiment, Equipment 70 may be deployed.

Since the interior of the fuel treatment section 60 is a space through which the gaseous fuel flows, it is necessary to provide the vent section 62 for ventilation such as air circulation and release of the leaked gaseous fuel. At this time, the vent portion 62 assigned to the fuel processing portion 60 may be provided between the engine casing 40 and the cabin 20.

Therefore, the ventilation of the fuel processing unit 60 can be performed between the engine casing 40 and the cabin 20. In this case, explosive gas fuel may be mixed in the gas discharged by the vent portion 62. In this embodiment, in order to protect the cabin 20, And the rear surface may be provided in a hermetically closed state without opening / closing portions.

An engine room hatch 53 may be disposed in a space between the engine casing 40 and the cabin 20 where the vent portion 62 is provided. If the gaseous fuel is vented through the vent portion 62 with the engine room hatch 53 open, the gaseous fuel may flow back through the engine room hatch 53, but in fact the engine room hatch 53 The ventilation part 62 and the engine room hatch 53 are closed when the engine room hatch 53 is opened because the fuel processing part 60 stops operating due to an emergency situation and the ventilation is not performed It is not a problem even if they are placed in one space instead of being placed in an isolated space.

The mooring equipment 70 includes a winch 71 and a bollard 72. In this embodiment, the liquefied gas storage tank 30 is provided on the left and right sides of the upper deck 14 of the stern 13, , The winch 71 can be disposed near the center in the upper deck 14 of the stern 13. The winch 71 may be provided below the fuel processing unit 60 as described above.

The bollard (72) may be located below the liquefied gas storage tank (30). The liquefied gas storage tank 30 can be supported upward by the saddle 31 from the upper deck 14 of the stern 13 so that the height of the saddle 31 is lower than the liquefied gas storage tank 30 by a winch 71 are difficult to be disposed, the arrangement of the bollard 72 can be as much as possible.

In the present embodiment, since the center of the stern 13 is surrounded by the pair of liquefied gas storage tanks 30, in order for the mooring line 73 uncoiled by the winch 71 to extend to choke, It is necessary to penetrate the portion where the storage tank 30 is installed.

The molar ring line 73 is provided to extend from the winch 71 to the outside through the lower part of the liquefied gas storage tank 30 and the bollard 72 is also supported by the saddle 31, (30) to guide the direction of the moire ring line (73).

The bollard 72 must be provided between the plurality of saddles 31 that support the liquefied gas storage tank 30 in the longitudinal direction so that the mooring line 73 guided by the at least one bollard 72, And may include a portion that is inclined rearward in the process of connecting to the choke.

That is, the mooring line 73 released from the winch 71 is guided obliquely forwardly outward by the first bollard 72 disposed between the saddles 31, And can be guided obliquely rearward outward by the bollard (72).

As described above, in the present embodiment, the engine casing 40 and the fuel treatment section 60 are disposed at the center of the upper portion of the stern 13 in the left-right direction, and a liquefied gas storage tank 30) is provided, the storage capacity of the gaseous fuel can be increased to secure a sufficient navigational distance.

9 is a plan view of a ship according to a sixth embodiment of the present invention.

Referring to FIG. 9, the arrangement of the pair of liquefied gas storage tanks 30 may be different from that of the fifth embodiment in the present embodiment. In the present embodiment, the pair of liquefied gas storage tanks 30 can be arranged in such a manner as to spread out from the rear to the front.

In this case, since the central space between the pair of liquefied gas storage tanks 30 can be secured to a greater extent than in the fifth embodiment, the sizes of the engine casing 40 and the like are expandable. In addition, since the work space between the engine casing 40 and the cabin 20 is increased, the operation efficiency of the shipowner can be improved.

10 is a plan view of a ship according to a seventh embodiment of the present invention.

10, in the ship 1 according to the seventh embodiment of the present invention, the fuel processing unit 60 may be provided between the engine casing 40 and the cabin 20, unlike the fifth embodiment or the like . That is, the fuel processing unit 60 may be disposed in front of the engine casing 40, and the mooring equipment 70 may be disposed in the rear of the engine casing 40 so as to expose the upper portion. Also, the rear surface of the cabin 20 adjacent to the fuel treatment unit 60 may be provided in a hermetically closed manner without opening / closing portions as in the previous embodiment.

The fuel processing unit 60 includes a driving unit such as a pump or a compressor so that continuous maintenance is required. This embodiment allows the fuel processing unit 60 to be disposed adjacent to the cabin 20, ). ≪ / RTI >

11 is a plan view of a ship according to an eighth embodiment of the present invention.

Referring to Fig. 11, in a vessel 1 according to an eighth embodiment of the present invention, at least a part of a cabin 20 can be placed between a pair of liquefied gas storage tanks 30. Fig. At this time, the cabin 20 may be in the form of a flat cross-section.

