Non-braced double-wall methanol fuel tank structure of very large crude carrier

Abstract

The application discloses a kind of super large oil ship's no cross bracing double-wall methanol fuel cabin structure, it is related to methanol fuel cabin structure, especially it is related to a kind of super large oil ship's no cross bracing double-wall methanol fuel cabin structure.A kind of super large oil ship's no cross bracing double-wall methanol fuel cabin structure, it is characterized by: first transverse bulkhead (1) is arranged in middle cargo hold, with the three-face structure of eleventh longitudinal bulkhead (11), twenty-first longitudinal bulkhead (21) and tenth transverse bulkhead (10), fixedly connected into outer wall structure (100);Fifteenth transverse bulkhead (15), sixteenth longitudinal bulkhead (16), twenty-fifth transverse bulkhead (25) and twenty-sixth longitudinal bulkhead (26) are fixedly connected into inner wall structure (200);Outer wall structure (100) and inner wall structure (200) form the double-wall structure of super large oil ship's no cross bracing double-wall methanol fuel cabin structure, good strength, simplify methanol fuel cabin construction technology, reduce methanol fuel cabin structure weight.

Description

Technical Field

[0001] This invention relates to a double-walled methanol fuel tank structure, and more particularly to a cross-bracing-free double-walled methanol fuel tank structure for a very large oil tanker. Background Technology

[0002] With its clean, environmentally friendly, and readily available advantages, methanol has fully demonstrated its potential to become a future marine fuel, and marine fuel has become one of the emerging fields for the use of methanol fuel.

[0003] Currently, among the three main ship types, there are more than 20 vessels in operation worldwide that use methanol as their primary power source, 14 of which were built by Hyundai Mipo Dockyard. As of September 2022, Hyundai shipyard had an order backlog of at least 15 methanol-fueled vessels, mainly including MR-type methanol tankers and 16,000 TEU container ships.

[0004] Methanol fuel is not used as a primary power source on very large crude carriers (VLCCs), therefore, existing VLCCs do not have methanol fuel tanks in their cargo hold areas. Summary of the Invention

[0005] To effectively solve the technical problem of setting methanol fuel tanks in the cargo hold area of ​​very large crude carriers (VLCCs), this invention transforms a portion of the middle cargo hold in the cargo hold area of ​​existing VLCCs into a methanol fuel tank, and provides a double-walled methanol fuel tank structure for VLCCs without transverse bracing. The structure is characterized by comprising: a first transverse bulkhead, a first anti-sway bulkhead, a second anti-sway bulkhead, a third horizontal girder, a tenth transverse bulkhead, a fourth horizontal girder, a fifteenth transverse bulkhead, a twenty-fifth transverse bulkhead, a sixteenth longitudinal bulkhead, a twenty-sixth longitudinal bulkhead, an eleventh longitudinal bulkhead, and a twenty-first longitudinal bulkhead.

[0006] The three-sided structures of the first transverse bulkhead, the eleventh longitudinal bulkhead, the twenty-first longitudinal bulkhead, and the tenth transverse bulkhead are fixedly connected to form the outer wall structure.

[0007] The fifteenth transverse bulkhead, the sixteenth longitudinal bulkhead, the twenty-fifth transverse bulkhead, and the twenty-sixth longitudinal bulkhead are fixedly connected to form an inner wall structure;

[0008] A reinforcing rib structure is installed on one side of the first transverse bulkhead;

[0009] The first anti-sway bulkhead is fixedly connected to one side of the first transverse bulkhead, and the second anti-sway bulkhead is fixedly connected to the opposite side of one side of the first transverse bulkhead.

[0010] A third horizontal girder is provided on one side of the first transverse bulkhead to support the first transverse bulkhead.

[0011] Between the eleventh and twenty-first longitudinal bulkheads, the sixteenth and twenty-sixth longitudinal bulkheads are provided. The two opposite sides of the sixteenth longitudinal bulkhead are fixedly provided on the first transverse bulkhead and the tenth transverse bulkhead, respectively. The two opposite sides of the twenty-sixth longitudinal bulkhead are fixedly provided on the first transverse bulkhead and the tenth transverse bulkhead, respectively.

