Composite Structures 236 (2020) 111915

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Composite Structures
journal homepage: www.elsevier.com/locate/compstruct

Design of a 70 MPa type IV hydrogen storage vessel using accurate modeling T

techniques for dome thickness prediction
⁎ ⁎
Qian Zhanga, Hui Xua, Xiaolong Jiab,c, , Lei Zua, , Shuo Chenga, Huabi Wanga
a
Anhui Province Key Lab of Aerospace Structural Parts Forming Technology and Equipment, Hefei University of Technology, Hefei 230009, China
b
Key Laboratory of Carbon Fiber and Functional Polymers, Ministry of Education, Beijing University of Chemical Technology, Beijing 100029, China
c
State Key Laboratory of Organic-Inorganic Composites, College of Materials Science and Engineering, Beijing University of Chemical Technology, Beijing 100029, China

A R T I C LE I N FO A B S T R A C T

Keywords: The aim of this study is to propose methods for dome thickness distribution and the charge pressure of the liner
Composite material for a 70 MPa type IV hydrogen storage vessel. The netting theory was employed to design the lay-up of the
Type IV hydrogen vessel cylindrical section. For precise prediction of the dome thickness, a cubic spline function was utilized. Variable
Filament winding polar radii were used to reduce the fiber stacking and thickness accumulation near polar openings. To evaluate
Winding tension
the designed lay-up, various failure criteria were applied so as to predict precisely the failure of composite layers
Variable polar radii
in finite element analysis. In order to determine the most appropriate range of the internal pressure when filling
hydrogen gas during filament winding process, the compressive pressure applied on the liner was calculated by
taking into account the variety of winding tension, and the buckling and static analysis of the liner were carried
out, respectively. The methods presented in this work provide a valuable reference for designing the type IV
hydrogen storage vessels.

1. Introduction
Hydrogen gas, owing to the advantages of renewability and pro-
ducing harmless byproducts, has gained sufficient attention as a source
of eco-friendly energy [1,2]. Various storage technologies have been
developed to utilize the hydrogen as a fuel source in aerospace and
commercial industries [3,4]. Considering the performances and weight
of the storage structure, the composite pressure vessel which can be
used to store hydrogen gas at a high pressure is the most economical
choice.
At present the vessels which are extensively used to store hydrogen
gas are composite pressure vessels with metallic liners (type III pressure
vessels). Since the metallic liner has many advantages such as high
anticollision performance, excellent impermeability and distinct plas-
ticity that improve the entire performance of composite vessels by ap-
plying autofrettage pressure, the considerable investigations on the
type III pressure vessels have been carried out. Son et al. [5] predicted
the autofrettage pressure of a type III hydrogen pressure vessel based on
various failure criteria of anisotropic composites, and evaluated dif-
ferent modeling techniques for the type III hydrogen pressure vessel at
high pressure of 70 MPa [6]. Zu et al. [7–9] investigated type III
pressure vessels with various shapes of metallic liners. Alcántar et al.
[10] optimized a type III pressure vessel using genetic algorithms and
simulated annealing and the weight was significantly reduced. Since
the operating pressure of the hydrogen pressure vessel determines the
driving range of fuel cell vehicles, a greater driving range can be
achieved by increasing the pressure of hydrogen. The weight of com-
posite pressure vessel, however, increases, which leads to high manu-
facturing costs. In order to fabricate light-weight high-pressure hy-
drogen storage vessels to accelerate the commercialization of hydrogen
in the automotive industry, type IV high pressure storage vessels have
received much attention. These vessels are fabricated by composite
wound around a polymer liner. To satisfy industry’s specifications such
as volumetric hydrogen density, the internal pressure must be increased
up to 70 MPa. Recently, researches on type IV pressure vessels have
been carried out. Ramirez et al. [11] predicted the burst pressure of
type IV hyperbaric tanks for hydrogen storage with the aid of finite
element analysis, and the results were validated by experiments. Leh
et al. [12] established a progressive model to predict the burst pressure
of a type IV hydrogen composite pressure vessel and proposed a method
for predicting the multi-sequence lay-up of a dome by taking into ac-
count the variety of winding angles and thickness [13]. Magneville
et al. [14] employed a thermo-mechanical behavior law to study the
burst behavior of a hydrogen high pressure storage vessel. Gentilleau
et al. [15] took into account the thermo-mechanical stresses caused by
fast filling and studied the effect of temperature and matrix cracking on

