A combined structure of a sloshing bulkhead for a super large A-type independent liquid tank

Abstract

The application relates to a kind of roll bulkhead combination structures for super large A type independent liquid tank, including longitudinal roll bulkhead and transverse roll bulkhead, the longitudinal roll bulkhead is arranged along the longitudinal center plane of liquid tank, and a plurality of longitudinal roll bulkhead lightening holes for fluid are arranged on the longitudinal roll bulkhead;The transverse roll bulkhead is arranged in the length direction of liquid tank, and the transverse roll bulkhead is segmented structure, including: transverse roll bulkhead lower section: it extends from tank bottom to 10%~20% of total height of liquid tank;Transverse roll bulkhead upper section: it extends from 35%~45% of total height of liquid tank to 65%~75% position;The transverse roll bulkhead lower section and transverse roll bulkhead upper section are arranged in height direction interval, to form no bulkhead area between the two, and a plurality of transverse roll bulkhead lightening holes for fluid are arranged on the transverse roll bulkhead lower section and transverse roll bulkhead upper section.

Description

Technical Field

[0001] This invention relates to the field of ship transportation technology, and in particular to a sway-damping bulkhead assembly structure for ultra-large Type A independent liquid tanks. Background Technology

[0002] Existing floating liquefied gas carriers (such as LNG, LEG, and liquid ammonia carriers) generally employ Type A independent liquid tanks. To suppress liquid sloshing under certain loading conditions, sloshing-damping bulkheads are typically installed inside the tanks, mainly consisting of a central longitudinal bulkhead (longitudinal separation) and two-section transverse sloshing-damping bulkheads (transverse damping), to cope with sloshing loads under different design conditions and improve the overall design performance of the tanks under various conditions. The current development status and shortcomings of related technologies both domestically and internationally are as follows:

[0003] The traditional design for the longitudinal bulkhead is a watertight longitudinal bulkhead, which completely separates the liquid tank into two independent compartments on the left and right. Although this structure can block lateral flow, the liquid flow is severely restricted, resulting in local pressure concentration and high peak sloshing impact loads. Under moderate filling rates (such as 60%), the pressure load in the later stable sloshing stage is significantly higher than that of the non-watertight design. In addition, the overall stiffness of the bulkhead is high, which is detrimental to fatigue life.

[0004] Current designs for transverse sway-damping bulkheads are mostly single-section continuous arrangements, such as extending from the bottom of the tank to 70% of the total height of the liquid tank. Such structures impose too concentrated constraints on liquid movement and cannot simultaneously address bottom impact suppression and free surface energy dissipation. Under pitching excitation, single-section arrangements can easily lead to a surge in local flow velocity, which weakens the sway-damping effect. Furthermore, the selection of their height lacks a systematic optimization basis and is difficult to adapt to different filling rates.

[0005] Regarding the design of openings in the oscillation control bulkhead, a few schemes use perforated plates to reduce weight and adjust flow, but the opening ratio is arbitrary and lacks quantitative research. If the opening is too small (e.g., 5%), it still leads to poor flow and high load; if the opening is too large (e.g., more than 30%), it almost completely loses its oscillation control function.

[0006] Existing patents CN115535152B and CN210707809U both disclose arrangement schemes that simultaneously set longitudinal and transverse anti-sway bulkheads, indicating that a combination of longitudinal and transverse configurations is a conventional technical approach. Patent document CN210478943U discloses a bulkhead structure with an opening area ratio greater than 0.15, demonstrating that applying a single numerical lower limit constraint to the opening area is a conventional design approach. However, none of the aforementioned patent documents provide a scheme for setting blank areas in the transverse anti-sway bulkheads, nor do they involve any technical inspiration for segmenting and refining the opening ratio based on the filling rate and excitation conditions. Actual sway response is highly nonlinear; merely satisfying a certain lower limit of the opening area ratio or using continuous bulkheads cannot simultaneously achieve impact peak suppression and free surface energy dissipation across the entire filling rate range. Specifically, the lateral sway-damping bulkhead lacks a reasonable blank area, and the fluid velocity along the wall increases sharply after being obstructed during pitching, which intensifies the impact pressure. The opening ratio is uniformly taken in the entire height direction, which cannot coordinate the impact resistance requirements of the bottom area and the free liquid surface dissipation requirements of the upper area, resulting in significant differences in sway-damping effect under different filling ratios.

[0007] In summary, existing technologies struggle to simultaneously address the issues of high initial impact peak value, large steady-state load under moderate filling rates, structural stress concentration, and poor adaptability to different filling rates. The underlying reason lies in the lack of systematic optimization for the placement of blank areas and the precise allocation of opening ratios in transverse sway-damping bulkheads; parameter selection is often based on empirical and arbitrary design. Therefore, a combined sway-damping bulkhead design that can comprehensively reduce sway loads while ensuring structural safety is urgently needed. Summary of the Invention

[0008] The purpose of this invention is to address the problems of localized pressure concentration, high peak impact loads, and poor adaptability to various filling rates in existing watertight continuous sloshing-damping bulkheads. This invention provides a combined sloshing-damping bulkhead structure for ultra-large Type A independent liquid tanks. This structure, through the non-watertight opening design of the longitudinal sloshing-damping bulkhead and the segmented arrangement of the transverse sloshing-damping bulkhead, forms controlled fluid channels and graded energy dissipation mechanisms in both the transverse and longitudinal directions. The orthogonal combination of these two elements achieves a synergistic three-dimensional sloshing suppression effect. Computational fluid dynamics verification shows that this combined structure can significantly reduce the peak value of sloshing impact loads and the steady-state oscillation amplitude, exhibiting performance superior to or equivalent to traditional solutions under full filling rate conditions, while also considering structural safety, lightweight design, and construction economy.

