container ship

Abstract

The present application provides a kind of container ship, according to the container ship of the embodiment of the present application, it can include: ship body, shipping multiple containers;Pilot department, be configured in the bow of the ship body;Residential area, be configured between the center and stern of the ship body;Fuel supply unit, be configured in front of the residential area and supply fuel to engine room;Fuel filling station, be configured between the pilot department and the fuel supply unit;Fuel tank, be configured from the lower end of the fuel filling station to the inside of the ship body;First wind resistance reduction device, be formed in stream line shape towards rear in the upper portion of the pilot department;Second wind resistance reduction device, be configured in front of the residential area;And third wind resistance reduction device, be configured between each structure from the rear of the pilot department to stern, according to the container ship of the present application, can improve the container capacity, fuel efficiency and reduce carbon emissions.

Description

Technical Field

[0001] The disclosed invention relates to a container ship, and more specifically, to a container ship with the steering room located at the bow and the living quarters at the stern, which improves the convenience of the crew and establishes a rapid response system by locating a remote control room in the living quarters, and is equipped with first to third wind resistance reduction devices to improve container capacity, fuel efficiency and reduce carbon emissions. Background Technology

[0002] As container ships grow larger, the distance between the crew's living quarters and the wheelhouse increases. This makes it difficult to respond quickly to diverse situations, leading to decreased crew efficiency and satisfaction. Shipboard vibrations also negatively impact crew performance and reduce the durability of various structural components. Therefore, it is necessary to further reduce wind resistance to lower fuel consumption and carbon emissions.

[0003] In addition, although container ships have been equipped with lashing devices to reduce container loss due to ship swaying, container loss rate remains one of the unresolved problems.

[0004] Furthermore, with increasing public concern about environmental pollution, the industry's demand for environmentally friendly container ships is also growing.

[0005] Existing technical documents

[0006] Korean Patent Publication No. 10-2022-0133150 (Publication Date: October 4, 2022) Summary of the Invention

[0007] The problem the invention aims to solve

[0008] Based on the reasons stated above, one aspect of the disclosed invention aims to provide a container ship that can increase container capacity, fuel efficiency, and reduce carbon emissions.

[0009] means for solving problems

[0010] A container ship according to one aspect of the disclosed invention may include: a hull carrying a plurality of containers; a bridge located at the bow of the hull; a living quarters located between the center and stern of the hull; a fuel supply unit located forward of the living quarters and supplying fuel to the engine room; a fuel refueling station located between the bridge and the fuel supply unit; a fuel tank located from the lower end of the fuel refueling station toward the interior of the hull; a first drag-reducing device streamlinedly formed on the upper part of the bridge and facing rearward; a second drag-reducing device located forward of the living quarters; and a third drag-reducing device located between various structures extending from the rear of the bridge to the stern.

[0011] The container ship may also include: a bow mast, disposed at the upper end of the first wind resistance reduction device; and a stern mast, disposed at the stern of the hull.

[0012] The third wind resistance reduction device may include: a pair of lashing bridge supports disposed at both ends of the container; at least one first container protection bar disposed at the lower part of the pair of lashing bridge supports; and at least one second container protection bar disposed at the upper part of the pair of lashing bridge supports.

[0013] The at least one first container guard bar may be a fixed guard bar, and the at least one second container guard bar may be a manually operable rotating guard bar.

[0014] The pair of lashed bridge supports may not include holes exposed to the outside.

[0015] The driving unit may include a navigation system, a maritime distress safety system, and an internal communication system.

[0016] The residential area may also include a remote control unit that performs monitoring and remote control of the navigation system, the maritime distress safety system, and the internal communication system.

[0017] The fuel tank may be a methanol fuel tank.

[0018] The fuel tank may be an ammonia fuel tank.

[0019] The fuel supply unit may include a low-flashpoint fuel supply system (LFSS).

[0020] The fuel supply unit may include a fuel gas supply system (FGSS).

[0021] Invention Effects

[0022] According to one aspect of the disclosed invention, a container ship can be provided with the steering room located at the bow and the living quarters located at the stern. The convenience of the crew is improved and a rapid response system is established by locating a remote control room in the living quarters. Furthermore, the container capacity, fuel efficiency, and carbon emissions can be increased by equipping the ship with first to third wind resistance reduction devices. Attached Figure Description

[0023] Figure 1 A container ship according to one embodiment is shown.

