Patent Publication Number: US-11661158-B2

Title: Vessel

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to Korean Patent Application No. 10-2020-0162998, filed on Nov. 27, 2020, in the Korean Intellectual Property Office (KIPO), the disclosure of which is incorporated by reference herein in its entirety. 
     BACKGROUND 
     1. Field 
     Embodiments of the present disclosure relate to a vessel, and more particularly, to a vessel capable of maintaining stability by substantially minimizing influence of waves and sea winds on a deck on which people go around. 
     2. Description of Related Art 
     In general, a hull on which a propellant is disposed and a deck are integrally formed in a vessel. Accordingly, when it navigates in a sea with waves, the hull and the deck may all be affected by waves and stability thereof may be impaired. 
     Meanwhile, as the vessel operates in a state that the hull is partially submerged below the water and a part of the hull is exposed above the water, so high hydrodynamic drag is applied to the hull. 
     In addition, since the hull is exposed above the water surface, there is a problem in that the risk of immediate exposure of major propellants or engines to enemy attacks increases in the case of military vessels. 
     SUMMARY 
     Aspects of embodiments of the present disclosure are directed to a vessel capable of substantially minimizing the influence of waves on a deck on which people go around. 
     According to an embodiment, a vessel includes: a hull  100  provided with a propellant  140 ; a deck  200  spaced apart from the hull  100 ; and a support  300  between the hull  100  and the deck  200 , the support  300  configured to support  300  the deck  200  with respect to the hull  100 , wherein the hull  100  is disposed below a water surface during operation, and the deck  200  is supported by the support  300  to be disposed above the water surface during operation. 
     In some embodiments, the hull  100  may be formed in an overall disk shape, and a vertical width of a radial center portion of the hull  100  may be larger than that of an edge. 
     In some embodiments, the hull  100  may include: a compressed air tank  150  at an upper side of a center portion of the hull  100 , the compressed air tank  150  filled with a compressed air; a hangar  130  below the compressed air tank  150  and capable of storing shipment; a plurality of ballast tanks  170  around the hangar; and a seawater tank  110  at a lower side of the center portion of the hull  100  and filled with seawater. 
     In some embodiments, at least a portion of the compressed air tank  150  may be disposed above the water surface. 
     In some embodiments, the ballast tank may be filled with at least one of a buoyancy providing member, air, and water to provide buoyancy to the deck  200 . 
     In some embodiments, the deck  200  may include a first area  210  and a second area  210  for providing buoyancy to the first area  210 . 
     In some embodiments, a buoyancy providing member may be disposed in the second area  210  to occupy a certain volume. 
     In some embodiments, the support  300  may include a plurality of struts  330  between the hull  100  and the deck  200 ; and a shaft  310  for transferring the shipment from the deck  200  to the hangar. 
     In some embodiments, the propellant  140  may include a plurality of driving devices installed at different positions of the hull  100 . 
     In some embodiments, a traveling direction of the hull  100  may be determined by driving at least one driving device selected from among the plurality of driving devices. 
     In some embodiments, a first buoyancy may be formed by the ballast tank of the hull  100  and a second buoyancy may be formed by the second area  210  of the deck  200 . 
     In some embodiments, a center of buoyancy of the vessel may be formed higher than a center of gravity of the vessel. 
     In some embodiments, at least one anchor  190  for anchoring and at least one anchor  190  for towing may be disposed in the hull  100 . 
     According to one or more embodiments of the present disclosure, a hull  100  is submerged below a water surface, and a deck  200  is supported while spaced apart from the hull  100  and disposed above the water surface, thereby substantially minimizing the influence of waves or storms and increasing stability. 
     In addition, since the hull  100  is formed in an overall disk shape and has an edge in a cusp shape, hydrodynamic drag during operation may be substantially minimized. 
     In addition, since the deck  200  includes a second area  230  that may provide auxiliary buoyancy, it is possible to provide stable buoyancy to the deck  200  even if the buoyancy decreases due to failure of the hull  100 . 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a view conceptually illustrating a vessel according to various embodiments of the present disclosure. 
