KR20150094474A - Ship loading cargo and method of loading cargo - Google Patents

Abstract

The present invention relates to a ship for loading a cargo, which comprises multiple side walls arranged on both upper ends of a ship body, respectively; a steering house arranged on the upper part of multiple side walls and integrated with the walls; a cargo stack part surrounded by at least the lower surface of the steering house and opposite surfaces of the multiple sides walls, and opened in the longitudinal direction of the ship body; and a moving part arranged between the both upper ends of the ship and the multiple side walls. Therefore, the number of cargo stacked on the ship is maximized by moving the ship superstructure.

Description

{SHIP LOADING CARGO AND METHOD OF LOADING CARGO}

The present invention relates to a cargo loading technique, and more particularly, to a cargo loading vessel and a cargo loading method capable of maximizing the quantity of cargo loaded on a ship by moving a residence of the vessel.

In general, the residence of a ship is located in the 1-island type or the 2-island type, welded together with the hull and equipped with various living facilities for long-time sailors.

Korean Patent Laid-Open No. 10-2010-0069982 discloses a container ship having a residence in a central portion of a ship and a residential section separated from an engine room in which a fuel oil tank is disposed at a lower portion of the residence. Such a container vessel improves the mission field of view at the time of sailing, can load more containers on the upper deck than a ship of the same size, and can double the fuel oil tank. In addition, the influence of vibration noise generated in the engine room is reduced, so that a comfortable cabin can be maintained as compared with a ship having a resident section adjacent to the engine room section.

Korean Patent Laid-Open Publication No. 10-2012-0105306 discloses a method for loading containers in a cabin housing area under a cabin in which a cabin residence and a fuel tank are arranged in different compartments for the purpose of optimizing the design of a container ship, Device. This loading method minimizes the reduction in the total number of containers that can be loaded while increasing the degree of design freedom for the optimal design of container lines.

The lower section of the residential district generally arranges the fuel oil storage space or other equipment, but it is inefficient in terms of space utilization because of the space remaining with the surrounding area.

Korean Patent Publication No. 10-2010-0069982 Korean Patent Publication No. 10-2012-0105306

One embodiment of the present invention is to provide a cargo loading vessel capable of maximizing the quantity of cargo loaded on a ship by moving the residence of the vessel.

One embodiment of the present invention is to provide a cargo loading vessel capable of loading a cargo in a cargo window under the residence and a space inside the residence by moving the residence in the longitudinal direction of the ship.

One embodiment of the present invention is to provide a cargo loading vessel capable of providing a residence capable of changing its shape according to the requirements of ship design.

Among the embodiments, the cargo loading vessel includes a plurality of sidewalls disposed at both upper ends of the hull, a steering chamber disposed above the plurality of sidewalls and integrally formed with the plurality of sidewalls, at least a lower surface of the steering chamber, A cargo loading section which is enclosed by the opposed surfaces of the plurality of side walls and opened in the longitudinal direction of the hull, and a moving section disposed between both upper ends of the hull and the plurality of side walls.

In one embodiment, the hull may further include a hatch disposed inside the hull at regular intervals perpendicular to the longitudinal direction of the hull, and a hatch cover disposed to be openable and closable at an upper portion of the hatch. The plurality of sidewalls may be movable along the moving part in the longitudinal direction of the hull.

The cargo loading part can be separated from the cargo hold through a hatch cover that can open and close the upper surface of the hull. The moving unit may include a plurality of stoppers at both ends thereof to assist stopping movement of the plurality of side walls. The moving portion may be configured to be longer than the length of the plurality of side walls in terms of the longitudinal direction of the ship.

In one embodiment, the apparatus may further include an operation recognition sensor that measures a degree of deviation of the plurality of sidewalls in the movement of the plurality of sidewalls.

Among the embodiments, the cargo loading vessel has a hull having a shape of a ship hull and a concave-convex shape, and has a receiving port which is disposed perpendicularly to the longitudinal direction of the hull at both upper ends of the hull and the length of the ship And a rail portion which is disposed in the direction of the hull so as to enable movement of the accommodation hole in the upper portion of the hull.

