Method of handling a container

Abstract

According to an embodiment of the present application, a method of unloading a plurality of containers from a container ship can include: loading a first portion of the plurality of containers into an interior of a cargo hold of the plurality of cargo holds; introducing a container loading aid of a plurality of container loading aids to a guide path and mounting the container loading aid of the plurality of container loading aids on the cargo hold of the plurality of cargo holds; and loading a second portion of the plurality of containers on top of the container loading aid of the plurality of container loading aids.

Description

Technical Field

[0001] This invention relates to a method for loading and unloading shipping containers. Background Technology

[0002] The container loading capacity of container ships is gradually increasing. While increasing loading capacity, ensuring the stability of loaded containers during operation has become a crucial and important factor of great concern.

[0003] These container ships load containers into cargo holds located fore and aft within the hull via a structure called a cell guide. Hatch covers are then attached to hatch coamings at the entrances to the cargo holds on the upper deck, and multiple layers of containers are loaded onto these covers. The containers loaded onto the hatch covers are secured using various fittings on a lashing bridge located above the space between the cargo holds, thus preventing capsizing.

[0004] Hatch covers not only prevent foreign substances (such as seawater and rainwater) from entering the cargo hold, but also support the load of the containers loaded on the upper deck and help strengthen the longitudinal strength of container ships.

[0005] However, due to the weight of the hatch cover, in addition to the inconvenience of manufacturing, transportation, and loading, an additional structure needs to be installed at the cargo hold entrance. Therefore, the hatch cover occupies a significant amount of space between adjacent cargo holds, resulting in an inability to load more containers.

[0006] Recently, with the increase in container loading capacity, in order to solve the problems of hatch cover manufacturing, transportation and loading, research has begun on small container ships without hatch covers and adopting the open-top concept.

[0007] When the top-open concept is applied to small container ships, the number of continuously loaded containers (layers) from the bottom of the hold to the top of the upper deck is limited due to the load of the loaded containers and issues of ship balance and stability. This is typically limited to a certain number (e.g., twelve layers) or less to avoid damage to the lower-level containers. Furthermore, compared to container ships of similar size, the ship's side plating needs to be excessively raised, and the hull strength also needs to be reinforced to prevent green water from flowing onto the deck during operation in rough seas.

[0008] In large container ships, to prevent containers loaded on top of hatch covers from tipping over, various fittings on the lashing bridge are used to secure or remove the containers during loading and unloading. Furthermore, most of this process is done manually, requiring excessive manpower and safety management, thus increasing the operating costs of the container ship. Additionally, when a container ship experiences excessive hull rolling due to severe weather during operation, certain deficiencies in the hatch covers and lashing system—such as hatch covers shifting under load, damage to the deck or hatch cover fasteners, broken lashing bridge fittings, or relative displacement between the hatch covers and the hull—can lead to the continuous collapse of the lashing system, ultimately resulting in damage to the loaded containers or their being jettisoned at sea. Summary of the Invention

[0009] The problem to be solved

[0010] The present invention aims to solve the problems in the aforementioned related technologies. The embodiments of the present invention provide a method for loading and unloading containers, which can maximize the loading capacity on large container ships without hatch covers by increasing the number of containers continuously loaded from the bottom of the cargo hold to the top of the upper deck; at the same time, by omitting the lashing operation between the containers and the lashing bridge, the loading and unloading steps are simplified, thereby preventing the loaded containers from overturning and preventing the loaded containers from being damaged or lost.

[0011] However, the problems of this invention are not necessarily limited to those described above. From the following description, those skilled in the art will be able to clearly understand other technical contents not mentioned.

[0012] Technical solutions to the problem

[0013] An embodiment of the present invention for solving a problem provides a method for loading and unloading a plurality of containers in a container ship, wherein the container ship comprises: a hull having side plates, a bottom plate, and an upper deck; a plurality of cargo holds separated along the length of the hull by a plurality of transverse bulkheads; a plurality of lower compartment guides disposed aft and forward of each of the plurality of transverse bulkheads with reference to the length direction, the plurality of lower compartment guides being arranged adjacent to each other in the width direction of the hull, the width direction intersecting the length direction; a plurality of top bridges extending upward from the plurality of transverse bulkheads, the plurality of top bridges extending to the left and right edges of the upper deck in the width direction and arranged in a plurality of columns in the length direction; and a plurality of upper compartment guides disposed aft and forward of each of the plurality of top bridges with reference to the length direction, the plurality of upper compartment guides being arranged in a plurality of columns. A plurality of the lower compartment guides are connected to provide a continuous guide path for containers; and a plurality of container loading aids are guided by the plurality of upper compartment guides and introduced into the guide path; the plurality of container loading aids are applied to at least one of the plurality of cargo holds to load at least one of the plurality of containers on top; the method may include loading a portion of the plurality of containers into the interior of one of the plurality of cargo holds, introducing one of the plurality of container loading aids into the guide path, mounting the container loading aids on the cargo hold, and loading another portion of the plurality of containers on top of the container loading aids.

[0014] According to one embodiment, the container ship may further include a twistlock area marked in a visually identifiable manner in at least one of the plurality of upper compartment guides and the plurality of top bridges; the method may further include securing another portion of the plurality of containers overlapping the twistlock area with the twistlock, based on a horizontal orientation.

[0015] According to one embodiment, securing another portion of a plurality of containers with the twist lock may include securing two or more containers in a relatively high position to each other with the twist lock, with the twist lock area overlapping the two or more containers positioned in a relatively high position, with the horizontal direction as a reference.

[0016] According to one embodiment, securing the other portion of a plurality of containers with the twist lock may include securing all of the other portions of the plurality of containers to each other with the twist lock, with the twist lock area overlapping the other portion of the plurality of containers, with the horizontal direction as a reference.

[0017] The method may further include releasing the twist lock from the other portion of the plurality of containers on the ship and unloading the other portion of the plurality of containers.

[0018] According to one embodiment, releasing the twist lock from the other portion of the plurality of containers on a ship may include: releasing the twist lock fastened to the upper surface of the lower container of the upper and lower containers fastened with twist locks in the other portion of the plurality of containers, wherein unloading the other portion of the plurality of containers includes: transporting the upper container to land with twist locks fastened to its lower surface, and releasing the twist locks fastened to the lower surface of the upper container on land.

[0019] According to one embodiment, the method may further include: using a twist lock on the ship to fasten one of the plurality of container loading aids to another portion of the plurality of containers loaded on top of the container loading aids; and unloading the container loading aids and the containers fastened thereto together.

[0020] According to one embodiment, the container ship may further include a securing member, the securing member comprising at least one of lashing eyes, lashing rings, lashing plates, plugs, and cones disposed on the top portions of the plurality of top bridges, and the method may further include connecting the plurality of top portions of the plurality of top bridges to the securing member after loading the other portion of the plurality of containers onto the top of the container loading aids of the plurality of container loading aids.

[0021] According to an embodiment of the present invention, a method for loading and unloading a plurality of containers in a container ship is provided, wherein the container ship comprises: a hull, the hull including side plates, bottom plates and upper deck; a plurality of cargo holds, the plurality of cargo holds being separated in the length direction of the hull by a plurality of transverse bulkheads in the hull; and a plurality of lower compartment guides, with reference to the length direction, the plurality of lower compartment guides being disposed aft and forward of each of the plurality of transverse bulkheads, the plurality of lower compartment guides being disposed in the ship... The containers are arranged adjacent to each other in the width direction, which intersects the length direction; a plurality of top bridges, each extending upward from a plurality of transverse bulkheads and extending in the width direction to the left and right edges of the upper deck, are arranged in a plurality of columns in the length direction; a plurality of upper compartment guides, based on the length direction, are provided before and after each of the plurality of top bridges and are connected to the plurality of lower compartment guides to provide a continuous container guide. A guide path; and a plurality of container loading aids, the plurality of container loading aids being guided and introduced into the guide path by a plurality of upper compartment guides; the plurality of container loading aids being applied to at least one of a plurality of cargo holds to load at least one of the plurality of containers onto the upper side; the method may include loading a portion of the plurality of containers into the interior of one of the plurality of cargo holds, loading containers of the plurality of containers into a plurality of container loaders disposed on land. The top of one of the container loading auxiliary devices in the auxiliary device is secured on land by twist locks to the container loading auxiliary devices and the containers of the containers, the secured container loading auxiliary devices and the containers of the containers are guided into the guide path for installation on the cargo hold of the cargo hold of the cargo hold; and another part of the containers is loaded onto the top of the containers of the cargo hold.

[0022] According to one embodiment, the container ship may further include a twist-lock area marked in a visually identifiable manner in at least one of the plurality of upper compartment guides and the plurality of top bridges; the method may further include securing another portion of the plurality of containers overlapping the twist-lock area to each other using twist locks with a horizontal reference.

[0023] According to one embodiment, the method may further include, when one of the containers in the plurality of containers overlaps with the twist lock area in the horizontal direction, using the twist lock to fix one of the containers in the plurality of containers to another container in the other part of the plurality of containers, wherein the other container is disposed on top of the containers in the plurality of containers.

[0024] According to one embodiment, securing one of the containers in a plurality of containers to another container using a twist lock may include: securing all of the other portion of the plurality of containers to each other using a twist lock, wherein the twist lock area may overlap with the other portion of the plurality of containers in the horizontal direction.

[0025] According to one embodiment, the method may include releasing the twist lock from the other portion of the plurality of containers on board the ship and unloading the other portion of the plurality of containers.

[0026] According to one embodiment, the method may include unloading the container loading aids from a plurality of container loading aids and the containers from a plurality of containers fastened to each other.

[0027] According to one embodiment, the method may further include releasing twist locks from the container loading aids and the containers in the plurality of containers on board, and sequentially unloading the containers in the plurality of containers and the container loading aids in the plurality of container loading aids.

[0028] Invention Effects

[0029] According to an embodiment of the present invention, the method for loading and unloading containers in a large container ship without hatch covers can increase the loading capacity by increasing the number (layers) of containers continuously loaded from the bottom of the cargo hold to the top of the upper deck. By omitting the assembly operation between the container to be loaded and the lashing bridge, the time and cost consumed due to over-assembly operations can be reduced, and damage and / or loss caused by loading containers can be prevented. Attached Figure Description

[0030] Figure 1 This is a side sectional view illustrating one embodiment of a container ship.

[0031] Figure 2 A front sectional view showing an embodiment of a container ship.

[0032] Figures 3 to 7 Perspective and top views illustrating an embodiment of a container ship and an open container loading auxiliary device thereon.

[0033] Figures 8 to 12 Perspective and top views illustrating an embodiment of a container ship and an enclosed container loading auxiliary device thereon.

[0034] Figure 13 This is a three-dimensional front perspective view illustrating an embodiment of a container ship.

[0035] Figure 14 A perspective view illustrating one embodiment of an open container loading auxiliary device.

[0036] Figure 15 A perspective view showing an embodiment of an enclosed container loading auxiliary device.

[0037] Figure 16 To show Figure 14 Or a side view of the container loading aid shown in 15 being stowed on a transport vehicle.

[0038] Figure 17 To show Figure 14 Or a perspective view of the container loading auxiliary equipment shown in Figure 15 being stowed on a container transport ship.

[0039] Figures 18 to 22 To show the adjustment Figure 14 or Figure 15 A conceptual diagram of various position adjustment components for the installation location of the container loading auxiliary device shown.

[0040] Figures 23 to 24 A diagram for comparing and explaining the container loading stability between a compartment guidance system according to one embodiment and an existing lashing system.

[0041] Figures 25 to 27 This is a table used to compare and explain the loading stability of a container between a compartment guidance system according to one embodiment and an existing lashing system.

[0042] Figure 28 A perspective view illustrating a container loading and unloading method using a container loading auxiliary device in a container ship according to an embodiment.

[0043] Figure 29 A flowchart illustrating a container loading and unloading method using a container loading auxiliary device in a container ship according to an embodiment.

[0044] Figure 30 Another flowchart is provided to illustrate a container loading and unloading method using a container loading auxiliary device in a container ship according to one embodiment.

[0045] Figure 31A perspective view showing an embodiment of a container ship and its supporting members, entrance guides, and reinforcing members.

[0046] Figure 32 To show Figure 31 A three-dimensional view of the supporting components.

[0047] Figures 33 to 35 To show Figure 31 A perspective view and a side view of the entrance guide and reinforcing components.

[0048] Figure 36 A cross-sectional top view and a side view illustrating one embodiment of a protective bar installed on a container ship.

[0049] Figure 37 To show Figure 36 A cross-sectional top view and a side view of another embodiment of the protective rod shown.

[0050] Figure 38 To show Figure 36 A cross-sectional top view and a side view of another embodiment of the protective rod shown.

[0051] Figure 39 A side view showing one embodiment of the upper compartment guide.

[0052] Figure 40 For illustrative purposes Figure 39 The flowchart shows the container loading and unloading method using the upper compartment guide.

[0053] Figure 41 For illustrative purposes Figure 40 The first part of the flowchart of the container unloading method in the container loading and unloading method.

[0054] Figure 42 For illustrative purposes Figure 40 The second part of the flowchart of the container loading method in the container loading and unloading method.

[0055] Figure 43 It is used for explanation Figure 42 The second part of the flowchart.

[0056] Figure 44 For illustrative purposes Figure 40 The flowchart of the third part of the container unloading method in the container loading and unloading method.

[0057] Figure 45 It is used for explanation Figure 44 The third part of the flowchart.

[0058] Figure 46 This diagram illustrates the state in which the container loading aid is loaded into multiple layers and secured with twist locks.

[0059] Figure 47 A perspective view showing one embodiment of the top bridge and upper compartment guide.

[0060] Figure 48 A side view illustrating one embodiment of the compartment guidance device.

[0061] Figure 49 To show Figure 48 A side view of another embodiment of the cabin guidance device shown.

[0062] Figure 50 A perspective view showing one embodiment of the gap cover.

[0063] Figure 51 To pass Figure 50 A portion is enlarged to show a perspective view of the upper part of the gap cover.

[0064] Figure 52 To pass Figure 50 A portion is enlarged to show a perspective view of the lower part of the gap cover.

