Ship and detection method

Abstract

To provide a ship and a gas detection method capable of improving safety of a sailor by calculating a moving direction of gas.SOLUTION: The method includes a detecting step of detecting the gas discharged from the exhaust port 2 by the gas detecting mechanism 8, a starting point specifying step of specifying a starting point D1 of the gas based on a signal acquired from the gas detecting mechanism 8 by the control mechanism 9, a moving direction calculating step of calculating a moving direction D2 of the gas based on the signal acquired from the anemoscope 3 by the control mechanism 9, and an outputting step of outputting calculation results obtained in the starting point specifying step and the moving direction calculating step by the control mechanism 9.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a ship equipped with an exhaust port that discharges gas leaked inside the ship into the atmosphere, and a method for detecting gas discharged from the exhaust port, and more particularly to a ship and detection method that can improve the safety of crew members by calculating the direction of gas movement. [Background technology]

[0002] An estimation method has been proposed for estimating a gas leakage area from gas concentration data and wind speed data (see, for example, Patent Document 1). The estimation method described in Patent Document 1 can estimate a gas leakage area by using gas concentration and wind speed data at two points.

[0003] In ships and liquefied gas carriers that use liquefied gases such as liquefied natural gas, hydrogen, and ammonia as fuel, gas leaks on board can be released into the atmosphere via exhaust ports.

[0004] The direction of the gas emitted from the exhaust port cannot be visually confirmed as it diffuses, which poses a risk to crew members, exposing them to the leaking gas. Also, because the direction of the gas cannot be visually confirmed, there is a problem in that the leaking gas can reach the crew's living and working spaces, such as the accommodation and machinery spaces, without the crew noticing. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 07-198523 Summary of the Invention [Problem to be solved by the invention]

[0006] The present invention has been made in consideration of the above problems, and its object is to provide a ship and a gas detection method that can improve the safety of crew members by calculating the direction of gas movement. [Means for solving the problem]

[0007] A ship to achieve the above-mentioned object is a ship equipped with an exhaust port that discharges gas leaked inside the ship into the atmosphere and a wind vane that measures wind direction, and is further equipped with a gas detection mechanism that is installed above the exposed deck and detects the presence of gas, and a control mechanism that receives signals from the wind vane and the gas detection mechanism, wherein the control mechanism identifies the gas origin, which is the position of the exhaust port from which gas is discharged, based on the signal obtained from the gas detection mechanism, and is characterized by having a calculation unit that calculates the direction of gas movement based on the signal obtained from the wind vane, and an output unit that outputs the calculation results obtained by the calculation unit.

[0008] A detection method for achieving the above-mentioned object is a detection method for detecting gas on a ship that is equipped with an exhaust port that discharges gas leaked inside the ship into the atmosphere and a wind vane that measures wind direction, and is characterized in that the method comprises in advance a gas detection mechanism that is installed above the exposed deck and detects the presence of gas, and a control mechanism that receives signals from the wind vane and the gas detection mechanism, and includes a detection step in which the gas detection mechanism detects gas discharged from the exhaust port, an origin identification step in which the control mechanism identifies the origin of the gas based on the signal obtained from the gas detection mechanism, a movement direction calculation step in which the control mechanism calculates the movement direction of the gas based on the signal obtained from the wind vane, and an output step in which the control mechanism outputs the calculation results obtained in the origin identification step and the movement direction calculation step. [Effects of the Invention]

[0009] According to the present invention, since the origin of the gas discharged from the exhaust port can be identified and the direction of movement can be calculated, it is possible to take measures such as prohibiting crew members from entering the area around the origin where the gas was detected or the area around the direction of gas movement. It is also possible to take measures such as prohibiting crew members from leaving the accommodation space, changing the direction of propulsion of the ship to change the direction of gas movement, or closing intake ports located near the origin or direction of gas movement. This is advantageous for improving crew safety. [Brief explanation of the drawings]

[0010] [Figure 1] 1A and 1B are explanatory diagrams illustrating a ship in a side view and a plan view. [Figure 2] FIG. 2 is an explanatory diagram illustrating the configuration of a device used to calculate the gas movement direction. [Figure 3] FIG. 2 is an explanatory diagram illustrating the direction of gas movement in a ship in a plan view. [Figure 4] FIG. 10 is an explanatory diagram illustrating a composite image of a side view and a plan view. [Figure 5] FIG. 5 is an explanatory diagram illustrating a modified example of FIG. 4. [Figure 6] FIG. 6 is an explanatory diagram illustrating a modified example of FIG. 5. [Figure 7] FIG. 10 is an explanatory diagram illustrating an example of a gas distribution state in the vicinity of an exhaust port. DETAILED DESCRIPTION OF THE INVENTION

[0011] A ship and a gas detection method will be described below based on the embodiment shown in the drawings. In the drawings, the width direction of the ship is indicated by arrow y, the longitudinal direction perpendicular to the width direction y is indicated by arrow x, and the up-down direction perpendicular to the width direction y and the longitudinal direction x is indicated by arrow z.

