Ship

Abstract

The present invention relates to a ship. The present invention provides a ship comprising: a hull having a loading space, in which cargo is loaded, and a first engine room, in which a driving unit is disposed; a cabin that has a plurality of floors and is located in front of the loading space and above a collision partition wall located inside the hull; and a wheelhouse disposed above the cabin, wherein the cabin has a cabin region located behind the collision partition wall.

Description

shipping

[0001] The present invention relates to a ship.

[0002] Ships perform the function of transporting cargo by moving from a point of origin to a destination while floating on the sea. The types and arrangements of the internal and external structures of such ships are determined differently depending on the type of cargo.

[0003] Generally, ships are equipped with accommodations for the crew, engine rooms for propulsion, and wheelhouses for steering. In particular, for cargo-carrying vessels such as container ships, it is necessary to ensure sufficient space for cargo.

[0004] Therefore, structural design considering space utilization, structural stability, and fuel efficiency is required during ship construction, and various attempts are being made to meet these requirements, such as modifying the structure or layout of cabins.

[0005] The present invention aims to provide a vessel with improved space utilization and structural stability. However, these objectives are exemplary and do not limit the scope of the invention.

[0006] One aspect of the present invention provides a ship having a hull having a loading space for loading cargo and a first engine room in which a drive unit is arranged, a plurality of layers arranged in front of the loading space and a living quarters arranged above a collision bulkhead arranged inside the hull, and a wheelhouse arranged above the living quarters, wherein the living quarters have a cabin area arranged behind the collision bulkhead.

[0007] A vessel according to one embodiment of the present invention can reduce air resistance by utilizing an accommodation area positioned at the bow of the hull, and can improve fuel efficiency and structural stability by utilizing the arrangement of the cabin area inside the accommodation area and the second engine room and thruster room inside the hull. Of course, the scope of the present invention is not limited by these effects.

[0008] FIG. 1 is a drawing illustrating a ship according to one embodiment of the present invention.

[0009] Figure 2 is a drawing showing an enlarged view of part A of Figure 1.

[0010] FIGS. 3a and FIGS. 3b are cross-sectional views taken along I-I` and II-II` of FIGS. 2, respectively.

[0011] Figure 4 is a plan view illustrating an enlarged portion of the configuration of Figure 1.

[0012] Fig. 5 is a front view illustrating the ship of Fig. 1.

[0013] FIGS. 6a and 6b are drawings illustrating the air resistance performance effect of a ship according to one embodiment of the present invention.

[0014] One aspect of the present invention provides a ship having a hull having a loading space for loading cargo and a first engine room in which a drive unit is arranged, a plurality of layers arranged in front of the loading space and a living quarters arranged above a collision bulkhead arranged inside the hull, and a wheelhouse arranged above the living quarters, wherein the living quarters have a cabin area arranged behind the collision bulkhead.

[0015] In addition, the area ratio of the cabin area occupied by each floor of the said accommodation area may increase as one moves upward from the said accommodation area.

[0016] Additionally, the cabin area may have substantially the same length along the length of the vessel on each floor of the accommodation area.

[0017] In addition, the above-mentioned residential area may have a height lower than the maximum loading height of the above-mentioned loading space.

[0018] In addition, the wheelhouse may be positioned at the rear of the collision bulkhead.

[0019] In addition, the hull may have a second engine room positioned below the accommodation area and behind the collision bulkhead.

[0020] In addition, the hull may have a thruster room positioned below the second engine room and behind the collision bulkhead.

[0021] In addition, the above-mentioned residential area may have a shape that narrows toward the front.

[0022] Additionally, the accommodation area is spaced apart from the hull at a predetermined interval, and the vessel may further include a support member positioned between the accommodation area and the hull.

[0023] In addition, the support member may be connected to the living quarters at the rear of the collision bulkhead.

[0024] Hereinafter, various embodiments of the present disclosure are described in conjunction with the accompanying drawings. As various embodiments of the present disclosure may be subject to various modifications and may have various embodiments, specific embodiments are illustrated in the drawings and described in detail. However, this is not intended to limit the various embodiments of the present disclosure to specific forms, and it should be understood that they include all modifications and / or equivalents and substitutions that fall within the spirit and scope of the various embodiments of the present disclosure. In relation to the description of the drawings, similar reference numerals have been used for similar components.

[0025] The terms used in the various embodiments of this disclosure are used merely to describe specific embodiments and are not intended to limit the various embodiments of this disclosure. The singular expression includes the plural expression unless the context clearly indicates otherwise.

[0026] In the drawings, the size of components may be exaggerated or reduced for convenience of explanation. For example, the size and thickness of each component shown in the drawings are depicted arbitrarily for convenience of explanation, so the following embodiments are not necessarily limited to those illustrated.

[0027] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by those skilled in the art to which the various embodiments of this disclosure pertain.

