Ship

Abstract

A ship according to the present disclosure comprises: a hull; a fuel consumption device that is provided on the hull and consumes fuel; and a fuel tank in which the fuel supplied to the fuel consumption device is stored. The fuel tank comprises: a fuel tank body that partitions a fuel storage space in which fuel is stored; a first tank connection space that is provided at an upper part of the fuel tank body, and to which a fuel supply system to the fuel consumption device is connected; and a second tank connection space that is provided on the bow side of the first tank connection space at the upper part of the fuel tank body, and in which a safety valve is provided.

Description

ship

[0001] This application claims priority to Japanese Patent Application No. 2024-059780, filed on April 2, 2024, the contents of which are incorporated herein by reference.

[0002] Patent Document 1 discloses a liquefied gas fuelled ship that uses liquefied gas as fuel. The liquefied gas fuelled ship in Patent Document 1 uses cylindrical tanks as liquefied gas tanks, and the cylindrical tanks are arranged within the hull below the freeboard deck with the longitudinal direction of the cylindrical tanks aligned with the bow-stern direction.

[0003] Japanese Patent Application Laid-Open No. 2018-069934

[0004] Incidentally, the fuel tank such as the cylindrical tank described in Patent Document 1 is provided with a tank connection space that accommodates a piping connection portion to the fuel tank, a fuel valve device, a safety valve, a pump, instrumentation equipment, etc. When the fuel tank is installed inside the hull, this tank connection space is often installed above the fuel tank.

[0005] Furthermore, many general ships have a stern trim, in which the draft at the stern is deeper than at the bow. In this case, if the longitudinal direction of the fuel tank is aligned with the bow-stern direction, as in Patent Document 1, the stern side of the fuel tank will be lowered, and the vapor phase in the fuel tank will be located on the bow side. Meanwhile, rules stipulate that the fuel tank safety valve must be positioned so that it is not submerged in the liquid in the fuel tank. Therefore, it is conceivable to position the tank connection space on the bow side where the vapor phase is formed. However, because the engine room housing fuel-consuming equipment such as the main engine is often located near the stern, the fuel supply system from the tank connection space to the engine room on the stern side via the fuel adjustment room becomes long, resulting in increased weight and cost.

[0006] Therefore, in the case of aft trim, in order to position the tank connection space as far aft as possible while locating the safety valve so that it is not submerged in liquid, a protruding portion such as a tank top is sometimes provided on the fuel tank to form an upwardly protruding space, and the safety valve is then installed in that space. However, if the size of the fuel storage portion of the fuel tank is kept constant, the height of the fuel tank increases by the amount of the protrusion, which requires reducing cargo space above the tank room or increasing the size of the hull to maintain cargo space. Furthermore, if the height of the fuel tank is to be maintained without increasing, the fuel storage portion must be made lower by the amount of the protrusion, which reduces the amount of fuel stored. Therefore, to ensure the ship's cruising range, it is necessary to add a fuel tank in a higher space, such as an exposed deck, which raises the center of gravity of the hull and reduces stability.

[0007] The present disclosure has been made in consideration of the above circumstances, and aims to provide a ship that can suppress a reduction in cargo space, an increase in the size of the hull, and a deterioration in stability.

[0008] In order to solve the above problem, the following configuration is adopted: According to one aspect of the present disclosure, a marine vessel includes a hull, a fuel consuming device provided on the hull for consuming fuel, and a fuel tank for storing fuel to be supplied to the fuel consuming device, wherein the fuel tank includes a fuel tank main body defining a fuel storage space for storing the fuel, a first tank connection space provided on an upper part of the fuel tank main body and connected to a fuel supply system to the fuel consuming device, and a second tank connection space provided on the upper part of the fuel tank main body closer to the bow than the first tank connection space and provided with a safety valve.

[0009] According to the ship disclosed herein, it is possible to suppress a reduction in cargo space, an increase in the size of the hull, and a deterioration in stability.

[0010] Fig. 1 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a vessel according to an embodiment of the present disclosure. Fig. 2 is a horizontal cross-sectional view taken along the waterline of a vessel according to an embodiment of the present disclosure. Fig. 3 is a cross-sectional view taken along line III-III of Fig. 1. Fig. 4 is a cross-sectional view taken along line IV-IV of Fig. 1. Fig. 5 is an enlarged view of the fuel tank according to an embodiment of the present disclosure when trimmed aft.

[0011] Next, a marine vessel according to an embodiment of the present disclosure will be described with reference to the drawings. In this embodiment, a case in which the marine vessel is a PCTC (Pure Car and Truck Carrier) will be described as an example. <Embodiment> Fig. 1 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to an embodiment of the present disclosure. Fig. 2 is a horizontal cross-sectional view taken along the waterline of a marine vessel according to an embodiment of the present disclosure. Fig. 3 is a cross-sectional view taken along line III-III in Fig. 1. Fig. 4 is a cross-sectional view taken along line IV-IV in Fig. 1.

[0012] As shown in Figures 1 to 3, the ship 100 in this embodiment includes at least a hull 2 ​​and a fuel tank 50. <Hull> The hull 2 ​​includes at least side shell plating 4A, 4B, a bottom shell plating 5A, a shore ramp 12, multiple decks 10, an engine room 20, a superstructure 3, a bow-side deep tank 30, a tank room 40, and a fuel adjustment room 45. <Outer Plates> The side shell plating 4A, 4B form the port and starboard side sections 4, respectively. The bottom shell plating 5A forms the bottom section 5 connecting the side shell plating 4A, 4B. Inside the hull 2, multiple decks 10 are provided at intervals above and below. The bottom section 5 in this embodiment is a double bottom, with an inner bottom plate 5B spaced above the bottom shell plating 5A.