[0024] Figure 2 A first drag reduction device, a second drag reduction device, and a third drag reduction device configured on a container ship according to one embodiment are shown.

[0025] Figure 3 A first drag reduction device configured on a container ship according to one embodiment is shown.

[0026] Figure 4 A second drag reduction device configured on a container ship according to one embodiment is shown.

[0027] Figure 5 A third drag reduction device configured on a container ship according to one embodiment is shown.

[0028] Figure 6 A third wind resistance reduction device according to one embodiment is shown in more detail.

[0029] Figure 7 A remote control unit according to one embodiment is shown.

[0030] Figure 8 A configuration of a fuel filling station, fuel tank, and fuel pump on a container ship according to one embodiment is shown.

[0031] Explanation of reference numerals in the attached figures

[0032] 1: Container ship; 100: Hull; 110: Bridge; 120: Living quarters; 121: Remote control unit; 122: Monitoring unit; 122-1: Information monitor; 122-2: SAS monitor; 122-3: SVEssel monitor; 123: Control unit; 123-1: Port side monitor; 123-2: ICMS VDU; 123-3: RADAR; 123-4: Electronic Chart Table; 123-5: ECDIS; 123-6: GMDSS control console (GMDSS) Console); 123-7: Starboard monitor; 130: Fuel supply unit; 140: Fuel filling station; 145: Fuel pump; 150: Fuel tank; 161: First drag reduction device; 162: Second drag reduction device; 163: Third drag reduction device; 164: Laying bridge support; 165: First container protection mast; 166: Second container protection mast; 170: Bow mast; 180: Stern mast Detailed Implementation

[0033] Throughout this specification, the same reference numerals refer to the same constituent elements. This specification does not describe all elements of the embodiments, and repetitions between embodiments or general descriptions of the technical field of the disclosed invention will be omitted. The terms "part, module, component, block" as used in this specification may be implemented in software or hardware, or multiple "parts, modules, components, blocks" may be implemented as a single constituent element, or a single "part, module, component, block" may include multiple constituent elements.

[0034] Throughout the specification, when referring to a part being "connected" to another part, it includes not only direct connections but also indirect connections, including connections via wireless communication networks.

[0035] Furthermore, when a part is described as "including" a certain constituent element, it indicates that other constituent elements may also be included, rather than excluding other constituent elements, unless there is a statement to the contrary.

[0036] Throughout the instruction manual, when it is stated that a component is located "on" another component, it includes not only the case where one component is connected to another component, but also the case where there is another component between the two components.

[0037] The terms "first" and "second" are used to distinguish one constituent element from other constituent elements, and the constituent elements are not limited by the terms mentioned above.

[0038] Unless there are obvious exceptions in the context, the singular expression includes the plural expression.

[0039] In each step, the identification symbols are used for ease of explanation, not to indicate the order of the steps. If no obvious specific order is written in the context, the steps may be performed in an order different from the written order.

[0040] The operating principle and embodiments of the present invention will now be described with reference to the accompanying drawings.

[0041] Figure 1 A container ship 1 according to one embodiment is shown. Figure 2 A first drag reduction device 161, a second drag reduction device 162, and a third drag reduction device 163, configured on a container ship 1 according to an embodiment, are shown. Figure 3 A first drag reduction device 161 configured on a container ship 1 according to an embodiment is shown. Figure 4 A second drag reduction device 162 configured on a container ship 1 according to an embodiment is shown. Figure 5 A third drag reduction device 163 configured on a container ship 1 according to one embodiment is shown. Figure 6 A third wind resistance reduction device 163 according to one embodiment is shown in more detail.

[0042] Reference Figures 1 to 6 The container ship 1 may include: hull 100, bridge 110, living quarters 120, fuel supply unit 130, engine room (not shown), fuel filling station 140, fuel tank 150, first drag reduction device 161, second drag reduction device 162, third drag reduction device 163, bow mast 170 and stern mast 180.

[0043] The hull is 100mm and can carry multiple containers.

[0044] In addition to multiple containers, the hull 100 may also be equipped with a bridge 110, living quarters 120, fuel supply unit 130, fuel refueling station 140, fuel tank 150, first drag reduction device 161, second drag reduction device 162, third drag reduction device 163, bow mast 170 and stern mast 180.

[0045] The navigation unit 110 is located at the bow of the hull 100 and may include a variety of systems for the navigation of the container ship 1.

