KR101735603B1 - Cargo loading ship - Google Patents

Abstract

The cargo loading vessel includes a plurality of side walls protruding upward from both sides of the hull, a plurality of bulkheads constituting the hull and designed to support the upper surface of the hull and partitioning the cargo hold into a plurality of hull cargo loading spaces, A deckhouse located above the plurality of sidewalls, and a cargo loading section surrounded by at least a lower surface of the deckhouse and opposite surfaces of the plurality of sidewalls and opened in the longitudinal direction of the hull. Thus, the cargo loading vessel may include a deckhouse and a cargo loading space formed through the plurality of side walls.

Description

Cargo loading ship {CARGO LOADING SHIP}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cargo loading technique, and more particularly, to a cargo loading vessel capable of securing an additional loading space for a ship.

Generally, a residence is a structure that is installed on the deck of the hull and is a space where the cockpit of the ship is provided and the crew is engaged in daily life and work. The residence may comprise a number of layers from the lowermost main deck to the top deck at the top, and may include a cabin where the crew may reside, a wheelhouse, a control room, and other amenities.

A container ship is a vessel for transporting a container, and the container can be loaded inside the hull or on the upper surface of the hatch cover. Container vessels may use lashing bridges to secure loaded containers.

Since the container can freely transport freight without external packaging, time and cost can be saved, and it is possible to prevent transportation accidents such as damage, loss or theft of freight, It is widely used because it can mechanize work. In order to reduce the transportation cost of containers, very large container ships have appeared, and container vessels can transport thousands of containers. It is important for container ships to maximize cargo loading space to reduce transportation costs.

Korean Patent Laid-Open Publication No. 10-2014-0068363 relates to a residence structure of a ship, which includes a living space, which is a living space of seafarers used floating on the sea, and a thruster as a propulsion means, And the thruster is disposed in the concave portion.

Korean Patent No. 10-1390927 relates to a ship residence, which includes a forward portion extending along the width direction of the ship at the forward position of the center of the residence of the ship, and a parallel portion extending in parallel with the forward portion at the rearward position of the residence A rear portion having a greater widthwise length than the front portion, and a side portion provided between the end portion of the front portion and the end portion of the rear portion.

Thus, conventional ships have not been able to solve the problem of the spatial limitation of the residential area and the cargo space.

Korean Patent Publication No. 10-2014-0068363 (published on June, 2014) Korean Registered Patent No. 10-1390927 (Registered on Apr. 24, 2014)

An embodiment of the present invention is to provide a cargo loading vessel capable of securing an additional loading space for a ship.

An embodiment of the present invention is to provide a cargo loading vessel including a cargo loading space formed through a deck house and a plurality of side walls. Here, the deckhouse can move on a plurality of sidewalls.

One embodiment of the present invention is to provide a cargo loading vessel comprising a plurality of bulkheads designed to constitute the hull and to support the upper surface of the hull and to partition the hold into a plurality of hull cargo loading spaces.

Among the embodiments, the cargo loading vessel may include a plurality of sidewalls disposed on each of the tops of the hull and having a predetermined length along the longitudinal direction of the hull, a plurality of sidewalls for relative movement with respect to the plurality of sidewalls, A plurality of bulkheads for supporting the upper surface of the hull and partitioning the cargo hold inside the hull into a plurality of cargo loading spaces and a plurality of bulkheads formed between the plurality of side walls and being open in the longitudinal direction of the hull, And the deck house is arranged to be capable of linear reciprocating movement in the longitudinal direction of the hull.

The plurality of bulkheads may include at least one fuel tank for storing fuel therein. In one embodiment, the hull may comprise a pipeline connected to the at least one fuel tank and disposed in the center of the line bottom.

In one embodiment, the at least one fuel tank can receive fuel from the bunker station through the pipeline and provide fuel to the engine room through the pipeline. The plurality of bulkheads may be equally spaced inside the cargo hold to form a plurality of hull cargo loading spaces of equal size.

The plurality of hull cargo loading spaces may be surrounded by a line bottom surface, a plurality of hull longitudinal bulkheads, and a hatch. In one embodiment, the cargo loading section can close the hatch when the cargo loading is completed in the cargo loading space of the hull opened by opening the hatch, and load the cargo on the hull.

The cargo loading vessel according to an embodiment of the present invention can secure an additional loading space.

The cargo loading vessel according to an embodiment of the present invention may include a cargo loading space formed through a deck house and a plurality of side walls. Here, the deckhouse can move on a plurality of sidewalls.

The cargo loading vessel according to an embodiment of the present invention may include a plurality of bulkheads constituting the hull and designed to support the upper surface of the hull and partition the cargo hold into a plurality of hull cargo loading spaces.

1 is a view illustrating a cargo loading vessel according to an embodiment of the present invention.
2 is a cross-sectional view illustrating the cargo loading vessel shown in Fig.
3 is a cross-sectional view illustrating another embodiment of the cargo loading vessel shown in Fig.
Figure 4 is a side view illustrating the cargo loading vessel of Figure 1;
5 is a side view illustrating another embodiment of the cargo loading vessel shown in Fig.
6 is a cross-sectional view illustrating another embodiment of the cargo loading vessel shown in Fig.
7 is a plan view illustrating the cargo loading vessel shown in Fig.
8 is a side view illustrating another embodiment of the cargo loading vessel shown in Fig.
Fig. 9 is a side view for explaining another embodiment of the cargo loading vessel shown in Fig. 1. Fig.
Fig. 10 is a view for explaining a coffer dam of the cargo loading vessel shown in Fig. 1. Fig.
Fig. 11 is a view for explaining the cargo loading process of the cargo loading vessel shown in Fig. 1. Fig.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

1 is a view illustrating a cargo loading vessel according to an embodiment of the present invention.

1, a cargo loading vessel 100 includes a plurality of side walls 110, a deck house 120, a cargo loading section 130, a hull 140, and a lashing bridge 150.

