Ship

Abstract

The present invention relates to a ship comprising, in one compartment in which deck tanks are disposed on a deck from among a plurality of compartments in which cargo holds are disposed along the stem-stern direction of a hull: a cargo hold; a double bulkhead space that encompasses the cargo hold; a first deck that covers the upper portion of the cargo hold; a second deck that covers the upper portion of the double bulkhead space; and a deck tank disposed on the second deck, wherein the second deck can have a height lower than that of the deck of the compartment that differs from the one compartment, and the second deck can have a height lower than that of the first deck.

Description

shipping

[0001] Cross-citation with related applications

[0002] This application claims the benefit of priority to Korean Patent Application No. 10-2024-0096345, filed July 22, 2024, Korean Patent Application No. 10-2024-0145301, filed October 22, 2024, Korean Patent Application No. 10-2024-0187676, filed December 16, 2024, Korean Patent Application No. 10-2024-0188744, filed December 17, 2024, Korean Patent Application No. 10-2024-0190838, filed December 19, 2024, and Korean Patent Application No. 10-2024-0196907, filed December 26, 2024, which are all hereby incorporated by reference. All contents disclosed in the documents of the Korean patent application are incorporated as part of this specification.

[0003] The present invention relates to a ship, and more particularly, to a ship having a living quarters and a deck tank arranged at the stern and bow, respectively.

[0004] Meanwhile, the present invention relates to a ship, and more particularly, to a ship in which the height of the deck on which the deck tank is placed is lowered, and the shape of the cargo hold is changed accordingly.

[0005] Meanwhile, the present invention relates to a ship, and more particularly, to a ship having a cargo hold of a different shape and a fuel tank arranged below the deck.

[0006] Meanwhile, the present invention relates to a ship, and more specifically, to a ship in which a fuel tank is arranged inside a hull and the type and arrangement of bulkheads dividing each compartment space inside the hull are optimized.

[0007] Meanwhile, the present invention relates to an electric propulsion module for a ship and a ship equipped with the same, and more particularly, to an electric propulsion module for a ship and a ship equipped with the same, in which a series of equipment required for electric propulsion is arranged to facilitate use of space within a hull and these are made into a single standardized module.

[0008] As regulations on ships tighten, ship fuels are shifting from conventional heavy oil to environmentally friendly fuels like LNG, ammonia, methanol, and hydrogen. In particular, changes in the layout of shipboard equipment and systems are sometimes required depending on the characteristics of the fuel.

[0009] For example, in the case of ammonia fuel tanks, there was a need to separate or isolate the fuel tank and the living quarters so that they do not affect each other due to the toxicity of the fuel that can affect the living quarters.

[0010] In addition to the characteristics of the fuel, the placement of large fuel tanks can affect visibility and wind resistance from the living quarters.

[0011] For example, referring to Fig. 1, in a conventional ship (1), when looking at the bow from the living quarters (140), there was a problem in that the view was obstructed by the deck tank (130), which is a fuel tank placed on the upper deck (see the dotted arrow in Fig. 1).

[0012] In addition, in the case where a conventional ship (1) has a trunk deck, since the central portion protrudes upward compared to the bow portion, there was a problem that the wind blowing toward the bow portion was blocked by the central portion and had an upward flow (see the thick arrow in Fig. 1), increasing the wind resistance of the bow portion.

[0013] Meanwhile, cargo ships contain multiple compartments, each with a cargo hold positioned within the hull along the bow and stern of the ship. Each compartment consists of a cargo hold and a double-bulkheaded space surrounding the hold.

[0014] More specifically, referring to FIG. 7, when the cross-section of each compartment of the ship (100') is viewed from the front, the cargo hold (110') forms the center of the hull, and the left, right, and lower portions of the cargo hold (110') are surrounded by a double bulkhead space (120').

[0015] On the upper deck of one of the multiple compartments, a deck tank (130'), which is a fuel tank placed on the deck, is placed. The deck tank (130') is placed on a deck (140') that covers the upper portion of the double bulkhead space located on each of the left and right sides of the hull, among the upper decks.

[0016] In the past, referring to FIG. 8, when a deck tank (130') was placed on the deck, the view from the accommodation (150') located at the stern could be blocked by the deck tank, so the size of the deck tank (130') had to be limited or the height of the accommodation (150') itself had to be raised.

[0017] Additionally, as the deck tanks were raised above the deck, the center of gravity of the ship was raised, which caused a problem of reduced stability of the ship.

[0018] Additionally, when supplying fuel and cargo to the deck tank and cargo hold from outside, there were limitations such as the high connection location of the manifold requiring additional equipment.

[0019] Meanwhile, referring to FIG. 14, in the conventional ship (1''), the fuel tank (120'') is placed on the deck, and the living quarters (10'') are also placed on the deck, so there was a problem that if fuel leaks from the fuel tank (120''), it is easy for the living quarters to be affected.

[0020] In addition, referring to FIG. 15, in a conventional ship (1''), when a fuel tank (120'') is placed on the deck above a cargo hold (110''), there was a problem in that the hatch cover (13'') and the fuel tank (120'') interfered when the hatch cover (13'') of the cargo hold (110'') was opened and closed.

[0021] In addition, when the fuel tank (120'') is placed on the upper deck and exposed to the outside, there was a concern that some of the cargo would fall from the crane when loading cargo into the cargo hold (110'') and damage the fuel tank (120'').

[0022] Meanwhile, in the case of fuel tanks storing eco-friendly fuel, there was a problem of insufficient space to place fuel tanks on the upper deck because they require a larger volume than LNG fuel tanks when operating the same distance.

[0023] Conventionally, referring to Fig. 23, a plurality of cargo hold compartment spaces (20''') in which cargo holds are arranged are arranged inside the hull of a ship (1'''), and each cargo hold compartment space is divided by a corrugated bulkhead (40''') arranged in the same direction. The same direction may refer to the direction in which the stool of the corrugated bulkhead faces, i.e., the direction in which the inclined surface of the stool faces.

[0024] However, in the case where the ship (1''') is a large bulk carrier, the weight of the cargo (e.g., iron ore, coal) loaded is heavy compared to other ship types, so when the cargo is loaded into the cargo hold, the load is concentrated in the cargo hold compartment space (20''') located in the center of the ship, which increases the sagging moment, and therefore, a lot of structural reinforcement is required.

[0025] Meanwhile, an electric propulsion system generates a ship's propulsion power through an electric motor. This differs from a diesel engine, which directly rotates a shaft. An electric propulsion system uses externally generated electricity to power a motor that drives a propeller.

[0026] At this time, there are various ways to produce electricity externally, such as using large batteries, using fuel electricity, or using diesel or gas generators.

[0027] However, since the process after generating electricity from an external source, that is, the series of processes for converting the electricity and transmitting it to a motor to drive a propeller, and the equipment used for this are all common regardless of the type of fuel, a universal propulsion system can be used.

[0028] Therefore, there is a need to secure technological superiority in the future diversifying eco-friendly fuel market through platformization and mass production of electric propulsion systems.

[0029] The present invention aims to provide a ship in which the living quarters are arranged in the stern and the deck tank is arranged in the bow, thereby separating the living quarters from the fuel tank, securing the view of the living quarters, and reducing the wind resistance of the bow.

[0030] Meanwhile, the present invention seeks to provide a ship in which the view of the living quarters is not obstructed by the deck tank.

[0031] In addition, the present invention aims to provide a ship that reduces the decline in stability of the ship due to the deck tank.

[0032] In addition, the present invention seeks to provide a vessel capable of reducing restrictions on manifold connections when loading fuel and cargo.

[0033] Meanwhile, the present invention provides a ship that can separate the living quarters from the fuel tank by changing the shape of the cargo hold so that the fuel tank can be placed below the deck, solve the problem of interference between the fuel tank and the hatch cover, and prevent damage to the fuel tank during cargo loading.

[0034] Meanwhile, the present invention aims to provide a ship in which a fuel tank is placed in the central portion of the interior of the hull, and each compartment space within the hull in which the fuel tank and cargo hold are placed can be divided using a bulkhead provided with a corrugated bulkhead and a reinforcement material.

[0035] Meanwhile, the present invention aims to provide a ship electric propulsion module and a ship equipped with the same, which are configured to easily utilize a series of equipment required for electric propulsion within a ship's hull space and are made into a standardized module.

[0036] A vessel according to one embodiment of the present invention may include a bow section, a central section, and a stern section, and may include a first deck provided on the stern section and the central section; a second deck provided on the bow section side and having a lower height than the first deck; a deck tank arranged on the second deck; and an accommodation arranged on the stern section side on the first deck.

[0037] In one example, the upper surface of the deck tank may be located lower than the first deck.

[0038] In one example, the second deck may be formed by stepping from one end of the bow side of the first deck.

[0039] In one example, a spoiler may be provided, one end of which is connected to the deck tank and the other end to the first deck, to reduce wind resistance passing over the upper portion of the second deck as the vessel proceeds.

[0040] In one example, the spoiler may have a cross-sectional area that increases as it moves toward the stern.

[0041] In one example, a plurality of fins may be provided at the rear of the deck tank to reduce wind resistance passing over the upper portion of the second deck as the vessel proceeds.

[0042] Meanwhile, a ship according to one embodiment of the present invention comprises a cargo hold; a double bulkhead space surrounding the cargo hold; a first deck covering an upper portion of the cargo hold; a second deck covering an upper portion of the double bulkhead space; and a deck tank disposed on the second deck, wherein the second deck has a lower height than decks of a compartment other than the first compartment, and the second deck may have a lower height than the first deck.