[0028] In the following embodiments, terms such as "include" or "have" mean that the features or components described in the specification are present, and do not preclude the possibility that one or more other features or components may be added.

[0029] Where an embodiment can be implemented differently, a specific process sequence may be performed differently from the order described. For example, two processes described consecutively may be performed substantially simultaneously or proceed in the reverse order of the description.

[0030] In the following, the x-axis, y-axis, and z-axis are not limited to the three axes of an orthogonal coordinate system but can be interpreted in a broader sense that includes them. For example, the x-axis, y-axis, and z-axis may be orthogonal to each other, but they may also refer to different directions that are not orthogonal to each other. For the convenience of explanation, the x-axis may be defined as the longitudinal direction of the ship, the y-axis as the width direction of the ship, and the z-axis as the height direction of the ship. In other words, the x-axis may be defined as the bow direction and forward of the ship, and the -x-axis may be defined as the stern direction and rear of the ship.

[0031] FIG. 1 is a drawing illustrating a ship according to one embodiment of the present invention.

[0032] In the following description, the vessel (10) may be a large vessel such as an oil tanker, LNG carrier, LPG carrier, container carrier, car carrier, bulk carrier, or mineral carrier that carries a large amount of minerals, crude oil, natural gas, or thousands of containers in its cargo hold and sails the ocean, but is not limited thereto and may include all types of vessels and marine structures. However, for the convenience of explanation, the following description will focus on an embodiment in which the vessel (10) loads and transports containers (C).

[0033] Referring to FIG. 1, a vessel (10) according to one embodiment of the present invention may include a hull (100), a living quarters (200), and a wheelhouse (300).

[0034] The hull (100) may be a basic structure that floats in seawater, supports the load of the ship (10), and forms the overall framework of the ship (10).

[0035] The hull (100) can provide space for other components of the ship (10) to be placed or for cargo such as containers (C) to be loaded.

[0036] In the following, the ‘bow of the hull’ is defined as a part of the hull (100) that is relatively closer to the front than to the rear, and the ‘stern of the hull’ can be defined as a part of the hull (100) that is relatively closer to the rear than to the front.

[0037] A first engine room (ER1) may be placed inside the hull (100). The first engine room (ER1) is placed inside the hull (100) and can provide a space for mechanical equipment responsible for supplying power for the propulsion of the ship (10).

[0038] For example, a drive unit (ME) for propulsion of the ship (10) may be placed inside the first engine room (ER1). The drive unit (ME) is placed inside the first engine room (ER1) and can provide rotational force to a propeller (P) connected to the hull (100). In the process of the propeller (P) rotating to generate thrust, components such as a reduction gear (not shown) placed inside the first engine room (ER1) can operate organically.

[0039] The first engine room (ER1) can be positioned at the stern of the hull (100). That is, the first engine room (ER1) can be positioned adjacent to the propeller (P) located at the rear end of the hull (100). Thus, the power transmission path between the drive unit (ME) located inside the first engine room (ER1) and the propeller (P) can be shortened, thereby improving power transmission efficiency.

[0040] A collision bulkhead (CB) may be placed inside the hull (100). The collision bulkhead (CB) may be a structure for preventing the spread of flooding by dividing the interior of the hull (100) into compartments and for ensuring the structural stability of the hull (100).

[0041] The collision bulkhead (CB) may extend in the width direction of the hull (100). The collision bulkhead (CB) may have a shape that extends in the width direction of the hull (100) so as to partition the internal space of the hull (100) in the length direction of the vessel (10). For example, the space in front of and behind the collision bulkhead (CB) may be spatially separated by the collision bulkhead (CB).

[0042] A collision bulkhead (CB) may be positioned at the bow. It may be positioned at a predetermined distance from the front of the hull (100) to block the inflow of fluid caused by the impact and reduce the impact when the hull (100) collides forward.

[0043] An engine casing (EC) may be placed on the exterior of the hull (100). The engine casing (EC) may be placed on the upper part of the first engine room (ER1) to protect various equipment placed inside the first engine room (ER1) from the outside. For example, the engine casing (EC) may spatially separate the drive unit (M) placed inside the first engine room (ER1) from the outside, so that the drive unit (M) can operate in an environment independent of the external environment.

[0044] The engine casing (EC) is fluidically connected to the first engine room (ER1) so that exhaust generated inside the first engine room (ER1) can be discharged to the outside. For example, an opening communicating with the outside is formed in the engine casing (EC) so that exhaust gas discharged from the drive unit (M) of the first engine room (ER1) can be discharged to the outside. Thus, the environment inside the first engine room (ER1) can be properly maintained.

[0045] The hull (100) may have a loading space (LS) on which a container (C) can be loaded. The loading space (LS) may have a predetermined area and height on the hull (100) on which the container (C) can be loaded. That is, the loading space (LS) limits the space on the hull (100) on which the container (C) can be loaded, thereby ensuring safety during the operation of the vessel (10) loaded with the container (C).

