JP6901567B2 - Gas fuel propulsion container carrier - Google Patents

Description

The present invention relates to a gas fuel propulsion container carrier.

A ship is a means of transportation that sails the ocean with a large amount of minerals, crude oil, natural gas, or thousands or more containers, and is made of steel and is a propeller that floats on the water line surface due to buoyancy. It moves by the thrust generated through the rotation of.

The ship generates thrust by driving the engine, which is connected to the crankshaft by moving the piston using gasoline or diesel and rotating the crankshaft by the reciprocating motion of the piston. It was common for the shaft to rotate to drive the propeller.

However, when heavy oil such as HFO or MFO is used as the propulsion fuel, when burning heavy oil or the like, environmental pollution due to various harmful substances contained in exhaust gas is severe, and regulations on environmental pollution are tightened. Regulations on propulsion devices that use heavy oil as fuel oil have also been tightened, and the cost of meeting these regulations is gradually increasing.

For this reason, instead of using no heavy oil or using only the minimum amount of fuel for ships, recent technological developments have replaced gasoline and diesel with liquefied natural gas and liquefied petroleum gas. We are developing technology using liquefied gas such as Petroleum Gas).

Liquefied natural gas is a liquefied methane obtained by refining natural gas collected from a gas field by cooling it. It is a colorless and transparent liquid with almost no harmful substances, and has a high calorific value and is extremely excellent. It is a fuel. On the other hand, liquefied petroleum gas is a fuel obtained by compressing a gas containing propane (C3H8) and butane (C4H10), which are mainly produced from an oil field together with petroleum, into a liquid at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless, and is widely used as a fuel for household, commercial, industrial, and automobile purposes.

The liquefied gas is stored in a liquefied gas storage tank installed on the ground, or in a liquefied gas storage tank provided on a ship as a means of navigation in the ocean, but liquefied natural gas is liquefied. The volume is reduced to 1/600, and liquefied petroleum gas has the advantage of high storage efficiency because the volume of propane is reduced to 1/260 and the volume of Bhutan is reduced to 1/230 by liquefaction.

The liquefied gas is supplied to various demand destinations and used. Recently, an LNG fuel supply method has been developed in which an LNG carrier that transports liquefied natural gas uses LNG as fuel to drive an engine. Attempts are increasing to apply the method of using LNG as fuel for an engine to ships other than LNG carriers.

At the same time, container carriers are also making efforts to improve fuel efficiency, reduce exhaust gas, and improve operational efficiency by installing engines that consume liquefied gas.

The present invention was created to improve conventional technology, and provides a gas fuel propulsion container carrier that can be propelled using liquefied gas as fuel and has an optimized structure for using liquefied gas as fuel. It is for doing.

The gas fuel propulsion container carrier according to the present invention includes a liquefied gas storage tank housed inside the hull and storing liquefied gas, and a fuel supply chamber containing a fuel supply unit for transmitting the liquefied gas to the propulsion engine. The fuel supply chamber is characterized in that it is placed on the upper part of the upper deck of the hull.

Specifically, the fuel supply chamber may be provided in the lower part of the cabin.

Specifically, a heat insulating bulkhead may be provided between the fuel supply chamber and the cabin.

Specifically, it may further include a cofadam provided between the upper deck and the upper wall of the liquefied gas storage tank.

Specifically, the liquefied gas storage tank may have a height from the double bottom structure of the hull to the lower end of the cofadam.

Specifically, it may further include a bunker station that is placed on the upper deck and receives liquefied gas from the outside and transmits it to the liquefied gas storage tank.

Specifically, the fuel supply chamber may be provided so that the side wall is separated inward from the hull side outer panel of the hull.

Specifically, the bunker stations may be provided on the left and right sides of the fuel supply chamber.

Specifically, the fuel supply unit includes at least one of a pump that pressurizes the liquefied gas, a compressor that compresses the evaporated gas vaporized by the liquefied gas, and a heat exchanger that heats the liquefied gas or the evaporated gas. It may be included.

Since the gas fuel propulsion container carrier according to the present invention uses an engine that uses liquefied gas as fuel instead of gasoline or diesel, it has the effect of improving fuel efficiency, reducing exhaust gas emissions, and improving operational efficiency. is there.

Further, the gas fuel propulsion container carrier according to the present invention can improve the stability and safety of the ship owner by optimizing the structure for supplying the liquefied gas to the engine. it can.

It is a side view of the gas fuel propulsion container carrier according to 1st Embodiment of this invention. It is a front sectional view of the gas fuel propulsion container carrier according to 1st Embodiment of this invention. It is a plan sectional view of the gas fuel propulsion container carrier according to 1st Embodiment of this invention. It is a front sectional view of the gas fuel propulsion container carrier according to 1st Embodiment of this invention. It is a side sectional view of the gas fuel propulsion container carrier according to 1st Embodiment of this invention. It is a front sectional view of the gas fuel propulsion container carrier according to 1st Embodiment of this invention. It is a perspective view of the bunker station of the gas fuel propulsion container carrier according to 1st Embodiment of this invention. It is a front sectional view of the gas fuel propulsion container carrier according to the 2nd Example of this invention. It is a front sectional view of the gas fuel propulsion container carrier according to the 3rd Example of this invention.

Objectives, particular advantages and novel features of the invention will be further clarified by the following detailed description and preferred embodiments in connection with the accompanying drawings. It should be noted that in the present specification, in assigning reference numbers to the components of each drawing, the same components are numbered as much as possible even if they are shown on other drawings. Is. Further, in explaining the present invention, if it is determined that a specific explanation for the related known technology unnecessarily obscures the gist of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, hereinafter, in the present specification, the liquefied gas can be used in the sense of including all gas fuels generally stored in a liquid state such as LNG or LPG, ethylene, and ammonia.

Further, for convenience, the liquefied gas may be used in the sense of including not only the liquid state but also the gas state, the supercritical state, the supercooled state and the like. That is, it can be expressed as a liquefied gas for convenience even when it is not in a liquid state due to factors such as heating, pressurization, and natural vaporization.

FIG. 1 is a side view of the gas fuel propulsion container carrier according to the first embodiment of the present invention, FIG. 2 is a front sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention, and FIG. 3 is a front sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention. It is a plan sectional view of the gas fuel propulsion container carrier according to 1st Example of the above.

Further, FIG. 4 is a front sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention, and FIG. 5 is a side sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention.

Further, FIG. 6 is a front sectional view of the gas fuel propulsion container carrier according to the first embodiment of the present invention, and FIG. 7 is a perspective view of a bunker station of the gas fuel propulsion container carrier according to the first embodiment of the present invention.

