Ship

Abstract

The present invention relates to a ship, comprising: a cabin disposed on the upper portion of a bow deck of a bow area; a trunk structure including a trunk deck; and a plurality of wind power auxiliary propulsion devices each disposed on the trunk structure and assisting the propulsion force of the ship using wind, wherein the plurality of wind power auxiliary propulsion devices are disposed to be staggered relative to one another along the longitudinal direction of the ship, and at least one of the plurality of wind power auxiliary propulsion devices is disposed in the upper region of a cargo tank located at the rearmost position among the cargo tanks.

Description

shipping

[0001] The present invention relates to a ship.

[0002] Due to recent stricter environmental regulations and rising fuel costs, there is an increasing demand for technologies to reduce ship fuel consumption and emissions. Accordingly, Wind-Assisted Propulsion Systems (WAPS), which utilize wind to assist in ship propulsion, can be applied; these systems can provide fuel savings by alleviating the burden on the main engine depending on operating conditions.

[0003] Meanwhile, since these wind-assisted propulsion systems utilize wind flow to assist in the propulsion of a vessel, their performance can be significantly influenced by the ship's structural conditions and operating environment. In other words, the state of the wind entering the wind-assisted propulsion system can vary depending on various factors, such as the ship's shape, the arrangement of the deck and superstructure, and the flow characteristics formed during operation; consequently, the propulsion assistance effect can also fluctuate. Therefore, wind-assisted propulsion systems have the characteristic that it is difficult to consistently achieve the same performance depending on the vessel to which they are applied and the operating conditions.

[0004] Furthermore, when multiple wind-assisted propulsion systems are applied to a vessel, the airflow generated by each system can influence one another, causing the overall propulsion efficiency to vary depending on the arrangement. As such, since the performance of a wind-assisted propulsion system can be affected not only by the characteristics of a single unit but also by the vessel's overall layout conditions and the relationships between the units, a more comprehensive consideration is required when applying such systems.

[0005] The objective of the present invention is to provide a ship in which the efficiency of a wind-assisted propulsion system is maximized. The problems of the present invention are not limited to those mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the description below.

[0006] A ship according to one aspect of the present invention is divided into a cargo area for storing cargo, a bow area provided in front of the cargo area, and a stern area provided in the rear of the cargo area, wherein the cargo area is equipped with a plurality of cargo tanks for storing cargo, and comprises: a cabin disposed on the upper part of the bow deck of the bow area; a trunk structure including an upper deck of the cargo area, a trunk deck, and an inclined surface connecting the upper deck and the trunk deck; and a plurality of wind-assisted propulsion devices, each disposed on the trunk structure and assisting the propulsion of the ship using wind, wherein the plurality of wind-assisted propulsion devices are arranged to be staggered from one another along the longitudinal direction of the ship, and at least one of the plurality of wind-assisted propulsion devices is disposed in the upper area of ​​the cargo tank located at the rearmost of the cargo tanks.

[0007] The above plurality of wind-assisted propulsion devices can be arranged alternately to the left and right with respect to the centerline of the vessel.

[0008] The distance between the plurality of wind-assisted propulsion devices mentioned above may be at least three times the maximum width of each wind-assisted propulsion device.

[0009] At least one of the plurality of wind-assisted propulsion devices may be positioned in the upper area of ​​the cargo tank located at the foremost of the cargo tanks.

[0010] Each of the above wind-assisted propulsion devices can be installed on the outer side of the trunk deck.

[0011] The apparatus further includes a platform coupled to the inclined surface and forming a support surface parallel to the trunk deck on the outer side of the trunk deck, and each wind-assisted propulsion device can be installed vertically with respect to the trunk deck by being installed on the support surface of the platform.

[0012] The plurality of wind-assisted propulsion devices include a first wind-assisted propulsion device and a second wind-assisted propulsion device that assist the propulsion of the vessel by utilizing wind through different operating mechanisms, and the respective positions of the first wind-assisted propulsion device and the second wind-assisted propulsion device can be determined based on the degree of turbulence influence on the trunk structure.

[0013] The first wind-assisted propulsion device is an active type wind-assisted propulsion device, and the second wind-assisted propulsion device may be a passive type wind-assisted propulsion device.