[0046] Although FIG. 1 illustrates a loading space (LS) being positioned on the outside of the hull (100), the location where the loading space (LS) is positioned is not limited to the outside of the hull (100). For example, the loading space (LS) may be positioned on the inside of the hull (100). That is, the vessel (10) may operate with a container (C) loaded on the inside of the hull (100) and transport the container (C).

[0047] In one embodiment, the engine casing (EC) may be placed inside the loading space (LS). In other words, not only the container (C) but also other components of the vessel (10) may be placed inside the loading space (LS). For example, a mast may be placed in the loading space (LS) that communicates with the interior of the hull (100) and discharges substances such as BOG (Boil-off gas) generated inside the hull (100) to the outside.

[0048] Although FIG. 1 illustrates a container (C) being loaded in the loading space (LS) of a ship (10), the container (C) may not be loaded in the ship (10) depending on the cargo transport process. However, for convenience of explanation, the following description will focus on an embodiment in which a container (C) is loaded in the loading space (LS) of a ship (10).

[0049] In the following, the term 'habitation area' can be defined as a concept that includes not only a space for the residence of crew members or workers, but also a superstructure that performs various functions related to the operation and management of the ship (10), such as a communication room.

[0050] The accommodation area (200) may be placed on the hull (100). The accommodation area (200) may provide space for the activities or rest of the crew during the operation of the vessel (10).

[0051] The accommodation area (200) can be positioned at the bow of the hull (100). For example, the accommodation area (200) can be positioned at one end of the bow direction on the hull (100) to ensure a clear view so that a crew member inside can look out. Thus, operations such as steering and route monitoring for the operation of the vessel (10) can be carried out smoothly.

[0052] The residential area (200) may have multiple floors. Each floor of the residential area (200) may be used as a living space for the crew, an office space, etc. For example, a sleeping room for the crew's living may be provided on each floor of the residential area (200). Each floor of the residential area (200) may be connected to one another through a passageway such as stairs.

[0053] In one embodiment, the accommodation area (200) may be positioned in front of the loading space (LS). In other words, the accommodation area (200) is positioned in front of the container (C) placed in the loading space (LS) so as to interfere with the air flowing toward the container (C) during the operation of the vessel (10). Thus, air resistance is reduced during the operation of the vessel (10), thereby improving the fuel efficiency of the vessel (10).

[0054] The wheelhouse (300) may be a space for adjusting the course of the vessel (10) during operation. Various control devices, such as a steering device and a navigation device, for controlling the vessel (10) may be placed in the wheelhouse (300).

[0055] The wheelhouse (300) can be positioned above the accommodation area (200). That is, the wheelhouse (300) is positioned higher than the accommodation area (200) so that a clear view for the operation of the vessel (10) can be easily secured.

[0056] Figure 2 is a drawing showing an enlarged view of part A of Figure 1.

[0057] In the present specification, a plurality of configurations being 'overlapping' can be defined as being positioned such that at least one side of each configuration overlaps with the other when viewed from the height direction of the vessel (10).

[0058] Referring to FIG. 2, the accommodation area (200) can be positioned above the collision bulkhead (CB). In other words, the accommodation area (200) can be positioned to overlap with the collision bulkhead (CB). That is, the accommodation area (200) can be positioned at the front end of the hull (100) to secure a wider space behind the accommodation area (200). Thus, space for loading cargo can be secured, and the space efficiency of the vessel (10) can be improved.

[0059] The accommodation area (200) may have a shape in which its length decreases in the direction of separation from the hull (100). Again, the length of the accommodation area (200) in the longitudinal direction of the vessel (10) may decrease as it is separated from the hull. Since the accommodation area (200) has an outer surface inclined toward the rear of the vessel (10), when it comes into contact with air flowing from the front to the rear of the vessel (10), it can induce the airflow to flow toward the upper part of the accommodation area (200).

[0060] That is, when the air flow comes into contact with the accommodation area (200), it flows toward the upper part of the accommodation area (200), thereby reducing the air resistance applied to the accommodation area (200). Thus, fuel efficiency can be improved during the operation of the vessel (10).

[0061] In one embodiment, the accommodation area (200) may have an accommodation height (HA) that is lower than the loading height (HC), which is the maximum height of the loading space (LS). The accommodation height (HA) is formed lower than the loading height (HC) so that the center of gravity can be located adjacent to the hull (100). Thus, the structural stability of the accommodation area (200) can be improved.

[0062] One side of the accommodation area (200) can be positioned in front of the collision bulkhead (CB). The accommodation area (200) can be extended in front of the collision bulkhead (CB) to secure a larger area of ​​the accommodation area (200). Thus, the limited space on the hull (100) can be utilized efficiently.