[0013] <Shore Ramp> The shore ramp 12 is provided in an openable and closable manner on the side 4 or the like of the ship, and forms a travelway for self-propelled loading and unloading of cargo such as vehicles. The hull 2 ​​of this embodiment illustrates a case in which the shore ramp 12 is provided with a stern ramp 12A provided at the stern 2A and a center ramp 12B provided in the middle section in the bow-stern direction FA. The shore ramp 12 is connected to a boarding deck 10A, which is the deck 10 located in the middle layer of the decks 10 of the hull 2 ​​that are formed in layers. In this embodiment, the boarding deck 10A is a watertight bulkhead deck and freeboard deck.

[0014] When the shore ramp 12 is folded down and deployed, vehicles (not shown), such as passenger cars and trucks, can drive themselves from the quay to the boarding deck 10A through the shore ramp 12, and can also drive themselves from the boarding deck 10A to the quay. While the shore ramp 12 has been described as including a stern ramp 12A and a center ramp 12B, the present invention is not limited to this configuration. The shore ramp 12 provided on the hull 2 ​​may be, for example, a bow ramp provided on the bow 2F.

[0015] Vehicles (not shown) boarding the ship via the shore ramp 12 drive themselves to a predetermined loading position on the deck 10 of a predetermined level via a rampway 13, which is a slope connecting adjacent decks 10 above and below, and stop there. The stopped vehicles are then secured. The rampway 13, which connects below the boarding deck 10A, which is a bulkhead deck, is a liftable rampway or a rampway with a watertight door (including a cover), which can close the opening of the boarding deck 10A to make it watertight when not in use, for example.

[0016] <Engine Room> The engine room 20 is provided inside the hull 2. Specifically, the engine room 20 is provided below the boarding deck 10A. The engine room 20 in this embodiment is defined in a position closer to the stern 2A than the central position C1 in the fore-aft direction FA of the hull 2. Furthermore, the engine room 20 in this embodiment is defined below the boarding deck 10A and on the lowest level of the hull 2. The engine room 20 houses the main engine 9.

[0017] The engine room 20 of this embodiment is defined by the boarding deck 10A, the ship bottom 5, the ship's sides 4, and an engine room bulkhead 21. The engine room bulkhead 21 defines the engine room 20 in the fore-aft direction FA. The engine room bulkhead 21 is a transverse bulkhead formed across the left and right ship's sides 4, and includes at least a fore engine room bulkhead 22 located on the side of the engine room 20 closest to the fore 2F. Here, the fore engine room bulkhead 22 is the engine room bulkhead 21 located closest to the fore 2F among the engine room bulkheads that define the engine room 20 in the fore-aft direction FA.

[0018] <Main Engine> The main engine 9 can be driven by using at least liquefied gas as fuel. In other words, the main engine 9 of the ship 100 is a fuel-consuming device that consumes fuel. The liquefied gas that serves as fuel for the main engine 9 can be LPG (Liquefied Petroleum Gas), ammonia (NH ３ ) are examples. The main engine 9 of this embodiment generates a propulsive force for the hull 2 ​​by rotating the screw 6 located below the stern 2A. A rudder 7 is provided behind the screw 6, and the direction of travel of the hull 2 ​​is controlled by this rudder 7. Although the case where the screw 6 is rotated by the main engine 9 has been described, the present invention is not limited to this configuration. For example, the rotational energy of the main engine 9 may be converted into electrical energy, and the screw 6 may be rotated by an electric motor (not shown).

[0019] <Upper Deck and Superstructure> Of the multiple decks 10, the deck 10 located at the topmost level constitutes the upper deck 10B. In this embodiment, the upper deck 10B is both an exposed deck and a full-length deck. The superstructure 3 is formed on top of the upper deck 10B. The superstructure 3 includes a bridge 3A and an accommodation area 3B.

[0020] <Bow-side deep tank> The bow-side deep tank 30 is provided on the hull centerline C2 (see FIG. 3) in the ship's width direction Dw, closer to the bow 2F than the central position C1 in the fore-aft direction FA of the hull 2. Of the so-called deep tanks (not shown) provided between the boarding deck 10A and the ship bottom 5, the bow-side deep tank 30 is a deep tank that is located at a position overlapping with the hull centerline closer to the bow 2F. The bow-side deep tank 30 is capable of storing liquid such as ballast water. In this embodiment, the bow-side deep tank 30 is provided closer to the stern 2A than the collision bulkhead 24 and adjacent to the stern 2A side of the bow thruster 25.

[0021] The hull 2 ​​of this embodiment includes a vehicle deck 10C, which is one deck 10, one level below the boarding deck 10A. The bow-side deep tank 30 is formed across the vehicle deck 10C, one level below the boarding deck 10A in the vertical direction Dv, and the ship bottom 5. A rampway (not shown) is provided between the vehicle deck 10C and the boarding deck 10A, allowing vehicles to move from the boarding deck 10A to the vehicle deck 10C under their own power.

[0022] The bow-side deep tank 30 has multiple tank bulkheads 31 that divide the bow-side deep tank 30 in the fore-stern direction FA. Of these tank bulkheads 31, the one closest to the stern 2A has an aft-side deep tank bulkhead 32 that forms the outer shell of the bow-side deep tank 30. The aft-side deep tank bulkhead 32 is a bulkhead that extends in the ship's width direction Dw and divides the bow-side deep tank 30 from the space on the aft 2A side. In other words, the aft-side deep tank bulkhead 32 is the tank bulkhead that is closest to the aft 2A among the tank bulkheads that divide the bow-side deep tank 30 in the fore-stern direction FA. Note that, although this embodiment illustrates a case where the interior of the bow-side deep tank 30 is divided into multiple sections in the fore-stern direction FA, this is not limited to a case where the interior is divided into multiple sections.

[0023] <Fuel Adjustment Room> The fuel adjustment room 45 accommodates a fuel adjustment device (not shown) that adjusts liquefied ammonia or liquefied petroleum gas and sends it to fuel-consuming devices such as the main engine 9. Examples of the fuel adjustment device (not shown) accommodated in the fuel adjustment room 45 include a compressor and a carburetor. The fuel adjustment room 45 in this embodiment is located adjacent to the engine room 20 on the bow 2F side and adjacent to the tank room 40 on the stern 2A side. In other words, the fuel adjustment room 45 is disposed so as to be sandwiched between the engine room 20 and the tank room 40 in the fore-aft direction FA. The fuel adjustment room 45 illustrated in this embodiment is formed so as to extend from the side shell plating 4A to the side shell plating 4B. The floor of the fuel adjustment room 45 is formed by the inner bottom plating 5B, and the ceiling of the fuel adjustment room 45 is formed by the car deck 10C located one level below the boarding deck 10A.