The plurality of side walls 110 may protrude in the upper direction of the hull 140 on both sides of the ship 100. In one embodiment, the plurality of sidewalls 110 is comprised of a plurality of layers and may include at least a portion of Accommodation. The plurality of sidewalls 110 are disposed at mutually corresponding positions in the upper portion of the hull 140 (i.e., the front end and the rear end are on the same extension line), and the upper deck house 120 is stably supported can do. The plurality of side walls 110 are each connected to both lower ends of the deck house 120 and are formed to be longer than the length of the deck house 120 (i.e., the bow and stern length direction of the ship 100) As shown in FIG. The plurality of side walls 110 support both ends of the deck house 120, respectively, so that the load of the deck house 120 can be dispersed. In one embodiment, the plurality of sidewalls 110 may be formed to have different lengths and widths depending on at least one of the type and size of the cargo loading vessel 100.

In one embodiment, the plurality of sidewalls 110 may include at least one fuel tank (not shown) for storing fuel. At least one fuel tank may be connected to the bunker station and engine room 143 via pipeline 145.

The deck house 120 can reciprocate in the longitudinal direction of the ship 100 at the upper portion of the plurality of side walls 110. More specifically, both side lower portions of the deck house 120 may be bent toward the plurality of side walls 110 to move in the longitudinal direction of the ship 100 at upper surfaces of the plurality of side walls 110. The deck house 120 can be reciprocated longitudinally at the top of the plurality of sidewalls 110 by means of movement (not shown).

In one embodiment, the deckhouse 120 is comprised of a plurality of layers and may include a portion of a habitat and a wheel house. The deck house 120 moves to the second position when the cargo 10 is loaded on the first section of the cargo loading section 130 and the cargo 10 is loaded on the second section of the cargo loading section 130 It is possible to return to the first position.

The cargo mount 130 may be open at least in the longitudinal direction of the ship 100 and surrounded by the underside of the deckhouse 120 and the inner side surfaces of the plurality of side walls 110. In one embodiment, the cargo loading section 130 can load cargo into the additional loading space generated through the reciprocating movement of the deckhouse 120. The cargo loading section 130 can load the cargo 10 in a plurality of cargo loading spaces defined by the lashing bridge 150. The cargo loading part 130 can be separated from the cargo hold through a hatch cover that can open and close the upper surface of the hull 140. [ The cargo loading section 130 can load the cargo when the cargo hold disposed below the hatch cover completes loading.

The hull 140 may be disposed under the plurality of side walls 110 and the cargo loading section 130. In addition, the hull 140 may form a plurality of bulkheads 141 through a cargo hold. The hull 140 may include a plurality of bulkheads 141, a fuel tank 142, an engine room 143, a valve 144, a pipeline 145, and the like. Each of the plurality of bulkheads 141 may be disposed in the width direction of the hull 140 to define a plurality of cargo loading spaces. The plurality of bulkheads 141 are designed to constitute the hull 140 and to support the upper surface of the hull, and the hold can be partitioned into a plurality of hull cargo loading spaces. In one embodiment, the plurality of bulkheads 141 may be equally spaced in the interior of the cargo hold to form a plurality of equally spaced hull cargo spaces in the longitudinal direction of the ship. The plurality of hull cargo loading spaces may be formed through the hull side surface, the bottom surface, the plurality of hull longitudinal bulkheads, and the hatch. That is, the plurality of hull cargo loading spaces are surrounded by a line bottom surface, a plurality of hull longitudinal bulkheads and hatches, and can be partitioned through a plurality of bulkheads 141.

In one embodiment, the plurality of bulkheads 141 may include at least one fuel tank (not shown) for storing fuel. The pipeline 145 may be connected to at least one fuel tank and disposed at the center of the line bottom surface. In addition, the pipeline 145 may interconnect the bottoms of the plurality of bulkheads 141. More specifically, at least one fuel tank can receive fuel from the bunker station via pipeline 145 and provide fuel to engine room 143 via pipeline 145. The pipeline 145 may be opened and closed by a valve 144. [ The pipeline 145 may extend in the longitudinal direction of the ship 100 through a line bottom surface.

In one embodiment, the fuel tank 142 may be formed of at least one tank for storing and storing fuel according to the type of fuel used in the ship and the state of the fuel. For example, the fuel tank 142 may be formed of at least one tank such as HFO (Heavy Fuel Oil), which is separated and stored in accordance with the presence or absence of refining when fuel requiring an additional refining process is used. In addition, the fuel tank 142 may be formed as one tank when fuel that can be used immediately without being subjected to a separate refining process such as MGO (Marine Gas Oil) is used.

In one embodiment, the fuel tank 142 may be disposed in at least the hull 140, the plurality of bulkheads 141, and the plurality of hull longitudinal bulkheads 210. That is, the fuel tank 142 includes at least a fuel tank disposed in the hull 140, a fuel tank disposed in the plurality of bulkheads 141, and a fuel tank disposed in the plurality of hull longitudinal bulkheads 210 . The cargo loading vessel 100 is configured to load the fuel tank 142 into the hull 140, the plurality of bulkheads 141 or the plurality of hull longitudinal bulkheads 210 based on the capacity of the fuel, the cargo load, Can be deployed.

The hull 140 may include a main machine (e.g., an engine) and an auxiliary machinery (e.g., a boiler) and associated structures (e.g., Engine Room Casing, Funnel, etc.) . That is, the hull 140 may include a plurality of hull cargo loading spaces other than the space where the main engine and the auxiliary engine are disposed.

The plurality of sidewalls 110 may be disposed therebetween to include a lashing bridge 150 that divides the cargo loading section 130 into a plurality of cargo loading spaces. The lashing bridge 150 can perform stable cargo loading by fixing the cargo, and can maximize the efficiency of cargo loading by partitioning the cargo loading space. In one embodiment, the lashing bridge 150 may be located on the front, back, or inner side of the plurality of sidewalls 110.