⁎
Corresponding authors.
E-mail addresses: jiaxl@mail.buct.edu.cn (X. Jia), zulei@hfut.edu.cn (L. Zu).

https://doi.org/10.1016/j.compstruct.2020.111915
Received 25 November 2019; Received in revised form 1 January 2020; Accepted 9 January 2020
Available online 11 January 2020
0263-8223/ © 2020 Elsevier Ltd. All rights reserved.
Q. Zhang, et al. Composite Structures 236 (2020) 111915

the composite pressure vessel with a polyurethane liner. The afore- Table 1
mentioned literatures about type IV pressure vessels mainly focus on Mechanical properties of 6061-T6 and the polyethylene liner.
the optimization of lay-up, the failure analysis of composite layers or Aluminum boss Polyethylene liner
the prediction of burst pressure. Few investigations on improvement of
dome thickness distribution on dome parts were carried out. Ad- Property 6061-T6 7149U
Elasticity modulus, GPa 74.12 0.33
ditionally, since the stiffness of the polymer liner much lower than that
Poisson's ratio 0.28 0.4
of the aluminum liner, it is necessary to take into account the effect of Tensile strength 368 MPa
winding tension on the polymer liner during filament winding process. Yield Strength 281 MPa 14 MPa
It should be also remembered that the internal pressure generated by Density 930 kg/m3
filling hydrogen gas is used to bear the compressive stress generated by
winding tension. However, the smaller internal pressure would lead to
buckling of the liner under the large winding tension and the larger Table 2
internal pressure would result in destruction of the liner; therefore, it is Material property of T700/epoxy composite.
of great importance to determine the appropriate range of internal property T700/epoxy composite
pressure as filling hydrogen gas. Nevertheless, few studies considering
Extensional modulus in 1- direction (E11) 134,000 MPa
these factors can be available in present literatures.
Extensional modulus in 2- direction (E22) 7420 MPa
In this study, methods for designing the lay-up and determining the Extensional modulus in 3- direction (E33) 7420 MPa
range of internal pressure of the polymer liner were presented. The lay- Shear Modulus (G12) 3710 MPa
up of the storage vessel was designed based on the netting theory. A Shear Modulus (G23) 3710 MPa
cubic spline function was utilized to precisely predict the dome thick- Shear Modulus (G13) 4790 MPa
Poisson’s ratio (μ12) 0.28
ness, and variable polar radii were used to reduce the fiber stacking and Poisson’s ratio (μ23) 0.28
thickness accumulation on dome parts especially near polar openings. Poisson’s ratio (μ13) 0.3
In order to ensure the liner undestroyed in filament winding process, it Longitudinal tensile Strength (Xt) 2300 MPa
is of importance to determine the appropriate internal pressure. The Longitudinal compressive Strength (Xc) 1250 MPa
Transverse Tensile Strength in (Yt) 74 MPa
effect of winding tension on the liner was therefore investigated in
Transverse compressive (Yc) 180 MPa
order to obtain the compressive stress in radial direction. Combining Shear Strength (S) 50 MPa
the compressive stress generated by winding tension with the buckling Developed fiber strength (σf) 2800 MPa
analysis of the liner, the minimum internal pressure was determined.
Additionally, the static analysis of the liner was carried out to obtain
the maximum internal pressure. variety of the compressive stress in radial direction. To investigate the
effect of the compressive stress on the liner, the compressive stress is
calculated and expressed as [16]:
2. Geometry and material properties
P = F ·sin θ (b·R) (1)
As can be seen in Fig. 1, the pressure vessel modeled in this paper is
a type IV hydrogen storage vessel with capacities of 70 MPa, composed where F is the winding tension; b is the roving bandwidth that is 2 mm
of a metal boss playing the role of connecting the vessel, a polyethylene in this work; R is the radius corresponding to the composite layer.
liner used to seal the vessel and the composite layer whose role is to
ensure the strength of the structure. The properties of the aluminum
boss and the polyethylene liner are shown in Table.1. The material 2.2. Thickness prediction of the cylindrical section
property of T700 fiber reinforced composites is listed in Table. 2.
The netting theory [17] as a simple and well-suited method for the
2.1. Compressive stress generated by winding tension design of filament-wound pressure vessels assumes that the fibers
support all the internal pressure and the failure of the structure occurs
In filament winding process, as the layers increase the winding due to fiber breakage; therefore, the effect of the matrix is negligible.
tension in outer layers is greater than that of internal layers; therefore, Based on the netting theory, the thickness of composite layers is shown
the fiber stress in the internal layers will decrease, which leads to the as

Fig. 1. Configurations of the liner and the aluminum boss.

