Arrangement structure of fuel tank for deck house and electric propulsion and vessel having the same

Abstract

The present invention discloses a structure for a ship’s cabin and a fuel tank for electric propulsion, comprising: an electric propulsion system (110) positioned in an engine room (111) and providing electric power produced through a gas turbine (112) as propulsion force for an electric propulsion motor; a first liquefied gas storage tank (120) positioned in a cargo area (A) and supplying a first gas fuel to the gas turbine (112); and a second liquefied gas storage tank (130) positioned in a bow area (B) and supplying a second gas fuel to the gas turbine (112), wherein the bow positioning of the second liquefied gas storage tank (130) ensures safety and secures spare space in the engine room.

Description

Technology Field

[0001] The present invention relates to a structure for arranging a fuel tank for a ship's cabin and electric propulsion and a ship equipped with the same. More specifically, it relates to a structure for arranging a fuel tank for a ship's cabin and electric propulsion and a ship equipped with the same, wherein a fuel storage tank for storing gaseous fuel supplied to a gas turbine in the engine room is placed in the bow area. Even more specifically, it relates to a structure for arranging a fuel tank for a ship's cabin and electric propulsion and a ship equipped with the same, wherein a fuel storage tank for storing gaseous fuel supplied to a gas turbine in the engine room is placed in the bow area to ensure safety by separating it from the accommodation area placed in the stern area, and thereby securing spare space for the engine room. Background Technology

[0002] Recently, in order to comply with the strengthened International Maritime Organization (IMO) greenhouse gas (GHG) and carbon dioxide reduction regulations, IMO 2050, attention has begun to be paid to ammonia (NH3), which does not produce carbon dioxide.

[0003] In particular, there is a demand for the development of electric propulsion ships utilizing electricity generated from ammonia-fueled gas turbines.

[0004] Meanwhile, when an ammonia gas turbine is applied to an electric propulsion vessel, the volume occupied within the ship is reduced compared to conventional engines using diesel (HFO, MGO, MDO, or LSMGO) or LNG as fuel, thereby maintaining the vessel's operational efficiency and stability. Furthermore, in shipbuilding, to comply with IMO SOLAS regulations, the rearrangement of fuel tanks, fuel supply systems, and cabins including accommodation areas can be applied with this in mind.

[0005] Accordingly, there is a need for technology that can improve the space utilization of the engine room by applying an electric propulsion engine to the engine room of an LNG carrier, replacing the dual-fuel engine used for propulsion. Prior art literature

[0006] Korean Published Patent Application No. 10-2023-0113176 (Ship, July 28, 2023) Korean Published Patent Application No. 10-2023-0113180 (Ship, July 28, 2023) The problem to be solved

[0007] The technical problem that the concept of the present invention aims to solve is to provide a fuel tank arrangement structure for a ship’s cabin and electric propulsion, and a ship equipped with the same, which can ensure safety and secure spare space for the engine room by arranging a fuel storage tank for storing gas fuel supplied to a gas turbine in the engine room in the bow area, thereby separating it from the accommodation area arranged in the stern area. means of solving the problem

[0008] To achieve the aforementioned objective, one embodiment of the present invention provides a structure for a ship’s cabin and a fuel tank for electric propulsion, comprising: an electric propulsion system disposed in an engine room and providing electric power produced through a gas turbine as the thrust of an electric propulsion motor; a first liquefied gas storage tank disposed in a cargo area and supplying a first gas fuel to the gas turbine; and a second liquefied gas storage tank disposed in a bow area and supplying a second gas fuel to the gas turbine.

[0009] Here, the second liquefied gas storage tank may be positioned in the forward section ahead of the No. 1 cargo tank of the cargo area.

[0010] At this time, the second liquefied gas storage tank can be isolated by a first cofferdam positioned vertically in the bow area.

[0011] In addition, the second liquefied gas storage tank stores liquefied ammonia, and the gas turbine can generate electricity using the liquefied ammonia.