[0043] In one example, the first deck may have the same height as the deck of the other compartment.

[0044] In one example, the first deck may include a flat surface having the same height as the deck of the other compartment; and a pair of inclined surfaces extending downward from the flat surface and contacting the second deck.

[0045] In one example, at least a portion of the deck tank may be positioned above the slope of the first deck.

[0046] In one example, the deck of another compartment adjacent to the above-mentioned compartment may be configured to be continuously connected to the deck of the above-mentioned compartment along the forward / stern direction without a step.

[0047] In one example, the deck tank may be disposed further forward than the accommodation, including a living quarters disposed on the stern side.

[0048] In one example, the height of the second deck may be designed such that the bow is not obscured by the deck tank when viewed from the living quarters.

[0049] In one example, the second deck may be provided with a support member that supports the deck tank so that it is placed apart from the second deck.

[0050] In one example, the manifold may be configured to allow passage of piping connected to the manifold through a spaced area between the deck tank and the second deck.

[0051] In one example, the double bulkhead space may include a ballast water tank filled with ballast water.

[0052] Meanwhile, a vessel according to one embodiment of the present invention comprises a cargo hold including an opening and an upper surface recessed from the opening; a fuel tank disposed on the upper surface; and a cover portion capable of opening and closing the opening, wherein when the opening is opened, the cover portion is positioned on an upper portion of the fuel tank and can cover the fuel tank.

[0053] In one example, the upper surface may have a sloped surface that slopes downward from the opening.

[0054] In one example, the fuel tanks may be separately positioned on the upper surfaces on both sides of the opening.

[0055] In one example, the fuel tank may be located inside the hull below the deck.

[0056] In one example, the cover portion includes a pair of rails extending in the width direction of the hull from the upper portion of the cargo hold and the fuel tank and facing each other, and the cover portion can slide along the pair of rails to open and close the opening and cover the fuel tank.

[0057] In one example, an upper support member capable of supporting the fuel tank from above may be provided at the lower portion of the rail.

[0058] In one example, the upper surface may be provided with a lower support capable of supporting the fuel tank from below.

[0059] Meanwhile, a ship according to one embodiment of the present invention may include a fuel tank compartment space located at the center of the interior of the hull and in which a fuel tank is arranged; a cargo hold compartment space, a plurality of which are located on the bow side and the stern side of the fuel tank compartment space and in which a cargo hold is arranged; a reinforced flat plate bulkhead that divides the fuel tank compartment space from the cargo hold compartment space and in which one side of the flat plate is reinforced with a reinforcing material; and a corrugated bulkhead that divides between the plurality of cargo hold compartment spaces.

[0060] In one example, the corrugated bulkhead includes a corrugated shape; an upper stool supporting an upper portion of the corrugated shape; and a lower stool supporting a lower portion of the corrugated shape, wherein the upper stool and the lower stool may have inclined surfaces protruding from the corrugated bulkhead toward the fuel tank compartment space.

[0061] In one example, the ship further comprises a bow wave bulkhead dividing the cargo hold compartment space from the bow section, wherein at least a portion of the living quarters can be supported by the bow wave bulkhead.

[0062] In one example, the ship may further include a stern corrugated bulkhead dividing the cargo hold compartment space from the stern, wherein at least a portion of the engine room may be supported by the stern corrugated bulkhead.

[0063] In one example, the reinforcement may protrude from the flat plate toward the fuel tank compartment space.

[0064] In one example, an auxiliary propulsion device may be arranged at the upper portion of the fuel tank compartment space.

[0065] In one example, the fuel tank compartment space may include a ballast tank in which equilibrium water is stored; and a cofferdam that isolates the fuel tank from the ballast tank and the exterior of the hull.

[0066] Meanwhile, an electric propulsion module of one embodiment of the present invention may include a lower part including a motor that rotates the shaft of a propeller, and a rotation speed control gear that controls the rotation speed of the motor and transmits it to the propeller; and an upper part disposed above the lower part, including a transformer that transforms the supplied electricity, and a converter that converts the transformed electricity into direct current or alternating current and transmits it to the motor.

[0067] In one example, the upper and lower portions may have an 'L' shape, with the upper portion being positioned on one side of the upper surface of the lower portion.

[0068] In one example, the upper portion and the lower portion may be provided within a single casing.

[0069] In one example, the upper portion of the casing may be open.

[0070] A vessel according to one embodiment of the present invention may be equipped with the electric propulsion module.

[0071] In one example, the electric propulsion module for the vessel can be installed / removed as an integral part of the vessel.

[0072] In one example, it may include a coolant tank disposed between the propeller and the lower portion of the electric propulsion module.

[0073] In one example, the electric propulsion module for the ship may include a seawater inlet provided at the front of the lower part.

[0074] In one example, a void may be formed between the upper portion of the ship's electric propulsion module and the deck.

[0075] In one example, the transformer and the converter are arranged with a space spaced apart in the width direction of the hull, and the motor can be accessed through the empty space and the spaced apart space.

[0076] In one example, the fuel tank is provided in front of the upper portion and on the upper side of the lower portion, and the fuel tank may have an upper surface adjacent to the deck.

[0077] In one example, the size of the hull portion in which the electric propulsion module for the ship is accommodated may be determined based on the size of the motor in the lower portion.

[0078] The ship of the present invention can separate the living quarters from the fuel tank by arranging the living quarters in the stern and the deck tank in the bow, thereby securing the visibility of the living quarters and reducing the wind resistance of the bow.

[0079] Meanwhile, the ship of the present invention can prevent the view of the living quarters from being obstructed by the deck tank by lowering the height of the deck on which the deck tank is placed and changing the shape of the cargo hold accordingly.

[0080] Additionally, it can reduce the loss of ship stability caused by deck tanks.

[0081] Additionally, the present invention can reduce restrictions on manifold connections when loading fuel and cargo.

[0082] Meanwhile, the ship of the present invention is configured to place the fuel tank below the deck by changing the shape of the cargo hold, thereby separating the living quarters from the fuel tank, resolving the problem of interference between the fuel tank and the hatch cover, and preventing damage to the fuel tank during cargo loading.

[0083] Meanwhile, the ship of the present invention places the fuel tank in the central portion of the hull, and divides each compartment space within the hull where the fuel tank and cargo hold are placed using a corrugated bulkhead and a bulkhead provided with reinforcement, thereby separating the living quarters from the fuel tank, reducing the load applied to the central portion of the hull, reducing the amount of structural reinforcement required, and enabling efficient arrangement of structures within the ship.

[0084] Meanwhile, the electric propulsion module for a ship of the present invention arranges a series of equipment required for electric propulsion in a manner that facilitates the use of space within the ship's hull, and makes this into a standardized module, thereby enabling easy replacement and repair of the electric propulsion system and increasing the efficiency of space use within the ship.

[0085] Figure 1 is a drawing showing a ship having a conventional trunk deck structure.

[0086] Figure 2 is a drawing showing a vessel of the present invention.

[0087] Figure 3 is a side view of a vessel of the present invention provided with a spoiler.

[0088] Figure 4 is a front view of a vessel of the present invention provided with a spoiler.

[0089] Figure 5 is a side view of a vessel of the present invention having a plurality of fins.

[0090] Fig. 6 is a front view of a vessel of the present invention having a plurality of fins.

[0091] Figure 7 is a cross-sectional view of a conventional ship.

[0092] Figure 8 is a drawing showing the view from the living quarters of a conventional ship.

[0093] Figure 9 is a drawing showing the view from the living quarters of the ship of the present invention.

[0094] Figure 10 is a cross-sectional view of the vessel of the present invention.

[0095] Figure 11 is a cross-sectional view of the vessel of the present invention.

[0096] Figure 12 is a plan view of the vessel of the present invention.

[0097] Figure 13 is a perspective view of the vessel of the present invention.

[0098] Figure 14 is a cross-sectional view of a conventional ship viewed from the side.

[0099] Figure 15 is a cross-sectional view of a conventional ship viewed from the front.

[0100] Fig. 16 is a cross-sectional view of the vessel of the present invention viewed from the side.

[0101] Fig. 17 is a cross-sectional view of a vessel according to one embodiment of the present invention viewed from the front.

[0102] Figure 18 is a cross-sectional view of a vessel according to another embodiment of the present invention viewed from the front.

[0103] Figure 19 is a plan view of the cover of the vessel of the present invention in a closed state.

[0104] Figure 20 is a plan view of the cover of the vessel of the present invention in an open state.

[0105] Fig. 21 is a cross-sectional view of the support portion of the fuel tank of the ship of the present invention viewed from the front.

[0106] Fig. 22 is a cross-sectional view of a support portion of a fuel tank of a ship of the present invention viewed from the side.

[0107] Figure 23 is a cross-sectional view of a compartment space and bulkhead of a conventional ship viewed from the side.

[0108] Figure 24 is a cross-sectional view of the compartment space and bulkhead side of the ship of the present invention.

[0109] Fig. 25 is a cross-sectional view of the vessel of the present invention viewed from the side.

[0110] Figure 26 is a cross-sectional view of the corrugated bulkhead and the reinforced flat bulkhead of the present invention viewed from the side.

[0111] Figure 27 is a drawing comparing cargo loading locations according to bulkhead structures.

[0112] Figure 28 is a drawing comparing the arrangement of the upper deck structure according to the arrangement of the wave-shaped bulkheads of the bow section.

[0113] Figure 29 is a drawing comparing the arrangement of the upper deck structure according to the arrangement of the wave-shaped bulkheads of the stern.

[0114] Figure 30 is a cross-sectional view of the cargo hold compartment space of the present invention viewed from the front.