[0024] The fuel adjustment chamber 45 is partitioned in the fore-aft direction FA by fuel adjustment chamber bulkheads 46. Of the fuel adjustment chamber bulkheads 46 that partition the fuel adjustment chamber 45 in the fore-aft direction FA, the fuel adjustment chamber bulkhead 46 located closest to the stern 2A also serves as the fore-aft engine room bulkhead 22 that partitions the engine room 20. Furthermore, the fuel adjustment chamber 45 and the tank room 40 are partitioned in the fore-aft direction FA by a fore-aft fuel adjustment chamber bulkhead 47, which is the fuel adjustment chamber bulkhead 46 located closest to the bow 2F among the fuel adjustment chamber bulkheads 46. The fuel adjustment chamber 45 in this embodiment is formed so that its length in the ship's beam direction Dw is greater than its length in the fore-aft direction FA.

[0025] <Tank Room> The tank room 40 is a watertight compartment that houses a fuel tank 50. Low-temperature steel is used for all or part of the walls that define the tank room 40, and functions as a secondary barrier when accommodating an independent tank Type A or Type B in the IGC Code (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk) established by the International Maritime Organization (IMO). The tank room 40 in this embodiment is located within a range from the bow-side fuel adjustment room bulkhead 47 of the fuel adjustment room 45 to the stern-side deep tank bulkhead 32. The tank room 40 is defined in the ship's transverse direction Dw by the side shell plating 4A and a pair of longitudinal bulkheads 41A, 41B that are spaced apart from the side shell plating 4B on the inside in the ship's transverse direction Dw. One end of these longitudinal bulkheads 41A, 41B is connected to the bow fuel adjustment room bulkhead 47, and the other end of the longitudinal bulkheads 41A, 41B is connected to the aft deep tank bulkhead 32. In this embodiment, the floor of the tank room 40 is formed by the inner bottom plate 5B, and the ceiling of the tank room 40 is formed by the vehicle deck 10C located one level below the boarding deck 10A. In this way, the tank room 40 is located adjacent to the fuel adjustment room 45 on the bow 2F side.

[0026] As described above, the tank chamber 40 is partitioned by the vehicle deck 10C and the inner bottom plate 5B, which are opposed in the up-down direction Dv, and the longitudinal bulkheads 41A, 41B, which are opposed in the transverse direction Dw. Therefore, the contour shape of a vertical cross section intersecting the hull centerline C2 in the transverse direction Dw is substantially rectangular. More specifically, the contour shape of the vertical cross section of the tank chamber 40 intersecting the hull centerline C2 in this embodiment is a rectangle that is longer in the transverse direction Dw than in the up-down direction Dv. Here, "substantially rectangular" includes not only a strict rectangular shape, but also a shape in which, as in the tank chamber 40 shown in this embodiment, two of the four corners of the rectangle in the contour shape in the vertical cross section, which are closer to the bottom 5, are beveled. These chamfers may be provided as appropriate depending on the hull shape, or may be omitted.

[0027] In this embodiment, the tank room 40 is divided into multiple (e.g., three) tank room compartments 40A-40C by interior walls 42 (e.g., two) provided at a predetermined interval in the fore-aft direction FA. These interior walls 42 are provided to support the vehicle deck 10C that forms the ceiling of the tank room 40 from below, and therefore do not need to be watertight bulkheads. Note that this embodiment illustrates a case in which two interior walls 42 are provided to form three tank room compartments 40A-40C, but the number of interior walls 42 and the number of tank room compartments can be appropriately determined depending on the size and shape of the hull 2. In addition, void spaces, deep tanks, etc. (neither of which is shown) may be provided outside the tank room 40 in the ship's transverse direction Dw, i.e., between the longitudinal bulkhead 41A and the side shell plating 4A, and between the longitudinal bulkhead 41B and the side shell plating 4B.

[0028] Of the tank room compartments 40A to 40C, the tank room compartment 40C located closest to the bow 2F is formed so that its length in the ship's beam direction Dw gradually decreases as it approaches the bow 2F, as the hull 2 ​​narrows and the ship's beam decreases toward the bow 2F. In other words, the longitudinal bulkheads 41A, 41B that form the tank room compartment 40C are formed so as to approach the hull centerline C2 as they approach the bow 2F. In this embodiment, the longitudinal bulkheads 41A, 41B are formed symmetrically with respect to the hull centerline C2.

[0029] <Fuel Tank> The fuel tank 50 is capable of storing liquefied ammonia or liquefied petroleum gas as fuel. The fuel tank 50 is housed in the tank chamber 40 described above. That is, the fuel tank 50 is provided below the boarding deck 10A of the hull 2 ​​and above the bottom shell plating 5A, and extends in the fore-aft direction FA. The fuel tank 50 is an independent tank type A or type B of the IGC Code defined by the IMO.

[0030] As shown in Figures 1, 3, and 4, the fuel tank 50 includes a fuel tank main body 50a, a first tank connection space 60, and a second tank connection space 61. <Fuel Tank Main Body> As shown in Figures 1 to 4, the fuel tank main body 50a forms a fuel storage space for storing fuel. The fuel tank main body 50a forms an independent tank whose vertical cross-section intersecting the hull centerline C2 has a substantially rectangular outline. The fuel tank main body 50a has a left side plate 51 and a right side plate 52 that face each other in the ship's width direction Dw, and a top plate 53 and a bottom plate 54 that face each other in the up-down direction Dv and connect the left side plate 51 and the right side plate 52 in the ship's width direction Dw. Furthermore, the fuel tank main body 50a has flat front and rear plates 55 and 56 that face each other in the fore-aft direction FA. The fuel tank 50 is a so-called rectangular tank.