The cabin 20 includes a front portion 23 disposed in front of the liquefied gas storage tank 30 and a front portion 23 extending rearward from the front portion 23 and having a rear end positioned between the pair of liquefied gas storage tanks 30 And the rear portion 24 may be positioned forward of the center portion of the liquefied gas storage tank 30 at the rear end.

In this embodiment, as the cabin 20 includes the rear portion 24, the front-rear width of the front portion 23 can be reduced. Therefore, in the present embodiment, it is possible to improve the structure of the liquefied gas storage tank 30 such as an increase in the front-rear width by using the decrease in the front-rear width of the front portion 23.

The front portion of the liquefied gas storage tank 30 facing the cabin 20 may have a hemispherical shape so that the rear portion 24 of the cabin 20 has a stepwise reduced width . In this case, since the area of the rear portion 24 can be further secured, the front-rear width of the front portion 23 can be further reduced.

In the present embodiment, the pair of liquefied gas storage tanks 30 may be arranged so as to be widened from the rear to the front as in the sixth embodiment. In this case, the rear portion 24 of the cabin 20, The side surfaces of the pair of liquefied gas storage tanks 30 may have a shape corresponding to the inclination of the pair of liquefied gas storage tanks 30. Therefore, the present embodiment can reduce the front-rear width of the front portion 23 by changing the shape of the rear portion 24, thereby maximizing the volume of the liquefied gas storage tank 30. [

12 is a plan view of a ship according to a ninth embodiment of the present invention.

12, the ship 1 according to the ninth embodiment of the present invention is constructed such that the liquefied gas storage tank 30 and the engine casing 40 are disposed on one side and the other side Respectively.

In this embodiment, the cabin 20 is disposed on the left or right side of the liquefied gas storage tank 30, thereby maximizing the installation space of the liquefied gas storage tank 30. For example, in the upper deck 14 of the stern 13, a cabin 20 and an engine casing 40 are provided on the left side, and a liquefied gas storage tank 30 is provided on the right side. The size of the liquefied gas storage tank 30 can be maximized.

In this case, the fuel treatment section 60 may be provided behind the cabin 20 on the opposite side of the liquefied gas storage tank 30 with respect to the upper center of the stern 13. The position of the fuel processing unit 60 is not limited to the above but the fuel processing unit 60 and the cabin 20 or the fuel processing unit 60 and the engine casing 40 may be spaced apart from each other or a copper dam Respectively.

13 is a plan view of a ship according to a tenth embodiment of the present invention.

13, the vessel 1 according to the tenth embodiment of the present invention can be provided with the fuel processing unit 60 inside the hull 10, not on the upper part of the stern 13.

The fuel treatment section 60 can be disposed behind the engine room 50 that houses the propelling engine 51 in the hull 10. In particular, the fuel processor 60 may be provided at one side of the steering chamber 80. The ship 1 may have a stern chamber 80 for receiving a steering gear (not shown) for adjusting the angle of a rudder (not shown) on the stern 13, Can be allocated for the installation of the fuel processing unit 60.

The fuel processing portion 60 may have a height corresponding to the steering chamber 80. [ For this purpose, the configuration of the pump, the compressor, etc. included in the fuel processor 60 may be arranged to spread on one plane.

The fuel treatment section 60 can be provided below the liquefied gas storage tank 30 supported by the upper deck 14 of the stern 13 as the fuel treatment section 60 is disposed at one side of the steering chamber 80 . That is, the liquefied gas storage tank 30 may be provided above the upper deck 14 of the stern 13, and the fuel processing unit 60 may be provided below.

The fuel processing unit 60 can be biased to one side from the center in the lateral direction in the hull 10. Since the steering gear chamber 80 is disposed at the center in the left and right direction in the hull 10 in order to adjust the angle of the rudder, the fuel processor 60 is biased in one direction only in the left- And can be disposed on the left and right. However, in order to minimize the structural change, the front surface of the fuel processing unit 60 is disposed in parallel with the front surface of the steering gear chamber 80 so as to be in contact with the engine room 50.

The fuel treatment section 60 is classified as a dangerous area because it is a space for handling explosive gas fuel. Therefore, when the fuel processing unit 60 and the steering gear chamber 80 are in contact with only one partition wall, the steering gear chamber 80 is also classified as a dangerous zone, so that all of the various equipments in the steering chamber 80 are required to be non- can do.

However, in the present embodiment, the fuel processing unit 60 is provided with the coffer dam 63 on the surface contacting the steering chamber 80 and the engine room 50, so that the steering chamber 80 can be disposed in a safe zone . ≪ / RTI >

As described above, in the present embodiment, the fuel processing unit 60 is disposed in the ship rather than the upper part of the stern 13, and the steering chamber 80 is reduced and the arrangement of the fuel processing unit 60 is implemented on one side of the steering chamber 80 So that the consumption of additional space can be minimized.