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Q. Zhang, et al. Composite Structures 236 (2020) 111915

Rp
tθ = (2 − tan2 α )
2σf (2)

Rp
ta =
2σf cos2 α (3)
where tθ and ta are the thickness of hoop layers and helical layers, re-
spectively; p represents the burst pressure; R stands for the outside ra-
dius of the liner; σf is the developed fiber strength; α is the winding
angle.
Combining Eq. (2) with Eq. (3), the thickness of cylindrical part is
obtained by
3Rpb
t = t θ + ta =
2σf (4)
The burst pressure is calculated by Eq. (4), given by
2tσf
pb =
3R (5)
Since only helical layers are wound during dome winding, the fiber
strength cannot achieve the level of hoop winding. As a result, the Fig. 2. Layer thickness distribution on dome parts corresponding to various
thickness of helical layers is introduced as rovings.
Rp
tak =
2ks σf cos2 α (6) to various rovings was carried out and compared in order to determine
the appropriate roving bandwidth, as shown in Fig. 2. It is illustrated
where ks is the stress equilibrium factor. Taking it into account, the
that the layer thickness increases sharply in the region of two roving
thickness of helical layers increases; however, the thickness of hoop
bandwidths around polar openings as a single roving is utilized in fi-
layers decreases and can be expressed as
lament winding process, which demonstrates the fiber builds up ser-
Rp ⎛ 1 iously. As the rovings increase, the layer thickness decreases sig-
tθk = 2 − tan2 α ⎞
⎜ ⎟

2σf ⎝ ks ⎠ (7) nificantly and the sharply thickness peak near polar openings can be
avoided. However, using excessive roving bandwidth is not re-
Combining Eq. (6) with Eq. (7), the total thickness of composite commended, as this leads to non-uniform fiber tension within rovings
layers at cylindrical part is obtained as during dome winding. Thus, the four rovings are employed in this work.
(2ks + 1) Rpb As can be seen in Fig. 2, the fiber stacks and the thickness accu-
tk = tθk + tak = mulates around polar openings although the four rovings are utilized.
2ks σf (8)
Therefore, in this study variable polar radii were used to reduce the
The burst pressure is now introduced thickness accumulation and fiber stacking on the dome part. The
2ks tk σf winding angles obtained using variable polar radii are shown in Table.
pb = 3.
(2ks + 1) R (9)
To make the strength of helical layers unchanged after reducing the
thickness using variable polar radii, the burst pressure is now given by
2.3. Dome thickness prediction
2ks σf tc ncos2 α 0
pb =
By comparing the methods for thickness determination [18], Wang’s R (13)
method [19] was employed in order to predict layer thickness in this
where tc is the thickness of a single roving, which is 0.227 mm, α0 is the
study as it is taken as the most accurate method. It is depicted in two
average winding angle on dome parts, which is computed by winding
parts:
angles corresponding to variable polar radii.
mR ·nR ⎧ r r + b ⎞⎫ The safety factor in this paper is 2.5, the predicted burst pressure is
t (r ) = · arccos ⎛ 0 ⎞ − arccos ⎛ 0 ·tp, (r2b ⩽ r ⩽ R)
π ⎨ ⎩ ⎝r ⎠ ⎝ r ⎠⎬ ⎭ (10) thus 175 MPa. Additionally, the stress equilibrium factor ks is 0.75.
According to Eq. (6), the thickness of helical layers on cylindrical part is
and determined and the corresponding number of helical layers is 34.
t (r ) = m1 + m2 × r + m3 × r 2 + m4 × r 3, (r0 ⩽ r ⩽ r2b) (11)
Table 3
where mR and nR stand for the number of rovings and layers in the Winding angles corresponding to variable polar radii.
cylindrical section, respectively, and their quantities are expressed as
Winding angle (°) Winding angle after rounding Radii of polar openings
2πR (°) (mm)
⎧ mR = (b cos α 0 )
tR
⎨ nR = 13.8 14 40
2tp (12)
⎩ 16.6 17 47.93
19.4 19 55.82
tp represents the thickness of a roving, b stands for the width of a 22.3 22 63.68
roving, r0 is the radius of the polar opening, r2b is the radius at two 25.2 25 71.5
roving-width distance from the polar openings, tR and α0 represent the 28.2 28 79.25
thickness of the layer and the initial winding angle on the cylindrical 31.2 31 86.95
34.2 34 94.56
part, respectively. The coefficients m1, m2, m3 and m4 are presented in
37.4 37 102.09
[19] and determined with the aid of boundary conditions. 40.7 41 109.5
In this work the thickness prediction of the dome part corresponding