[0115] Figure 31 is a side view of the electric propulsion module for a ship of the present invention.

[0116] Figure 32 is a front view of the electric propulsion module for a ship of the present invention.

[0117] Figure 33 is a drawing showing the shape of the hull according to the horsepower of the motor provided in the electric propulsion module for a ship of the present invention.

[0118] Figure 34 is a drawing showing a spaced space between a converter and a transformer of a ship electric propulsion module of the present invention.

[0119] Figure 35 is a side view showing the arrangement of equipment within a ship when equipped with the electric propulsion module for a ship of the present invention.

[0120] Figure 36 is a side view showing one embodiment of a vessel equipped with an electric propulsion module for a vessel of the present invention.

[0121] Figure 37 is a side view showing another embodiment of a vessel equipped with an electric propulsion module for a vessel of the present invention.

[0122] Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. When designating components in each drawing, it should be noted that, where possible, identical components are given the same reference numerals, even if they appear in different drawings. Furthermore, when describing embodiments of the present invention, detailed descriptions of known components or functions will be omitted if they are deemed to hinder understanding of the embodiments of the present invention.

[0123] Additionally, terms such as first, second, A, B, (a), (b), etc. may be used to describe components of embodiments of the present invention. These terms are only intended to distinguish the components from other components, and the nature, order, or sequence of the components are not limited by the terms. When it is described that a component is "connected," "coupled," or "connected" to another component, it should be understood that the component may be directly connected or connected to the other component, but another component may also be "connected," "coupled," or "connected" between each component.

[0124] In this specification, the forward / backward, left / right, and up / down directions are referred to for convenience of explanation and may be orthogonal to each other. However, these directions are determined relatively, and the up / down direction does not necessarily mean the vertical direction.

[0125]

[0126] In this specification, the first to fifth embodiments are described, and the drawing symbols of the drawings explaining each embodiment are distinguished by the number of 's. For example, FIGS. 1 to 6 explaining the first embodiment do not have 's in the drawing symbols, FIGS. 7 to 13 explaining the second embodiment have 's added to the drawing symbols, FIGS. 14 to 22 explaining the third embodiment have 's added, FIGS. 23 to 30 explaining the fourth embodiment have 's' added, and FIGS. 31 to 37 explaining the fifth embodiment have 's'' added.

[0127] It should be understood that the embodiments may be combined with each other as needed, or that one embodiment may be modified with reference to another embodiment. Furthermore, while the claims of this specification are described in the second embodiment, they are not limited thereto, and that the configuration may be added or modified with reference to other embodiments.

[0128]

[0129] <Example 1>

[0130] Referring to FIG. 2, a ship (100) of the present invention is a ship (100) including a bow section, a center section, and a stern section, and may include a first deck (110) provided on the stern section and the center section; a second deck (120) provided on the bow section side and having a lower height than the first deck (110); a deck tank (130) arranged on the second deck (120); and an accommodation (140) arranged on the stern section side on the first deck (110).

[0131] The stern is an area located at the rear of the hull, including the stern, and may include an engine room, a propulsion system (e.g., a propeller, a rudder), and equipment associated with such structures.

[0132] The bow section is an area located forward of the hull, including the bow, and may include anchor devices, auxiliary equipment for adjusting the direction of the ship (e.g., bow thrusters), etc.

[0133] The central section is the area located between the bow and stern, where the ship's main functional facilities, such as cargo holds, can be located.

[0134] The first deck (110) is a deck provided at the stern and central portion of the hull, and the second deck (120) is a deck provided at the bow portion of the hull, and the second deck (120) may have a lower height than the first deck (110).

[0135] For example, the vessel (100) may be a vessel having a trunk deck structure, such as an LNG carrier. As another example, although the vessel (100) does not have a trunk deck structure, such as an oil tanker, a bulk carrier, or an LPG carrier, the vessel (100) may create a height difference between the first deck (110) and the second deck (120) by increasing the height of the cargo hold in the center of the hull or recessing the bow downward. In particular, when the height of the first deck (110) is increased by increasing the height of the cargo hold, there is an advantage in terms of securing reserve buoyancy.

[0136] The first deck (110) may be a deck extending to the same height, but may also include decks of different heights. In this case, the height of the first deck (110), which serves as a reference for height comparison with the second deck (120), may be the average height of the different decks.

[0137] Additionally, the second deck (120) may be formed by stepping from one end of the bow side of the first deck (110). Alternatively, the first deck (110) and the second deck (120) may be smoothly connected through an inclined surface or a curved surface.

[0138] The deck tank (130) may be placed on the second deck (120). That is, the deck tank (130) may be located on the bow side in the longitudinal direction of the hull and may be positioned lower than the first deck (110) in the height direction of the hull. In addition, a plurality of deck tanks (130) may be placed in the width direction of the hull.

[0139] The living quarters (140) may be arranged on the stern side of the first deck (110). That is, the living quarters (140) may be located on the stern side in the longitudinal direction of the hull and may be located higher than the second deck (120) in the height direction. In addition, the arrangement of the living quarters (140) on the first deck (110) is not limited to the entire living quarters (140) being located above the first deck (110), and may also include a case where a portion of the living quarters (140) is located below the first deck (110).

[0140] By arranging the deck tank (130) and the living quarters (140) in this manner, the distance between the deck tank (130) and the living quarters (140) can be maximized, thereby minimizing the influence of the fuel in the deck tank (130) on the living quarters (140).

[0141] Additionally, as shown in Fig. 2, the view when looking towards the player from the living quarters (140) is not obstructed by the deck tank (130).

[0142] In addition, since the wind blowing toward the bow blows along the upper part of the deck tank (130) placed on the second deck (120), there is an effect of reducing wind resistance compared to the past where the wind blowing toward the bow is blocked in the center and rises upward.

[0143] In particular, by positioning the upper surface of the deck tank (130) placed on the second deck (120) lower than the first deck (110), wind resistance can be further reduced.

[0144] However, it is not limited to a configuration that satisfies all of the different effects described above simultaneously, and can be configured to satisfy any one of the effects.

[0145] Below, the configuration provided to reduce wind resistance is described.

[0146] Referring to FIGS. 3 and 4, the ship (100) of the present invention is provided with a spoiler (150) having one end connected to a deck tank (130) and the other end connected to a first deck (110), so as to reduce wind resistance passing over the upper portion of the second deck (120) as the ship (100) proceeds.

[0147] The spoiler (150) is configured to connect a portion of the stern side of the deck tank (130) and a portion of the bow side of the first deck (110), thereby controlling the wind blowing toward the bow section to blow along the upper surface of the deck tank (130) through the spoiler (150) toward the first deck (110), thereby reducing wind resistance. Alternatively, the spoiler (150) may be configured not to be connected to the first deck (110).

[0148] Referring to FIG. 3, the spoiler (150) may be arranged to form an upward slope from one area of ​​the deck tank (130) toward the first deck (110), and referring to FIG. 4, the spoiler (150) may be arranged to have a cross-sectional area that becomes wider toward the upper and stern portions. However, the shape of the spoiler (150) is not limited thereto.

[0149] Referring to FIGS. 5 and 6, the ship (100) of the present invention has a plurality of fins (160) provided at the rear of the deck tank (130), which can reduce the resistance of wind passing over the upper part of the second deck (120) as the ship (100) proceeds.

[0150] A plurality of fins (160) are provided at the rear of the deck tank (130) to reduce wind resistance of wind blowing into the bow and passing through the deck tank (130).

[0151] A plurality of fins (160) may be provided at equal intervals along the rear circumference of the deck tank (130), but may also be provided at different intervals.

[0152]

[0153] <Example 2>

[0154] Referring to FIGS. 9 to 13, a ship (1') of the present invention includes a deck tank (30') disposed on a deck (40') in one compartment (indicated by a broken line) among a plurality of compartments in which cargo holds (10') are disposed along the forward and aft direction of the hull, a cargo hold (10'); a double bulkhead space (20') surrounding the cargo hold (10'); a first deck (41') covering the upper part of the cargo hold (10'); a second deck (42') covering the upper part of the double bulkhead space (20'); and a deck tank (30') disposed on the second deck (42'), wherein the second deck (42') has a lower height than a deck (43') of one compartment and another compartment, and the second deck (42') can have a lower height than the first deck (41').

[0155] One compartment refers to a compartment in which a deck tank (30') is placed, and the other compartments may refer to a plurality of compartments including compartments adjacent to the one compartment. The number of other compartments is not limited to that shown in the drawing.

[0156] A vessel (1') has a plurality of cargo holds (10') arranged inside the hull along the bow and stern of the hull. At this time, each area including each cargo hold (10') may be referred to as a compartment. Referring to Fig. 9, the cargo hold (10') is divided into three compartments in which cargo is loaded along the bow and stern, and the middle one may be regarded as one compartment, and the two adjacent ones as other compartments. However, the number of compartments is exemplary and is not limited thereto. In addition, a compartment may refer to an area including two or more cargo holds (10'), and thus the number of compartments does not necessarily correspond to the number of cargo holds (10'). Hereinafter, it will be described that one compartment includes one cargo hold (10').

[0157] A vessel (1') may include a double bulkhead space (20') surrounding a cargo hold (10'). The double bulkhead space (20') provides an empty space between the cargo hold (10') and the hull, thereby preventing damage to the inner hull and flooding even if the outer hull is damaged during operation of the vessel (1'), thereby enhancing the stability of the vessel. In addition, it may prevent substances inside the hull from leaking out, and the double bulkhead space (20') may be filled with ballast water to function as a ballast water tank.