14 is a plan view of a ship according to an eleventh embodiment of the present invention.

Referring to FIG. 14, when the ship 1 according to the eleventh embodiment of the present invention is changed to a ship 1 propelled by diesel fuel as a gaseous fuel, the expansion portion 15 . For reference, it is noted that the present embodiment can be applied to all of the embodiments in which the configuration of the liquefied gas storage tank 30, the fuel processing unit 60, and the like is arranged on the stern 13 in the present invention.

The extension 15 is coupled to the left and right of the stern 13 to expand the upper area of the stern 13. The conventional bulk carrier can have a shape in which the left and right widths of the stern 13 are greatly reduced toward the rear end, which is indicated by a dashed line in the drawings for explaining the preceding embodiments. However, in this case, the width of the upper deck 14 of the stern 13 may not be sufficient for mounting the liquefied gas storage tank 30.

Therefore, the present embodiment can extend the upper surface area of the stern 13 by adding the extension portion 15 to the hull 10 so that the liquefied gas storage tank 30 storing the gas or the gaseous fuel is supplied to the propelling body 51, So that the fuel treatment section 60 for treating the gaseous fuel can be mounted on the upper part of the stern 13 in the hull 10.

The extension 15 can be coupled to the stern 13 above the waterline of the hull 10. The waterline can be a load line or the like, and an unnecessary increase in resistance can be prevented by adding the extension 15 above the waterline.

The extension portion 15 may have a shape in which the lateral width increases from the lower end to the upper end. For example, the extension 15 has a shape in which the inner surface corresponds to the outer surface of the stern 13, and the outer surface has a curved surface shape in a streamlined shape. The extension 15 may be provided so that its outer surface is connected to the outer surface of the hull 10 without a step. Therefore, the expansion portion 15 can expand the area of the upper deck 14 of the stern 13 while minimizing an increase in air resistance.

Of course, the shape of the extension 15 is not limited to the above, and the extension 15 has a flat upper surface and a support (not shown) connected to the outer surface of the ship 10 to support the upper surface. . The upper portion of the expansion portion 15 is provided to be parallel to the upper deck 14 of the hull 10 so that the upper deck 14 is divided into left and right portions Can be expanded. Therefore, the liquefied gas storage tank 30 and / or the fuel treatment section 60 can be mounted on the upper deck 14 of the stern 13 through the addition of the expansion section 15. [

The upper surface of the extension portion 15 may have a shape in which the lateral width increases toward the rear. This can be achieved by considering that the lateral width of the stern 13 in the hull 10 decreases toward the rear. The extension 15 can extend the width of the rear end of the hull 10 to 90% to 100% of the width of the center of the hull 10.

As described above, in this embodiment, instead of changing the linearity of the conventional bulk carrier, an extension portion 15 is added to the stern 13 to sufficiently expand the area of the upper deck 14 of the stern 13, The liquefied gas storage tank 30 and the like can be stably installed on the upper portion of the tank.

15 is a side view of a ship according to a twelfth embodiment of the present invention.

Referring to FIG. 15, in the ship 1 according to the twelfth embodiment of the present invention, the liquefied gas storage tank 30 may be disposed in the ship unlike the previous embodiment.

The liquefied gas storage tank 30 stores the gaseous fuel to be supplied to the propulsion engine 51 and can be mounted onboard the ship 10. For example, the liquefied gas storage tank 30 may be disposed in the central portion 12 in the hull 10.

At this time, the liquefied gas storage tank 30 may be a stand-alone storage tank for storing the gaseous fuel at a low pressure near atmospheric pressure or the like and may be a stable storage tank by a support (not shown) or a choke (not shown) As shown in Fig. At this time, the in-ship space for accommodating the liquefied gas storage tank 30 may be referred to as a tank room 33.

The liquefied gas storage tank 30 may be disposed between the plurality of holders 121 at the central portion 12 of the hull 10. The number of the hold 121 provided in front of the liquefied gas storage tank 30 may be set to a predetermined value in the liquefied gas storage tank 30 30 may be greater than the number of the hold 121 provided at the rear of the first housing. This is because the mounting position of the liquefied gas storage tank 30 is optimized in consideration of mounting of the propelling shaft 51 on the stern 13.

The hold 121 disposed at the front and rear of the liquefied gas storage tank 30 may be provided with a coffer dam 121a on one side of the front side or the rear side. For example, referring to the drawings, the hold 121 may have a structure in which a coffer dam 121a is provided only on the rear side, and a plurality of holders 121 are adjacent to each other with a cofferdam 121a therebetween .