3
Q. Zhang, et al.
Table 4
Composite layers for winding angles that are calculated using variable polar
radii.
Winding angle (°) 14 17 19 22 25 28 31 34 37 41
Layers 12 4 4 4 4 2 2 2 2 2
Fig. 3. Dome thickness obtained using Wang's method using variable polar
radii.
Substituting 175 MPa into Eq. (13), the number of helical layers is 38.
Based on the winding angles calculated using variable polar radii, as
seen in Table. 3, the corresponding layers are determined and shown in
Table. 4.
Fig. 3 shows the dome thickness obtained using Wang’s method and
using variable polar radii, illustrating that filament winding based on
variable polar radii can significantly reduce the thickness accumulation
near polar openings, however, the dome thickness does not distribute
uniformly. In order to ensure the thickness can distribute continuously
and uniformly, a spline approximation of the dome thickness was uti-
lized to model the composite layers in finite element analysis. The
average winding angle on dome parts is α0 = 23.2. Substituting it into
the Eq. (6), the thickness on cylindrical part is 9.12 mm. The number of
hoop and helical layers is thus 40 and 38, respectively.
3. Finite element model
To evaluate the design of composite layers, the finite element of the
type IV storage vessel was established, as seen in Fig. 4. The liner and
the boss were modeled using cubic solid element (C3D8R), and the
continuum shell elements were used to construct the composite layers.
The internal pressure was applied on the inner surface of the liner and
the axial displacement was restricted by applying the fixed constraint
on the end of the boss. The cyclical symmetry was applied on the sec-
tion of the model due to the symmetry of the vessel.
3.1. Progressive damage model
Progressive damage model has been widely used in progressive
damage and failure analysis of composite structures. The process of
progressive failure analysis is shown in Fig. 5. Initially, damage in-
itiation criteria are utilized to determine the damage onset of composite
materials according to the stress calculated using the finite element
method. After that, the stiffness of materials is degraded based on dif-
ferent failure modes. Finally, with the damage accumulating, structure
failures occur.
4
Composite Structures 236 (2020) 111915
The Tsai-Wu failure criterion [20] was employed to detect the da-
mage onset, given by
Fi σi + Fij σi σj ⩽ 1(i, j = 1, 2, 6) (14)
where the strength parameters F11, F22, F12, F66, F1, F2 and F6 are de-
fined as
1 1 1 1
F11 = , F22 = , F66 = 2 , F12 = − ,
Xt Xc Yt Yc S 2 Xt Xc Yt Yc
1 1 1 1
F1 = − , F2 = − , F6 = 0
Xt Xc Yt Yc (15)
where XT and XC are the tensile and compressive strengths in the
longitudinal direction, respectively. YT and YC are the tensile and
compressive strengths in the transverse direction.
The stiffness matrix degradation can be given in Table 5 [21].
4. Results and discussion
To study material behaviors and evaluate the safety of the vessel,
the strain and stress analysis were performed, as shown in Figs. 6 and 7.
Fig. 6 shows the Mises stress on the boss and the liner. Under the in-
ternal pressure of 70 MPa, the maximum stress of the boss is 295.7 MPa
that does not exceed the yield strength of materials. The maximum
stress of the liner is 49.2 MPa at the dome parts and it is below the yield
strength. The results (Fig. 6) demonstrate that the designed stacking
sequence satisfies the strength criterion of the hydrogen vessel.
Figs. 7 and 8 show the stress and strain distribution in composite
layers, respectively. Fig. 6 illustrates that the maximum stresses in
longitudinal and transverse directions are 1254 MPa and 72 MPa, re-
spectively, and both of them are less than the yield strength. Moreover,
the maximum shear stress occurs in the innermost layer, which is not
greater than the yield strength as well. Fig. 8 shows the strain dis-
tribution in composite layers. The maximum strains in longitudinal and
transverse directions are 9303με and 10,000με, respectively, both of
which do not exceed the allowable value of 21,000με.
Fig. 9 shows the results based on the progressive damage model,
indicating that only the matrix failure and shear failure of some com-
posite layers take place in the cylindrical part under the internal pres-
sure of 175 MPa. However, the fiber failure does not occur, which il-
lustrates that the storage vessel does not burst. Therefore, it is believed
that such a model designed using the methods proposed in this paper
satisfies the design requirements.
4.1. Internal pressure of the liner when filling hydrogen gas
The performances of the polyethylene liner are in unstable state
under the winding tension due to its lower stiffness. To ensure the liner
undestroyed during filament winding process, the internal pressure
should be applied on the liner by filling hydrogen gas. Therefore, it is
necessary to determine the appropriate range of internal pressure. In
this paper the effect of the winding tension on the polyethylene liner
was investigated, and the compressive stress applied on the liner was
calculated by the Eq. (1). Fig. 10 shows hoop strains in the liner and
their variety corresponding to various composite layers. It illustrates
that the maximum hoop strain in the liner is 10,561με under the charge
pressure of 0.15 MPa (Fig. 10-a). The compressive stress generated by
winding tension in the first composite layer is 0.134 MPa. Since the
effect of the shrinkage of the liner on the fiber stress in the first layer is
not taken into account, the maximum hoop strains in the liner and in
fibers are 1022με and 740με, respectively (Fig. 10-b).
Based on the hypothesis that the relaxation effect of the external
layers on the inner layer takes places at the end of the winding process,
the compressive stress generated by winding tension in the second layer
is thus 0.134 MPa, the total compressive stress is thus 0.268 MPa when
the second layer is wound completely. As shown in Fig. 10-c, the hoop
Q. Zhang, et al. Composite Structures 236 (2020) 111915