[0031] Here, the term "substantially rectangular" for the fuel tank body 50a, as with the tank chamber 40, includes not only a strict rectangular shape but also a shape in which, of the four corners of the rectangle in the outline shape in the vertical cross section, two corners closer to the ship bottom 5 are beveled. The lower half of the fuel tank body 50a is formed to fit the lower half of the tank chamber 40, and the fuel tank body 50a shown in this embodiment is an example of a case in which the corners are beveled like the tank chamber 40. These beveled shapes of the fuel tank body 50a may be provided only when the tank chamber 40 is beveled, and may be omitted when the tank chamber 40 is not beveled. Furthermore, the "substantially rectangular" shape is not limited to a shape in which the two corners closer to the ship bottom 5 are beveled, and may also include a shape in which the two corners closer to the boarding deck 10A are beveled. Note that the chamfering is not limited to a flat surface, and may be, for example, a spherical or curved surface.

[0032] The fuel tank body 50a is formed symmetrically about the center line of the hull in the width direction Dw in a plan view, similar to the tank chamber 40. Spaces (e.g., about 1 m) for workers to perform inspections are provided between the left side plate 51 of the fuel tank body 50a and the longitudinal bulkhead 41A, between the right side plate 52 and the longitudinal bulkhead 41B, and between the bottom plate 54 and the inner bottom plate 5B of the ship bottom 5.

[0033] In this embodiment, the fuel tanks 50 are accommodated one by one in each of the tank chamber interior compartments 40A to 40C of the tank chamber 40. That is, the multiple fuel tanks 50 are arranged side by side in the fore-aft direction FA. The fuel tank 50A accommodated in the tank chamber compartment 40C, in other words, the fuel tank 50A that is arranged closest to the bow 2F among the multiple fuel tanks 50, has a reduced width portion 58.

[0034] As shown in FIG. 2 , the width-reducing portion 58 is formed in a portion of the fuel tank 50A closer to the bow 2F, and at least the size in the width direction Dw gradually decreases as the width approaches the bow 2F. In this embodiment, the width-reducing portion 58 has a shape corresponding to the tank chamber compartment 40C, which tapers toward the bow 2F. In other words, the left side plate 51 and the right side plate 52 that form the width-reducing portion 58 are formed along the longitudinal bulkheads 41A, 41B that form the above-mentioned tank chamber compartment 40C closer to the bow 2F. In the tank chamber compartment 40C, too, spaces (e.g., approximately 1 m) for an operator to perform inspections are provided between the left side plate 51 and the longitudinal bulkhead 41A, between the right side plate 52 and the longitudinal bulkhead 41B, and between the bottom plate 54 and the inner bottom plate 5B.

[0035] As shown in Figure 2, the left side plate 51 of the fuel tank body 50a is positioned at a distance of at least 1 / 5 of the ship's width B from the port side shell plating 4A. Similarly, the right side plate 52 of the fuel tank body 50a is positioned at a distance of at least 1 / 5 of the ship's width B from the starboard side shell plating 4B. The side shell platings 4A, 4B in the width-reduced portion 58 are also positioned at a distance of at least 1 / 5 of the ship's width B. Here, 1 / 5 of the ship's width B is the so-called protective distance stipulated by the IGF Code to protect the fuel tank from damage caused by external factors. The ship's width B is the maximum molded width of the hull 2.

[0036] FIG. 5 is an enlarged view of the fuel tank of FIG. 1 according to an embodiment of the present disclosure. <Tank Ribs> As shown in FIG. 5 , the fuel tank body 50a of this embodiment is provided with tank internal ribs 64 that protrude from its inner surface into the fuel tank body 50a. In this embodiment, the tank internal ribs 64 extend continuously and annularly along the inner surfaces of the left side panel 51, right side panel 52, top panel 53, and bottom panel 54 that define the fuel tank body 50a. The tank internal ribs 64 formed on the inner surfaces of the left side panel 51 and right side panel 52 extend in the up-down direction Dv, while the tank internal ribs 64 formed on the inner surfaces of the top panel 53 and bottom panel 54 extend in the ship's width direction Dw. For example, a plurality of tank internal ribs 64 are provided at intervals in the fore-aft direction FA. In this embodiment, the multiple tank internal ribs 64 are arranged at equal intervals in the fore-aft direction FA and parallel to one another. The tank internal ribs 64 are not limited to being arranged at equal intervals in the fore-aft direction FA. For example, the tank internal ribs 64 may be arranged at approximately equal intervals that are slightly unequal in the fore-aft direction FA (the same applies to the fuel tank support members 66 and anchors 68 hereinafter).

[0037] <Partition Wall> As shown in Fig. 2, the fuel tank body 50a of this embodiment has a partition plate 57 formed inside it along the hull centerline in the ship's width direction Dw, which divides the space within the fuel tank body 50a into left and right spaces. The partition plate 57 may be formed, for example, to allow communication between the left and right spaces within the fuel tank body 50a. <Bearing Seat> As shown in Fig. 5, a plurality of bearing seats 65 that support the fuel tank body 50a from below are provided at intervals in the fore-and-stern direction FA and the ship's width direction Dw on the inner bottom plate 5B of the ship's bottom 5. These bearing seats 65 ensure space between the bottom plate 54 of the fuel tank and the inner bottom plate 5B of the ship's bottom 5.

[0038] <Fuel Tank Support Member> A fuel tank support member 66 is provided between the ceiling of the tank room 40, i.e., the vehicle deck 10C, and the top plate 53 of the fuel tank main body 50a. A plurality of fuel tank support members 66 are provided at intervals in the fore-aft direction FA. In this embodiment, the fuel tank support members 66 are arranged at equal intervals in the fore-aft direction FA, except for positions where a first tank connection space 60 and a second tank connection space 61, which will be described later, are provided. The fuel tank support member 66 includes an anchor 68 and a positioning member 69.