         FIG.  2    is a bottom view illustrating a hull  100  of the vessel of  FIG.  1   . 
         FIG.  3    is a view conceptually illustrating a ballast tank of the hull  100  according to various embodiments of the present disclosure. 
         FIG.  4    is a view conceptually illustrating a structure in which a height of the shaft  310  is adjusted in an embodiment of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Hereinafter, for convenience of description, some embodiments of the present disclosure will be described through exemplary drawings. In indicating of reference numerals for elements in each drawing, the same elements are denoted by the same numerals as possible even if they are indicated on different drawings. 
     It is to be understood that the terms or words used in the specification and claims are not limited to their usual or dictionary meanings, and it should be interpreted as a meaning and concept consistent with the technical idea of the present disclosure on the principle that the inventor may appropriately define the concept of terms in order to describe his or her invention in the best way. In addition, terms such as first, second, A, B, (a), and (b) may be used to describe the constituent elements of embodiment of the present disclosure. These terms are only for distinguishing the component from other components, and the nature, order, or sequence of the component are not limited by the term. When a component is described as being ‘connected’ or ‘coupled’ to another component, that component may be directly connected or coupled to that other component, but it should be further understood that still another component may be ‘connected’ or ‘coupled’ between that component and another component. 
     Accordingly, embodiments described herein and configurations illustrated in the drawings are only the most preferred embodiments of the present disclosure by way of example, and do not represent all the technical ideas of the present disclosure, and thus it should be understood that there may be various equivalents and variations that may replace them at the time of application. Further, detailed descriptions of known functions and configurations that may unnecessarily obscure the subject matter of the present disclosure will be omitted. 
     Hereinafter, a vessel (e.g., ship, boat, etc.) according to various embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. 
       FIG.  1    is a view conceptually illustrating a vessel according to various embodiments of the present disclosure,  FIG.  2    is a bottom view illustrating a hull  100  of the vessel of  FIG.  1   ,  FIG.  3    is a view conceptually illustrating a ballast tank of the hull  100  according to various embodiments of the present disclosure, and  FIG.  4    is a view conceptually illustrating a structure in which a height of the shaft  310  is adjusted in an embodiment of the present disclosure. 
     A vessel according to various embodiments of the present disclosure described below may not be limited in size and may have features that it may navigate at a high speed, consume less fuel due to low water resistance, and allow semi-permanent anchoring. 
     First, referring to  FIGS.  1  to  3   , a vessel according to various embodiments of the present disclosure may include a hull (e.g., ship body, vessel body, etc.)  100 , a deck  200 , and a support  300 . The vessel according to various embodiments of the present disclosure is characterized in that the deck  200  is disposed upwardly of the hull  100  while separated and spaced apart from the hull  100  and is stably supported by the support  300  with respect to the hull  100 . 
     The hull  100  is disposed to be submerged below a water surface, and may move (e.g., navigate, travel, etc.) the vessel with a driving force generated through a propellant (e.g., propulsion body)  140 . The hull  100  according to various embodiments of the present disclosure may be provided in an overall horizontally wide disk shape and may include a center portion having a vertical width in a radial direction larger than that of an edge. In addition, as illustrated in  FIG.  1   , the edge of the hull  100  is formed in a cusp-shape, thereby substantially minimizing hydrodynamic drag applied to the hull  100  during operation. In addition, since the hull  100  according to various embodiments has a sharp edge, it is possible to navigate at high speed and reduce fuel consumption by minimizing water resistance. 
     The hull  100  may be thin in a vertical direction and wide in a horizontal direction. Typically, a hull  100  and a deck  200  are integrally (e.g., unitarily) formed in a vessel, and accordingly, a size of a part of the hull  100  that is submerged in the water is inevitably large when a size of the vessel is large. In general, as the size of the hull  100  increases, a speed decreases or fuel efficiency is lowered due to high hydrodynamic drag during operation. 