Among the embodiments, the cargo loading method includes the steps of moving a plurality of side walls integrally formed with the wheelhouse in the stern direction of the ship, loading the cargo on the forward side cargo hold of the ship, and closing the hatch cover on the forward side hull , Loading the cargo on the upper part of the hatch cover above the forward side hull, moving the plurality of side walls along the moving direction in the forward direction of the ship, loading the cargo on the aft side side cargo hold of the ship, Closing the hatch cover on the upper part of the hull and loading the cargo on the hatch cover above the stern side hull.

The cargo loading vessel according to an embodiment of the present invention can maximize the quantity of cargo loaded on the ship by moving the residence of the vessel.

The cargo loading vessel according to an embodiment of the present invention can load the cargo into the cargo window and the space inside the cargo port under the cargo port by moving the cargo port in the longitudinal direction of the cargo.

The cargo loading vessel according to one embodiment of the present invention can provide a residence that can change its shape according to the ship design requirements.

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 perspective view illustrating the moving part of the cargo loading vessel shown in FIG.
Fig. 4 is a view for explaining a process of loading cargo on a 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.

FIG. 1 is a view illustrating a cargo loading vessel according to an embodiment of the present invention, and FIG. 2 is a sectional view illustrating a cargo loading vessel in FIG.

1 and 2, the cargo loading vessel 100 includes a plurality of side walls 110, a wheelhouse 120, a cargo loading section 130, and a moving section 140. The cargo loading vessel 100 may further include a hatch 150 and a hatch cover 160.

The cargo loading vessel 100 can load a plurality of cargoes 10 or at least one of a plurality of exchangeable cartridges in the cargo hold located in the lower portion of the wheelhouse 120 through an external crane installed at a port or a port. The plurality of cartridges may store the fuel (for example, LNG or oil) used for ship operation, and may be omitted from the bunkering process of supplying fuel to the ship at sea by being loaded on the cargo hold. The cargo holds can be distinguished through hull transverse bulkheads installed laterally inside the hull (1). The hull 1 may have sliding rails 141 connected to both the lower ends thereof.

The plurality of sidewalls 110 are formed as a pair and are disposed on both upper ends of the hull 1, respectively. The plurality of sidewalls 110 can move in the longitudinal direction of the hull along the moving part 140 disposed on the upper part of the hull 1. The plurality of sidewalls 110 may be determined to be movable in accordance with the length of the moving unit 140.

The plurality of sidewalls 110 (the combination of the plurality of sidewalls 110 and the wheelhouse 120 corresponds to the dwellings) can be arranged such that the wheelhouse 120 is disposed on the upper portion and the upper portion thereof is interconnected by the wheelhouse 120 have. That is, the plurality of sidewalls 110 may be formed integrally with the wheelhouse 120, and may be formed in an open shape in the longitudinal direction of the ship 1. In one embodiment, the length of the plurality of sidewalls 110 may be greater than or equal to the length of the wheelhouse 120.

The plurality of sidewalls 110 may include a recess in at least a portion thereof. In one embodiment, a lower portion of the plurality of sidewalls 110 may be symmetrically or non-symmetrically resident.

In one embodiment, the plurality of sidewalls 110 may include watertight bulkheads (not shown) at certain locations within the interior. The plurality of sidewalls 110 allow a large amount of seawater to flow into the lower portion of the watertight bulkhead (not shown) when the floatation of the cargo loading vessel 100 is lost due to inundation of the hull 1, If buoyancy exceeding a predetermined size is generated, the binding with the ship 1 can be disassembled by buoyancy and separated from the ship 1.

The plurality of sidewalls 110 may be connected to at least one wheel member 142, which is movable along the sliding rail 141, at both lower ends thereof. In one embodiment, each of the lower ends of the plurality of sidewalls 110 includes a groove (not shown) of a certain depth in the direction of travel of the vessel, and at least one wheel (not shown) Member 142 may be connected. For example, each of the lower ends of the plurality of sidewalls 110 may be connected to two wheel members 142.

The plurality of side walls 110 may be connected to a moving means (not shown) connected to the steering chamber 120 at the upper portion of the hull 1. The moving means (not shown) can move the upper side of the hull 1 to a habitat or a wheelhouse 120 where the crews are included in the plurality of side walls 110. For example, the moving means can be implemented as a stair or an elevator.