[0014] It may further include a structure that forms turbulence affecting the operation of the wind-assisted propulsion device by the wind; and a windshield that reduces the formation of turbulence by the structure by guiding the wind directed toward the structure to flow continuously along the periphery of the structure.

[0015] The above structure is a compressor room provided in front of the wind-assisted propulsion device on the upper deck, and the windshield may be a streamlined cap installed on the front side of the compressor room.

[0016] The present invention has the effect of improving the utilization efficiency of wind flowing into a wind-assisted propulsion device by optimizing the placement conditions of the wind-assisted propulsion device during ship design. The effects of the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description in the claims.

[0017] FIG. 1 is a schematic side view of a ship according to a first embodiment of the present invention.

[0018] FIG. 2 is a top view of a ship according to a first embodiment of the present invention.

[0019] FIGS. 3a and 3b, FIGS. 4a and 4b illustrate flow analysis data on the trunk deck of a ship according to a first embodiment of the present invention.

[0020] FIG. 5 is a cross-sectional view of a ship according to the first embodiment of the present invention.

[0021] FIG. 6 is a diagram of a ship in one state according to the first embodiment of the present invention.

[0022] FIG. 7 is a schematic side view of a ship according to a second embodiment of the present invention.

[0023] FIG. 8 is a diagram illustrating flow analysis data on the trunk deck of a ship according to a second embodiment of the present invention.

[0024] FIG. 9 is a schematic side view of a ship according to a third embodiment of the present invention.

[0025] The objects, specific advantages, and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. It should be noted that in assigning reference numerals to the components of each drawing in this specification, identical components are assigned the same number whenever possible, even if they are shown in different drawings. Furthermore, in describing the present invention, detailed descriptions of related prior art are omitted if it is determined that such detailed descriptions would unnecessarily obscure the essence of the invention.

[0026] Furthermore, it should be noted that the term "prior" in this invention is merely a comparative example to explain the features of the invention and does not necessarily imply that the content is publicly known.

[0027] Additionally, terms including ordinal numbers, such as first, second, etc., may be used to describe various components, but said components are not limited by said terms. These terms are used solely for the purpose of distinguishing one component from another.

[0028] In this specification, the vessel may be a merchant ship carrying various types of cargo. The cargo may be standardized goods or substances, such as containers. Alternatively, the cargo may be gas, which is a substance transported in a liquid state with a boiling point lower than room temperature, such as LNG, LPG, ethane, methanol, ammonia, hydrogen, CO2, etc. In other words, the type of vessel is not limited in this invention.

[0029] Furthermore, the concept of the vessel of the present invention includes not only merchant ships that transport cargo, but also cruise ships that transport people, FSRUs, FPSOs, Bunkering vessels, offshore plants, etc. that are moored and work in a certain area.

[0030] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. For reference, the longitudinal direction and the fore-and-aft direction of the vessel are identical in the following description, the width direction of the vessel is identical to the left-right direction, and the height direction of the vessel is identical to the up-and-down direction. Additionally, the deck is a part provided horizontally on the hull, and the deck may be provided at a certain height above the bottom surface of the hull.

[0031] That is, the term "height of the deck" below refers to the height in the vertical direction relative to the base line. However, the deck may be in the form of a generally flat surface or a sloped surface. In the latter case, the height of the deck refers to any one of the average height, minimum height, or maximum height.

[0032] The vessel in this embodiment is a concept that encompasses gas carriers, merchant ships that transport various cargo or people, and offshore plants such as FLNG and FSRU.

[0033] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

[0034] FIGS. 1 to 6 illustrate a ship according to a first embodiment of the present invention. FIG. 1 shows a schematic side view of the ship, FIG. 2 shows a top view of the ship, FIG. 5 shows a front cross-sectional view of the ship, and FIG. 6 shows one state of the ship.

[0035] Referring to FIGS. 1 to 6, a ship (1) according to the first embodiment of the present invention includes a hull. The hull is a structure that forms the outer surface of the ship (1) and is formed in a shape that is long in length and relatively small in width and height. The hull can be divided into an interior and an exterior, and cargo, an engine, etc. are provided inside the hull. In addition, a cabin (10), an engine casing (20), a compressor room (30), mooring equipment, and various other outfitting facilities or electrical facilities may be provided outside the hull.

