Liquefied gas carrying vessel

Abstract

This liquefied gas carrying vessel includes: a liquefied gas storage tank in which liquefied gas is stored; a manifold for loading and unloading the liquefied gas to and from the liquefied gas storage tank; an engine for generating power required for operation of a hull; an engine room in which the engine is accommodated; a loading and unloading device for discharging gas in the liquefied gas storage tank to the manifold; a first cargo device room in which the loading and unloading device is accommodated; a fuel supply device for supplying at least one of the liquefied gas or the gas from the liquefied gas storage tank to the engine as fuel; and a second cargo device room in which the fuel supply device is accommodated.

Description

Liquefied gas carrier

[0001] The present disclosure relates to a liquefied gas carrier.

[0002] Liquefied gas carriers for transporting liquefied gases such as LNG and liquefied hydrogen are known. A liquefied gas carrier includes a liquefied gas storage tank in which the liquefied gas is stored, a manifold for loading and unloading the liquefied gas between the liquefied gas storage tank and loading and unloading facilities outside the ship, an engine that generates the power required for the operation of the liquefied gas carrier, and an engine room in which the engine is housed. As a main use, the liquefied gas carrier further includes fuel supply equipment for supplying the liquefied gas stored in the liquefied gas storage tank and the boil-off gas generated from the liquefied gas to the engine as fuel, and as a main use, when loading and unloading the liquefied gas from the loading and unloading facilities outside the ship to the liquefied gas storage tank, it further includes loading and unloading equipment for discharging gas from the liquefied gas storage tank.

[0003] Patent Document 1 discloses a liquefied gas carrier in which the fuel supply equipment and the loading and unloading equipment are housed in a single cargo equipment room. In the liquefied gas carrier of Patent Document 1, the cargo equipment room is arranged above the engine room in the stern section.

[0004] Japanese Unexamined Patent Application Publication No. 2016-120814

[0005] While the engine room is arranged in the stern section, the manifold may be arranged in the cargo section. In this case, if the cargo equipment room is arranged in the stern section as in Patent Document 1, the laying length of the piping from the cargo equipment room to the manifold becomes longer. Therefore, it is conceivable to arrange the cargo equipment room in the cargo section, but it is difficult to secure an arrangement space for the cargo equipment room that houses both the fuel supply equipment and the loading and unloading equipment in a narrow area such as between tanks or an area where many outfitting items such as cargo piping and access passages are arranged.

[0006] An object of the present disclosure is to provide a liquefied gas carrier that can suppress an increase in the laying length of the piping while securing an arrangement space for the cargo equipment room.

[0007] This disclosure provides a liquefied gas carrier comprising: a liquefied gas storage tank for storing liquefied gas; a manifold for loading and unloading liquefied gas into the liquefied gas storage tank; an engine for generating power necessary for the operation of the vessel; an engine room housing the engine; cargo handling equipment for discharging gas from the liquefied gas storage tank to an overboard facility via the manifold; a first cargo equipment room housing the cargo handling equipment; fuel supply equipment for supplying liquefied gas and at least one of the gases from the liquefied gas storage tank as fuel to the engine; and a second cargo equipment room housing the fuel supply equipment.

[0008] According to the liquefied gas carrier described herein, the cargo equipment room is divided into a first cargo equipment room where cargo handling equipment is housed and a second cargo equipment room where fuel supply equipment is housed. This allows the first and second cargo equipment rooms to be placed in appropriate locations according to their respective uses and timings of use. Therefore, it is possible to secure space for the cargo equipment room while suppressing the need for excessively long piping lengths.

[0009] Figure 1 is a side view of a liquefied gas carrier according to the first embodiment of this disclosure. Figure 2 is a plan view of the cargo compartment and stern compartment of the liquefied gas carrier of Figure 1. Figure 3 is a diagram showing the schematic configuration of piping and cargo equipment related to liquefied gas. Figure 4 is a side view of a liquefied gas carrier according to the second embodiment of this disclosure. Figure 5 is a plan view of the liquefied gas carrier of Figure 2.

