Alternative fuel ship

Abstract

The present invention provides an alternative fuel ship in which the mixing of alternative fuel gas into living quarters can be suppressed. An alternative fuel ship 1 according to the present embodiment comprises a plurality of fresh air intake ports (in the present embodiment, a first fresh air intake port 14 and a second fresh air intake port 15) for taking in outside air from outside the ship to a prescribed place in living quarters 8. The first fresh air intake port 14 and the second fresh air intake port 15 are disposed at positions apart from each other. For example, the first fresh air intake port 14 is disposed on the port side, and the second fresh air intake port 15 is disposed on the starboard side.

Description

alternative fuel ship

[0001] The present invention relates to an alternative fuel ship, and more particularly to an alternative fuel ship that uses alternative fuels such as methanol, ethanol, LPG (liquefied petroleum gas), and ammonia.

[0002] In recent years, from the perspective of environmental conservation, zero emissions have been proposed to reduce the discharge of pollutants and waste materials. In the field of international shipping, carbon dioxide (CO ２ Alternative fuels are attracting attention as fuels that reduce or eliminate the generation of CO2, and the development of alternative fuel ships is progressing. Alternative fuels are fuels that can replace conventional natural petroleum-based fuels. Examples of alternative fuels include methanol, ethanol, LPG (liquefied petroleum gas), ammonia, etc.

[0003] Generally, an air conditioner is installed in the accommodation area of ​​a ship, and the ship is designed to allow outside air (fresh air) to be taken inside. For example, in the ship described in Patent Document 1, a fresh air intake is arranged in the roof panel of the accommodation area.

[0004] Japanese Utility Model Publication No. 56-28079

[0005] Ammonia, one of the alternative fuels, has a boiling point of -33°C under atmospheric pressure, and is stored on board as liquefied ammonia at low temperature or high pressure. On ships that use ammonia as fuel for their main propulsion engines, there is a possibility that unburned ammonia may be released into the atmosphere from exhaust pipes or due to equipment damage. At atmospheric pressure, ammonia becomes a toxic and odorous gas that disperses into the surrounding area. If it were to be released into the atmosphere, there is a possibility that the gas could be mixed into the ship through the air conditioning in the accommodation areas.

[0006] Therefore, on alternative fuel ships that use alternative fuels such as ammonia, which may have an adverse effect on the human body due to their toxicity and odor, it is necessary to protect the crew on board from the alternative fuel gas.

[0007] The present invention was devised in view of the above problems, and aims to provide an alternative fuel ship that can prevent alternative fuel gas from being mixed into the accommodation area.

[0008] According to the present invention, an alternative fuel ship that uses alternative fuel is provided, characterized in that it is equipped with multiple fresh air intakes that draw in outside air from outside the ship to designated locations within the living area.

[0009] At least one of the plurality of fresh air intakes may be located on the port side, and at least one of the plurality of fresh air intakes may be located on the starboard side.

[0010] The alternative fuel ship may include an airtight damper arranged downstream of each of the plurality of fresh air intakes and capable of blocking a flow path.

[0011] The alternative fuel ship may be provided with a gas detector that is arranged upstream of the airtight damper and detects the alternative fuel gas.

[0012] The airtight damper may be configured to block the flow path when the gas detector detects a concentration of the alternative fuel gas that exceeds a predetermined threshold.

[0013] The air conditioner installed in the living area may be configured to operate by internal air circulation without taking in outside air when all flow paths are blocked by the gas detector, or may be configured to stop operation.

[0014] A room installed within the living area and having a ventilation duct communicating with the outside air may have an output unit that outputs an alert when the gas detector detects an alternative fuel gas concentration that exceeds a predetermined threshold.

[0015] At least one of the plurality of fresh air intakes may be located below an alternative fuel gas exhaust outlet installed on the deck.

[0016] At least one of the plurality of fresh air intakes may be located aft of the accommodation area.

[0017] The predetermined location may be an air conditioner, a mixing chamber of the air conditioner, or a cooking room.