[0012] As shown in Fig. 1, a vessel 1 is equipped with an exhaust port 2 and a wind vane 3. In Fig. 1, the upper part of the figure shows a side view of the vessel 1 looking in the width direction y, and the lower part shows a plan view looking in the vertical direction z.

[0013] The exhaust port 2 is configured to release gas leaked inside the ship 1 into the atmosphere. In this specification, the exhaust port 2 includes an exhaust ventilator that connects the inside and outside of the ship 1, as well as a vent outlet that discharges gas to the outside of the ship 1 via a pressure relief valve installed in a liquefied gas tank or piping. The lower end of the exhaust port 2 is located in a cargo compartment 4 in which cargo tanks and the like are arranged, and the upper end is located at a position above the exposed deck 5. In this embodiment, the ship 1 is equipped with two exhaust ports 2a, 2b. The number of exhaust ports 2 installed on the ship 1 is not limited to two, and may be one, or three or more. The lower end of the exhaust port 2 may be located in an engine compartment 6 in which a main engine, fuel tanks, etc. are arranged.

[0014] The wind vane 3 is configured to measure the wind direction. In this embodiment, the wind vane 3 is installed on the upper surface of the accommodation section 7. The wind vane 3 may also be installed in another location, such as the exposed deck 5.

[0015] As illustrated in FIGS. 1 and 2, the ship 1 includes a gas detection mechanism 8 and a control mechanism 9 that receives signals from the wind vane 3 and the gas detection mechanism 8.

[0016] The gas detection mechanism 8 has a configuration for detecting the presence of gas. The gas detection mechanism 8 is installed at a position above the exposed deck 5. Specifically, the gas detection mechanism 8 is composed of a gas detector 8a or a gas detection camera 8b.

[0017] The gas detector 8a may be, for example, a semiconductor gas detector that utilizes the change in resistance that occurs when a metal oxide semiconductor comes into contact with a gas, or a constant-potential electrolysis gas detector that detects the gas concentration by electrolyzing a gas on an electrode maintained at a constant potential and generates a current. The gas detector 8a is not limited to the above and can be configured with any known gas detector.

[0018] The gas detector 8a is installed inside or near the opening at the top end of the exhaust port 2. If multiple exhaust ports 2 are installed on the ship 1, a gas detector 8a is installed for each exhaust port 2. There will be the same number of gas detectors 8a as there are exhaust ports 2. When gas arrives, the gas detector 8a can detect the gas.

[0019] The gas detection camera 8b is configured to detect the presence of gas based on an image. The gas detection camera 8b is configured, for example, as an infrared camera. An infrared camera is configured to emit infrared light and capture the reflected light with a camera. When gas is present, the infrared light is absorbed by the gas, and no reflected light is obtained. In areas where gas is present, images of structures on the ship 1 and the like cannot be obtained. The gas detection camera 8b can detect the presence or absence of gas based on this image. The configuration of the infrared camera is not limited to the above. The infrared camera may, for example, be configured to capture infrared light emitted from the object itself, or may have another configuration.

[0020] The gas detection camera 8b is installed at a position where its angle of view includes the opening at the upper end of the exhaust port 2. If multiple exhaust ports 2 are installed on the ship 1, a gas detection camera 8b may be installed for each exhaust port 2 so that it can fit into the angle of view of that exhaust port 2. In this case, the number of gas detection cameras 8b will be the same as the number of exhaust ports 2. If multiple exhaust ports 2 can be included in the angle of view of one gas detection camera 8b, the ship 1 may be configured so that the number of gas detection cameras 8b installed is fewer than the number of exhaust ports 2.

[0021] The gas detection mechanism 8 may be configured with either a gas detector 8a or a gas detection camera 8b, or may be configured with a combination of both. In the embodiment illustrated in Fig. 1, the gas detection mechanism 8 is configured with a combination of a gas detector 8a and a gas detection camera 8b.