[0010] Hereinafter, embodiments relating to the liquefied gas carrier of this disclosure will be described with reference to the attached drawings.

[0011] [First Embodiment] Figure 1 is a side view of a liquefied gas carrier according to the first embodiment of the present disclosure. The liquefied gas carrier according to the embodiment of the present disclosure is a liquefied hydrogen carrier that transports liquefied hydrogen. The liquefied gas carrier may transport liquefied gases other than liquefied hydrogen, such as liquefied natural gas.

[0012] As shown in Figure 1, the liquefied hydrogen carrier 1 has a hull 5 formed by the bottom 2, the sides 3, and the upper deck 4. A propeller 6 is located at the stern of the hull 5. The hull 5 is defined as having a bow compartment R1, a cargo compartment R2, and a stern compartment R3, arranged in the direction from the bow to the length of the ship.

[0013] Cargo compartment R2 is equipped with multiple liquefied gas storage tanks 9 for storing liquefied hydrogen as cargo, a manifold 30 used for handling liquefied hydrogen between the tanks and the external cargo handling equipment 90 (see Figure 3), and cargo piping 10 through which liquefied hydrogen and hydrogen gas flow.

[0014] In this embodiment, the liquefied gas storage tank 9 includes a first tank 9A, a second tank 9B, a third tank 9C, and a fourth tank 9D, arranged in the longitudinal direction from the bow compartment R1 to the stern compartment R3. The liquefied gas storage tank 9 employs a double-shell structure to enhance insulation for storing cryogenic liquefied hydrogen. However, the type and number of the liquefied gas storage tank 9 are not limited.

[0015] Figure 2 is a plan view of the liquefied hydrogen carrier 1, showing an enlarged view of the area around the cargo compartment R2 and the stern compartment R3. The manifold 30 is connected to the outboard equipment 90 when handling liquefied hydrogen as cargo. The manifold 30 is located on the upper deck 4, in the area on the side of the hull 3 between adjacent liquefied gas storage tanks 9 in the longitudinal direction of the ship. In this embodiment, it is located on the port side between the second tank 9B and the third tank 9C. The manifold 30 has a liquid flow port 31 through which liquefied hydrogen flows when connected to the outboard equipment 90 during cargo handling, and a gas flow port 32 through which hydrogen gas flows when connected to the outboard equipment 90 during cargo handling.

[0016] The location of the manifold 30 is not particularly limited. For example, it may be placed in any area on the port or starboard side between multiple liquefied gas storage tanks 9 in the cargo compartment R2, or in any area in the bow compartment R1 and the stern compartment R3. Furthermore, there is no limit to the number of manifolds 30; multiple manifolds 30 may be provided.

[0017] The cargo piping 10 includes a first main pipe 11 and a second main pipe 12 extending longitudinally across the cargo compartment R2, a first sub-pipe 21 connecting the first main pipe 11 to the liquid phase of each liquefied gas storage tank 9, a second sub-pipe 22 connecting the first main pipe 11 to the liquid flow port 31 of the manifold 30, a third sub-pipe 23 connecting the second main pipe 12 to the gas phase of each liquefied gas storage tank 9, and a fourth sub-pipe 24 connecting the second main pipe 12 to the gas flow port 32 of the manifold 30.

[0018] Liquefied hydrogen from each liquefied gas storage tank 9 flows through the first main pipe 11 via the first sub-pipe 21. Hydrogen gas generated as a boil-off gas from liquefied hydrogen in each liquefied gas storage tank 9 flows through the second main pipe 12 via the third sub-pipe 23.

[0019] In this embodiment, the cargo piping 10 employs a vacuum double-walled structure to enhance insulation for the passage of cryogenic liquefied hydrogen or hydrogen gas. Although not shown in the figures, there are numerous locations where bent pipes are used in the horizontal and vertical directions to alleviate stress caused by thermal contraction of the piping when liquefied hydrogen or hydrogen gas flows through it, which tends to increase the length of the piping to which it can be laid.