[0018] According to the alternative fuel ship of the present invention described above, since it is equipped with multiple fresh air intakes that take in outside air into the living area, at least two systems of fresh air intakes can be installed, and even if one fresh air intake cannot be used, the other fresh air intake can be used, making it possible to prevent alternative fuel gas from being mixed into the living area even when facilities in the living area are operating normally.

[0019] Fig. 1 is a schematic configuration diagram of an alternative fuel ship. Fig. 2 is an explanatory diagram showing the arrangement of a first fresh air intake and a second fresh air intake, (A) being a first example and (B) being a second example. Fig. 3 is an explanatory diagram of the function of the first fresh air intake during normal operation. Fig. 4 is an explanatory diagram of the function of the second fresh air intake during normal operation. Fig. 5 is an explanatory diagram of the function when the air conditioner is operated in internal air circulation mode. Fig. 6 is an explanatory diagram of the function when the air conditioner is stopped.

[0020] An embodiment of the present invention will be described below with reference to Figures 1 to 6. Figure 1 is a schematic diagram of an alternative fuel ship. Figure 2 is an explanatory diagram showing the arrangement of a first fresh air intake and a second fresh air intake, with (A) being a first example and (B) being a second example. In Figure 1, the length of the ship is defined as the X axis, the width of the ship as the Y axis, and the height of the ship as the Z axis.

[0021] As shown in FIG. 1 , the alternative fuel ship 1 includes, for example, an alternative fuel tank 2 for storing the alternative fuel, a reliquefaction device 3 for reliquefying vaporized gas generated from the alternative fuel tank 2, an alternative fuel engine 4 that uses the alternative fuel, a generator 5 that uses the alternative fuel, a fuel supply device 6 that supplies alternative fuel from the alternative fuel tank 2 to the alternative fuel engine 4 and the generator 5, and a bunker station 7 that supplies alternative fuel to the alternative fuel tank 2.

[0022] The alternative fuel ship 1 also includes an accommodation area 8 that provides work areas and living space for the crew, and an engine room 9 in which internal combustion engines such as the alternative fuel engine 4 and the generator 5 are installed. The accommodation area 8 is located, for example, on an upper deck 10. The engine room 9 also includes, for example, a lower space located below the upper deck 10 and an upper space located above the upper deck 10.

[0023] A chimney 11 for discharging exhaust gas from the internal combustion engine is disposed above the engine room 9. A vent post 12 for adjusting the internal pressure of the cargo tank and for ventilation may also be disposed on the upper deck 10. A ventilation tube 13 for ventilating the reliquefaction equipment 3 and the fuel supply equipment 6 may also be disposed.

[0024] The configuration of the alternative fuel ship 1 shown in Figure 1 is merely an example, and is not limited to the configuration and arrangement shown. For example, the reliquefaction device 3 can be omitted as needed, and the alternative fuel tank 2 may be a cargo tank.

[0025] Furthermore, for example, if the alternative fuel ship 1 is also an alternative fuel cargo transport ship, the alternative fuel tank 2 may be a tank that can also be used as an alternative fuel cargo, and the bunker station 7 may be a cargo manifold.

[0026] The alternative fuel vessel 1 may also be a hybrid vessel that also uses other propulsion equipment such as a diesel engine, an electric motor, etc. The alternative fuel vessel 1 may also be one that employs a multi-fuel engine that switches between multiple fuels.

[0027] The alternative fuel is, for example, ammonia, but may be other alternative fuels (methanol, ethanol, LPG, etc.). When the alternative fuel gas is highly toxic, such as ammonia gas, it is important to prevent the alternative fuel and alternative fuel gas from leaking and to suppress the diffusion of the leaked alternative fuel gas, thereby minimizing the impact on the human body and the environment.

[0028] The alternative fuel ship 1 according to this embodiment is equipped with a plurality of fresh air intakes (in this embodiment, a first fresh air intake 14 and a second fresh air intake 15) that take in outside air from outside the ship to predetermined locations within the accommodation area 8. The first fresh air intake 14 and the second fresh air intake 15 are located at positions separated from each other. For example, the first fresh air intake 14 is located on the port side, and the second fresh air intake 15 is located on the starboard side.