The lasing bridge 150 may be disposed between a plurality of sidewalls 110, including a plurality of columns 151 and a plurality of horizontal members 152. The plurality of columns 151 and the plurality of horizontal members 152 may be installed in a grid pattern inside the cargo loading section 130 to safely secure the cargo loaded in the cargo loading section 130.

In one embodiment, the plurality of columns 151 may be spaced apart at regular intervals between the plurality of sidewalls 110 and may extend in the vertical direction of the vessel 100. Here, the extended length of the plurality of columns 151 may be equal to or less than the height of the plurality of sidewalls 110. The plurality of columns 151 can guide the operation of the crane when the cargo is loaded.

In one embodiment, a plurality of horizontal members 152 are disposed between two rows of the plurality of columns 151, and may be installed to form a plurality of layers. The plurality of horizontal members 152 may perform the securing of the cargo loaded on the cargo loading section 130, and the at least one horizontal member 152 may include a crossover passage.

2 is a cross-sectional view illustrating the cargo loading vessel shown in Fig.

2, the hull 140 may include a plurality of hull longitudinal walls 210, a bottom surface 220, a cargo hold 230, a hatch cover 240, and a hatch 250.

The plurality of hull longitudinal walls 210 constitute both side surfaces of the hull 140 and the plurality of side walls 110 may project upwardly of the plurality of hull longitudinal walls 210. The plurality of hull longitudinal bulkheads 210 constitute the hull 140 and may have a width equal to the width of the plurality of side walls 110 or designed to be wider than the width of the plurality of side walls 110. The plurality of hull longitudinal bulkheads 210 can support the load of the plurality of side walls 110 and the load of the deckhouse 120 dispersed on both sides. The plurality of hull longitudinal bulkheads 210 are designed to have a width equal to or greater than the width of the plurality of sidewalls 110 so that the plurality of sidewalls 110, The load of the deck house 120 can be stably supported. In other words, the plurality of hull longitudinal bulkheads 210 can enhance the structural stability of the cargo loading vessel 100.

In one embodiment, the cargo mount 130 and the cargo hold 230 can load the same amount of cargo in the width direction of the hull 140. In another embodiment, the lower portion of the cargo loading portion 130 and the upper portion of the cargo hold 230 can load the same amount of cargo in the width direction of the hull 140. Thus, the upper end of the hatch cover 240 and the lower end of the hatch 250 can load the same amount of cargo in the width direction of the hull 140.

The plurality of hull longitudinal bulkheads 210 may include at least one fuel tank (not shown) for storing fuel. The pipeline 145 may connect at least one fuel tank with the bunker station and the engine room 143. The pipeline 145 may extend in the longitudinal direction of the hull 140 within the plurality of hull longitudinal bulkheads 210.

In one embodiment, the length of the plurality of hull longitudinal partitions 210 may be longer than the length of the plurality of sidewalls 110. The plurality of hull longitudinal bulkheads 210 may be divided into a portion for supporting the plurality of sidewalls 110 and other portions. That is, the plurality of hull longitudinal walls 210 may form the hull 140 together with the line bottom surface 220 and may be longer than the length of the plurality of side walls 110.

The hatch 250 corresponds to an opening formed in the upper portion of the hull 140 to load cargo on the cargo hold 230 and a hatch cover 240 may be disposed thereon. The hatch cover 240 may be disposed on the hatch 250 to separate the cargo mount 130 from the cargo hold 230. [ In one embodiment, the hatch cover 240 is a device for opening and closing the hatch 250, which may be made of steel. The hatch cover 240 has sufficient strength to be safe from an external impact and can be made water-tight. That is, the hatch cover 240 can seal the hatch 250 so that rainwater or seawater does not enter the cargo hold 230.

In one embodiment, the hatch cover 240 may be implemented to be actuated by a machine to enable rapid opening and closing. The hatch cover 240 may be implemented as a pontoon type, a single type, a folding type, or a rolling type.

In one embodiment, the cargo mount 130 closes the hatch cover 240 when the hatch cover 240 is opened to open the hatch 250 to complete cargo loading into the plurality of hull cargo loading spaces, ) Can be closed to load cargo.

The deck house 120 may include first and second residence sections 121 and 122, a wheel house 123 and a coffer dam 260. The first and second housing units 121 and 122 may be realized as a horizontal structure formed in a multi-layered structure and may be supported by a vertical structure formed at both ends of the coffer dam 260. The first and second housing units 121 and 122 correspond to a space for residence of a crew member, and the wheel house 123 can be disposed at the upper end thereof.

The deck house 120 may form a coffer dam 260 at a lower portion thereof toward the cargo loading portion 130. The coffer dam 260 may be disposed on the lower surface of the first and second housing units 121 and 122. The coffer dam 260 is exposed toward the cargo loading part 130 and may be disposed horizontally irrespective of the bending of the deck house 120. That is, the coffer dam 260 can buffer the vibration and shock generated in the cargo loading part 130 and structurally reinforce the deck house 120.

The coffer dam 260 can block heat and gas when a fire occurs in the cargo loading part 130. In one embodiment, the coffer dam 260 can implement its interior as a double bulkhead. The copper dam 260 can be implemented in various forms such as a heat insulating material filled with polyurethane, a structure forming a vacuum space, or a wall receiving an inert gas. Vibration or noise may be damped in the process of passing through the copper dam 260, and heat and gas may be blocked by the copper dam 260.

In one embodiment, when the deck house 120 is embodied in a C-shape, the coffer dam 260 can be disposed between the horizontal structure and the folded structure of the deck house 120. [ That is, the coffer dam 260 can be disposed at the lower end of the horizontal structure of the deck house 120. As a result, the coffer dam 260 is exposed toward the cargo loading part 130 and can be disposed horizontally irrespective of the bending of the deck house 120. The coffer dam 260 can attenuate both the vibration transmitted from the cargo loading section 130 to the plurality of side walls 110 and the noise transmitted from the cargo loading section 130.