[0036] In this embodiment, the vessel (1) may be divided into a cargo area (CA), a bow area (FA), and a stern area (AA). These areas encompass both the interior and exterior of the hull and may also include other structures or equipment added to the hull. The cargo area (CA), the bow area (FA), and the stern area (AA) may be a longitudinal section of the vessel (1) of the present invention. The features of this embodiment for each area will be described in detail below.

[0037] The Cargo Area (CA) stores cargo. The Cargo Area (CA) may refer to the approximately central portion relative to the hull. The hull has the largest cross-section in the central portion along the length, and the cross-section may decrease in the forward and aft portions. In this case, the Cargo Area (CA) may include the central portion of the hull where the cross-section is constant in the fore-and-aft direction.

[0038] Furthermore, the cargo area (CA) may further include at least a portion of the forward and aft sections of the hull in which the cross-sectional area is somewhat reduced. For example, the forward section of the cargo area (CA) may have a shape with a smaller cross-sectional area than other sections.

[0039] The cargo area (CA) can store various types of cargo without limitation. However, in this embodiment, if the vessel (1) is a liquefied natural gas carrier, the cargo area (CA) can store liquefied natural gas. To this end, a cargo tank (41) may be provided in the cargo area (CA).

[0040] In the cargo area (CA), cargo tanks (41) can be accommodated inside the hull. Multiple cargo tanks (41) are provided along the length of the hull, and adjacent cargo tanks (41) can be spaced apart from each other by bulkheads.

[0041] The upper surface of the cargo tank (41) may be referred to as the inner deck, and an exposed deck (ED) exposed to the outside is provided on the upper part of the inner deck.

[0042] The cargo tank (41) may have an octagonal cross-section to maximize volume by taking into account the cross-sectional shape of the hull. In this case, the exposed deck (ED) may also be provided to correspond to the upper polygonal structure of the cargo tank (41).

[0043] For example, the exposed deck (ED) is highest in the center in the width direction, and this part may be referred to as the trunk deck (TD), which is provided on top of the inner deck.

[0044] Meanwhile, on the left and right sides in the width direction of the exposed deck (ED), an upper deck (UD) with a height lower than that of the trunk deck (TD) may be provided. The trunk deck (TD) and the upper deck (UD) may be connected to each other via a slope (S). In this embodiment, the protruding structure including the trunk deck (TD), the slope (S), and the upper deck (UD) may be referred to as the trunk structure (40).

[0045] The upper deck (UD) may extend between the fore and aft ends of the cargo area (CA), but in the present embodiment, the upper deck (UD) may transition into a lower deck (LD) at the fore end of the cargo area (CA). The lower deck (LD) is configured to be parallel to the fore deck (FD) described later and may be a deck with a lower height compared to the upper deck (UD).

[0046] In the cargo area (CA), a plurality of vent masts (42) for discharging liquefied gas released from the cargo storage space within the cargo area (CA) into the atmosphere may be provided on the trunk deck (TD). The plurality of vent masts (42) may be spaced apart from each other along the longitudinal direction of the hull on the trunk deck (TD). Additionally, cranes for work in the cargo area may be placed on the trunk deck (TD).

[0047] The trunk structure (40) of the cargo area (CA) is equipped with at least one wind-assisted propulsion device (50) that assists the propulsion of the vessel (1) by generating a force that contributes to the propulsion of the vessel (1) using wind.

[0048] In this embodiment, the wind-assisted propulsion device (50) may be at least one of a wing sail, a rotor sail, and a suction sail, but is not limited thereto. Additionally, a cargo tank (41) for accommodating carbon-neutral fuel or biofuel may be placed in the trunk structure (40) of the cargo area (CA).

[0049] The bow area (FA) is provided in front of the cargo area (CA). The bow area (FA) may include the bow portion of the hull and covers the forward portion based on the direction of operation of the vessel (1). The bow area (FA) has a shape in which the width of the hull narrows rapidly as it moves forward. Therefore, unlike the cargo area (CA), the space inside and outside the bow area (FA) is relatively narrow.

[0050] In the bow area (FA), a fore deck (FD) separating the interior and exterior of the hull may be provided. In this embodiment, a cabin (10) is provided on the fore deck (FD). At this time, the cabin (10) may include at least a wheelhouse (11) and, together with the wheelhouse (11), a living room (12).

[0051] Meanwhile, the wind power assist propulsion device (50) assists in the propulsion of the ship (1) by generating lift using wind.