Referring to FIGS. 1 to 7, the gas fuel propulsion container carrier 1 according to the first embodiment of the present invention includes a hull 10, a liquefied gas storage tank 20, a cofadam 30, an oil storage tank 40, a ballast tank 50, and a fuel supply chamber 60. , Bunker station 70, transformer room 80 (TR), vent mast 90.

The hull 10 has the appearance of a gas fuel propulsion container carrier 1. The hull 10 is surrounded by an upper deck 11, a ship side outer plate 12, and a ship bottom plate 13, and a bow 14 is provided in the front and a stern 15 is provided in the rear in the front-rear direction.

A spherical bow (not shown) is provided on the bow 14 to reduce wave-making resistance, and a propeller (not shown) and a ladder (not shown) are provided on the stern 15 for navigation and turning. Embody.

The hull 10 has a double bottom structure 13a. That is, since a partition wall is further provided between the ship bottom plate 13 and the space in which the liquefied gas is housed, the liquefied gas does not leak unless at least two or more walls are destroyed.

Hereinafter, the internal structure of the hull 10 will be described.

A container C can be loaded inside the hull 10. Therefore, a plurality of hold Hs are provided inside the hull 10 in the front-rear direction. A cell guide (not shown) is provided in the hold H to guide the loading of the container C.

A partially open type partition wall (not shown) is provided in the hold H, and a plurality of bays (not shown) forming the hold H can be partitioned. That is, the hold H may include at least two or more bays in the front-rear direction, and each bay is separated by a partition wall. At this time, the partially open type partition wall may be provided so as to be separated between the two bays, and the space between the partition walls may be referred to as a gap portion G.

Further, the plurality of holds H have a closed partition wall (not shown) in the front-rear direction, and a gap G is formed between the hold H and the hold H. That is, the front partition wall of any one hold H and the rear partition wall of the hold H provided in front of the front partition wall may be separated, and the deck D strip placed horizontally in the gap portion G which is the separated portion. (Not shown) or the like may be arranged.

A hatch combing M is provided above the hold H. The hatch combing M may be a frame projecting upward around the entrance of the hold H, or may be configured to cover the hatch cover V.

By placing the hatch cover V on the hatch combing M, the hold H can be sealed from the outside. However, the hatch cover V may not be coupled to the hatch combing M, but may only be mounted.

A staircase portion B is provided inside the hold H. When the hull 10 is viewed from a regular cross section, the lower left end and the lower right end form a curved line. Therefore, in order to load as many containers C as possible inside the hold H, instead of the hold H having a rectangle or a square. It is necessary to provide a form of stairs on the left and right sides of the hold H.

At this time, the width and height of the staircase portion B can be determined according to the standard of the width of the container C, and the position and shape of the staircase portion B may vary between the bow 14 and the stern 15. This is because the lower part of the normal cross section of the hull 10 gradually narrows from the central portion toward the bow 14 and the stern 15. Therefore, the position of the staircase portion B can be moved inward toward the bow 14 or the stern 15 from the central portion of the hull 10, or the shape can be further projected inward.

That is, the position or shape of the staircase portion B changes between the bow 14 and the stern 15 depending on the hull shape of the hull 10. A ballast tank 50 may be provided between the stairs B and the hull 10, but since the position and shape of the stairs B change in the front-rear direction of the hull 10, the position and shape of the ballast tank 50 can also be changed. Can be done.

An engine room R may be provided at a position adjacent to the stern 15 inside the hull 10. A propulsion engine (not shown) is housed in the engine room R, and the propulsion engine is mechanically or electrically connected to the propeller and consumes liquefied gas as fuel to realize the rotation of the propeller.

In the central portion of the hull 10, the liquefied gas storage tank 20 may be accommodated in the lower part of the cabin A. At this time, the liquefied gas storage tank 20 may be provided directly below the cabin A, or may be surrounded by the cofadam 30.

Hereinafter, the facilities provided on the upper deck 11 of the hull 10 will be described.

A cabin A is provided on the upper deck 11 of the hull 10. Cabin A is a living space for crew members, and as shown in the drawing in the vertical direction, it may be divided into a plurality of layers such as A deck D, B deck, and C deck, and the uppermost layer is used for voyage. A control cabin may be provided.

The cabin A may be provided in the central portion of the hull 10, and the cross section of the hull 10 in the portion where the cabin A is provided has the maximum size. The hull 10 has a central cross section of the maximum size in the central portion between the bow 14 and the stern 15, and the central cross section may be extended back and forth by a certain length.

The cabin A is not provided directly on the upper deck 11, but may be provided above the fuel supply chamber 60 provided on the upper deck 11. That is, the cabin A, the fuel supply chamber 60, and the liquefied gas storage tank 20 may be arranged in the vertical direction in the central portion of the hull 10, and the fuel supply chamber 60 will be described later.

An engine casing I is provided behind the cabin A on the upper deck 11 of the hull 10. The engine casing I has a chimney for exhausting the exhaust generated by the propulsion engine to the outside, and can also form a space in which an emergency generator, digestion equipment, and the like are provided.

A container C may be loaded on the upper deck 11 of the hull 10 except for the cabin A and the engine casing I. In order to load the container C, a lashing bridge L is provided on the upper deck 11 so as to be separated by a certain distance in the front-rear direction.

Lashing bridges L are provided before and after the container C and are used for lashing the containers C loaded in a plurality of layers. The lashing bridge L may be provided at a position separated from the cabin A in front of and behind the cabin A, and may be arranged so as to be supported independently of the cabin A.

However, as will be described later, the cabin A is supported by the upper deck 11 by the fuel supply chamber 60, but the cofadam 30 is provided under the upper deck 11, and the height of the cofadam 30 is the volume of the liquefied gas storage tank 20. In order to secure it, it is formed smaller than the height of the fuel supply chamber 60.

In this case, even if the girder member 34 described later is provided in the cofadam 30 to reinforce the support strength of the cabin A, the height of the girder member 34 is not sufficient, so that the structural strength of the cabin A may not be sufficient. is there.

Therefore, in the present embodiment, the connecting portion 16 for connecting the lashing bridge L independently supported from the cabin A to the cabin A is provided, and the cabin A is the upper deck 11 even if the height of the girder member 34 is not sufficient. It can be stably supported on the top.

At this time, the connecting portion 16 may be arranged side by side with the girder member 34. Therefore, the stability of the cabin A can be improved by linking the connecting portion 16 and the girder member 34 as if they were one member penetrating the upper deck 11.

The connecting portion 16 may have a through hole 16a formed in the left-right direction. At this time, the through holes 16a may be configured to allow passengers to pass through, and a plurality of through ports 16a may be provided above and below, and the portion where the through ports 16a are provided is on the deck D of the cabin A. It may be the corresponding position.