[0063] In other words, the lower surface (200a) of the accommodation area (200) facing the hull (100) overlaps with the collision bulkhead (CB), but the upper surface (200b) of the accommodation area (200) facing the height direction of the vessel (10) may not overlap with the collision bulkhead (CB). One side of the lower part of the accommodation area (200) extends forward of the collision bulkhead (CB), while the upper surface (200b) of the accommodation area (200) may be positioned behind the collision bulkhead (CB).

[0064] For example, the uppermost layer of the multiple layers of the accommodation area (200) may be positioned behind the collision bulkhead (CB). Thus, in the event of a collision occurring in front of the vessel (10) within the accommodation area (200), an area protected by the collision bulkhead (CB) can be secured.

[0065] In the following, the ‘cabin area (AC)’ may be defined as an area or space having a minimum area that includes a cabin inside the accommodation area (200).

[0066] A cabin area (AC) may be placed inside the accommodation area (200). The cabin placed inside the accommodation area (200) may be placed within the cabin area and not in other areas.

[0067] The space located within the cabin area (AC) is not limited to the cabin. For example, a day room, etc., may be additionally located within the cabin area (AC). The cabin area (AC) may be a space that determines the area within the living quarters (200) where a cabin can be located.

[0068] Other spaces to support the crew's living may be provided in areas within the living quarters (200) other than the cabin area (AC). For example, a laundry room, a galley, or a recreation room may be provided in areas within the living quarters (200) other than the cabin area (AC). The types of spaces that may be provided within the living quarters (200) are not limited to those described above.

[0069] In the following, "placed at the rear" may be defined to include not only cases where one component is spaced apart and placed at the rear of another component, but also cases where one side of one component is placed to overlap with one side of another component.

[0070] In one embodiment, the cabin area (AC) of the accommodation area (200) may be positioned behind the collision bulkhead (CB). Since the collision bulkhead (CB) forms a structure for preventing flooding and reducing impact upon collision, the stability of the cabin area (AC) positioned behind the collision bulkhead (CB) can be improved. Thus, the safety of the crew members housed inside the cabin can be ensured.

[0071] That is, the accommodation area (200) can be positioned to overlap with the collision bulkhead (CB), while the cabin area (AC) can be positioned behind the collision bulkhead (CB). Thus, the space efficiency of the vessel (10) can be improved and the safety of the crew can be ensured at the same time.

[0072] The accommodation area (200) may be spaced apart from the hull (100) at a predetermined interval. For example, the accommodation area (200) may be spaced apart from the hull (100) at a predetermined interval along the height direction of the vessel (10). Mooring equipment (M), etc., may be placed in the space secured between the accommodation area (200) and the hull (100).

[0073] A support member (S) may be positioned between the hull (100) and the accommodation area (200). The support member (S) may connect the hull (100) and the accommodation area (200) to support the position of the accommodation area (200) relative to the hull (100). For example, the support member (S) may support the distance between the hull (100) and the accommodation area (200).

[0074] In one embodiment, the support member (S) may include a first support member (S1) and a second support member (S2).

[0075] The first support member (S1) has a shape that extends in the height direction of the vessel (10) and may have an inclination toward the stern. During the operation of the vessel (10), interference between the first support member (S1) and the air is minimized, thereby reducing air resistance acting on the accommodation area (200), and as a result, the fuel efficiency of the vessel (10) can be improved.

[0076] The first support member (S1) may have a shape that becomes thicker in the height direction of the vessel (10). The lower part of the first support member (S1) may have a larger cross-sectional area than the upper part. In other words, the first support member (S1) is connected to the hull (100) with a lower part having a larger area than the upper part, so that when a load is transferred from the first support member (S1) to the hull (100), the stress applied to the hull (100) can be distributed. Thus, the support structure of the accommodation area (200) for the hull (100) can be strengthened.

[0077] The first support member (S1) may overlap with the collision bulkhead (CB). Specifically, one side of the first support member (S1) connected to the hull (100) may overlap with the collision bulkhead (CB). The first support member (S1) may be positioned above the collision bulkhead (CB) and supported by the collision bulkhead (CB). That is, the first support member (S1) can transfer the load transmitted from the accommodation area (200) to the collision bulkhead (CB), thereby allowing the accommodation area (200) to be stably supported by the hull (100).

[0078] Meanwhile, the other side of the first support member (S1) connected to the accommodation area (200) may be positioned at the rear of the collision bulkhead (CB). By supporting the accommodation area (200) at the rear of the collision bulkhead (CB), the first support member (S1) can ensure that the support structure of the accommodation area (200) is maintained even in the event of a collision with the ship (10).

[0079] The second support member (S2) may be positioned behind the first support member (S1). The second support member (S2) may be spaced apart from the first support member (S1) at a predetermined interval toward the rear. The second support member (S2) may support the residential area (200) in cooperation with the first support member (S1). Thus, the support structure of the residential area (200) can be made robust.