[0158] The deck (40') of the section may include a first deck (41') covering the upper part of the cargo hold (10') and a second deck (42') covering the upper part of the double bulkhead space.

[0159] However, the first deck (41') may refer to the upper surface of the cargo hold (10') itself when it functions as a deck, or may refer to a separate deck covering the upper surface of the cargo hold (10'). In both cases, the shape of the decks (41', 42') may be changed to correspond to the shape of the upper surface of the cargo hold (10').

[0160] Likewise, in the case of the second deck (42'), it may refer to the upper surface of the double bulkhead space (20') itself or a separate deck covering the upper surface.

[0161] A pair of first decks (41') can be arranged on the center side of the hull in the width direction, and a pair of second decks (42') can be arranged on the edge side of the hull in the width direction from the first deck (41').

[0162] The deck tank (30') is a fuel tank placed on the deck (40') and may be placed on the deck (40') of one of the plurality of compartments. Specifically, the deck tank (30') may be placed on the second deck (42') so that the upper surface of the cargo hold (10') can be opened without being obstructed by the deck tank (30').

[0163] In addition, the second deck (42') of one section may have a lower height than the deck (43') and the first deck (41') of the other section. That is, the second deck (42') may be formed by recessing a portion of the deck of the ship (1'). Here, the height refers to the vertical distance from the imaginary reference plane to the highest point of the measurement target.

[0164] Additionally, the first deck (41') of one compartment may have the same height as the deck (43') of another compartment, but is not limited thereto, and may have a lower height than the deck (43') of another compartment.

[0165] By forming the height of the second deck (42') on which the deck tank (30') is placed lower than that of the deck (43') of another compartment, the height of the deck tank (30') can be lower than that of a conventional ship (100').

[0166] As the height of the deck tank (30') is lowered, the center of gravity of the entire ship (1') is also lowered, which has the effect of increasing stability.

[0167] In addition, the vessel (1') of the present invention includes a living quarters (15') arranged on the stern side, and a deck tank (30') can be arranged on the bow side relative to the living quarters (15'), and the height of the second deck (42') can be designed so that the bow is not covered by the deck tank (30') when viewed from the living quarters (15').

[0168] That is, as illustrated in Fig. 9, the height of the second deck (42') can be set so that the view from the living quarters (15') toward the player is not obstructed by the deck tank (30'). Accordingly, there is no need to raise the living quarters (15') or limit the size of the deck tank (30') to secure a view of the living quarters (15').

[0169] Additionally, as the height of the second deck (42') is lowered, manifold connection becomes easier. This will be described later.

[0170]

[0171] Shape of cargo hold (10')

[0172] As described above, as the height of the second deck (42') is lowered and the deck tank (30') is placed thereon, the shape of the cargo hold (10') may also change.

[0173] Referring to FIGS. 10 to 13, the vessel (1') of the present invention may include a first deck (41') having a flat surface (41'-1) having the same height as a deck (43') of another section; and a pair of inclined surfaces (41'-2) extending downwardly from the flat surface (41'-1) and contacting the second deck (42').

[0174] The flat surface (41'-1) is located at the center side of the hull in the width direction, and the inclined surface (41'-2) can be formed to extend from the flat surface (41'-1) toward the edge side of the hull in the width direction and come into contact with the second deck (42').

[0175] That is, the upper surface of the cargo hold (10') may have a shape with recesses on both sides, i.e., a trapezoidal shape when viewed from the bow and stern. However, the shape of the upper surface of the first deck (41') and the cargo hold (10') is not limited to this, and may have another shape that is convex upwards. For example, it may have a semicircle, a stepped staircase shape, etc.

[0176] At this time, the vessel (1') of the present invention can be arranged so that at least a portion of the deck tank (30') is located on the upper side of the inclined surface (41'-2) of the first deck (41').

[0177] Even if the deck tank (30') is placed on the second deck (42'), if the deck tank (30') has a shape in which the upper part is wider than the lower part, such as a cylinder, at least a part of the deck tank (30') can be positioned beyond the upper side of the second deck (42') and up to the upper side of the inclined surface (41'-2).

[0178] That is, by forming an inclined surface (41'-2), a portion of the upper portion of the first deck (41') can be utilized for arranging the deck tank (30'), so that the deck tank (30') can be arranged more efficiently. However, this is not limited to the case where the first deck (41') is composed of a flat surface (41'-1) and an inclined surface (41'-2), and also includes the case where the first deck (41') has an upwardly convex shape or a shape or height that does not overlap with the deck tank (30').

[0179]

[0180] Ease of manifold connection

[0181] As the height of the second deck (42') is lowered, manifold connection becomes easier. This is described in detail below.

[0182] From the external terminal of the ship (1'), cargo and fuel can be loaded into the cargo hold (10') and deck tank (30') through a manifold connected to a plurality of pipes leading to the cargo hold (10') and deck tank (30').

[0183] At this time, if the height of the deck (40') is excessively high compared to the external terminal, the height of the manifold increases, making connection difficult and, in some cases, additional equipment may be required.

[0184] However, in the ship (1') of the present invention, the height of the second deck (42') located on the width-wise edge side of the hull is lowered, and by connecting the manifold to the second deck (42') side as shown in FIG. 10, restrictions caused by the height can be reduced.

[0185] Specifically, referring to FIGS. 10 to 12, the ship (1') of the present invention may be provided with a support member (50') on the second deck (42') to support the deck tank (30') so that it is placed apart from the second deck (42').

[0186] As shown in Fig. 11, a pair of support members (50') may be provided on each of the front and rear sides of the deck tank (30'), and a spaced area, which is an empty space between the second deck (42') and the deck tank (30'), may be formed between the pair of support members (50').

[0187] The manifold is connected to a plurality of pipes (shown in dark shading in the drawing) from the external terminal on the second deck (42') side, and the pipes connected to the manifold can pass through a spaced area between the deck tank (30') and the second deck (42') to be connected to the deck tank (30'), or can be connected to the cargo hold (10') by continuing along the inclined surface (41'-2) to the flat surface (41'-1).

[0188]

[0189] Connection of the deck (40') of one compartment and the deck (43') of the adjacent compartment

[0190] Referring to FIG. 13, the vessel (1') of the present invention can be configured such that the deck (43') of another compartment adjacent to one compartment is continuously connected to the deck (40') of one compartment along the bow and stern direction without a step.

[0191] A deck (40') of one compartment includes a recessed deck (41'-2, 42') compared to a deck (43') of another compartment. In particular, a deck (43') of another compartment adjacent to the one compartment can be configured to be continuously connected to the recessed deck (41'-2, 42') without a step, so that a person can safely move on the deck. That is, the shape of the cargo hold (10') of the adjacent compartment can also be modified.

[0192] Specifically, the deck (43'-1) may be formed to extend in the forward direction from the area in contact with the flat surface (41'-1) in the width direction and meet the deck (43'-3) covering the space between the double bulkheads.

[0193] The deck (43'-3) can be formed to extend in the forward direction with an upward slope from the area in contact with the second deck (42') and meet the deck (43'-1).

[0194] The deck (43'-2) can be formed to continuously connect the deck (43'-1) and the deck (43'-3) without a step from the area in contact with the inclined surface (41'-2).

[0195]

[0196] <Example 3>

[0197] Referring to FIGS. 16 and 17, a ship (100'') of the present invention includes a cargo hold (110'') including an opening (111'') and an upper surface (112'') recessed from the opening (111''); a fuel tank (120'') disposed on the upper surface (112''); and a cover portion (130'') capable of opening and closing the opening (111''). When the opening (111'') is opened, the cover portion (130'') can be configured to be positioned on the upper portion of the fuel tank (120'') and cover the fuel tank (120'').

[0198] The cargo hold (110'') is arranged inside the hull and can store cargo transported by the ship (100''). For example, in a bulk carrier, the cargo hold (110'') can store cargo such as coal or ore, in a container ship, containers can be arranged therein, and in an LNG carrier, LNG can be stored therein. In addition, a plurality of cargo holds (110'') can be arranged along the length of the ship (100'').

[0199] Cargo can be loaded and unloaded through the opening (111'') of the cargo hold (110''). The opening (111'') can be formed on the upper surface of the cargo hold (110''), preferably, in the center of the upper surface.

[0200] The upper surface of the cargo hold (110'') may include an upper surface (112'') that is recessed downward from the opening (111''). For example, as illustrated in FIG. 17, the upper surface (112'') may be formed as an inclined surface that slopes downward from the perimeter of the opening (111''), and as illustrated in FIG. 18, it may be formed in a stepwise manner from the perimeter of the opening (111''). That is, being recessed means that an empty space is formed downward from the deck.

[0201] In the case where the upper surface (112'') is formed as an inclined surface as in Fig. 17, the fuel tank (120'') can be placed between the cargo hold (110'') and the hull while minimizing shape change and volume reduction of the cargo hold (110''), thereby providing an advantage in terms of space utilization. In Fig. 17, the upper surface (112'') is formed only as an inclined surface, but it includes both an inclined surface and a horizontal surface, so the inclined surface increases space utilization efficiency, and the horizontal surface can also increase the stability of the arrangement of the fuel tank (120'') by placing the fuel tank (120'') on top.

[0202] In the case where the upper surface (112'') is formed in a step manner as shown in Fig. 18, the space in which the fuel tank (120'') can be placed between the cargo hold (110'') and the hull can be expanded, thereby securing space for placing a fuel tank (120'') of a larger volume or for placing other equipment. In addition, since the fuel tank (120'') is placed on a horizontal plane, the placement stability can be improved.