[0039] <Anchor, Primary Support Member, Positioning Member> The anchor 68 is provided to protrude upward from the upper surface of the top plate 53 of the fuel tank body 50a. When viewed from the ship's width direction Dw, the anchor 68 is located in the same position in the fore-and-aft direction FA as the tank internal ribs 64. Here, a plurality of primary support members 70 are provided at intervals in the fore-and-aft direction FA on the underside of the car deck 10C that forms the ceiling of the tank compartment 40. These multiple primary support members 70 are members for reinforcing the car deck 10C and protrude downward from the underside of the car deck 10C and extend in the ship's width direction Dw. Of these primary support members 70, the primary support member 70 positioned opposite the anchor 68 in the up-down direction Dv has a positioning member 69 integrally formed at its lower part. The positioning member 69 has a recess that opens downward, and by accommodating the anchor 68 in this recess, the anchor is restricted from being displaced upward, in the fore-and-aft direction FA, and in the width direction Dw. Note that the shapes of the anchor 68 and the positioning member 69 are merely examples and are not limited to the shapes in this embodiment.

[0040] <First Tank Connection Space> The first tank connection space 60 is attached to the fuel tank main body 50a. The first tank connection space 60 is formed in a box shape and accommodates a piping connection (not shown) connected to the fuel tank main body 50a, as well as a valve device and other components provided between this connection and the fuel tank main body 50a. In plan view, the first tank connection space 60 has a rectangular shape that is longer in the ship's width direction Dw than in the fore-and-aft direction FA. Furthermore, the length of the first tank connection space 60 in the up-down direction Dv (in other words, the height) is shorter than the length of the first tank connection space 60 in the fore-and-aft direction FA and the length of the first tank connection space 60 in the ship's width direction Dw. Note that loading and unloading piping 76 extends downward within the fuel tank main body 50a, penetrating the top plate 53 from the first tank connection space 60.

[0041] In this embodiment, one first tank connection space 60 is provided for each fuel tank body 50a housed in the tank chamber interior compartments 40A to 40C. The first tank connection space 60 is located vertically above the top plate 53 of each fuel tank body 50a. In other words, the first tank connection space 60 is located in the space within the tank chamber 40 that is sandwiched between the car deck 10C and the top plate 53 in the up-down direction Dv. In this embodiment, the lower surface of the first tank connection space 60 is arranged to be in contact with the upper surface of the top plate 53.

[0042] The first tank connection space 60 is disposed closer to the stern 2A than the center position C3 of the fuel tank body 50a in the fore-aft direction FA. In other words, the first tank connection space 60 is disposed closer to the engine room 20 and the fuel adjustment room 45 adjacent to the engine room 20 than the center position C3 of the fuel tank body 50a in the fore-aft direction FA.

[0043] The first tank connection space 60 is provided in the space between fuel tank support members 66 arranged adjacent to each other in the fore-and-aft direction FA. The lower surface of the first tank connection space 60 is arranged below the upper surface of the anchor 68, and the upper surface of the first tank connection space 60 is arranged above the upper surface of the anchor 68. In other words, the height of the first tank connection space 60 in this embodiment is higher than the height of the anchor 68.

[0044] The size in the fore-and-aft direction FA of the first tank connection space 60 exemplified in this embodiment is larger than the spacing between the tank internal ribs 64. The first tank connection space 60 is located above a predetermined tank internal rib 64a that is located closer to the stern 2A among the multiple tank internal ribs 64. In other words, the anchor 68 in this embodiment is not provided only above the predetermined tank internal rib 64 on which the first tank connection space 60 is located in the fore-and-aft direction FA.

[0045] <Second Tank Connection Space> The second tank connection space 61 is attached to the fuel tank main body 50a, similar to the first tank connection space 60. The second tank connection space 61 is formed in a box shape and accommodates at least a safety valve 72. Here, the second tank connection space 61 of this embodiment has a rectangular shape that is smaller than that of the first tank connection space 60 in a plan view. Furthermore, the length in the up-down direction Dv (in other words, the height) of the second tank connection space 61 is greater than the length of the second tank connection space 61 in the fore-and-aft direction FA. The length of the second tank connection space 61 in the ship's width direction Dw may be set appropriately depending on the shape and size of the safety valve 72.

[0046] In this embodiment, one second tank connection space 61 is provided for each fuel tank body 50a housed in the tank room interior compartments 40A to 40C. The second tank connection space 61 is located vertically above the top plate 53 of each fuel tank body 50a. In other words, like the first tank connection space 60, the second tank connection space 61 is located in the space within the tank room 40 that is sandwiched between the car deck 10C and the top plate 53 in the up-down direction Dv. In this embodiment, like the first tank connection space 60, the lower surface of the second tank connection space 61 is arranged so as to be in contact with the upper surface of the top plate 53.

[0047] The second tank connection space 61 is provided closer to the bow 2F than the first tank connection space 60. The second tank connection space 61 in this embodiment is located closer to the bow 2F than the center position C3 of the fuel tank body 50a in the fore-aft direction FA. The fuel tank body 50a in this embodiment has a protrusion 73 that protrudes upward from the top plate 53 and forms a space (gas phase) that communicates with the interior of the fuel tank body 50a at the position where the second tank connection space 61 is located. Because a gas phase is located in the space within this protrusion 73, the safety valve 72 is always kept out of the liquid. The second tank connection space 61 in this embodiment is formed to surround the protrusion 73 and the safety valve 72.

[0048] The second tank connection space 61 is provided in the space between the fuel tank support members 66 arranged adjacent to each other in the fore-and-aft direction FA. Furthermore, the second tank connection space 61 is provided in the space between the tank internal ribs 64 adjacent to each other in the fore-and-aft direction FA. In other words, the second tank connection space 61 is located between the anchors 68 arranged at equal intervals in the fore-and-aft direction FA on the top plate 53 of the fuel tank body 50a.