[0012] In addition, the second liquefied gas storage tank can store LNG.

[0013] In addition, the first liquefied gas storage tank is a cargo tank for storing LNG, and the gas turbine can be driven by evaporated gas or forcibly vaporized natural gas generated from the cargo tank during operation and ammonia gas from the second liquefied gas storage tank.

[0014] In addition, a DFGE may be additionally placed in the engine room.

[0015] Here, the DFGE may be a dual-fuel power generation engine that uses fuel oil and natural gas supplied from the first liquefied gas storage tank.

[0016] Additionally, it may further include a fuel preparation room equipped with an ammonia supply system that supplies ammonia gas from the second liquefied gas storage tank to the gas turbine, and a cargo compressor room equipped with an LNG supply system that supplies evaporated gas or forcibly vaporized natural gas generated from the cargo tank to the gas turbine.

[0017] Here, the fuel preparation room may be installed on the upper part of the second liquefied gas storage tank, and the cargo compressor room may be installed on the upper part of the trunk deck of the cargo area.

[0018] In addition, both the fuel preparation room and the cargo compressor room can be installed on the upper part of the first liquefied gas storage tank, respectively.

[0019] Here, the fuel preparation room and the cargo compressor room may be separated and arranged on the port and starboard sides, respectively, or may be arranged in a biased area on either the port or starboard side.

[0020] In addition, a dual-fuel auxiliary boiler to produce the steam required on board can be additionally installed in the stern area.

[0021] Here, in the engine room, the dual-fuel auxiliary boiler may be placed on the 1st deck, the gas turbine on the 2nd deck, and the DFGE on the 3rd deck.

[0022] In addition, in the engine room, the dual-fuel auxiliary boiler may be positioned on the starboard side, the gas turbine on the port side, and the DFGE on the starboard side.

[0023] In addition, in the engine room, the dual-fuel auxiliary boiler may be positioned on the port side, the gas turbine on the starboard side, and the DFGE on the port side.

[0024] In addition, the BOG generated from the first liquefied gas storage tank can be combusted through the idle mode of the gas turbine, the Gas Combustion Unit (GCU) mode of the dual-fuel auxiliary boiler, or the DFGE.

[0025] In addition, the electrical distribution room can be vertically positioned between the engine room and the first liquefied gas storage tank.

[0026] Here, a cofferdam may be installed between the electrical distribution room and the first liquefied gas storage tank.

[0027] In addition, the second liquefied gas storage tank can be designed in a trapezoidal shape to match the linear shape.

[0028] In addition, it may further include a waste heat recovery system that is separately disposed adjacent to the engine casing covering the engine room and converts the waste heat of the exhaust gas discharged from the gas turbine into electricity and supplies it to the electric propulsion motor.

[0029] Here, the waste heat recovery system may be a supercritical carbon dioxide power generation system.

[0030] At this time, the supercritical carbon dioxide power generation system may be positioned adjacent to the stern side of the engine casing, spaced apart from the mooring deck by a certain height by means of a pilotis.

[0031] In addition, the supercritical carbon dioxide power generation system may include a heater disposed inside the engine casing that recovers waste heat from exhaust gas exhausted from the gas turbine to heat carbon dioxide, a turbine that generates power by rotating through the supercritical state of carbon dioxide heated by the heater, a compressor that compresses carbon dioxide, a heat exchanger that exchanges heat between the carbon dioxide recovered from the turbine and the carbon dioxide supplied from the compressor to the heater, a pre-cooler that cools the carbon dioxide passing through the heat exchanger from the turbine and supplies it to the compressor, and a preheater that heats the exhaust gas passing through the heater and the carbon dioxide supplied from the compressor to the heater by bypassing the heat exchanger.