[0065] Figure 53 To view from the front Figure 50 The side view of the gap cover shown.

[0066] Figure 54 For viewing from the side Figure 50 The front cross-sectional view of the gap cover shown.

[0067] Figure 55 Viewing from above Figure 50 The top view of the gap cover shown.

[0068] Figure 56 To show Figure 50 A perspective view of an embodiment of the gap cover shown.

[0069] Figure 57 A graph showing the relationship between the wind load factor (Cx) and the wind direction angle based on computational fluid dynamics (CFD) analysis. Detailed Implementation

[0070] The objectives, specific advantages, and novel features of this disclosure will become clearer from the following detailed description and the preferred embodiments illustrated in conjunction with the accompanying drawings. When assigning reference numerals to the constituent elements of the various figures herein, it should be noted that even when the same constituent elements are shown in different figures, they should, as far as possible, have only the same numbering. Furthermore, in describing this disclosure, detailed descriptions of relevant known technologies will be omitted where it is determined that such detailed descriptions may unnecessarily obscure the subject matter of this disclosure.

[0071] Throughout this specification, the phrase "connected" to another part includes not only direct connections but also indirect connections via one or more other constituent elements. The terminology used herein is for illustrative purposes and is not intended to limit the scope of this disclosure. Throughout this specification, the phrase "comprising" means, unless otherwise stated, that the part may also include another constituent element, without excluding that element. "At least one of X, Y, and Z," "at least one of X, Y, or Z," and "at least one selected from the group consisting of X, Y, and Z" can be interpreted as only X, only Y, only Z, or any combination of two or more of X, Y, and Z, such as XYZ, XYY, YZ, and ZZ, or any variations thereof. The term "and / or" includes any and all combinations of one or more of the associated listed items.

[0072] In this document, terms such as “first” and “second” are used to describe various constituent elements, but these constituent elements are not limited to these terms. These terms are used to distinguish one constituent element from another. Therefore, a “first” constituent element can refer to a second constituent element within a certain range, without departing from the scope disclosed herein.

[0073] Various embodiments are illustrated with reference to the accompanying drawings, which schematically show examples or preferred embodiments. Therefore, it is foreseeable that shapes may vary depending on tolerances and / or manufacturing techniques. Consequently, the embodiments disclosed herein should not be construed as limited to the specific shapes shown, but rather as including shape variations that may occur, for example, due to manufacturing processes. As noted above, the shapes shown in the drawings may not represent the actual shape of the ship's area, and embodiments of the invention are not limited thereto.

[0074] Figure 1 A side sectional view showing an embodiment of a container ship 1. Figure 2 A front sectional view showing an embodiment of a container ship 1. Figures 3 to 7 Perspective and top views are provided to illustrate an embodiment of a container ship 1 and an open container loading auxiliary device provided in the container ship 1. Figures 8 to 12 A perspective view and a top view showing an embodiment of a container ship 1 and an enclosed container loading auxiliary device installed on the container ship 1. Figure 13 A three-dimensional front perspective view of an embodiment of a container ship 1 is shown. Figure 14 A perspective view illustrating one embodiment of an open container loading auxiliary device. Figure 15 A perspective view showing an embodiment of an enclosed container loading auxiliary device.

[0075] like Figures 1 to 15As shown, the container ship 1 is a new concept container ship without hatch covers. It can load containers C in multiple layers inside and outside the hull 10 and transport containers C from the place of origin to the destination. It may include a container loading auxiliary device 100 or a container loading auxiliary device 100a for loading and supporting containers C.

[0076] In this embodiment, the container ship 1 may be, but the present invention is not necessarily limited to, a large container ship carrying a large number of containers C, which includes containers C from the bottom of the cargo hold 17 to the top of the upper deck 11. For example, the containers C may include at least one 20-foot container (hereinafter referred to as "small container") and a 40-foot container (hereinafter referred to as "large container"), which are mainly loaded on the container ship 1. However, it should be noted that, according to ISO standards, in addition to the 20-foot or 40-foot containers mentioned above, containers C with other specifications and sizes may also be used as containers for the ship. Therefore, the small containers C or large containers C mentioned below are not limited to 20-foot or 40-foot containers.

[0077] Container loading auxiliary device 100 or container loading auxiliary device 100a can be Figures 3 to 7 and Figure 14 The open container loading auxiliary device 100 shown can also be Figures 8 to 12 and Figure 15 The enclosed container loading auxiliary device 100a is shown. Since the open container loading auxiliary device 100 and the enclosed container loading auxiliary device 100a have certain similarities in structure and function, reference will be made to... Figures 8 to 12 and Figure 15 Explain the different structures and functions of the enclosed container loading auxiliary device 100a.

[0078] The hull 10 forms the exterior of the container ship 1. The hull 10 is surrounded by the upper deck 11, the side plates 12, and the bottom plate 13.

[0079] The hull 10 can be formed by a double hull structure and a double bottom structure. In the double hull structure, the side plate 12 includes an outer side plate 12a and a side plate 12b. In the double bottom structure, the bottom plate 13 includes an outer bottom plate 13a and an inner bottom plate 13b.

[0080] A plurality of containers C can be loaded within the hull 10. For this purpose, a plurality of cargo holds 17 are provided inside the hull 10, which are separated in the fore-and-aft direction by transverse bulkheads 16. Within the cargo holds 17, lower compartment guides 31 are installed at fixed intervals on the sides of the transverse bulkheads 16 to guide the containers C into the loading of the cargo holds 17.

[0081] In this embodiment, cargo hold 17 has an open entrance structure, without a conventional hatch cover. However, the container loading aid 100, which will be described later, can be installed at the entrance of cargo hold 17 or anywhere within cargo hold 17. For example, the entrance of cargo hold 17 can have a simple structure to allow for the installation of the container loading aid 100. When the container loading aid 100 is installed inside cargo hold 17, a recess (not shown) can be formed in the upper deck forming the entrance of cargo hold 17, allowing the container loading aid 100 to pass through the entrance of cargo hold 17.

[0082] Additionally, when the container loading auxiliary device 100 is applied to a container ship with an existing lashing bridge or a container ship with a hatch coaming at the entrance of the cargo hold 17, the container loading auxiliary device 100 can be installed on the hatch coaming located on top of the upper deck 11.

[0083] An engine room R may be located inside the hull 10 near the stern 15. A propulsion engine (not shown) is housed in the engine room R and is mechanically or electrically connected to the propeller to provide driving force to rotate the propeller by consuming liquefied gas as fuel.

[0084] A cabin A is provided on the upper deck 11 of the hull 10. Cabin A is the living space for the crew and may include multiple layers in the height direction of the hull 10, with a platform for controlling navigation located on the top layer.

[0085] Engine casing I may be located at the rear of compartment A. Engine casing I may include a chimney for discharging exhaust gases from the propulsion engine to the outside, and may also include an emergency generator or fire extinguishing system.

[0086] In the upper deck 11 of the hull 10, the container C can be loaded in the part other than the hold A and the engine hull I. For loading the container C, the upper deck 11 is provided with a plurality of top bridges 20 arranged in a plurality of columns along the longitudinal direction of the hull 10.

[0087] The superbridge 20 extends upward from a plurality of transverse bulkheads 16 and can be installed to extend along the width of the hull 10 to the port and starboard edges of the upper deck 11. The superbridge 20 can be installed at fixed intervals from the bow 14 to the stern 15.

[0088] Relative to the longitudinal direction of the hull 10, a plurality of upper compartment guides 32 may be installed fore and aft of each of the plurality of top bridges 20, and the plurality of upper compartment guides 32 may be arranged adjacent to each other in the width direction of the hull 10. In other words, the top bridge 20 may not be a lashing bridge using an existing lashing system, but rather a compartment guide system using the plurality of upper compartment guides 32.

[0089] A plurality of the aforementioned upper compartment guides 32 extend from the top of the plurality of the aforementioned top bridges 20 to the upper deck 11 and may connect with a plurality of lower compartment guides 31 installed in the cargo hold 17 to form a continuous guide path for the container C. When the container loading aid 100 or container loading aid 100a is pulled into and lowered by the plurality of the aforementioned upper compartment guides 32 via the crane CR, the container loading aid 100 or container loading aid 100a can be pulled into and lowered along the guide path under the guidance of the plurality of the aforementioned upper compartment guides 32.

[0090] The upper compartment guide 32 guides the lifting and lowering of container C transported by crane CR. The upper compartment guide 32, mounted on the top bridge 20, and the lower compartment guide 31, mounted on the transverse bulkhead 16, can be interconnected, allowing for continuous loading and unloading operations without additional work such as installing hatch covers or lashing the container C. Furthermore, the upper compartment guide 32 can also support the lateral loads on the container C generated by the movement of the hull 10.

[0091] The superbridge 20 can support and secure containers C by installing upper compartment guides 32 in the fore-and-aft direction along the longitudinal direction of the hull 10, thus eliminating the need for existing lashing systems (such as lashing rods or other fastening devices). Furthermore, the superbridge 20 can prevent containers C loaded on decks one through four from tipping over, and also ensures sufficient access and working space for maintaining and monitoring control units within the refrigerated containers C. In this way, the superbridge 20 can directly support containers C on the upper deck 11 during the operation of the container ship 1, thereby preventing damage or loss of the loaded containers C.

[0092] In particular, during the operation of traditional large container ships, the relative displacement between the hatch covers and the hull due to load-induced hatch cover movement, damage to the deck or hatch cover fastening devices, breakage of lashing bridge components, or excessive hull movement caused by severe weather can prevent the continued collapse of the lashing system by eliminating imperfections in the hatch covers and lashing system, thereby avoiding damage to or loss of the loaded containers at sea.

[0093] In the case of existing lashing bridges, due to the application of the lashing system, sufficient width is required for lashing operations according to worker environment regulations. However, the top bridge 20 according to this embodiment not only minimizes the width but also simplifies the complex structure of existing lashing bridge installation by omitting the lashing system and applying a compartment guide system. Furthermore, since the width of the top bridge 20 can be minimized, the width of the upper deck 11 between cargo holds 17 can be reduced compared to conventional container ships with existing lashing bridges. This not only ensures the design flexibility of the container ship 1 within the same specifications (e.g., hull length; optimized due to the absence of a lashing system) but also increases the loading capacity of the containers C.

[0094] In an embodiment, the top bridge 20 may include a plurality of vertical members 21 and a plurality of horizontal members 22.

[0095] In the vertical members 21, the two peripheral vertical members 21a located on the left and right upper decks 11 in the width direction of the hull 10 can be arranged according to the spacing corresponding to the width of the container C.

[0096] In the vertical member 21, the plurality of intermediate vertical members 21b located between the outer vertical members 21a can be arranged according to a spacing corresponding to twice the width of the container C.

[0097] The upper compartment guide 32 can be installed between the outer vertical member 21a, the middle vertical member 21b, and the middle vertical member 21b.

[0098] Since the top bridge 20 is connected to the upper compartment guide 32, and the upper compartment guide 32 supports the lateral load of the container C generated by the movement of the hull 10, the top bridge 20 should preferably be designed to withstand the lateral load.

[0099] The height of the plurality of described upper compartment guides 32 may be the same as, but is not necessarily limited to, the top bridge 20. For example, the height of the upper compartment guides 32 may vary depending on the shipowner's requirements. In other words, the height of the upper compartment guides 32 may be greater than or less than the height of the top bridge 20. In this way, when the upper compartment guides 32 are installed on the top bridge 20, the loss of container C due to tipping can be fundamentally prevented. Furthermore, the number of decks on the upper deck 11 can be customized according to the shipowner's requirements. In addition, the superstructure and substructure of the hull 10 can be integrated into modular units to minimize load and improve production efficiency.

[0100] In addition to the compartment guidance system described above, the top bridge 20 can also utilize existing lashing systems. For example, as fastening devices for the lashing system, at least a lashing eye, lashing ring, lashing plate, plug, or cone can be installed at the top of the top bridge 20 to further improve the security of the loaded container C.

[0101] Although it has been stated that the container ship 1 includes a top bridge 20 with a compartment guidance system, lashing bridges with lashing systems can still be installed on the port and starboard sides of certain rows or sections, in a manner similar to or the same as existing lashing bridges. For example, the container ship 1 may include a hybrid platform that combines the top bridge 20 with a compartment guidance system and lashing bridges with existing lashing systems.

[0102] Reference Figure 14 The container ship 1 may include container loading auxiliary equipment 100.

[0103] The container loading auxiliary device 100 is suitable for container ships 1 without hatch covers and can be installed on at least one cargo hold 17 for loading and supporting a plurality of containers C on the upper side.

[0104] The container loading auxiliary device 100 may include an upper frame 111, a lower frame 112, a support base 113, a protruding member 120, a reinforcing frame 130, a first assembly member 141, and a second assembly member 142. The container loading auxiliary device 100 can be formed by combining the upper frame 111, the lower frame 112, and the support base 113 to form a main body 110 with an overall rectangular box shape.

[0105] The upper frame 111 can be constructed in a rectangular shape, with its width corresponding to the width of the small container C or the large container C, and its length corresponding to the length of the large container C.

[0106] The upper frame 111 may include a pair of first long axis frames 111a, the width of the plurality of first long axis frames 111a corresponding to the width of a small container C or a large container C, and the length of the plurality of first long axis frames 111a corresponding to the length of a large container C; the upper frame 111 also includes a pair of first short axis frames 111b, the plurality of first short axis frames 111b connecting the two ends of the plurality of first long axis frames 111a, and their width corresponding to the width of a small container C or a large container C.

[0107] The lower frame 112 can be constructed in a rectangular shape, with its width corresponding to the width of the small container C or the large container C, and its length corresponding to the length of the large container C.

[0108] The lower frame 112 may include a pair of second long axis frames 112a, the width of which corresponds to the width of a small container C or a large container C, and the length of which corresponds to the length of a large container C; the lower frame 112 may also include a pair of second short axis frames 112b, which connect the two ends of the plurality of second long axis frames 112a, and their width corresponds to the width of a small container C or a large container C.