The coffer dam 260 may contain a wiring or piping line connected to the deck house 120 disposed at the top thereof, including a double partition wall and a support bulkhead. Hereinafter, the configurations of the double barrier ribs and the support barrier ribs are described in detail in FIG.

3 is a cross-sectional view illustrating another embodiment of the cargo loading vessel shown in Fig.

3, the deck house 120 may be located at one end of the plurality of sidewalls 110 and the cargo mount 130 may include at least a lower surface of the deck house 120 and a plurality of sidewalls 110 And an additional loading space for loading cargo at the other end of the plurality of sidewalls 110. The cargo loading space may be formed in the cargo loading space. The additional loading space may be formed at the other end of the upper portion of the plurality of side walls 110, at the upper end of the rear portion of the cargo loading space, and at the rear of the deck house 120.

The cargo loading unit 130 can load the cargo in the additional loading space when the cargo loading is completed in the cargo loading space and the deck house 120 is located in front of the plurality of side walls 110. [ More specifically, when the deck house 120 is positioned behind the plurality of side walls 110, the cargo loading section 130 can load cargo in the first half of the cargo loading space. The deck house 120 can be moved forward of the plurality of side walls 110 when the cargo loading is completed in the front half of the cargo loading space. When the deckhouse 120 moves forward of the plurality of sidewalls 110, the cargo loading unit 130 can load cargo in the second half of the cargo loading space and load cargo in the additional loading space.

In one embodiment, the deckhouse 120 can be prevented from moving if the cargo is loaded in the additional loading space. The additional loading space may correspond to a space in which the deck house 120 is temporarily placed in the cargo loading process or in which additional cargo is loaded.

In one embodiment, each of the plurality of sidewalls 110 may include a bracket module 310 protruding from the recessed top surface 320 toward the cargo mount 130. The bracket module 310 may support the cargo loaded in a recessed space with the recessed top surface 320 of the plurality of sidewalls 110. For example, when the cargo is loaded in the recessed space of the plurality of side walls 110, a bracket module 310 may be installed to prevent a part of the cargo from protruding from the recessed space.

In one embodiment, the bracket module 310 can be detached from the plurality of sidewalls 110. More specifically, the bracket module 310 can be detached from the plurality of sidewalls 110 as necessary according to the size or quantity of the container accommodated in the recessed space of the plurality of sidewalls 110. The bracket module 310 may be detached from the plurality of sidewalls 110 when the arrangement of the bracket modules 310 is unnecessary in the process of loading the cargo on the cargo mount 130.

In one embodiment, the plurality of sidewalls 110 may include a plurality of drainage spaces at an outer lower portion thereof. If the plurality of sidewalls 110 comprise a plurality of drain spaces, an outer pillars may be disposed between the plurality of drain spaces to support the plurality of sidewalls 110.

In one embodiment, the deckhouse 120 may be embodied in a top shape on top of the plurality of sidewalls 110. When the deck house 120 is embodied in a c-shape, the lower end of each deck house 120 may be bent toward the upper portion of the plurality of side walls 110. The bent lower ends of the deck house 120 may each include a moving means and the deck house 120 may be reciprocated on the upper side of the plurality of side walls 110 through moving means.

The cargo mount 130 is surrounded by at least the underside of the deckhouse 120 and the opposing sides of the plurality of sidewalls 110 so that the width at the top of the hull 140 is greater than the width of the deckhouse 120. [ Of the hull 140 can be opened in the longitudinal direction of the hull 140 so as to be smaller than the width at the bottom of the hull 140. More specifically, when the upper portion of the inner side surface of the plurality of side walls 110 is depressed, the upper portion of the cargo loading portion 130 is increased by the recessed space so that the cargo loading space facing the lower portion of the deck house 120 May be wider than the cargo loading space facing the upper portion of the hull (140). In addition, the width of the upper portion of the plurality of sidewalls 110 may be narrower than the width of the lower portion thereof.

Figure 4 is a side view illustrating the cargo loading vessel of Figure 1;

Referring to FIG. 4, the cargo loading vessel 100 may further include a bent base 410 from the upper portion to the lower portion of the hull 140.

The base 410 is disposed below the plurality of side walls 110, and the center of the lower portion thereof can be inclined toward the hull 140. The base 410 may be disposed between the plurality of sidewalls 110 and the plurality of hull longitudinal walls 210 to disperse stress due to the plurality of sidewalls 110. More specifically, the base 410 may receive stresses that are partially added from the plurality of sidewalls 110 by the operation of the vessel, the influence of seawater, or the movement of the deckhouse 120, The stress can be dispersed in the plurality of hull longitudinal bulkheads 210.

In one embodiment, the hull 140 may include a plurality of hull longitudinal bulkheads 210 concaved at the center corresponding to the structure of the base 410. The plurality of hull longitudinal bulkheads 210 may be concave at the center to join with the base 410. On the other hand, the plurality of hull longitudinal partitions 210 may be horizontally formed on the upper surface thereof, except for a portion that engages with the base 410.

In one embodiment, the length of the plurality of hull longitudinal bulkheads 210 may be greater than the length of the base 410 in the longitudinal direction of the hull 140. The plurality of hull longitudinal bulkheads 210 may include a portion that engages with the base 410 and a portion that does not engage with the base 410. In other words, the plurality of hull longitudinal partitions 210 may be composed of a part having an inclined concave upper surface and a part having a horizontally formed upper surface.

The plurality of hatch coamings 420 may extend toward the curved lower portion of the base 410. The height of the plurality of hatch coamers 420 may decrease as they approach the curved lower portion of the base 410. That is, the side surfaces of the plurality of hatch coamers 420 may form a sharp shape toward the curved lower portion of the base 410. The bent lower portion of the base 410 may directly face the hull 140 and both ends of the lower portion of the base 410 may face the upper ends of the plurality of hatch coamings 420. The curved lower portion of the base 410 may include an entrance 440 through which the source can enter and exit between the plurality of hatch coamings 420.