[0032] Meanwhile, another embodiment of the present invention provides a ship having a cabin and a fuel tank arrangement structure for electric propulsion of the ship listed above. Effects of the invention

[0033] According to the present invention, a fuel storage tank for storing gas fuel supplied to a gas turbine in the engine room is positioned in the bow area, thereby separating it from the accommodation area positioned in the stern area to ensure safety and secure extra space in the engine room. Brief explanation of the drawing

[0034] FIG. 1 illustrates a cabin and fuel tank arrangement structure for electric propulsion of a ship according to one embodiment of the present invention. Figure 2 illustrates a plan view of Figure 1. Figure 3 is an enlarged view of the player area of ​​Figure 1. Figure 4 is an enlarged view of the stern section of Figure 1. Figure 5 illustrates the first liquefied gas storage tank and the second liquefied gas storage tank of Figure 2. Figure 6 illustrates the configuration of the gas turbine of Figure 2. Figure 7 illustrates a configuration diagram of the waste heat recovery system of Figure 2. Specific details for implementing the invention

[0035] Hereinafter, embodiments of the present invention having the aforementioned features will be described in more detail with reference to the attached drawings.

[0036] A structure for arranging a ship's cabin and a fuel tank for electric propulsion according to one embodiment of the present invention comprises an electric propulsion system (110) that is arranged in an engine room (111) and provides electric power produced through a gas turbine (112) as propulsion force for an electric propulsion motor, a first liquefied gas storage tank (120) that is arranged in a cargo area (A) and supplies a first gas fuel to the gas turbine (112), and a second liquefied gas storage tank (130) that is arranged in a bow area (B) and supplies a second gas fuel to the gas turbine (112), wherein the arrangement of the second liquefied gas storage tank (130) at the bow ensures safety and secures spare space in the engine room.

[0037] Hereinafter, with reference to FIGS. 2 to 7, the cabin and fuel tank arrangement structure for electric propulsion of the ship with the above-described configuration is described in detail as follows.

[0038] First, the electric propulsion system (110), with reference to FIGS. 1 and FIGS. 4, is positioned in the engine room (111) of the stern area (C) and provides power produced through the gas turbine (112) as the propulsion force of the electric propulsion motor.

[0039] Here, the gas turbine (112) may be a dual-fuel gas turbine, and in the case of an LNG carrier, power can be produced using natural gas that has been forcibly vaporized from the boil-off gas or LNG generated from the cargo tanks (TK1 to TK4) (first liquefied gas storage tank (120)) in the cargo area during the operation of the ship, and ammonia gas vaporized from the liquefied ammonia stored in the second liquefied gas storage tank (130).

[0040] In addition, as an additional means of power generation, a Dual Fuel Generator Engine (DFGE) (113) that uses fuel oil such as diesel and natural gas supplied from the first liquefied gas storage tank (120) is additionally placed in the engine room (111), so that through the DFGE (113), power that is insufficient to operate the gas turbine (112) alone can be supplemented, or a situation where the gas turbine (112) cannot be operated can be prepared.

[0041] In addition, a dual-fuel auxiliary boiler (not shown) using fuel oil such as diesel and LNG may be additionally installed in the stern area (C) to produce and supply the steam required on board.

[0042] Meanwhile, the dual-fuel auxiliary boiler is placed on the 1st deck, and as illustrated in FIG. 4, the gas turbine (112) is placed on the 2nd deck and the DFGE (113) can be placed on the 3rd deck.

[0043] Here, in the engine room (111), the dual-fuel auxiliary boiler is positioned on the starboard side, the gas turbine (112) is positioned on the port side, and the DFGE (113) is positioned on the starboard side, or the dual-fuel auxiliary boiler is positioned on the port side, the gas turbine (112) is positioned on the starboard side, and the DFGE (113) is positioned on the port side, thereby securing space for the intake of combustion air for the gas turbine (112), and through such an optimal arrangement configuration, the space utilization of the engine room (111) can be maximized.

[0044] For reference, the 1st deck, 2nd deck, and 3rd deck shown in Fig. 4 are terms commonly used in the shipbuilding and marine industry, and can be understood as referring to decks arranged sequentially in the floor direction based on the upper deck (UD) as the 1st deck, 2nd deck, and 3rd deck.