[0020] Referring to Figure 1, the stern compartment R3 of the hull 5 contains an engine room 40 that houses the engines 45 necessary for the operation of the hull 5. The engine room 40 may partially protrude upward from the upper deck 4. The engines 45 include a main engine 41, a generator 42, a boiler 43, and an internal combustion engine 44, etc. The main engine 41 has an output shaft 8 that rotates the propeller 6. In this embodiment, the main engine 41 is a steam turbine and is rotationally driven by steam generated by the boiler 43. The boiler 43 and the internal combustion engine 44 operate using hydrogen gas generated from liquefied hydrogen as cargo as fuel. The internal combustion engine 44 rotates the generator 42. The generator 42 may be rotationally driven by the main engine 41. The main engine 41 may be an internal combustion engine or an electric motor. The engine 45 may also be an electric propulsion system in which an internal combustion engine 44 drives a generator 42, and the electricity generated is supplied to an electric motor that rotates the propeller 6.

[0021] Figure 3 is a schematic diagram of the cargo piping 10 and cargo equipment related to the distribution of liquefied hydrogen in the liquefied hydrogen carrier 1. As shown in Figure 3, the liquefied hydrogen carrier 1 further has cargo handling equipment 51 used during cargo handling and fuel supply equipment 55 used when supplying fuel to the engine 45. The operation of the cargo handling equipment 51 and the fuel supply equipment 55 is controlled by a controller 70.

[0022] The functions relating to the operational control of the cargo handling equipment 51 and fuel supply equipment 55, performed by the controller 70, can be performed using circuits or processing circuits, including general-purpose processors, dedicated processors, integrated circuits, ASICs (Application Specific Integrated Circuits), conventional circuits, and / or combinations thereof, configured or programmed to perform the disclosed functions. A processor is considered a processing circuit or circuit because it includes transistors and other circuits. In this disclosure, a circuit, unit, or means is hardware that performs the enumerated functions, or hardware programmed to perform the enumerated functions. The hardware may be hardware disclosed herein, or other known hardware that is programmed or configured to perform the enumerated functions. If the hardware is a processor, which is considered a type of circuit, then the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and / or the processor.

[0023] The cargo handling equipment 51 pressurizes and discharges hydrogen gas from the liquefied gas storage tank 9 when handling liquefied hydrogen from the outboard equipment 90 to the liquefied gas storage tank 9.

[0024] The cargo handling equipment 51 has a fifth sub-pipe 25 connected to its inlet side and a sixth sub-pipe 26 connected to its discharge side. The fifth sub-pipe 25 connects the cargo handling equipment 51 to the second main pipe 12. The sixth sub-pipe 26 connects the cargo handling equipment 51 to the fourth sub-pipe 24. The cargo handling equipment 51 discharges hydrogen gas from the liquefied gas storage tank 9, which is introduced via the fifth sub-pipe 25 and the second main pipe 12, to the outboard equipment 90 from the gas flow port 32 of the manifold 30 via the sixth sub-pipe 26 and the fourth sub-pipe 24.

[0025] In this embodiment, a centrifugal compressor 52 is used as the cargo handling equipment 51. The centrifugal compressor 52 can pressurize and discharge large flow rates of cryogenic liquefied gas. By using the cargo handling equipment 51 to discharge the gas in the liquefied gas storage tank 9 to the outboard equipment 90 via the gas flow port 32 of the manifold 30, liquefied hydrogen can be efficiently introduced from the outboard equipment 90 to the liquefied gas storage tank 9. It is also possible to suppress the rise in pressure in the liquefied gas storage tank 9.

[0026] As shown in Figure 2, the cargo handling equipment 51 is housed in the first cargo equipment room 61. The first cargo equipment room 61 is located in the cargo compartment R2. Specifically, the first cargo equipment room 61 is located closer to the manifold 30 than to the engine room 40. In this embodiment, the first cargo equipment room 61 is located on the port side of the upper deck 4, in the area between the third tank 9C and the fourth tank 9D. Note that the location of the first cargo equipment room 61 is not limited to between the liquefied gas storage tanks 9, but may also be on the tank cover that covers the liquefied gas storage tanks 9. That is, the first cargo equipment room 61 is located in the area between adjacent liquefied gas storage tanks 9 in the longitudinal direction on the upper deck 4, in the area adjacent in the longitudinal direction to the area where the manifold 30 is located.