     However, in the present disclosure, as described above, since the hull  100  is provided in an overall horizontally wide disk shape, and since the edge is formed in a cusp-shape, the hydrodynamic drag applied to the hull  100  during operation may be substantially minimized. Accordingly, there is no limitation on the size of the hull  100  due to hydrodynamic drag and it may be applicable to large vessels such as military aircraft carriers. 
     The vessel according to various embodiments of the present disclosure may navigate while an entire portion of the hull  100  is submerged below the water surface. This allows the vessel to achieve high speeds without being affected by waves or storms when navigating or anchoring. 
     In addition, in an embodiment of the present disclosure, since the vessel is operated in a state that an entire portion of the hull  100 , except for some portions of a compressed air tank  150  to be described below, is submerged below the water surface, it may achieve high speeds without being affected by waves or storms. 
     In addition, according to embodiments of the present disclosure, since the vessel may operate while the hull  100  is submerged below the water surface like a submarine, it may not be exposed to enemy attack when used as a military vessel, and damage to vessel&#39;s flotation capability due to enemy attack may be substantially minimized and safe operation may be enabled. In addition, since the hull is disposed to be submerged below the water surface, there is an effect that it is easy to change direction during high-speed navigation and/or to operate the vessel on a shallow shore. 
     In addition, since the hull  100  according to various embodiments is formed in an overall disk shape in which a vertical width of an edge thereof is smaller than a vertical width of a center portion thereof in a radial direction, it may stably move even in a shallow sea. 
     Since the hull  100  is disposed to be submerged below the water surface, it may be manufactured using a material having high rigidity. In an embodiment, the hull  100  may improve rigidity by using, for example, a sandwich steel plate formed by stacking a wavy steel plate. In such an embodiment, the rigidity may be substantially maximized by arranging the wavy shapes of the stacked steel sheets to have directions perpendicular to each other. However, embodiments of the present disclosure are not limited thereto, and the hull  100  may be formed of light and high rigidity materials such as titanium or composite metal foam (CMF). In addition, or alternatively, a material such as fiber reinforced plastic (FRP) that may maintain high rigidity with respect to weight while having high corrosion resistance may be used. 
     According to various embodiments of the present disclosure, the hull  100  may be provided with a propellant (e.g., propulsion body)  140  that provides a driving force so as to move underwater. The propellant  140  may include a plurality of driving devices (e.g.,  140   a ,  140   b ,  140   c  and  140   d  in  FIG.  2   ). In an embodiment, an internal combustion engine such as a general diesel engine may be used as the driving device (e.g.,  140   a  in  FIG.  2   ), but embodiments are not limited thereto, and an electric motor or a hydraulic motor may be used, and it is obvious that any known driving body that may provide a driving force in water may be used. 
     In addition, a plurality of driving devices  140   a  may be disposed at various positions of the edge of the hull  100 . In an embodiment, the driving devices  140   a ,  140   b ,  140   c , and  140   d  may be disposed on four-directional edges (e.g., east, west, south, north) of the hull  100 , respectively. Through the arrangement of the plurality of driving devices  140   a ,  140   b ,  140   c , and  140   d , it is possible to move in a desired direction by operating a propellant corresponding to the direction desired to be moved without a rudder. In addition, the vessel according to various embodiments of the present disclosure may be able to move backward through the arrangement of the driving device  140   a . In addition, or alternatively, the moving direction may be controlled by operating at least two or more driving devices  140   a  at the same time. However, embodiments are not limited thereto, and a plurality of driving devices  140   a  may be additionally disposed between the driving devices  140   a  disposed at the edges of the four directions, and through this arrangement, the moving direction of the vessel and the driving devices  140   a  may be further subdivided and operated accordingly. 
     However, it is also possible that one driving device  140   a  may be disposed in the hull  100  as in the conventional art, and a rudder (not illustrated) for controlling the moving direction of the vessel may be provided. In addition, the hull  100  may be provided with a horizontal rudder (not illustrated) for controlling a vertical position of the vessel. 