[0045] In addition, the BOG generated from the first liquefied gas storage tank (120) can be combusted through the idle mode of the gas turbine (112), the GCU mode (Gas Combustion Unit mode) of the dual-fuel auxiliary boiler, or the DFGE (113), thereby allowing additional space to be secured without selectively installing a separate GCU (Gas Combustion Unit).

[0046] Additionally, referring to FIGS. 1 and 4, the electrical distribution room (114) can be vertically positioned between the engine room (111) and the first liquefied gas storage tank (120) (TK4).

[0047] In addition, a coffer dam (115) can be installed between the electrical distribution room (114) and the first liquefied gas storage tank (120) to partition the space and ensure safety.

[0048] For example, in the electric distribution room (114), a frequency converter room (114a) that converts the frequency of the voltage controlling the operation of the electric propulsion motor of the electric propulsion system (110), a switchboard room (114b) that converts the high voltage supplied from the gas turbine (112) to a low voltage, and an engine control room (114c) that controls the DFGE (113), etc. are sequentially stacked and vertically arranged so that various electrical rooms that were previously dispersed can be integrated into a single area to utilize space more efficiently and to configure power cables efficiently.

[0049] Next, the first liquefied gas storage tank (120) is a membrane tank (TK1 to TK4) that is placed in the cargo area (A) to store LNG and supplies the first gas fuel to the gas turbine (112).

[0050] That is, as mentioned above, through the cargo compressor room (121) described later, the natural gas generated from the cargo tanks (TK1 to TK4) during the operation of the ship or the LNG can be supplied to the gas turbine (112).

[0051] Next, the second liquefied gas storage tank (130) is placed in the leading area (B) to supply the second gas fuel to the gas turbine (112).

[0052] Here, the second liquefied gas storage tank (130) is positioned in the bow section (B) ahead of the No. 1 cargo tank (TK1), so that the vent mast of the second liquefied gas storage tank (130) is separated from the accommodation area (10) and engine room (111) in the stern section (C) to ensure safety.

[0053] Additionally, as illustrated in FIG. 3, the second liquefied gas storage tank (130) can be isolated by a coffer dam (131) positioned vertically in the bow area (B) to ensure the safety of the bow area (B).

[0054] Additionally, the second liquefied gas storage tank (130) may be an IMO type A tank, and may store liquefied ammonia and use the vaporized ammonia gas as fuel gas for the gas turbine (112).

[0055] Meanwhile, the second liquefied gas storage tank (130) can store LNG in place of liquefied ammonia, so together with the first liquefied gas storage tank (120), it can be utilized as an LNG carrier that stores LNG to increase the cargo tank storage capacity. In this case, the second liquefied gas storage tank (130) may be an IMO type B or a membrane type.

[0056] Additionally, referring to FIG. 2, it may further include a fuel preparation room (132) equipped with an ammonia supply system that supplies ammonia gas from a second liquefied gas storage tank (130) to a gas turbine (112), and a cargo compressor room (121) equipped with an LNG supply system that supplies natural gas, which is forcibly vaporized from evaporated gas or LNG generated from cargo tanks (TK1 to TK4), to the gas turbine (112).

[0057] Specifically, the fuel preparation room (132) is preferably installed on the outer deck above the second liquefied gas storage tank (130) and the cargo compressor room (121) is preferably installed on the trunk deck above the cargo area (A), but both the fuel preparation room (132) and the cargo compressor room (121) may be placed above the second liquefied gas storage tank (130).

[0058] Alternatively, both the fuel preparation room (132) and the cargo compressor room (121) may be installed on the upper part of the trunk deck of the first liquefied gas storage tank (120) (TK4), for example, on the upper part of the trunk deck, the fuel preparation room (132) and the cargo compressor room (121) may be separated and arranged on the port side and starboard side, respectively, or may be arranged in a biased area on either the port side or the starboard side.