The wheelhouse 120 is disposed on the plurality of sidewalls 110 and is formed integrally with the plurality of sidewalls 110. The wheelhouse 120 may be secured at the top of the plurality of sidewalls 110 by fasteners disposed inside or outside the portions that contact the plurality of sidewalls 110.

The cargo loading portion 130 is surrounded at least by the lower surface of the steering chamber 120 and the opposed surfaces of the plurality of side walls 110 and is opened in the longitudinal direction of the hull 1. The cargo loading part 130 may be a virtual space in which the cargo 10 can be loaded, and may vary depending on the movement of the plurality of side walls 110.

The cargo loading section 140 can be separated from the cargo hold through the hatch cover 160 which can open and close the upper surface of the hull 1. [

The moving part 140 (corresponding to the rail part) is disposed between the upper end portions of the hull 1 and the plurality of side walls 110. The shifter 140 may support movement of the plurality of sidewalls 110 through a wheel, a sliding rail, or a rack-pinion gear.

The moving unit 140 is connected to both the lower ends of the sliding rails 141 and the plurality of sidewalls 110 formed on both upper ends of the hull 1 and moves along the sliding rails 141 At least one wheel member 142 as far as possible. For example, in FIG. 3A, the sliding rail 141 is formed so as to protrude at a predetermined height so that the wheel member 142 having an H shape (top surface shape of the wheel member) can be rotated. 3 (b), the wheel member 142 is received in grooves of a predetermined depth formed at both lower ends of the plurality of sidewalls 110, and is connected to the plurality of sidewalls 110 through a specific axis (not shown) Lt; / RTI > The wheel members 142 may be formed to be able to move along the sliding rail 141 smoothly in the longitudinal direction of the cargo loading vessel 100.

The moving part 140 can be realized to be longer than the length of the plurality of side walls 110 in terms of the longitudinal direction of the ship. For example, the moving part 140 may be disposed at the top of the hull 1 in a length corresponding to one or two cargo hold lengths.

The moving unit 140 may be connected to an operation recognition sensor (not shown) that measures the degree of deviation in the process of moving the plurality of side walls 110 from above the hull 1. In this case, the displacement occurs when the plurality of sidewalls 110 move at the different speed from the upper end of each hull 1 through the moving part 140, or when the moving part 140 may not operate and only the moving part 140 formed at the upper end of the other hull 1 operates to move the plurality of side walls 110. The motion recognition sensor (not shown) simultaneously senses the movement of the plurality of sidewalls 110 to prevent the sidewalls 110 from being separated and the moving part 140 from being damaged. Control associated with movement of the plurality of sidewalls 110 may be accomplished through monitoring in the wheelhouse 120.

The moving part 140 may include a plurality of stoppers (not shown) at both ends thereof to assist in stopping movement of the plurality of side walls 110. A plurality of stoppers (not shown) may be disposed at the ends of the moving part 140, respectively. In one embodiment, the plurality of stoppers (not shown) may be disposed at positions corresponding to the respective cargo holds when disposed over a plurality of cargo holds.

The hatch 150 is arranged at regular intervals in the longitudinal direction of the ship inside the hull 1. The hatch 150 corresponds to an opening formed in the uppermost deck for loading a plurality of cargoes in the cargo hold and may be connected to the hatch cover 160 at the top.

The hatch cover 160 is formed on the hatch 150 so as to be openable and closable. The hatch cover 160 can be made to have a sufficient strength to be safe from an external impact and to be watertight (here, the watertightness corresponds to a state in which water filled in a part of the machine or apparatus does not leach to the outside) .

The hatch cover 160 can be operated by a machine and can be quickly opened and closed. For example, the hatch cover 160 may be implemented as one of a pontoon type, a single type, a folding type, or a rolling type.

In one embodiment, the hatch cover 160 may or may not be disposed on the cargo loading vessel 100. 2 (a) is a sectional view of the cargo loading vessel 100 in which the hatch cover 160 is disposed, and FIG. 2 (b) is a sectional view of the cargo loading vessel 100 in which the hatch cover 160 is not disposed 100 shown in Fig. The cargo loading process can be similarly applied to the cargo loading vessel 100 in which the hatch cover 160 is disposed and the cargo loading vessel 100 in which the hatch cover 160 is not disposed.