[0080] The wheelhouse (300) is positioned above the living quarters (200) and can be positioned behind the collision bulkhead (CB). By positioning the wheelhouse (300) behind the collision bulkhead (CB), the impact of an external collision can be minimized and a stable steering environment can be secured.

[0081] In one embodiment, that is, the outer surface of the wheelhouse (300) may have a slope toward the height direction of the vessel (10). For example, the wheelhouse (300) may have a shape that increases in length toward the height direction of the vessel (10). The length of the wheelhouse (300) in the length direction of the vessel (10) may increase toward the height direction of the vessel (10).

[0082] In other words, the uppermost part of the wheelhouse (300) can advance further forward than the lowermost part of the wheelhouse (300). At this time, the field of view for observing the front of the ship (10) inside the wheelhouse (300) can be widened. Thus, the external view provided to the crew inside the wheelhouse (300) for the operation of the ship (10) is more secured, and visual information for the operation of the ship (10) can be obtained more easily.

[0083] Various spaces for the operation of the vessel (10) may be arranged adjacent to the collision bulkhead (CB) inside the hull (100). In one embodiment, a second engine room (ER2) and a thruster room (TR) may be arranged inside the hull (100).

[0084] Various equipment for supplying power to the residential area (200) may be placed in the second engine room (ER2). For example, a generator (GE), a fuel cell, a battery, etc. may be placed in the second engine room (ER2) to be electrically connected to the residential area (200).

[0085] The second engine room (ER2) can be positioned below the residential area (200). The second engine room (ER2) can be positioned to overlap with the residential area (200). Thus, the electrical connection path between the equipment inside the second engine room (ER2) and the residential area (200) is shortened, and power loss during power supply can be minimized.

[0086] The thruster room (TR) can provide a space in which a bow thruster (not shown) can be installed. The bow thruster placed inside the thruster room (TR) can generate lateral thrust to assist in attitude and direction control during the operation of the vessel (10).

[0087] The thruster room (TR) can be positioned below the second engine room (ER2). Again, the thruster room (TR) can be positioned to overlap with the second engine room (ER2), thereby shortening the electrical connection path with power supply devices, such as a generator (GE), located inside the second engine room (ER2). Thus, power loss is minimized when generating lateral thrust of the ship, and the power efficiency of the ship (10) can be maximized.

[0088] The second engine room (ER2) and thruster room (TR) can be positioned behind the collision bulkhead (CB). That is, in the event of an event such as a collision of the ship (10), the inflow of fluid into the second engine room (ER2) and thruster room (TR) is prevented by the collision bulkhead (CB), and the impact applied to the equipment placed inside each space can be reduced. Thus, the structural stability of the ship (10) can be improved.

[0089] FIGS. 3a and FIGS. 3b are cross-sectional views taken along I-I` and II-II` of FIGS. 2, respectively.

[0090] FIG. 3a illustrates a first floor (201) of a residential area (200), and FIG. 3b illustrates a second floor (202) of a residential area (200). The first floor (201) may be a floor located below the second floor (202).

[0091] Referring to FIG. 3a, the forward distance (L1), which is the distance from the collision bulkhead (CB) to the front end of the residential area (200), may be smaller than the rear distance (L2), which is the distance from the collision bulkhead (CB) to the rear end of the residential area (200).

[0092] In other words, the space located behind the collision bulkhead (CB) within the interior space of the accommodation area (200) may be larger than the space located in front of the collision bulkhead (CB). Thus, the impact or damage to the accommodation area (200) can be minimized in the event of an event such as a collision of the ship (10).

[0093] Referring to FIGS. 3a and 3b, the cross-sectional shape of the first layer (201) and the cross-sectional shape of the second layer (202) can correspond to each other. That is, the aspect in which the accommodation area (200) in the first layer (201) interferes with the air flowing from the front of the vessel (10) and the aspect in which the accommodation area (200) in the second layer (202) interferes with the air flowing from the front of the vessel (10) can correspond to each other.

[0094] By having the cross-sectional shapes of each layer of the accommodation area (200) correspond to each other, the front outer edge of the accommodation area (200) can form a continuous shape. Furthermore, the formation of vortices caused by the rapid change of air flowing from the front of the vessel (10) can be prevented, so that the distribution of drag force applied to the accommodation area (200) during the operation of the vessel (10) can be maintained uniformly.

[0095] A first cabin area (AC1) may be provided on the first floor (201) of the residential area (200), and a second cabin area (AC2) may be provided on the second floor (202).