[0109] Each of the plurality of second long axis frames 112a may be configured to have two ends connected to the lower end of the support 113, which will be described below. Each of the second long axis frames 112a has a downward slope and extends inward, and the plurality of second long axis frames 112a bends in the middle portion to remain horizontal with the plurality of first long axis frames 111a.

[0110] The support base 113 can be arranged in the height direction of the upper frame 111 and the lower frame 112, and each corner of the upper frame 111 can be connected to each corner of the lower frame 112.

[0111] The protruding member 120 may protrude outward from the upper frame 111, the lower frame 112, or the support 113 so as to be installed at any location in the cargo hold 17. The protruding member 120 may protrude longitudinally from the bottom of each support 113 so as to be installed at the entrance of the cargo hold 17 or at any location within the cargo hold 17.

[0112] When the protruding member 120 is installed on the upper deck 11 at the entrance of the cargo hold 17, the load of a small or large container C can be transferred to the upper deck 11 via the support 113.

[0113] When the protruding member 120 is installed at any location within the cargo hold 17 by means of the position adjusting member 40, which will be described below, the upper deck 11 at the entrance of the cargo hold 17 may have a recess in the portion where the protruding member 120 is installed, through which the protruding member 120 passes. Therefore, after the protruding member 120 passes through the recess formed by the upper deck 11, the protruding member 120 is installed onto the position adjusting member 40, which will be described below, at any location in the transverse bulkhead 16 within the cargo hold 17, and can transfer the load of a small or large container C, transmitted via the support 113, to the transverse bulkhead 16.

[0114] In an embodiment, when the container loading assistance device 100 is applied to a conventional container ship equipped with a lashing bridge or a conventional container ship with a hatch coaming at the entrance of the cargo hold 17, the protruding member 120 can be installed on the hatch coaming on the upper part of the upper deck 11 at the entrance of the cargo hold 17.

[0115] The reinforcing frame 130 connects the middle part of the upper frame 111 in the longitudinal direction and the middle part of the lower frame 112 in the longitudinal direction, and can support the load of the container C loaded on the upper surface of the container loading auxiliary device 100.

[0116] The reinforcing frame 130 may include a first horizontal reinforcing member 131, which connects the middle portion of each of the first long axis frames 111a; a second horizontal reinforcing member 132, which connects the middle portion of each of the second long axis frames 112a; a first vertical reinforcing member 133, which connects one end of the first horizontal reinforcing member 131 and one end of the second horizontal reinforcing member 132; and a second vertical reinforcing member (not shown), which connects the other end of the first horizontal reinforcing member 131 and the other end of the second horizontal reinforcing member 132.

[0117] The container loading auxiliary device 100 may also include a first plate 151, a second plate 152 and a reinforcing frame 160.

[0118] The first plate 151 can be mounted on a frame formed by one of the first long axis frames 111a, one of the second long axis frames 112a, and a support 113 connecting its two ends.

[0119] The second plate 152 can be installed in another frame formed by the other of the first long axis frame 111a, the other of the second long axis frame 112a, and the support 113 connecting its two ends.

[0120] The reinforcing frame 160 can be mounted on at least one of the outer and inner surfaces of the first plate 151 and the second plate 152, respectively.

[0121] When the reinforcing frame 160 is installed on the outer surfaces of the first plate 151 and the second plate 152 respectively, the reinforcing frame 160 may include an intermediate reinforcing frame 161, which connects each of the first pair of long axis frames 111a and each of the second pair of long axis frames 112a, so that they face the first vertical stiffener 133 and the second vertical stiffener respectively, and the first plate 151 and the second plate 152 are sandwiched therein; in addition, the reinforcing frame 160 also includes a first reinforcing frame 162 and a second reinforcing frame 163, which are respectively installed between the support seats 113 on both sides of the intermediate reinforcing frame 161 and respectively connected to the curved portion of the second pair of long axis frames 112a and connected to the first pair of long axis frames 111a.

[0122] The second long axis frame 112a is described as having a curved shape, but the invention is not necessarily limited to this; for example, they can also have a flat shape. In other words, the container loading aid 100 can be manufactured in the form of a rectangular box.

[0123] In an embodiment, the container loading assistance device 100 may include all or part of a reinforcing frame 130, a first plate 151, a second plate 152, and a reinforcing frame 160 to ensure the rigidity to support the load of the container C loaded on its own, unlike conventional similar technologies.

[0124] The first assembly component 141 is installed at the upper part of each corner of the upper frame 111 and can be used for securing the container C during loading or for lifting by the crane CR during transport. The first assembly component 141 can be formed at the same height at each corner of the upper frame 111.

[0125] A pair of second assembly components 142 are disposed on the upper part of the middle portion of the upper frame 111 and can be used to secure the container C during loading or to be hoisted together with the first assembly component 141 when transported to the crane CR.

[0126] The second assembly member 142 is located at the upper part of the middle portion of each of the first long axis frames 111a, and its height may be 5 mm to 15 mm higher than the first assembly member 141, so that even if the longitudinally arranged containers C tilt inward due to buckling caused by the load during loading, the two face-to-face containers C will not come into contact with each other.

[0127] In this embodiment, the container loading assistance device 100 includes a first assembly component 141 and a second assembly component 142. Therefore, unlike conventional similar technologies, both small and large containers C can be securely fixed to the upper surface.

[0128] Figure 16 It is shown Figure 14 Or a perspective view of the container loading auxiliary device 100 or container loading auxiliary device 100a shown in 15 being stowed on the transport vehicle TR. Figure 17 It is shown Figure 14 Or a perspective view of the container loading auxiliary device 100 or container loading auxiliary device 100a shown in 15 being stowed on the container ship 1.

[0129] Reference Figure 16 and Figure 17 The stowage member 180 may have a structure capable of switching from a first state to a second state, wherein the first state is that the container loading aid 100 or container loading aid 100a is stowed on the transport vehicle TR or on land (corresponding to...). Figure 13 In the attached figure (2), the second state is that the container loading auxiliary device 100 or the container loading auxiliary device 100a is stowed on the container ship 1.

[0130] The stacking member 180 may include a stacking leg 181 mounted on the outer side of the side surface of each support 113 in the width direction and a third assembly member 182 disposed at the lower end of each stacking leg 181 and fastened with a first assembly member 141, wherein the first assembly member 141 is disposed in the body 110 to be stacked on the upper part when the body 110 is stacked into multiple layers.

[0131] When the main body 110 is stacked into multiple layers using the first assembly member 141 and the third assembly member 182, the stacking legs 181 can be configured such that the second assembly member 142, which is disposed in the main body 110 and stacked in the lower part, does not contact the lower frame 112 of the main body 110 stacked in the upper part.

[0132] In this embodiment, when the container loading aid 100 is vertically stacked, the stacking legs 181 are configured to be long enough that the lower part of the container loading aid 100 stacked on the upper portion and the upper part of the container loading aid 100 stacked on the lower portion will not contact each other. When the container loading aid 100 is in contact at the upper and lower portions, the container loading aid 100 may be damaged due to contact friction caused by shaking caused by external environmental factors.

[0133] The stowage member 180 is a component that connects to and / or supports the container loading aid 100. When the container loading aid 100 is manufactured or stowed on land 2, the stowage member 180 may function to safely store the container loading aid 100; when multiple container loading aids 100 are transported on land 2 by transport vehicle TR, the stowage member 180 functions to support and connect each vertically stowed container loading aid 100; and even when multiple container loading aids 100 are stowed and stored in certain compartments 18 of the container ship 1, the stowage member 180 also functions to support or connect each of the multiple container loading aids 100.

[0134] When the container loading assistance device 100 is raised and lowered between adjacent top bridges 20 by the crane CR, the container loading assistance device 100 can be guided by the upper compartment guide 32.

[0135] In addition, during container unloading operations or before container loading operations, such as Figure 17 As shown, relative to the longitudinal direction of the hull 10, on the upper deck 11 on either the left or right side of the hull 10, the container loading auxiliary device 100 can be stowed and stored between the facing outer vertical members 21a in the fore-and-aft direction, but this disclosure is not limited thereto. For example, the container loading auxiliary device 100 can also be placed between the facing intermediate vertical members 21b in the fore-and-aft direction, and even if two or more container loading auxiliary devices 100 are connected side by side, they can be placed between the two or more vertical members 21. In this way, by stowing and storing the container loading auxiliary device 100 in the container ship 1, a separate stowage location on land is not required, which can improve the loading and unloading efficiency of the container C.

[0136] The open-type container loading auxiliary device 100 has already been described, wherein the left and right sides of the main body 110 are sealed by the first plate 151 and the second plate 152, while the four sides of the main body 110 are open. The closed-type container loading auxiliary device 100a will be described next.

[0137] like Figures 8 to 13 and Figure 15 As shown, compared with the open container loading auxiliary device 100, the closed container loading auxiliary device 100a may be similar to the open container loading auxiliary device 100 in overall shape, function and configuration, but may differ in that it also includes a watertight component 153.

[0138] In the following description of the enclosed container loading aid 100a, except for the watertight component 153, other components that are the same as or similar to those in the open container loading aid 100 use the same reference numerals ( ). Figures 8 to 13 and Figure 15 References not shown in the text Figures 3 to 7 and Figure 14 (as shown in the diagram). To avoid repetition, detailed descriptions of the same components will be omitted. Only the watertight component 153 (not included in the open container loading aid 100) and components that differ due to the presence of the watertight component 153 will be described.

[0139] When the enclosed container loading aid 100a is installed on the upper deck 11 at the entrance of the cargo hold 17 and a container C is loaded, the watertight member 153 can prevent water (seawater or rainwater) from flowing into the cargo hold 17. In some embodiments, the watertight member 153 may include a first watertight plate 153a, a second watertight plate 153b, and a third watertight plate 153c.

[0140] The first watertight plate 153a can be installed on the upper frame consisting of a pair of first long axis frames 111a and a pair of first short axis frames 111b, the upper frame forming the upper frame 111, and the first watertight plate 153a can prevent water from entering the cargo compartment 17 through the upper part of the enclosed container loading auxiliary device 100a.

[0141] The second watertight plate 153b can be installed on the front and rear side frames formed by the first short shaft frame 111b of the upper frame 111, the support 113, and the protruding member 120, and can prevent water from entering the cargo hold 17 through the front and rear of the enclosed container loading auxiliary device 100a. The lower part of the second watertight plate 153b protrudes outward corresponding to the shape of the protruding member 120, thereby being located on the upper deck 11 at the entrance of the cargo hold 17.

[0142] The third watertight plate 153c can be installed at a predetermined height along the edge of each of the first long axis frames 111a constituting the upper frame 111, and guide the water accumulated on the first watertight plate 153a to the second watertight plate 153b, thereby forming the side of the enclosed container loading aid 100a and preventing water from flowing into the cargo hold 17.

[0143] In this embodiment, the upper width of the enclosed container loading aid 100a may be greater than the width of the small container C or the large container C, unlike the open container loading aid 100. For example, the width of the third watertight plate 153c may be greater than the width of the small container C or the large container C, or its height may be less than the height of the first assembly member 141 and the second assembly member 142, so that the small container C or the large container C will not be damaged when it is secured to the first assembly member 141 and the second assembly member 142.

[0144] When the enclosed container loading aid 100a, including the watertight component 153, is installed on the upper deck 11 around the entrance of the cargo hold 17 and the container C is loaded on it, water flows down the side wall of the container C and accumulates on the first watertight plate 153a. The accumulated water overflows through the third watertight plate 153c to the side of the enclosed container loading aid 100a and does not flow into the cargo hold 17, but can be discharged to the upper deck 11 through the second watertight plate 153b.

[0145] The container loading aid 100 or 100a can be operated using the same methods as ISO Container C, can be operated with a crane CR to maximize loading convenience, and can be loaded and transported on land using a transport vehicle TR, promoting the convenience of production and logistics. Furthermore, the container loading aid 100 or 100a can reduce the reference weight of existing six-row hatch covers by approximately 25% (e.g., approximately 600 tons based on a 15K hatch).

[0146] Figures 18 to 22 This is a conceptual diagram illustrating the adjustment of container loading assistance device 100 or container loading assistance device 100a (such as...). Figure 14 or Figure 15 Various position adjustment components at the installation positions shown.

[0147] Reference Figures 18 to 22 The container ship 1 may also include a position adjustment component 40 for adjusting the position and loading layer of the container loading auxiliary device 100.

[0148] Position adjustment members 40 are horizontally disposed between adjacent lower compartment guides 31 in each compartment 18 of the cargo hold 17. At least one position adjustment member 40 may be disposed on the transverse bulkhead 16 separating the cargo hold 17.

[0149] The position adjustment component 40 can pass through the groove formed in the upper deck 11 and lower the container loading auxiliary device 100 for installation in the cargo hold 17.

[0150] The position adjustment member 40 may include at least one of a fixed stop 41, a sliding stop 42, and a hinged stop 43a, a hinged stop 43b, and a hinged stop 43c.

[0151] Reference Figure 18 The position adjustment component 40 can be a fixed stop 41.

[0152] In each of the plurality of compartments 18, a pair of fixed stops 41 are provided in the horizontal direction between adjacent lower compartment guides 31 and can be mounted on the transverse bulkhead 16 to correspond to and mount the protruding member 120 of the container loading aid 100.

[0153] Reference Figure 19 The position adjustment component 40 can be a sliding stop 42.

[0154] A pair of sliding stops 42 may be installed in each of the plurality of compartments 18 such that the sliding stops 42 can move along a guide rail 42a; the guide rail 42a is horizontally mounted in the transverse bulkhead 16 and between adjacent lower compartment guides 31.

[0155] When the container loading auxiliary device 100 rises and falls, the sliding stop 42 can be moved left and right so that the protruding member 120 can be installed on it (shown by the solid line in the figure); or it can be moved to the middle position to avoid interference with the protruding member 120 (shown by the dashed line in the figure).

[0156] Reference Figures 20 to 22 The position adjustment member 40 can be a rotatable hinged stop 43a, hinged stop 43b and hinged stop 43c, and can rotate in different ways.