[0022] The control mechanism 9 is configured by, for example, a known PC or PLC (Programmable Logic Controller). The control mechanism 9 may be incorporated into a control device of the ship 1. The control mechanism 9 is installed, for example, in the accommodation space 7. For the sake of explanation, the control mechanism 9 is shown by a dashed line in FIG. 1. The location where the control mechanism 9 is installed is not limited to the above, and it may be installed in another location, such as the machinery space 6.

[0023] 2, the control mechanism 9 has a calculation unit 10 and an output unit 11. The calculation unit 10 is configured to identify the position of the exhaust port 2 from which gas is being discharged based on a signal obtained from the gas detection mechanism 8. This allows the calculation unit 10 to identify the origin D1 of the gas being discharged into the atmosphere. The calculation unit 10 is also configured to calculate the direction D2 of gas movement based on a signal obtained from the wind vane 3.

[0024] The output unit 11 is configured to output to the outside the results of the calculations performed by the calculation unit 10. The output unit 11 displays the starting point D1 of the gas and the moving direction D2 of the gas on, for example, a monitor or the like.

[0025] Next, we will explain the gas detection method using the control mechanism 9. First, when gas is discharged from a predetermined exhaust port 2, the gas detection mechanism 8 detects the discharge of this gas (detection step S01). Specifically, as shown in Figure 3, the gas being discharged from the first exhaust port 2a located on the bow side of the ship 1 is detected by the gas detector 8a installed nearby.

[0026] The calculation unit 10 of the control mechanism 9 identifies the position of the first exhaust port 2a from which the gas is being discharged based on the signal acquired from the gas detector 8a (origin identification step S02). Specifically, the position of the first exhaust port 2a from which the gas is being discharged is identified by the calculation unit 10. The calculation unit 10 identifies the origin D1 of the gas from the installation position of the gas detection mechanism 8 that detected the gas among the multiple gas detection mechanisms 8.

[0027] The calculation unit 10 calculates the movement direction D2 of the gas based on the signal obtained from the anemometer 3 (movement direction calculation step S03). Specifically, for example, the calculation unit 10 obtains from the anemometer 3 that the wind is blowing in a direction that is 210° clockwise, with the bow direction (rightward in FIG. 3) being 0°. As illustrated by the arrow in FIG. 3, the calculation unit 10 identifies the origin D1 of the gas and calculates the movement direction D2 of the gas.

[0028] The output unit 11 displays the calculation result D3 obtained by the calculation unit 10 on, for example, a monitor or the like (output step S04). Specifically, the output unit 11 outputs, for example, that the gas origin D1 is the first exhaust port 2a and the gas movement direction D2 is 210°. The gas movement direction D2 may be displayed as, for example, the bow side, the stern side, the port side, the starboard side, or a combination thereof. The output unit 11 is not limited to a configuration that outputs the calculation result D3 to a monitor or the like. For example, the output unit 11 may be configured to transmit the calculation result D3 to a mobile terminal carried by a crew member.

[0029] According to this configuration, the ship 1 can prohibit crew members from entering areas surrounding the gas origin D1 and movement direction D2, depending on the origin D1 and movement direction D2 of the gas discharged into the atmosphere from the exhaust port 2. It is also possible to prohibit crew members from leaving the accommodation section 7, or to close intake ports located near the gas origin D1 and movement direction D2. The ship 1 may be configured to change the gas movement direction D2 relative to the ship 1 by steering. This is advantageous for improving the safety of crew members on the ship 1.

[0030] The output unit 11 may be configured to output, as the calculation result D3, a composite image obtained by combining an image showing the ship 1 with an image showing the origin D1 and movement direction D2 of the gas obtained by the calculation unit 10. Specifically, as illustrated in Fig. 3, the output unit 11 combines a ship image showing the entire ship 1 in a planar view with an image of an arrow showing the origin D1 and movement direction D2 of the gas. The arrow has its origin D1 at the first exhaust port 2a from which the gas is discharged, and the direction indicated by the wind vane 3 as its movement direction D2.

[0031] According to this configuration, the origin D1 and movement direction D2 of the gas on the ship 1 are output as a composite image, making it possible to take measures based on the anticipated direction and range of the gas's arrival, which makes it easier to improve the safety of crew members on the ship 1.

[0032] The vessel 1 may be equipped with an anemometer. The anemometer may be installed near the wind vane 3. A wind vane and anemometer capable of measuring both wind direction and wind speed may be installed on the vessel 1. In this embodiment, the control mechanism 9 also acquires a signal from the anemometer.