[0029] In the alternative fuel ship 1 described above, exhaust gas and ventilation gas are discharged overboard from the chimney 11, vent post 12, and ventilator 13. This exhaust gas and ventilation gas may contain unburned alternative fuel or alternative fuel gas that is vaporized from the alternative fuel. Therefore, it is preferable to prevent these gases discharged overboard from being inhaled into the accommodation space 8.

[0030] Therefore, this embodiment is characterized by providing two overlapping systems of fresh air intakes that take in outside air from outside the ship into the accommodation space 8. In this case, it is preferable that the two systems of fresh air intakes (first fresh air intake 14 and second fresh air intake 15) be located at positions separated from each other so as not to take in the same atmospheric gas.

[0031] If the vent post 12 or ventilation duct 13 is located forward (towards the bow) of the living area 8, it is possible that these exhaust gases may flow towards the stern, pass through the port side of the living area 8, pass through the starboard side of the living area 8, or pass separately on the port and starboard sides of the living area 8.

[0032] Considering such a phenomenon, it is preferable to arrange the two systems of fresh air intakes (the first fresh air intake 14 and the second fresh air intake 15) separately on the port side and the starboard side. In this embodiment, for convenience of explanation, the fresh air intake arranged on the port side is referred to as the first fresh air intake 14, and the fresh air intake arranged on the starboard side is referred to as the second fresh air intake 15. In this specification, "port side" means "the area on the port side of the center of the overall width of the accommodation area," and "starboard side" means "the area on the starboard side of the center of the overall width of the accommodation area."

[0033] Furthermore, since alternative fuel gas generally has a light specific gravity, it tends to move upward when discharged from the chimney 11, the vent post 12, and the ventilation tube 13. Therefore, the first fresh air intake 14 and the second fresh air intake 15 may be located below the alternative fuel gas exhaust ports (the vent post 12, the ventilation tube 13, etc.) installed on the upper deck 10.

[0034] Furthermore, gases flowing in from the front (bow side) of the accommodation space 8 collide with the front wall of the accommodation space 8 and are then swept to the port or starboard side, and at this time, it is considered that the further aft (stern side) the gas is, the further away it is from the outer wall surface of the accommodation space 8. Therefore, the first fresh air intake 14 and the second fresh air intake 15 may be located closer to the stern of the accommodation space 8. In this specification, "closer to the stern" means "an area closer to the stern than the center of the accommodation space 8 in the bow-stern direction."

[0035] For example, as shown in Figures 2(A) and 2(B), the first fresh air intake 14 is arranged closer to the stern on the port side of the accommodation space 8, and the second fresh air intake 15 is arranged closer to the stern on the starboard side of the accommodation space 8. The fresh air intake direction may be set so that it is taken in from the side as shown in Figure 2(A), or so that it is taken in from the rear as shown in Figure 2(B). Although not shown, the first fresh air intake 14 and the second fresh air intake 15 may be arranged externally to the wall or rear surface of the accommodation space 8.

[0036] Next, the operation of the first fresh air intake 14 and the second fresh air intake 15 will be described with reference to Figures 3 to 6. Figure 3 is a diagram illustrating the function of the first fresh air intake during normal operation. Figure 4 is a diagram illustrating the function of the second fresh air intake during normal operation. Figure 5 is a diagram illustrating the function when the air conditioner is operating in the internal air recirculation mode. Figure 6 is a diagram illustrating the function when the air conditioner is stopped.

[0037] 3, the living area 8 is shown as an area surrounded by a dotted line. The living area 8 is divided into several sections based on the ventilation configuration. For example, the living area 8 is divided into a natural exhaust section 81 having a ventilation duct 81a communicating with the outside air, a mechanical exhaust section 82 having a ventilation duct 82a communicating with the outside air, a fan 82b and an airtight damper 82c, and an air conditioner section 83 having an air conditioner 83a and a mixing chamber 83b.