If the liquefied gas storage tank 30 is not placed in the central portion 12 of the ship 10, that is, if all the holders 121 are disposed adjacent to each other in the longitudinal direction within the ship, The coffer dam 121a may be provided on the rear side of all the holders 121 that are provided. Therefore, the holders 121 can be spaced apart from each other by the copper dam 121a.

However, in this embodiment, the liquefied gas storage tank 30 is disposed in the central portion 12 between the hull 10 and the hold 121a, so that the liquid stored in the liquefied gas storage tank 30 The coffer dam 121a may be omitted at one side adjacent to the liquefied gas storage tank 30 in the hold 121 adjacent to the front or rear side.

For example, the fourth hold 121 adjacent to the front of the liquefied gas storage tank 30 among the plurality of holders 121 does not have a cofferdam 121a different from the other holders 121 and the liquefied gas storage tank 30, The fifth holder 121 adjacent to the rear of the first holder 121 may not include the copper dam 121a at the front as in the other holders 121. [

If the fourth holder 121 and the fifth holder 121 are in direct contact with each other, a cofferdam 121a may not be provided between the two holders 121, which may cause a problem. However, in the present embodiment, since the fourth hold 121 and the fifth hold 121 are adjacent to each other with the liquefied gas storage tank 30 interposed therebetween, the two holders 121 can be liquefied Can be disposed adjacent to each other with the gas storage tank (30) interposed therebetween. That is, the rear bulkhead of the fourth hold 121 and the front bulkhead of the fifth hold 121, which are spaced apart from each other, serve as cofferdams.

The liquefied gas storage tank 30 is accommodated in the tank chamber 33 provided in the central portion 12 of the hull 10 so that the two holdings 121 provided on the front and rear of the liquefied gas storage tank 30, And can be spaced apart from each other with the room 33 interposed therebetween. Therefore, in this embodiment, since the tank room 33 is disposed between the plurality of the holders 121, the tank room 33 filled with the inert gas or the like can realize the function of the copper dam, The coffer dam 121a between the two holders 121 can be omitted. Thus, in this embodiment, since the coffer dam 121a can be omitted for at least the fourth hold 121 and the like, the cargo loading capacity can be sufficiently secured.

The gaseous fuel stored in the liquefied gas storage tank 30 may be less dense than the cargo. For example, cargo may be a mineral, etc., while gas fuel may be a very dense material such as liquefied gas.

The bending moment of the hull 10 can be reduced by disposing the liquefied gas storage tank 30 at the central portion 12 of the hull 10 in this embodiment. The results of analysis of the bending moment of the hull 10 using a commercial program are shown in Table 1 below.

Bending Moment Conventional 100% Center LNG Tank 69% Aft LNG Tank 119%

Referring to Table 1, according to the present embodiment, bending moment of a conventional bulk carrier propelled by diesel fuel is 100%. As a result, the bending moment of the present embodiment can be reduced by 30% or more compared to a conventional bulk carrier . This is because the gaseous fuel having a density lower than that of the cargo is loaded on the central portion 12 of the hull 10 so that the bending moment generated when hogging and / or sagging the hull 10 can be reduced .

Also, the present embodiment shows a bending moment reduction effect of 50% or more when compared with the case where the liquefied gas storage tank 30 is disposed in the stern 13. That is, in this embodiment, the liquefied gas storage tank 30 storing the gaseous fuel lighter than the cargo is disposed in the central portion 12 of the ship 10, so that the bending moment acting on the ship 10 during the navigation of the ship 10 So that the hull 10 can be structurally protected.

Further, when the liquefied gas storage tank 30 is disposed in the central portion 12 of the hull 10, the space between the cabin 20 provided in the stern 13 and the liquefied gas storage tank 30 can be sufficiently separated, The cabin 20 can be safely protected from the gaseous fuel leaking from the liquefied gas storage tank 30.

The liquefied gas storage tank 30 may be spaced forward from the engine room 50 provided in the lower portion of the cabin 20 and the liquefied gas storage tank 30 and the propulsion engine 51 A fuel supply line 64 may be provided extending from the central portion 12 of the hull 10 to the stern 13 to connect the fuel supply line 64 to the stern 13.

In this embodiment, the fuel processing unit 60 may be provided on the left or right side of the engine casing 40 provided on the stern 13. The fuel processing section 60 for processing the gaseous fuel to supply the gaseous fuel to the propelling engine 51 may be provided on the upper part of the stern 13 remote from the liquefied gas storage tank 30, So that it is not necessary to further consume the upper space of the stern 13.

At this time, the fuel processing unit 60 can be installed on the upper deck 14 of the stern 13 together with the engine casing 40 and can be mounted on the rear of the cabin 20 in the upper part of the stern 13 together with the engine casing 40 . Since the fuel processing unit 60 is a space for handling the gaseous fuel, the fuel processing unit 60 may be disposed to be spaced apart from the engine casing 40, or may be integrated with the engine casing 40 via a cofferdam (not shown).