[0046] For example, the navigation unit 110 may include a navigation system, a maritime distress safety system, and an internal communication system.

[0047] For safe navigation, navigation systems can perform functions such as bearing measurement (Magnetic compass / Gyrocompass), position measurement (GPS, Global Positioning System), speed measurement (Speed ​​log), depth measurement (Echo sounder), target detection (Radar), wind direction and speed measurement (Wind indicator), navigation data recording and storage (VDR), and electronic chart display and information system (ECDIS).

[0048] Maritime Distress Safety System (GMDSS) may include satellite communications (International Maritime Satellite Organization, INMARSAT), medium-high frequency radio systems (MF / HF Radio System), maritime very high frequency (VHF) radio, emergency radio position beacons (EPIRB), search and rescue radar transponders (SART), and navigation warning receivers (Navtex reciever).

[0049] Satellite communications, through satellites such as the International Maritime Satellite Organization (INMARSAT) system, enable emergency calls and communications from anywhere in the world.

[0050] Maritime VHF radio is used for short-range communication, between ships and between ships and nearby coastal areas.

[0051] Medium frequency (MF) and high frequency (HF) radio systems are used for medium- and long-range communications, including voice and digital selective calling (DSC) capabilities.

[0052] Emergency Radio Position Beacon (EPIRB) is automatically activated when a ship sinks or encounters serious danger in order to send a distress signal via satellite.

[0053] Search and rescue radar transponders (SARTs) help rescue vessels determine their location by sending signals to radar.

[0054] The internal communication system (ICS) is a system that enables crew members to communicate inside the ship. It includes internal voice communication, broadcasting system, alarm system, intercom system, internal data communication, closed-circuit television (CCTV) system, etc.

[0055] Internal voice communications include telephone systems used for voice communication between various departments and individuals within the ship, typically used for communication between offices, the wheelhouse, the engine room, decks, and other important areas.

[0056] The broadcasting system includes a public address (PA) system that covers the entire ship and can deliver important notices or instructions. This system is used not only for routine notifications but also for delivering important information, such as evacuation instructions in emergency situations.

[0057] The alarm system includes alarms to alert crew members in case of fire, water ingress, or other hazardous conditions, and to provide warnings in the event of an emergency.

[0058] Intercom systems include the ability to enable remote communication through specific devices or systems. For example, instructions are given from the control room to the engine room, and the engine room can respond to them.

[0059] Internal data communication includes an internal network and computer systems for transmitting information related to ship operations. These systems allow for the management and sharing of data such as the ship's navigation, engine status, logbook, and maintenance schedules.

[0060] The CCTV system includes closed-circuit television for monitoring key areas of the ship, which can enhance security and safety surveillance.

[0061] The living area 120 can be located between the center and the stern of the hull 100.

[0062] Living area 120 serves as the living space for flight attendants and can be equipped with private spaces and public areas so that flight attendants can achieve a balance between their private and public lives.

[0063] According to one embodiment, the residential area 120 may include a remote control unit 121.

[0064] The remote control unit 121 is designed to address the structural problem of difficulty in quickly responding to various situations caused by the excessive distance between the living area 120 and the bridge 110. It can be configured to efficiently monitor the navigation system, maritime distress safety system, and internal communication system of the bridge 110. Detailed explanations will follow... Figure 7 This will be discussed later.

[0065] The fuel supply unit 130 is located in front of the living area 120 and can supply fuel to the engine room.

[0066] The fuel supply unit 130 can obtain fuel from the fuel tank 150 and supply fuel to the engine room.

[0067] According to one embodiment, the fuel supply unit 130 may include a low-flashpoint fuel supply system (LFSS). The LFSS may include pumps, heat exchangers, valves, buffer tanks, filters, and instruments.

[0068] According to one embodiment, the fuel supply unit 130 may include a fuel gas supply system (FGSS). The FGSS consists of a compressor, a heat exchanger, a heater, etc., and is a system used to adjust the fuel to the pressure and temperature required by the engine and deliver it.

[0069] Fueling station 140 is a location for supplying fuel to ships and can be connected to other fueling vessels or liquefied natural gas (LNG) supply facilities for fuel supply or reception.

[0070] According to one embodiment, the fuel tank 150 may be a methanol fuel tank 150.