The lashing bridge L may be provided with a socket S connected to the container C to supply electric power. At this time, the socket S may be connected to the refrigerating container C to supply electric power. However, the socket S connected to the refrigerated container C may be provided behind the container C. In this case, the socket S may not be provided on the lashing bridge L (for example, the lashing bridge L provided behind the cabin A or the engine casing I) on which the container C is not loaded in the front.

On the upper deck 11, stools T may be provided on the left and right sides of the hatch cover V. When the hatch combing M and the hatch cover V are provided, there is a difference in height between the upper surface of the upper deck 11 and the upper surface of the hatch cover V, but the hatch cover V has a width relatively narrower than the width of the hull 10. In order to load the container C on the left and right ends of the hatch cover V, it is necessary to have a configuration that eliminates the above difference in height.

Therefore, a plurality of stools T can be provided in the hull 10 in the front-rear direction alongside the ship-side outer plate 12 or on the upper deck 11 at a position adjacent to the ship-side outer plate 12, and are mounted on the left and right sides of the hatch cover V. The container C to be placed may be supported on the inside by the hatch cover V and on the outside by the stool T.

The liquefied gas storage tank 20 stores liquefied gas. At this time, the liquefied gas may be gas fuel consumed by the propulsion engine to operate the gas fuel propulsion container carrier 1.

The liquefied gas storage tank 20 stores the liquefied gas in a liquid state. Therefore, the liquefied gas storage tank 20 can store the liquefied gas in an extremely low temperature state, and in order to prevent the liquefied gas from spontaneously vaporizing and changing into an evaporative gas, the liquefied gas storage tank 20 has various types. A heat insulating structure may be adopted.

The liquefied gas storage tank 20 may be of a membrane type or a stand-alone type, but the form of the liquefied gas storage tank 20 is not particularly limited. Further, the liquefied gas storage tank 20 stores the liquefied gas at a pressure of 1 to 10 bar, but the storage pressure of the liquefied gas storage tank 20 is not particularly limited.

A dome 21 is provided above the liquefied gas storage tank 20. The dome 21 is a portion that connects the inside and the outside of the liquefied gas storage tank 20, and the gas fuel line 62 may penetrate the dome 21.

The liquefied gas storage tank 20 may be provided inside the hull 10 below the upper deck 11, but the dome 21 of the liquefied gas storage tank 20 may be provided so that at least a part thereof penetrates the upper deck 11. .. Therefore, the gas fuel line 62 penetrating the dome 21 may not be provided in the lower part of the upper deck 11 and may be extended from the upper part of the upper deck 11.

At the position where the liquefied gas storage tank 20 is provided, the fuel supply chamber 60 may be provided on the upper deck 11, and the cabin A may be provided above the fuel supply chamber 60. That is, the liquefied gas storage tank 20 can be located below the cabin A.

However, since the liquefied gas storage tank 20 is configured to contain dangerous substances, a cofadam 30 is used around the liquefied gas storage tank 20 in order to realize heat insulation while protecting the cabin A and the like from the liquefied gas storage tank 20. You may be surrounded.

Further, an inspection platform for inspecting the outer wall of the liquefied gas storage tank 20 may be provided around the liquefied gas storage tank 20. The inspection platform may be a horizontal member 35 described later, and a plurality of horizontal members 35 may be arranged vertically.

The liquefied gas storage tank 20 may have a form in which the front-rear width is relatively smaller than the left-right width. The front-rear width of the liquefied gas storage tank 20 can correspond to the front-rear width of the cabin A. That is, the space between the partition walls provided alongside the front and rear of the cabin A can be a space for accommodating the liquefied gas storage tank 20.

If the width of the front and rear of the liquefied gas storage tank 20 is larger than the width of the front and rear of the cabin A, the liquefied gas storage tank 20 invades the front and rear hold H of the cabin A and reduces the load capacity of the container C. Can be done. Therefore, the front-rear width of the liquefied gas storage tank 20 can be limited to correspond to the front-rear width of the cabin A.

However, in order to guarantee the voyage distance of the gas fuel propulsion container carrier 1, it is necessary to secure a sufficient capacity of the liquefied gas storage tank 20. Therefore, in the present embodiment, the left and right widths of the liquefied gas storage tank 20 can be made larger than the front and rear widths to secure the volume.

Further, by making the height of the liquefied gas storage tank 20 larger than the width of the front and rear, the liquefied gas storage tank 20 can store the gas fuel necessary for operation without invading the loading space of the container C. it can.

However, when the liquefied gas storage tank 20 is provided independently, stability may become a problem when pitching the hull 10, but in this embodiment, chokes 33a are provided in the front and rear on the inner wall 32 of the cofadam 30. The pitching of the liquefied gas storage tank 20 can be controlled.

The cofadam 30 is provided between the liquefied gas storage tank 20 and the hull 10. The cofadam 30 is provided between the upper wall of the liquefied gas storage tank 20 and the upper deck 11 in contact with the lower surface of the upper deck 11, and is provided between the side wall of the liquefied gas storage tank 20 and the outer plate 12 on the ship side. You may.

At this time, the liquefied gas storage tank 20 has a height from the double bottom structure 13a of the hull 10 to the lower end of the cofadam 30. Here, the height of the liquefied gas storage tank 20 is the height formed by the membrane-type liquefied gas storage tank 20, or a support and a choke 33a are installed at the height of the stand-alone liquefied gas storage tank 20. It means the height obtained by adding the height for the gas.

That is, it is not necessary to provide a separate space or configuration between the double bottom structure 13a and the lower end of the cofadam 30 in addition to the wall structure of the liquefied gas storage tank 20, the choke 33a, and the support.

Therefore, since the liquefied gas storage tank 20 can have the maximum height while ensuring the safety inside the hull 10, in this embodiment, the operation of the gas fuel propulsion container carrier 1 can be secured. The volume of the liquefied gas storage tank 20 can be expanded. Further, in order to secure the volume of the liquefied gas storage tank 20, the cofadam 30 can have a height relatively smaller than the height of the fuel supply chamber 60.

When the liquefied gas storage tank 20 is provided in a membrane type, the cofadam 30 may be omitted between the lower wall of the liquefied gas storage tank 20 and the bottom plate 13, in which case the cofadam 30 holds the liquefied gas storage tank 20. It can have an inverted U-shape that surrounds it. That is, only the double bottom structure 13a is provided between the lower wall of the liquefied gas storage tank 20 and the ship bottom plate 13, and the cofadam 30 does not have to be provided.

At this time, the cofadam 30 can be provided so that the inside communicates with the double bottom structure 13a between the lower wall of the liquefied gas storage tank 20 and the ship bottom plate 13, and for this purpose, the liquefied gas storage tank 20 An opening 31 for communicating with the double bottom structure 13a may be provided at the lower end of the portion surrounding the side wall.