The fuel processing unit 60 may have a height lower than that of the engine casing 40. For example, the fuel processing unit 60 may be provided lower than the funnel 41. [ For this, the configuration of the pump, the compressor, etc. included in the fuel processor 60 may be deployed on the upper deck 14 of the stern 13. The fuel processing unit 60 is provided on the left or right side of the engine casing 40 so that the fuel processing unit 60 is generally provided on the left or right side of the engine casing 40 such as an emergency generator room (not shown) The spaces provided may be all provided on the opposite side of the fuel processing unit 60 based on the engine casing 40.

A fuel supply line 64 may be provided between the liquefied gas storage tank 30 provided at the central portion 12 of the hull 10 and the propulsion engine 51 provided in the engine room 50 of the stern 13 have. At this time, the fuel supply line 64 may be connected to the propelling body 51 via the fuel processing unit 60 to transfer the gaseous fuel to the propelling body 51.

The fuel supply line 64 may extend upwardly through the dome 34 of the liquefied gas storage tank 30 and then be bent or bent to extend rearwardly. The portion extending backward from the fuel supply line 64 at this time may be placed on top of the hull 10 between the engine room 50 and the liquefied gas storage tank 30.

The fuel supply line 64 placed on the upper portion of the hull 10 may be disposed between the hatch cover 121c of the hold 121 and the upper deck 14 of the hull 10, for example. The fuel supply line 64 extended from the liquefied gas storage tank 30 is disposed on the upper deck 14 of the hull 10 and around the hatch coamings 121b of the hold 121 so that the hatch cover 121c As shown in FIG. In this case, the fuel supply line 64 may be supported on the upper deck 14 or supported by the hatch coaming 121b.

Or the fuel supply line 64 may be provided so as to penetrate at least a part of the hatch coaming 121b and be supported by the hatch coaming 121b. The hatch coam 121b has a structure in which a hatch cover 121c can be supported by placing a bracket (not shown) around the hitch coaming unit 121 while extending the entrance of the holder 121 upward. Even if the fuel supply line 64 is disposed on the upper deck 14, the space in which the upper deck 14 moves or operates the shipboard source can be supported by the hatch coam 121b, ) Can be minimized.

The fuel supply line 64 can extend from the central portion 12 of the hull 10 to the stern 13 via the cabin 20 so that the fuel treatment portion 60 is provided on one side of the engine casing 40 . At this time, the fuel supply line 64 may be arranged to be spaced apart from the cabin 20 on the right and left sides of the cabin 20, and may be surrounded by a separate cover for protecting the cabin 20.

Or the fuel supply line 64 may be bent or bent from the front of the cabin 20 and then bent in the lower portion of the upper deck 14 to the left or right of the engine room 50 or the engine room 50 (Not shown), and then connected to the fuel processor 60. [ In this case, the fuel supply line 64 is not exposed on the upper deck 14.

Thus, in this embodiment, the coffer dam 121a can be omitted for at least one of the hold 121 by arranging the stand-alone liquefied gas storage tank 30 in the center portion 12 in the ship, 10 can be greatly reduced.

16 is a side view of a ship according to a thirteenth embodiment of the present invention.

16, a vessel 1 according to a thirteenth embodiment of the present invention is provided with a stand-alone liquefied gas storage tank 30 disposed in a tank room 33 provided in the same or similar manner as the previous embodiment Unlike the previous embodiment, the liquefied gas storage tank 30 can be disposed adjacent to the front of the engine room 50 in the stern 13. At this time, the liquefied gas storage tank 30 may have a shape in which at least a part of the liquefied gas storage tank 30 protrudes to the upper portion of the ship 10 and faces the cabin 20.

The present embodiment can further increase the height of the liquefied gas storage tank 30 upwardly in order to secure a sufficient volume of the liquefied gas storage tank 30 and to reduce an increase in the length of the front and rear of the ship 10. Particularly, the liquefied gas storage tank 30 (and the tank room 33 that houses the liquefied gas storage tank 30) has an inclined surface shape at the rear lower end facing the propelling engine 51, It is possible to use a part of the space of the existing engine room 50 without interference of the hull 10 to minimize the increase of the length of the hull 10 in the longitudinal direction.

A part of the liquefied gas storage tank 30 may protrude above the upper deck 14 of the hull 10 and a part of the liquefied gas storage tank 30 protruding above the upper deck 14 may be placed in front of the cabin 20 And can face the cabin 20.

Since it is dangerous for the liquefied gas storage tank 30 and the cabin 20 to directly face each other, the present embodiment covers the liquefied gas storage tank 30 to protect the cabin 20 from the liquefied gas storage tank 30 And may include a cover portion 32.