     In addition, at least one anchor  190  may be disposed at the hull  100  according to various embodiments. In an embodiment, the anchor  190  may be used for anchoring the vessel. In addition, or alternatively, the anchor  190  may be used for towing the vessel. In an embodiment, a plurality of anchors  190  may be disposed along a circumference of the hull  100 . In an embodiment, the plurality of anchors  190  may be disposed at positions corresponding to each other along the circumference of the hull  100 . For example, the anchors  190  may be installed at intervals of 90 degrees along the circumference of the hull  100 , thereby securing the hull  100  in four directions. 
     In an embodiment, when the anchor  190  is used for anchoring, the anchor  190  may be secured at a position far away from the hull  100  in the horizontal direction, rather than being lowered in a perpendicular direction from the hull  100 , so that the vessel of the present disclosure may serve as an island. 
     To this end, in an embodiment, a method may be used whereby a separate anchor installation vessel may pull the anchor  190  away from the hull  100  and put it down. In an embodiment, the anchor  190  may be disposed at a position a predetermined distance away from the hull  100  in the horizontal direction, at an angle of approximately 45 degrees downward with respect to the hull  100 , so that the vessel may be stably secured by a cable connecting the anchor  190  and the hull  100 . 
     In another embodiment, an anchor projectile (not illustrated) for projecting (e.g., launching) the anchor  190  away from the hull  100  in a horizontal or vertical direction may be provided. In the present disclosure, by releasing the anchor  190  from the hull  100  through the anchor projectile, the anchor  190  may move away from the vessel without a separate installation vessel. 
     According to various embodiments of the present disclosure, a compressed air tank  150 , a hangar (e.g., storage)  130 , a ballast tank  170 , and a seawater tank  110  may be provided in the interior of the hull  100 . 
     The compressed air tank  150  may serve to compensate for buoyancy of the vessel. To this end, a compressed air may be filled in the compressed air tank  150 . Additional or auxiliary buoyancy may be formed by the compressed air tank  150  filled with the compressed air therein. When a slight fluctuation occurs in the total weight of the vessel, the compressed air tank  150  and/or a strut  330 , to be described below, may compensate for the buoyancy of the vessel to form the overall buoyancy in a stable state. That is, the buoyancy of the vessel may be adjusted by the compressed air accommodated in the compressed air tank  150 . 
     In the present disclosure, if a fluctuation range of the total weight of the vessel exceeds the limit of the buoyancy that may be compensated by the compressed air tank  150  and the strut  330 , the total buoyancy may be stably controlled by the ballast tank  170 . That is, in the present disclosure, the buoyancy for the hull  100  may be provided complementarily through the ballast tank  170 , the compressed air tank  150 , and the strut  330 . 
     The compressed air tank  150  may be mostly disposed at an upper side or upper portion of a radial center portion of the hull  100 . In an embodiment, the compressed air tank  150  may be formed so that at least some portions thereof may protrude upward from the hull  100 . In an embodiment, the compressed air tank  150  may be disposed to be submerged below the water surface during navigation of the vessel. According to another embodiment, at least a part of an upper portion of the compressed air tank  150  may be disposed to be exposed above the water surface. Accordingly, the hull  100  of the present disclosure may move in a state that an entire portion of the compressed air tank  150 , except for at least some portions, is disposed below the water surface. 
     The hangar  130  may form a space in which shipment may be shipped inside the hull  100 . In an embodiment, in the interior space of the hangar  130 , a power plant, a warehouse, and/or an accommodation may be provided in addition to the shipment, and the driving devices  140   a ,  140   b ,  140   c , and  140   d  of the propellant  140  may be installed as well. For example, when the vessel is used for military purposes, military items such as aircraft or weapons may be loaded inside the hangar  130 . The hangar  130  may be formed below the compressed air tank  150 . The hangar  130  communicates with the deck  200  through a shaft  310  so that the shipment may be transferred from the deck  200  to the hangar  130  through the shaft  310 . 
     An air compressor  180  may inject air into the ballast tank  170 . The air compressor may inject air into the ballast tank  170  to discharge water. The air compressor  180  may compress air inside the hangar  130  and supply it to the ballast tank  170 . 