[0096] In one embodiment, the cabin area (AC) may have substantially the same length in the longitudinal direction of the vessel (10) on each floor of the accommodation area (200). For example, the first cabin area (AC1) and the second cabin area (AC2) may have substantially the same length in the longitudinal direction of the vessel (10) on the first floor (201) and the second floor (202). That is, the first length (D1), which is the longitudinal length of the vessel (10) of the first cabin area (AC1), may correspond to the second length (D2), which is the longitudinal length of the vessel (10) of the second cabin area (AC2).

[0097] Since the first length (D1) of the first cabin area (AC1) and the second length (D2) of the second cabin area (AC2) correspond to each other, the arrangement and structure of the cabins placed in the cabin area (AC) of each floor can be standardized. In other words, the spatial structure between each floor of the accommodation area (200) is aligned with each other, so that the facility configuration between each floor can be efficiently achieved. Thus, maintenance and repair of the accommodation area (200) can be made easier and structural stability can be improved.

[0098] In another embodiment, the cabin area (AC) may correspond to the area of ​​each floor of the accommodation area (200). For example, the first cabin area (AC1) and the second cabin area (AC2) may have corresponding areas.

[0099] In other words, even if the area of ​​the accommodation area (200) becomes smaller as the floors get higher, the area of ​​the cabin area (AC) on each floor can be maintained at a constant level. That is, the space where the crew can live on each floor of the accommodation area (200) can be maintained at a constant level. Thus, space for the crew to live on during the operation of the ship (10) can be secured.

[0100] In another embodiment, the area ratio of the cabin area (AC) may increase as it moves toward the upper floors of the accommodation area (200). For example, the area ratio of the first cabin area (AC1) on the first floor (201) may be smaller than the area ratio of the second cabin area (AC2) on the second floor (202).

[0101] Even if the area of ​​the living quarters (200) becomes narrower as it goes up to the upper floors, the area of ​​the cabin area (AC) on each floor increases, so the area of ​​the cabin where the crew is accommodated can be secured. Thus, the living space for the crew can be secured.

[0102] One side of the first support member (S1) connected to the accommodation area (200) may overlap with the cabin area (AC). The first support member (S1) may be connected to the accommodation area (200) at the bottom of the cabin area (AC). The first support member (S1) can transmit the load applied from the cabin area (AC) to the hull (100). Thus, the cabin area (AC) where the crew resides can be more stably supported by the hull (100).

[0103] Multiple first support members (S1) may be provided. The load transmitted from the residential area (200) to the first support members (S1) is transmitted to multiple first support members (S1), so that the load transmitted to each first support member (S1) can be distributed. That is, the load applied to the first support members (S1) is reduced, so that the residential area (200) can be supported more stably.

[0104] Figure 3 illustrates that two first support members (S1) are arranged on the vessel (10), but the number of first support members (S1) is not limited thereto. The vessel (10) may include various numbers of first support members (S1) depending on the weight, arrangement, and shape of the accommodation area (200).

[0105] Figure 4 is a plan view illustrating an enlarged portion of the configuration of Figure 1.

[0106] Referring to FIG. 4, the accommodation area (200) may have a shape that narrows toward the front. The width of the accommodation area (200) may be minimum at one end in the bow direction and maximum at the other end in the stern direction. The accommodation area (200) has a small width at the front so that it can minimize the effect on the airflow when it interferes with the airflow. Thus, the air resistance applied to the accommodation area (200) can be minimized.

[0107] Since the living area (200) has a shape that widens toward the rear, the air flowing along the outer side of the living area (200) can flow toward the outer side of the container (C). That is, among the air flowing along the outer side of the living area (200), the amount of air flowing into the space between the living area (200) and the container (C) can be reduced.

[0108] At this time, the strength of the vortex formed by the air flowing between the accommodation area (200) and the container (C) can be reduced. By reducing the strength of the vortex generated between the accommodation area (200) and the container (C), the strength of the drag force applied to the accommodation area (200) can be reduced. Thus, the air resistance applied to the vessel (10) during operation of the vessel (10) is reduced, and fuel efficiency during operation of the vessel (10) can be improved.

[0109] The wheelhouse (300) may have a smaller area than the upper surface (200b) of the living quarters (200). That is, the upper surface (200b) of the living quarters (200) that supports the wheelhouse (300) from below may have a larger area than the steering room.

[0110] The wheelhouse (300) is positioned on the upper surface (200b) of the large-area accommodation (200) and can be stably supported by the accommodation (200). Thus, the support structure of the wheelhouse (300) becomes robust, and the structural stability of the ship (10) can be improved.

[0111] In detail, the wheelhouse (300) may overlap with the accommodation area (200). Again, when observed in the height direction of the vessel (10), the outer side of the wheelhouse (300) may be included in the outer side of the accommodation area (200). Thus, in adverse conditions, the wheelhouse (300) can be protected from waves, etc. by the accommodation area (200).