The cover portion 32 may cover a part protruding from the liquefied gas storage tank 30 to the upper portion of the hull 10. For example, the cover portion 32 may cover a part of the rear portion and the upper portion protruding from the liquefied gas storage tank 30 to the upper portion of the hull 10, and the cover portion 32 may be formed in a " Side cross-section.

The cover portion 32 is a kind of cofferdam and can form a space between the liquefied gas storage tank 30 and the cabin 20 to protect the cabin 20. In order to protect the cabin 20 more securely even if the cover 32 is placed, the cabin 20 may be provided in a closed form such that at least a part of the front surface facing the liquefied gas storage tank 30 is not provided with an opening / .

The liquefied gas storage tank 30 may protrude from the upper deck 14 of the hull 10 by about 3 to 6 m and may be protruded by a height of about one layer of the cabin 20, for example. In this case, the cabin 20 may have a shape without opening / closing portions on at least one floor.

When the cover portion 32 provided between the cabin 20 and the liquefied gas storage tank 30 has a front-rear width connected to the cabin 20, the cabin 20 facing the liquefied gas storage tank 30, A part of the front surface of the cover 32 can be naturally formed without the opening and closing part.

When the cover portion 32 covers the liquefied gas storage tank 30 and is spaced apart from the cabin 20 in the front and rear directions, the cover portion 32 can be separated from the front surface of the cabin 20 by a height corresponding to the liquefied gas storage tank 30, It can be made hermetically.

In this embodiment, the fuel treatment section 60 may be provided on the upper portion of the liquefied gas storage tank 30. [ For example, the fuel treatment portion 60 may be mounted on the upper portion of the cover portion 32, and may be provided to be offset forward from the cover portion 32 so as to be spaced apart from the cabin 20. In this case, the dome 34 provided in the liquefied gas storage tank 30 may also be disposed forwardly, and at least a part of the dome 34 may be disposed in the fuel processing unit 60.

As described in the foregoing embodiment, when the liquefied gas storage tank 30 is disposed on the stern 13, the bending moment of the hull 10 may increase. Therefore, in this embodiment, the void space 16 is provided in the central portion 12 of the hull 10 in order to suppress the increase of the bending moment while allowing the liquefied gas storage tank 30 to be disposed adjacent to the front of the engine room 50 .

The void space 16 is provided in the central portion 12 of the hull 10 in the front-rear direction and may be provided so as to separate the hold 121 from each other in the anteroposterior direction. The number of the halls 121 provided in front of and behind the void space 16 may be the same or different from each other. By providing the void space 16 in the central portion 12 of the hull 10, The difference in the number of the holders 121 provided before and after the space 16 may be one or less.

The hold 121 may be provided with a copper dam 121a at the rear as described in the previous embodiment. In this embodiment, a void space 16 is provided between the third hold 121 and the fourth hold 121 The coffer dam 121a can be omitted from the third hold 121. [

That is, the hold 121 may be provided so that the coffer dam 121a is provided on one side of the front side or the rear side and is adjacent to the front side and the rear side with one coffer dam 121a therebetween. Among the plurality of holders 121, The two holders 121 adjacent to the front and rear sides of the coplanar spacers 16 may be arranged adjacent to each other with the void space 16 interposed therebetween in place of the coffer dam 121a.

The void space 16 may be an empty space, or it may be a space that accommodates a separate load with a smaller density than the load. Or the void space 16 may be utilized as a space in which ballast water or the like is loaded. In this embodiment, the void space 16 is intended to reduce the bending moment of the hull 10, so that the density of the void space 16 can be limited to be smaller than the density of the hold 121 on which the cargo is loaded.

Thus, in this embodiment, the liquefied gas storage tank 30 is disposed adjacent to the front of the engine room 50, while the liquefied gas storage tank 30 is disposed above the liquefied gas storage tank 30, The liquefied gas storage tank 30 protruded above the upper deck 14 can be covered with the cover portion 32 to protect the cabin 20 safely. In addition, the present embodiment can prevent an increase in bending moment by providing a void space 16 having a larger front-rear width than the coffer dam 121a in the central portion 12 of the hull 10.

FIG. 17 is a side view of a ship according to a fourteenth embodiment of the present invention, and FIG. 18 is a plan view of a ship according to a fourteenth embodiment of the present invention.

17 and 18, the ship 1 according to the fourteenth embodiment of the present invention is characterized in that the fuel processing unit 60 can be placed in the upper chamber of the liquefied gas storage tank 30, unlike the twelfth embodiment, have. In this case, the fuel processing unit 60 may be provided so as to correspond to the position of the dome 34 provided in the liquefied gas storage tank 30.