[0038] The natural exhaust compartments 81 include rooms where people stay for a relatively short time, such as an electrical equipment room, a food storeroom, and a changing room. Each room in the natural exhaust compartments 81 is configured to be constantly in communication with the outside air via a ventilation duct 81a. Fresh air is supplied to each room in the natural exhaust compartments 81 from an air conditioner 83a via an air supply duct 81b. An airtight damper 81c is provided in the air supply duct 81b.

[0039] The mobile exhaust compartments 82 include rooms where people spend a relatively long time, such as living rooms, dining rooms, break rooms, offices, and gyms. Each room in the mobile exhaust compartments 82 is configured to be in communication with the outside air via a ventilation duct 82a. The airtight damper 82c can open or close the flow path by opening and closing its blades. The airtight damper 82c is located upstream of the fan 82b. Therefore, by operating the fan 82b with the airtight damper 82c open, air can be forcibly exhausted from each room in the mobile exhaust compartments 82 to the outside air.

[0040] A circulation duct 82d communicating with the mixing chamber 83b is disposed in each room of the mechanical exhaust compartment 82. Fresh air is supplied to each room of the mechanical exhaust compartment 82 from the air conditioner 83a via an air supply duct 82e. When the airtight damper 82c is closed, the air in each room of the mechanical exhaust compartment 82 is circulated inside via the circulation duct 82d.

[0041] The air conditioner 83a is a device that supplies fresh air to each of the natural exhaust compartment 81 and the mechanical exhaust compartment 82. A mixing chamber 83b is disposed upstream of the air conditioner 83a. A first air supply duct 83c communicated with the first fresh air intake port 14, a second air supply duct 83d communicated with the second fresh air intake port 15, and a circulation duct 82d from the mechanical exhaust compartment 82 are connected to the mixing chamber 83b.

[0042] An airtight damper 83e capable of blocking the flow path is disposed in the first air supply duct 83c downstream of the first fresh air intake 14. Also, a gas detector 83f that detects the alternative fuel gas is disposed in the first air supply duct 83c upstream of the airtight damper 83e.

[0043] An airtight damper 83g capable of blocking the flow path is disposed in the second air supply duct 83d downstream of the second fresh air intake 15. In addition, a gas detector 83h for detecting the alternative fuel gas is disposed in the second air supply duct 83d upstream of the airtight damper 83g.

[0044] In addition, when it is necessary to place independent air conditioning and ventilation equipment, such as in the kitchen 84 (gallery), which is a facility within the living area 8, an air conditioner 85 is installed in addition to the air conditioner 83a in the natural exhaust area 81 and the mechanical exhaust area 82.

[0045] A first air supply duct 84a communicated with the first fresh air intake 14 and a second air supply duct 84b communicated with the second fresh air intake 15 are connected to the cooking chamber 84. In addition, an air supply duct 84c that supplies air from an air conditioner 85 is connected to the cooking chamber 84.

[0046] An airtight damper 84d capable of blocking the flow path is disposed in the first air supply duct 84a downstream of the first fresh air intake 14. Also, a gas detector 84e for detecting the alternative fuel gas is disposed in the first air supply duct 84a upstream of the airtight damper 84d.

[0047] An airtight damper 84f capable of blocking the flow path is disposed in the second air supply duct 84b downstream of the second fresh air intake 15. Also, a gas detector 84g that detects the alternative fuel gas is disposed in the second air supply duct 84b upstream of the airtight damper 84f.

[0048] A ventilation duct 84h that communicates with the outside air is connected to the cooking chamber 84. A fan 84i and an airtight damper 84j are disposed in the ventilation duct 84h. The airtight damper 84j is disposed upstream of the fan 84i. Therefore, by operating the fan 84i with the airtight damper 84j open, air can be forcibly exhausted from the cooking chamber 84 to the outside air.

[0049] A first air supply duct 85 a communicated with the first fresh air intake port 14 and a second air supply duct 85 b communicated with the second fresh air intake port 15 are connected to the air conditioner 85 .