[0112] The wheelhouse (300) may have a shape corresponding to the upper surface of the accommodation area (200). Additionally, when the accommodation area (200) and the wheelhouse (300) are viewed from the height direction of the vessel (10), the upper surface (200b) of the accommodation area (200) and the shape of the wheelhouse (300) may correspond to each other. When air flowing along the accommodation area (200) comes into contact with the wheelhouse (300), the influence of the wheelhouse (300) on the air flow can be minimized. Thus, the air resistance applied to the wheelhouse (300) can be minimized.

[0113] The living quarters (200) and the wheelhouse (300) can be spaced apart from the loading space (LS) at a predetermined distance. The living quarters (200) can be spaced apart from the container (C) placed in the loading space (LS) at a predetermined distance. Thus, the transmission of impact to the living quarters (200) by the container (C) is prevented, and the structural stability of the living quarters (200) can be ensured.

[0114] In one embodiment, the accommodation width (LA), which is the maximum width of the accommodation area (200), may be smaller than the loading width (LC), which is the maximum width of the loading space (LS). In other words, when viewed from the front to the rear of the vessel (10), the accommodation area (200) may be positioned to be contained within the loading space (LS). Since the accommodation area (200) has a smaller width than the loading space (LS), the air flow in contact with the accommodation area (200) during the operation of the vessel (10) is reduced, and the air resistance applied to the vessel (10) may be reduced. Thus, fuel efficiency may be improved during the operation of the vessel (10).

[0115] Fig. 5 is a front view illustrating the ship of Fig. 1.

[0116] Referring to FIG. 5, the accommodation area (200) of a ship (10) according to one embodiment of the present invention may have a width that decreases toward the height direction of the ship (10).

[0117] In other words, the first width (W1) of the lower surface (200a) of the accommodation area (200) may be larger than the second width (W2) of the upper surface (200b) of the accommodation area (200). The accommodation area (200) may have an outer surface that slopes toward the center of the vessel (10) along the width direction of the vessel (10).

[0118] The width of the residential area (200) may have a maximum value at the bottom and a minimum value at the top. The first width (W1) may be the maximum width of the residential area (200), and the second width (W2) may be the minimum width of the residential area (200). In this case, the first width (W1) may correspond to the residential area width (LA) of FIG. 4.

[0119] Since the accommodation area (200) has an outer surface that is inclined along the width direction of the vessel (10), the effect on the air flowing along the width direction of the vessel (10) can be minimized. When the air flowing along the width direction of the vessel (10) comes into contact with the accommodation area (200), it flows along the incline of the accommodation area (200), thereby reducing the effect on the accommodation area (200). Thus, the air resistance in the width direction of the vessel (10) applied to the accommodation area (200) is reduced, and the attitude of the vessel (10) can be maintained stably during operation.

[0120] In one embodiment, the second width (W2) of the accommodation area (200) may be larger than the third width (W3) of the wheelhouse (300). Since the third width (W3) of the wheelhouse (300) is smaller than the second width (W2), the proportion of air flowing along the outer surface of the accommodation area (200) and toward the upper surface (200b) of the accommodation area (200) in contact with the wheelhouse (300) may be reduced. As the air flow interfered with by the wheelhouse (300) is reduced, the air resistance applied to the vessel (10) during operation is reduced, and the fuel efficiency of the vessel (10) may be improved.

[0121] The residential area (200) may be supported by a plurality of support members (S). Specifically, the residential area (200) may be supported by a plurality of first support members (S1) and a plurality of second support members (S2). Although FIG. 5 is illustrated as the residential area (200) being supported by three second support members (S2), the number of second support members (S2) is not limited thereto.

[0122] For example, the first support member (S1) and the second support member (S2) can be arranged symmetrically with respect to the center of the vessel (10). In other words, the load applied from the accommodation area (200) to each of the first support member (S1) and the second support member (S2) can be uniform. Thus, the support structure of the accommodation area (200) supported by each of the first support member (S1) and the second support member (S2) can be maintained stably.

[0123] FIGS. 6a and 6b are drawings illustrating the air resistance performance effect of a ship according to one embodiment of the present invention.

[0124] FIG. 6a is a diagram illustrating the airflow during the operation of a ship in which the accommodation area is located in the center of the hull. Referring to FIG. 6a, the air flowing from the front to the rear of the ship can come into direct contact with the container.

[0125] Air flowing from the front to the rear of the vessel may be interfered with by the container, causing a significant change in the direction of flow. In other words, as the air flow changes significantly, strong air resistance may be applied to the container (C).

[0126] Additionally, air in contact with the container positioned at the front of the hull moves in the vertical direction of the vessel, and a large low-pressure area may be formed at the top of the container. In other words, a low-pressure area is formed at the top of the container and a high-pressure area is formed at the front of the container, so that drag force may be applied to the rear of the vessel. Thus, fuel efficiency may be reduced during the operation of the vessel (10).