[0049] In this embodiment, the lower surface of the second tank connection space 61 is positioned lower than the upper surface of the anchor 68, and the upper surface of the second tank connection space 61 is positioned higher than the upper surface of the anchor 68. In other words, the height of the second tank connection space 61 in this embodiment is greater than the height of the anchor 68. Note that although the example has been given in which the lower surface of the second tank connection space 61 is positioned lower than the upper surface of the anchor 68, the second tank connection space 61 may also be installed on the protrusion 73.

[0050] Figure 6 is an enlarged view corresponding to Figure 5 of the fuel tank when the fuel tank is in the stern trim position according to an embodiment of the present disclosure. As shown in Figure 6, the second tank connection space 61 is disposed closer to the bow 2F than the central position C3 and is provided in a position in contact with the gas phase present in the fuel tank main body 50a when the fuel tank is in the stern trim position. In other words, the location of the second tank connection space 61 can be set according to the design value of the stern trim of the vessel 100. More specifically, the positions of the upper surfaces of the second tank connection space 61 and the protrusion 73 are set to be above the liquid level F when the fuel tank main body 50a is fully filled with fuel, which is determined based on the design value of the stern trim of the vessel 100.

[0051] <Fuel Supply System> The fuel supply system 74 supplies liquefied gas from the fuel tank body 50a to the main engine 9, which is a fuel-consuming device. The fuel supply system 74 illustrated in this embodiment extends from the side surface of the first tank connection space 60 facing the stern 2A toward the stern 2A. The fuel supply system 74 extends in the fore-aft direction FA through a space in the tank room 40 above the anchor 68 and below the underside of the car deck 10C. The fuel supply system 74 in this embodiment penetrates a bulkhead on the aft 2A side of the tank room 40 (for example, the fore-side fuel adjustment room bulkhead 47), passes through the fuel adjustment room 45, and reaches the main engine 9 housed in the engine room 20. Note that the fuel supply system 74 is not limited to extending from the side surface facing the stern 2A toward the stern 2A. For example, the fuel supply system 74 may extend from the surface of the first tank connection space 60 facing outward in the ship's transverse direction Dw to the outside in the ship's transverse direction Dw, and then pass through the tank room 40 toward the fuel adjustment room 45 or the engine room 20 (main engine 9), or pass through the space between the longitudinal bulkhead 41A and the side shell plating 4A or the space between the longitudinal bulkhead 41B and the side shell plating 4B toward the fuel adjustment room 45 or the engine room 20 (main engine 9). In this case, the fuel supply system 74 may pass through a bulkhead located more outward in the ship's transverse direction Dw than the bulkhead on the stern 2A side of the tank room 40. Furthermore, the fuel supply system 74 may pass below the anchor 68, for example, through the space between the top plate 53 and the vehicle deck 10C, without passing above the anchor 68.

[0052] <Gas Exhaust System> The gas exhaust system 75 guides the gas exhausted from the fuel tank body 50a by the safety valve 72 to, for example, a vent post or a funnel that exhausts the gas into the atmosphere. The gas exhaust system 75 extends upward from the second tank connection space 61 and is connected to the vent post or the funnel via a casing (not shown) that extends in the up-down direction Dv within the hull 2. Note that the gas exhaust system 75 is not limited to being connected to a device that exhausts gas into the atmosphere, and may be connected to, for example, a device such as a GCU (Gas Combustion Unit).

[0053] <Operation and Effect> In the marine vessel 100 of the above embodiment, the fuel tank 50 includes a fuel tank main body 50a, a first tank connection space 60, and a second tank connection space 61. The fuel tank main body 50a defines a fuel storage space in which fuel is stored. The first tank connection space 60 is provided in the upper part of the fuel tank main body 50a, and is connected to a fuel supply system 74 to the main engine 9. The second tank connection space 61 is provided with a safety valve 72 and is provided on the upper part of the fuel tank main body 50a closer to the bow 2F than the first tank connection space 60. By locating the second tank connection space 61 closer to the bow 2F than the first tank connection space 60, it becomes easier to locate the safety valve 72 in a position in the gas phase that exists on the bow 2F side due to the stern trim. Therefore, compared to locating the safety valve 72 in the first tank connection space 60, the heights of the first tank connection space 60 and the second tank connection space 61 can be reduced while preventing the safety valve 72 from being submerged in liquid. As a result, it is possible to prevent a reduction in cargo space, an increase in size of the hull 2, and a deterioration in stability.

[0054] Furthermore, in the marine vessel 100 of the above embodiment, the first tank connection space 60 is disposed closer to the stern 2A than the central position C3 of the fuel tank body 50a in the fore-aft direction FA, and the second tank connection space 61 is disposed closer to the bow 2F than the central position C3 of the fuel tank body 50a in the fore-aft direction FA. Therefore, the first tank connection space 60 can be disposed closer to the stern 2A. On the other hand, the second tank connection space 61 can be disposed closer to the bow 2F. Therefore, it is possible to prevent the safety valve 72 from being submerged in the fuel without lowering the level of the fuel stored in the fuel tank body 50a, thereby increasing the amount of fuel stored in one fuel tank body 50a and improving the space efficiency of the fuel tank 50.

[0055] In the ship 100 of the above embodiment, the hull 2 ​​includes side shell plating 4A, 4B, a bottom shell plating 5A, an upper deck 10B, and a boarding deck 10A. The engine room 20 is located closer to the stern 2A than the center position C1 in the fore-aft direction FA between the boarding deck 10A and the bottom shell plating 5A. The fuel adjustment room 45 is located adjacent to the engine room 20 on the bow 2F side. The tank room 40 is located below the boarding deck 10A in the hull 2 ​​and closer to the bow 2F than the engine room 20. In this ship 100, the height of the fuel tank 50 can be reduced, and the first tank connection space 60 can be located close to the engine room 20, thereby preventing the fuel supply system 74 from becoming longer. This reduces the weight of the fuel supply system 74.