[0157] A pair of articulated stops 43a, 43b, and 43c are arranged horizontally between adjacent lower compartment guides 31 in each of the plurality of compartments 18, and the pair of articulated stops 43a, 43b, and 43c are rotatably mounted on the transverse bulkhead 16 near the location through which the protruding member 120 passes.

[0158] When the container loading auxiliary device 100 rises or falls, the articulated stops 43a, 43b, and 43c can be rotated in one direction (shown by solid lines in the figure) so that the protruding member 120 can be mounted thereon; or they can be rotated in another direction so that the protruding member 120 is not disturbed (shown by dashed lines in the figure).

[0159] Figure 22 (a) is a side view showing the hinged stop 43c in a rotating state; Figure 22 (b) is a top view of the hinged stop 43c, showing the hinged stop 43c rotated so that the protruding member 120 can pass through. Figure 22 (c) is a top view of the hinged stop 43c, showing the protruding member 120 rotated so that the protruding member 120 can pass through.

[0160] As described above, the position adjustment member 40 can be composed of various stops, such as fixed stops 41, sliding stops 42, hinged stops 43a, hinged stops 43b, and hinged stops 43c, and these various stops can be used side by side.

[0161] For example, when the fixed stop 41 is installed at any location on the transverse bulkhead 16, the sliding stop 42 or the hinged stop 43a, hinged stop 43b, hinged stop 43c are installed at at least one or more locations on the horizontal compartment 14 above or below the fixed stop 41, so that at least two or more container loading aids 100 can be installed in each of the plurality of compartments 18 inside the cargo hold 17.

[0162] As another example, when the fixed stop 41 is not installed at any location on the transverse bulkhead 16, the sliding stop 42 or the hinged stop 43a, hinged stop 43b, hinged stop 43c are installed at at least one or more locations on the transverse bulkhead 16, so that at least one container loading aid 100 can be installed in each of the plurality of compartments 18 inside the cargo hold 17.

[0163] In this embodiment, the container ship 1 may include lower compartment guides 31 installed at fixed intervals on the side surfaces of transverse bulkheads 16 within the cargo hold 17, and upper compartment guides 32 disposed within vertically corresponding top bridges 20, 20-1, 20a, and 20b, which are connected to the lower compartment guides 31. Containers C are continuously loaded from the bottom of the cargo hold 17 to the top of the upper deck 11, similar to an open-type conventional small container ship. However, according to these embodiments, the container ship 1 can carry a large number of containers C, reaching thirteen or more layers, including the number of containers C assisted in loading by the container loading auxiliary device 100 or container loading auxiliary device 100a disposed between the lower compartment guide 31 and the upper compartment guide 32, the top bridges 20, 20-1, 20a, and 20b installed on the upper deck 11, and the upper compartment guide 32, with the loading range extending from the bottom of the cargo hold 17 to the top of the upper deck 11.

[0164] In the container ship 1 according to these embodiments, the existing lashing system applied to the existing lashing bridge is omitted, and a compartment guide system in which a supercompartment guide is installed in the top bridge 20 is adopted. Next, reference will be made to... Figure 23 and Figure 24 The differences in loading stability between the compartment guidance system according to these embodiments and the container C in the existing lashing system are compared and explained.

[0165] Figure 23 and Figure 24 This is an accompanying drawing used to compare and explain the container loading stability between a compartment guidance system according to one embodiment and an existing lashing system.

[0166] Figure 23 (a) shows the load acting on the socket base portion during internal lashing in an existing lashing system applied to an existing lashing bridge, and it shows the compressive load due to its own weight and the lateral load due to hull movement as additional compressive loads acting as torque components on the socket base portion.

[0167] Figure 23 (b) shows the load acting on the socket base during external lashing in an existing lashing system applied to an existing lashing bridge, and it shows the compressive load due to its own weight and the lateral load due to the hull movement as additional compressive loads acting as moment components on the socket base; however, this load is relatively small compared to internal lashing.

[0168] Figure 23 (c) illustrates an existing lashing system applied to an existing lashing bridge, such as Figure 23 (a) and Figure 23 As shown in (b), excessive hull movement loads act as an incomplete element in the hatch cover and lashing system, causing hatch cover movement and relative displacement between the deck stool, hatch cover and hull, resulting in damage to the socket base, which is a major cause of container collapse and loss.

[0169] Figure 24 The diagram illustrates the loads borne by the first assembly member 141 and the second assembly member 142, which serve as the socket base for the container loading aid 100 or container loading aid 100a, when the upper compartment guide 32 is installed on the top bridge 20 of the compartment guide system and the container loading aid 100 or container loading aid 100a according to the embodiment. The compressive load generated by its own weight and the lateral load generated by the hull movement are absorbed by the upper compartment guide 32, thus preventing additional compressive forces. This ensures a sufficient structural strength safety margin for the loads generated by the movement of the hull 10. The relative displacement of the hull 10 has a negligible impact. Damage to the container C due to load transfer and domino effect collapse of the container C caused by the collapse of the lashing system can be fundamentally prevented.

[0170] In the container ship 1 according to the embodiment, the existing lashing system applied to the existing lashing bridge is omitted, and instead a compartment guide system is applied, wherein the upper compartment guide 32 is disposed in the top bridge 20. Next, referring to the reference... Figures 25 to 27 The loading stability of container C will be compared between the compartment guidance system according to these embodiments and the existing lashing system, thereby distinguishing the present invention from the prior art.

[0171] Figures 25 to 27 This is a table used to compare and explain the loading stability of a container between a compartment guidance system according to one embodiment and an existing lashing system.

[0172] Figure 25 The table shows the results obtained by calculating the tracking force, corner post force, and twist lock force when container C is loaded in twelve layers at the upper hatch cover of the upper deck of the ship and the lashing system is used to lash container C in three layers in an existing lashing system applied to an existing lashing bridge.

[0173] The torsional force (racking force) is the force exerted on the loaded container C along the tilt direction under the influence of the ship's rolling. The corner post force is the vertical force applied to the four prisms of the loaded container. The twist lock force is the force applied to the connecting member (twistlock) of the container through the movement of the ship.

[0174] Figure 26 The table shown is obtained by calculating the tracking force, corner post force, and twistlock force in the compartment guidance system of this disclosure, wherein the upper compartment guide 32 is disposed in the top bridge 20, when the container C is loaded on top of the container loading aid 100 in twelfth layers, and the compartment guidance system is applied to four layers based on the container loading aid 100.

[0175] Figure 27 It shows the basis Figure 25 and Figure 26 The table presents the results of the analysis of the tracking force, corner post force, and twist lock force in the existing lashing system and the compartment guidance system of this disclosure.

[0176] like Figure 27 As shown, by analyzing the results of the angular column force at the maximum value of motion acceleration when the loaded container C moves left and right during the rolling motion of the container ship, compared with the permissible value of 848 kN, it was found that in the existing lashing system (three-layer container lashing bridge), the angular column force at the bottom of the loaded container located at the top of the hatch cover reaches 927.5 kN, exceeding the permissible value, which may lead to a container collapse accident. On the other hand, in the case of the compartment guide system according to the embodiment (a structure supporting up to four layers of containers, which are loaded on top of the container loading auxiliary device 100 or container loading auxiliary device 100a with compartment guides), it can be seen that there is no risk of container collapse because the compartment guides absorb the motion acceleration of up to four layers of loaded containers, since the maximum value is lower than the permissible value of 805.7 kN.

[0177] Furthermore, although not shown in the figures, under the same conditions where container C is loaded in twelve layers and smaller containers (20-foot containers) are loaded in one to ten layers, in existing lashing systems, no lashing is required when loading 20-foot containers onto the hatch cover (when lashing is only done on one side, the situation is worse than not lashing at all). However, in the compartment guide system according to the embodiment (a structure that supports up to five layers of container C via compartment guides), the compartment guides support container C. Therefore, unlike existing lashing systems, load transfer can be carried out purely laterally (similar to load transfer within the cargo hold). As a result, the design safety factor of the torsion lock allowable load (minimum breaking 500kN (per person) and 420kN (shear)) in the embodiment is approximately 8 times higher than the existing design safety factor. In other words, when the compartment guide system of this embodiment is applied, superior stability can be expected to be ensured under the conditions of turbulent sea navigation with 20-foot containers compared to existing lashing systems.

[0178] Figure 28 These figures illustrate a container loading and unloading method using a container loading auxiliary device on a container ship according to one embodiment. Figure 29 This is a flowchart illustrating a container loading and unloading method using a container loading auxiliary device on a container ship according to one embodiment. Figure 30 This is another flowchart illustrating a container loading and unloading method using a container loading auxiliary device on a container ship according to one embodiment.

[0179] Reference Figure 28 and Figure 29 This paper will describe a container loading and unloading method using a container loading auxiliary device 100 or a container loading auxiliary device 100a on a container ship 1 according to an embodiment.

[0180] In an embodiment, the container loading aid 100 or container loading aid 100a used in the container loading and unloading method may include an upper frame 111 and a lower frame 112, a support 113, a protruding member 120, and a coupling member 170, such that the container loading aid 100 or container loading aid 100a is applied to at least one cargo hold 17 of the container ship 1 to load small containers C or large containers C onto the upper side of the container loading aid. The width and length of the upper frame 111 and the lower frame 112 are... The width and length of container C are 1 to n times (n is a natural number), with an upper frame 111 and a lower frame 112 and a flat cross-section smaller than the entrance to cargo hold 17. A support 113 is provided along the height direction of the upper frame 111 and the lower frame 112. A protruding member 120 protrudes outward from the upper frame 111, the lower frame 112, or the support 113 so as to be installed at any location in cargo hold 17. A coupling member 170 connects two or more upper frames 111 and lower frames 112 arranged adjacent to each other.

[0181] The method for unloading container C from container ship 1, which includes container loading auxiliary device 100 or container loading auxiliary device 100a, will then be described in detail.

[0182] First, the operation of loading container C on land 2 onto container ship 1 using crane CR will be explained.

[0183] In step S11, the loading of container C into cargo hold 17 can be completed by using crane CR to perform the operation of loading container C into cargo hold 17.

[0184] In step S12, the container loading auxiliary device 100 or the container loading auxiliary device 100a are connected side by side using the coupling member 170.

[0185] In this embodiment, when using a crane CR to transport container loading aids 100 or 100a, it is recommended to connect an odd number of container loading aids 100 or 100a side-by-side to adjust the center of gravity. For example, when using a spreader SR attached to a crane CR to transport container loading aids 100 or 100a, since the spreader SR is connected to the centrally located container loading aid 100 or 100a in the side-by-side connection, it is necessary to connect them in an odd number so that the center of gravity can be easily adjusted during transportation.

[0186] By using a crane CR, container loading aids 100 or container loading aids 100a connected side by side can be transported in step S13.

[0187] In step S14, the container loading auxiliary device 100 or container loading auxiliary device 100a can be installed at any position in the cargo hold 17 using a crane CR.

[0188] In step S14, when the container loading auxiliary device 100 or container loading auxiliary device 100a is stored on land 2, it can be transported to the cargo hold 17 of the container ship 1 by using a crane CR.

[0189] In step S15, the container C can be loaded onto the container loading auxiliary device 100 or container loading auxiliary device 100a by using the crane CR, thereby completing the loading of the container C onto the top of the container loading auxiliary device 100 or container loading auxiliary device 100a.

[0190] The following will describe the process of using crane CR to load and unload container C from container ship 1 onto land 2.

[0191] In step S16, the crane CR is used to unload the container C loaded on the container loading auxiliary device 100 or the container loading auxiliary device 100a.

[0192] In step S17, the entrance to the cargo hold 17 can be opened by using a crane CR to remove the container loading auxiliary device 100 or the container loading auxiliary device 100a from the entrance of the cargo hold 17.

[0193] In step S17, the container loading auxiliary devices 100 or 100a connected side by side can be transported to any position on the upper deck 11, and stowed and stored on the upper deck 11, and then transported to the land 2, and stowed and stored on the land 2.

[0194] In step S18, the unloading of container C loaded in cargo hold 17 can be performed by using crane CR.

[0195] In this embodiment, the container ship 1 includes a hull 10, which includes an upper deck 11, side plates 12, and a bottom plate 13 forming the exterior. Cargo holds 17 are separated by transverse bulkheads 16 in the hull 10. Lower compartment guides 31 are installed at fixed intervals on the side surfaces of the transverse bulkheads 16. Top bridges 20 extending to the left and right edges of the upper deck 11 are provided between the cargo holds 17, and these top bridges 20 are arranged in a plurality of rows in the longitudinal direction of the hull 10. Upper compartment guides 32 are connected to the lower compartment guides 31 respectively and are arranged on both sides of the top bridges 20. In step S12, when the container loading auxiliary device 100 and the container loading auxiliary device 100a are connected side by side using the coupling member 170, the upper compartment guide 32 can be inserted into the gap between the side-by-side connected container loading auxiliary device 100 or container loading auxiliary device 100a to guide the lifting and lowering of the container loading auxiliary device 100 and the container loading auxiliary device 100a when they are installed on the upper deck 11 of the cargo hold 17 entrance using the crane CR in step S14 or removed from the cargo hold 17 entrance in step S17.

[0196] Reference Figure 28 and Figure 30 This will describe another method for loading and unloading containers on a container ship 1 using a container loading auxiliary device 100 or a container loading auxiliary device 100a, according to one embodiment.

[0197] In an embodiment, the container loading auxiliary device 100 or container loading auxiliary device 100a for the loading and unloading method of the container may include an upper frame 111 and a lower frame 112, the width and length of which are 1 to n times the width and length of the container C (n is a natural number). The upper frame 111 and the lower frame 112 have a flat cross-section smaller than the entrance of the cargo hold 17. A support 113 is provided along the height direction of the upper frame 111 and the lower frame 112. A protruding member 120 protrudes outward from the upper frame 111, the lower frame 112 or the support 113 so as to be installed at the entrance of the cargo hold 17, such that the container loading auxiliary device 100 or container loading auxiliary device 100a can be applied to at least one cargo hold 17 on the container ship 1 and load the container C on its upper part.