[0127] FIG. 6b is a diagram illustrating the flow of air during the operation of a vessel (10) according to one embodiment of the present invention. Referring to FIG. 6b, air flowing from the front to the rear of the vessel (10) may come into contact with a living quarters (200) located at the bow.

[0128] Air flowing from the front to the rear of the vessel (10) may be interfered with by the accommodation area (200) located at the front of the container (C). However, the change in the direction of air flow may not be significant due to the shape of the accommodation area (200).

[0129] For example, the accommodation area (200) has a shape that narrows toward the front of the ship (10), so that air flowing toward the ship (10) can move along the outer side of the accommodation area (200) and flow toward the port and starboard sides of the ship (10).

[0130] Alternatively, the accommodation area (200) may have a shape in which its length decreases in a direction away from the hull (100), so that air flowing toward the ship (10) can move along the outer side of the accommodation area (200) and flow toward the top of the container (C).

[0131] That is, the residential area (200) placed in the ship minimizes changes in air flow, thereby minimizing air resistance applied to the residential area (200).

[0132] Air in contact with the accommodation area (200) located at the front of the hull (100) moves to the top of the container (C), so that air flow can be formed on the top of the container (C). That is, unlike the vessel of FIG. 6a, the vessel (10) according to one embodiment of the present invention forms flow on the top of the container (C), so that the magnitude of the drag force applied to the vessel (10) can be minimized. Thus, fuel efficiency can be maximized during the operation of the vessel (10) according to one embodiment of the present invention.

[0133] A vessel according to one embodiment of the present invention can improve the structural stability of the vessel and maximize space utilization by utilizing the arrangement of accommodation areas and spaces located within the accommodation areas and the hull. A vessel according to one embodiment of the present invention can reduce air resistance by utilizing accommodation areas located at the bow of the hull, and can improve the fuel efficiency and structural stability of the vessel by utilizing the arrangement of cabin areas within the accommodation areas and the second engine room and thruster room within the hull.

[0134] As such, the present invention has been described with reference to the embodiments illustrated in the drawings, but this is merely illustrative, and those skilled in the art will understand that various modifications and equivalent alternative embodiments are possible therefrom. Accordingly, the true technical scope of protection of the present invention should be determined by the technical spirit of the appended claims.

[0135] The specific practices described in the embodiments are examples and do not limit the scope of the embodiments in any way. Furthermore, unless specifically stated as "essential," "importantly," etc., components may not be strictly necessary for the application of the present invention.

[0136] In the specification of the embodiments (particularly in the claims), the use of the term "the above" and similar descriptive terms may be in both singular and plural. Furthermore, unless there is an explicit description of the order of the steps constituting the method according to the embodiments, said steps may be performed in a suitable order. The embodiments are not necessarily limited by the order in which said steps are described. The use of any examples or exemplary terms (e.g., etc.) in the embodiments is merely for the purpose of describing the embodiments in detail, and the scope of the embodiments is not limited by said examples or exemplary terms unless limited by the claims. Furthermore, those skilled in the art will understand that various modifications, combinations, and changes may be made according to design conditions and factors within the scope of the claims or equivalents to which they are added.

[0137] The vessel according to the embodiment of the present invention can be applied to various types of vessels equipped with accommodation areas.

Claims

1. A hull having a cargo space for loading cargo and a first engine room in which a drive unit is arranged; A living quarters having multiple layers and positioned in front of the loading space, and positioned above a collision bulkhead positioned inside the hull; and A wheelhouse positioned above the above-mentioned residential area; including, The above residential area is A ship having a cabin area positioned at the rear of the aforementioned collision bulkhead.

2. In Paragraph 1, The above cabin area is A ship in which the ratio of the area occupied by each floor of the above-mentioned living quarters increases as one goes up the floors of the above-mentioned living quarters.

3. In Paragraph 1, The above cabin area is A vessel having substantially the same length in the longitudinal direction of the vessel on each floor of the above-mentioned accommodation area.

4. In Paragraph 1, The above residential area is A vessel having a height lower than the maximum loading height of the above-mentioned loading space.

5. In Paragraph 1, The above wheelhouse is positioned at the rear of the collision bulkhead, on a ship 6. In Paragraph 1, The above hull A ship having a second engine room positioned below the above-mentioned accommodation area and positioned behind the above-mentioned collision bulkhead 7. In Paragraph 6, The above hull A ship having a thruster room positioned below the second engine room and positioned behind the collision bulkhead.

8. In Paragraph 1, The above-mentioned accommodation is a ship having a shape that narrows toward the front.

9. In Paragraph 1, The above accommodation area is spaced apart from the hull at a predetermined interval, and A vessel further comprising a support member disposed between the above-mentioned accommodation area and the above-mentioned hull.

10. In Paragraph 9, The above support A vessel connected to the accommodation area at the rear of the aforementioned collision bulkhead.

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