[0027] Therefore, since the first cargo equipment room 61 is located in close proximity to the manifold 30, the sixth sub-pipe 26 connecting the cargo handling equipment 51 and the manifold 30 is shorter compared to, for example, the case where it is located in the stern compartment R3.

[0028] The first cargo equipment room 61 has an outer surface 61a on the widthwise side of the hull 5 that follows the side surface 3. Here, the side surface 3 in the portion of the hull 5 where the first cargo equipment room 61 is located extends almost in a straight line in the length direction of the ship. Therefore, by forming the first cargo equipment room 61 in a straight line such that the outer surface 61a follows the side surface 3, it is easy to increase the effective space inside the first cargo equipment room 61, and thus it is easy to make the first cargo equipment room 61 compact. The first cargo equipment room 61 does not need to follow the side surface 3 of the hull 5, and may be shaped according to the shape and layout of the cargo handling equipment 51 to be housed there, for example, it may protrude outward from the side surface 3.

[0029] The first cargo equipment room 61 is preferably located in close proximity to the area where the manifold 30 is located, and may be located in an area adjacent to the area where the manifold 30 is located in the width direction of the hull 5. For example, the first cargo equipment room 61 may be located in the starboard area between the second tank 9B and the third tank 9C on the upper deck 4. Also, if multiple manifolds 30 are provided, a single first cargo equipment room 61 may be located in close proximity to both manifolds 30, or multiple first cargo equipment rooms 61 may be located in close proximity to each of the manifolds 30.

[0030] As shown in Figure 3, the fuel supply equipment 55 is a device that supplies at least one of the liquefied hydrogen flowing from the liquefied gas storage tank 9 and the hydrogen gas generated from said hydrogen gas to the boiler 43 and the internal combustion engine 44 as fuel.

[0031] The fuel supply equipment 55 is connected to the first main pipe 11 via the seventh sub-pipe 27 and to the second main pipe 12 via the eighth sub-pipe 28. In other words, the fuel supply equipment 55 is supplied with liquefied hydrogen from the first main pipe 11 via the seventh sub-pipe 27 and with hydrogen gas from the second main pipe 12 via the eighth sub-pipe 28. The liquefied hydrogen supplied via the seventh sub-pipe 27 is converted into hydrogen gas by the vaporizer 60 and supplied to the boiler 43 and the internal combustion engine 44.

[0032] In this embodiment, a reciprocating compressor 56 is used as the fuel supply equipment 55 for supplying fuel to the boiler 43, and a screw compressor 57 is used for supplying fuel to the internal combustion engine 44.

[0033] The reciprocating compressor 56 can pressurize and discharge gas to a higher pressure than a centrifugal compressor, making it suitable for burning liquefied gas in the boiler 43. However, a preheater 58 is provided upstream of the reciprocating compressor 56 to raise the gas temperature to the operating temperature of the reciprocating compressor 56. In addition, the hydrogen gas discharged from the reciprocating compressor 56 is heated to above room temperature by an afterheater 59 as needed to maintain a temperature within the required range for supply to the boiler 43 before being introduced into the boiler 43.

[0034] The screw-type compressor 57, like the reciprocating compressor 56, can pressurize and discharge to a higher pressure than the centrifugal compressor, but its flow rate is lower than that of the reciprocating compressor 56. The screw-type compressor 57 has an advantage over the reciprocating compressor 56 in that it can compress gases containing oil.

[0035] As shown in Figure 2, the fuel supply equipment 55 is housed in the second cargo equipment room 62. The second cargo equipment room 62 is located in the stern compartment R3. Specifically, the second cargo equipment room 62 is located closer to the engine room 40 than to the manifold 30. In this embodiment, the second cargo equipment room 62 is located on the upper deck 4, above the engine room 40, and extends across both sides 3 of the hull 5.