[0052] At this time, when multiple wind power assist propulsion devices (50) are arranged in close proximity to each other, turbulence or flow disturbance formed by the front wind power assist propulsion device (50) may affect the flow of wind incident on the rear wind power assist propulsion device (50), and accordingly, the propulsion assist efficiency of the rear wind power assist propulsion device (50) may be reduced.

[0053] The first embodiment of the present invention relates to an arrangement of wind power assist propulsion devices (50) in which the propulsion assist efficiency by a plurality of such wind power assist propulsion devices (50) is maximized.

[0054] Referring to FIG. 2, which illustrates a top view of a ship according to a first embodiment of the present invention, a plurality of wind power assist propulsion devices (50) according to the present embodiment are arranged to be staggered from each other along the longitudinal direction of the ship (1) on the trunk structure (40). At this time, at least one of the plurality of wind power assist propulsion devices (50) may be placed in the upper area of ​​the rearmost cargo tank (41) among the plurality of cargo tanks (41) arranged at the bottom of the trunk structure (40).

[0055] In this embodiment, the upper region of the cargo tank (41) is not limited to the area directly above the cross-sectional area of ​​the cargo tank (41), but may include the area between adjacent cargo tanks (41) in the front-rear direction. Additionally, in the left-right direction, it may be defined to include the area formed between the left or right end of the cargo tank (41) and the left or right end of the hull. Accordingly, the upper regions of adjacent cargo tanks (41) may overlap at least partially.

[0056] Meanwhile, the cargo tank (41) located at the foremost position and the cargo tank (41) located at the rearmost position do not have a cargo tank (41) adjacent to their front and rear, respectively. In this case, the upper front end area of ​​the foremost cargo tank (41) can be defined to include the area formed between the front end of the cargo tank (41) and the front end of the trunk structure (40), and the upper rear end area of ​​the rearmost cargo tank (41) can be defined to include the area formed between the rear end of the cargo tank (41) and the rear end of the trunk structure (40).

[0057] In addition, in this embodiment, the fact that the wind power assist propulsion device (50) is placed in a specific area does not mean that the entire structure of the wind power assist propulsion device (50) is included within that area. For example, it may mean that at least one of the center, rotation axis, or reference point of the wind power assist propulsion device (50) is located within that area.

[0058] In conventional ships (1), there were limitations in placing a wind-assisted propulsion device (50) at the rear end of the trunk structure (40) due to the cabin (10) being located in the stern area (AA). However, in the ship (1) according to the present embodiment, the cabin (10) is located in the bow area (FA), so the wind-assisted propulsion device (50) can be placed up to the rear end of the trunk structure (40) (i.e., the upper area of ​​the rearmost cargo tank (41)). Accordingly, the spacing between the wind-assisted propulsion devices (50) can be secured more widely, and mutual interference between the wind-assisted propulsion devices (50) can be reduced.

[0059] In this embodiment, a plurality of wind-assisted propulsion devices (50) may be arranged alternately to the left and right with respect to the centerline of the vessel (1). For example, a plurality of wind-assisted propulsion devices (50) may be arranged alternately at the left end and the right end of the trunk deck (TD) along the longitudinal direction of the vessel (1).

[0060] At this time, a plurality of wind power auxiliary propulsion devices (50) may be arranged at a certain distance from each other, and the distance between the plurality of wind power auxiliary propulsion devices (50) may be at least three times the maximum width of each wind power auxiliary propulsion device (50).

[0061] Meanwhile, multiple wind power auxiliary propulsion devices (50) may be spaced apart along the entire length of the trunk structure (40), or spaced apart only in a part of the rear end of the trunk structure (40).

[0062] Hereinafter, a ship (1) equipped with first to fourth cargo tanks (41d) and first to fourth wind-assisted propulsion devices (50d) arranged sequentially from bow to stern will be described as an example. Here, the first cargo tank (41a) is located closest to the bow among the plurality of cargo tanks (41), and the fourth cargo tank (41d) is located closest to the stern. Additionally, the first wind-assisted propulsion device (50a) is located closest to the bow among the plurality of wind-assisted propulsion devices (50), and the fourth wind-assisted propulsion device (50d) is located closest to the stern.