[0033] The calculation unit 10 can acquire wind speed in addition to wind direction. Therefore, as illustrated in Fig. 4, the calculation unit 10 can calculate the tilt θ of the gas movement direction D2 with respect to the vertical direction z. Specifically, the calculation unit 10 can calculate the gas movement direction D2 in a side view, such as a direction tilted at a tilt θ = 45° from the vertical direction z toward the stern. In the movement direction calculation step S03, the calculation unit 10 calculates the gas movement direction D2 in both a plan view and a side view.

[0034] At this time, the ascending speed of the gas discharged from the exhaust port 2 is preset in the control mechanism 9. The ascending speed is preset, for example, 5 m / sec, depending on the specific gravity of the gas and is stored in the control mechanism 9. If the wind speed obtained from the anemometer is, for example, 5 m / sec, it is calculated that the moving direction D2 of the gas is inclined at an angle θ = 45° from the vertical direction z toward the wind direction.

[0035] In the output step S04, a composite image of the side view in addition to the plan view of the ship 1 is output as the calculation result D3, as shown in Fig. 4. A three-dimensional image generated based on the plan view and the side view images may be output from the output unit 11. In this case, the three-dimensional image may be generated by the calculation unit 10, for example.

[0036] The output unit 11 may be configured to output the calculation result D3 as a numerical value or a character string. Specifically, for example, the output unit 11 outputs that the starting point D1 of the gas is the first exhaust port 2a, the direction of the gas movement direction D2 is 210°, and the inclination θ with respect to the vertical direction z is 45°.

[0037] With this configuration, the calculation unit 10 can calculate the inclination θ of the gas movement direction D2 with respect to the vertical direction z by acquiring the wind speed. Whether the gas will reach the accommodation section 7 or the air intake can be easily determined from the calculation result D3. If there is a possibility that the gas will reach the accommodation section 7 or the like, it becomes possible to take measures such as prohibiting crew members from going outside, closing the doors to the accommodation section 7, or closing the air intake.

[0038] As shown in FIG. 5, the calculation unit 10 may be configured to estimate the gas diffusion range D4. In this embodiment, a cloud-like shape, for example, is set in advance as the model 12 representing the gas diffusion range D4. The shape of the model 12 representing the gas diffusion range D4 can be set appropriately depending on the type and specific gravity of the gas. The model 12 is configured to deform depending on the wind speed. In the movement direction calculation step S03, the shape and placement position of the model 12 are determined. The gas diffusion range D4 includes information on the gas origin D1 and movement direction D2. For ease of explanation, arrows indicating the gas origin D1 and movement direction D2 are also shown next to the model 12 in FIG. 5.

[0039] When the wind speed is relatively slow, the cloud-shaped model 12 shrinks along the gas movement direction D2 and expands in a direction perpendicular to the gas movement direction D2. Figure 5 shows a state in which the gas origin D1 is the second exhaust port 2b, the wind direction is 0° (toward the bow), and the wind speed is 3 m / sec. When the gas ascending speed is set to 5 m / sec, the orientation of the gas movement direction D2 is 0° and the inclination θ with respect to the vertical direction z is approximately 31°. The gas moves from the second exhaust port 2b toward the bow. Because the wind speed is slower than the gas ascending speed, the inclination θ with respect to the vertical direction z is maintained at an acute angle. The gas diffuses upward and away from the accommodation section 7. The above calculations are performed by the calculation unit 10.

[0040] As shown in FIG. 6, when the wind speed is relatively high, the cloud-shaped model 12 expands along the gas movement direction D2 and shrinks in the direction perpendicular to the movement direction D2. FIG. 6 illustrates a state in which the gas origin D1 is the second exhaust port 2b, the wind direction is 160° (starboard side of the stern), and the wind speed is 10 m / sec. When the gas ascending speed is set to 5 m / sec, the orientation of the gas movement direction D2 is 160°, and the inclination θ with respect to the vertical direction z is approximately 63°. The gas moves from the second exhaust port 2b toward the starboard side of the stern. Because the wind speed is relatively high, the gas moves over a wide area. As described above, the calculation unit 10 calculates the shape of the model 12 and the inclination θ with respect to the vertical direction z according to the magnitude of the wind speed, and calculates the orientation of the gas movement direction D2 in a planar view according to the wind direction. For ease of explanation, arrows indicating the gas origin D1 and movement direction D2 are also shown on the model 12 in FIG. 6.