[0036] Since the second cargo equipment room 62 is located above the engine room 40, it is easy to configure a short fuel supply path from the fuel supply equipment 55 to the engine 45. Furthermore, as shown in Figure 3, the steam generated by the boiler 43 in the engine room 40 is used, for example, by the main engine 41, and then supplied over a short distance to the preheater 58 and afterheater 59 in the second cargo equipment room 62 located near the engine room 40, thus suppressing heat loss and efficiently utilizing the heat source.

[0037] As shown in Figure 2, the second cargo equipment room 62 has an outer surface 63 located on the outer side of the hull 5 in the width direction. The first outer surface portion 64 located towards the bow is aligned with the side surface 3, while the second outer surface portion 65 located towards the stern protrudes outward from the side surface 3. Here, in the part of the hull where the second cargo equipment room 62 is located, the width of the hull 5 gradually decreases toward the stern. Therefore, if the outer surface 63 of the second cargo equipment room 62 is formed to be aligned with the side surface 3, the width of the hull 5 gradually decreases toward the stern, resulting in a reduction in the effective space of the second cargo equipment room 62.

[0038] In contrast, in this embodiment, the second outer surface portion 65 protrudes outward from the side surface 3, and the first outer surface portion 64 and the second outer surface portion 65 are connected in a forward-facing manner, making it easier to increase the effective space within the second cargo equipment room 62. This makes it easier to make the second cargo equipment room 62 more compact. Note that the first outer surface portion 64 and the second outer surface portion 65 of the second cargo equipment room 62 do not need to be aligned in a straight line, and may be shaped according to the shape and layout of the fuel supply equipment 55 to be housed therein.

[0039] The first cargo equipment room 61 and the second cargo equipment room 62 are further equipped with gas detectors 66 for detecting hydrogen gas. The gas detectors 66 can detect if liquefied hydrogen or hydrogen gas is leaking from the cargo piping 10. When hydrogen gas is detected by the gas detectors 66, the controller 70 shuts down some functions only in the cargo equipment room where the gas was detected. Specifically, when a hydrogen gas leak is detected in the first cargo equipment room 61, the controller 70 shuts down only the cargo handling equipment 51, but does not shut down the fuel supply equipment 55. Similarly, when a hydrogen gas leak is detected in the second cargo equipment room 62, the controller 70 shuts down only the fuel supply equipment 55, but does not shut down the cargo handling equipment 51. Furthermore, the first cargo equipment room 61 and the second cargo equipment room 62 may also contain equipment other than cargo handling equipment 51 and fuel supply equipment 55, such as blowers and utility system equipment, and these pieces of equipment may not be shut down even if a hydrogen gas leak is detected.

[0040] In addition, when shut-off valves 67 are provided in the fifth sub-piping 25 that supplies hydrogen gas to the first cargo equipment room 61, the seventh sub-piping 27 that supplies liquefied hydrogen and hydrogen gas to the second cargo equipment room 62, and the eighth sub-piping 28, the controller 70 may control to close the shut-off valves 67 provided in the fifth sub-piping 25, the seventh sub-piping 27, and the eighth sub-piping 28 respectively, so as to shut off the supply of hydrogen gas to the first cargo equipment room 61 or the second cargo equipment room 62 where a hydrogen gas leak is detected.

[0041] According to the liquefied hydrogen carrier 1 according to the present embodiment, the following effects can be obtained.

[0042] (1) The liquefied hydrogen carrier 1 includes: a liquefied gas storage tank 9 in which liquefied hydrogen is stored; a manifold 30 for loading and unloading liquefied hydrogen to and from the liquefied gas storage tank 9; an engine 45 that generates power necessary for the operation of the hull 5; an engine room 40 in which the engine 45 is housed; a handling device 51 that discharges hydrogen gas in the liquefied gas storage tank 9 to external equipment via the manifold 30; a first cargo equipment room 61 in which the handling device 51 is housed; a fuel supply device 55 that supplies at least one of liquefied hydrogen and hydrogen gas from the liquefied gas storage tank 9 to the engine 45 as fuel; and a second cargo equipment room 62 in which the fuel supply device 55 is housed.