[0198] The method of loading and unloading containers from a container ship 1, including container loading assistance device 100 or container loading assistance device 100a, will then be described in detail.

[0199] First, the operation of loading container C, located on land 2, onto container ship 1 using crane CR will be explained.

[0200] In step S21, the loading of container C into cargo hold 17 can be completed by using crane CR to perform the operation of loading container C into cargo hold 17.

[0201] In step S22, the crane CR can be used to install the container loading auxiliary device 100 or the container loading auxiliary device 100a at any position on the cargo hold 17.

[0202] In step S22, while the container loading auxiliary device 100 or container loading auxiliary device 100a is stored on land 2, a crane CR is used to transport the container loading auxiliary device 100 or container loading auxiliary device 100a to the cargo hold 17 of the container ship 1. Alternatively, while the container loading auxiliary device 100 or container loading auxiliary device 100a is stored at any location on the upper deck 11 of the container ship 1, a crane CR is used to transport the container loading auxiliary device 100 or container loading auxiliary device 100a to the cargo hold 17 of the container ship 1.

[0203] In step S23, the container C can be loaded onto the container loading auxiliary device 100 or the container loading auxiliary device 100a by using the crane CR, thereby completing the loading of the container C onto the container loading auxiliary device 100 or the container loading auxiliary device 100a.

[0204] Next, we will describe the work of unloading container C from container ship 1 onto land 2 using crane CR.

[0205] In step S24, the crane CR is used to unload the container C that is loaded on top of the container loading auxiliary device 100 or the container loading auxiliary device 100a.

[0206] In step S25, the container loading auxiliary device 100 or container loading auxiliary device 100a is removed from the entrance of cargo hold 17 by using a crane CR, and the removed container loading auxiliary device 100 or container loading auxiliary device 100a is lowered to land 2 or transported to any position on the upper deck 11 to open the entrance of cargo hold 17.

[0207] In step S25, the container loading auxiliary device 100 or container loading auxiliary device 100a can be transported to any location on the upper deck 11 for stowage and storage on the upper deck 11, and transported to the land 2 for stowage and storage on the land 2.

[0208] In step S26, the unloading of container C loaded in cargo hold 17 is performed by using crane CR.

[0209] In this embodiment, the container ship 1 includes a hull 10, which comprises an upper deck 11, side plates 12, and a bottom plate 13 forming the exterior. Cargo holds 17 are separated by transverse bulkheads 16 in the hull 10. Lower compartment guides 31 are installed at fixed intervals on the side surfaces of the transverse bulkheads 16. Top bridges 20 extending to the left and right edges of the upper deck 11 are provided between the cargo holds 17, and these top bridges 20 are arranged in a plurality of columns in the longitudinal direction of the hull 10. Upper compartment guides 32 are respectively connected to the lower compartment guides 31 and are disposed on both sides of the top bridges 20. In step S25, when the entrance to the cargo hold 17 is opened, the container loading aid 100 and the container loading aid 100a can be stowed and stored between the top bridges 20 facing each other in the fore-and-aft direction of the upper deck 11, or stowed and stored on land 2.

[0210] Based on the above structure, top bridges 20, 20-1, 20a, and 20b, each equipped with an upper compartment guide 32, are provided. Since the container C can be supported and secured by the upper compartment guide 32, the existing lashing system (such as lashing rods and lashing bars) can be omitted. This not only reduces material costs but also reduces the time and cost required for lashing operations. Furthermore, during the operation of the container ship 1, by directly supporting the container C on the upper deck 11, the problem of damage or loss of the loaded container C can be solved. Additionally, since the upper compartment guide 32 installed on top bridges 20, 20-1, 20a, and 20b is interconnected with the lower compartment guide 31 installed on the transverse bulkhead 16, continuous loading and unloading of the container C can be achieved without additional work, such as installing hatch covers or lashing operations.

[0211] Furthermore, according to the embodiment, by configuring the container loading auxiliary device 100 or the container loading auxiliary device 100a to be installed at the entrance of the cargo hold 17 of the container ship 1, it can not only help improve the longitudinal strength of the hull 10 when installed at the entrance of the cargo hold 17, but also transfer the loading load of the containers C loaded on the upper deck 11 to the hull 10. Therefore, a large number of containers C, including those loaded from the bottom of the cargo hold 17 to the top of the upper deck 11, can be stacked in thirteen or more layers.

[0212] Furthermore, in the embodiments, by configuring the container loading auxiliary device 100 or container loading auxiliary device 100a, one or more container loading auxiliary devices can be transported by crane CR and stowed by themselves. This makes it easier to handle the entrance of the cargo hold 17 installed on the container ship 1. The container loading auxiliary device 100 or container loading auxiliary device 100a can be conveniently stored on the container ship 1 or on land 2, and the container loading auxiliary device 100 or container loading auxiliary device 100a can also be easily transported by transport vehicle TR on land 2.

[0213] In addition, according to the embodiment, since the container loading auxiliary device 100 or the container loading auxiliary device 100a includes all or part of the reinforcing frame 130, the first plate 151 and the second plate 152 and the reinforcing frame 160, it can ensure the rigidity to support the load of the container C loaded on top.

[0214] In addition, according to the embodiment, by providing a first assembly member 141 and a second assembly member 142 corresponding to the corner casting of the container C on the upper surface of the container loading auxiliary device 100 or the container loading auxiliary device 100a, not only can the container C loaded on its upper surface be firmly fixed, but also small 20-foot containers C and large 40-foot containers C can be stacked together.

[0215] Furthermore, according to the embodiment, instead of omitting the lashing bridges, the top bridges 20, 20-1, 20a, and 20b are constructed into a compartment guiding system, wherein the upper compartment guide 32 and the lower compartment guide 31, which are installed on the transverse bulkhead 16, are connected to each other. Therefore, compared with existing lashing bridges, not only can the width be reduced, but the complex structure of the existing lashing bridges can also be simplified. Moreover, since the width of the upper deck 11 between cargo holds 17 can be reduced compared with existing container ships equipped with existing lashing bridges, design flexibility (such as hull length; optimization achieved due to the absence of a lashing system) or the loading capacity of containers C can be increased compared with container ships 1 of the same specifications.

[0216] In addition, according to the embodiment, by providing the position adjustment member 40 to adjust the position of the container loading auxiliary device 100 or the container loading auxiliary device 100a, one or more container loading auxiliary devices 100 can be installed at any position in the cargo compartment 17, thereby increasing the flexibility of loading the container C.

[0217] Figure 31 A perspective view showing an embodiment of a container ship and its supporting members, entrance guides, and reinforcing members. Figure 32 To show Figure 31 A three-dimensional view of the supporting components. Figures 33 to 35 To show Figure 31 A perspective view and a side view of the entrance guide and reinforcing components.

[0218] like Figures 31 to 35 As shown, according to one embodiment, the container ship 1 may also include a support member 200, an entrance guide 300, and a reinforcing member 400.

[0219] Relative to the width direction of the hull 10, support members are provided at both ends of a plurality of top bridges 20, and one of the plurality of adjacent top bridges 20 along the length direction can be connected to another top bridge 20, thereby strengthening the structure and reducing the vibration of the hull 10.

[0220] The bridge 20 may include a plurality of vertical members 21 and a plurality of horizontal members 22. The plurality of vertical members 21 may include a pair of peripheral vertical members 21a arranged on the upper deck 11 on both sides of the hull 10 in the width direction, and a plurality of intermediate vertical members 21b installed between the peripheral vertical members 21a at fixed intervals.

[0221] A pair of support members 200 can connect the outer side of the outer vertical member 21a between the upper horizontal member 22a and the adjacent middle horizontal member 22b in a plurality of horizontal members 22.

[0222] See Figure 32 Each support member 200 may include a first support member 210, a second support member 220, a third support member 230, and a fourth support member 240. Hereinafter, each support member 200 will be described as including the first support member 210 to the fourth support member 240, but this disclosure is not necessarily limited thereto. For example, the first support member 210 to the fourth support member 240 may be integrally formed, or the first support member 210 and the third support member 230, as well as the second support member 220 and the fourth support member 240, may be integrally formed separately.

[0223] Each of the first support member 210 to the fourth support member 240 may be "U"-shaped, with one side surface open and the other side surface closed. Although the first support member 210 to the fourth support member 240 are all "U"-shaped in the figure, each support member may have various shapes.

[0224] The first support member 210 can be connected to the opposite side surface of the open side surface of the outer vertical member 21a of one of a pair of top bridges 20 spaced apart from each other in the front-rear direction.

[0225] The second support member 220 can be connected to the opposite side surface of the open side surface of the outer vertical member 21a of the other top bridge 20 of a pair of top bridges 20 spaced apart from each other in the front-rear direction.

[0226] The third support member 230 and the fourth support member 240 may be disposed between the first support member 210 and the second support member 220.

[0227] By connecting the opposite side surface of the open side surface of the third support member 230 to the opposite side surface of the open side surface of the fourth support member 240, the third support member 230 and the fourth support member 240 can be coupled between the first support member 210 and the second support member 220.

[0228] The open side surface of the third support member 230 can be connected to the open side surface of the first support member 210. In this way, a hollow support member 200 can be constructed by coupling the first support member 210 and the third support member 230.

[0229] The open side surface of the fourth support member 240 can be connected to the open side surface of the second support member 220. In this way, another support member 200 with a hollow structure can be constructed by coupling the second support member 220 and the fourth support member 240.

[0230] The entrance guide 300 can be configured on top of each of the plurality of upper compartment guides 32 to guide the container C during loading.

[0231] See Figures 33 to 35 The entrance guide 300 may include a first entrance guide member 310 that guides the front or rear surface of the container C, and a second entrance guide member 320 that guides one side surface of the container C.

[0232] The first entrance guide member 310 can be connected to the upper end of the upper compartment guide member 32 and can be extended to an upward tilting angle to guide the front or rear surface of the container C.

[0233] The first inlet guide member 310 may have a rectangular shape, having the same lower width and upper width.

[0234] The second entrance guide member 320 can be connected to the upper end of the upper compartment guide member 32 and extend upward. The second entrance guide member 320 can have a trapezoidal shape, with one side connected to the first entrance guide member 310, and its width increases from left to right towards the upper end.

[0235] The second inlet guide member 320 may include a first guide member 320a having a first height and a second guide member 320b having a second height, wherein the second height is greater than the first height.

[0236] The first guide member 320a and the second guide member 320b may include an inclined surface 321a and an inclined surface 321b, the upper ends of which are inclined at a certain angle to guide one side surface of each container C.

[0237] The inclined surface 321a of the first guide member 320a and the inclined surface 321b of the second guide member 320b can have the same width and length. As described above, since the first guide member 320a and the second guide member 320b have different heights, while the inclined surfaces 321a and 321b have the same length, their widths can be increased at different ratios along the left-right direction toward the upper end.

[0238] As described above, the length of the inclined surface 321a of the first guide member 320a can be the same as the length of the inclined surface 321b of the second guide member 320b. However, the present invention is not limited to this. For example, the widths of the first guide member 320a and the second guide member 320b can increase in the same proportion from left to right towards the upper end. Therefore, the length of the inclined surface 321a of the first guide member 320a having a first height can be less than the length of the inclined surface 321b of the second guide member 320b having a second height.

[0239] An entrance guide 300 including a first guide member 320a having a first height and an entrance guide 300 including a second guide member 320b having a second height may be alternately configured on top of each of the plurality of upper compartment guides 32, but this disclosure is not necessarily limited thereto.

[0240] The reinforcing member 400 can support the upper compartment guide component 32.

[0241] The top bridge 20 may include a combination of a plurality of vertical members 21 and a plurality of horizontal members 22. The plurality of horizontal members 22 may include an upper horizontal member 22a forming the uppermost part of the top bridge 20, and a plurality of intermediate horizontal members 22b disposed at fixed intervals between the upper horizontal member 22a and the upper deck 11.

[0242] The upper compartment guide 32 can be configured on the upper end of the upper horizontal member 22a.

[0243] According to this structure, the reinforcing member 400 can support a portion of the upper compartment guide 32 extending above the upper horizontal member 22a of the top bridge 20 and / or the entrance guide 300 disposed on top of the upper compartment guide 32.

[0244] This reinforcing member 400 may protrude from the rear of the upper compartment guide 32 along the central direction of the top bridge 20, and may include a first reinforcing member 410 to a fourth reinforcing member 440.

[0245] The first reinforcing member 410 may have a bottom surface connected to an upper horizontal member 22a on the rear surface of the upper compartment guide 32, the upper compartment guide 32 extending above the upper horizontal member 22a at the top of the top bridge 20 and extending to the upper end of the upper compartment guide 32.

[0246] One side of the second reinforcing member 420 can be vertically connected to the first reinforcing member 410, and its lower surface can be fixed to the upper horizontal member 22a. The second reinforcing member 420 can protrude along the central direction of the top bridge 20.

[0247] The lower surface of the third reinforcing member 430 can be connected to the upper surface of the second reinforcing member 420, and its upper surface can be connected to a flat side surface of the first inlet guide member 310.

[0248] The lower surface of the fourth reinforcing member 440 can be connected to the upper surface of the first reinforcing member 410, and its upper surface can be connected to a flat side surface of the first inlet guide member 310.

[0249] In this embodiment, the first reinforcing member 410 and the second reinforcing member 420 can support the upper compartment guide 32, and the third reinforcing member 430 and the fourth reinforcing member 440 can support the entrance guide 300.

[0250] See Figure 31 Relative to the longitudinal direction of the hull 10, a plurality of upper compartment guides 32 may be installed in front of and behind each of the plurality of top bridges 20, and the plurality of upper compartment guides 32 may be arranged adjacent to each other in the width direction of the hull 10.

[0251] The upper compartment guide 32 can guide the lifting and lowering of the container C being transported to the crane CR, and can also support and secure the container C loaded on the upper deck 11.

[0252] As the height of the superbridge 20 increases, the upper compartment guide 32 may become more susceptible to external impacts, and its structural strength may become weaker, especially at the top. Consequently, if the upper part of the upper compartment guide 32 is damaged, the container C may detach. Therefore, according to an embodiment, the container ship 1 may also include protective bars 500a, 500b, or 500c to protect the hull 10 from impacts acting on the upper compartment guide 32 and to strengthen its structural strength. The protective bars 500a, 500b, or 500c can have various shapes, which will... Figures 36 to 38 This was further explained in the text.