Therefore, in the liquefied gas storage tank 20, the upper wall and the side wall may be surrounded by the cofadam 30, and the lower wall may be surrounded by the double bottom structure 13a. Here, the opening 31 may be provided so as to always communicate with the cofadam 30 and the double bottom structure 13a.

Further, the cofadam 30 may be provided so as to be separated from the outer plate 12 on the ship side inward, and an oil storage tank 40 and a ballast tank 50 may be provided on the outside of the cofadam 30 in the left-right direction.

The ballast tank 50 is provided in contact with the ship side skin 12 on the left and right sides of the hull 10, the cofadam 30 is provided between the side wall of the liquefied gas storage tank 20 and the ballast tank 50, and the oil storage tank 40 is a liquefied gas storage tank. It may be provided between 20 and the ballast tank 50.

That is, in this embodiment, the ballast tank 50, the oil storage tank 40, the cofadam 30, and the liquefied gas storage tank 20 can be arranged toward the inside of the ship side outer plate 12, and in this case, the liquefied gas. Even if the outer skin 12 on the ship side of the storage tank 20 is damaged, leakage can be prevented by the ballast tank 50, the oil storage tank 40, and the cofadam 30.

The double bottom structure 13a described above may be provided so as to be isolated from the ballast tank 50. Since the double bottom structure 13a is a space communicated with the cofadam 30, it is a space where leakage of liquefied gas is temporarily blocked. Therefore, in order for the ballast tank 50 to secondarily block the leakage of liquefied gas, the ballast tank 50 can form a space isolated from the double bottom structure 13a and the cofadam 30.

In the cofadam 30, a girder member 34 may be provided in the vertical direction between the upper wall of the liquefied gas storage tank 20 and the hull 10. The girder member 34 is provided on the lower surface of the upper deck 11 and can have an inverted T-shaped cross section.

The girder member 34 is housed in the cofadam 30, and the upper end can be connected to the lower surface of the upper deck 11 and the lower end can be connected to the upper wall of the liquefied gas storage tank 20 in the cofadam 30. A plurality of girder members 34 may be arranged in the left-right direction.

The girder member 34 may be provided with connecting portions 16 described later side by side. Since the cofadam 30 can have a height relatively smaller than the height of the fuel supply chamber 60, even if the girder member 34 is provided in the cofadam 30, the cabin A provided in the upper part of the upper deck 11 can be supported. It may not be enough. Therefore, in order to reinforce the supporting strength of the cabin A, the connecting portion 16 can be added at a position aligned with the girder member 34 so that the lashing bridge L can be used as a structure for supporting the cabin A. This is as described above.

When the liquefied gas storage tank 20 is provided independently, a choke 33a for supporting the front and rear of the liquefied gas storage tank 20 may be provided on the inner wall 32 facing the liquefied gas storage tank 20 in the cofadam 30. Since the liquefied gas storage tank 20 has a form in which the front-rear width is relatively small compared to the height and the left-right width, it can be vulnerable to pitching of the hull 10. Therefore, in this embodiment, the choke 33a is provided on the front inner wall 32 and the rear inner wall 32 of the liquefied gas storage tank 20 of the inner wall 32 of the cofadam 30, and the pitching of the liquefied gas storage tank 20 can be controlled through the choke 33a.

Of course, since the choke 33a may be provided on the left and right inner walls 32 of the liquefied gas storage tank 20 in the inner wall 32 of the cofadam 30, the choke 33a may be provided to control the pitching or rolling of the liquefied gas storage tank 20. Good.

The choke 33a can have a height larger than the gap between the inner wall 32 of the cofadam 30 and the outer wall of the liquefied gas storage tank 20. That is, the choke 33a can have a height larger than the width before and after the cofadam 30. In this case, in order to install the choke 33a, the cofadam 30 is provided with a depressed portion 33.

The depressed portion 33 is recessed in the outer direction of the liquefied gas storage tank 20 in order to accommodate at least a part of the choke 33a in the inner wall 32 of the cofadam 30. The depth at which the depressed portion 33 is depressed may be the height obtained by subtracting the width before and after the cofadam 30 from the height of the choke 33a.

As described above, the horizontal member 35 is provided around the liquefied gas storage tank 20, but the horizontal member 35 is provided in the cofadam 30 in the vertical direction and protrudes from the inner wall 32 of the cofadam 30 toward the liquefied gas storage tank 20. It is provided so as to be used as an inspection platform for the liquefied gas storage tank 20.

The horizontal member 35 may be provided on the inner wall 32 surrounding the left and right sides of the liquefied gas storage tank 20 in the cofadam 30, one end thereof is fixed to the inner wall 32 of the cofadam 30, and the other end is separated from the outer wall of the liquefied gas storage tank 20. Can have left and right widths.

Since the inner wall 32 of the cofadam 30 is provided vertically, it is necessary to connect members provided horizontally to reinforce the structure. Therefore, in this embodiment, the horizontal member 35 can be provided on the inner wall 32 of the cofadam 30 to stably maintain the structure of the inner wall 32 of the cofadam 30.

Oil storage tanks 40 may be provided on the left and right outside of the cofadam 30, but in this embodiment, the horizontal member 35 is not provided on the outer wall of the cofadam 30 facing the inside of the oil storage tank 40, and the liquefied gas. It may be provided only on the inner wall 32 facing the storage tank 20.

Therefore, by arranging the horizontal member 35 as described above, the oil storage tank 40 can be in a form without a protruding member inside. In this case, this embodiment can prevent oil from remaining in the oil storage tank 40.

That is, in this embodiment, the horizontal member 35 in the vertical direction is provided to reinforce the structure of the inner wall 32 of the cofadam 30, but the horizontal member 35 is prevented from protruding inside the oil storage tank 40 so that the oil storage tank 40 is not projected. By using the horizontal member 35 as an inspection platform so that the horizontal member 35 projects toward the liquefied gas storage tank 20, another inspection platform is not provided. You may.

At least a part of the gas fuel line 62 can be located in the cofadam 30. The gas fuel line 62 is extended from the dome 21 penetrating the upper deck 11, passes through the fuel supply section in the fuel supply chamber 60, penetrates the upper deck 11 and enters the cofadam 30, and then is vertically extended. Can be done. At this time, the horizontal member 35 has a structure for preventing interference with the gas fuel line 62, and for example, a hole (not shown) for the gas fuel line 62 to penetrate may be formed.

After that, the gas fuel line 62 is connected to the line duct 62a by the cofadam 30, and then extended along the line duct 62a so that the liquefied gas can be transmitted between the fuel supply chamber 60 and the propulsion engine.

The oil storage tank 40 stores oil. The oil storage tanks 40 may be provided on the left and right sides of the liquefied gas storage tank 20, and specifically, the oil storage tanks 40 may be provided on the left and right outside of the cofadam 30.