[0043] According to this configuration, by dividing the cargo equipment room into a first cargo equipment room 61 in which the handling device 51 is housed and a second cargo equipment room 62 in which the fuel supply device 55 is housed, the first cargo equipment room 61 and the second cargo equipment room 62 can be arranged in appropriate locations according to their uses and usage timings. Therefore, while securing the layout space of the cargo equipment room, it is possible to suppress the increase in the laying length of the cargo piping 10 and reduce the cost of the liquefied hydrogen carrier.

[0044] In particular, when the liquefied gas is liquefied hydrogen, the laying length of the cargo piping 10 is more likely to be increased because bending parts are frequently used. However, according to this configuration, the cargo piping 10 can be laid without taking a detour, so the number of bending parts is reduced, and the operational effects of this configuration can be obtained more preferably.

[0045] Furthermore, by suppressing the elongation of the laying length of the cargo piping 10, the amount of heat input from the cargo piping 10 is reduced. Therefore, when loading liquefied hydrogen from the outboard equipment 90 to the liquefied gas storage tank 9, it becomes possible to send hydrogen gas to the outboard equipment 90 in a lower temperature state. As a result, since the flow rate of the hydrogen gas handled by the outboard equipment 90 is reduced, the cost can be reduced not only for the liquefied hydrogen carrier 1 but also for the system including the outboard equipment 90.

[0046] Moreover, by suppressing the elongation of the laying length of the cargo piping 10, the pressure loss in the cargo piping 10 is reduced. As a result, the head required for the centrifugal compressor for sending hydrogen gas to the outboard equipment 90 can be reduced, so that the cost can be reduced.

[0047] Furthermore, when the loading equipment 51 and the fuel supply equipment 55 are housed in one cargo equipment room, the cargo equipment room becomes larger, so the capacity of the fire extinguishing equipment also increases. As the fire extinguishing equipment, for example, carbon dioxide fire extinguishing equipment can be adopted. The capacity of the carbon dioxide fire extinguishing equipment is determined by the fire compartment with the maximum capacity. Therefore, by dividing into the first cargo equipment room 61 and the second cargo equipment room 62, when not considering a simultaneous fire, the carbon dioxide fire extinguishing equipment can be made smaller in capacity, so that the cost can be reduced.

[0048] (2) In the second cargo equipment room 62, the first part 64 of the outer surface is along the side surface 3 of the hull, and the second part 65 of the outer surface protrudes outward from the side surface 3. According to this configuration, the reduction of the effective space due to arranging the second cargo equipment room 62 along the side surface 3 is suppressed, and the internal space of the second cargo equipment room 62 can be efficiently used, so that it can be made more compact.

[0049] (3) It is provided with a plurality of liquefied gas storage tanks 9, and the first cargo equipment room 61 is arranged between the plurality of liquefied gas storage tanks 9. According to this configuration, the first cargo equipment room 61 can be arranged by effectively utilizing the dead space between the liquefied gas storage tanks 9.

[0050] (4) The first cargo equipment room 61 is closer to the manifold 30 than the engine room 40. With this configuration, the sixth sub-pipe 26 extending from the first cargo equipment room 61 to the manifold 30 can be laid via a shorter route compared to the case where the first cargo equipment room 61 is located closer to the engine room 40. The effects described above in (1) above can be obtained more favorably. (5) The second cargo equipment room 62 is closer to the engine room 40 than the manifold 30. With this configuration, the piping extending from the second cargo equipment room 62 to the engine room 40 can be laid via a shorter route compared to the case where the second cargo equipment room 62 is located closer to the manifold 30. The effects described above in (1) above can be obtained more favorably.