[0012] The sixteenth longitudinal bulkhead has a reinforcing rib structure on one side;

[0013] Between the first transverse bulkhead and the tenth transverse bulkhead, there are the fifteenth transverse bulkhead and the twenty-fifth transverse bulkhead;

[0014] The two opposite sides of the fifteenth transverse bulkhead are respectively fixed to the sixteenth longitudinal bulkhead and the twenty-sixth longitudinal bulkhead;

[0015] The reinforcing ribs of the fifteenth transverse bulkhead are located between the fifteenth transverse bulkhead and the first transverse bulkhead, and the reinforcing ribs of the twenty-fifth transverse bulkhead are located between the twenty-fifth transverse bulkhead and the tenth transverse bulkhead.

[0016] An eighth double-wall internal vertical support is installed between the sixteenth longitudinal bulkhead and the eleventh longitudinal bulkhead;

[0017] The 18th double-wall internal vertical support is installed between the 26th and 21st longitudinal bulkheads.

[0018] Furthermore, the aforementioned structure of a double-walled methanol fuel tanker without cross bracing for a very large oil tanker is further described as follows: the distance between the first transverse bulkhead and the tenth transverse bulkhead is L, where L = N * Q, Q is the strong structural spacing of the very large oil tanker, and N is an integer, 5 ≥ N ≥ 3.

[0019] The aforementioned structure of a double-walled methanol fuel tanker without cross bracing for a very large oil tanker is further improved by: providing a reinforcing rib for the eleventh longitudinal bulkhead between the sixteenth and eleventh longitudinal bulkheads, wherein the distance between the sixteenth and eleventh longitudinal bulkheads is R1, M11 is the spacing between the reinforcing ribs of the eleventh longitudinal bulkhead, and the value of R1 is: 800mm ≥ R1 ≥ 600mm + M11.

[0020] The aforementioned structure of a double-walled methanol fuel tanker without cross bracing for a very large oil tanker is further improved by: a reinforcing rib of the 21st longitudinal bulkhead being provided between the 26th and 21st longitudinal bulkheads, the distance between the 26th and 21st longitudinal bulkheads being R2, and M21 being the spacing between the reinforcing ribs of the 21st longitudinal bulkhead, with the value of R2 being: 800mm ≥ R2 ≥ 600mm + M21.

[0021] The above-mentioned structure of a double-walled methanol fuel tanker without cross bracing for a very large oil tanker is further improved by: a reinforcing rib of the first transverse bulkhead is provided between the fifteenth transverse bulkhead and the first transverse bulkhead, the distance W1 between the fifteenth transverse bulkhead and the first transverse bulkhead is V10, and the value of W1 is: R1≥W1≥600mm+V10.

[0022] The above-mentioned structure of a double-walled methanol fuel tanker without cross bracing for a very large oil tanker is further improved by setting a reinforcing rib of the tenth transverse bulkhead between the twenty-fifth transverse bulkhead and the tenth transverse bulkhead. The distance between the twenty-fifth transverse bulkhead and the tenth transverse bulkhead is W2, and V1 is the spacing of the reinforcing rib of the tenth transverse bulkhead. The value of W2 is: R2≥W2≥600mm+V1.

[0023] Furthermore, the aforementioned structure of a double-walled methanol fuel tanker without cross bracing for a very large oil tanker further includes the following: the reinforcing rib structure and spacing on the sixteenth longitudinal bulkhead are the same as those on the eleventh longitudinal bulkhead, and are located on one side of the sixteenth longitudinal bulkhead.

[0024] Furthermore, the aforementioned structure of a double-walled methanol fuel tanker without cross bracing for a very large oil tanker further includes the following: the reinforcing rib structure and spacing on the fifteenth and twenty-fifth transverse bulkheads are the same as those on the tenth transverse bulkhead.

[0025] Furthermore, the aforementioned structure for a double-walled methanol fuel tanker without cross bracing on a very large oil tanker further includes a third horizontal girder with a width of U, where 2400mm ≥ U ≥ 600mm.

[0026] Furthermore, the aforementioned structure of a double-walled methanol fuel tanker without cross bracing for a supertanker is further defined as follows: the width of the fourth horizontal girder is P, and 3200mm ≥ P ≥ U.