The oil stored in the oil storage tank 40 can be a substance that retains a liquid phase at room temperature, and the oil can be used as a fuel for a propulsion engine. That is, when the gas fuel is used up or it is difficult to use the gas fuel, the oil in the oil storage tank 40 can be supplied to the propulsion engine.

The lower end of the oil storage tank 40 may be in the form of a staircase. The form of the stairs at the lower end of the oil storage tank 40 may be at least a part of the stairs portion B. Of course, the lower end of the oil storage tank 40 may be provided on a flat surface or a slope, but since the oil storage tank 40 is provided on the left and right sides of the cofadam 30 and may be omitted in the portion where the hold H is provided, the oil storage tank 40 may be provided. When the lower end of the 40 is not in the form of a staircase, the lower end of the oil storage tank 40 and the staircase portion B of the hold H are provided so as to be offset from each other, which may reduce the structural stability. Therefore, the lower end of the oil storage tank 40 may be formed by a part of the staircase portion B.

The oil storage tanks 40 may be provided on the left and right sides of the cofadam 30, or may be provided in the gap G. At this time, the gap G in which the oil storage tank 40 is provided may not be the gap G that divides the bay back and forth in the hold H, but the gap G that divides the hold H back and forth in the hull 10. .. This is because the gap G that divides the bay in the front-rear direction is formed by an open type partition wall, while the gap portion G that divides the hold H in the front-rear direction is formed by a closed type partition wall. Of course, since the partition walls before and after the bay are not limited to the open type, the position of the oil storage tank 40 is not limited to the above.

The ballast tank 50 stores ballast water for keeping the hull 10 in a stable state. The capacity of the ballast water stored in the ballast tank 50 can be changed according to the number of the hold H and the number of containers C loaded on the upper deck 11.

For example, when the container C is (almost) not loaded on the hold H and the upper deck 11 (light draft state), the ballast tank 50 can be sufficiently filled with ballast water. As a result, propeller racing and the like can be prevented.

On the other hand, when the container C is loaded up to / sufficiently on the hold H and the upper deck 11 (full draft state), the ballast tank 50 may not be (almost) filled with ballast water. As a result, the hull 10 can stably float and sail.

The ballast tank 50 may be provided in contact with the hull side outer plate 12 of the hull 10. That is, if the ship-side outer plate 12 is damaged, the inside of the ballast tank 50 can communicate with the outside. However, since the ballast water contained in the ballast tank 50 is seawater, marine pollution can be blocked even if the ship side skin 12 is damaged.

The ballast tanks 50 may be provided on the left and right sides of the oil storage tank 40 in the central portion of the hull 10 where the liquefied gas storage tank 20 and the cofadam 30 are provided. Therefore, the ballast tank 50 can protect the oil storage tank 40 from damage to the ship side skin 12. Further, since the liquefied gas storage tank 20 is provided inside the oil storage tank 40 and the cofadam 30, the ballast tank 50 can also protect the liquefied gas storage tank 20.

The ballast tank 50 may be provided in contact with the hull side outer plate 12 of the hull 10, or may be provided in the double bottom structure 13a. The ballast tank 50 provided in the double bottom structure 13a and the ballast tank 50 in contact with the ship-side outer plate 12 may be communicated with each other or formed independently of each other.

As described above, the staircase portion B may be provided above the ballast tank 50 provided in the double bottom structure 13a, but the ballast tank 50 is omitted in the center of the double bottom structure 13a, and the line duct is provided. 62a may be provided.

The fuel supply chamber 60 accommodates a fuel supply unit (not shown) that transmits liquefied gas to the propulsion engine. At this time, the fuel supply unit includes at least one of a pump that pressurizes the liquefied gas, a compressor that compresses the vaporized gas vaporized gas, and a heat exchanger that heats the liquefied gas / vaporized gas. However, it is not limited to this.

That is, the fuel supply unit includes all the configurations for transmitting the liquefied gas to the propulsion engine according to the temperature and pressure required by the propulsion engine, and also evaporative gas treatment for maintaining the withstand voltage of the liquefied gas storage tank 20. It may also mean that the configuration of is included.

The fuel supply chamber 60 may be provided above the upper deck 11 of the hull 10, and the cabin A may be provided above the fuel supply chamber 60. That is, the fuel supply chamber 60 is provided in the lower part of the cabin A, but since the fuel supply chamber 60 is an area for handling liquefied gas having a risk of explosion, the fuel supply chamber 60 and the cabin A are used to protect the cabin A. A heat insulating partition wall 61 may be provided between them.

Since the fuel supply chamber 60 includes a fuel supply unit that handles liquefied gas, there is a risk of leakage of liquefied gas. Further, since the fuel supply chamber 60 is a space for handling liquefied gas, ventilation can be required.

Therefore, the fuel supply chamber 60 has a vent portion for discharging internal fluids such as leaked gas and internal air to the outside to promptly remove the leaked gas and appropriately realize ventilation of the fuel supply chamber 60. 64 may be provided.

The vent portion 64 discharges the fluid in the front-rear or lateral direction of the fuel supply chamber 60. Since the cabin A is above the fuel supply chamber 60, the vent portion 64 can prevent the fluid from being discharged upward.

Explosion proof may be required within a certain radius with reference to the vent portion 64 from which a fluid having an explosion risk is discharged. However, as described above, the lashing bridges L are provided in front of and behind the cabin A, and the lashing bridge L is provided with the socket S for connecting the refrigerated container C, but it is realistic to provide the socket S in an explosion-proof manner. Have difficulty.

However, since the socket S is connected behind the container C, considering that the socket S is not provided in the lashing bridge L provided behind the cabin A, in this embodiment, the vent portion 64 is the cabin A. Vents can be embodied rearward, i.e. towards the rear of the fuel supply chamber 60.

Therefore, since the vent portion 64 discharges the fluid inside the fuel supply chamber 60 toward the lashing bridge L where the socket S is not provided, it is not necessary to prepare for the installation of the explosion-proof socket S in this embodiment. ..

The upper end of the dome 21 can be located inside the fuel supply chamber 60. The dome 21 of the liquefied gas storage tank 20 is provided so as to penetrate the upper deck 11, but the upper end of the dome 21 may be surrounded by the fuel supply chamber 60 provided on the upper deck 11.

The gas fuel line 62 housed in the dome 21 is connected to a fuel supply unit provided in the fuel supply chamber 60, and the liquefied gas / evaporated gas discharged from the inside of the liquefied gas storage tank 20 via the gas fuel line 62 , Can be properly processed by the fuel supply and transmitted to the propulsion engine.