[0051] (6) The system further includes a controller 70 that controls the operation of the cargo handling equipment 51 and the fuel supply equipment 55. The first cargo equipment room 61 and the second cargo equipment room 62 are each equipped with a gas detector 66 that detects gas leaks into the room. When the gas detector 66 detects a gas leak, the controller 70 shuts down the function of only the cargo equipment room in which the leak was detected. With this configuration, only the cargo equipment room in which a hydrogen gas leak is detected is shut down, i.e., rendered inoperable, so that the cargo equipment rooms in which no leak has been detected can be made operational. For example, even if a hydrogen gas leak is detected in the second cargo equipment room 62, the cargo handling equipment 51 in the first cargo equipment room 61 can be operated to carry out the handling of liquefied hydrogen.

[0052] (7) The second cargo equipment room 62 is equipped with a preheater 58 and an afterheater 59 for heating hydrogen gas. With this configuration, the second cargo equipment room 62, which houses the preheater 58 and the afterheater 59, is located close to the engine room 40, so that steam generated in the engine room 40 is supplied over a short distance, suppressing heat loss and making effective use of the heat source.

[0053] (8) No liquefied hydrogen is supplied to the first cargo equipment room 61; only hydrogen gas is supplied. That is, the first cargo equipment room is connected to the fifth pipe 25 that supplies gas, but not to the pipe that supplies liquefied gas. With this configuration, the first cargo equipment room 61 is not supplied with liquefied hydrogen, which tends to leak in large quantities when it leaks from the cargo piping 10, so the increase in hydrogen gas concentration can be suppressed even when a leak occurs.

[0054] (9) The cargo piping 10 in the second cargo equipment room 62, namely the seventh sub-pipe 27 and the eighth sub-pipe 28, may be vacuum double-walled pipes. With this configuration, the hydrogen gas flowing through the seventh sub-pipe 27 and the eighth sub-pipe 28 is suppressed from expanding due to heat input from the outside. As a result, the capacity of the centrifugal compressor 52 that pressurizes the hydrogen gas can be reduced.

[0055] [Second Embodiment] Hereinafter, the liquefied hydrogen carrier 100 according to the second embodiment will be described with reference to Figures 4 and 5. Figure 4 is a side view of the liquefied hydrogen carrier 100 similar to Figure 1, and Figure 5 is a top view of the liquefied hydrogen carrier 100 similar to Figure 2. As shown in Figures 4 and 5, the liquefied hydrogen carrier 100 according to the second embodiment differs from the liquefied hydrogen carrier 1 according to the first embodiment in that the first cargo equipment room 161 is located in the stern compartment R3. The same reference numerals are used for the same components as in the first embodiment, and their descriptions are omitted.

[0056] In the liquefied hydrogen carrier 100, the engine room 140 protrudes from the inside of the hull 2 ​​above the upper deck 4. Above the engine room 140, the first cargo equipment room 161 and the second cargo equipment room 162 are arranged adjacent to each other in the longitudinal direction.

[0057] The first cargo equipment room 161 houses cargo handling equipment 51. The second cargo equipment room 162 houses fuel supply equipment 55. The first cargo equipment room 161 is located further forward than the second cargo equipment room 162. Therefore, in this embodiment, the first cargo equipment room 161 is closer to the manifold 30 than the second cargo equipment room 162.

[0058] According to the second embodiment, the effects and advantages of the first embodiment can be obtained by dividing the cargo equipment room into a first cargo equipment room 161 and a second cargo equipment room 162. Furthermore, since the second cargo equipment room 162 is located above the engine room 140, heat loss from the engine room 140 is suppressed, allowing for effective utilization of the heat source.

[0059] The liquefied gas carrier relating to this disclosure is not limited to the configuration of the above embodiment, and various modifications are possible.

[0060] The liquefied gas carrier relating to this disclosure provides the following aspects.

[0061] [Aspect 1] A liquefied gas carrier comprising: a liquefied gas storage tank for storing liquefied gas; a manifold for loading and unloading liquefied gas into the liquefied gas storage tank; an engine for generating power necessary for the operation of the ship; an engine room housing the engine; cargo handling equipment for discharging the gas in the liquefied gas storage tank to an external facility via the manifold; a first cargo equipment room housing the cargo handling equipment; fuel supply equipment for supplying liquefied gas from the liquefied gas storage tank and at least one of the gases as fuel to the engine; and a second cargo equipment room housing the fuel supply equipment.