[0203] However, the shape of the upper surface (112'') is not limited thereto, and may be a curved surface extending from the opening (111'') toward the hull, or may be a concave shape corresponding to a cylindrical fuel tank (120''). That is, if a space can be provided where the fuel tank (120'') can be located under the deck, the shape of the upper surface (112'') of the cargo hold (110'') can be modified according to various needs such as efficiency of space utilization and stability of arrangement of the fuel tank. Hereinafter, a case where the shape of the upper surface (112'') is an inclined surface will be described as an example.

[0204] The fuel tank (120'') may be placed on the upper surface (112'') or inside the hull below the deck. However, a portion of the fuel tank (120'') may protrude above the deck.

[0205] Unlike the conventional ship (1''), the ship (100'') of the present invention has a fuel tank (120'') located at the lower part of the deck, which can be separated from the living quarters located on the deck, thereby securing space on the deck, and preventing the cover part (130'') from interfering with the fuel tank (120'') during the opening and closing process of the opening part (111''). In addition, since the center of gravity of the ship (100'') is lowered, stability can be improved.

[0206] A plurality of fuel tanks (120'') can be separately arranged on the upper surface (112'') on both sides of the opening (111''). By arranging them in this manner, the center of gravity of the hull can be reduced from being shifted left and right.

[0207] The cover part (130'') can open and close the opening part (111''). For example, referring to FIG. 17, the cover part (130'') may be a hatch cover that opens and closes the opening part (111'') as a pair of covers move apart and closer together in the width direction of the hull.

[0208] Specifically, referring to FIGS. 17 to 20, the ship (100'') of the present invention includes a pair of rails (131'') that extend in the width direction of the hull from the upper portion of the cargo hold (110'') and the fuel tank (120'') and face each other, and the cover portion (130'') can slide along the pair of rails (131'') to open and close the opening (111'') and cover the fuel tank (120'').

[0209] A pair of rails (131'') can be arranged spaced apart from each other with the center of the opening (111'') in between, so that cargo can pass through the spaced apart space.

[0210] The cover part (130'') may be formed as a single cover, but may also be formed as a plurality of covers, and may move in the width direction of the hull along a pair of rails (131'') to open and close the opening (111'').

[0211] Referring to FIG. 19, when the cover part (130'') is located above the opening part (111''), the opening part (111'') is closed and the upper part of the fuel tank (120'') is exposed to the outside.

[0212] Alternatively, the cover portion (130'') may be configured to cover at least a portion of the upper portion of the fuel tank (120'') even when the opening (111'') is closed. In this case, the upper portion of the fuel tank (120'') may be covered and protected by the cover portion (130'') even when cargo is not loaded into the cargo hold (110'').

[0213] Referring to FIG. 20, when the cover part (130'') slides along a pair of rails (131'') to cover the upper part of the fuel tank (120''), the opening (111'') is open and the fuel tank (120'') can be separated from the outside.

[0214] Accordingly, when the opening (111'') is opened to load cargo into the cargo hold (110''), the upper part of the fuel tank (120'') is covered by the cover (130''), so that the cargo can be prevented from falling into the fuel tank (120'') during the loading process and causing damage to the fuel tank (120'').

[0215] However, the cover part (130'') is not limited to this, and for another example, a hinge may be provided in an area adjacent to the opening (111''), and the cover part (130'') may be configured to rotate around the hinge and open and close the opening (111''). In this case, even if a part of the fuel tank (120'') protrudes above the deck, the cover part (130'') can be rotated to cover the upper part of the fuel tank (120'').

[0216] Referring to FIGS. 21 and 22, the vessel (100'') of the present invention may be provided with a lower support member (122'') on the upper surface (112'') that can support a fuel tank (120'') from below.

[0217] The lower support member (122'') can be arranged on the upper surface (112'') with a pair of support members spaced apart in the longitudinal direction of the hull, and can support the fuel tank (120'') from the bottom. In addition, the lower support member (122'') is formed concavely, so that the lower portion of the cylindrical fuel tank (120'') can be accommodated in the concave area.

[0218] In addition, in Fig. 21, the lower support (122'') is extended in a direction perpendicular to the upper surface (112''), but is not limited thereto and may be deformed to increase the support force, such as extending in a direction perpendicular to the deck.

[0219] The lower support (122'') alone may reduce the support capacity of the fuel tank (120''), and in particular, stability may be reduced when the upper surface (112'') is formed as an inclined surface. Therefore, in the ship (100'') of the present invention, an upper support (121'') capable of supporting the fuel tank (120'') from above may be provided at the lower portion of the rail (131'').

[0220] The upper support member (121'') can be configured to be connected to the upper part of the fuel tank (120'') and the lower part of the rail (131''), respectively, so that the fuel tank (120'') and the rail (131'') support each other.

[0221] At this time, in order to maximize structural stability, as shown in Fig. 22, the rail (131''), the upper support (121''), and the lower support (122'') may be arranged in a straight line when viewed from the side.

[0222]

[0223] <Example 4>

[0224] Referring to FIGS. 24 to 30, a ship (100''') of the present invention may include a fuel tank compartment space (10''') located at the center of the interior of the hull and having a fuel tank (11''') arranged therein; a cargo hold compartment space (20''') located on each of the bow and stern sides of the fuel tank compartment space (10''') and having a cargo hold (21''') arranged therein; a reinforced flat bulkhead (30''') dividing the fuel tank compartment space (10''') and the cargo hold compartment space (20'''), one side of which is reinforced with a reinforcing material; and a corrugated bulkhead (40''') dividing between a plurality of cargo hold compartment spaces (20''').

[0225] A compartment space may refer to a space inside the inner hull, which is divided by each bulkhead arranged in the longitudinal direction of the hull and in which cargo holds or fuel tanks are placed, or may refer to a wider space including ballast tanks, outer hull, etc. surrounding it.

[0226] The fuel tank compartment space (10''') may be arranged in the central portion of the interior of the hull. In this case, the central portion may be defined as an area including a reference axis about which the ship bends when hogging or sagging, or may be an area including a midpoint in the longitudinal direction of the hull.

[0227] In a conventional ship (1'''), a plurality of cargo hold compartments (20''') are provided along the length of the hull, including the central portion of the hull, and when cargo is loaded into the cargo hold compartments (20'''), the load is concentrated on the central portion of the hull, increasing the sagging moment and requiring structural reinforcement.

[0228] The ship (100''') of the present invention can distribute the load concentrated in the center toward the bow and stern by providing a fuel tank compartment space (10''') in the center, in which a fuel tank (11''') that is relatively light compared to the cargo hold (21''') is placed.

[0229] In addition, since the fuel tank (11''') is placed inside the hull, it can be placed apart from or separated from the living quarters (60''') existing on the deck, and thus the living quarters (60''') can be protected from the discharge of harmful substances from the fuel tank (11''') or the occurrence of a fire.

[0230] In addition, since a hatch cover for opening and closing the cargo hold (21''') is provided on the deck, there is not enough space to place the fuel tank (11'''), but the space problem can be solved by placing the fuel tank (11''') inside the hull.

[0231] A cargo hold compartment (20''') may be provided in which a plurality of cargo holds (21''') are arranged in the forward and aft direction of the hull centered on the fuel tank compartment (10''') in the central part. In the cargo hold (21'''), dry cargo such as coal or ore can be stored inside in a bulk carrier, containers can be arranged inside in a container ship, and LNG can be stored inside in an LNG carrier. FIGS. 24 to 30 illustrate examples of bulk carriers loaded with dry cargo.

[0232] In Fig. 25, the arrangement of the fuel tank compartment space (10''') and the cargo hold compartment space (20''') is exemplarily shown, and the total number of cargo hold compartment spaces (20'''), the number of cargo hold compartment spaces (20''') arranged on the bow side and the stern side based on the fuel tank compartment space (10'''), etc. may vary.

[0233] A reinforced flat bulkhead (30''') can separate a fuel tank compartment space (10''') and a cargo hold compartment space (20'''). That is, the fuel tank compartment space (10''') is surrounded by a pair of reinforced flat bulkheads (30''').

[0234] Referring to Fig. 26, the reinforcing flat plate bulkhead (30''') may be provided such that the flat plate (31''') extends in the vertical direction, and a reinforcing material (32''') may be provided on one surface of the flat plate (31''') to protrude in a direction perpendicular to the flat plate (31''') in order to reinforce the structural rigidity of the flat plate (31'''), for example, to prevent buckling.

[0235] In particular, the reinforcement (32''') of the reinforced flat bulkhead (30''') can protrude from the flat plate (31''') in the direction of the center of the hull, i.e., the direction in which the fuel tank (11''') is located. That is, the reinforcements (32''') of the reinforced flat bulkheads (30''') on both sides of the fuel tank compartment space (10''') can protrude in directions facing each other.

[0236] Although Fig. 26 illustrates that the reinforcing member (32''') extends only in one direction, the present invention is not limited thereto, and the reinforcing member (32''') may extend in one direction and then bend in the other direction, and may be appropriately deformed in consideration of the load applied to the fuel tank compartment space (10'''). There is no limitation to the shape of the reinforcing member (32''') in the present invention.

[0237] The reinforced flat bulkhead (30''') has the advantage of taking up less space than the corrugated bulkhead (40''') described later. This is because the corrugated bulkhead (40''') has a corrugated shape (41''') and is provided with stools (42''', 43''') that support the upper and lower parts of the corrugation, and thus takes up a larger volume than the reinforced flat bulkhead (30''') in which a reinforcing member (32''') is provided on the flat plate (31''').