[0009] The objective of this invention can be achieved through the following technical solutions:

[0010] A sway-controlling bulkhead assembly structure for an ultra-large Type A independent liquid tank includes longitudinal sway-controlling bulkheads and transverse sway-controlling bulkheads that are perpendicularly connected to each other.

[0011] The longitudinal sway-damping chamber wall is arranged along the longitudinal center plane of the liquid tank, and the longitudinal sway-damping chamber wall is provided with a plurality of longitudinal sway-damping chamber wall relief holes for fluid to pass through.

[0012] The transverse sway-damping bulkhead is centrally located along the length of the liquid tank, and the transverse sway-damping bulkhead has a segmented structure, including:

[0013] Lower section of the transverse sway control bulkhead: It extends upwards from the bottom of the tank to 10% to 20% of the total height of the liquid tank;

[0014] Upper section of the transverse sway control bulkhead: It extends upwards from 35% to 45% of the total height of the liquid tank to 65% to 75% of the total height;

[0015] The lower and upper sections of the transverse sway-damping bulkhead are spaced apart in the vertical direction to form a bulkhead-free zone between them.

[0016] Both the lower and upper sections of the transverse sway-damping bulkhead are provided with multiple transverse sway-damping bulkhead relief holes for fluid to pass through.

[0017] The sloshing-control bulkhead assembly structure for ultra-large type A independent liquid tanks provided by this invention constructs a three-dimensional sloshing suppression system that hierarchically and disperses energy dissipation in both the transverse and longitudinal directions through a cross-shaped orthogonal combination of longitudinal and transverse sloshing-control bulkheads, and a segmented structure of lower, upper, and unbulk sections for the transverse sloshing-control bulkheads. This structure effectively avoids the problems of excessive fluid constraint caused by traditional continuous single-section bulkheads, which lead to a surge in local flow velocity and excessive impact pressure, and significantly reduces the overall sloshing impact load within the liquid tank.

[0018] The lower section of the transverse anti-sloshing bulkhead is located in the bottom area (0-20% of the tank height), effectively impeding the rapid flow of liquid at the bottom during the initial stage of sloshing and dissipating initial kinetic energy. The upper section is located in the 35%-75% height range of the tank, precisely covering the free surface fluctuation range of the most common partial loading conditions (40%-60%), concentrating the dissipation of free surface energy and suppressing surface breakage and violent wall slapping. The bulkhead-free area in the middle allows the main fluid to flow smoothly, preventing the "piston effect" and energy accumulation caused by long-distance, continuous obstruction. The presence of the bulkhead-free area, along with the specific setting of the upper bulkhead at a height of 35%-75%, allows this structure to flexibly adapt to various filling rate conditions, including low, medium, and high. Whether the upper section is in the free surface area or completely submerged at a high filling rate, it functions as an effective internal flow-blocking and energy-dissipating component, maintaining good anti-sloshing performance across the entire filling rate range.

[0019] The design of relief holes on the longitudinal sway-damping bulkheads and transverse bulkhead sections provides controlled fluid channels, balances pressure in the left and right compartments to reduce peak impact pressure, and reduces the structural weight. The segmented transverse sway-damping bulkheads reduce the use of large continuous plates, which helps reduce the risk of welding deformation and facilitates modular prefabrication and on-site assembly, thereby improving construction efficiency and economy.

[0020] In one embodiment of the present invention, the longitudinal sway-damping bulkhead is a non-watertight structure.

[0021] The present invention provides a sloshing-resistant bulkhead assembly structure for an ultra-large Type A independent liquid tank. A watertight bulkhead completely separates the tank into two independent compartments, effectively blocking lateral liquid flow. During sloshing, the pressure in one compartment rises sharply, leading to excessively high peak local impact loads. By employing a non-watertight structure, the liquid can flow and exchange between the left and right compartments to a limited extent through mitigation holes in the bulkhead, allowing the pressure on both sides to tend towards equilibrium. This effectively alleviates pressure concentration and significantly reduces the peak load during transient impact phases.

[0022] Under moderate filling rates (e.g., 60%), watertight bulkheads experience persistently high pressure loads during the steady-state sloshing phase, which is detrimental to structural fatigue life. Non-watertight structures, by providing controlled lateral flow channels, allow sloshing energy to be dispersed and dissipated, significantly reducing the amplitude of pressure fluctuations in the steady-state phase and making the fluctuations smoother, which is beneficial for extending the fatigue life of bulkheads and connection nodes.