In one embodiment, the plurality of sidewalls 110 have ducts 430 formed thereon. The duct 430 may provide a connection path for a wiring or piping line connected between the hull 140 and the deck house 120. That is, the duct 430 may correspond to a fixed connection passage of the wiring or piping line fixedly coupled to the upper portion of the plurality of side walls 110. The duct 430 may be positioned behind the deck house 120 when the deck house 120 is moved to the first position and the duct 430 may be located behind the deck house 120 when the deck house 120 is moved to the first position. The duct 430 may be located in front.

The duct 430 may enclose therein a wiring or piping line connected between the hull 140 and the deck house 120. In other words, the duct 430 can connect the wiring or piping line to the deck house 120 regardless of the movement of the deck house 120. In addition, the deck house 120 may form a passage through which the duct 430 can pass in order not to be obstructed by the duct 430 during its movement.

5 is a side view illustrating another embodiment of the cargo loading vessel shown in Fig.

Referring to FIG. 5, the cargo loading part 130 can load cargo through the round trip of the deck house 120.

In one embodiment, the plurality of sidewalls 110 may be implemented with a driving wheel, a sliding rail, or a rack-pinion gear to further include moving means (not shown) to support movement of the deckhouse 120. For example, the sliding rails are respectively disposed on the upper portions of the plurality of side walls 110, and the driving wheels are respectively disposed at both lower portions of the deck house 120 so that the driving wheels are moved along the sliding rails in the longitudinal direction of the ship 100 Can be moved. That is, the moving means may be disposed above the plurality of sidewalls 110 to reciprocate the deck house 120 in the longitudinal direction of the ship 100.

In one embodiment, the collecting vessel 100 may further include a motion recognition sensor (not shown). The motion recognition sensor can provide a degree of deviation of the deck house 120 during the movement of the deck house 120. The motion recognition sensor can be controlled through monitoring in the deck house 120 and can prevent departure and damage of the deck house 120. [ For example, the motion recognition sensor is implemented as a laser sensor. When a laser beam is reflected from a plurality of sidewalls 110 after a laser is transmitted to a plurality of sidewalls 110, a plurality of sidewalls 110 are shifted It can be determined that the plurality of sidewalls 110 are misaligned when the laser is not received.

The deck house 120 moves to the second position 540 when the cargo is loaded in the first section of the cargo loading section 130 and moves to the second position 540 in the second section of the cargo loading section 130, And can move to the first position 530 when loaded. Hereinafter, the cargo loading process according to the movement of the deck house 120 will be described in detail with reference to FIG.

The duct 430 may correspond to a fixed connection passage of a wiring or piping line fixedly coupled to the upper portion of the plurality of side walls 110. When the deckhouse 120 moves to the first position 530, the duct 430 may be positioned behind the deckhouse 120 and when the deckhouse 120 moves to the second position 540 The duct 430 may be located in front of the deck house 120. In one embodiment, the duct 430 may be connected to a drag chain 510 that wraps or guides the path of a wire or piping line. In other words, the drag chain 510 can prevent damage to the wiring or piping line passing through the inside thereof. The piping line can be realized as a flexible pipe that can change its shape when the deck house 120 reciprocates. The drag chain 510 may be connected to the deck house 120 via the plurality of sidewalls 110 from the hull 140. That is, the drag chain 510 may be designed to connect the hull 140, the plurality of sidewalls 110, and the deck house 120 therein. The drag chain 510 can be changed in shape depending on the movement of the deck house 120 but can be modified in any way with respect to the hull 140, the plurality of side walls 110, and the deck house 120, The connection can be maintained. Therefore, when the deck house 120 reciprocates, separation of wiring or piping lines is unnecessary.

The drag chain 510 may include a plurality of link plates 511, a plurality of wire support members 512, and a plurality of rollers 513. [ More specifically, the drag chain 510 may include at least two engagement holes, and a plurality of engagement holes may be coupled through a link member, Can be linked to each other. Some of the plurality of engagement holes of the drag chain 510 can be engaged with the roller 513. [ The pair of link plates 511a and 511b facing each other among the plurality of link plates 511 included in each of the drag chains 510 may or may not include the rollers 513. [ That is, when the link plate 511a includes the roller 513 with respect to the specific link plate, the link plate 511b opposed to the link plate may also include the roller 513. [

In one embodiment, the pair of link plates 511a and 511b are opposed to each other, and a plurality of wiring support members 512 connecting the plurality of link plates 511 may also be opposed. The drag chain 510 can form a closed loop space through a plurality of link plates 511 and a plurality of wiring support members 512 which are connected to each other and are connected to each other, can do. Here, the at least one wiring group may correspond to a group for each wiring for the same purpose.

The plurality of rollers 513 can reciprocate along the roller guide 520 and the plurality of rollers 513 and the roller guide 520 can be reciprocated along a plurality of the wire receiving members 512 The receiving load can be dispersed to the plurality of rollers 513 and the roller guide 520. [ The roller guides 520 may be coupled to each other on both sides of the plurality of side walls 110 and horizontally disposed in a moving direction of the plurality of rollers 513. [

In one embodiment, the drag chain 510 is interconnected and connected to the duct 430, and a plurality of rollers can be coupled to both sides thereof. The drag chain 510 is coupled in a plurality of stages so that its shape can be changed by a plurality of rollers. The drag chain 510 can be fixed at one end thereof by the duct 430, but the other end can be moved depending on the movement of the deckhouse 120. [

Fig. 6 is a cross-sectional view illustrating another embodiment of the cargo loading vessel shown in Fig. 1. Fig. 6A is a view for explaining a state in which no cargo is loaded on the cargo loading section 130 and the cargo hold 230. FIG 6B shows a plurality of hull longitudinal bulkheads 210 including a plurality of stages Fig.