[0063] In one embodiment of the present invention, a first wind-assisted propulsion device (50a) is positioned in the upper area of ​​the left rear end of the first cargo tank (41a), and a second wind-assisted propulsion device (50b) is positioned in the upper area of ​​the right rear end of the second cargo tank (41b). A third wind-assisted propulsion device (50c) is positioned in the upper area of ​​the left rear end of the third cargo tank (41c), and a fourth wind-assisted propulsion device (50d) is positioned in the upper area of ​​the right rear end of the fourth cargo tank (41d).

[0064] In this way, when wind power auxiliary propulsion devices (50) are distributed across the front end area to the rear end area of ​​the trunk structure (40), the distance between wind power auxiliary propulsion devices (50) can be increased, and accordingly, mutual interference between wind power auxiliary propulsion devices (50) can be reduced.

[0065] In another embodiment of the present invention, the first wind-assisted propulsion device (50a) may be positioned in the upper right area of ​​the second cargo tank (41b), and the fourth wind-assisted propulsion device (50d) may be positioned in the upper left area of ​​the fourth cargo tank (41d). Additionally, the second wind-assisted propulsion device (50b) and the third wind-assisted propulsion device (50c) may be alternately positioned between the first wind-assisted propulsion device (50a) and the fourth wind-assisted propulsion device (50d) along the longitudinal direction of the vessel (1).

[0066] In this way, by concentrating multiple wind-assisted propulsion devices (50) in the rear area of ​​the trunk structure (40), the influence of irregular flow occurring at the bow of the ship (1) can be avoided.

[0067] FIGS. 3a, 3b, 4a, and 4b show flow analysis data on the trunk deck of a ship according to a first embodiment of the present invention. FIGS. 3a and 4a illustrate a state in which four wind-assisted propulsion devices (50) are distributed from the front region to the rear region of the trunk structure (40), and FIGS. 3b and 4b illustrate a state in which four wind-assisted propulsion devices (50) are concentrated in the rear region of the trunk structure (40).

[0068] Referring to Figures 3a, 3b, 4a and 4b, it can be seen that when the four wind-assisted propulsion devices (50) are spaced further apart from each other, they generate more thrust than when the wind-assisted propulsion devices (50) are concentrated among each other.

[0069] Meanwhile, multiple wind-assisted propulsion devices (50) may be placed on the trunk deck (TD) of the trunk structure (40). In this case, the wind-assisted propulsion devices (50) may occupy a significant area of ​​the trunk deck (TD), which may cause problems.

[0070] Accordingly, in this embodiment, each wind power assist propulsion device (50) may be positioned on the outside of the trunk deck (TD). Referring to FIG. 5, which illustrates a cross-sectional view of a ship according to this embodiment, the ship (1) may include a platform (60) for positioning the wind power assist propulsion device (50) on the outside of the trunk deck (TD).

[0071] Each platform (60) includes an extension plate (61) and a support member (62). The extension plate (61) supports the lower end of each wind power auxiliary propulsion device (50) on the upper surface, thereby providing an area where the wind power auxiliary propulsion device (50) can be installed. The support member (62) can support the extension plate (61) by connecting the extension plate (61) and the trunk structure (40).

[0072] In one embodiment of the present invention, the support member (62) may be formed in the shape of a plurality of bars or plates connecting the lower surface of the extension plate (61) and the slope (S) of the trunk structure (40), but the shape and number of the support member (62) are not limited thereto as long as the extension plate (61) can be stably connected to the trunk structure (40).

[0073] In this embodiment, the platform (60) is positioned such that the extension plate (61) is located on the left and right outer sides of the trunk deck (TD) and can be fixedly connected to the slope (S) through a support member (62). At this time, for a more robust connection, it is also possible to connect one end of the extension plate (61) facing the slope (S) to the slope (S).

[0074] In this way, by using a platform (60) having a support surface parallel to the trunk deck (TD) to position the wind power assist propulsion device (50) on the outside of the trunk deck (TD), each wind power assist propulsion device (50) can be installed vertically with respect to the trunk deck (TD), and at the same time, the usable area of ​​the trunk deck (TD) can be secured.

[0075] Meanwhile, in this embodiment, the wind power assist propulsion device (50) may have a structure that can be extended in the direction of the ship's side. Accordingly, a part of the wind power assist propulsion device (50) may protrude outward from the full width of the ship (1). For example, if the wind power assist propulsion device (50) is a wing sail, a part of the wing sail may protrude outward from the ship's side in the deployed state.