[0023] Non-watertight structures reduce the amount of bulkhead material used by creating light-reducing holes in the bulkheads, effectively reducing the structure's self-weight and thus lowering material costs and the overall weight of the liquid tank. Simultaneously, the reduced self-weight also helps to reduce the load on the liquid tank's support structure.

[0024] In one embodiment of the present invention, the total area of ​​the openings of the plurality of longitudinal sway-damping bulkhead relief holes accounts for 15% to 25% of the total area of ​​the longitudinal sway-damping bulkhead, and the longitudinal sway-damping bulkhead relief holes are distributed in a regular array.

[0025] In the sloshing-damping bulkhead assembly structure for ultra-large type A independent liquid tanks provided by this invention, the range of the opening ratio of the longitudinal sloshing-damping bulkhead's mitigation holes was determined by computational fluid dynamics (CFD) analysis. When the opening ratio exceeds 30%, the lateral obstruction effect of the longitudinal sloshing-damping bulkhead on the fluid inside the tank is significantly weakened, and the sloshing-damping effect is significantly reduced. At the same time, an excessively high opening ratio will also weaken the structural strength of the bulkhead and affect the overall structural safety performance. This invention selects an opening ratio of 15% to 25%, which can form an appropriate amount of controlled lateral flow channels while ensuring the overall separation function of the bulkhead, allowing the liquid to flow and exchange between the left and right compartments to a limited extent. Compared with a completely watertight structure, this design effectively alleviates the problem of local pressure concentration caused by severe obstruction of liquid flow, allowing some impact energy to be dispersed and released through the openings. However, the overall function is still mainly obstruction, and the lateral flow of liquid between compartments is still significantly constrained. Thus, it balances sloshing-damping effect and load suppression within the full filling ratio range.

[0026] In one embodiment of the present invention, the diameter of a single longitudinal sloshing-damping chamber relief hole is not less than 200 mm and not more than 1 m. The sloshing-damping chamber assembly structure for ultra-large type A independent liquid tanks provided by the present invention achieves an optimized balance between sloshing effect, structural strength, and flow field stability by limiting the diameter of the longitudinal sloshing-damping chamber relief holes to the range of 200 mm to 1 m. The setting of a lower limit of not less than 200 mm ensures that a single relief hole has sufficient flow area, avoiding poor flow due to excessively small hole diameters, allowing the liquid to flow and exchange smoothly between the left and right compartments, thereby fully leveraging the technical advantages of non-watertight structures in alleviating pressure concentration and reducing transient impact peaks. If the hole diameter is too small, not only is processing difficult, but the holes are also easily blocked by impurities or corrosion products in the liquid tank, affecting the reliability of flow during long-term operation. The upper limit of the aperture diameter is no more than 1m. This is based on two factors. First, industry experience in marine engineering structural strength verification necessitates maintaining at least 2.5cm of intact plate width between the relief hole and the frame on both sides to ensure structural continuity and load-bearing capacity at the connection point between the frame and the bulkhead plate, preventing weakening of the bulkhead's local strength due to excessively large openings. Second, computational fluid dynamics analysis results show that when the relief hole diameter exceeds 1m, significant non-uniformity and local turbulence occur in the flow field, leading to increased local pressure and hindering overall sway load control. Therefore, limiting the relief hole diameter to below 1m helps maintain the uniformity and stability of the flow field. In summary, this aperture range, while ensuring structural safety, guarantees the sway-controlling function of the non-watertight structure and avoids flow field deterioration caused by excessively large apertures, achieving an optimized balance between sway-controlling effect and structural safety.

[0027] In one embodiment of the present invention, the transverse sway-damping chamber relief holes on the lower section and the upper section of the transverse sway-damping chamber are evenly distributed, and the total opening area of ​​the transverse sway-damping chamber relief holes accounts for 5% to 15% of the sum of the areas of the lower section and the upper section of the transverse sway-damping chamber.

[0028] In the sway-controlling bulkhead assembly structure for ultra-large Type A independent liquid tanks provided by this invention, the selection criteria for the opening ratio range of the transverse sway-controlling bulkhead's mitigation holes are similar to those for the longitudinal sway-controlling bulkhead. Based on the working condition requirements specified in the China Classification Society's "Guideline for Evaluating Liquid Tank Sway Loads and Component Dimensions," computational fluid dynamics (CFD) methods were used to compare and analyze different opening ratio schemes. The calculation results show that when the opening ratio is too large, the obstruction effect of the transverse sway-controlling bulkhead on the flow field under roll and sway motion will be significantly weakened, and the sway-controlling effect will be significantly reduced. Simultaneously, an excessively high opening ratio will also weaken the cross-sectional area of ​​the bulkhead plates, increasing the risk of structural strength failure. Conversely, an excessively low opening ratio leads to poor flow, higher slamming loads, and is not conducive to reducing the structural self-weight.