At least a part of the fuel processing section 60 is disposed above the liquefied gas storage tank 30 so that the upper deck 34 is disposed below the liquefied gas storage tank 30. In the case where the dome 34 is disposed below the upper deck 14, 14 in the ship. In this case, however, the tank room 33 and the fuel processing unit 60 may be separated from each other by a separate deck (not shown).

The fuel supply line 64 extends rearward along the space between the upper deck 14 and the hatch cover 121c so that the fuel supply line 64 is connected to the upper portion of the cabin 20, And may be introduced into the engine room 50 after extending downward from the front. In other words, the present embodiment can be provided without the need for the fuel supply line 64 to pass over the cabin 20. For example, the fuel supply line 64 may include a ballast tank 17 or the like provided to the left and right of the hold 121 So that it can be connected to the engine room 50.

A bunker station 65 may be provided on the left and right of the fuel processor 60. The bunker station 65 may be placed on the upper deck 14 of the hull 10 to deliver the gaseous fuel to the liquefied gas storage tank 30 or to discharge the gaseous fuel stored in the liquefied gas storage tank 30 to the outside .

The bunker station 65 may be disposed on the left and / or right ends of the upper deck 14 of the hull 10 in order to facilitate connection with the outside.

The present embodiment may further include a ballast tank 17 and a ballast water treatment apparatus 90. A plurality of ballast tanks 17 are provided in the forward and backward directions of the hull 10, and the ballast tanks 17 may be disposed on the sides of the hold 121.

The ballast tank 17 can store the seawater and adjust the balance or the draft of the hull 10. For example, the ballast tank 17 can be freed to increase the draft of the hull 10 during full operation, while the draft of the hull 10 can be lowered by filling the ballast tanks 17 during the light operation.

The ballast tank 17 is capable of receiving and receiving seawater from the sea where the ship 1 is navigated but only for the seawater stored in the ballast tank 17, May be required.

For example, when the ship 1 enters the inland (river or canal) from the sea, that is, when the ship 1 sails on the sea and enters the fresh water phase, the sea water stored in the ballast tank 17 A sterilization treatment is required.

At this time, sterilization can be performed by injecting a chlorine compound sterilizing agent, and the chlorine compound can be extracted by electrolyzing seawater. To this end, the hull 10 is provided with a seawater storage tank 171 for storing seawater for extracting sterilizing agent.

The aft tanks 131 provided in the stern 13 may be used as the seawater storage tanks 171. When the aft tanks 131 are used as the seawater storage tanks 171, Treatment (sealing work for preventing rust and sealing work for preventing seawater leakage) must be performed, which may lead to increase in airflow and cost.

However, in the present embodiment, the seawater storage tank 171 can be provided in at least one of the ballast tanks 17. At this time, the seawater storage tank 171 may be provided in the form of an independent tank for storing seawater and mounted in the ballast tank 17, or may be provided by providing a partition wall in the ballast tank 17.

The volume of the seawater storage tank 171 may be smaller than the volume of the ballast tank 17, since the amount of seawater necessary for the extraction of the bactericide is required to be less than the amount of seawater to be sterilized. Accordingly, the seawater storage tank 171 can be disposed in any one of the ballast tanks 17.

The seawater storage tank 171 can be accommodated in the last ballast tank 17 disposed nearest to the engine room 50 among the plurality of the ballast tanks 17. This is because the operation of sterilizing seawater is sequentially performed on the ballast tanks 17 arranged in the front-rear direction of the ship 10. [ This will be described later.

The ballast water treatment device 90 extracts the sterilizing agent from seawater stored in any one of the ballast tanks 17 and injects the sterilizing agent into the other ballast tank 17. For example, the ballast water treatment apparatus 90 extracts the sterilizing agent from the seawater stored in the ballast tank 17 placed second in the longitudinal direction of the hull 10, (17) to sterilize the seawater stored in the first ballast tank (17).

The ballast water treatment device 90 may include a seawater pump 91 provided in the engine room 50 and may include a seawater line (not shown) connected to each ballast tank 17. Therefore, the seawater stored in one of the ballast tanks 17 is transferred to the ballast water treatment device 90 through the seawater line, and is used for the disinfectant extraction, and the extracted disinfectant is sent to the other ballast tank 17) to achieve sterilization.

The ballast water treatment apparatus 90 can extract the sterilizing agent from the seawater stored in any one of the ballast tanks 17 and inject it into the other ballast tank 17 adjacent to the rear of the one ballast tank 17. [ have.

Mathematically speaking, the ballast water treatment device 90 extracts the sterilizing agent from seawater stored in the (N + 1) th ballast tank 17 from the bow 11 in the direction of the stern 13 in the ship 10, Sterilization can be sequentially implemented from the foremost ballast tank 17 to the ballast tank 17 disposed immediately before the last chamber by injecting into the tank 17. [

However, the ballast tank 17 disposed immediately before the last chamber can be sterilized by the ballast tank 17 disposed in the last chamber, and sterilization of the ballast tank 17 disposed in the last chamber is problematic. In order to solve this problem, the present embodiment can use a seawater storage tank 171 accommodated in the ballast tank 17 in the last-mentioned room.