[0050] An airtight damper 85c capable of blocking the flow path is disposed in the first air supply duct 85a downstream of the first fresh air intake 14. A gas detector 85d that detects alternative fuel gas is disposed in the first air supply duct 85a upstream of the airtight damper 85c. A circulation duct 85g that communicates with the cooking chamber 84 is connected to the first air supply duct 85a downstream of the airtight damper 85c. An airtight damper 85h is disposed in the circulation duct 85g. The circulation duct 85g may be connected to the second air supply duct 85b.

[0051] An airtight damper 85e capable of blocking the flow path is disposed in the second air supply duct 85b downstream of the second fresh air intake 15. In addition, a gas detector 85f that detects the alternative fuel gas is disposed in the second air supply duct 85b upstream of the airtight damper 85e.

[0052] 3, the number of first fresh air intakes 14 provided corresponds to the number of first air supply ducts 83c, 84a, and 85a. Alternatively, the first fresh air intakes 14 may be combined into one common inlet, and branched off from the first fresh air intake 14 to each of the first air supply ducts 83c, 84a, and 85a.

[0053] The airtight damper 83e is configured to shut off the flow path when the gas detector 83f detects that the alternative fuel gas concentration exceeds a predetermined threshold value. For example, when the alternative fuel is ammonia, the threshold value of the gas detector 83f can be set arbitrarily within the range of 0.5 to 2.0 ppm.

[0054] The threshold value of the gas detector 83f may be set to two levels: a low concentration (caution level) and a high concentration (danger level). For example, if the alternative fuel is ammonia, the low concentration is set to about 0.5 ppm and the high concentration is set to about 25.0 ppm. Note that a commercially available product compatible with alternative fuels can be used as the gas detector 83f.

[0055] Similarly, the airtight dampers 83g, 84d, 84f, 85c, and 85e are configured to block the flow path when the corresponding gas detectors 83h, 84e, 84g, 85d, and 85f detect an alternative fuel gas concentration exceeding a predetermined threshold.

[0056] As described above, there are two fresh air intakes that take fresh air from the outside into the accommodation space 8: the first fresh air intake 14 located on the port side and the second fresh air intake 15 located on the starboard side. Hereinafter, in this embodiment, the case where the alternative fuel gas concentrations detected by the gas detectors 83f, 83h, 84e, 84g, 85d, and 85f are below the threshold value will be referred to as "normal operation."

[0057] During normal operation, only one of the two fresh air intakes is used. Figure 3 shows a case where the first fresh air intake 14 is used and the second fresh air intake 15 is not used. It is possible to arbitrarily set which fresh air intake is to be used.

[0058] As shown in Figure 3, when the first fresh air intake 14 is used, the airtight dampers 83e, 84d, and 85c arranged in the first air supply ducts 83c, 84a, and 85a are set to an open state (OPEN), and the airtight dampers 83g, 84f, and 85e arranged in the second air supply ducts 83d, 84b, and 85b are set to a closed state (CLOSE).

[0059] During normal operation, the airtight damper 81c of the air supply duct 81b, the airtight damper 82c of the ventilation duct 82a, and the airtight damper 84j of the ventilation duct 84h are set to an open state (OPEN), and the airtight damper 85h of the circulation duct 85g is set to a closed state (CLOSE).

[0060] Therefore, the fresh air taken in through the first fresh air intake 14 is supplied to each room of the natural exhaust section 81 and the mechanical exhaust section via the mixing chamber 83b and the air conditioner 83a. In addition, the fresh air taken in through the first fresh air intake 14 can be supplied directly to the cooking room 84, and can also be supplied to the cooking room 84 via the air conditioner 85.

[0061] Next, normal operation using the second fresh air intake 15 will be described with reference to Fig. 4. When the second fresh air intake 15 is used, as shown in Fig. 4, the airtight dampers 83g, 84f, and 85e arranged in the second air supply ducts 83d, 84b, and 85b are set to an open state (OPEN), and the airtight dampers 83e, 84d, and 85c arranged in the first air supply ducts 83c, 84a, and 85a are set to a closed state (CLOSE).