[0059] In addition, as illustrated in FIG. 5, the second liquefied gas storage tank (130) can be designed in a trapezoidal shape to replace the rectangular shape in alignment, so that it can be applied without changing the alignment.

[0060] Additionally, referring to FIG. 5, as previously mentioned, a gas turbine (112) is installed in the engine room (111) to replace the conventional propulsion engine using diesel, LNG, etc. as fuel, and a second liquefied gas storage tank (130) is installed at the front of the No. 1 cargo tank (TK1) while maintaining the ship's LOA (Length Of All). Thus, the size of the engine room (111) can be reduced by applying an electric propulsion system (110) to the stern area (C) while maintaining the same overall length of the hull, and the space of the bow area (B) can be increased by the amount the space of the stern area (C) is reduced to accommodate the second liquefied gas storage tank (130).

[0061] Meanwhile, referring to FIGS. 4, 6 and 7, a waste heat recovery system (140) may be further included, which is separately disposed adjacent to an engine casing (142) covering an engine room (111) and converts waste heat from exhaust gas discharged from a gas turbine (112) into electricity and supplies it to an electric propulsion motor.

[0062] That is, the waste heat recovery system (140) may be a supercritical carbon dioxide power generation system and may be installed in a piloti structure adjacent to the stern side of the engine casing (142), spaced apart from the sunken deck by a certain height by a piloti (141), so as to be installed in a space independent from the engine room (111) to ensure the safety of the engine room (111).

[0063] Meanwhile, the waste heat recovery system (140) may be a supercritical carbon dioxide (sCO2) power generation system that produces electricity through a Brayton cycle having two constant pressure processes and two isentropic processes, and the working fluid maintains a supercritical state while undergoing compression, heating, expansion, and cooling processes through the Brayton cycle. Here, the waste heat recovery system (140) is not limited to a supercritical carbon dioxide power generation system, and may also produce electricity through a turbine using steam generated by heat exchange with waste heat.

[0064] That is, as illustrated in FIG. 4, the supercritical carbon dioxide power generation system is positioned adjacent to the stern side of the engine casing (142) and spaced apart from the sunken deck (2nd DECK) by a piloti (141) at a certain height, so that mooring equipment and the like can be positioned without interference to increase space utilization, and can be installed in a space independent from the engine room (111) to ensure the stability of the engine room (111).

[0065] Specifically, referring to FIG. 7, the supercritical carbon dioxide power generation system comprises: a heater (143) disposed in an engine casing (142) and a chimney to heat circulating carbon dioxide by recovering waste heat from exhaust gas exhausted from a gas turbine (112); a turbine (144) that generates power by rotating through the supercritical state of carbon dioxide heated by the heater (143); a compressor (145) that compresses circulating carbon dioxide; a heat exchanger (recuperator) (146) that exchanges heat between carbon dioxide recovered from the turbine (144) and carbon dioxide supplied from the compressor (145) to the heater (143); a precooler (147) that cools carbon dioxide passing through the heat exchanger (146) from the turbine (144) using seawater and supplies it to the compressor (145); and exhaust gas passing through the heater (143) and from the compressor (145), bypassing the heat exchanger (146). A preheater (148) that heats by exchanging heat with carbon dioxide supplied to a heater (143) may be included.

[0066] Additionally, this waste heat recovery system (140) may be positioned on the side opposite (starboard or port) to the side (port or starboard) where the gas turbine (112) is positioned, in order to secure space (stern side) for intake of combustion air for the gas turbine (112). For example, if the gas turbine (112) is positioned on the port side, the waste heat recovery system (140) may be positioned on the starboard side, and conversely, if the gas turbine (112) is positioned on the starboard side, the waste heat recovery system (140) may be positioned on the port side.

[0067] Additionally, although not shown, the forward corners of the engine casing (142) of the aforementioned stern area (C) are formed with a chamfered shape, and the stern corners of the accommodation area (10) are formed with a chamfered shape, thereby creating a space for the movement of crew members moving through the engine room (111) via the hatch, and for the installation of additional equipment such as a provisioning crane and a lifeboat.