[0041] In output step S04, the output unit 11 outputs a composite image such as that shown in Figures 5 and 6, which is a composite of an image showing the ship and an image showing the calculation result D3 obtained by the calculation unit 10. The output unit 11 may be configured to generate and output a three-dimensional composite image based on the ship 1 and the model 12. The composite image may include, in addition to the model 12, an arrow indicating the origin D1 and movement direction D2 of the gas, or may not include these arrows.

[0042] According to this configuration, the gas origin D1, movement direction D2, and diffusion range D4 are output from the output unit 11 as a composite image of the calculation result D3. This makes it easier to visually recognize the range in which the gas exists, such as the range and position to which the gas has diffused on the exposed deck 5. The calculation result D3 in the movement direction calculation step S03 includes the gas diffusion range D4, which further improves the safety of the crew.

[0043] A model 12 showing the gas diffusion range D4 is set in advance, and this model 12 is transformed based on the wind speed, thereby reducing the calculation load on the control mechanism 9. Since the gas diffusion range D4 and other information can be output in a relatively short time, crew evacuation and other measures can be carried out accurately in response to changes in the gas diffusion range D4. The output unit 11 can output a composite image showing the gas diffusion range D4 and other information with reduced delay in response to changes in wind direction and speed.

[0044] 2, the control mechanism 9 may be configured to include an estimation unit 13. When the gas detection mechanism 8 includes a gas detection camera 8b, the estimation unit 13 acquires a gas distribution state D5 in the vicinity of the exhaust port 2 from the gas detection camera 8b. The estimation unit 13 is configured to improve the accuracy of the gas movement direction by performing a calculation that combines the gas movement direction D6 estimated from the gas distribution state D5 and the gas movement direction D2 obtained based on the wind direction.

[0045] As shown in Fig. 7, gas detection camera 8b cannot capture images of structures and the like behind the area where gas is present. Gas detection camera 8b can obtain gas distribution status D5 in the vicinity of exhaust port 2 from the image (distribution status obtaining step S05). For the purpose of explanation, the area where gas is present is indicated by a dashed line in Fig. 7.

[0046] As shown in FIG. 7, the gas distribution D5 acquired by the gas detection camera 8b shows that gas is distributed from the exhaust port 2 toward the stern (lower left of FIG. 7). The gas movement direction D6 estimated from the gas distribution D5 is the direction from the exhaust port 2 toward the stern. The estimated gas movement direction D6 is estimated by image processing of the image acquired by the gas detection camera 8b. For example, the gas movement direction D6 is estimated as the direction connecting the three-dimensional coordinate P0 of the origin D1 of the gas discharged from the exhaust port 2 and the coordinate P1 of the position within the range of the gas in the image acquired by the gas detection camera 8b that is farthest from the three-dimensional coordinate P0. For the sake of explanation, the gas movement direction D6 is indicated by an arrow in FIG. 7.

[0047] The three-dimensional coordinate P0 of the starting point D1 can be configured such that, for example, arbitrary coordinates are set in advance for each exhaust port 2 and stored in the control mechanism 9 or the like. In this case, once the exhaust port 2 that serves as the starting point D1 is determined, the corresponding three-dimensional coordinate P0 is used to estimate the movement direction D6. As illustrated in FIG. 2, the estimation of the movement direction D6 based on the gas distribution status D5 is performed by the second calculation unit 14 of the control mechanism 9. This configuration is not limiting, and the estimation of the movement direction D6 based on the gas distribution status D5 may also be performed by, for example, the calculation unit 10.

[0048] In the movement direction calculation step S03, the gas movement direction D2 is obtained based on the signal acquired from the wind vane 3. The estimation unit 13 performs a calculation combining the two gas movement directions D2 and D6 obtained in the movement direction calculation step S03 and the distribution status acquisition step S05, and estimates the gas movement direction (estimation step S06).

[0049] If the gas movement direction D6 estimated from the distribution state D5 in the estimation step S06 matches the gas movement direction D2 calculated in the movement direction calculation step S03, it can be said that the gas movement direction is correct.

[0050] When a swirling wind is occurring above the exposed deck 5, or when the wind direction near the exhaust port 2 differs from the wind direction acquired by the anemometer 3 due to the influence of structures installed on the exposed deck 5, the two gas movement directions D2 and D6 obtained in the movement direction calculation step S03 and the distribution status acquisition step S05 may not match. When they do not match, it is possible to take measures such as issuing an alert D7 to prompt the crew to check. Furthermore, when the gas movement directions D2 and D6 do not match, the calculation result D3 output from the output unit 11 may not include the gas movement direction D2.