[0027] Compared with the prior art, the present invention:

[0028] 1. In the double-walled methanol fuel tank structure of a very large crude carrier (VLCC): the first transverse bulkhead is located in the middle cargo hold and is fixedly connected to the three-sided structure of the eleventh longitudinal bulkhead, the twenty-first longitudinal bulkhead, and the tenth transverse bulkhead to form the outer wall structure; the fifteenth transverse bulkhead, the sixteenth longitudinal bulkhead, the twenty-fifth transverse bulkhead, and the twenty-sixth longitudinal bulkhead are fixedly connected to form the inner wall structure; the outer wall structure and the inner wall structure form a double-walled structure of the methanol fuel tank structure of the VLCC, which has high strength. Therefore, the methanol fuel tank of the VLCC has no transverse bracing structure, which simplifies the construction process, reduces the structural weight, shortens the construction process by 5-10 hours, and reduces the structural weight by 5%-10%.

[0029] 2. The first anti-sway bulkhead is fixedly connected to one side of the first transverse bulkhead, and the second anti-sway bulkhead is fixedly connected to the opposite side of one side of the first transverse bulkhead, forming a transversely continuous support structure between the port and starboard cargo holds. While meeting the requirement that the distance between the anti-sway bulkhead and the cargo hold bulkhead does not exceed 35m and no additional anti-sway bulkhead structure is required, the load of the first transverse bulkhead can be effectively transferred to the double-hull side structure through the first and second anti-sway bulkheads, thereby reducing the stress level. The first transverse bulkhead also improves the end stress of the first and second anti-sway bulkheads, thus improving structural safety. Attached Figure Description

[0030] Appendix Figure 1 This is a schematic diagram of the top view of a cargo hold layout for a supertanker, based on existing technology.

[0031] Appendix Figure 2 This is a schematic diagram of the top view of a cargo hold layout for a supertanker, based on existing technology, and a cross-sectional view B'-B'.

[0032] Appendix Figure 3 This is a schematic diagram of the top view of a cargo hold layout for a supertanker, specifically a cross-sectional view A'-A'.

[0033] Appendix Figure 4 This is a schematic diagram of the top view of a cargo hold layout for a supertanker, based on existing technology, and a cross-sectional view C'-C'.

[0034] Appendix Figure 5 This is a schematic top view of the cargo hold arrangement of a double-walled methanol fuel tank structure without cross bracing of a very large oil tanker according to the present invention.

[0035] Appendix Figure 6 This is a partially enlarged schematic diagram of the K-direction arrangement of a double-walled methanol fuel tanker structure without cross bracing of a supertanker according to the present invention.

[0036] Appendix Figure 7 This is a CC cross-sectional view of the cargo hold layout of a double-walled methanol fuel tank structure without cross bracing for a very large oil tanker according to the present invention.

[0037] Appendix Figure 8 This is an EE cross-sectional view of the cargo hold layout of a double-walled methanol fuel tank structure without cross bracing of a very large oil tanker according to the present invention.

[0038] Appendix Figure 9 This is a schematic diagram of the cargo hold layout of a double-walled methanol fuel tank structure without cross bracing for a very large oil tanker according to the present invention, shown in section AA.

[0039] Appendix Figure 10This is a schematic diagram (BB section) of the cargo hold layout of a double-walled methanol fuel tank structure without cross bracing for a very large oil tanker according to the present invention.

[0040] Appendix Figure 11 This is a GG cross-sectional view of the cargo hold layout of a double-walled methanol fuel tank structure without cross bracing for a very large oil tanker according to the present invention.

[0041] In the diagram: 1 is the first transverse bulkhead, 2 is the anti-sway bulkhead, 3 is the third horizontal girder, 10 is the tenth transverse bulkhead, 4 is the fourth horizontal girder, 15 is the fifteenth transverse bulkhead, 25 is the twenty-fifth transverse bulkhead, 16 is the sixteenth longitudinal bulkhead, 26 is the twenty-sixth longitudinal bulkhead, 11 is the eleventh longitudinal bulkhead, 21 is the twenty-first longitudinal bulkhead, 100 is the outer bulkhead structure, 200 is the inner bulkhead structure, 300 is the left cargo hold, 400 is the middle cargo hold, 500 is the right cargo hold, 8 is the vertical support inside the eighth double bulkhead, 18 is the vertical support inside the eighteenth double bulkhead, 7 is the transverse bracing structure of the middle cargo hold in the prior art, and 12 is the vertical support structure of the middle cargo hold in the prior art. Detailed Implementation