[0062] During normal operation, the airtight damper 81c of the air supply duct 81b, the airtight damper 82c of the ventilation duct 82a, and the airtight damper 84j of the ventilation duct 84h are set to an open state (OPEN), and the airtight damper 85h of the circulation duct 85g is set to a closed state (CLOSE).

[0063] Therefore, the fresh air taken in through the second fresh air intake 15 is supplied to each room of the natural exhaust section 81 and the mechanical exhaust section via the mixing chamber 83b and the air conditioner 83a. In addition, the fresh air taken in through the second fresh air intake 15 can be supplied directly to the cooking room 84, and can also be supplied to the cooking room 84 via the air conditioner 85.

[0064] In this embodiment, since there are two systems of fresh air intakes, even if an alternative fuel gas concentration equal to or greater than a predetermined threshold is detected while the first fresh air intake 14 is in use as shown in Fig. 3, if an alternative fuel gas concentration equal to or greater than the predetermined threshold is not detected on the side of the second fresh air intake 15, it is possible to switch to using the second fresh air intake 15 as shown in Fig. 4. Even when the second fresh air intake 15 is in use, it is possible to switch to the first fresh air intake 14 in the same way.

[0065] If the first fresh air intake 14 leading to the mixing chamber 83b, the first fresh air intake 14 leading to the cooking room 84, and the first fresh air intake 14 leading to the air conditioner 85 are each arranged independently, they may be individually switched to the second fresh air intake 15 depending on the output of the gas detector arranged in each duct.

[0066] Furthermore, even if the first fresh air intake 14 leading to the mixing chamber 83b, the first fresh air intake 14 leading to the cooking room 84, and the first fresh air intake 14 leading to the air conditioner 85 are each arranged independently, all fresh air intakes may be switched to the second fresh air intake 15 when any one of the gas detectors arranged in each duct detects an alternative fuel gas concentration above a predetermined threshold.

[0067] By switching the fresh air intake completely from the first fresh air intake 14 to the second fresh air intake 15 in this way, when a low concentration (caution level) of alternative fuel gas is detected on the port side, it is possible to prevent the mixing of alternative fuel gas from the first fresh air intake 14 on the port side.

[0068] Next, a case where the air conditioners 83a, 85 are operated in the recirculated air mode will be described with reference to Figure 5. When alternative fuel gas equal to or greater than a predetermined threshold is detected in both the first fresh air intake 14 and the second fresh air intake 15, the airtight dampers 83e, 84d, and 85c arranged in the ducts of the first fresh air intake 14 are set to a closed state (CLOSE), and the airtight dampers 83g, 84f, and 85e arranged in the ducts of the second fresh air intake 15 are also set to a closed state (CLOSE).

[0069] In addition, the airtight damper 81c arranged in the air supply duct 81b and the airtight damper 82c arranged in the ventilation duct 82a are set to a closed state (CLOSE), and the airtight damper 85h arranged in the circulation duct 85g is set to an open state (OPEN).

[0070] By setting the airtight dampers to open and close in this manner, it is possible to stop the intake of fresh air from outside, stop the supply of fresh air to each room in the natural exhaust section 81, and circulate air between the air conditioner section 83 and the mechanical exhaust section 82, and between the air conditioner 85 and the kitchen 84. In other words, when all flow paths are blocked by the gas detector, the air conditioners 83a and 85 installed in the living area 8 operate using internal air circulation that does not take in outside air.

[0071] An output unit 81d that outputs an alert when a gas detector detects an alternative fuel gas concentration exceeding a predetermined threshold may be disposed on the entrance passage side of each room in the natural exhaust compartment 81. The output unit 81d outputs an alert when, for example, an airtight damper 81c disposed in the air supply duct 81b is closed. The output unit 81d may be a warning light, a monitor, or other device.

[0072] Next, a case where the operation of the air conditioners is stopped will be described with reference to Fig. 6. For example, if a high concentration (dangerous level) of the alternative fuel gas is detected by any one of the gas detectors, the operation of the air conditioners 83a and 85 may be stopped. In this case, as shown in the figure, all the airtight dampers are set to the closed state (CLOSE), and the operation of the air conditioners 83a and 85 is stopped.