[0051] This configuration makes it possible to grasp not only the wind direction but also the gas distribution state D5 in the vicinity of the exhaust port 2. This is advantageous in improving the accuracy when estimating the gas movement direction D2.

[0052] Gas detection camera 8b may include a temperature camera (thermography camera). A temperature camera is configured to capture an image of temperature distribution. The temperature difference between the gas and the surrounding atmosphere is detected by the temperature camera, making it easier to detect gas based on the image of temperature distribution. Gas detection camera 8b may be configured as either an infrared camera or a temperature camera, or may be configured as both. [Explanation of symbols]

[0053] 1 ship 2 exhaust vent 2a First exhaust port 2b Second exhaust port 3 Wind vane 4 Cargo compartment 5 Exposure deck 6. Engine compartment 7. Residential Area 8 Gas detection mechanism 8a Gas detector 8b Gas detection camera 9 Control Mechanism 10 Arithmetic section 11 Output section 12 models 13 Estimation part 14 Second calculation section x Captain direction y Width direction z Vertical direction S01 Detection step S02 Origin identification step S03 Movement direction calculation step S04 Output step S05 Distribution status acquisition step S06 Estimation step D1 starting point D2 Movement direction D3 Calculation result D4 Spread Range D5 Distribution status D6 (Estimated gas) movement direction D7 Alert θ (inclination relative to the vertical direction z) P0: Three-dimensional coordinates (of origin D1) P1 (the farthest point from P0)

Claims

1. A vessel equipped with an exhaust port for discharging gas leaked inside the vessel into the atmosphere and a wind vane for measuring wind direction, A gas detection mechanism is installed above the exposed deck and detects the presence of gas, and a control mechanism receives signals from the wind vane and the gas detection mechanism, The control mechanism is characterized in that it has a calculation unit that identifies the gas origin, which is the position of the exhaust port from which the gas is discharged, based on a signal obtained from the gas detection mechanism, and calculates the direction of gas movement based on a signal obtained from the wind vane, and an output unit that outputs the calculation results obtained by the calculation unit.

2. It has an anemometer to measure wind speed, The vessel according to claim 1 , wherein the calculation unit is configured to calculate the direction of gas movement based on signals obtained from the anemometer and the wind vane.

3. The vessel according to claim 2 , wherein the calculation unit is configured to calculate a gas diffusion range based on signals obtained from the anemometer and the wind vane.

4. the gas detection mechanism includes a gas detection camera that detects the presence of gas based on an image; 2. The vessel according to claim 1, wherein the control mechanism has an estimation unit that is configured to estimate the direction of gas movement by performing a calculation that combines the direction of gas movement estimated from the gas distribution state in the vicinity of the exhaust port obtained from the gas detection camera and the direction of gas movement calculated based on the signal obtained from the wind vane.

5. A ship described in any one of claims 1 to 4, wherein the output unit is configured to output a composite image that combines an image showing the ship with an image showing at least the direction of gas movement obtained by the calculation unit.

6. 5. The vessel according to claim 1, further comprising a plurality of the gas detection mechanisms corresponding to a plurality of the exhaust ports.

7. 5. The marine vessel of claim 4, wherein the gas detection camera includes an infrared camera.

8. 5. The marine vessel of claim 4, wherein the gas detection camera includes a thermal camera.

9. A method for detecting gas on a vessel equipped with an exhaust port for discharging gas leaked inside the vessel into the atmosphere and a wind vane for measuring wind direction, comprising: The ship is provided with a gas detection mechanism installed above the exposed deck that detects the presence of gas, and a control mechanism that receives signals from the wind vane and the gas detection mechanism, a detection step in which the gas detection mechanism detects gas discharged from the exhaust port; a start point identifying step in which the control mechanism identifies a start point of the gas based on a signal acquired from the gas detection mechanism; a movement direction calculation step in which the control mechanism calculates the movement direction of the gas based on the signal acquired from the anemometer; a control mechanism for outputting the calculation results obtained in the starting point specifying step and the movement direction calculating step;

10. the gas detection mechanism includes a gas detection camera that detects the presence of gas based on an image; a distribution status acquisition step in which the gas detection camera acquires a distribution status of the gas discharged from the exhaust port; The detection method according to claim 9, further comprising an estimation step of estimating the gas movement direction by performing a calculation that combines the results obtained in the movement direction calculation step and the distribution status acquisition step.

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