[0029] Based on the comprehensive CFD analysis results, under the design conditions, the optimal overall application effect is achieved when the opening ratio of each section of the transverse sloshing control bulkhead is between 5% and 15%. This opening ratio range can achieve a balance in the following three aspects: providing sufficient damping effect on the flow field to effectively suppress sloshing; not leading to a significant increase in slamming loads; and keeping the impact on structural strength within an acceptable range.

[0030] It should be noted that the total area of ​​the openings mentioned above refers to the ratio of the sum of the total opening areas of the two plates in the lower section and the upper section of the transverse sway control bulkhead to the sum of the total areas of the two plates. That is, it is sufficient to ensure that the overall opening ratio meets the design requirements. The opening ratio of each section can be the same or slightly different.

[0031] In one embodiment of the present invention, the longitudinal sway-damping bulkhead and the transverse sway-damping bulkhead are connected orthogonally to form a "cross + segmented" combined sway-damping system.

[0032] In the anti-sloshing bulkhead assembly structure for ultra-large Type A independent liquid tanks provided by this invention, the synergistic effect of the "cross + segmented" combined anti-sloshing system is as follows: the longitudinal anti-sloshing bulkhead is mainly responsible for suppressing lateral liquid sloshing. Its relief holes provide controlled lateral channels and balance the pressure on both sides while avoiding local pressure concentration caused by watertight bulkheads. The lateral anti-sloshing bulkhead adopts a segmented structure with a central bulkhead-free area, which is mainly responsible for suppressing longitudinal liquid sloshing. Its lower and upper sections act on the bottom impact zone and the free surface fluctuation zone, respectively, to achieve graded energy dissipation. The central bulkhead-free area avoids flow blockage caused by continuous bulkheads. After the two are orthogonally combined, a three-dimensional sloshing suppression system is formed in the liquid tank, which can independently and coordinately exert anti-sloshing effects in both lateral and longitudinal directions and at different height ranges. Compared with the single lateral and longitudinal combination or single continuous structure in the prior art, it can more comprehensively cope with multi-directional sloshing excitation under complex sea conditions and significantly reduce the peak value of sloshing impact load and steady-state oscillation amplitude.

[0033] In one embodiment of the present invention, the longitudinal sway-damping bulkhead relief hole and / or the transverse sway-damping bulkhead relief hole are any one or more combinations of round holes, oblong holes, elliptical holes or square holes.

[0034] In the sloshing-damping bulkhead assembly structure for ultra-large type A independent liquid tanks provided by this invention, hole shapes with smooth boundaries, such as round holes, oblong holes, and elliptical holes, can effectively avoid stress concentration at sharp corners. Under the repeated alternating action of liquid tank sloshing loads, the stress distribution at the opening edges is more uniform, significantly reducing the risk of crack initiation and propagation, thereby improving the overall fatigue life of the sloshing-damping bulkhead.

[0035] Different orifice shapes have varying effects on fluid guidance and dissipation. For example, round orifices provide uniform flow resistance in all directions, making them suitable for general sloshing conditions; oblong or elliptical orifices can provide a larger flow area or a longer dissipation path in specific directions, making them suitable for areas requiring directional flow field control. Combinations of various orifice shapes can be tailored to the specific sloshing characteristics of different areas within the liquid tank, further optimizing the sloshing control effect.

[0036] In one embodiment of the present invention, the longitudinal sway-damping bulkhead relief hole and / or the opening edge of the transverse sway-damping bulkhead relief hole are provided with a stress dispersion structure.

[0037] In the sloshing-damping bulkhead assembly structure for ultra-large type A independent liquid tanks provided by this invention, the opening edges of the relief holes are high-risk areas for stress concentration. Under long-term alternating sloshing loads, sharp hole edges are prone to fatigue crack initiation. By providing stress-dispersing structures at the opening edges of the longitudinal and / or transverse sloshing-damping bulkhead relief holes to reinforce the hole edges, the stress distribution at the hole edges can become more uniform, significantly reducing peak stress, delaying crack initiation and propagation, thereby improving the overall fatigue life of the sloshing-damping bulkhead.

[0038] As an example of the stress dispersion structure described above, the opening edge is set to a rounded transition.

[0039] In the turbulence-controlling bulkhead assembly structure for ultra-large type A independent liquid tank provided by the present invention, when the edge of the relief hole is rounded, the flow separation phenomenon when the fluid flows through the hole is slowed down, reducing the local turbulence intensity and energy loss caused by the sudden change in the flow channel, which helps to guide the flow smoothly and indirectly reduces the peak value of the slamming pressure near the hole.

[0040] As another example of the stress dispersion structure described above, the opening edge is provided with reinforcing ring ribs that extend along the periphery of the opening.

[0041] In the sway-damping bulkhead assembly structure for ultra-large type A independent liquid tanks provided by this invention, the cross-sectional area of ​​the bulkhead plate decreases and its load-bearing capacity is reduced after the sway-damping bulkhead is opened with relief holes. Reinforcing ring ribs are provided around the openings to effectively compensate for the loss of section modulus due to the openings, restore or even improve the local strength and stiffness of the area around the openings, and ensure that the bulkhead does not undergo plastic deformation or buckling when subjected to swaying impact loads.