[0068] Meanwhile, another embodiment of the present invention provides a ship having a cabin and a fuel tank arrangement structure for electric propulsion of the ship listed above.

[0069] Accordingly, by the embodiment described above, a fuel storage tank for storing gas fuel supplied to the gas turbine in the engine room can be placed in the bow area to separate it from the accommodation area placed in the stern area, thereby ensuring safety and securing spare space in the engine room.

[0070] The embodiments described in this specification and the configurations illustrated in the drawings are merely the most preferred embodiments of the present invention and do not represent all of the technical ideas of the present invention; therefore, it should be understood that various equivalents and modifications that can replace them may exist at the time of filing this application. Explanation of the symbols

[0071] 110: Electric propulsion system 111: Engine room 112: Gas turbine 113: DFGE 114 : Electrical Distribution Panel Room 115 : Cofferdam 120: 1st Liquefied Gas Storage Tank 121: Cargo Compressor Room 130: 2nd Liquefied Gas Storage Tank 131: Cofferdam 132: Fuel Preparation Room 140: Waste Heat Recovery System 141: Piloti 142: Engine casing 143 : Heater 144 : Turbine 145 : Compressor 146 : Heat exchanger 147 : Pre-cooler 148 : Preheater

Claims

Claim 1 An electric propulsion system positioned in the engine room and providing power produced through a gas turbine as thrust for an electric propulsion motor; a first liquefied gas storage tank positioned in the cargo area and supplying a first gas fuel to the gas turbine; A structure for arranging a ship’s cabin and fuel tank for electric propulsion, comprising: a second liquefied gas storage tank disposed in the bow area to supply a second gas fuel to the gas turbine; wherein a DFGE is additionally disposed in the engine room, a dual-fuel auxiliary boiler that produces steam required on board is additionally disposed in the stern area, wherein in the engine room, the dual-fuel auxiliary boiler is disposed on the 1st deck, the gas turbine is disposed on the 2nd deck, and the DFGE is disposed on the 3rd deck, wherein an electrical distribution room is vertically disposed across the 1st, 2nd, and 3rd decks between the engine room and the first liquefied gas storage tank, and a second cofferdam is installed between the electrical distribution room and the first liquefied gas storage tank. Claim 2 A structure for arranging a ship’s cabin and fuel tank for electric propulsion, wherein, in claim 1, the second liquefied gas storage tank is positioned in the forward section of the No. 1 cargo tank, which is closest to the forward section of the first liquefied gas storage tank in the cargo area. Claim 3 A structure for arranging a ship’s cabin and fuel tank for electric propulsion, wherein, in claim 2, the second liquefied gas storage tank is isolated by a first cofferdam arranged vertically in the bow area. Claim 4 A fuel tank arrangement structure for a ship's cabin and electric propulsion, characterized in that, in claim 2, the second liquefied gas storage tank stores liquefied ammonia, and the gas turbine produces electricity using the liquefied ammonia. Claim 5 A fuel tank arrangement structure for a ship's cabin and electric propulsion, wherein, in claim 1, the second liquefied gas storage tank stores LNG. Claim 6 A structure for a ship’s cabin and fuel tank for electric propulsion, wherein, in claim 1, the first liquefied gas storage tank is a cargo tank for storing LNG, and the gas turbine is driven by evaporated gas or forcibly vaporized natural gas generated from the cargo tank during operation and ammonia gas from the second liquefied gas storage tank. Claim 7 delete Claim 8 A fuel tank arrangement structure for a ship's cabin and electric propulsion, characterized in that, in claim 1, the DFGE is a dual-fuel power generation engine using fuel oil and natural gas supplied from the first liquefied gas storage tank. Claim 9 A fuel tank arrangement structure for a ship's cabin and electric propulsion, characterized in that, in claim 6, it further comprises a fuel preparation room equipped with an ammonia supply system that supplies ammonia gas from the second liquefied gas storage tank to the gas turbine, and a cargo compressor room equipped with an LNG supply system