The shapes of the plurality of sidewalls 110, the wheelhouse 120, the cargo loading part 130, and the moving part 140 described above do not limit the scope of the present invention as an example. The size, shape, etc. of the plurality of sidewalls 110, the wheelhouse 120, the cargo loading part 130, and the moving part 140 can be changed according to the design requirements of the ship.

Fig. 4 is a view for explaining a process of loading cargo on a cargo loading vessel shown in Fig. 1. Fig.

4, the process of loading the cargo 10 assumes that the cargo 10 is loaded in all the spaces except for the lower space of the plurality of sidewalls 110, The cargo hold located on the bow side of the ship according to the position of the plurality of side walls 110 will be hereinafter referred to as the cargo side cargo hold and the cargo hold located on the ship stern side will be referred to as aft cargo hold. A plurality of sidewalls 110 formed integrally with the wheelhouse 120 are moved in the stern direction of the ship (a). The cargo (10) is loaded on the cargo hold of the ship and the hatch cover (160) on the forward side hull is closed (b). (C) Load cargo (10) on the hatch cover (160) above the forward hull. (D) move the plurality of sidewalls 110 along the moving part 140 in the bow direction of the ship. The cargo (10) is loaded on the stern side cargo hold of the ship and the hatch cover (160) on the stern side hull is closed (e). (10) is loaded on the hatch cover (160) above the stern side hull (f).

In one embodiment, the cargo loading vessel 100 may include appropriate indicia or guides to enable loading of the cargo 10 by avoiding interference of the plurality of sidewalls 110.

As in the cargo loading process, when the plurality of sidewalls 110 are located on the bow side after the cargo 10 is loaded, the cargo 10, which is advantageous in terms of visibility and can be loaded in front of the plurality of sidewalls 110 The number of the side walls 110 may be maximized, but the plurality of side walls 110 may be located at the stern side.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the present invention as defined by the following claims It can be understood that

100: Cargo loading vessel
110: a plurality of sidewalls
120: wheelhouse
130: Cargo loading section
140:
141: sliding rail 142: wheel member
150: Hatch
160: Hatch cover
1: Hull

Claims (9)

A plurality of side walls disposed at both upper ends of the hull;
A steering chamber disposed on the plurality of sidewalls and integrally formed with the plurality of sidewalls;
A cargo loading section surrounded by at least the lower surface of the wheelhouse and the opposed surfaces of the plurality of side walls and opened in the longitudinal direction of the hull; And
And a moving part disposed between both upper ends of the hull and the plurality of side walls.
The method according to claim 1,
A hatch disposed inside the hull so as to be spaced apart from the hull at regular intervals perpendicular to the longitudinal direction of the ship; And
And a hatch cover disposed to be openable and closable at the top of the hatch.
The method of claim 1, wherein the plurality of sidewalls
And is movable along the moving part in the longitudinal direction of the hull.
The vehicle according to claim 2, wherein the cargo loading portion
Wherein the hull cover can be separated from the cargo hold through a hatch cover capable of opening and closing the upper surface of the hull.
The apparatus of claim 1, wherein the moving unit
And a plurality of stoppers at opposite ends thereof to assist in stopping movement of the plurality of side walls.
The apparatus of claim 1, wherein the moving unit
And is longer than the length of the plurality of side walls in terms of the longitudinal direction of the ship.
The method according to claim 1,
Further comprising an operation recognizing sensor for measuring a degree of deviation of the plurality of side walls in a process of moving the plurality of side walls.
Ship hull;
A recess having a concave and convex shape and disposed perpendicularly to the longitudinal direction of the hull at both upper ends of the hull; And
And a rail portion disposed between the hull and the residence so as to allow movement of the residence at an upper portion of the hull, in a longitudinal direction of the ship.
Moving a plurality of side walls integrally formed with the wheelhouse in the stern direction of the ship;
Loading the cargo into the forward cargo hold of the ship and closing the hatch cover on the forward side hull;
Loading the cargo above the hatch cover above the forward side hull;
Moving the plurality of sidewalls along the moving part in the bow direction of the ship;
Loading the cargo in the cargo hold on the aft side of the ship and closing the hatch cover on the stern side hull; And
And loading the cargo above the hatch cover above the stern side hull.

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