[0073] With this setting, even if high concentrations (dangerous levels) of alternative fuel gas are taken in through the first fresh air intake 14 and the second fresh air intake 15, diffusion into the natural exhaust compartment 81, the mechanical exhaust compartment 82, and the cooking chamber 84 can be suppressed.

[0074] According to the alternative fuel ship 1 of the present embodiment described above, since it is equipped with multiple fresh air intakes (e.g., a first fresh air intake 14 and a second fresh air intake 15) that take in outside air into the living area 8, at least two systems of fresh air intakes can be arranged, and even if one fresh air intake cannot be used, the other fresh air intake can be used, and the mixing of alternative fuel gas into the living area 8 can be suppressed even when the facilities in the living area 8 are operating normally.

[0075] The present invention is not limited to the above-described embodiment, and various modifications are possible without departing from the spirit of the present invention.

[0076] 1 Alternative fuel ship, 2 Alternative fuel tank, 3 Reliquefaction unit, 4 Alternative fuel engine, 5 Generator, 6 Fuel supply equipment, 7 Bunker station, 8 Accommodation space, 9 Engine room, 10 Upper deck, 11 Chimney, 12 Vent post, 13 Ventilator, 14 First fresh air intake, 15 Second fresh air intake, 81 Natural exhaust section, 81a Ventilation duct, 81b Air supply duct, 81c Airtight damper, 81d Output section, 82 Mechanical exhaust section, 82a Ventilation duct, 82b Fan, 82c Airtight damper, 82d Circulation duct, 82e Air supply duct, 83 Air conditioner section, 83a Air conditioner, 83b Mixing chamber, 83c First air supply duct, 83d Second air supply duct, 83e, 83g Airtight damper, 83f, 83h Gas detector, 84 Cooking room, 84a First air supply duct, 84b Second air supply duct, 84c Air supply duct, 84d, 84f, 84j Airtight damper, 84e, 84g Gas detector, 84h Ventilation duct, 84i Fan, 85 Air conditioner, 85a First air supply duct, 85b Second air supply duct, 85c, 85e, 85h Airtight damper, 85d, 85f Gas detector, 85g Circulation duct

Claims

1. An alternative fuel ship that uses alternative fuel, characterized by having multiple fresh air intakes that take in outside air from outside the ship to designated locations within the accommodation area.

2. The alternative fuel vessel of claim 1, wherein at least one of the plurality of fresh air intakes is located on the port side and at least one of the plurality of fresh air intakes is located on the starboard side.

3. The alternative fuel ship according to claim 1, further comprising an airtight damper arranged downstream of each of the plurality of fresh air intakes and capable of blocking the flow path.

4. The alternative fuel ship according to claim 3, further comprising a gas detector disposed upstream of the airtight damper for detecting alternative fuel gas.

5. The alternative fuel ship according to claim 4, wherein the airtight damper is configured to block the flow path when the gas detector detects an alternative fuel gas concentration exceeding a predetermined threshold.

6. An alternative fuel ship as described in claim 5, wherein the air conditioner installed in the accommodation space is configured to operate by internal air circulation without taking in outside air or to stop operation when all flow paths are blocked by the gas detector.

7. An alternative fuel ship as described in claim 4, wherein a room installed within the accommodation area and having a ventilation duct communicating with the outside air has an output unit that outputs an alert when the gas detector detects an alternative fuel gas concentration exceeding a predetermined threshold.

8. An alternative fuel ship as described in claim 1, wherein at least one of the plurality of fresh air intakes is located below an alternative fuel gas exhaust outlet installed on the deck.

9. The alternative fuel vessel of claim 1, wherein at least one of the plurality of fresh air intakes is located aft of the accommodation area.

10. The alternative fuel ship of claim 1, wherein the predetermined location is an air conditioner, an air conditioner mixing chamber, or a galley.

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