Fig. 4. Finite element model of a type IV hydrogen storage vessel.

strain in liner is −8219με, (the negative value indicates the shrinkage
of the liner in hoop direction, while the positive value illustrates the
outward expansion) and the hoop strain in fibers is 740με. Moreover,
the hoop strain of the liner changes by 7197με.
As the third layer is wound, the compressive stress in radial direc-
tion is 0.043 MPa. Considering the relaxation effect of the second layer
on the first layer, the hoop strain generated by shrinkage of the liner is
greater than the fiber strain, illustrating the fibers are relaxed so that
the fiber stresses disappear. After the three composite layers are wound
completely, the equivalent pressure on the liner is 0.177 MPa. The hoop
stain of the liner is −1987με, and the fiber stain in the third layer is
240με, as shown in Fig. 10-d.
When starting the winding of the fourth layer, the third layer relaxes
the internal layers. The compressive stress resulting from the four layers

Fig. 5. Flowchart of progressive failure analysis.

5
Q. Zhang, et al. Composite Structures 236 (2020) 111915

Table 5
Stiffness degradation criteria of composite materials.
Failure modes Stiffness degradation criteria

Matrix Cracking E22 = 0.2 E22, G12 = 0.2 G12, G23 = 0.2 G23
Fiber tensile failure E11 = 0.07E11, E22 = 0.07E22, E33 = 0.07E33, G12 = 0.07G12, G13 = 0.07G13, v12 = 0.07v12, μ23 = 0.07μ23, μ13 = 0.07 v13
Shear failure G12 = v12 = 0
Delamination caused by tensile E33 = G23 = G13 = μ23 = μ13 = 0
Delamination caused by compression E33 = G23 = G13 = μ23 = μ13 = 0

Fig. 6. Stress distribution in the boss and the liner: (a) mises stress distribution in the boss; (b) mises stress distribution in the liner.

Fig. 7. Stress distribution in composite layers: (a) stress in longitudinal direction; (b) stress in transverse direction; (c) shear stress.

6
Q. Zhang, et al. Composite Structures 236 (2020) 111915

Fig. 8. Strain distribution in composite layers: (a) strain in longitudinal direction; (b) strain in transverse direction; (c) shear strain.

is 0.086 MPa, and the hoop strain in the liner is 441με, which shows
that the liner begins to expand outward. Nevertheless, due to the
stiffness of the fiber that is much greater than that of the liner, the hoop
strain of the liner is unchanged.
When the fifth layer is wound, the compressive stress generated by
winding tension in the five layers is 0.128 MPa. Since it is smaller than
the charge pressure of 0.15 MPa, the hoop strain in the liner is constant
as well; however, after the sixth layer is wound completely, the
compressive stress is 0.17 MPa. It is concluded that the liner begins to
shrink and the fiber stresses in internal layers disappear in different
proportions. The entire winding process is carried out with following
the rules mentioned above. As the layers increase, the compressive
stress will fluctuate around 0.15 MPa.
4.1.1. Buckling analysis of the liner
To determine the ultimate pressure of the liner, the buckling

Fig. 9. Results calculated by progressive failure analysis: (a) fiber failure (b) matrix failure (c) shear failure.