Referring to FIG. 6A, the lashing bridge 150 may include a crossover passage 610 and an airlock 620. The crossover passageway 610 may be formed on the horizontal member of the lashing bridge 150 interconnected horizontally between the plurality of sidewalls 110. In one embodiment, the crossover passageway 610 may be disposed horizontally spaced between the hull 140 and the deckhouse 120. The crossover passage 610 may be spaced from the upper surface of the hull 140 and connected to a portion of the plurality of sidewalls 110 to increase the mobility of the source.

In one embodiment, at least one crossover passage 610 may be disposed within the lashing bridge 150. That is, the number and arrangement of the crossover passages 610 can be designed according to the size of the cargo loading section 130 and the cargo loading situation. For example, the crossover passageway 610 may be disposed at a portion of the front, back, or inner side of at least a plurality of sidewalls 110.

In one embodiment, the crossover passage 610 may further include an administrative control space (not shown) that can monitor and control the cargo loading section 130. Since the crossover passage 610 is located in the lashing bridge 150, it is possible to efficiently check and manage the cargo loading situation. The management control space may communicate with the first and second residential units 121 and 122, the wheel house 123, or other amenities to monitor and control the cargo loading situation. For example, the administrative control space may include a console to monitor the cargo loading situation. The console can manage the overall cargo loading process of the cargo loading section 130. The console may provide an alarm or an alarm if an emergency situation occurs in the cargo loading section 130 or if a problem occurs during the cargo loading process. In addition, the console can directly control the movement of the deck house 120 or provide the support needed to move the deck house 120.

The crossover passage 610 may include an air lock 620 protruding from the inner side of one of the plurality of side walls 110 toward the other inner side. In one embodiment, the air lock 620 may be embodied as an entrance through which the crossover passageway 610 can be taken out of the plurality of sidewalls 110. The crossover passage 610 may be opened or closed by an air lock 620. The air lock 620 is designed so that both doors are not opened at the same time by using the double doors first door 620a and the second door 620b so that the pressure difference between the inside and outside of the house is maintained, It is possible to secure a safe passage from the external environment of the bad condition.

In FIG. 6B, the plurality of hull longitudinal partitions 210 may include a plurality of stages 211. In one embodiment, the width of the lower portion of the plurality of hull longitudinal bulkheads 210 may be wider than the width of the upper portion of the plurality of hull longitudinal bulkheads 210. The length of the cargo hold 230 in the width direction can be determined by the width of the plurality of hull longitudinal walls 210. When the width of the plurality of hull longitudinal walls 210 is increased, The length can be narrowed. Thus, the width of the upper portion of the cargo hold 230 may be greater than the width of the lower portion of the cargo hold 230.

5 and 6, when the deckhouse 120 is moved to the second position 540 (or when the deckhouse 120 is moved toward the rear of the ship 100) The hatch 250 is opened by the hatch cover 240 located at the upper part of the section and the cargo can be loaded in the first section of the cargo hold 230 through the crane. The first section of the cargo loading section 130 and the cargo window 230 means the first half of the cargo loading section 130 and the cargo window 230 and the second section of the cargo loading section 130 and the cargo window 230, Means the second half of the cargo loading section 130 and the cargo hold 230. When the cargo loading is completed in the first section of the cargo hold 230, the hatch 250 located at the upper portion is closed and the cargo can be loaded in the first section of the cargo loading section 130.

When the cargo is loaded in the first section of the cargo loading section 130, the deckhouse 120 can move to the first position 530 (or the deckhouse 120 moves toward the front of the ship 100) . When the deck house 120 moves to the first position 530, the hatch 250 located above the second section of the cargo hold 230 is opened and the cargo is conveyed through the crane to the second section Lt; / RTI > When the cargo loading is completed in the second section of the cargo hold 230, the hatch 250 located at the top of the cargo area 230 is closed and the cargo can be loaded in the second section of the cargo loading section 130. When the cargo loading unit 130 is completed in the second section, the cargo loading unit 130 can load the cargo in the additional loading space. In other words, the cargo may be further loaded at the other end of the plurality of side walls 110, at the upper end of the second section of the cargo loading space, and at the rear of the deck house 120. Deckhouse 120 can be prevented from moving if the cargo is loaded in the additional loading space. Thus, the deck house 120 is moved to avoid obstructing the cargo loading operation of the crane and can be prevented from moving when the cargo loading is completed.

7 is a plan view illustrating the cargo loading vessel shown in Fig. 7A is a view for explaining a state in which no cargo is loaded on the tops of the first and second hatch covers 710 and 720, and FIG. 7B is a view for explaining a state where the first and second hatch covers 710 and 720 In a state where the cargo 10 is loaded on the upper end of the cargo.

Referring to FIG. 7, the hull 140 may include first and second hatch covers 710 and 720 positioned thereon.

The first hatch covers 710 may be disposed on the front and rear of the plurality of side walls 110 at the top of the hull 140. The first hatch covers 710 may be opened or closed regardless of the movement of the deck house 120. When the cargo loading is completed in the lower space of the hull 140, the first hatch covers 710 are closed and the cargo can be loaded in the upper space of the hull 140.

The second hatch covers 720 are disposed between the plurality of side walls 110 at the top of the hull 140 and may be formed with fewer numbers than the first hatch covers 710. The second hatch covers 720 include first hatch covers 710 disposed on the front surface of the plurality of side walls 110 and first hatch covers 710 disposed on the rear surface of the plurality of side walls 110. [ As shown in FIG. The difference in the number of the first and second hatch covers 710 and 720 may correspond to the width of the plurality of sidewalls 110. That is, the number of the second hatch covers 720 disposed between the plurality of side walls 110 is equal to the number of the first hatch covers 710 disposed in front of the plurality of side walls 110, The number of the first hatch covers 710 may be less than the number of the first hatch covers 710 disposed behind the plurality of side walls 110.

On the other hand, the second hatch covers 720 may correspond to the hatch cover 240 in Fig. That is, the second hatch covers 720 can be opened or closed according to the position of the deck house 120 and the cargo loading situation of the cargo hold 230.