[0076] This configuration is intended to improve the propulsion assist effect by securing a sufficient effective area of ​​the wind-assisted propulsion device (50) in operating conditions where relatively high propulsion assist force is required, such as during ocean voyages. On the other hand, in operating conditions where outward protrusion is restricted, such as when the ship enters port or when navigating in a narrow channel, the wind-assisted propulsion device (50) can be moved or folded so that the wind-assisted propulsion device (50) is positioned inside the ship (1).

[0077] Meanwhile, in order for the wind power assist propulsion device (50) to exhibit a higher propulsion assist effect, it is advantageous to configure it so that the effective area increases, so the wind power assist propulsion device (50) has a relatively large size. However, the size of such a wind power assist propulsion device (50) may generate unnecessary wind resistance when the wind power assist propulsion device (50) is not operating, which may actually hinder the propulsion of the vessel (1).

[0078] Accordingly, in this embodiment, as shown in FIG. 6, the wind power assist propulsion device (50) can be formed into a tiltable structure so that it can be folded and stored when not in use. In addition, to further reduce the volume during storage, the wind power assist propulsion device (50) can be formed into a telescopic structure in which the overall length or height can be extended and contracted by configuring a plurality of members to overlap or slide against each other.

[0079] Additionally, the wind-assisted propulsion device (50) may be positioned to form a continuous shape with the superstructure of the hull when tilted. For example, the wind-assisted propulsion device (50) may be installed on a streamlined superstructure and positioned to wrap at least partially around the superstructure when tilted, thereby reducing wind resistance.

[0080] Meanwhile, as various structures (70) (e.g., vent mast, crane, etc.) are arranged on the deck of the ship (1), the air flow may be disturbed by the structures (70) and turbulence may be formed. Such turbulence may affect the flow state of the wind incident on the wind-assisted propulsion device (50) and reduce the performance of the wind-assisted propulsion device (50). The second embodiment of the present invention relates to the arrangement of the wind-assisted propulsion device (50) to reduce the influence of turbulence caused by the structures (70) on the deck.

[0081] FIG. 7 is a schematic side view of a vessel (1) according to a second embodiment of the present invention. Hereinafter, the present embodiment will be described mainly in terms of how it differs from the previous embodiment, and any parts that are omitted from the description will be replaced by the previous content. This also applies to other embodiments below.

[0082] Referring to FIG. 7, the vessel (1) according to the present embodiment includes a fifth wind-assisted propulsion device (50e) and a sixth wind-assisted propulsion device (50f) that assist the propulsion of the vessel (1) by using wind through different operating mechanisms.

[0083] For example, the fifth wind power assist propulsion device (50e) is an active type wind power assist propulsion device (50) that generates or increases power by wind power by actively controlling air flow using external energy, and the sixth wind power assist propulsion device (50f) may be a passive type wind power assist propulsion device (50) that utilizes lift or drag generated by wind.

[0084] In this embodiment, the active type wind-assisted propulsion device (50) may be a rotor sail that generates a Magnus effect by rotating a rotating body and a suction sail that suppresses boundary layer separation by sucking air from the sail surface, and the passive type wind-assisted propulsion device (50) may be a wing sail.

[0085] Various structures (70) placed on the deck of the ship (1) can disrupt the air flow according to wind speed and wind direction to form turbulence, and the distribution and intensity of the turbulence thus formed may differ from each other depending on the shape and mutual arrangement of each structure (70).

[0086] In this embodiment, the placement location of the fifth wind-assisted propulsion device (50e) and the sixth wind-assisted propulsion device (50f) is determined based on the degree of influence of the turbulence formed by these structures (70) on the trunk structure (40).

[0087] The turbulence formed in this way can affect the flow state of the wind incident on each wind power auxiliary propulsion device (50). Accordingly, the degree of influence of the turbulence may include the extent to which the performance of the wind power auxiliary propulsion device (50) is degraded by the turbulence formed on the trunk structure (40).

[0088] The influence of such turbulence may be measured or evaluated by at least one of computational fluid dynamics (CFD) analysis, model testing, and full-scale measurements, but is not limited thereto.