The gas fuel line 62 is connected from the fuel supply chamber 60 to the propulsion engine, but the temperature of the liquefied gas causes thermal deformation of the gas fuel line 62, or the movement of the hull 10 causes deformation of the gas fuel line 62. Sometimes.

At this time, in order to provide the deformation of the gas fuel line 62, the gas fuel line 62 does not have to be provided only in a straight line from the fuel supply chamber 60 to the propulsion engine, and is bent or bent (for example, the expansion loop 62b (for example, expansion loop 62b). An expansion loop) can be provided. By providing the gas fuel line 62 with a bent or bent portion, even if the gas fuel line 62 is deformed, the gas fuel line 62 is not damaged and is stably provided. The liquefied gas can be transmitted to the propulsion engine.

However, it is necessary to secure a space in order to form a bendable or bendable portion in the gas fuel line 62. At this time, in this embodiment, instead of forming an additional space, it is possible to secure a space in which the gas fuel line 62 can be bent by utilizing the space already provided in the hull 10.

First, the gas fuel line 62 may be provided adjacent to the staircase portion B. As described above, the staircase portion B has a hull shape whose width becomes narrower from the central portion toward the bow 14 and the stern 15, so that the position and shape may not be constant. At this time, the gas fuel line 62 may be provided so as to be bent or bent so as to correspond to the fluctuation of the staircase portion B.

The gas fuel line 62 may be surrounded by the line duct 62a, and the line duct 62a is provided along the staircase portion B and is extended toward the propulsion engine at a position adjacent to the fuel supply chamber 60 and changes its position. can do. In this case, the gas fuel line 62 may be provided so as to be bent or bent so as to correspond to the position change of the line duct 62a.

That is, as shown in FIG. 4, the position of the line duct 62a in the central portion is shown by a dotted line, and when the hull shape of the hull 10 becomes narrower as it approaches the bow 14 and the stern 15, the position of the line duct 62a is shown by a solid line. It was. Comparing the two positions of the line duct 62a, it can be seen that the position of the line duct 62a changes inward toward the bow 14 and the stern 15 from the central portion.

Therefore, as shown in FIG. 3, the line duct 62a can be bent inward while extending in the front-rear direction of the hull 10, but at this time, the gas fuel line 62 is connected to the bent portion of the line duct 62a. A bent or bent portion may be provided.

The line duct 62a may be displaced outward or inward at least once while being extended toward the propulsion engine at a position adjacent to the fuel supply chamber 60, for example, the line duct 62a is adjacent to the fuel supply chamber 60. The position can fluctuate outward and then inward while being extended towards the propulsion engine at the position.

The gas fuel line 62 may be bent or bent outward and then bent inward according to the position change of the line duct 62a. Of course, the position variation of the line duct 62a and the arrangement of the bent or bent portion of the gas fuel line 62 are not particularly limited to the above.

And / or the gas fuel line 62 can have an expansion loop 62b that is bent or bent at the position of the gap G. The gap G is a separated space provided between the hold H and the hold H, or between the bays, and the gas fuel line 62 may be connected from the fuel supply chamber 60 to the propulsion engine via the gap G. At this time, an expansion loop 62b is provided in a part of the gas fuel line 62 located in the gap G, and an independent space for installing the expansion loop 62b is secured while preparing for thermal deformation of the gas fuel line 62. Can be omitted.

The line duct 62a accommodating the gas fuel line 62 may be provided in contact with the staircase portion B as described above, or may be provided in the double bottom structure 13a. However, in both the former and the latter, the line duct 62a passes through the gap G, and the space around the line duct 62a can be used for the gas fuel line 62 in the gap G.

Therefore, the line duct 62a can be expanded at the position of the gap G, and the gas fuel line 62 can have an expansion loop 62b at the expansion portion of the line duct 62a. And / or the line duct 62a is opened at the position of the gap G, and the gas fuel line 62 can have an expansion loop 62b projecting outward of the line duct 62a at the open portion of the line duct 62a.

As a result, in this embodiment, the line duct 62a accommodating the gas fuel line 62 is provided in contact with the staircase portion B whose position / form changes according to the hull form, so that the line duct 62a is extended back and forth and the position is changed. In this way, the gas fuel line 62 can be bent or bent at the point where the line duct 62a changes its position to prepare for the deformation of the gas fuel line 62.

And / or in this embodiment, even if the line duct 62a is provided in a straight line, the line duct 62a is expanded or opened at a point where the gap G is located, and the expansion loop 62b is provided in the gas fuel line 62. Even if the gas fuel line 62 is deformed, the transmission of the liquefied gas can be stably maintained.

A void portion 63 may be provided in the fuel supply chamber 60. The deck D may be provided on the deck D between the fuel supply chamber 60 and the cabin A, and the deck D referred to below in the portion for explaining the void portion 63 means the A deck D for convenience in the drawings.

The void portion 63 is depressed toward the cabin A in the deck D facing the upper deck 11. The void portion 63 may be provided directly above the dome 21, and the dome 21 can be projected onto the void portion 63. The void portion 63 includes at least a portion directly above the dome 21, and may have a large area or the same area as the dome 21.

By providing the void portion 63, the fuel supply chamber 60 may have a form in which the height of the position where the dome 21 is provided is relatively higher than the height of the other portion. The difference between the height of the position where the dome 21 is provided and the height of the other portion corresponds to the height of the void portion 63.

The height of the void portion 63 may be the same as or different from the height between the A deck D and the B deck. However, when the height of the void portion 63 is the same as the height between the A deck D and the B deck, the A deck D may be provided so as to be omitted at the portion where the dome 21 is provided.

In this embodiment, the void portion 63 is provided above the fuel supply chamber 60 by taking out equipment (not shown) housed inside the liquefied gas storage tank 20 via the dome 21 and / or storing the liquefied gas. This is to put equipment inside the tank 20. Equipment such as a pump may be housed inside the liquefied gas storage tank 20, and the equipment must be taken out of the liquefied gas storage tank 20 for maintenance, replacement, etc., or put in the liquefied gas storage tank 20. It doesn't become.

At this time, the equipment can be taken in and out only through the dome 21, but the dome 21 is provided with a void portion 63 because the upper part of the dome 21 may be provided slightly higher than the upper deck 11 through the upper deck 11. If not, the height between the dome 21 and the deck D will be less than the height of the fuel supply chamber 60.

In this case, depending on the size of the equipment (particularly depending on the height of the equipment), it may be impossible to put in and take out the equipment through the dome 21 because the deck D blocks it. Therefore, in this embodiment, the void portion 63 can be provided to secure a sufficient height above the dome 21 so that the equipment can be taken in and out efficiently.