The cargo mount 130 may close the second hatch covers 720 to open the second hatch covers 720 when the second hatch covers 720 are opened to complete cargo loading into the cargo hold 230. [ The cargo can be loaded on top of the cargo handling unit 720.

The first lashing bridge 730 may be coupled to the front end and the rear end of the plurality of sidewalls 110, respectively. The first lashing bridge 730 may partition the cargo loading spaces at the front and rear ends of the plurality of side walls 110. The first lashing bridge 730 can secure the cargoes loaded on the front and rear ends of the plurality of sidewalls 110 to perform stable cargo loading and maximize the efficiency of cargo loading.

The second lashing bridge 740 is disposed between the plurality of sidewalls 110 and may be formed to have a smaller width than the first lashing bridge 730. The second lashing bridge 740 may be disposed within the cargo loading section 130 to divide the cargo loading section 130 into a plurality of cargo loading spaces. That is, the second lashing bridge 740 may be formed with a relatively smaller width than the first lashing bridge 730 by the structure of the plurality of sidewalls 110.

Meanwhile, the second lashing bridge 740 may correspond to the lashing bridge 150 shown in FIG. In other words, the second lashing bridge 740 may include a crossover passage 610 arranged in the horizontal direction and having both ends thereof fixed to the plurality of sidewalls 110. In one embodiment, the crossover passage 610 includes at least one airlock 620 that can enter and exit a plurality of sidewalls 110 at the front, back, or inner side of the plurality of sidewalls 110 .

8 is a side view illustrating another embodiment of the cargo loading vessel shown in Fig.

Referring to FIG. 8, the plurality of hatch coamers 810 are disposed below the plurality of sidewalls 110, and one ends thereof opposed to each other may be depressed to form a moving passage therebetween. The plurality of hatch coamings 810 may be inclined at one end opposite to each other to seal the hatch 250 so that rainwater or seawater does not enter the cargo hold 230, and the cargo can be loaded thereon. On the other hand, the other end of the plurality of hatch coamers 810 may be horizontally formed at the upper end thereof.

The plurality of sidewalls 110 may form a bunker station 820 on each of its outer sides. The bunker station 820 may be formed by recessing a part of the outer surface of the plurality of sidewalls 110. The bunker station 820 may provide the fuel supplied to the fuel tank from an external vessel or fuel source.

Each of the plurality of sidewalls 110 may include an entrance 830 disposed at a lower portion of the outer side thereof and connected to a travel passage formed by the plurality of hatch coamings 810. The traveling passage connected to the entrance 830 is connected to the outside of the hull 140 so that the operational status of the cargo loading vessel 100 can be easily checked and managed. The entrance 830 and the moving passage can improve the mobility of crew members.

The plurality of sidewalls 110 may include a support pillar 840 that can be recessed in the lower portion of the outer side surface and support the outer side surface. The support pillars 840 may be spaced apart to support the plurality of sidewalls 110. The support pillars 840 may be disposed at equal intervals to support the plurality of sidewalls 110 or may be disposed according to the partial loads of the plurality of sidewalls 110.

Fig. 9 is a side view for explaining another embodiment of the cargo loading vessel shown in Fig. 1. Fig.

9, the plurality of sidewalls 110 may include a plurality of drain spaces 910 defined by at least one outer pillar 920 in the lower portion coupled with the hull 140. [ The outer pillars 920 may be disposed at equal intervals to support the plurality of sidewalls 110 or may be disposed according to the partial loads of the plurality of sidewalls 110. [ Here, the outer pillar 920 may correspond to the support pillar 840 of Fig.

In one embodiment, the outer pillars 920 are implemented in the form of partitions to isolate a plurality of drain spaces 910 from one another. When the outer pillars 920 are implemented in the form of partitions, the plurality of drain spaces 910 can be divided and the support for the plurality of sidewalls 110 enhanced.

The plurality of drainage spaces 910 may be respectively disposed outwardly from a lower portion of the plurality of sidewalls 110 to discharge seawater flowing into the plurality of sidewalls 110. For example, seawater may enter the plurality of sidewalls 110 and deckhouse 120 if the weather conditions deteriorate or an anomalous situation occurs on the vessel. The plurality of drainage spaces 910 can discharge the incoming seawater to maintain balance of the ship and enhance safety.

In one embodiment, the plurality of sidewalls 110 may further include a drain cover (not shown) located on each surface of the plurality of drain spaces 910 and opened and closed for drainage of seawater. The drainage cover is open at the time of discharge of seawater and may be closed in other circumstances.

The plurality of sidewalls 110 may further include a bunker station 930 disposed outside each of which can receive fuel from the outside. Here, the bunker station 930 of FIG. 9 may correspond to the same configuration as the bunker station 820 of FIG. The cargo loading vessel 100 may consume all of the fuel stored therein or perform bunkering for the operation of the vessel at a later time. That is, the cargo loading vessel 100 can receive fuel from an external vessel or a fuel supply source. Thus, the bunker station 820 may be disposed outside the plurality of sidewalls 110 to maximize space utilization.

In one embodiment, the bunker station 820 is located above the plurality of drainage spaces 910 and may be supported by at least one outer pillar 920. The bunker station 820 may be connected to the pipeline 145 of the line bottom 220 through a plurality of sidewalls 110 and a plurality of hull longitudinal bulkheads 210. The pipeline 145 may store the fuel supplied through the bunker station 820 in the fuel tank 142 and provide it to the engine room 143.

The plurality of sidewalls 110 may include a plurality of drainage spaces 910 and a bunker station 820 on the outside thereof, thereby maximizing the utilization of the space. The plurality of sidewalls 110 support the deck house 120 and can support the movement of the deck house 120. In addition, the plurality of side walls 110 may form a cargo loading portion 130 therebetween to maximize the cargo loading space. The plurality of sidewalls 110 may be provided with a plurality of drainage spaces 910 and a bunker station 820 necessary for the operation and maintenance of the ship to enhance the safety of the ship and efficiently manage the supply and demand of the fuel . In one embodiment, the plurality of sidewalls 110 may further include a portion of a residence within thereof. The arrangement of the residence port and the bunker station 820 can be arranged with a certain distance from each other.