[0062] [Aspect 2] The liquefied gas carrier according to Aspect 1, wherein at least one of the first cargo equipment room and the second cargo equipment room has at least a portion of its side facing the side of the hull that is in contact with the side of the hull or protrudes outward from that side.

[0063] [Aspect 3] A liquefied gas carrier according to aspect 1 or 2, comprising a plurality of liquefied gas storage tanks, wherein the first cargo equipment room is located between the plurality of liquefied gas storage tanks.

[0064] [Aspect 4] The liquefied gas carrier according to any one of aspects 1 to 3, wherein the first cargo equipment room is closer to the manifold than the engine room.

[0065] [Aspect 5] The liquefied gas carrier according to any one of aspects 1 to 4, wherein the second cargo equipment room is closer to the engine room than the manifold.

[0066] [Aspect 6] A liquefied gas carrier according to any one of aspects 1 to 5, further comprising a controller for controlling the operation of the cargo handling equipment and the fuel supply equipment, wherein a detector for detecting leaked gas is provided in the first cargo equipment room and the second cargo equipment room, respectively, and when a gas leak is detected by the detector, the controller stops operation only in the cargo equipment room in which the leak is detected.

[0067] [Aspect 7] The liquefied gas carrier according to aspect 5, wherein a heater is installed in the second cargo equipment room.

[0068] [Aspect 8] A liquefied gas carrier according to any one of aspects 1 to 7, wherein no liquefied gas is supplied to the first cargo equipment room, and only gas is supplied.

[0069] [Aspect 9] The liquefied gas carrier according to any one of claims 1 to 8, wherein the first cargo equipment room is connected to a piping for supplying gas, but is not connected to a piping for supplying liquefied gas.

[0070] [Aspect 10] The liquefied gas carrier according to any one of aspects 1 to 9, wherein the liquefied gas is liquefied hydrogen.

Claims

1. A liquefied gas carrier comprising: a liquefied gas storage tank for storing liquefied gas; a manifold for loading and unloading liquefied gas into the liquefied gas storage tank; an engine for generating power necessary for the operation of the vessel; an engine room housing the engine; cargo handling equipment for discharging the gas in the liquefied gas storage tank to an external facility via the manifold; a first cargo equipment room housing the cargo handling equipment; fuel supply equipment for supplying liquefied gas from the liquefied gas storage tank and at least one of the gases as fuel to the engine; and a second cargo equipment room housing the fuel supply equipment.

2. The liquefied gas carrier according to claim 1, wherein at least one of the first cargo equipment room and the second cargo equipment room has at least a portion of its side facing the side of the hull that is in contact with the side of the hull or protrudes outward from that side.

3. A liquefied gas carrier according to claim 1, comprising a plurality of liquefied gas storage tanks, wherein the first cargo equipment room is located between the plurality of liquefied gas storage tanks.

4. The liquefied gas carrier according to claim 1, wherein the first cargo equipment room is closer to the manifold than the engine room.

5. The liquefied gas carrier according to claim 1, wherein the second cargo equipment room is closer to the engine room than the manifold.

6. A liquefied gas carrier according to claim 1, further comprising a controller for controlling the operation of the cargo handling equipment and the fuel supply equipment, wherein a detector for detecting leaked gas is provided in the first cargo equipment room and the second cargo equipment room, respectively, and when a gas leak is detected by the detector, the controller stops operation only in the cargo equipment room of the first and second cargo equipment rooms in which the leak was detected.

7. The liquefied gas carrier according to claim 4, wherein a heater is provided in the second cargo equipment room.

8. The liquefied gas carrier according to claim 1, wherein no liquefied gas is supplied to the first cargo equipment room, and only gas is supplied.

9. The first cargo equipment room is connected to a piping for supplying gas, but not to a piping for supplying liquefied gas, as described in claim 1.

10. The liquefied gas carrier according to claim 1, wherein the liquefied gas is liquefied hydrogen.

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