[0253] Figure 36 These are cross-sectional top and side views showing one embodiment of a protective bar installed on a container ship. Figure 37 It is shown Figure 36 A cross-sectional top view and a side view of another embodiment of the protective rod shown. Figure 38 It is shown Figure 36 A cross-sectional top view and a side view of another embodiment of the protective rod shown.

[0254] like Figures 36 to 38 As shown in (a) and (b) respectively, a portion of the protective rod 500a, protective rod 500b or protective rod 500c may be fixed between a pair of opposing upper compartment guides 32, while the remaining portion of the protective rod 500a, protective rod 500b or protective rod 500c may protrude outward from the pair of upper compartment guides 32 by a predetermined length.

[0255] Protective rods 500a, 500b, or 500c may have a predetermined length and width at the lower part of the inlet guide 300, which is relatively susceptible to external impacts and has weaker structural strength along the entire length of the upper compartment guide 32, i.e., at the upper part of the upper compartment guide 32.

[0256] Protective bars 500a, 500b, and 500c may include spacers 510a, 510b, and 510c, a plurality of which are disposed between adjacent pairs of upper compartment guides 32 for supporting and securing the pairs of upper compartment guides 32 and separating them; the plurality of protective bars also include anti-detachment portions 520a, 520b, and 520c, which protrude outward from the spacers 510a, 510b, and 510c by a predetermined length from the pairs of upper compartment guides 32 to prevent the container C from detaching.

[0257] Spacing portions 510a, 510b, and 510c can fix the upper compartment guide 32 to be adjacent to each other.

[0258] Anti-detachment parts 520a, 520b, and 520c protrude to the outside of the upper compartment guide 32. When container C deviates from the upper compartment guide 32 due to hull deformation, anti-detachment parts 520a, 520b, and 520c are used to hold container C in place to prevent container C from detaching from the upper compartment guide 32.

[0259] The spacer 510a, spacer 510b, spacer 510c and anti-detachment parts 520a, anti-detachment parts 520b, and anti-detachment parts 520c can have various configurations.

[0260] See Figure 36 The protective rod 500a may include a spacer portion 510a and an anti-detachment portion 520a integrally formed with each other.

[0261] When the protective rod 500a is a single piece, the spacer 510a can be located between a pair of adjacent upper compartment guides 32, and the anti-detachment part 520a can protrude outward from the pair of adjacent upper compartment guides 32.

[0262] The spacer 510a may have a thickness corresponding to the spacing between the pair of adjacent upper compartment guides 32, and its length from the end of the pair of upper compartment guides 32 inward may be 45 mm to 65 mm, and its length from the top to the bottom may be 1.4 m to 1.6 m. For example, the spacer 510a may have a cuboid shape. However, the above values ​​are merely examples, and the invention is not necessarily limited thereto, nor are the values ​​mentioned below restricted.

[0263] The anti-detachment portion 520a has the same thickness as the spacer portion 510a, extends outward from the end of the upper compartment guide 32 by 30 mm to 50 mm, and has a length of 0.9 m to 1.1 m from top to bottom. The upper end of the anti-detachment portion 520a may overlap with the upper end of the spacer portion 510a. For example, the anti-detachment portion 520a may have a cuboid shape, with a length less than the cuboid length of the spacer portion 510a, and its upper end coincides with the upper end of the spacer portion 510a.

[0264] Furthermore, the anti-detachment part 520a may have a wedge-shaped end, and the length between the upper and lower ends may be reduced outward.

[0265] See Figure 37 The protective rod 500b may include a spacer portion 510b and an anti-detachment portion 520b that are separated from each other.

[0266] When the protective rod 500b is a split type, the spacer 510b is located between a pair of adjacent upper compartment guides 32, within a certain distance from one end of the pair of upper compartment guides 32; the anti-detachment part 520b protrudes outward from the pair of upper compartment guides 32, and a part of it can be configured between the pair of upper compartment guides 32.

[0267] The spacer 510b may have a thickness corresponding to the spacing between the pair of adjacent upper compartment guides 32, and its length from one end of the pair of upper compartment guides 32 to the other end may be 25 mm to 45 mm, and its length from top to bottom may be 1.4 m to 1.6 m. For example, when the spacer 510b is located between the pair of upper compartment guides 32, the spacer 510b is located at a certain distance from one end of the pair of upper compartment guides 32 and may have a cuboid shape.

[0268] The anti-detachment portion 520b has the same thickness as the spacer portion 510b and a length of 50 mm to 70 mm from one end to the other. One-third of the anti-detachment portion 520b is located between the pair of adjacent upper compartment guides 32, and two-thirds of the anti-detachment portion 520b protrudes outside the pair of upper compartment guides 32, with a length from top to bottom of 0.9 m to 1.1 m. The upper end of the anti-detachment portion 520b may overlap with the upper end of the spacer portion 510b. For example, the anti-detachment portion 520b may protrude outward from the pair of upper compartment guides 32, a portion of the anti-detachment portion 520b may be located between the pair of upper compartment guides 32, the anti-detachment portion 520b may be cuboid in shape, and its length may be less than the length of the cuboid spacer portion 510b, with the upper end of the anti-detachment portion 520b coinciding with the upper end of the spacer portion 510b.

[0269] Furthermore, the anti-detachment portion 520b may have a wedge-shaped end. Although the length of the anti-detachment portion 520b from top to bottom between the upper compartment guides 32 may remain constant, its length outside the upper compartment guides 32 will decrease outwards. According to one embodiment, a portion of the anti-detachment portion 520b is located between the upper compartment guides 32 to increase the fixing force, because unlike the integrated protective rod 500a described above, the anti-detachment portion 520b is formed separately from the spacer portion 510b.

[0270] Reference Figure 38 According to one embodiment, the spacer portion 510c and the anti-detachment portion 520c of the protective rod 500c can overlap each other.

[0271] When the protective rod 500c is overlapping, a pair of spacers 510c can be arranged between a pair of adjacent upper compartment guides 32. The spacers 510c can be spaced apart by a predetermined distance to ensure close contact with the surfaces of the upper compartment guides 32. An anti-detachment portion 520c protrudes outward from the upper compartment guides 32, and a portion of the anti-detachment portion 520c is positioned and fixed between the spacers 510c.

[0272] Each of the pair of spacers 510c may have a thickness corresponding to 1 / 3 to 1 / 4 of the distance between the pair of upper compartment guides 32, a length of 45 mm to 65 mm inward from the end of the pair of upper compartment guides 32, and a length of 1.4 m to 1.6 m from top to bottom. For example, when the pair of spacers 510c are located between the pair of upper compartment guides 32, the pair of spacers 510c may be spaced apart by a predetermined distance to make close contact with the surface of the pair of upper compartment guides 32, and may have a cuboid shape.

[0273] Furthermore, each of the pair of spacers 510c may extend outward from the end of the pair of upper compartment guides 32 by a certain length, and the extended portion of each spacer 510c may be chamfer-shaped.

[0274] The anti-detachment portion 520c may have a thickness corresponding to the spacing between the pair of spacers 510c, and may have a length of 85 mm to 105 mm from one end to the other. The anti-detachment portion 520c may have a length of 45 mm to 65 mm inward from the end of the upper compartment guide 32, a length of 30 mm to 50 mm outward from the end of the upper compartment guide 32, and a length of 0.9 m to 1.1 m from top to bottom. One end and the upper end of the anti-detachment portion 520c may coincide with one end and the upper end of the pair of spacers 510c. For example, the anti-detachment portion 520c may protrude outward from the upper compartment guide 32, a portion of which is located between the pair of spacers 510c. The anti-detachment portion 520c may be cuboid in shape, with a length less than the length of the cuboid of the pair of spacers 510c and a width greater than the width of the cuboid of the pair of spacers 510c. One end and the upper end of the anti-detachment part 520c coincide with one end and the upper end of the pair of spacers 510c, and the other end of the anti-detachment part 520c extends outward from the other end of the pair of spacers 510c.

[0275] Furthermore, the anti-detachment part 520c may have a rounded end, and may be configured such that the length between its upper and lower ends remains constant between the upper compartment guides 32, while its length outside the upper compartment guides 32 may decrease outward.

[0276] Figure 39 A side view showing one embodiment of the upper compartment guide 32.

[0277] See Figure 39 According to one embodiment, the upper compartment guide 32 installed on the container ship 1 can be mounted on both sides of the top bridge 20. However, as mentioned above, the top bridge 20 is not a conventional lashing bridge and cannot use existing lashing systems. Instead, it uses a compartment guide system with the upper compartment guide 32, and in terms of strength, the top bridge 20 may be weaker than existing lashing systems.

[0278] Regarding the support and fixation of the multi-story container C by the upper compartment guide 32 mounted on the top bridge 20, when the container C sways due to the movement of the hull 10 and eventually tilts to one side, causing the upper compartment guide 32 and / or the top bridge 20 to bear excessive lateral loads, the upper compartment guide 32 and / or the top bridge 20 may be damaged, and in severe cases, the container C may overturn. Therefore, the embodiments provide a method to minimize the swaying of the top bridge 20.

[0279] In the upper compartment guide 32, when small or large containers C are stacked in five levels, the lower-level (e.g., first to third levels) containers C are closer to the upper deck 11 and therefore experience less swaying, but the upper-level (e.g., fourth and fifth levels) containers C may experience relatively more swaying. Therefore, stability is ensured by installing torsion locks TL on the upper-level containers C.

[0280] although Figure 39 The invention illustrates that, in order to reduce the number of installations, twist locks TL are installed in the uppermost containers C loaded on the fourth and fifth floors, but the invention is not necessarily limited to this. For example, if desired, twist locks TL can also be installed in the containers C loaded on the first to third floors.

[0281] Because the twist lock TL is installed on the corner fittings of both the lower and upper container C, it is difficult to check whether the twist lock TL is installed correctly and to detect any installation errors. Therefore, without a standard installation guideline for the twist lock TL, its installation might be omitted from containers C on the same level where it should be installed, or it might be installed on lower containers C where it is not required. This not only leads to confusion during installation but also risks unloading containers C without removing the twist lock TL, potentially resulting in serious accidents.

[0282] To address this issue, a visible twist-lock area TW can be formed at the top bridge 20 or the upper compartment guide 32. The twist-lock area TW can be marked so that, in containers C loaded in multiple layers, the upper and lower containers C loaded on higher layers can be secured to each other using twist-lock TL.

[0283] The twist-lock area TW can be configured according to the specific area (corresponding to the fourth and fifth layers) of the containers C loaded in the plurality of layers between the upper compartment guides 32. The twist-lock TL can be fastened to the upper container C based on the twist-lock area TW to ensure installation stability and avoid installation errors.

[0284] Such twist-lock areas (TW) can be achieved by painting specific areas (corresponding to the fourth and fifth levels) with a specific color on the support structure or superstructure of the top bridge 20 or the upper compartment guide 32, or by installing visible indicator structures. In this way, the twist-lock area (TW) can serve as an indicator of whether the twist-lock TL is installed correctly.

[0285] When the twist lock area TW is shown in the area corresponding to the fourth or fifth level, such as Figure 39 As shown, containers C are arranged in two rows. If a small container C is used as a reference, the lower limit height can be between three and four layers; if a large container C is used as a reference, the upper limit height can be between four and five layers.

[0286] The Twist Lock Zone TW serves as a guideline, indicating that all containers C loaded above the Twist Lock Zone TW, including some containers C located in the target area, must be equipped with Twist Lock TL. For example, the Twist Lock Zone TW allows for visual inspection based on the installation reference.

[0287] In the visual inspection benchmark, items such as whether the torsion lock TL is installed and the locking status of the torsion lock TL can be checked in the corresponding area or more areas.

[0288] As explained above, the twist-lock area TW is primarily shown on the upper compartment guide 32. However, the twist-lock area TW can also be shown on the top bridge 20 on which the upper compartment guide 32 is mounted, in the same manner as described above.

[0289] In one embodiment, the upper compartment guide 32 may be made of a different material than the lower compartment guide 31.

[0290] According to an embodiment applied to a cable-free container ship 1, the upper compartment guide 32 must guide the container C loaded on the upper deck 11. Therefore, the upper compartment guide 32 can use a material with higher tensile strength than the lower compartment guide 31 installed on the transverse bulkhead 16 of the cargo hold 17. For example, the upper compartment guide 32 can use a second high-tensile steel with a higher strength grade than the first high-tensile steel forming the lower compartment guide 31.

[0291] Furthermore, the upper compartment guide 32 may include a second high-tensile steel, while the entrance guide 300 may include a flexible material. In this embodiment, because the container C may be damaged by impact during loading and unloading, a portion of the entrance guide 300 may include a flexible material to reduce impact. For example, the flexible material may be a metal and rubber composite material, an iron core and rubber sandwich material, or a plastic material, all of which possess excellent abrasion resistance and high durability.

[0292] The following will refer to Figure 40 The container loading and unloading method on the container ship 1, including the container loading assistance device 100 or container loading assistance device 100a, the twist lock area TW and the upper compartment guide 32, is described in more detail.

[0293] Figure 40 For illustrative purposes Figure 39 The flowchart shows the container loading and unloading method using the upper compartment guide.

[0294] First, the loading method for container C will be explained.

[0295] In step S31, the operation of loading container C into cargo hold 17 is performed by using crane CR to complete the loading of container C into cargo hold 17.

[0296] In step S32, the crane CR can be used to lower the container loading aid 100 or the container loading aid 100a so that it can be guided by the upper compartment guide 32 and introduced into the guide path.

[0297] In step S33, the container loading auxiliary device 100 or container loading auxiliary device 100a can be installed at any position in the cargo hold 17 using a crane CR.

[0298] The container loading aid 100 or container loading aid 100a can be used individually or in a side-by-side arrangement via coupling member 170 and transported by crane CR. The side-by-side container loading aids 100 or container loading aid 100a can be connected in an odd number to adjust the center of gravity during transport by crane CR, but the invention is not necessarily limited to this.