[0042] As a preferred technical solution, the longitudinal sway-damping bulkhead and the transverse sway-damping bulkhead are fixedly connected by any one of the following methods: welding, bolting, or slotting.

[0043] As a preferred technical solution, the lower section of the transverse sway-damping bulkhead and the upper section of the transverse sway-damping bulkhead are independent prefabricated components, which are respectively assembled and connected to the longitudinal sway-damping bulkhead and the inner wall of the liquid tank.

[0044] As a preferred technical solution, the longitudinal sway-damping bulkhead, the lower section of the transverse sway-damping bulkhead, and / or the upper section of the transverse sway-damping bulkhead include, but are not limited to, planar bulkheads and trough-shaped bulkheads.

[0045] As a preferred technical solution, the longitudinal sway-damping bulkhead relief hole opened on the longitudinal sway-damping bulkhead can be used as a maintenance passage during daily operation, facilitating the passage of maintenance personnel and testing equipment between the left and right compartments of the liquid tank without the need for additional dedicated maintenance openings, thereby improving the maintainability of the liquid tank.

[0046] As a preferred technical solution, the transverse sway-damping bulkhead adopts a segmented structure. The bulkhead-free area formed between the lower section and the upper section of the transverse sway-damping bulkhead, together with the longitudinal sway-damping bulkhead lightening holes and the transverse sway-damping bulkhead lightening holes, constitutes an interconnected airflow path, which is conducive to the natural convection and ventilation dehumidification of the air inside the liquid tank. This can effectively extend the service life of the coating inside the tank and reduce the operation and maintenance costs throughout the entire life cycle.

[0047] In addition, the present invention also includes an ultra-large type A independent liquid tank, wherein the above-mentioned oscillation-controlling bulkhead assembly structure is installed inside the liquid tank.

[0048] The working principle of the anti-sway bulkhead assembly structure provided by this invention is as follows:

[0049] When the liquid tank experiences rolling excitation, the liquid tends to flow laterally. The mitigation holes on the longitudinal sway-damping bulkhead allow a certain flow rate of liquid to pass through, making the pressure in the left and right compartments more balanced and preventing excessive peak pressure on one side; at the same time, the solid area retained on the longitudinal sway-damping bulkhead can still provide sufficient lateral damping to prevent the liquid from undergoing large-scale overall movement.

[0050] When the liquid tank experiences pitching excitation, the longitudinal movement of the liquid is controlled by the segmented transverse sway-damping bulkheads in stages: the lower section of the transverse sway-damping bulkhead at the bottom directly blocks the rapid back-and-forth impact of the liquid at the bottom of the tank, effectively consuming the initial sloshing kinetic energy; the upper section of the transverse sway-damping bulkhead, located within the common fluctuation range of the free liquid surface, forces the liquid to generate turbulent dissipation when passing through the mitigation holes on it, thereby reducing the intensity of liquid surface breakage and slapping; the middle bulkhead-free area avoids the "piston-like" flow caused by a single long continuous bulkhead, allowing the liquid to continuously accelerate and decelerate in the longitudinal direction, reducing energy accumulation.

[0051] Under the combined effect of the two oscillation control measures mentioned above, the flow field distribution inside the liquid tank becomes more uniform, and the local impact peak value and steady-state oscillation amplitude are significantly reduced, thereby effectively reducing the risk of fatigue damage to the tank wall structure. Attached Figure Description

[0052] Figure 1 This is a schematic diagram of the oscillation-controlling bulkhead assembly structure used in the ultra-large type A independent liquid tank of the present invention;

[0053] Figure 2 This is a diagram showing the arrangement of the longitudinal sway-damping bulkhead lightening holes in Embodiment 1 of the present invention.

[0054] Figure 3 This is a front view of the segmented arrangement of the transverse sway control bulkhead in Embodiment 1 of the present invention;

[0055] Figure 4 This is a schematic diagram of the anti-sloshing bulkhead assembly structure for an ultra-large type A independent liquid tank containing a liquid surface, as described in this invention.

[0056] Figure 5 This is a partial structural schematic diagram of the longitudinal damping bulkhead relief hole in the present invention;

[0057] Figure 6 A comparison chart of impact pressure time history at measurement points for different transverse swaying bulkhead schemes under 40% liquid filling rate;

[0058] Figure 7 A comparison chart of impact pressure time history at measurement points for different transverse swaying bulkhead schemes at 60% filling rate;

[0059] Figure 8 A comparison chart of the impact pressure time history at the measuring points for the scheme with a 40% filling rate and a 20% opening rate and the watertight scheme.

[0060] Figure 9 A comparison chart of the impact pressure time history at the measuring points for the scheme with 60% liquid filling rate and 20% opening rate and the watertight scheme;

[0061] Figure 10 A comparison chart of the impact pressure time history at the measuring points for the scheme with 20% opening ratio and the watertight scheme at 80% liquid filling rate;

[0062] Figure 11 A comparison chart of the impact pressure time history at measuring points of the transverse sway-damping bulkhead scheme in this embodiment and other sway-damping bulkhead schemes at a 40% liquid filling rate.