[0042] Preferred Implementation

[0043] A double-walled methanol fuel tank structure for a very large oil tanker without transverse bracing is characterized by comprising: a first transverse bulkhead 1, a first anti-sway bulkhead 23, a second anti-sway bulkhead 24, a third horizontal girder 3, a tenth transverse bulkhead 10, a fourth horizontal girder 4, a fifteenth transverse bulkhead 15, a twenty-fifth transverse bulkhead 25, a sixteenth longitudinal bulkhead 16, a twenty-sixth longitudinal bulkhead 26, an eleventh longitudinal bulkhead 11, and a twenty-first longitudinal bulkhead 21; the first transverse bulkhead 1 is located at the position of the strong support structure of the middle cargo hold 400;

[0044] The first transverse bulkhead 1 is located inside the middle cargo hold 400 and is fixedly connected to the three-sided structure of the eleventh longitudinal bulkhead 11, the twenty-first longitudinal bulkhead 21 and the tenth transverse bulkhead 10 to form the outer wall structure 100.

[0045] The fifteenth transverse bulkhead 15, the sixteenth longitudinal bulkhead 16, the twenty-fifth transverse bulkhead 25, and the twenty-sixth longitudinal bulkhead 26 are fixedly connected to form an inner wall structure 200.

[0046] A reinforcing rib structure is provided on one side of the first transverse bulkhead 1;

[0047] The first anti-sway bulkhead 23 is fixedly connected to one side of the first transverse bulkhead 1, and the second anti-sway bulkhead 24 is fixedly connected to the opposite side of one side of the first transverse bulkhead 1, forming a transversely continuous support structure between the port cargo hold 300 and the starboard cargo hold 500. The first anti-sway bulkhead 23 and the second anti-sway bulkhead 24 provide strong transverse support for the first transverse bulkhead 1 in the port cargo hold 300 and the starboard cargo hold 500. The load of the first transverse bulkhead 1 can be effectively transferred to the double-hull side structure through the first anti-sway bulkhead 23 and the second anti-sway bulkhead 24, thereby reducing the stress level. The first transverse bulkhead 1 also improves the end stress of the first anti-sway bulkhead 23 and the second anti-sway bulkhead 24.

[0048] A third horizontal girder 3 is provided on one side of the first transverse bulkhead 1 to support the first transverse bulkhead 1; the third horizontal girder 3 constitutes a longitudinal continuous support for the first transverse bulkhead 1, effectively transferring the longitudinal load.

[0049] Between the eleventh longitudinal bulkhead 11 and the twenty-first longitudinal bulkhead 21, the sixteenth longitudinal bulkhead 16 and the twenty-sixth longitudinal bulkhead 26 are provided. The two opposite sides of the sixteenth longitudinal bulkhead 16 are respectively fixed on the first transverse bulkhead 1 and the tenth transverse bulkhead 10, and the two opposite sides of the twenty-sixth longitudinal bulkhead 26 are respectively fixed on the first transverse bulkhead 1 and the tenth transverse bulkhead 10.

[0050] The sixteenth longitudinal bulkhead 16 has a reinforcing rib structure on one side;

[0051] Between the first transverse bulkhead 1 and the tenth transverse bulkhead 10, there are a fifteenth transverse bulkhead 15 and a twenty-fifth transverse bulkhead 25;

[0052] The two opposite sides of the fifteenth transverse bulkhead 15 are respectively set on the sixteenth longitudinal bulkhead 16 and the twenty-sixth longitudinal bulkhead 26, and the two opposite sides of the twenty-fifth transverse bulkhead 25 are respectively fixedly set on the sixteenth longitudinal bulkhead 16 and the twenty-sixth longitudinal bulkhead 26.

[0053] The reinforcing rib structure of the fifteenth transverse bulkhead 15 is located between the fifteenth transverse bulkhead 15 and the first transverse bulkhead 1, and the reinforcing rib structure of the twenty-fifth transverse bulkhead 25 is located between the twenty-fifth transverse bulkhead 25 and the tenth transverse bulkhead 10.