     The ballast tank  170  may provide a primary first buoyancy for the vessel. The ballast tank  170  may serve to control the buoyancy of the vessel. The ballast tank  170  may be disposed mostly in an upper area of the hull  100 . 
     In an embodiment, the ballast tank  170  may form a single accommodation space. In an embodiment, the ballast tank  170  may be partitioned into a plurality of accommodation spaces around the hangar  130 . Each accommodation space of the ballast tank  170  may be sealed from each other. In an embodiment, each of the accommodation spaces may introduce/discharge seawater through each seawater inlet port  173 . 
     In an embodiment, at least a portion of the interior of the accommodation space of the ballast tank  170  may be sealed in a state of being filled with air and a buoyancy providing member such as polystyrene. In addition, at least a portion of the ballast tank  170  may be filled with water so as to cope with an overall weight fluctuation of the vessel. In the ballast tank  170 , water may be introduced or discharged through the seawater inlet port  173  formed in the hull  100 , so that an amount of water filled therein may be adjusted. The buoyancy providing member according to the present disclosure is to prevent sinking of all or part of the vessel by providing buoyancy when unplanned seawater penetrates into the inside of the ballast tank  170  due to damage on all or part of the vessel. In an embodiment, the buoyancy providing member may be provided in the form of particles having a certain volume. In addition, the buoyancy providing member may be formed of polystyrene or expandable polystyrene material, but embodiments are not limited thereto, and the buoyancy providing member may be formed of a material capable of floating in water or seawater. 
     As the amount of water filled in the ballast tank  170  is adjusted, the buoyancy of the vessel may be adjusted. In order to discharge the water filled in the ballast tank  170 , the air inside the hangar  130  may be compressed through the air compressor  180  and injected into the ballast tank  170 . In an embodiment, when air may not be supplied to the ballast tank  170  through the air compressor  180 , compressed air may be provided through the compressed air tank  150 . 
     The amount of water filled in the ballast tank  170  may be adjusted, thereby forming a buoyancy enough to submerge the entire hull  100 , or the entire hull  100  except for the compressed air tank  150 , below the water surface. In addition, the ballast tank  170  may stably control the total buoyancy of the vessel when the weight fluctuation range of the vessel exceeds the limit of the buoyancy that may be compensated by the compressed air tank  150  and the strut  330 . 
     In an embodiment, the ballast tank  170  may be provided with an area in the accommodation space in which seawater, the buoyancy providing member and/or air are accommodated. In an embodiment, the seawater inlet port  173  may be provided with a filter member (not illustrated) for preventing outflow of the buoyancy providing member while seawater is introduced to/discharged from the ballast tank  170 . 
     In another embodiment, as illustrated in  FIG.  3   , the ballast tank  170  may include a first area  171  into which the buoyancy providing member is injected and a second area  172  into which seawater and/or air is injected. In an embodiment, a buoyancy providing member tank  115  for supplying the buoyancy providing member to the above-described first area  171  may be provided separately. 
     A seawater tank  110  may be disposed at a lower side of a center portion of the hull  100 . A ballast water may be filled inside the seawater tank  110 . The seawater tank  110  may serve to maintain balance of the vessel by filling the ballast water therein. 
     As described above, according to the present disclosure, since the ballast tank  170  and the compressed air tank  150  which provide buoyancy to the vessel are located at an upper side or upper portion of the hull  100 , a center of buoyancy of the vessel may be formed higher than a center of gravity of the vessel. That is, according to the present disclosure, since the center of gravity of the vessel is formed lower than the center of buoyancy, when the vessel is tilted (inclined), the vessel may maintain stability by a lifting force of the center of buoyancy. 
     The deck  200  according to various embodiments of the present disclosure may be disposed above the water surface while being supported at the hull  100  by the support  300 . In the present disclosure, the deck  200  is disposed above the water surface while being separated from the hull  100  which is submerged below the water, so that the influence of waves or storms during operation may be substantially minimized. The deck  200  may be manufactured in various sizes without limitation since the influence of waves or storms may be substantially minimized during operation. In an embodiment, the deck  200  may be provided having substantially the same cross-sectional area as that of the hull  100 , but embodiments are not limited thereto. In an embodiment, as illustrated in  FIG.  2   , the cross-sectional area of the deck  200  may be larger than the cross-sectional area of the hull  100 . 