[0063] Figure 12 A comparison chart of the impact pressure time history at measuring points of the transverse sway-damping bulkhead scheme in this embodiment and other sway-damping bulkhead schemes at a 60% liquid filling rate.

[0064] Figure 13 A comparison chart of the impact pressure time history at measuring points of the transverse sway-damping bulkhead scheme in this embodiment and other sway-damping bulkhead schemes at 80% liquid filling rate;

[0065] Figure 14 The graph shows a comparison of the impact pressure of the combined scheme of this application and the conventional scheme at a 60% filling rate.

[0066] Explanation of the attached drawing numbers: 1. Longitudinal sway-damping bulkhead; 101. Longitudinal sway-damping bulkhead lightening hole.

[0067] 2. Transverse sway-damping bulkhead; 201. Lower section of transverse sway-damping bulkhead; 202. Upper section of transverse sway-damping bulkhead; 203. Bulkhead-free area; 204. Lightening holes in transverse sway-damping bulkhead.

[0068] 3. Liquid tank, 301, Free surface.

[0069] 4. Strengthen the ring reinforcement. Detailed Implementation

[0070] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0071] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0072] In the description of this invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0073] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0074] The following detailed description of some embodiments of the present invention is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0075] Example 1

[0076] See Figure 1 This embodiment provides a sway control bulkhead assembly structure for an ultra-large type A independent liquid tank. The sway control bulkhead assembly structure is installed inside the liquid tank 3. The sway control bulkhead assembly structure includes a longitudinal sway control bulkhead 1 and a transverse sway control bulkhead 2. The longitudinal sway control bulkhead 1 and the transverse sway control bulkhead 2 are connected orthogonally to form a "cross + segmented" combined sway control system.

[0077] See Figure 2The longitudinal sway-damping bulkhead 1 is a non-watertight structure and is a planar bulkhead. It is arranged along the longitudinal center plane of the liquid tank 3, dividing the liquid tank 3 into left and right regions laterally. The longitudinal sway-damping bulkhead 1 has multiple longitudinal sway-damping bulkhead relief holes 101 for fluid passage. These holes are all circular and arranged in a regular array.

[0078] See Figure 3 The transverse sway-damping bulkhead 2 is a planar bulkhead, centrally located along the length of the liquid tank 3, dividing the liquid tank 3 longitudinally into two regions, front and rear. The transverse sway-damping bulkhead 2 has a segmented structure, including: a lower section 201 extending upwards from the bottom of the tank to 15% of the total height of the liquid tank; and an upper section 202 extending upwards from 40% to 70% of the total height of the liquid tank. The lower section 201 and the upper section 202 are spaced apart in the height direction to form a bulkhead-free area 203 between them, which occupies 25% of the total height of the liquid tank 3.

[0079] Both the lower section 201 and the upper section 202 of the transverse sway-damping bulkhead are provided with multiple transverse sway-damping bulkhead relief holes 204 for fluid to pass through. All of the transverse sway-damping bulkhead relief holes 204 are round holes and are arranged in a regular array.

[0080] The segmented arrangement of the aforementioned transverse sloshing-damping bulkhead 2 is an optimized scheme determined after computational fluid dynamics (CFD) analysis. Specifically, the lower section 201 of the transverse sloshing-damping bulkhead extends from the bottom of the tank to 15% of the total tank height, used to suppress the rapid impact of the bottom liquid during the initial sloshing phase and dissipate initial kinetic energy; the upper section 202 of the transverse sloshing-damping bulkhead is located between 40% and 70% of the total tank height, covering the fluctuation range of the free surface 301 under common partial loading conditions, used to control the sloshing energy near the free surface 301; the bulkhead-free area 203 between the two occupies 25% of the total tank height, allowing the liquid to flow freely in the main area, avoiding the "piston-like" flow blockage and energy accumulation caused by traditional continuous single-section bulkheads.

[0081] Further CFD simulations verified the effectiveness of the segmented layout under different operating conditions:

[0082] Figure 6 and Figure 7 In the diagram, the red dashed line represents the segmented arrangement scheme adopted in this embodiment, the green dashed line represents the first traditional integrated arrangement scheme (the transverse sway control bulkhead extends from the bottom to the middle), and the blue dashed line represents the second traditional integrated arrangement scheme (the transverse sway control bulkhead extends from the bottom to the top).

[0083] like Figure 6 As shown, under the rolling condition with a 40% filling rate, the peak impact pressure of this segmented arrangement (red dashed line) is significantly lower than that of the first traditional integrated arrangement (green dashed line) and the second traditional integrated arrangement (blue dashed line). The peak impact pressure in the initial impact stage is reduced by about 15% compared with the traditional watertight continuous bulkhead arrangement.

[0084] like Figure 7 As shown, under the swaying condition with a 60% filling rate, after entering the steady swaying stage, the pressure fluctuation amplitude of this segmented arrangement scheme (red dashed line) is significantly smaller than that of the two traditional integrated arrangement schemes. During the steady swaying stage, the pressure peak value of most measuring points is reduced by 10% to 15% compared with the traditional scheme, indicating that the segmented structure can effectively suppress the steady swaying load under a medium filling rate.