[0054] An eighth double-wall internal vertical support 8 is provided between the sixteenth longitudinal bulkhead 16 and the eleventh longitudinal bulkhead 11;

[0055] An eighteenth double-wall internal vertical support 18 is provided between the twenty-sixth longitudinal bulkhead 26 and the twenty-first longitudinal bulkhead 21.

[0056] Because the first transverse bulkhead 1 is located within the middle cargo hold 400, it is fixedly connected to the three-sided structure of the eleventh longitudinal bulkhead 11, the twenty-first longitudinal bulkhead 21, and the tenth transverse bulkhead 10 to form an outer wall structure 100; the fifteenth transverse bulkhead 15, the sixteenth longitudinal bulkhead 16, the twenty-fifth transverse bulkhead 25, and the twenty-sixth longitudinal bulkhead 26 are fixedly connected to form an inner wall structure 200; simultaneously, an eighth double-wall internal vertical support 8 is provided between the sixteenth longitudinal bulkhead 16 and the eleventh longitudinal bulkhead 11; and an eighteenth double-wall internal vertical support 18 is provided between the twenty-sixth longitudinal bulkhead 26 and the twenty-first longitudinal bulkhead 21. Therefore, [the following is omitted as it is not directly related to the previous sentence] Figure 5 The original cross bracing structure 7 of the cargo hold was reduced. Figure 5 The area of ​​the vertical support structure 12 of the cargo hold in the central part of the Central Plains.

[0057] The distance between the first transverse bulkhead 1 and the tenth transverse bulkhead 10 is L, where L = N * Q, Q is the strong structural spacing of the VLCC, and N is an integer, 5 ≥ N ≥ 3.

[0058] The distance between the sixteenth longitudinal bulkhead 16 and the eleventh longitudinal bulkhead 11 is R1, where M11 is the spacing of the reinforcing ribs of the eleventh longitudinal bulkhead 11, and the value of R1 is: 800mm ≥ R1 ≥ 600mm + M11. A reinforcing rib of the eleventh longitudinal bulkhead 11 is provided between the sixteenth longitudinal bulkhead 16 and the eleventh longitudinal bulkhead 11. A maintenance passage is provided between the sixteenth longitudinal bulkhead 16 and the eleventh longitudinal bulkhead 11.

[0059] A reinforcing rib for the 21st longitudinal bulkhead 21 is provided between the 26th longitudinal bulkhead 26 and the 21st longitudinal bulkhead 21. The distance between the 26th longitudinal bulkhead 26 and the 21st longitudinal bulkhead 21 is R2, and M21 is the spacing of the reinforcing ribs of the 21st longitudinal bulkhead 21. The value of R2 is: 800mm ≥ R2 ≥

[0060] 600mm+M21. A maintenance passage is provided between the 26th longitudinal bulkhead 26 and the 21st longitudinal bulkhead 21.

[0061] A reinforcing rib of the first transverse bulkhead 1 is provided between the fifteenth transverse bulkhead 15 and the first transverse bulkhead 1. The distance W1 between the fifteenth transverse bulkhead 15 and the first transverse bulkhead 1 is V10, where V10 is the spacing between the reinforcing ribs of the first transverse bulkhead 1. The value of W1 is: R1≥W1≥600mm+V10. An inspection passage is provided between the fifteenth transverse bulkhead 15 and the first transverse bulkhead 1.

[0062] A reinforcing rib of the tenth transverse bulkhead 10 is provided between the twenty-fifth transverse bulkhead 25 and the tenth transverse bulkhead 10. The distance W2 between the twenty-fifth transverse bulkhead 25 and the tenth transverse bulkhead 10 is V1, where V1 is the spacing of the reinforcing ribs of the tenth transverse bulkhead 10. The value of W2 is: R2≥W2≥600mm+V1. An inspection passage is provided between the twenty-fifth transverse bulkhead 25 and the tenth transverse bulkhead 10.

[0063] The reinforcing rib structure and spacing on the sixteenth longitudinal bulkhead 16 are the same as those on the eleventh longitudinal bulkhead 11, and are located on one side of the sixteenth longitudinal bulkhead 16.