[0071] According to one embodiment, the fuel tank 150 may be an ammonia fuel tank 150.

[0072] The first wind resistance reduction device 161 can be formed in a streamlined shape on the upper part of the steering section 110 facing rearward (i.e., the stern).

[0073] The bridge 110 is located at the bow, and the first drag reduction device 161 is formed in a streamlined shape above the bridge 110 and facing rearward. The living quarters 120 are located between the center of the hull 100 and the stern. According to analysis, this arrangement can reduce longitudinal vibration at the living quarters 120 by 50% compared to the prior art. That is, the living quarters of the crew can be improved through the arrangement structure described above.

[0074] The second wind resistance reduction device 162 is located in front of the living area 120 and can minimize the wind resistance experienced by the ship.

[0075] The third wind resistance reduction device 163 can be configured between the various structures of the hull 100.

[0076] The arrangement of the first wind resistance reducing device 161, the second wind resistance reducing device 162, and the third wind resistance reducing device 163 in the container ship 1 according to an embodiment of the present invention can minimize the wind resistance experienced by the ship.

[0077] More specifically, the first drag reduction device 161 can produce a fuel saving effect of 2.3%, the second drag reduction device 162 can produce a fuel saving effect of 0.7%, and the third drag reduction device 163 can produce a fuel saving effect of 1.7%. Overall, compared to the past, the arrangement of the first drag reduction device 161, the second drag reduction device 162, and the third drag reduction device 163 can save the container ship 1 4.2% of fuel.

[0078] like Figure 6 As shown, the third wind resistance reduction device 163 may include: a pair of lashing bridge supports 164 disposed at both ends of the container; at least one first container protection bar 165 disposed at the lower part of the pair of lashing bridge supports 164; and at least one second container protection bar 166 disposed at the upper part of the pair of lashing bridge supports 164.

[0079] At least one of the first container guardrails 165 can be a fixed guardrail, and two of them can be respectively provided at the lower part of a pair of lashing bridge supports 164.

[0080] At least one second container guard bar 166 may be a manually operable rotating guard bar, and three of them may be respectively provided on the upper part of a pair of lashing bridge supports 164.

[0081] According to simulations, the third wind resistance reduction device 163 according to an embodiment of the present invention exhibits a 20% loss rate, compared to the 93% loss rate exhibited by conventional binding devices without protective bars.

[0082] According to one embodiment, the third wind resistance reduction device 163 can perform the function of an air exchange mast.

[0083] According to one embodiment, a pair of binding device supports can be configured to not include holes exposed to the outside.

[0084] The bow mast 170 can be mounted on the upper end of the first drag reduction device 161. The bow mast 170 can help with airflow and facilitate ventilation of the interior space.

[0085] A stern mast 180 can be configured at the stern. The stern mast 180 can manage temperature and remove combustion products by expelling hot gases and gases generated in areas such as engine rooms.

[0086] As described above, the container ship 1 according to an embodiment of the present invention, through its arrangement structure, can accommodate 7.6% more containers than the prior art, and can emit 6.2% less carbon dioxide while consuming the same amount of fuel.

[0087] Figure 7A remote control unit 121 according to one embodiment is shown.

[0088] The remote control unit 121 can perform monitoring and remote control of the navigation system, maritime distress safety system and internal communication system of the driving unit 110.

[0089] Therefore, the remote control unit 121 may include a monitoring unit 122 and a control unit 123.

[0090] The monitoring unit 122 may include: an information monitor 122-1, a situational awareness system (SAS) monitor, and an SVEssel (Ship Intelligent Management System) monitor 122-3.

[0091] The information monitor 122-1 can display information such as the ship's route plan and weather information.

[0092] The SAS monitor 122-2 can be used to identify and monitor the conditions around a ship. The SAS monitor 122-2 can connect to a CCTV camera and provide real-time observation of the ship's surroundings.

[0093] The SVessel monitor 122-3 can display the ship's core systems and operational status. This provides a clear overview of the ship's mechanical condition, position, course, and other crucial information.

[0094] The control unit may include: port side monitor 123-1, integrated control and monitoring system display unit (ICMS VDU) 123-2, radar 123-3, electronic chart table 123-4, electronic chart display and information system (ECDIS) 123-5, GMDSS console (Global Maritime Distress and Safety System console) 123-6, and starboard side monitor 123-7.

[0095] The port side monitor 123-1 can display the ship's port side view.