At this time, the crane 63a may be provided in the void portion 63. The crane 63a may be provided above the deck D, and the equipment provided inside the liquefied gas storage tank 20 can be taken out through the dome 21 and / or the equipment can be put inside the liquefied gas storage tank 20. Here, the type of the crane 63a is not particularly limited, but the crane 63a may be, for example, an overhead crane 63a. Further, any configuration can be provided in the void portion 63 in place of the crane 63a or together with the crane 63a, provided that the equipment can be lifted.

The bunker station 70 receives the transmission of liquefied gas from the outside and transmits it to the liquefied gas storage tank 20. The bunker station 70 may be provided outside the hull 10 rather than inside the hull 10 for efficient connection with the outside.

The bunker station 70 may be provided above the upper deck 11. Further, the bunker station 70 can be located at the central portion of the hull 10 where the liquefied gas storage tank 20 is provided in order to reduce the distance from the liquefied gas storage tank 20.

For example, the bunker stations 70 may be provided on the left and right sides of the fuel supply chamber 60. Therefore, the left-right width of the fuel supply chamber 60 may be smaller than the left-right width of the hull 10, and the side wall of the fuel supply chamber 60 may be provided so as to be separated inward from the hull side outer plate 12 of the hull 10. Therefore, the left and right widths of the bunker station 70 can be allowed by the distance between the outer panel 12 on the ship side and the side wall of the fuel supply chamber 60. At this time, the inner side wall of the bunker station 70 may be in contact with the side wall of the fuel supply chamber 60, and the outer wall surface of the bunker station 70 may be arranged vertically with the ship side outer plate 12.

However, the bunker station 70 has a form in which at least a part of the outer wall penetrates, and may have a form in which the opening 31 is opened in the outward direction. This is to enable the bunker station 70 to be quickly connected to an external liquefied gas supply source, and to discharge the leaked gas leaking in the bunker station 70.

The upper surface of the bunker station 70 may be inclined upward toward the outside. If a leaked gas is generated in the bunker station 70, the leaked gas can be in a gaseous state at room temperature and can flow upward.

At this time, the leaked gas can flow along the outside and then discharged to the open outside through the inclined upper surface of the bunker station 70. Therefore, the outside of the bunker station 70 with an opening 31 may be formed with an opening 31 downward by a certain height from the upper surface.

The bunker station 70 can have a U-shaped cross section by having a form in which the outside is open. The inner side wall of the bunker station 70 may be adjacent to the fuel supply chamber 60, and since the cabin A is provided above the fuel supply chamber 60, the bunker station 70 is provided at a position lower than the cabin A on the left and right sides of the cabin A. However, it is provided at a position relatively close to the cabin A.

However, since the bunker station 70 is a dangerous area for handling liquefied gas, in order to protect the cabin A from the dangerous elements of the bunker station 70, the bunker station 70 is in a form in which all surfaces facing the cabin A are sealed. be able to. At this time, in the bunker station 70, the surface facing the cabin A can be an upper surface, an inner surface, or the like, and the outer surface is a surface opposite to the cabin A, so that the bunker station 70 is provided in an open form as described above.

Louvers 71 for discharging gas may be provided on the front and rear surfaces of the bunker station 70. The louver 71 is provided to discharge the leaked gas generated in the bunker station 70 to the outside.

However, if the leaked gas is discharged through the front and rear surfaces of the bunker station 70, the leaked gas may be transmitted to the cabin A side. Therefore, the louver 71 is provided in a form of discharging the leaked gas in a direction away from the cabin A. May be good.

A recess 72 for preventing interference with a dabit (not shown) can be formed on the front and rear surfaces of the bunker station 70. A dabit may be provided in front of or behind the bunker station 70 or outside such as on land where a liquefied gas supply source is provided, and the dabit needs to be close to a configuration housed in the bunker station 70.

However, if the bunker station 70 has a U-shaped flat cross section, it may be difficult for the dabit to approach. Therefore, in this embodiment, the concave portions 72 are formed on the front and rear surfaces of the bunker station 70 so that the dabit is formed. When rotated, the end of the dabit can be easily located inside the bunker station 70.

Here, the recess 72 may have a form recessed inward from the outer side on the front and rear surfaces, and may be provided outside the louver 71. The reason why the positions of the louver 71 and the recess 72 are set as described above is that the recess 72 cannot prevent the interference of the dabit unless it is recessed from the outer side to the inside by a certain width, but the louver 71 has the front and rear surfaces. This is because it may be provided at a position separated from the outer side to the inside. Needless to say, the louver 71 may be provided inside and / or above and below the recess 72.

The transformer chamber 80 is housed in the hull 10 on the left and right sides of the liquefied gas storage tank 20. The transformer chamber 80 accommodates a transformer (not shown), and at this time, the transformer may be configured to convert the voltage of various electric powers used in the gas fuel propulsion container carrier 1.

The transformer chamber 80 may be provided on the outside of the cofadam 30 in contact with the lower surface of the upper deck 11. That is, the transformer chamber 80 may be provided directly below the upper deck 11 and may be provided between the upper wall of the oil storage tank 40 and the upper deck 11.

Further, the transformer chamber 80 may be provided with the outer wall side by side with the outer wall of the oil storage tank 40, or may be provided at a position separated inward from the hull side outer plate 12 of the hull 10. A passage (not shown) may be provided between the outer wall of the transformer chamber 80 and the outer panel 12 on the ship side to allow the crew to move.

In this embodiment, the maximum height of the liquefied gas storage tank 20 is secured so that the upper wall of the liquefied gas storage tank 20 is located directly below the upper deck 11, and the liquefied gas required for operation is stored. However, if most of the space inside the hull 10 is used for the volume of the liquefied gas storage tank 20, the transformer chamber 80 cannot be installed inside the hull 10 and is installed in the engine casing I. Sometimes.

However, the engine casing I also has a configuration in which it is difficult to secure space, and if the transformer chamber 80 is installed in the engine casing I, the amount of cables may increase. Therefore, in this embodiment, the transformer chamber 80 may be provided inside the hull 10 which is not the engine casing I, and at this time, the position of the transformer chamber 80 is the outside of the cofadam 30 surrounding the liquefied gas storage tank 20 and the oil. It may be on the upper side of the storage tank 40.

If the capacity of the liquefied gas storage tank 20 is sufficiently secured in this embodiment, the capacity of the oil storage tank 40 can be reduced. Therefore, in this embodiment, the oil storage tank 40 is high from the staircase portion B to the upper deck 11. The transformer chamber 80 can be arranged in the spare space between the oil storage tank 40 and the upper deck 11 so as to have a height that does not reach the limit.

As a result, in this embodiment, even if the height of the liquefied gas storage tank 20 is arranged at a height adjacent to the upper deck 11, the transformer chamber 80 is provided inside the central portion of the hull 10 to reduce the amount of cables. It can be reduced and space in other areas such as engine casing I can be secured.