[0064] The reinforcing rib structure and spacing on the fifteenth transverse bulkhead 15 and the twenty-fifth transverse bulkhead 25 are the same as those on the tenth transverse bulkhead 10. This reduces the difficulty of construction.

[0065] The width of the third horizontal truss 3 is U, where 2400mm ≥ U ≥ 600mm. The fifteenth transverse bulkhead 15 and the first transverse bulkhead 1 form a double-wall structure, thus reducing the width of the third horizontal truss 3, saving materials, and reducing the weight of the methanol fuel tank structure without cross bracing on the VLCC.

[0066] The width of the fourth horizontal truss 4 is P, where 3200mm ≥ P ≥ U. The twenty-fifth transverse bulkhead 25 and the tenth transverse bulkhead 10 form a double-wall structure, thus reducing the width of the fourth horizontal truss 4, saving materials, and reducing the weight of the methanol fuel tank structure without cross bracing on the very large crude carrier.

[0067] The first transverse bulkhead is located inside the middle cargo hold and is fixedly connected to the three-sided structure of the eleventh longitudinal bulkhead, the twenty-first longitudinal bulkhead, and the tenth transverse bulkhead to form the outer wall structure; the fifteenth transverse bulkhead, the sixteenth longitudinal bulkhead, the twenty-fifth transverse bulkhead, and the twenty-sixth longitudinal bulkhead are fixedly connected to form the inner wall structure; the outer wall structure and the inner wall structure form a double-wall structure of the methanol fuel tank structure of the VLCC, which has high strength, so there is no transverse bracing structure in the methanol fuel tank of the VLCC, which simplifies the construction process and reduces the overall structural weight.

[0068] The first anti-sway bulkhead is fixedly connected to one side of the first transverse bulkhead, and the second anti-sway bulkhead is fixedly connected to the opposite side of one side of the first transverse bulkhead, forming a transversely continuous support structure between the port and starboard cargo holds, which improves the safety of the methanol fuel tank structure without transverse bracing on the very large crude carrier.

Claims

1. A cross-bracing-free double-walled methanol fuel tank structure for a very large oil tanker, characterized in that... It includes: the first transverse bulkhead (1), the first anti-sway bulkhead (23), the second anti-sway bulkhead (24), the third horizontal girder (3), the tenth transverse bulkhead (10), the fourth horizontal girder (4), the fifteenth transverse bulkhead (15), the twenty-fifth transverse bulkhead (25), the sixteenth longitudinal bulkhead (16), the twenty-sixth longitudinal bulkhead (26), the eleventh longitudinal bulkhead (11), and the twenty-first longitudinal bulkhead (21); The three-sided structure of the first transverse bulkhead (1), the eleventh longitudinal bulkhead (11), the twenty-first longitudinal bulkhead (21), and the tenth transverse bulkhead (10) is fixedly connected to form an outer wall structure (100). The fifteenth transverse bulkhead (15), the sixteenth longitudinal bulkhead (16), the twenty-fifth transverse bulkhead (25), and the twenty-sixth longitudinal bulkhead (26) are fixedly connected to form an inner wall structure (200); A reinforcing rib structure is provided on one side of the first transverse bulkhead (1); The first anti-sway bulkhead (23) is fixedly connected to one side of the first transverse bulkhead (1), and the second anti-sway bulkhead (24) is fixedly connected to the opposite side of one side of the first transverse bulkhead (1). A third horizontal truss (3) is provided on one side of the first transverse bulkhead (1) to support the first transverse bulkhead (1); Between the eleventh longitudinal bulkhead (11) and the twenty-first longitudinal bulkhead (21), the sixteenth longitudinal bulkhead (16) and the twenty-sixth longitudinal bulkhead (26) are provided. The two opposite sides of the sixteenth longitudinal bulkhead (16) are respectively fixed on the first transverse bulkhead (1) and the tenth transverse bulkhead (10), and the two opposite sides of the twenty-sixth longitudinal bulkhead (26) are respectively fixed on the first transverse bulkhead (1) and the tenth transverse bulkhead (10). The sixteenth longitudinal bulkhead (16) has a reinforcing rib structure on one side; Between the first transverse bulkhead (1) and the tenth transverse bulkhead (10), there are a fifteenth transverse bulkhead (15) and a twenty-fifth transverse bulkhead (25); The two opposite sides of the fifteenth transverse bulkhead (15) are respectively fixed on the sixteenth longitudinal bulkhead (16) and the twenty-sixth longitudinal bulkhead (26), and the two opposite sides of the twenty-fifth transverse bulkhead (25) are respectively fixed on the sixteenth longitudinal bulkhead (16) and the twenty-sixth longitudinal bulkhead (26); The reinforcing rib structure of the fifteenth transverse bulkhead (15) is located between the fifteenth transverse bulkhead (15) and the first transverse bulkhead (1), and the reinforcing rib structure of the twenty-fifth transverse bulkhead (25) is located between the twenty-fifth transverse bulkhead (25) and the tenth transverse bulkhead (10). An eighth double-wall internal vertical support (8) is provided between the sixteenth longitudinal bulkhead (16) and the eleventh longitudinal bulkhead (11); An eighteenth double-wall internal vertical support (18) is provided between the twenty-sixth longitudinal bulkhead (26) and the twenty-first longitudinal bulkhead (21); A reinforcing rib of the eleventh longitudinal bulkhead (11) is provided between the sixteenth longitudinal bulkhead (16) and the eleventh longitudinal bulkhead (11). The distance between the sixteenth longitudinal bulkhead (16) and the eleventh longitudinal bulkhead (11) is R1, and M11 is the spacing of the reinforcing ribs of the eleventh longitudinal bulkhead (11). The value of R1 is: 800mm≥R1≥600mm+M11. A reinforcing rib of the 21st longitudinal bulkhead (21) is provided between the 26th longitudinal bulkhead (26) and the 21st longitudinal bulkhead (21). The distance between the 26th longitudinal bulkhead (26) and the 21st longitudinal bulkhead (21) is R2, and M21 is the spacing of the reinforcing rib of the 21st longitudinal bulkhead (21). The value of R2 is: 800mm≥R2≥600mm+M21.