7
Q. Zhang, et al. Composite Structures 236 (2020) 111915

Fig. 10. Variety of hoop strains in the liner: (a) hoop strains under the internal pressure of 0.15 MPa, (b) hoop strains as the first layer is wound, (c) hoop strains as
the second layer is wound, (d) hoop strains as the third layer is wound, (e) hoop strains as the fourth layer is wound.

analysis was carried out in this study. Under the external pressure of
0.01 MPa, the first four modes of the liner are shown in Fig. 11. It
illustrates that the eigenvalue corresponding to the first order mode is
2.2312 that is the minimum. Therefore, the ultimate pressure is
0.0223 MPa. Under the fiber tension of 45 N, the compressive stress
resulting from the first layer is 0.133 MPa, which is greater than the
ultimate pressure of 0.0223 MPa. In order to ensure the liner be able to
bear the compressive stress, the minimum internal pressure when filling
hydrogen gas is 0.11 MPa.
4.1.2. Static analysis of the liner
The static analysis of the liner under the initial internal pressure of
1 MPa was complemented so as to predict the ultimate internal pres-
sure, as shown in Fig. 12. The maximum mises stress is 14 MPa that is
equal to the yield strength while the step time is 0.5442 MPa; the ul-
timate internal pressure is thus 0.5442 MPa. Owing to the expansion of
the gas caused by the increasing temperature in curing process, the
internal pressure increases as well. In this study the initial temperature
is 23℃, and the maximum curing temperature is 120℃; thus, the ulti-
mate internal pressure reaches 0.41 MPa, when the internal pressure
increases by 33% according to the ideal gas law. It should be also re-
membered that the total compressive stress is about 0.15 MPa, there-
fore, the appropriate internal pressure should range from 0.11 to
0.15 MPa.
5. Conclusion
In this paper methods for predicting the dome thickness and the

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Q. Zhang, et al. Composite Structures 236 (2020) 111915

Fig. 11. Buckling analysis of the liner.

burst of the storage vessel does not take place. Additionally, the com-
pressive stress generated by winding tension was calculated. By buck-
ling analysis and static analysis of the liner, the appropriate internal
pressure as filling hydrogen gas ranges from 0.11 to 0.15 MPa. It is
believed that the present methods in this study could prove very useful
in the design stage of type IV hydrogen storage vessel.

Author contribution statement

Xiaolong Jia planned the project and provided financial support for
this research activity. Lei Zu formulated overarching research goals and
aims. Qian Zhang developed methodology and created models and
participated in drafting the manuscript. Hui Xu implemented the nu-
merical simulation and experiments and participated in drafting the
manuscript. Huabi Wang validated the formulations and participated in
drafting the manuscript. Shuo Cheng helped to perform the experiments
and edit the manuscript.

Declaration of Competing Interest

The authors declare that they have no known competing financial

interests or personal relationships that could have appeared to influ-
ence the work reported in this paper.

Acknowledgements

This research is supported by the National Natural Science

Fig. 12. Static analysis of the liner.
Foundation of China (Grant No. 51875159), the National Key Research
and Development Project (No. 2019YFB1504800), the Beijing Natural
charge pressure for a type IV hydrogen storage vessel were outlined. Science Foundation (Grant No. 2192044), the Key Research and
The lay-up of the vessel was designed based on the netting theory. The Development Program of Anhui Province (Grant No.
dome thickness was precisely predicted by a cubic spline function, and 201904d07020013), the Fundamental Research Funds for the Central
the thickness accumulation on dome parts was reduced significantly Universities (Grant No. XK1802-2, PA2019GDPK0051).
using variable polar radii. Meanwhile, the maximum stain and stress
criteria as well as the progressive damage model based on the Tsai-Wu
criterion were utilized to evaluate the safety of the storage vessel. The Data availability
results illustrate under the internal pressure of 70 MPa, both the max-
imum stain and stress are not greater than the yield strength, and the The raw/processed data required to reproduce these findings cannot
be shared at this time as the data also forms part of an ongoing study.

9
Q. Zhang, et al.
Appendix A. Supplementary data
Supplementary data to this article can be found online at https://
doi.org/10.1016/j.compstruct.2020.111915.
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