[0299] In step S34, the container C can be loaded onto the container loading auxiliary device 100 or container loading auxiliary device 100a via the upper compartment guide 32 using the crane CR, so that the container C is loaded onto the top of the container loading auxiliary device 100 or container loading auxiliary device 100a.

[0300] In step S35, containers C located in a plurality of layers between the upper compartment guides 32, the upper and lower containers in the areas corresponding to the twist-lock areas TW indicated in the upper compartment guides 32, are secured by twist-locks TL.

[0301] As mentioned above, the twist-lock area TW can be indicated by using a specific color of paint or a visually identifiable indicator structure to show a certain height from the entrance guide 300 to the upper compartment guide 32. Furthermore, when multiple layers of containers C are loaded on five levels, the twist-lock area TW can be shown in the portions corresponding to the fourth and fifth levels, preventing the twist-lock TL from being fastened to containers C loaded on the first to third levels corresponding to the lower levels, while the twist-lock TL can only be fastened to containers C loaded on the fourth and fifth levels corresponding to the higher levels.

[0302] Next, check whether the torsion lock TL is installed correctly and whether any installation errors have occurred, and complete the loading operation of container C in step S36.

[0303] In step S36, it is crucial to check whether the twist lock TL is installed correctly and whether any installation errors have occurred. Since the twist lock TL is installed in container C, which is loaded between the upper compartment guides 32, it may be obstructed by the upper compartment guides 32 and thus difficult to see. Therefore, the installation of the twist lock TL may be missed, or it may not be installed in the correct position.

[0304] After the loading operation of container C is completed in step S36, container C will be transported by container ship 1 to its destination, where it will be unloaded from container ship 1 onto land. The unloading method of container C will be described below.

[0305] In step S37, the locking device of the twist lock TL can be unlocked so that the container C loaded on top of the container loading auxiliary device 100 or the container loading auxiliary device 100a can be unloaded by using the crane CR.

[0306] After checking whether the locking device of the twist lock TL is unlocked, the unloading operation of container C can be performed in step S38.

[0307] In step S38, it is crucial to check whether the locking device of the twist lock TL has been unlocked. Because the twist lock TL is installed in container C, which is loaded between the upper compartment guides 32, it is obscured by the upper compartment guides 32, making it difficult to check whether the twist lock TL has been unlocked. Unloading container C without unlocking the locking device of the twist lock TL could lead to a serious accident.

[0308] When unlocking the locking device of the twist lock TL in step S37, the twist lock TL can be recovered by unlocking the locking devices of all the twist lock TLs on the upper and lower containers C on the hull 10, but the present invention is not necessarily limited to this. For example, the twist lock TL can be recovered after the containers C and container loading aids 100 or 100a have been transported to land. The following will refer to... Figure 41 Another method for recycling torsion locks (TL) will be described in more detail.

[0309] Figure 41 It is used for explanation Figure 40 The first part of the flowchart of the Chinese container loading and unloading method.

[0310] Reference Figure 41 In step S41, the locking devices of the torsion locks TL that are fastened to the upper surface of the lower container C in both the upper and lower containers C can be unlocked.

[0311] When the unloading operation of container C is performed in step S38, when the upper container C is transported to land 2 with the twist lock TL fastened to the lower surface, the locking device of the twist lock TL fixed to the lower surface of container C is unlocked, and in step S42, the twist lock TL can be retrieved from land.

[0312] The following will refer to Figure 42 and Figure 43 The steps of installing the container loading aid 100 or container loading aid 100a at any location in the cargo hold 17 using the crane CR are described in more detail in step S33.

[0313] Figure 42 For illustrative purposes Figure 40 The second part of the flowchart of the container loading method in the container loading and unloading method. Figure 43 It is used for explanation Figure 42The second part of the flowchart.

[0314] First, in step S331, the container C can be positioned on the upper surface of the container loading auxiliary device 100 or container loading auxiliary device 100a set on the land 2 by using the crane CR.

[0315] In step S332, container C, container loading auxiliary device 100, and container loading auxiliary device 100a can be interconnected via twist lock TL.

[0316] In step S333, the container C and the interconnected container loading auxiliary devices 100 and 100a can be transported to the cargo hold 17 by using the crane CR.

[0317] Therefore, the container loading auxiliary device 100 or the container loading auxiliary device 100a can be transported together with the container C without the need for separate transport, thereby reducing the transport operations of the crane CR.

[0318] The following will refer to Figure 44 and Figure 45 The operation of unloading container C in step S38 will be explained in more detail.

[0319] Figure 44 For illustrative purposes Figure 40 The flowchart for the third part of the unloading container C method in the container loading and unloading process. Figure 45 It is used for explanation Figure 44 The third part of the flowchart. Figure 46 The diagram illustrates the state in which the container loading aid 100 or container loading aid 100a is loaded into multiple layers and secured with twist locks.

[0320] First, in step S381, when the container loading auxiliary device 100 or container loading auxiliary device 100a and the container C on top of it have not yet been secured by the twist lock TL, the securing operation can be performed.

[0321] If steps S331 to S333 have already been executed, step S381 can be omitted.

[0322] In step S382, using the crane CR, the container C can be transported to land 2 together with the container loading auxiliary device 100 or container loading auxiliary device 100a secured by the torsion lock TL.

[0323] In step S383, the locking device of the twist lock TL of the container C and the container loading auxiliary device 100 or the container loading auxiliary device 100a can be unlocked on land 2.

[0324] Container loading aid 100 or container loading aid 100a can be stored at the loading location on land 2. During the loading and unloading of container C, container loading aid 100 or container loading aid 100a is transported between the land loading location and the container ship 1. To improve the efficiency of transportation operations, such as... Figure 46 As shown, when the container loading auxiliary device 100 or container loading auxiliary device 100a is loaded in three or more layers, the container loading auxiliary device 100 or container loading auxiliary device 100a can be fastened vertically with twist lock TL, and multiple container loading auxiliary devices 100 or container loading auxiliary devices 100a can be moved at one time by a mobile crane.

[0325] Figure 47 It is a perspective view showing one embodiment of the top bridge 20 and the upper compartment guide 32.

[0326] Figure 47 (a) shows a top bridge 20 and an upper compartment guide 32 according to one embodiment. Figure 47 (b) shows the existing ligature bridge 20c.

[0327] See Figure 47 (a) According to one embodiment, a plurality of top bridges 20 may be installed in the width direction of the hull 10, between the cargo holds 17, extending to the port and starboard edges of the upper deck 11; they may be arranged in a plurality of rows at fixed intervals in the longitudinal direction of the hull 10, from the bow 14 to the stern 15. Upper compartment guides 32 may be provided at fixed intervals on both sides of the top bridges 20.

[0328] In an embodiment, the top bridge 20 may be a compartment guide system with an upper compartment guide 32 installed, instead of the existing lashing bridge 20c, wherein the lashing system is used to secure the container C.

[0329] See Figure 47 (b) The existing lashing bridge 20c is likely one of the known lashing bridges, which includes various fittings designed to prevent the container C loaded on the hatch cover from tipping over. Therefore, its specific structure will not be described in detail herein, but will mainly describe the differences between the existing lashing bridge 20c and the top bridge 20 of this embodiment.

[0330] Refer again Figure 47 In embodiment (a), the top bridge 20 includes a combination of a plurality of vertical members 21 and a plurality of horizontal members 22, and can be installed on the upper deck 11. The upper deck 11 divides the cargo hold 17 located between the left and right sides of the upper deck 11 and between the side outer plates 12a and the side plates 12b of the container ship 1.

[0331] A plurality of vertical members 21 may be arranged in pairs and configured at fixed intervals in the longitudinal direction of the upper deck 11, which separates adjacent cargo holds 17. A plurality of horizontal members 22 may be arranged in pairs and configured at fixed intervals above the upper deck 11, and mounted on a pair of vertical members 21.

[0332] In addition, multiple layers of passage space 25a can be provided between a pair of vertical members 21 at fixed intervals along the vertical direction for operators to pass through, thereby maintaining and monitoring the control units and other equipment in the refrigerated container C.

[0333] The passage space 25a can be connected via passage 26a to other passage spaces 25a on multiple layers located between a pair of adjacent vertical members 21, thereby allowing the operator to perform maintenance work while moving.

[0334] In an embodiment, aisle 26a may be a stringer and floor member arranged between upper decks 11, wherein the upper decks 11 divide cargo holds 17, a top bridge 20 is installed on the upper decks 11, and horizontal members 22 are arranged in pairs and configured as multiple layers. For example, aisle 26a may be configured as multiple layers based on the upper decks 11, and the height of each layer may be determined according to the height of the refrigerated container C.

[0335] The width of each passage space 25a provided in the top bridge 20 and the width of the passage 26a connecting these passage spaces 25a can be determined by the width between a pair of vertical members 21 corresponding to the width of the top bridge 20.

[0336] See Figure 47 (b) Compared to the top bridge 20, the existing lashing bridge 20c can be installed on the upper deck 11, which separates adjacent cargo holds 17 and forms passage spaces 25b and passages 26b on the upper deck 11 for lashing operations and maintenance.

[0337] The existing lashing bridge 20c has passageways 25b and 26b with widths installed according to the minimum widths (e.g., 600 mm) defined in International Maritime Organization (IMO) regulations. For the existing lashing bridge 20c, sufficient space must be ensured for the installation of hatch covers and to avoid interference when container C is loaded into cargo hold 17, which has lower compartment guides 31. Furthermore, the aforementioned IMO regulations must be complied with. Therefore, there are limitations on reducing the width of the upper deck 11, which separates cargo hold 17, and on which the lashing bridge 20c is installed.

[0338] In other words, the installation of the existing lashing bridge 20c complies with IMO regulations, but its installation width must be less than the width of the upper deck 11 that separates the cargo hold 17. Therefore, the portion of the upper deck 11 that is outside the width range of the existing lashing bridge 20c remains an invalid area, and there are limitations in reducing the overall size of the container ship 1.

[0339] On the other hand, according to this embodiment, the top bridge 20 fixes and supports the upper compartment guide 32 which is integrally connected to the lower compartment guide 31, and can be installed at the edge of the upper deck 11, wherein the upper deck 11 separates the cargo hold 17. Since the container C is guided and loaded on the upper compartment guide 32, it will not interfere with the container C.

[0340] According to this structure, the top bridge 20 of this embodiment can have the same width as the upper deck 11, which separates adjacent cargo holds 17, thereby maximizing the utilization of a portion of the upper deck 11. Compared to the existing lashing bridge 20c, when the installation of the top bridge 20 complies with IMO regulations, the overall size of the container ship 1 can be reduced by removing ineffective areas of the upper deck 11.

[0341] Furthermore, when the top bridge 20 of this embodiment is installed on the upper deck 11 on which the existing lashing bridge 20c is installed, the effective area of ​​the upper deck 11 can be utilized, and a passage space 25a and passage 26a with a greater width than that specified in the IMO specification can be ensured.

[0342] Figure 48 This is a side view showing an embodiment of the compartment guidance device 600. Figure 49 This is another side view, showing Figure 48 Another embodiment of the cabin guidance device 600 shown.

[0343] Specifically Figure 48 "a" is a side view showing the operational status of the compartment guidance device 600. Figure 48 b is a side view showing the operational status of the compartment guidance system 600. Figure 48 c is a side view showing the unused state of the compartment guidance device 600.

[0344] Reference Figure 48 According to this embodiment, the container ship 1 may also include a compartment guiding device 600. The compartment guiding device 600 is a component that can extend the length of the upper compartment guide 32, and may include an extension compartment guide 610 and an operating part 620.

[0345] The extension compartment guide 610 may have the same structure as the upper compartment guide 32 and have a predetermined length.

[0346] When container C is loaded, the extended compartment guide 610 can be connected to and fixed in a straight line with the upper compartment guide 32 via the operating part 620 to support and fix container C, or to guide the lifting and lowering of container C.

[0347] When container C is not loaded, the extended compartment guide 610 can be detached from the upper compartment guide 32 via the operating unit 620 and stored on top of the top bridge 20, as follows: Figure 48 As shown in (b) and (c).

[0348] The entrance guide 300 for container C can be installed on top of the upper compartment guide 32. The extension compartment guide 610 can be connected to and secured to the top of the entrance guide 300, or detached from the top of the entrance guide 300.

[0349] The operating unit 620 is operable for the extension compartment guide 610 and may include a fixing member 621, a hinge member 622, a rotating member 623, and a handle 624.

[0350] The lower end of the fixing member 621 is fixed to the upper end of the top bridge 20 and can extend a predetermined length in the vertical direction.

[0351] The hinge component 622 can be mounted on the upper end of the fixed component 621 and cause the rotating component 623 to rotate.

[0352] One end of the rotating member 623 is rotatably connected to the hinge member 622, and the other end of the rotating member 623 is connected to the extension compartment guide 610.

[0353] The rotating component 623 may be provided with a handle 624, and the extension compartment guide 610 can be rotated by using the handle 624.

[0354] See Figure 49 According to one embodiment, the container ship 1 may also include an extended entrance guide 630. The extended entrance guide 630 is installed on the upper end of the extended compartment guide 610. When the extended compartment guide 610 guides the lifting and lowering of the container C, interference between the upper end and the container C can be avoided.

[0355] Since the structure of the extended inlet guide 630 can be the same as that of the inlet guide 300 described above, a detailed description will be omitted. However, the structure of the extended inlet guide 630 can be the same as or similar to that of existing inlet guides.

[0356] Figure 50 A perspective view showing one embodiment of the gap cover 700. Figure 51 To pass Figure 50 A portion is enlarged to show a perspective view of the upper part of the gap cover 700. Figure 52To pass Figure 50 A portion is enlarged to show a perspective view of the lower part of the gap cover 700. Figure 53 To view from the front Figure 50 The side view of the gap cover 700 shown. Figure 54 For viewing from the side Figure 50 The front sectional view of the gap cover 700 shown. Figure 55 Viewing from above Figure 50 The top view of the gap cover 700 shown.