     Referring to  FIG.  1   , the deck  200  may include an upper deck (hereinafter, a first area  210 ) on which crew members go around, various structures are arranged, or shipments are primarily loaded, and a lower deck (hereinafter, a second area  230 ), below (or under) the upper deck, provided separately from the upper deck to provide auxiliary buoyancy for the first area  210 . 
     At least one buoyancy providing member may be disposed in the second area  230 . In the second area  230 , the buoyancy providing member may be disposed to occupy a certain volume. For example, the buoyancy providing member may include polystyrene, but embodiments are not limited thereto. The second area  230  may be sealed while the buoyancy providing member is filled therein. In an embodiment, the second area  230  may be filled with a small amount of air together with the buoyancy providing member. 
     The second area  230  may provide auxiliary buoyance to the first area  210  of the deck  200  when all or part of the ability to provide buoyancy by the hull  100  is lost due to a failure of or impact to the hull  100 . That is, if the ballast tank  170  or the compressed air tank  150  of the hull  100  which provides main buoyancy to the vessel fails to perform its normal function due to failure or impact, the vessel may sink deeper than the normal depth, and in such a case, the deck  200  having disposed above the water surface may descend to a water surface level. In such a case, according to embodiments of the present disclosure, the second area  230  disposed below the first area  210  may provide an auxiliary second buoyancy to prevent complete sinking of the first area  210  where the crew members or various facilities are disposed. 
     Referring back to  FIG.  1   , according to various embodiments of the present disclosure, the support  300  may support the deck  200 , which is formed separately from the hull  100 , so that the deck  200  may be spaced apart from the hull  100  at regular intervals. The support  300  may extend to a predetermined length between the hull  100  and the deck  200  perpendicularly thereto. 
     The support  300  may include a strut (e.g., column, pillar, etc.)  330  and a shaft (e.g., elevator, lift, etc.)  310 . The strut  330  and the shaft  310  are preferably formed in a shape capable of substantially minimizing hydrodynamic drag because at least some portions thereof are directly affected by waves. In an embodiment, the strut  330  and the shaft  310  may be provided in a pillar shape in which an inner hollow is formed. 
     In an embodiment, each of the strut  330  and the shaft  310  may be provided so as to be able to adjust a spacing between the hull  100  and the deck  200 . In addition, the strut  330  and the shaft  310  may be provided in a sealing structure to prevent inflow of seawater into the interior of the hull  100  when damaged. 
     In an embodiment, the strut  330  may provide auxiliary buoyancy for the vessel by filling therein with the buoyancy providing member such as polystyrene and/or air. The strut  330  may be sealed while the inside is filled with the buoyancy providing member and/or air. A plurality of struts  330  may be provided at positions capable of stably supporting the deck  200 . 
     The shaft  310  may be formed to communicate with the first area  210  of the deck  200  and the hangar  130  of the hull  100 . The shaft  310  may include an actuator known in the art that may be elevated or lowered in a state in which shipment is loaded. Air may be introduced into the hangar  130  through the shaft  310 . In addition, electric wires may be provided through the shaft  310  to provide electricity to the hull  100 , and the crew member on the deck  200  may control facilities of the hull  100 . Doors  312  which may be open and closed may be installed at upper and lower portions of the shaft  310 . When all of the doors  312  are closed, due to the air inside, the shaft  310  may adjust a buoyance force in response to a change in the weight of the vessel together with the compressed air tank  150 . 