[0089] FIG. 8 illustrates the results of analyzing the flow generated near the wind power auxiliary propulsion device (50) and the structure (70) on the trunk structure (40) of the ship. Referring to FIG. 8, it can be seen that the flow near the structure (70) is unstable and turbulence has occurred.

[0090] In this embodiment, the fifth wind power assist propulsion device (50e) is positioned at a location where the influence of turbulence is relatively high, and the sixth wind power assist propulsion device (50f) is positioned at a location where the influence of turbulence is relatively low.

[0091] This is because the performance of the manual type wind-assisted propulsion device (50) is directly determined by the flow state of the incident wind, and thus can be relatively greatly affected by turbulence formed by the deck structure (70) of the ship (1). Therefore, in this embodiment, the manual type sixth wind-assisted propulsion device (50f) is placed on the trunk structure (40) at a location where the degree of influence of turbulence is relatively low.

[0092] On the other hand, since the active type wind power assist propulsion device (50) can correct its operating state through rotation or flow control using external energy, the performance degradation caused by turbulence can be relatively mitigated compared to the passive type. Therefore, in this embodiment, the active type fifth wind power assist propulsion device (50e) is placed on the trunk structure (40) at a location where the influence of turbulence is relatively high (e.g., a location near the crane).

[0093] According to the present embodiment, by arranging different types of wind power auxiliary propulsion devices (50) based on the degree of turbulence influence, the performance degradation of the wind power auxiliary propulsion device (50) due to turbulence can be mitigated.

[0094] Meanwhile, the performance degradation of the wind-assisted propulsion device (50) can be mitigated by reducing the turbulence formed by the protruding structures on the deck. The third embodiment of the present invention relates to a ship in which the performance degradation of the wind-assisted propulsion device (50) can be mitigated by including a configuration for reducing the turbulence formed by the structures on the deck.

[0095] Referring to FIG. 9, a vessel (1) according to a third embodiment of the present invention includes a windshield (71). The windshield (71) reduces the formation of turbulence caused by the structure (70) by guiding wind toward the structure (70) to flow continuously along the periphery of the structure (70).

[0096] In one embodiment of the present invention, the windshield (71) is positioned on the front side of the protruding structure (70) on the deck and can guide the wind toward the structure (70) to flow continuously along the outer surface of the windshield (71). For example, the windshield (71) may have a gentle curved surface on the front side facing the wind and a streamlined shape that gradually converges toward the rear side.

[0097] Additionally, the windshield (71) may be formed to at least partially wrap around the outer edge of the structure (70). In this case, the windshield (71) may be positioned in contact with or close to the deck or the structure (70) at an edge adjacent to the structure (70) so as to prevent wind toward the structure (70) from flowing between the structure (70) and the windshield (71).

[0098] In another embodiment of the present invention, the windshield (71) may further include one or more inclined plates positioned in front of the structure (70). The inclined plates may be positioned at an angle to deflect wind flowing toward the structure (70) upward or sideways.

[0099] In another embodiment of the present invention, the windshield (71) may be configured to form a continuous outer shape without a step with the deck and the structure (70). For example, the windshield (71) may be formed in the form of a curved panel extending along the outer edge of the structure (70) from the upper surface of the deck, and the curved panel may be configured to rise gently from the front side of the structure (70) and then gradually connect to the top of the structure (70) at the rear.

[0100] For example, when the compressor room (30) is placed on the trunk deck (TD), air resistance increases due to the protruding shape of the compressor room (30), and turbulence may be formed at the rear of the compressor room (30). Accordingly, by placing streamlined caps at the front and rear of the compressor room (30), the air flow is induced to flow continuously along the periphery of the compressor room (30), thereby reducing air resistance caused by the compressor room (30) and reducing the generation of turbulence.

[0101] With such a windshield (71) arrangement, the phenomenon of air flow moving toward the structure (70) rapidly changing direction or separating can be suppressed. Accordingly, turbulence formed by the structure (70) is reduced, and as a result, the performance degradation of the wind power assist propulsion device (50) can be mitigated.

[0102] Meanwhile, as described above, the wind-assisted propulsion device (50) is formed to be long for propulsion assistance efficiency. At this time, if the cabin (10) is located in the stern area (AA) rather than the bow area (FA), a problem may occur in securing visibility from the wheelhouse (11).