that supplies evaporated gas or forcibly vaporized natural gas generated from the cargo tank to the gas turbine. Claim 10 A fuel tank arrangement structure for a ship's cabin and electric propulsion, characterized in that, in claim 9, the fuel preparation room is installed on the upper part of the second liquefied gas storage tank, and the cargo compressor room is installed on the upper part of the trunk deck of the cargo area. Claim 11 A fuel tank arrangement structure for a ship's cabin and electric propulsion, characterized in that, in claim 9, both the fuel preparation room and the cargo compressor room are respectively installed on the upper part of the first liquefied gas storage tank. Claim 12 A structure for arranging a fuel tank for a ship's cabin and electric propulsion, characterized in that, in claim 11, the fuel preparation room and the cargo compressor room are separated and arranged on the port and starboard sides, respectively, or are arranged in a position biased toward either the port or starboard side. Claim 13 delete Claim 14 delete Claim 15 A structure for arranging a ship’s cabin and fuel tank for electric propulsion, characterized in that, in the engine room of claim 1, the dual-fuel auxiliary boiler is positioned on the starboard side, the gas turbine is positioned on the port side, and the DFGE is positioned on the starboard side. Claim 16 A structure for arranging a ship’s cabin and fuel tank for electric propulsion, characterized in that, in the engine room of claim 1, the dual-fuel auxiliary boiler is positioned on the port side, the gas turbine is positioned on the starboard side, and the DFGE is positioned on the port side. Claim 17 A fuel tank arrangement structure for a ship's cabin and electric propulsion, characterized in that, in claim 1, the BOG generated from the first liquefied gas storage tank is combusted through the idle mode of the gas turbine, the Gas Combustion Unit (GCU) mode of the dual-fuel auxiliary boiler, or the DFGE. Claim 18 delete Claim 19 delete Claim 20 A fuel tank arrangement structure for a ship's cabin and electric propulsion, wherein, in claim 1, the second liquefied gas storage tank is designed in a trapezoidal shape to match the linear shape. Claim 21 A structure for a ship’s cabin and fuel tank for electric propulsion, characterized in that, in claim 1, it further includes a waste heat recovery system disposed separately adjacent to an engine casing covering the engine room, which converts waste heat from exhaust gas discharged from the gas turbine into electricity and supplies it to the electric propulsion motor. Claim 22 A structure for a ship’s cabin and fuel tank for electric propulsion, characterized in that, in claim 21, the waste heat recovery system is a supercritical carbon dioxide power generation system. Claim 23 A structure for arranging a ship’s cabin and fuel tank for electric propulsion, wherein, in claim 22, the supercritical carbon dioxide power generation system is positioned adjacent to the stern side of the engine casing and spaced apart from the mooring deck by a certain height by means of a pilotis. Claim 24 In claim 23, the supercritical carbon dioxide power generation system comprises: a heater disposed inside the engine casing to recover waste heat from exhaust gas exhausted from the gas turbine and heat carbon dioxide; a turbine that rotates to generate power by the supercritical state of carbon dioxide heated by the heater; a compressor that compresses carbon dioxide; a heat exchanger that exchanges heat between carbon dioxide recovered from the turbine and carbon dioxide supplied from the compressor to the heater; a pre-cooler that cools carbon dioxide passing through the heat exchanger from the turbine and supplies it to the compressor; and a preheater that heats the exhaust gas passing through the heater and carbon dioxide supplied from the compressor to the heater by exchanging heat with the exhaust gas passing through the heater and carbon dioxide supplied from the compressor by bypassing the heat exchanger, thereby forming a structure for a ship's cabin and a fuel tank for electric propulsion. Claim 25 A ship equipped with a cabin and a fuel tank arrangement structure for electric propulsion as described in any one of claims 1 to 6, 8 to 12, 15 to 17 and 20 to 24.

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