In one embodiment, the pipeline 145 may be connected to form a shortest distance from the bunker station 820 to the plurality of fuel tanks. That is, the pipeline 145 can minimize the lines supplying fuel from the bunker station 820 and the lines supplying fuel to the plurality of fuel tanks.

In one embodiment, the fuel tank 142 may be embodied as a plurality of fuel cartridges and disposed within a plurality of bulkheads 141. The plurality of fuel cartridges can store the fuel used for the operation of the ship. When fuel is sufficient for a plurality of fuel cartridges, the fuel supply process through the bunker station 820 may be omitted. A plurality of fuel cartridges can be stacked so that they can be exchanged.

In one embodiment, the plurality of sidewalls 110 may include at least one stopper 940 that stops the movement of the deckhouse 120 at the top of its front and rear surfaces. The stopper 940 moves from the first position to the second position along the longitudinal direction of the hull 140 at the top of the plurality of side walls 110 at the deck house 120, Can be stopped. The stopper 940 also allows the deck house 120 to be moved from the second position to the first position along the longitudinal direction of the ship 100 at the top of the plurality of sidewalls 110, 120 can be stopped. The deck house 120 can be moved between the first and second positions by the movement range limited by the stopper 940.

Fig. 10 is a view for explaining a coffer dam at the lower portion of the deckhouse of the cargo loading vessel shown in Fig. 1; Fig.

10, the coffer dam 260 may include a double partition wall 262 and a support partition 264.

The double partition wall 262 can prevent heat transmission of vibration, noise or fire between the plurality of side walls 110 and the deck house 120. The double partition wall 262 may be disposed horizontally at the lower end of the horizontal structure of the deck house 120. The upper end of the double partition wall 262 faces the lower end of the horizontal structure of the deck house 120 and the lower end of the double partition wall 262 may face the upper end of the cargo loading portion 130. The dual barrier ribs 262 may be spaced apart to accommodate wiring or piping lines 20 passing through the support barrier walls 264 and the support barrier walls 264 therebetween.

The support partition 264 may be arranged in a lattice structure between the double partition walls 262 to support the deck house 120. The support partition 264 may be vertically disposed between the double partition walls 262 to support the deck house 120. The support bulkhead 264 may include a passage through which the wiring or piping line 20 passes. That is, the wiring or piping line 20 may be connected to the deck house 120 through the support bulkhead 264.

Fig. 11 is a view for explaining the cargo loading process of the cargo loading vessel shown in Fig. 1. Fig.

Referring to FIG. 11, the cargo loading vessel 100 can load cargoes in a plurality of cargo holds excluding a current deck house 120 via a crane (a). The cargo loading vessel 100 can be loaded with cargo on the hull 140 after the cargo is loaded in a plurality of cargo holds (b). The deck house 120 can move from the first position to the second position along the length of the hull 140 at the top of the plurality of side walls 110 (c). The cargo loading vessel 100 can be loaded with cargo in the cargo hold at the first position through the crane (d). The cargo loading vessel 100 can be loaded with cargo on its upper portion of the hull 140 after the cargo is loaded in the cargo hold at the first location (e).

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as set forth in the following claims And changes may be made without departing from the spirit and scope of the invention.

100: Cargo loading vessel
110: plural side walls 120: deck house
121, 122: first and second living quarters 123: wheel house
130: Cargo loading section 140: Hull
141: plurality of bulkheads 142: fuel tank
143: engine room 144: valve
145: pipeline 150: lashing bridge
151: a plurality of columns 152: a plurality of horizontal members
210: plurality of hull longitudinal bulkheads 220: line bottom
230: Cargo hold 240: Hatch cover
250: Hatch 260: Copper dam
262: double bulkhead 264: support bulkhead
310: Bracket module 410: Base
420: plurality of hatch coamings 430: duct
510: Drag chain 511: Multiple link plates
512: a plurality of wiring support members 513: a plurality of rollers
520: Roller guides
610: crossover passage 620: air lock
710, 720: first and second hatch covers
730, 740: first and second lashing bridges
810: plurality of hatch coamings 820: bunker station
830: entrance and exit 840: support pillars
910: Multiple drainage spaces 920: External pillar
930: Bunker station 940: Stopper
10: cargo 20: wiring or piping line

Claims (7)

A plurality of sidewalls disposed at both upper ends of the hull and having a predetermined length along the longitudinal direction of the hull;
A deckhouse disposed on top of the plurality of sidewalls so as to be able to move relative to the plurality of sidewalls;
A plurality of bulkheads for supporting the upper surface of the hull and partitioning the hold within the hull into a plurality of cargo loading spaces; And
And a cargo loading portion formed between the plurality of side walls and opened in the longitudinal direction of the hull,
Wherein the deck house is arranged to be capable of linear reciprocating movement in the longitudinal direction of the hull.
The method of claim 1, wherein the plurality of bulkheads
And at least one fuel tank for storing fuel therein.
The hull according to claim 2, wherein the hull
And a pipeline connected to the at least one fuel tank and disposed at the center of the line bottom surface.
4. The fuel cell system according to claim 3, wherein the at least one fuel tank
Wherein the fuel is supplied from the bunker station through the pipeline to the engine room through the pipeline.
The method of claim 1, wherein the plurality of bulkheads
Wherein the plurality of hull cargo loading spaces are equally spaced inside the cargo hold to form a plurality of hull cargo loading spaces of the same size.
The hull load carrying system according to claim 1, wherein the plurality of hull cargo loading spaces
The ship bottom surface, the plurality of hull longitudinal bulkheads, and the hatch.
7. The apparatus of claim 6, wherein the cargo loading section
Wherein when the cargo loading is completed in the cargo loading space of the opened hull by opening the hatch, the hatch is closed and the cargo is loaded on the hull.

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