[0103] In this embodiment, the vessel (1) includes one or more cameras that photograph the front of the hull, and can output an image of the front of the wheelhouse (11) without a wind-assisted propulsion device (50) using the image captured by one or more cameras.

[0104] More specifically, in this embodiment, one or more cameras may be positioned on the upper part of the hull so as to be located in front of the wind-assisted propulsion device (50), and may be installed, for example, at the upper end of the front trunk structure (40), the front mooring deck, or the front foremast. For the installation of the cameras, a post of appropriate height may be placed on the deck, and one or more cameras may be mounted on the said post.

[0105] The video captured by the camera can be transmitted to the navigation bridge in real time. A display device is provided in the navigation bridge, and the forward video of the wind-assisted propulsion device (50) is displayed on the display device, thereby allowing the driver in the wheelhouse (11) to check the forward situation. If necessary, a single camera video may be displayed as is, or a composite of videos captured by multiple cameras may be displayed.

[0106] According to the present embodiment, even when the front is obscured by the wind power assist propulsion device (50), the front can be seen as if the wind power assist propulsion device (50) does not exist, thereby supporting safe navigation.

[0107] In addition to the embodiments described above, the invention encompasses all embodiments resulting from a combination of the above embodiments and known technology.

[0108] Although the present invention has been described in detail through specific embodiments, this is for the purpose of specifically explaining the invention, and the invention is not limited thereto. It will be apparent that modifications or improvements can be made by those skilled in the art within the technical scope of the invention.

[0109] All simple variations or modifications of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be clarified by the appended claims.

Claims

1. A ship divided into a cargo area for storing cargo, a bow area provided in front of the cargo area, and a stern area provided in the rear of the cargo area, wherein the cargo area is equipped with a plurality of cargo tanks for storing cargo, A cabin positioned on the upper part of the fore deck of the above-mentioned fore section; A trunk structure comprising an upper deck of the cargo area, a trunk deck, and an inclined surface connecting the upper deck and the trunk deck; and Each includes a plurality of wind-assisted propulsion devices that are positioned on the trunk structure and use wind to assist the propulsion of the vessel. A ship characterized in that the plurality of wind-assisted propulsion devices are arranged to be staggered from one another along the longitudinal direction of the ship, and at least one of the plurality of wind-assisted propulsion devices is positioned in the upper region of the cargo tank located at the rearmost of the cargo tanks.

2. In Paragraph 1, A ship characterized in that the plurality of wind-assisted propulsion devices are alternately arranged left and right with respect to the centerline of the ship.

3. In Paragraph 1, A ship characterized in that the distance between the plurality of wind-assisted propulsion devices is at least three times the maximum width of each wind-assisted propulsion device.

4. In Paragraph 1, A ship characterized in that at least one of the plurality of wind-assisted propulsion devices is positioned in the upper area of ​​the cargo tank located at the foremost of the cargo tanks.

5. In Paragraph 1, A ship characterized in that each of the above wind-assisted propulsion devices is installed on the outer side of the trunk deck.

6. In Paragraph 1, It further includes a platform coupled to the above-mentioned inclined surface and forming a support surface parallel to the trunk deck on the outer side of the trunk deck, A ship characterized in that each of the above wind-assisted propulsion devices is installed on the support surface of the platform and is installed vertically with respect to the trunk deck.

7. In Paragraph 1, The plurality of wind-assisted propulsion devices include a first wind-assisted propulsion device and a second wind-assisted propulsion device that assist the propulsion of the vessel by utilizing wind through different operating mechanisms. A ship characterized in that the positions of the first wind-assisted propulsion device and the second wind-assisted propulsion device are determined based on the degree of turbulence influence on the trunk structure.

8. In Paragraph 7, A ship characterized in that the first wind-assisted propulsion device is an active type wind-assisted propulsion device and the second wind-assisted propulsion device is a passive type wind-assisted propulsion device.

9. In Paragraph 1, A structure that forms turbulence affecting the operation of the wind-assisted propulsion device by the wind; and A ship characterized by further including a windshield that reduces turbulence formation by the structure by guiding wind directed toward the structure to flow continuously along the periphery of the structure.

10. In Paragraph 9, The above structure is a compressor room provided on the upper deck in front of the wind-assisted propulsion device, and A ship characterized in that the windshield is a streamlined cap installed on the front side of the compressor room.

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