[0085] Under pitching conditions, the pressure peaks at the bottom measuring point and the free liquid surface 301 measuring point are reduced by about 12% to 18% compared with the traditional single-section continuous bulkhead scheme, and the stress distribution at each measuring point is more uniform.

[0086] It is evident that this segmented arrangement breaks away from the conventional mindset of continuous single-segment arrangement. Through the three-level synergistic effect of bottom blocking, middle void, and free liquid surface 301 energy dissipation, it can significantly reduce the peak value of sway load within the full liquid filling rate range, while improving the uniformity of structural stress distribution.

[0087] In this embodiment, the total area of ​​the openings of the longitudinal sway-damping bulkhead relief holes 101 accounts for 20% of the total area of ​​the longitudinal sway-damping bulkhead 1. The diameter of a single longitudinal sway-damping bulkhead relief hole 101 is 0.914m, and they are arranged in 8 rows in the height direction and 10 columns in the length direction.

[0088] The opening ratio range of the longitudinal sloshing-damping bulkhead 1 was determined by computational fluid dynamics (CFD) analysis. The analysis shows that when the opening ratio exceeds 30%, the lateral obstruction effect of the longitudinal sloshing-damping bulkhead 1 on the fluid inside the chamber is significantly weakened, and the sloshing-damping effect is significantly reduced. Furthermore, an excessively high opening ratio also weakens the structural strength of the bulkhead, affecting the overall structural safety performance. This invention selects an opening ratio of 15% to 25%, specifically 20% in this embodiment. This allows for the formation of a suitable amount of controlled lateral flow channels while ensuring the overall separation function of the bulkhead, enabling limited flow and exchange of liquid between the left and right compartments. Compared to a completely watertight structure, this design effectively alleviates the problem of local pressure concentration caused by severe obstruction of liquid flow, allowing some impact energy to be dispersed and released through the openings. However, the overall function remains primarily obstruction, and the lateral flow of liquid between compartments is still significantly constrained.

[0089] Further CFD comparative simulations verified the technical effects of the above-mentioned opening ratio under different filling ratios:

[0090] Figure 8 , Figure 9 and Figure 10 In the diagram, the solid red line represents the 20% open area ratio scheme used in this embodiment, and the dashed blue line represents the watertight scheme.

[0091] like Figure 8 As shown, under a 40% filling rate, the overall response level of the 20% orifice area scheme at most measuring points is close to that of the watertight scheme. The pressure fluctuation amplitudes of both schemes during the steady-state phase are essentially the same, and their curve shapes are also quite similar, indicating that the steady-state sloshing characteristics tend to be consistent under this condition. However, in the initial development stage, i.e., the transition from the start to before entering stable sloshing, the load peak value of the 20% orifice area scheme is significantly lower. This indicates that the orifice structure can provide a smoother flow channel in the early stages of sloshing, allowing some impact energy to be released more quickly, thereby reducing the transient impact intensity.

[0092] like Figure 9 As shown, under a 60% filling rate, the overall sloshing intensity of tank 3 increases. In the initial stage of sloshing, the sloshing loads of each scheme are basically the same, with no significant difference, indicating that the overall response of the liquid at the beginning of sloshing is mainly controlled by external excitation, and the structural form of the longitudinal sloshing-damping bulkhead has little impact on the initial sloshing load. As time progresses and the sloshing phase begins, the overall amplitude of the 20% opening area scheme is relatively smaller, and the fluctuations are smoother, indicating that this opening ratio can effectively suppress steady-state sloshing energy and reduce the risk of bulkhead fatigue damage.

[0093] like Figure 10 As shown, under an 80% filling rate, the sloshing control performance of the 20% opening area scheme is basically the same as that of the watertight scheme. A comprehensive analysis of the flow field distribution throughout the time-domain simulation shows that this opening rate range can balance sloshing control and load suppression across the entire filling rate range, making it an optimal non-watertight scheme overall.

[0094] In this embodiment, the total area of ​​the openings of the transverse sway-damping bulkhead relief holes 204 accounts for 10% of the sum of the areas of the lower section 201 and the upper section 202 of the transverse sway-damping bulkhead. The diameter of a single transverse sway-damping bulkhead relief hole 204 is 0.64m, and they are arranged in 4 rows in the height direction and 9 columns in the width direction.

[0095] See Figure 5 In this embodiment, in order to reduce stress concentration at the opening edges, the opening edges of both the longitudinal sway control bulkhead relief hole 101 and the transverse sway control bulkhead relief hole 204 are provided with rounded corner transitions.

[0096] In this embodiment, the lower section 201 of the transverse sway-damping bulkhead and the upper section 202 of the transverse sway-damping bulkhead are independent prefabricated components. During construction, they are respectively connected to the inner wall of the longitudinal sway-damping bulkhead 1 and the liquid tank 3 by welding, so as to facilitate segmented prefabrication and on-site assembly.