     In an embodiment, the shaft  310  and the strut  330  may have their respective vertical lengths variably controlled so as to minimize shaking of the deck  200 . Referring to  FIG.  4   , in an embodiment, the shaft  310  may include an upper portion  311  and a lower portion  312  having diameters different from each other. In such an embodiment, at least some portions of the upper portion  311  and the lower portion  312  may be disposed to overlap each other. In an embodiment, a height of an overlap region may be adjusted by moving the upper portion  311  or the lower portion  312  relatively in the vertical direction. In an embodiment, the shaft  310  is provided with a plurality of portions having at least two or more different diameters, and the portions adjacent to each other may be disposed to overlap each other. In such an embodiment, as the height of the overlap region is adjusted, an overall height of the shaft  310  may be adjusted. 
     In addition, an entire height of the strut  330  may also be adjusted through the same structure as the shaft  310  described above. 
     In an embodiment, the deck  200  may be provided with a sensor member (not illustrated) for maintaining the balance. A degree of tilting (inclination) of the deck  200  may be detected through the sensor member. The sensor member may include a gyro sensor, an acceleration sensor, a height sensor, a load sensor, and the like, but embodiments are not limited thereto. According to embodiments of the present disclosure, based on the detection result of the sensor member, it is possible to control the height of the above-described overlap region of each of the shaft  310  and/or the strut  330  so that the balance of the deck  200  may be maintained. 
     In an embodiment, the length of the shaft  310  and the strut  330  may be controlled by a hydraulic control method using a hydraulic cylinder, but embodiments are not limited thereto, and various known length adjustment means may be used. 
     As described above, in the vessel according to various embodiments of the present disclosure, the hull  100  may be submerged below the water surface, and the deck  200  may be supported while spaced apart from the hull  100  and disposed above the water surface, thereby substantially minimizing the influence of waves or storms and increasing stability. In addition, since the hull  100  is formed in an overall disk shape and has an edge in a cusp shape, hydrodynamic drag during operation may be substantially minimized. In addition, since the deck  200  includes a second area that may provide auxiliary buoyancy, it is possible to provide stable buoyancy to the deck  200  even if the buoyancy decreases due to abnormality of the hull  100 . 
     Since the vessel according to various embodiments of the present disclosure described above may allow semi-permanent anchoring, like an island, it may anchor on the shore and serve as facilities such as a power plant, a liquid natural gas transport vessel, an oil refinery, a seawater desalination facility, a marine military base, and the like. For example, the vessel according to various embodiments of the present disclosure may be manufactured as facilities such as seawater desalination facilities, and then may be transported by sea to the customer. In an embodiment, when the vessel according to the present disclosure is used as a liquid natural gas transport vessel, when the liquid gas is stored in the hangar  130  provided in the hull  100  which is arranged to be submerged in seawater, it may be possible to save energy consumed to keep the gas liquid because the underwater temperature is lower than the temperature above the water. 
     In the above, even though all the components constituting embodiments of the present disclosure are described as being coupled into a unit or operating in combination, the present disclosure is not necessarily limited to these embodiments. That is, within the scope of the objectives of the present disclosure, all of the constituent elements may be selectively combined and operated in one or more units. In addition, the terms ‘include’, ‘provided with’, or ‘have’ described hereinabove mean that the corresponding component may be present unless otherwise stated, so it should be understood that other components are not excluded, and other components may be further included. All terms, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art, unless otherwise defined. Terms generally used, such as terms defined in the dictionary, should be interpreted as being consistent with the meaning of the context of the related technology, and are not to be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present disclosure. 
     The above description is merely illustrative of the technical idea of the present disclosure, and those of ordinary skill in the art to which the present disclosure pertains will be able to make various modifications and variations without departing from the essential characteristics of the present disclosure. Accordingly, embodiments disclosed in the present disclosure are not intended to limit the technical idea of the present disclosure, but to explain the technical idea, and the scope of the technical idea of the present disclosure is not limited by these embodiments. The scope of protection of the present inventive concept should be interpreted by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present disclosure. 
     REFERENCE SIGNS 
     
         
           100 : hull 
           110 : seawater tank 
           130 : hangar 
           150 : compressed air tank 
           170 : ballast tank 
           173 : seawater inlet port 
           190 : anchor 
           200 : deck 
           210 : first area 
           230 : second area 
           300 : support 
           310 : shaft 
           330 : strut