2. The structure of a double-walled methanol fuel tanker without cross bracing as described in claim 1, characterized in that: The distance between the first transverse bulkhead (1) and the tenth transverse bulkhead (10) is L, L=N*Q, Q is the spacing of the strong support structure of the VLCC, N is an integer, 5≥N≥3.

3. The structure of a double-walled methanol fuel tanker without cross bracing as described in claim 1, characterized in that: A reinforcing rib of the first transverse bulkhead (1) is provided between the fifteenth transverse bulkhead (15) and the first transverse bulkhead (1). The distance W1 between the fifteenth transverse bulkhead (15) and the first transverse bulkhead (1) is V10, which is the spacing of the reinforcing ribs of the first transverse bulkhead (1). The value of W1 is: R1≥W1≥600mm+V10.

4. The structure of a double-walled methanol fuel tanker without cross bracing as described in claim 3, characterized in that: A reinforcing rib of the tenth transverse bulkhead (10) is provided between the twenty-fifth transverse bulkhead (25) and the tenth transverse bulkhead (10). The distance between the twenty-fifth transverse bulkhead (25) and the tenth transverse bulkhead (10) is W2, and V1 is the spacing of the reinforcing rib of the tenth transverse bulkhead (10). The value of W2 is: R2≥W2≥600mm+V1.

5. The structure of a double-walled methanol fuel tanker without cross bracing as described in claim 4, characterized in that: The reinforcing rib structure and spacing on the sixteenth longitudinal bulkhead (16) are the same as those on the eleventh longitudinal bulkhead (11), and are located on one side of the sixteenth longitudinal bulkhead (16).

6. The structure of a double-walled methanol fuel tanker without cross bracing as described in claim 1 or 5, characterized in that: The stiffening rib structure and spacing on the fifteenth transverse bulkhead (15) and the twenty-fifth transverse bulkhead (25) are the same as those on the tenth transverse bulkhead (10).

7. A double-walled methanol fuel tank structure for a very large oil tanker without cross bracing as described in claim 1 or 5, characterized in that: The width of the third horizontal truss (3) is U, and the value of U is: 2400mm≥U≥600mm.

8. A double-walled methanol fuel tank structure for a very large oil tanker without cross bracing as described in claim 1 or 5, characterized in that: The width of the fourth horizontal truss (4) is P, and the value of P is: 3200mm≥P≥U.

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