The bent mast 90 discharges gas. The gas discharged by the vent mast 90 may be liquefied gas, leaked gas leaking in various configurations or areas, air discharged for ventilation in various spaces, and the like.

The vent mast 90 can particularly discharge the leaked gas in the fuel supply chamber 60 to the outside, and may be located behind the engine casing I. At this time, the bent mast 90 may be provided so as to be supported on the upper deck 11 independently of the engine casing I, or may be structurally integrated with the engine casing I through another reinforcing member. Good.

However, in this embodiment, the fuel supply chamber 60 can be provided in the central portion of the hull 10, but the engine casing I is arranged at the stern 15 of the hull 10. Therefore, when the vent of the fuel supply chamber 60 is embodied by the vent mast 90 provided behind the engine casing I, the pipe for venting must be extended long between the vent mast 90 and the fuel supply chamber 60. There's a problem.

However, in this embodiment, in addition to the vent mast 90 provided in the engine casing I, a vent mast 90 is further provided in the bow 14, and the vent mast 90 provided in the bow 14 is in charge of venting the fuel supply chamber 60. The vent mast 90 provided behind the engine casing I can be in charge of venting the engine room R.

Therefore, in this embodiment, the distance between the fuel supply chamber 60 and the vent mast 90 can be reduced, so that the length of the pipe for venting can be shortened, and the pipe for venting holds H. By passing through the pipe, it is possible to prevent problems such as a decrease in the load capacity of the container C from occurring.

In addition, if the length of the pipe for venting is reduced, not only the amount of material can be reduced, but also the friction loss acting on the pipe can be reduced. Therefore, the size of the pipe can be reduced and the expansion loop 62b can be applied to the pipe. It can be minimized.

As described above, in this embodiment, in order to transmit the liquefied gas from the liquefied gas storage tank 20 to the propulsion engine and operate the gas fuel propulsion container carrier 1, the optimum design is realized, and the stability, manufacturing efficiency, and price are realized. It is possible to secure all the merits.

FIG. 8 is a front sectional view of a gas fuel propulsion container carrier according to a second embodiment of the present invention.

Referring to FIG. 8, the gas fuel propulsion container carrier 1 according to the second embodiment of the present invention can reduce the height of the liquefied gas storage tank 20 without reducing the volume of the liquefied gas storage tank 20. At this time, in the above-described embodiment, the oil storage tank 40 of the present embodiment may be provided at the position where the fuel supply chamber 60 is provided, and the fuel supply chamber 60 of the present embodiment is above the upper deck 11. It may be provided between the deck 11 and the liquefied gas storage tank 20.

In this case, in this embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 can be prevented from being adjacent to each other. Of course, in the above-described embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 are separated by the cofadam 30, but in this embodiment, the liquefied gas storage tank 20 and the oil storage tank 40 are provided between the cofadam 30 and the oil storage tank 40. They can be isolated from each other by the fuel supply chamber 60.

FIG. 9 is a front sectional view of a gas fuel propulsion container carrier according to a third embodiment of the present invention.

Referring to FIG. 9, in the gas fuel propulsion container carrier 1 according to the third embodiment of the present invention, the fuel supply chambers 60 can be provided on the left and right sides of the liquefied gas storage tank 20. In this case, the volume of the liquefied gas storage tank 20 can be maintained as it is in this embodiment as compared with the first embodiment described above.

In this embodiment, the oil storage tank 40 may be provided on the upper part of the upper deck 11 as described in the second embodiment described above. That is, in this embodiment, the positions of the oil storage tank 40 and the fuel supply chamber 60 may be changed as compared with the first embodiment.

However, in the case of the first embodiment, there is no protruding member inside the space where the oil storage tank 40 is provided, but in the case of this embodiment, the oil storage tank 40 is provided in the space where the oil storage tank 40 is provided in the first embodiment. Since the fuel supply chamber 60 is provided instead of the above, a protrusion member may be provided inside.

In particular, in this embodiment, since the fuel supply chamber 60 has a small left-right width and a high height, a plurality of horizontal members (not shown) for installing the fuel supply unit are provided in the fuel supply chamber 60. Can be installed.

The present invention has been described in detail above through specific examples, but this is for the purpose of specifically explaining the present invention, and the present invention is not limited to this, and is within the technical idea of the present invention. It will be clear that it can be modified or improved by someone with normal knowledge of the field.

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

1 Gas fuel propulsion container carrier C Container A Vessel D Deck I Engine casing R Engine room H Hold V Hatch cover M Hatch combing T Stool G Gap B Stairs L Lashing bridge S Socket 10 Hull 11 Upper deck 12 Ship side outer plate 13 Ship Bottom plate 13a Double bottom structure 14 Bow 15 Stern 16 Connecting part 16a Through port 20 Liquefied gas storage tank 21 Dome 30 Cofadam 31 Opening 32 Inner wall 33 Depressed part 33a Chalk 34 Garder member 35 Horizontal member 40 Oil storage tank 50 Ballast tank 60 Fuel supply Room 61 Insulated partition 62 Gas fuel line 62a Line duct 62b Expansion loop 63 Void part 63a Crane 64 Vent part 70 Bunker station 71 Louver 72 Recess 80 Transformer room 90 Vent mast

Claims (7)

A liquefied gas storage tank that is housed inside the hull and stores liquefied gas,
A fuel supply chamber mounted on the upper deck of the hull and accommodating a fuel supply unit for transmitting the liquefied gas to the propulsion engine.
A bunker station mounted on the upper deck of the hull, provided on the left and right sides of the fuel supply chamber, and receiving liquefied gas from the outside and transmitting it to the liquefied gas storage tank.
Oil storage tanks provided on the left and right of the liquefied gas storage tank,
The gas propellant container carrier, characterized in including it. The fuel supply chamber
The gas fuel propulsion container carrier according to claim 1, wherein the gas fuel propulsion container carrier is provided in the lower part of the cabin. The gas fuel propulsion container carrier according to claim 2, wherein a heat insulating partition wall is provided between the fuel supply chamber and the cabin. The gas fuel propulsion container carrier according to claim 1, further comprising a cofadam provided between the upper deck and the upper wall of the liquefied gas storage tank. The liquefied gas storage tank
The gas fuel propulsion container carrier according to claim 4, wherein the hull has a height from the double bottom structure to the lower end of the cofadam. The fuel supply chamber
The gas fuel propulsion container carrier according to claim 1 , wherein the side wall is provided so as to be separated from the hull side outer plate inward. The fuel supply unit
Claim 1 comprises at least one of a pump that pressurizes the liquefied gas, a compressor that compresses the evaporated gas vaporized by the liquefied gas, and a heat exchanger that heats the liquefied gas or the evaporated gas. The gas fuel propulsion container carrier described.

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