In other words, the ballast water processing apparatus 90 performs the sterilization of the ballast tank 17 disposed immediately before the last chamber, and then, from the seawater stored in the seawater storage tank 171 provided in the last ballast tank 17 The sterilizing agent may be extracted and injected into the ballast tank 17 of the rearmost chamber to implement the sterilization of the rearmost chamber of the ballast tank 17. [

Of course, sterilization of the seawater storage tank 171 may not be achieved. However, since the seawater storage tank 171 is provided in the ballast tank 17 at the rear end of the ballast tank 17, .

As described above, in the present embodiment, in order to sterilize the seawater stored in the ballast tank 17 under a specific condition with respect to the ship 1 having the ballast tank 17, The aft tank 131 can be used for storing the seawater, and the aft tank 131 can be installed in the aft tank 131 to receive clean water or various facilities. It can be used as a space.

However, in this embodiment, the position of the seawater storage tank 171 may be the inside of the ballast tank 17 at the forefront, not the inside of the rearmost ballast tank 17, which may vary depending on the order of disinfection of the seawater Of the. That is, in this embodiment, the seawater storage tank 171 can be accommodated in the ballast tank 17 where sterilization is most recently performed.

It is needless to say that the present invention is not limited to the above-described embodiments, and that a combination of the above embodiments or a combination of at least any of the above-described embodiments with known techniques can be included as another embodiment.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

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

1: Ships 10: Hull
11: Player 12: Central
121: Hold 121a: Copper dam
121b: Hatch coaming 121c: Hatch cover
122: Diesel storage tank 13: Stern
131: stern tank 14: upper deck
15: extension part 16: void space
17: Ballast tank 171: Seawater storage tank
20: cabin 21: central part
22: side portion 23: front portion
24: rear portion 30: liquefied gas storage tank
31: saddle 32: cover part
33: tank room 34: dome
40: engine casing 41: funnel
50: engine room 51: propulsion engine
52: Fan Room 53: Hatch
60: fuel processor 61: support
62: bent portion 63: copper dam
64: fuel supply line 65: bunker station
70: Mooring equipment 71: Winch
72: Bollard 73: Mooring line
80: Steering room 90: Ballast water treatment device
91: Seawater pump

Claims (16)

An engine room provided at the lower portion of the cabin and accommodating a propulsion engine;
A liquefied gas storage tank for storing gaseous fuel to be supplied to the propulsion engine, the liquefied gas storage tank being disposed adjacent to the front of the engine room and at least partially protruding from the upper portion of the hull and facing the cabin; And
And a cover portion covering the liquefied gas storage tank to protect the cabin from the liquefied gas storage tank. The apparatus according to claim 1,
And a portion of the liquefied gas storage tank protruding from the upper portion of the hull. The apparatus according to claim 1,
And covers a part of the rear portion and the upper portion protruding from the liquefied gas storage tank to the upper portion of the hull. The apparatus according to claim 1,
Characterized in that it has a " a " The apparatus according to claim 1,
A ship characterized by being a copper dam. The cabin of claim 1,
Wherein at least a part of the front surface facing the liquefied gas storage tank is provided in a closed form without opening and closing portions. The apparatus according to claim 1,
Wherein the ship is integrally formed with the cabin. 2. The liquefied gas storage tank according to claim 1,
And the lower surface of the rear surface facing the propelling body has an inclined surface shape. The method according to claim 1,
Further comprising a fuel treatment unit provided on the liquefied gas storage tank and treating the gaseous fuel to supply the gaseous fuel to the propulsion engine. 10. The fuel cell system according to claim 9,
And is mounted on an upper portion of the cover portion and spaced from the cabin. 2. The liquefied gas storage tank according to claim 1,
Wherein the tank is a stand-alone tank that is accommodated in a tank room disposed adjacent to the front of the engine room. 12. The method according to any one of claims 1 to 11,
Wherein the carrier is a bulk carrier having a hold for loading cargo. 13. The method of claim 12,
Further comprising a void space provided at a central portion of the hull in the fore-and-aft direction. 14. The method of claim 13,
And said holders are spaced apart from each other in the forward and backward directions. 14. The method of claim 13,
Wherein a coffer dam is provided on one side of the front side or the rear side so as to be adjacent to the front side and the rear side via the copper dam. 16. The apparatus of claim 15, wherein two of the plurality of holds, adjacent to the front and rear of the void space,
Wherein the cooper dam is disposed so as to adjoin with the void space therebetween.

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