[0238] Accordingly, compared to surrounding the fuel tank compartment space (10''') using a corrugated bulkhead (40'''), when surrounding it using a reinforced flat bulkhead (30'''), the usable internal space increases, and thus the volume of the fuel tank (11''') that can be placed also increases.

[0239] The corrugated bulkhead (40''') can separate the cargo hold compartment space (20''') from the cargo hold compartment space (20'''). The corrugated bulkhead (40''') can include a corrugated shape (41'''); an upper stool (42''') supporting the upper portion of the corrugation (41'''); and a lower stool (43''') supporting the lower portion of the corrugation (41''').

[0240] The corrugation (41''') is formed in a corrugated or wavy shape, which can provide higher rigidity than a flat steel plate of the same thickness. In addition, it can effectively disperse the force caused by the movement of cargo or the shaking of the hull.

[0241] At the upper and lower parts of the corrugation (41'''), an upper stool (42''') connecting the corrugation (41''') and the ceiling of the cargo hold (21''') and a lower stool (43''') connecting the corrugation (41''') and the floor of the cargo hold (21''') may be provided. The upper stool (42''') and the lower stool (43''') can increase the overall structural stability of the corrugation bulkhead (40''') by supporting the corrugation (41''').

[0242] The upper stool (42''') can be connected to a horizontal plane supported on the ceiling of the cargo hold and a wave shape (41''') inclined from the horizontal plane. In particular, as shown in Fig. 26, the upper stool (42''') can be shaped to protrude from the wave bulkhead (40''') toward the bow or stern.

[0243] The lower stool (43''') may be connected in a wave shape (41''') by forming an inclined surface from the surface supported on the cargo hold floor. In particular, as illustrated in Fig. 26, the lower stool (43''') may be shaped to protrude from the wave bulkhead (40''') toward the bow or stern.

[0244] Hereinafter, the direction in which the upper stool (42''') and the lower stool (43''') protrude is referred to as the arrangement direction of the wave-shaped bulkhead (40''').

[0245] In particular, the vessel (100''') of the present invention may have an upper stool (42''') and a lower stool (43''') that protrude from the corrugated bulkhead (40''') in the direction of the fuel tank compartment space (10'''). That is, the corrugated bulkheads (40''') located on the bow side and the stern side with respect to the fuel tank compartment space (10''') may be arranged in a direction facing each other.

[0246] By arranging the stools (42''', 43''') not in one direction but facing each other with respect to the fuel tank compartment space (10'''), the location of the cargo loaded in the cargo hold compartment space (20''') can be moved toward the center of the hull.

[0247] Specifically, referring to Fig. 27, when the stools (42''', 43''') are arranged in one direction (the stern side in Fig. 27) (Fig. 27(a)), the cargo hold compartment space (20''') located on the stern side of the fuel tank compartment space (10''') is moved away from the center of the hull at which cargo is loaded due to the stools (42''', 43'''). At this time, the distance between the center of the hull and the center of the loaded cargo is referred to as D1'''.

[0248] However, when the stools (42''', 43''') are arranged in a facing direction (Fig. 27(b)), the location where the cargo is loaded by the stools (42''', 43''') becomes closer to the center of the hull. At this time, if the distance between the center of the hull and the cargo is D2''', since D2''' is smaller than D1''', the load due to the cargo becomes closer to the center of the hull, which has the effect of reducing the hogging moment and thus the amount of structural reinforcement.

[0249] Specifically, by arranging the fuel tank (11''') at the center of the hull, the load concentrated at the center of the conventional ship (100''') can be distributed, i.e., the sagging moment can be reduced. However, in this process, the hogging moment increases, and there may be cases where the hogging moment becomes greater than the sagging moment. Therefore, by correcting the direction of the stools (42''', 43'''), the hogging moment and the sagging moment are made as equal as possible, thereby minimizing the maximum bending moment.

[0250] For example, if the fuel tank (11''') is not arranged in the center of the hull as in the past, the sagging moment may be 100, the hogging moment may be 80, and the maximum bending moment may be 100. If the fuel tank (11''') is arranged in the center of the hull, the sagging moment may be 85, the hogging moment may be 95, and the maximum bending moment may be 95, which may be reduced by 5 from the previous case. If the fuel tank (11''') is arranged in the center of the hull and the direction of the stools (42''', 43''') is adjusted, the sagging moment may be 90, the hogging moment may be 90, and the maximum bending moment may be 90, which may be reduced by 10 from the previous case.

[0251] Referring again to FIG. 25, the vessel (100''') of the present invention further includes a bow corrugated bulkhead (40'''-1) that separates the cargo hold compartment space (20''') and the bow portion, and at least a portion of the living quarters (60''') can be supported by the bow corrugated bulkhead (40'''-1).

[0252] The bow corrugated bulkhead (40'''-1) is a bulkhead that separates the cargo hold compartment space (20''') located on the foremost side from the bow part, and like the corrugated bulkhead (40'''), it can be composed of a corrugation (41'''-1), an upper stool (42'''-1), and a lower stool (43'''-1). Although both the corrugated bulkhead (40''') and the bow corrugated bulkhead (40'''-1) are corrugated bulkheads, they are distinguished by different names and drawing symbols depending on the location where they are located.

[0253] A superstructure, for example, a living quarters (60''') may be placed on the upper deck of the bow section. Referring to Fig. 28, when the bow corrugated bulkhead (40'''-1) does not exist (Fig. 28(a)), the living quarters (60''') placed on the bow section may be placed only on the deck above the bow section, and are not placed on the upper deck of the cargo hold compartment space (20''') on the forwardmost side.

[0254] However, when a bow wave bulkhead (40'''-1) exists (Fig. 28(b)), the accommodation (60''') arranged on the bow may be arranged not only on the deck on the bow but also on the upper deck of the upper stool (42'''-1) of the bow wave bulkhead (40'''-1). This is because the upper stool (42'''-1) can support at least a part of the accommodation (60''') from below, thereby increasing stability.

[0255] Additionally, in order to increase the area of ​​the living space (60''') supported by the upper stool (42'''-1), the size of the horizontal surface of the upper stool (42'''-1) may be designed to be larger than that of the other upper stools (42''').

[0256] Likewise, referring to FIG. 25, the vessel (100''') of the present invention further includes a stern corrugated bulkhead (40'''-2) that separates the cargo hold compartment space (20''') and the stern, and at least a portion of the engine room (50''') can be supported by the stern corrugated bulkhead (40'''-2).

[0257] The stern corrugated bulkhead (40'''-2) is a bulkhead that separates the cargo hold compartment space (20''') located at the very end from the stern, and like the corrugated bulkhead (40'''), it can be composed of corrugations (41'''-2), an upper stool (42'''-2), and a lower stool (43'''-2). Although both the corrugated bulkhead (40''') and the stern corrugated bulkhead (40'''-2) are corrugated bulkheads, they are distinguished by different names and drawing symbols depending on their location.

[0258] A superstructure, for example, an engine room (50''') may be placed on the upper deck of the stern. Referring to Fig. 29, when the stern corrugated bulkhead (40'''-2) does not exist (Fig. 29(a)), the engine room (50''') placed on the stern may be placed only on the deck above the stern, and is not placed on the upper deck of the cargo hold compartment space (20''') on the most aft side.

[0259] However, when the stern corrugated bulkhead (40'''-2) exists (Fig. 29(b)), the living quarters (60''') arranged at the stern can be arranged not only on the deck above the stern but also on the upper deck of the upper stool (42'''-2) of the stern corrugated bulkhead (40'''-2). This is because the upper stool (42'''-2) can support at least a part of the engine room (50''') from below, thereby increasing stability.

[0260] In addition, in order to expand the area of ​​the engine room (50''') supported by the upper stool (42'''-2), the size of the horizontal surface of the upper stool (42'''-2) can be designed to be larger than that of the other upper stools (42''').

[0261] Also, referring to Fig. 25, an auxiliary propulsion device (70''') may be arranged on the upper portion of the fuel tank compartment space (10'''). Conventionally, the fuel tank compartment space (10''') was not provided separately inside the hull, but the cargo hold compartment space (20''') was arranged. Since a hatch cover for opening and closing the cargo hold (21''') was provided on the upper deck of the cargo hold compartment space (20'''), there was a problem of insufficient space on the deck to arrange the fuel tank (11''').

[0262] However, the vessel (100''') of the present invention has a fuel tank compartment space (10''') provided inside the hull, and no hatch cover is provided on the upper deck of the fuel tank compartment space (10'''), resulting in a free space, and a structure can be installed utilizing this space. For example, as illustrated in FIG. 25, an auxiliary propulsion device (70''') can be installed.

[0263] Referring to FIG. 30, the fuel tank compartment space (10''') may include a ballast tank (12''') in which equilibrium water is stored; and a cofferdam (13''') that isolates the fuel tank (11''') from the ballast tank (12''') and the outside of the hull.

[0264] By arranging the fuel tank (11''') inside the hull and installing a cofferdam (13''') surrounding the fuel tank (11'''), it is possible to prepare for fuel leakage from the fuel tank (11''') and prevent damage to the surrounding space caused by the low temperature of the fuel in the fuel tank (11''').

[0265] The ballast tank (12''') can be placed above and below the fuel tank (11''') with a cofferdam (13''') between them. The center of gravity of the ship can be adjusted using the ballast water stored in the ballast tank (12''').

[0266] The wall separating the ballast tank (12''') and the cofferdam (13''') may be formed of a plate reinforced with a reinforcing material, and the protruding direction of the reinforcing material may be in the direction from the cofferdam (13''') toward the ballast tank (12'''), i.e., in the direction toward the outside of the hull.