[0056] Furthermore, in the watercraft 100 of the above embodiment, the fuel tank 50 is an independent rectangular tank of IMO tank type A or IMO tank type B. Therefore, the outline of a vertical cross section of the fuel tank body 50a of the independent fuel tank 50 that intersects with the hull centerline C2 can be made substantially rectangular, similar to the outline of a vertical cross section of the tank chamber 40 that intersects with the hull centerline C2. This makes it possible to prevent wasted space from being generated around the fuel tank body 50a, thereby improving space efficiency.

[0057] Furthermore, in the marine vessel 100 of the above embodiment, the first tank connection space 60 and the second tank connection space 61 are provided in the space between the fuel tank support members 66 arranged adjacent to each other in the fore-and-aft direction FA. Therefore, the first tank connection space 60 and the second tank connection space 61 can be arranged so as to be in contact with the top plate 53 of the fuel tank main body 50a, and the upper surfaces of the first tank connection space 60 and the second tank connection space 61 can be arranged at a lower position. Therefore, the top plate 53 of the fuel tank main body 50a and the ceiling of the tank chamber 40 can be brought closer in the up-down direction Dv, which makes it possible to increase the capacity of the fuel tank main body 50a or increase the number of vehicle decks to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0058] Furthermore, in the watercraft 100 of the above embodiment, a plurality of fuel tanks 50 are arranged side by side in the fore-and-aft direction FA inside the tank room 40. This makes it possible to provide an interior wall 42 that supports the ceiling of the tank room 40 between adjacent fuel tanks 50 in the fore-and-aft direction FA. Therefore, compared to a case in which one large compartment is provided inside the tank room 40 and one large fuel tank 50 is installed therein, it is possible to suppress an increase in cost associated with ensuring the strength of the tank room 40 extending in the fore-and-aft direction FA.

[0059] Other Embodiments The present disclosure is not limited to the configurations of the above-described embodiments, and design modifications are possible within the scope of the present disclosure. For example, in the above-described embodiments, the tank room 40 is provided between the engine room 20 or the fuel adjustment room 45 and the bow-side deep tank 30, but the arrangement of the tank room 40 in the fore-aft direction FA is not limited to the arrangement in the above-described embodiments.

[0060] Furthermore, in the above embodiment, an example was described in which the fuel tank body 50a of the fuel tank 50 is a so-called rectangular tank, but the first tank connection space 60 and the second tank connection space 61 may also be provided in a cylindrical fuel tank extending in the bow-stern direction FA.

[0061] Furthermore, in the above-described embodiment, the case where the vessel 100 is a PCTC has been described as an example, but the type of vessel 100 is not limited to a PCTC or a PCC (Pure Car Carrier), and may be, for example, a ferry, etc.

[0062] <Additional Notes> The vessel described in the embodiment can be understood, for example, as follows.

[0063] (1) According to a first aspect, a ship 100 includes a hull 2, fuel consumers 9 that are provided in the hull 2 ​​and consume fuel, and a fuel tank 50 that stores fuel to be supplied to the fuel consumers 9. The fuel tank 50 includes a fuel tank main body 50a that defines a fuel storage space in which the fuel is stored, a first tank connection space 60 that is provided in an upper part of the fuel tank main body 50a and to which a fuel supply system 74 to the fuel consumers 9 is connected, and a second tank connection space 61 that is provided in an upper part of the fuel tank main body 50a closer to the bow 2F than the first tank connection space 60 and that is provided with a safety valve 72. Examples of the fuel consumers 9 include a main engine, a boiler, and an external or internal combustion engine for a generator.

[0064] By locating the second tank connection space 61 closer to the bow 2F than the first tank connection space 60, it becomes easier to locate the safety valve 72 in a position in the gas phase that exists on the bow 2F side of the fuel tank body 50a due to the stern trim. Therefore, compared to when the safety valve 72 is located in the first tank connection space 60, the heights of the first tank connection space 60 and the second tank connection space 61 can be reduced while preventing the safety valve 72 from being submerged in liquid. As a result, it is possible to prevent a reduction in cargo space, an increase in the size of the hull 2, and a deterioration in stability.

[0065] (2) According to the second aspect, the ship 100 is the ship 100 of (1), in which the first tank connection space 60 is positioned closer to the stern 2A than the central position C3 of the fuel tank 50 in the bow-stern direction FA, and the second tank connection space 61 is positioned closer to the bow 2F than the central position C3 of the fuel tank 50 in the bow-stern direction FA.

[0066] This allows the first tank connection space 60 to be located closer to the stern 2A, while the second tank connection space 61 can be located closer to the bow 2F. Therefore, the safety valve 72 can be prevented from being submerged in the liquid without lowering the liquid level of the fuel stored in the fuel tank body 50a, which increases the amount of fuel stored in one fuel tank body 50a and improves the space efficiency of the fuel tank 50.

[0067] (3) According to a third aspect, the ship 100 is the ship 100 of (1) or (2), and the hull 2 ​​includes a pair of side shell platings 4A, 4B extending in a fore-and-aft direction FA, a bottom shell plating 5A and an upper deck 10B that are spaced apart in a vertical direction Dv and connect the pair of side shell platings 4A, 4B in a ship's width direction Dw, a boarding deck 10A located below the upper deck 10B and on which vehicles can board and disembark, and a space between the boarding deck 10A and the bottom shell plating 5A in the fore-and-aft direction FA. the engine room 20, which is located closer to the stern 2A than the central position C1 of the fuel supply system 74 and accommodates the fuel consuming equipment 9; a fuel adjustment room 45, which is located adjacent to the engine room 20 on the bow 2F side and accommodates a fuel adjustment device that adjusts the fuel introduced from the fuel supply system 74 and sends it to the fuel consuming equipment 9; and a tank room 40, which is located below the boarding deck 10A and on the bow 2F side of the engine room 20 and accommodates the fuel tank 50. As a result, the height of the fuel tank 50 can be reduced, and by arranging the first tank connection space 60 in a position close to the engine room 20, it is possible to prevent the fuel supply system 74 from becoming long. Therefore, the weight of the fuel supply system 74 can be reduced.