[0096] ICMS VDU 123-2 can integrate a ship's diverse systems for monitoring and control.

[0097] Radar 123-3 can be used to detect other ships, objects, coastlines, etc. in the vicinity and confirm their positions.

[0098] Electronic chart table 123-4 can be used with electronic charts Figure 1 It also displays steering information, which can be used to accurately locate the ship's position and navigate.

[0099] ECDIS123-5 can display nautical charts and related information required for navigation in digital form.

[0100] The GMDSS console 123-6 can be used for emergency communications related to ship safety.

[0101] The starboard monitor 123-7 can display the ship's starboard view.

[0102] As described above, the remote control unit 121 is equipped with a monitoring unit 122 including an information monitor 122-1, an SAS monitor 122-2, and an SVEssel monitor 122-3, and a control unit 123 including a port side monitor 123-1, an ICMS VDU 123-2, a radar 123-3, an electronic chart table 123-4, an ECDIS 123-5, a GMDSS control console 123-6, and a starboard side monitor 123-7. This allows the crew to move quickly within the living quarters 120 without spending a long time moving to the bridge 110, and to perform various controls on the ship's operation.

[0103] Figure 8 A fuel filling station 140, fuel tank 150 and fuel pump 145 configured in a container ship 1 according to one embodiment are shown.

[0104] Fueling station 140 is a place for supplying fuel to ships and can be connected to other fueling ships or liquefied natural gas (LNG) supply facilities for the supply or receipt of fuel.

[0105] The fuel tank 150 can be configured to supply fuel from the lower end of the fuel filling station 140 into the interior of the hull 100.

[0106] The fuel pump 145 is used to draw fuel from the fuel tank 150 and deliver it to the engine's fuel injection system.

[0107] The third wind resistance reduction device 163 can perform the function of an air exchange mast.

[0108] The above description is merely illustrative of the technical concept of the present invention. Those skilled in the art can make various modifications and variations without departing from the essential characteristics of the present invention. Therefore, the embodiments disclosed in this invention are not intended to limit the technical concept of the invention, but rather to define the scope, and the scope of the technical concept of the invention is not limited by the embodiments. The scope of protection of this invention should be interpreted according to the appended claims, and all technical concepts included within their equivalent scope should be interpreted as being included within the scope of the claims of this invention.

Claims

1. A container ship, in, include: The ship's hull is loaded with multiple containers; The steering section is located at the bow of the hull. The living quarters are located between the center of the hull and the stern. A fuel supply unit is located in front of the living area and supplies fuel to the engine room; A fuel refueling station is located between the driver's unit and the fuel supply unit; The fuel tank is located from the lower end of the fuel filling station toward the interior of the hull; The first wind resistance reduction device is formed in a streamlined shape on the upper part of the driver's unit facing rearward; A second wind resistance reduction device is disposed in front of the residential area; and The third wind resistance reduction device is disposed between the various structures from the rear of the driving section to the stern.

2. The container ship according to claim 1, wherein, Also includes: The bow mast is positioned above the first wind resistance reduction device; and A stern mast is located at the stern of the ship's hull.

3. The container ship according to claim 1, wherein, The third wind resistance reduction device includes: A pair of lashing bridge supports are located at both ends of the container; At least one first container guard bar is respectively disposed at the lower part of the pair of lashing bridge supports; and At least one second container protection bar is respectively installed on the upper part of the pair of lashing bridge supports.

4. The container ship according to claim 3, wherein, The at least one first container protection bar is a fixed protection bar, and the at least one second container protection bar is a manually operable rotating protection bar.

5. The container ship according to claim 3, wherein, The pair of lashed bridge supports do not include any holes exposed to the outside.

6. The container ship according to claim 1, wherein, The driving section includes a navigation system, a maritime distress safety system, and an internal communication system.

7. The container ship according to claim 6, wherein, The residential area also includes: The remote control unit performs monitoring and remote control of the navigation system, the maritime distress safety system, and the internal communication system.

8. The container ship according to claim 1, wherein, The fuel tank is a methanol fuel tank.

9. The container ship according to claim 1, wherein, The fuel tank is an ammonia fuel tank.

10. The container ship according to claim 8, wherein, The fuel supply unit includes a low flash point fuel supply system.

11. The container ship according to claim 9, wherein, The fuel supply unit includes a fuel gas supply system.

Images