[0267] Although not shown separately in the drawing, in the case of the cargo hold compartment space (20'''), a separate cofferdam (13''') may not be provided, and a cargo hold (21''') and a ballast tank (12''') surrounding the cargo hold (21''') may be provided. At this time, the wall dividing the cargo hold (21''') and the cofferdam (13''') may be formed of a plate reinforced with a reinforcing material, and the protruding direction of the reinforcing material may be in the direction from the cargo hold (21''') toward the ballast tank (12'''), i.e., in the direction toward the outside of the hull.

[0268]

[0269] <Example 5>

[0270] Electric propulsion module (1'''')

[0271] Referring to FIGS. 31 to 33, the electric propulsion module (1'''') for a ship of the present invention may include a lower part (20'''') including a motor (21'''') that rotates the shaft of a propeller (10''''), and a rotation speed control gear (22'''') that controls the rotation speed of the motor (21'''') and transmits it to the propeller (10''''); and an upper part (30'''') that is arranged on the upper side of the lower part (20'''') and includes a transformer (31'''') that transforms the supplied electricity, and a converter (32'''') that converts the transformed electricity into direct current or alternating current and transmits it to the motor (21'''').

[0272] The motor (21'''') can receive electricity and convert it into rotational force to rotate the shaft of the propeller (10'''') connected to the motor (21'''').

[0273] The rotation speed control gear (22'''') is arranged between the motor (21'''') and the propeller (10''''), thereby converting the high-speed rotation of the motor (21'''') into the low-speed high-torque required by the propeller, thereby optimizing power transmission and increasing the propulsion efficiency of the ship.

[0274] The lower layer (20'''') may refer to an area within the ship electric propulsion module (1'''') that includes a motor (21'''') and a rotation speed control gear (22''''). In addition, the motor (21'''') and the rotation speed control gear (22'''') may be arranged on the same layer, i.e., on a horizontal plane of the same height, rather than on horizontal planes of different heights.

[0275] The transformer (31'''') can transform electricity supplied from the outside into an appropriate pressure required by the motor (21''''). The outside refers to the outside of the electric propulsion module (1''''), and may be an electric power generation device installed in the ship, such as a battery, a fuel cell, or a diesel generator.

[0276] The converter (32'''') can convert electricity transformed by the transformer (31'''') into direct current or alternating current and transmit it to the motor (21'''').

[0277] The upper layer (30'''') may refer to an area including a transformer (31'''') and a converter (32'''') within the ship electric propulsion module (1''''). In addition, the transformer (31'''') and the converter (32'''') may be arranged on the same layer, that is, on a horizontal plane of the same height, rather than on horizontal planes of different heights. Alternatively, within the upper layer (30''''), the transformer (31'''') may be arranged above the converter (32''''). However, the arrangement of the transformer (31'''') and the converter (32'''') within the upper layer (30'''') is not limited thereto.

[0278] The electric propulsion module (1'''') includes a lower part (20'''') in which a motor (21'''') and a rotation speed control gear (22'''') are arranged, and an upper part (30'''') in which a transformer (31'''') and a converter (32'''') are arranged, and the upper part (30'''') can be provided on the upper side of the lower part (20'''').

[0279] The reason for this configuration is explained below.

[0280] The propeller (10'''') is installed at the lowest part of the stern of the ship (200''''), and the motor (21'''') and the rotation speed control gear (22'''') must be connected to the shaft of the propeller (10''''), so they must be placed at the same height as the propeller (10'''').

[0281] However, by configuring the motor (21'''') and the rotation speed control gear (22''''), which must be placed at the same height as the propeller (10''''), as the lower part (20''''), and the remaining components, that is, the transformer (31'''') and the converter (32''''), which do not need to be placed at the same height as the propeller (10''''), as the upper part (30''''), when the electric propulsion module (1'''') is installed in the ship (200''''), the size of an area of ​​the hull (hereinafter, referred to as 'hull part (40'''')') where the lower part (20'''') is accommodated can be minimized. Accordingly, by designing the hull part (40'''') to a minimum size, the fluid performance of the ship (200'''') can be maximized.

[0282] The hull portion (40'''') may refer to an area of ​​the hull that surrounds the lower portion (20'''') so as to accommodate only the lower portion (20'''') from the lower side, or a portion of the lower portion (20'''') and the upper portion (30'''') from the lower side. For example, in the hull portion (40'''') of FIGS. 32 and 33, only the lower portion (20'''') is accommodated, but the hull portion (40'''') may accommodate the lower portion (20'''') and a portion of the lower side of the upper portion (30'''').

[0283] In addition, the shape of the hull portion (40'''') may be formed in a 'U' shape as in Fig. 32, or may be formed such that both ends of the 'U' shape change in curvature to be convex upward as in Fig. 33.

[0284] The size of the hull section (40'''') that accommodates the electric propulsion module (1'''') for a ship can be determined according to the size of the motor (21'''') of the lower section (20''''). Therefore, regardless of the size of the ship, if the motor (21'''') is the same, the hull section (40'''') can be formed into a linear shape of the same size.

[0285] Specifically, referring to FIG. 32, when the ship (200'''') is viewed from the stern, the hull section (40'''') on which the propeller (10'''') is installed and the lower section (20'''') of the electric propulsion module (1'''') is accommodated has a smaller width compared to the main hull (41''''). The main hull (41'''') may refer to an area of ​​the hull that is connected to the upper side of the hull section (40'''') and surrounds at least a portion of the upper section (30'''') and other equipment within the ship (200'''').

[0286] In particular, the size of the hull portion (40'''') can be determined by the size of the lower portion (20''''), the size of the lower portion (20'''') can be determined by the size of the motor (21''''), and the size of the motor (21'''') can vary depending on the size of the horsepower required by the ship.

[0287] For example, referring to Fig. 33(a), in a ship requiring high horsepower, the size of the motor (21'''') may increase, and accordingly, the width (D1'''') of the lower part (20'''') and the hull part (40'''') surrounding the lower part (20'''') may increase. Specifically, as the size of the motor (21'''') increases, the width of the entire hull part (40'''') does not increase, but the width (D1'''') of the lower hull part (40''''-1) surrounding the motor (21'''') increases, and the width of the upper hull part (40''''-2) located above the motor (21'''') and connected to the main hull (41'''') is not affected by the size of the motor (21'''').

[0288] Conversely, referring to FIG. 33(b), in a vessel requiring low horsepower, the size of the motor (21'''') becomes smaller, and accordingly, the size (e.g., width) of the lower part (20'''') and the hull part (40'''') surrounding the lower part (20'''') may become smaller. Specifically, as the size of the motor (21'''') becomes smaller, the width of the entire hull part (40'''') does not become smaller, but the width (D3'''') of the lower hull part (40''''-1) surrounding the motor (21'''') becomes smaller, and the width of the upper hull part (40''''-2) located above the motor (21'''') and connected to the main hull (41'''') is not affected by the size of the motor (21''''). That is, D1'''' is greater than D3'''', and D2'''' and D4'''' can be equal.

[0289] The width of the upper hull section (40''''-2) is not related to the size of the motor (21''''), but instead varies depending on the width of the main hull (41'''') connected to the upper side, and the width of the main hull (41'''') may vary depending on the type of ship (200'''').

[0290] For example, referring to FIGS. 33(a) and (b), even if the sizes of the motors (21'''') are different because different horsepowers are required, if the ship type is the same, the widths (D2'''', D4'''') of the upper hull portion (40''''-2) connected to the main hull (41'''') can be the same. That is, if the same type of ship requires different horsepowers, only the motor (21'''') and the hull portion (40'''') corresponding to the size of the motor (21'''') need to be replaced. Alternatively, only the electric propulsion module (1'''') including the motor (21'''') and the hull portion (40'''') accommodating the electric propulsion module (1'''') need to be replaced. That is, the electric propulsion module (1''''), in which a plurality of pieces of equipment required for electric propulsion are modularized, can be easily replaced by selecting it according to horsepower.

[0291] Accordingly, the electric propulsion module (1'''') may refer to one module including an upper portion (30'''') and a lower portion (20''''), or the electric propulsion module (1'''') may refer to one module including not only the upper portion (30'''') and the lower portion (20''''), but also a hull portion (40'''') surrounding the propeller (10''') and the lower portion (20'''').

[0292] The electric propulsion module (1'''') for a ship of the present invention may have an 'L' shape by having an upper part (30'''') and a lower part (20'''') such that the upper part (30'''') is arranged on one side of the upper surface of the lower part (20'''').

[0293] Referring to Fig. 31, the upper part (30'''') is arranged on the rotation speed control gear (22'''') side of the upper surface of the lower part (20''''), that is, on the propeller (10'''') side, so that the electric propulsion module (1'''') can have an 'L' shape, and thus, efficient arrangement of other equipment arranged within the hull is possible. This will be described in detail in the description of the equipment arrangement within the ship (200'''') equipped with the electric propulsion module (1'''').

[0294] The electric propulsion module (1'''') for a ship of the present invention may have an upper portion (30'''') and a lower portion (20'''') provided within a single casing. In addition, a portion of the shaft of the propeller (10'''') connected to the motor (21'''') and the rotation speed control gear (22'''') of the lower portion (20'''') may also be located within the casing.

[0295] The upper part (30'''') and the lower part (20'''') can be surrounded by a casing and separated from the outside of the casing. By being provided within a single casing, the installation and replacement of the electric propulsion module (1'''') can be made easier, and the electric propulsion module (1'''') can be isolated from other equipment within the hull near the hull.