[0068] (4) According to a fourth aspect, the ship 100 is any one of the ships 100 of (1) to (3), and the fuel tank 50 is an independent rectangular tank of IMO tank type A or IMO tank type B. This allows the outline of a vertical cross section of the fuel tank body 50a of the independent fuel tank 50 that intersects with the hull centerline C2 to be substantially rectangular, similar to the outline of a vertical cross section of the tank chamber 40 that intersects with the hull centerline C2, and therefore prevents wasted space from being generated around the fuel tank body 50a, thereby improving space efficiency.

[0069] (5) According to a fifth aspect, the ship 100 is the ship 100 of (3), further comprising a plurality of fuel tank support members 66 that are provided at intervals in the fore-and-aft direction FA between the ceiling of the tank chamber 40 and the fuel tank 50 and support the fuel tank 50, and the first tank connection space 60 and the second tank connection space 61 are provided in the space between the fuel tank support members 66 that are arranged adjacent to each other in the fore-and-aft direction FA. This allows the upper surfaces of the first tank connection space 60 and the second tank connection space 61 to be located at lower positions. Therefore, the top plate 53 of the fuel tank main body 50a and the ceiling of the tank chamber 40 can be brought closer in the up-down direction Dv, which makes it possible to increase the capacity of the fuel tank main body 50a or increase the number of vehicle decks to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0070] (6) According to a sixth aspect, the ship 100 is the ship 100 of (2), wherein the fuel tanks 50 are arranged in a row in the fore-and-aft direction FA. This allows an interior wall 42 that supports the ceiling of the tank room 40 to be provided between adjacent fuel tanks 50 in the fore-and-aft direction FA. Therefore, compared to a case in which one large compartment is provided in the tank room 40 and one large fuel tank 50 is installed therein, it is possible to suppress an increase in cost associated with ensuring the strength of the tank room 40 extending in the fore-and-aft direction FA.

[0071] (7) According to a seventh aspect, the ship 100 is any one of the ships 100 of (1) to (6), and the fuel is liquefied ammonia or liquefied petroleum gas. This allows the amount of fuel stored to be increased, thereby extending the cruising range of the ship 100 fueled by liquefied ammonia or liquefied petroleum gas.

[0072] According to the ship disclosed herein, it is possible to suppress a reduction in cargo space, an increase in the size of the hull, and a deterioration in stability.

[0073] 2 Hull 2A Stern 2F Bow 3 Superstructure 3A Bridge 3B Accommodation space 4 Side 4A, 4B Side shell plating 5 Bottom 5A Bottom shell plating 5B Inner bottom plating 6 Screw 7 Rudder 9 Main engine (fuel consumption equipment) 10 Deck 10A Boarding deck 10B Upper deck 10C Vehicle deck 12 Shore ramp 12A Stern ramp 12B Centre ramp 13 Ramp way 20 Engine room 21 Engine room bulkhead 22 Forward engine room bulkhead 24 Collision bulkhead 25 Bow thruster 30 Forward deep tank 31 Tank bulkhead 32 Aft deep tank bulkhead 40 Tank room 40A to 40C Tank room compartment 41A, 41B Longitudinal bulkhead DESCRIPTION OF SYMBOLS 42 Indoor wall 45 Fuel adjustment chamber 46 Fuel adjustment chamber bulkhead 47 Bow-side fuel adjustment chamber bulkhead 50, 50A Fuel tank 50a Fuel tank body 51 Left side plate 52 Right side plate 53 Top plate 54 Bottom plate 55 Front plate 56 Aft plate 57 Partition plate 58 Width reduction portion 60 First tank connection space 61 Second tank connection space 64, 64a Tank inner rib 65 Bearing seat 66 Fuel tank support member 68 Anchor 69 Positioning member 70 Main support member 72 Safety valve 73 Projection 74 Fuel supply system 75 Gas exhaust system 76 Piping 100 Ship C1, C3 Center position C2 Hull centerline Dv Vertical direction Dw Ship's width direction FA Bow-stern direction

Claims

1. A vessel comprising: a hull; fuel consuming equipment mounted on the hull for consuming fuel; and a fuel tank for storing fuel to be supplied to the fuel consuming equipment, wherein the fuel tank comprises: a fuel tank body defining a fuel storage space in which the fuel is stored; a first tank connection space mounted on an upper part of the fuel tank body and to which a fuel supply system to the fuel consuming equipment is connected; and a second tank connection space mounted on an upper part of the fuel tank body toward the bow of the ship than the first tank connection space and equipped with a safety valve.

2. A ship according to claim 1, wherein the first tank connection space is located closer to the stern than the center position of the fuel tank in the bow-stern direction, and the second tank connection space is located closer to the bow than the center position of the fuel tank in the bow-stern direction.

3. The ship according to claim 1, wherein the hull comprises: a pair of side shell plates extending in the bow-stern direction; a bottom shell plate and an upper deck arranged at a distance from each other in the vertical direction and connecting the pair of side shell plates in the width direction of the ship; a boarding deck located below the upper deck and allowing vehicles to board and disembark; an engine room located closer to the stern than the center position in the bow-stern direction between the boarding deck and the bottom shell plate and accommodating the fuel consumption equipment; a fuel adjustment room located adjacent to the bow side of the engine room and accommodating fuel adjustment equipment that adjusts the fuel introduced from the fuel supply system and sends it to the fuel consumption equipment; and a tank room located below the boarding deck and bow side of the engine room and accommodating the fuel tank.

4. The vessel according to claim 1, wherein the fuel tank is an independent rectangular tank of IMO tank type A or IMO tank type B.

5. A vessel as described in claim 3, further comprising a plurality of fuel tank support members arranged at intervals in the bow-stern direction between the ceiling of the tank room and the fuel tank to support the fuel tank, and the first tank connection space and the second tank connection space are provided in the space between the fuel tank support members arranged adjacent to each other in the bow-stern direction.

6. A vessel according to claim 1, wherein a plurality of the fuel tanks are arranged in a row in the bow-stern direction.

7. A vessel according to claim 1, wherein the fuel is liquefied ammonia or liquefied petroleum gas.

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