[0357] like Figures 50 to 55 The hull 10, upper deck 11, superbridge 20, lower compartment guide 31, upper compartment guide 32, entrance guide 300, and reinforcing member 400 shown are related to... Figures 1 to 13 and Figures 31 to 35 The hull 10, upper deck 11, superbridge 20, lower compartment guide 31, upper compartment guide 32, entrance guide 300, and reinforcing member 400 described herein are substantially the same. Therefore, repeated descriptions will be omitted. However, references to the following sections may be made if necessary. Figures 50 to 55 The structurally coupled components of the gap cover 700 will be described separately along with the gap cover 700.

[0358] See Figures 50 to 55 The gap cover 700 can cover the space between one of a plurality of adjacent upper compartment guides 32 in the longitudinal direction of the hull 10. The upper compartment guides 32 can have an L-shaped cross-section to cover the sides and rear of the container C.

[0359] See Figure 51 The gap cover 700 may include a plate-shaped gap cover body 710, with both ends connected to one side surface of the first reinforcing member 410 and covering the space between a pair of adjacent first reinforcing members 410. In some embodiments, the gap cover body 710 may be integrally formed with the first reinforcing member 410, but the invention is not necessarily limited thereto. For example, although Figure 51 As not shown in the figure, the gap cover body 710 may include a coupling member (not shown), such as an annulus, and the gap cover body 710 and the first reinforcing member 410 may be connected to each other by means of the coupling member passing through a hole (not shown) formed on one side surface of the first reinforcing member 410. The gap cover body 710 may cover between a pair of adjacent first reinforcing members 410, and its material is not limited to a particular type.

[0360] The clearance cover 700 may also include an extension member 720 that extends from both ends of the clearance cover body 710 and contacts one side surface of the first reinforcing member 410. In other words, the extension member 720 may extend to an upper compartment guide 32 on one side of the clearance cover body 710 relative to the longitudinal direction of the hull 10, and may extend relative to the clearance cover body 710 to another upper compartment guide 32 disposed on the other side of the clearance cover body 710.

[0361] The extension member 720 is bendable toward the upper compartment guide 32. In other words, the extension member 720 may have an inclined surface facing the upper compartment guide 32, but the invention is not necessarily limited to this. For example, the extension member 720 may extend in a direction parallel to the gap cover body 710. With this structure, the extension member 720 can laterally support the upper compartment guide 32. Because the extension member 720 includes surfaces formed aft and forward of the container ship 1, wind resistance of the hull 10 is reduced.

[0362] See Figures 52 to 54 The clearance cover 700 can be supported by the support S disposed on the upper deck 11. Therefore, an empty space can be formed between the upper deck 11 and the container C based on the port and starboard edges in the width direction of the hull 10. Workers can move along the empty space.

[0363] In this embodiment, the gap cover body 710 may be a closed type without holes, but the invention is not necessarily limited to this. For example, a hole may be formed in a region of the gap cover body 710. When the container C is a refrigerated container, a hole may be formed in a region of the gap cover body 710 for ventilation.

[0364] The gap cover body 710 can be disposed on the left and right edges of the top bridge 20 on the upper deck 11 and seal the gap formed between adjacent upper compartment guides 32 to prevent air from being transmitted to the top bridge 20 or the gap, thereby generating wind resistance.

[0365] Figure 56 To show Figure 50 A perspective view of an embodiment of the gap cover 700 shown.

[0366] Figure 56 (a) is a schematic diagram illustrating the linear arrangement of the gap covers 700. Figure 56 (b) is a schematic diagram illustrating the oblique arrangement of the gap cover 700.

[0367] See Figure 56In the container ship 1, the port and starboard width of container C loaded amidships 10 can be wider than when loaded bow 14 or stern 15. For example, the port and starboard width of container C near bow 14 is narrower than that of container C aft of bow 14. Conversely, the port and starboard width of container C near stern 15 can be narrower than that of container C forward of stern 15. In other words, in the width direction of hull 10, container C near bow 14 or stern 15 can be narrower than container C near the center of the ship.

[0368] As described above, when the left and right widths of the containers C loaded in the longitudinal direction of the container ship 1 are different, the gap cover 700 can be configured at an angle relative to the longitudinal direction of the container ship 1 to cover the space between the containers C that are adjacent to each other in the longitudinal direction.

[0369] See Figure 56 (a) The clearance cover 700 may be disposed between adjacent containers C in the longitudinal direction of the hull 10. The clearance cover 700 may be disposed in a direction close to the side of the container C.

[0370] See Figure 56 (b) A portion of the gap cover 700 is positioned close to the side of the container C, but depending on the arrangement of the containers C, another portion of the gap cover 700 may be positioned in a direction intersecting the longitudinal direction of the container ship 1. The gap cover 700 may be positioned between adjacent containers C to cover the gap between them. For example, the gap cover 700 may be arranged adjacent to the point of its edge defined when it is connected to the wall of one container C and the point of its edge defined when it is connected to the wall of another container C adjacent to said container C. In the container C positioned on the outermost side of the hull 10, the edge formed by the connecting wall may face outwards from the hull 10.

[0371] According to this structure, the gap cover 700 can cover the area between the edge defined when in contact with the wall of one container C and the edge defined when in contact with the wall of another container C adjacent to said container C.

[0372] Although Figure 56 As not shown, the top bridge 20 and / or the upper compartment guide 32 may be configured between adjacent containers C in the longitudinal direction of the hull 10, and the gap cover 700 may cover at least one of the top bridge 20 or the upper compartment guide 32.

[0373] As described above, since the left and right width of the hull 10 may vary along the longitudinal direction of the hull 10, the left and right width of the plurality of bridges 20 may also vary depending on the left and right width of the hull 10.

[0374] Reference Figure 56The lower surface of the gap cover 700b may have a step, with a portion of the lower surface extending upward from the upper deck 11 and another portion extending upward from the bulwark formed at the bow. The gap cover 700b with this structure may be placed at a location on the upper deck 11 where the number of stacked containers C varies in the longitudinal direction of the hull 10.

[0375] Figure 57 A graph showing the relationship between the wind load factor (Cx) and the wind direction angle based on computational fluid dynamics (CFD) analysis.

[0376] Reference Figure 57 The drag coefficient was determined based on the longitudinal direction of the container ship 1 and the wind direction angle relative to the container ship 1. Regardless of the wind direction, when the gap cover 700 is positioned between adjacent top bridges 20 with the longitudinal direction of the hull 10 as the reference (Case 2), the drag coefficient is lower than when the lashing bridges are positioned at the port and starboard edges of the hull 10 (Case 1). The lashing bridges can be... Figure 47 The tie-down bridge 20c shown in (b). Compared to the tie-down bridge, the gap cover 700 may have a surface extending toward the container C.

[0377] In particular, as shown in Table 1 below, the improvement in wind resistance is greatest when the longitudinal direction of container ship 1 and the wind direction of container ship 1 reach 30 degrees, with a wind resistance reduction of more than 3%.

[0378] Table 1

[0379] In the foregoing description, although the present disclosure has focused on embodiments of the present invention, this is merely illustrative and does not limit the scope of the invention. Those skilled in the art will understand that various combinations, modifications, and applications not specifically demonstrated in the embodiments can be made without departing from the essential technical content of the embodiments of the present invention. Therefore, technical content related to modifications and applications readily derived from the embodiments of the present invention should be considered as included in this disclosure.

Claims

1. A method for loading and unloading a plurality of containers in a container ship, wherein, The container ship includes: The hull, which includes the side plating, bottom plating, and upper deck; A plurality of cargo holds, the plurality of said cargo holds being separated by a plurality of transverse bulkheads inside the hull along the length of the hull; A plurality of lower compartment guides are provided aft and forward of each of a plurality of transverse bulkheads, with the length direction as a reference. The plurality of lower compartment guides are arranged adjacent to each other in the width direction of the hull, which intersects the length direction. A plurality of top bridges, the plurality of said top bridges extending upward from the plurality of said transverse bulkheads, the plurality of said top bridges extending in the width direction to the left and right edges of the upper deck, and arranged in a plurality of columns in the length direction; A plurality of upper compartment guides, with reference to the length direction, are positioned before and after each of the plurality of top bridges, and the plurality of upper compartment guides are connected to the plurality of lower compartment guides to provide a continuous guide path for the container; and A plurality of container loading aids, the plurality of said container loading aids being guided and introduced into said guide path by a plurality of said upper compartment guides, the plurality of said container loading aids being applied to at least one of said cargo holds to load at least one of said containers on the upper side; The method includes: The step of loading a portion of the plurality of containers into the interior of one of the plurality of cargo holds; The steps of introducing one of the plurality of container loading aids into the guide path and installing the container loading aid into the cargo hold of the plurality of cargo holds; and The step of loading another portion of the plurality of containers onto the top of one of the plurality of container loading aids.

2. The method according to claim 1, wherein, The container ship also includes twist-lock areas that are visually marked on at least one of the plurality of the upper compartment guides and the plurality of the top bridges; The method further includes the step of fixing another portion of the plurality of containers that overlap with the twist lock area using a twist lock, with the horizontal direction as a reference.

3. The method according to claim 2, wherein, The step of securing the other portion of the plurality of containers using the twist lock includes: securing a portion of the other portion of the plurality of containers in a relatively high position to each other using the twist lock; With the horizontal direction as a reference, the twist lock area overlaps with the portion of the container that is positioned at a relatively high position.

4. The method according to claim 2, wherein, The step of securing the other portion of the plurality of containers using the twist lock includes: securing all the containers of the other portion of the plurality of containers to each other using the twist lock; With the horizontal direction as a reference, the twist-lock area overlaps with another portion of the plurality of containers.

5. The method according to claim 2, wherein, Also includes: The step of releasing the twist lock from the other portion of the plurality of said containers on the ship; as well as The step of unloading the other portion of the plurality of said containers.

6. The method according to claim 5, wherein, The step of releasing the twist lock from the other part of the plurality of containers on the ship includes the step of releasing the twist lock fastened to the upper surface of the lower container of the upper and lower containers fastened by the twist lock in the other part of the plurality of containers; The steps of unloading the other portion of the plurality of said containers include: The steps of transporting the upper container to land with the twist lock fastened to its lower surface; and The step of releasing the twist lock that is fastened to the lower surface of the upper container on land.

7. The method according to claim 1, wherein, Also includes: The step of using a twist lock on a ship to fasten one of the plurality of container loading aids to another of the plurality of containers loaded on top of the container loading aids. as well as The step of unloading one of the plurality of container loading aids and one of the plurality of containers fastened to it together.

8. The method according to claim 1, wherein, The container ship also includes a securing component, which includes at least one of lashing eyes, lashing rings, lashing plates, plugs, and cones disposed on the top portion of the plurality of the top bridges; After the step of loading another portion of the plurality of said containers onto the top of one of the plurality of said container loading aids, the method further includes the step of connecting the plurality of the top portions of the plurality of said top bridges to the fixing member.

9. A method for loading and unloading a plurality of containers in a container ship, wherein, The container ship includes: The hull, which includes the side plating, bottom plating, and upper deck; A plurality of cargo holds, the plurality of said cargo holds being separated by a plurality of transverse bulkheads inside the hull along the length of the hull; A plurality of lower compartment guides are provided aft and forward of each of a plurality of transverse bulkheads, with the length direction as a reference. The plurality of lower compartment guides are arranged adjacent to each other in the width direction of the hull, which intersects the length direction. A plurality of top bridges, the plurality of said top bridges extending upward from the plurality of said transverse bulkheads, the plurality of said top bridges extending in the width direction to the left and right edges of the upper deck, and arranged in a plurality of columns in the length direction; A plurality of upper compartment guides, with reference to the length direction, are positioned before and after each of the plurality of top bridges, and the plurality of upper compartment guides are connected to the plurality of lower compartment guides to provide a continuous guide path for the container; and A plurality of container loading aids, the plurality of said container loading aids being guided and introduced into said guide path by a plurality of said upper compartment guides, the plurality of said container loading aids being applied to at least one of said cargo holds to load at least one of said containers on the upper side; The method includes: The step of loading a portion of the plurality of containers into the interior of one of the plurality of cargo holds; The step of loading one of the plurality of said containers onto the top of one of the plurality of said container loading aids disposed on land; The step of using a twist lock to fix one of the container loading auxiliary devices in a plurality of container loading auxiliary devices to one of the containers in a plurality of containers on land; The step of introducing one container loading aid from a plurality of mutually fixed container loading aids and one container from a plurality of containers into the guide path in a fixed state, for installation on one cargo hold from a plurality of cargo holds; and The step of loading another portion of the plurality of containers onto the top of one of the plurality of containers.

10. The method according to claim 9, wherein, The container ship also includes twist-lock areas that are visually marked on at least one of the plurality of the upper compartment guides and the plurality of the top bridges; The method further includes the step of fixing another portion of the plurality of containers that overlap with the twist lock area using a twist lock, with the horizontal direction as a reference.

11. The method according to claim 10, wherein, Also includes: When one of the plurality of containers overlaps with the twist lock area with the horizontal direction as a reference, the twist lock is used to fix the one of the plurality of containers to another container of the other part of the plurality of containers, wherein the other container is arranged on top of the one of the plurality of containers.

12. The method according to claim 11, wherein, The step of securing one container to another among a plurality of containers using the twist lock includes: securing all of the other containers among the plurality of containers to each other using the twist lock; With the horizontal direction as a reference, the twist-lock area overlaps with another portion of the plurality of containers.

13. The method according to claim 10, wherein, Also includes: The step of releasing the twist lock from the other portion of the plurality of said containers on the ship; as well as The step of unloading the other portion of the plurality of said containers.

14. The method according to claim 13, wherein, It also includes the step of unloading one of the plurality of container loading aids and one of the plurality of containers fastened to it together.

15. The method according to claim 13, wherein, Also includes: The step of releasing the twist lock from one of the plurality of container loading aids on the ship and from one of the plurality of containers; as well as The steps of sequentially unloading one container from a plurality of said containers and one container loading auxiliary device from a plurality of said container loading auxiliary devices.

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