[0296] However, the upper portion of the casing may be opened. By opening the upper portion of the casing, equipment for maintenance may be accessed from the upper portion of the electric propulsion module (1'''') into the interior of the casing. This is described in detail in the description of the equipment arrangement in a vessel (200'''') equipped with an electric propulsion module (1'''').

[0297] The electric propulsion module (1) can be applied to any ship (200'''') that uses electric propulsion, regardless of the type of fuel. Furthermore, mass production and cost reduction are possible through platformization and standardization of the electric propulsion system. Furthermore, the electric propulsion module (1) is easy to replace, maintain, and repair. Furthermore, a ship (200'''') equipped with the electric propulsion module (1) can efficiently secure space for arranging cargo holds and fuel tanks (80''').

[0298]

[0299] A vessel (200'''') equipped with an electric propulsion module (1'''')

[0300] Referring to Fig. 34, the vessel (200'''') of the present invention may be equipped with an electric propulsion module (1''''). As described above, the vessel (200'''') may be equipped with an electric propulsion module (1'''') including a motor (21'''') having a required horsepower, and the size of the hull section (40'''') may be determined in accordance with the size of the electric propulsion module (1'''').

[0301] The ship (200'''') of the present invention can be installed / removed as an integral part of the ship (200'''') in the electric propulsion module for ships. That is, equipment included in the electric propulsion module for ships (1''''), such as a motor (21''''), a rotation speed control gear (22''''), a transformer (31''''), a converter (32''''), etc., can be easily installed / removed in the form of an integrated module without the need to individually install / remove them.

[0302] Referring to FIG. 34, the vessel (200'''') of the present invention may include a cooling water tank (50'''') arranged between the propeller (10'''') and the lower part (20'''') of the electric propulsion module (1'''').

[0303] Referring to FIG. 34, the ship (200''') of the present invention may include a seawater inlet (60'''') provided in front of the lower part (20'''') of the ship's electric propulsion module (1''''). In particular, the seawater inlet (60'''') is formed in the same layer as the lower part (20'''') of the ship's electric propulsion module (1''''), so that seawater can be supplied from the lowest part of the ship (200''''). The seawater introduced into the seawater inlet (60'''') can be supplied to other equipment or systems within the ship (200'''') along a pipeline (arrow in FIG. 34) and used as ballast water or cooling water.

[0304] The vessel (200'''') of the present invention may have an empty space (70'''') formed between the upper part (30'''') of the electric propulsion module (1'''') for the vessel and the deck (110''''). The empty space (70'''') may be a path for supplying electricity or a spare space provided between the vessel and the deck (110'''') for maintenance of the electric propulsion module (1'''').

[0305] Specifically, a line for transmitting electricity supplied to the transformer (31) of the electric propulsion module (1) may be provided in the empty space (70''''). Alternatively, equipment lowered from the deck (110'''') during maintenance of the electric propulsion module (1) may be transmitted to the electric propulsion module (1) through the empty space (70'''').

[0306] Referring to Fig. 35, in the vessel (200'''') of the present invention, the transformer (31'''') and the converter (32'''') are arranged with a space spaced apart in the width direction of the hull, and the motor (21'''') can be accessed through the empty space (70'''') and the spaced apart space.

[0307] The transformer (31'''') and the converter (32'''') may be arranged side by side on the same floor, and a space may be provided between them. Through the space, the lower part (20'''') may be connected to the empty space (70''''). In Fig. 35, the transformer (31'''') and the converter (32'''') are illustrated as being spaced apart in the width direction, but this is not limited thereto, and they may be spaced apart in the length direction.

[0308] Accordingly, when maintenance of the electric propulsion module (1''''), for example, when maintenance of the motor (21'''') is required, equipment lowered from the deck (110'''') can be connected to the motor (21'''') through the empty space (70'''') and the space between the transformer (31'''') and the converter (32''''). Alternatively, when the motor (21'''') itself needs to be replaced, the motor (21'''') can be pulled out to the upper part of the deck (110'''') through the space between the transformer (31'''') and the converter (32'''') and the empty space (70'''').

[0309] Referring to FIG. 34, the vessel (200'''') of the present invention includes a fuel tank (80'''') provided in front of the upper part (30'''') and on the upper side of the lower part (20''''), and the upper surface of the fuel tank (80'''') may be adjacent to the deck (110'''').

[0310] The fuel tank (80'''') is not placed on the deck (110'''') but is placed below the deck (110''''), thereby solving the problem of insufficient space above the deck (110''''), and is isolated from the living quarters (120'''') placed on the deck (110''''), thereby minimizing damage when hazardous substances are discharged from the fuel tank (80'''').

[0311] The fuel tank (80'''') can be placed on the upper side of the lower part (20'''') of the electric propulsion module (1''''). As described above, the lower hull part (40''''-1) where the lower part (20'''') is placed is narrow, and the shape is limited to withstand the toxicity, low temperature, and high pressure of the fuel, and it is difficult to place the fuel tank (80'''') which requires a certain volume or more. However, by changing the shape of the fuel tank (80''''), for example, by reducing the lower volume of the fuel tank (80''''), a part of the fuel tank (80'''') can be located on the same level as the lower part (20'''').

[0312] In addition, the fuel tank (80'''') can be placed in front of the upper part (30'''') of the electric propulsion module (1''''). As the electric propulsion module (1'''') is formed in an 'L' shape, a space can be provided in front of the upper part (30'''') and above the lower part (20'''') in which the fuel tank (80'''') can be placed.

[0313] In addition, the upper part of the fuel tank (80'''') may be arranged to be adjacent to the deck (110''''). When the fuel tank (80'''') of the ship (200'''') needs to be replaced, since the fuel tank (80'''') is adjacent to the deck (110''''), the fuel tank (80'''') can be easily removed and installed on the upper part of the deck (110'''').

[0314] Referring to Fig. 34, the vessel (200'''') of the present invention may be provided with a wheelhouse (90'''') at the rear of the upper part (30''''). The wheelhouse (90'''') is a space where the vessel's steering device is installed, and essential equipment for controlling the direction of the vessel (200'''') may be provided.

[0315] Referring to FIG. 34, the vessel (200'''') of the present invention may have an engine room (100'''') provided between the empty space (70'''') and the deck (110''''). The engine room (100'''') may be provided with equipment or a system that converts fuel in the fuel tank (80'''') into electricity. For example, a fuel cell or a generator may be provided in the engine room (100'''').

[0316] Referring to Fig. 36, a living quarters (120'''') may be provided at the bow of a ship (200''''), and a fuel tank (80'''') and a ship electric propulsion module (1'''') may be provided at the stern inside the hull. At this time, the fuel tank (80'''') may be provided above the lower part (20'''') of the electric propulsion module (1'''') and forward of the upper part (30''''). In addition, the fuel tank (80'''') and the living quarters (120'''') may be spaced apart from each other at the stern and bow, inside the hull, and on the upper deck, respectively, thereby protecting the living quarters (120'''') from harmful substances that may be discharged from the fuel tank (80'''').

[0317] Referring to Fig. 37, a living quarters (120'''') may be provided at the bow of a ship (200''''), and a fuel tank (80'''') and a ship electric propulsion module (1'''') may be provided inside the hull at the stern. At this time, the shape of the fuel tank (80'''') may be partially modified so that a portion thereof may be positioned at the same height as the lower portion (20'''') of the electric propulsion module (1'''').

[0318] The fuel tank (80'''') of Fig. 37 has a trapezoidal shape, but is not limited thereto and may be appropriately modified in consideration of other equipment and systems arranged in the vicinity. In addition, the arrangement of the fuel tank (80'''') and the ship electric propulsion module (1'''') is not limited to that illustrated in Figs. 36 and 37.

[0319]

[0320] The above description is merely an illustrative illustration of the technical idea of ​​the present invention, and those skilled in the art will appreciate that various modifications and variations can be made without departing from the essential characteristics of the present invention. Therefore, the embodiments disclosed in the present invention are intended to illustrate rather than limit the technical idea of ​​the present invention, and the scope of the technical idea of ​​the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted by the following claims, and all technical ideas within a scope equivalent thereto should be interpreted as being included in the scope of the rights of the present invention.

Claims

In one compartment among the multiple compartments in which cargo holds are arranged along the forward and aft direction of the hull, a deck tank is arranged on the deck. cargo hold; Double bulkhead space surrounding the cargo hold; A first deck covering the upper part of the cargo hold; A second deck covering the upper portion of the above double bulkhead space; and Including a deck tank arranged on the second deck, The above second deck has a lower height than the decks of the above one compartment and other compartments, A ship wherein the second deck has a lower height than the first deck. In claim 1, A ship wherein the first deck has the same height as the decks of the other compartments. In claim 1, The above first deck is, A flat surface having the same height as the deck of the other compartment; and A vessel including a pair of inclined surfaces extending downward from the flat surface and in contact with the second deck. In claim 3, A ship wherein at least a portion of the deck tank is positioned above the slope of the first deck. In claim 1, The deck of the above section and the adjacent section, A vessel configured to be connected to the deck of the above section continuously along the forward and aft direction without steps. In claim 1, Includes living quarters placed on the stern side, A ship in which the above deck tank is placed further forward than the above living quarters. In claim 6, The height of the above second deck is, A vessel designed so that the bow is not obscured by the deck tank when viewed from the above-mentioned residence. In claim 1, On the second deck above, A ship in which a support member is provided to support the above deck tank so that it is placed apart from the second deck. In claim 8, A vessel configured such that a pipe connected to a manifold can pass through a spaced area between the deck tank and the second deck. In claim 1, A vessel in which the above double bulkhead space includes a ballast water tank filled with ballast water.

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