[0097] It should be noted that in the orthogonal segmented combined sway control system provided in this embodiment, the longitudinal sway control bulkhead 1 and the transverse sway control bulkhead 2 primarily address sway excitations in different directions: the longitudinal sway control bulkhead 1 mainly addresses the transverse flow field impacts generated under pitching and rolling conditions, while the transverse sway control bulkhead 2 mainly addresses the longitudinal flow field impacts generated under rolling and swaying conditions. Under rolling conditions, the transverse sway control bulkhead is the primary agent for sway control, while the longitudinal sway control bulkhead has almost no effect; the opposite is true under pitching conditions. Therefore, their effects under single-directional excitation should not be directly compared. However, under complex sea conditions such as oblique waves, the tank will be simultaneously subjected to multi-directional sway excitations. At this time, the two work together to form a three-dimensional sway control system with lateral and longitudinal coordination and segmented energy dissipation, comprehensively reducing the sway load on the tank in all directions.

[0098] For the transverse sway control bulkhead 2 Figure 11 , Figure 12 and Figure 13 The figures show a comparison of the impact pressure time history at measurement points between the transverse sway-damping bulkhead scheme of this embodiment and other sway-damping bulkhead schemes under different filling rates. The red dashed line in the figure represents the impact pressure of the transverse sway-damping bulkhead scheme used in this embodiment, the green dashed line represents the impact pressure of the first traditional integrated arrangement scheme, and the blue dashed line represents the impact pressure of the second traditional integrated arrangement scheme.

[0099] like Figure 11 As shown, under a 40% filling rate, the peak impact pressure of the transverse sway-damping bulkhead scheme (red dashed line) in this embodiment is significantly lower than that of the first traditional integrated arrangement scheme (green dashed line) and the second traditional integrated arrangement scheme (blue dashed line), indicating that the segmented structure can effectively reduce the slamming load in the initial impact stage under low filling rate.

[0100] like Figure 12 As shown, under a 60% filling rate, after entering the stable swaying stage, the pressure fluctuation amplitude of the transverse sway-damping bulkhead scheme (red dashed line) in this embodiment is significantly smaller than that of the two traditional integrated arrangement schemes, indicating that the segmented structure has a significant suppression effect on the steady-state swaying load under a medium filling rate.

[0101] like Figure 13 As shown, under an 80% filling rate, the impact pressure level of the transverse sway-damping bulkhead scheme (red dashed line) in this embodiment is comparable to or slightly lower than that of the two traditional integrated arrangement schemes, indicating that the segmented structure can still maintain effective sway-damping performance under high filling rates.

[0102] A comprehensive analysis of the flow field distribution throughout the time-domain simulation reveals that the dimensional parameters provided in this embodiment were determined based on the operating conditions specified in the China Classification Society's "Guideline for Evaluating Sloshing Loads and Component Dimensions in Liquid Tanks," using computational fluid dynamics (CFD) simulation analysis. Under the design conditions, the sloshing pressure at different heights was measured, and the sloshing suppression effects of different opening areas under different filling ratios were compared. The results show that the longitudinal sloshing suppression bulkhead 1 and the transverse sloshing suppression bulkhead 2 exhibit the best overall performance at the opening ratios chosen in this embodiment. They provide sufficient flow field damping without significantly increasing the sloshing load, while keeping the impact on structural strength within acceptable limits.

[0103] From the perspective of overall synergistic effect, the longitudinal sway-damping bulkhead 1, with its 20% open area design, provides a controlled lateral flow channel for the liquid while maintaining the lateral barrier function, thereby reducing the intensity of lateral swaying and avoiding local pressure concentration caused by watertight bulkheads. The segmented lateral sway-damping bulkhead 2, through its three-stage arrangement of bottom blocking, middle opening, and free liquid surface 301 energy dissipation, decomposes the energy concentration area of ​​longitudinal swaying, avoiding flow blockage and energy accumulation caused by single continuous bulkheads.

[0104] Figure 14 The comparison of impact pressure between the proposed combination scheme and the conventional scheme at a 60% filling rate is shown. The solid red line represents the proposed combination scheme of "non-watertight longitudinal bulkhead + segmented transverse bulkhead," while the dashed blue line represents the conventional scheme of "watertight longitudinal bulkhead + single-segment continuous transverse bulkhead." Figure 14 As shown, the peak pressure of the combined scheme in this application is significantly lower than that of the conventional scheme during the impact phase.

[0105] CFD simulation comparison and verification showed that the combination of the two reduced the overall sway load of the liquid tank under multi-directional sway excitation by about 15% to 20% compared with the conventional "watertight longitudinal bulkhead + single-section continuous transverse bulkhead" scheme, effectively improving the sway suppression effect and structural stress uniformity across the full filling rate range.

[0106] It should be noted that the pressure monitoring points for all the above CFD simulation results are located at or below the waterline, and the areas with the highest pressure are selected.

[0107] In terms of adaptability, the combined structure provided in this embodiment has better or at least equal sloshing suppression performance than traditional watertight continuous bulkhead solutions at low filling rates (40%), medium filling rates (60%), and high filling rates (80%). It does not require adjustment of the sloshing suppression structure according to different loading volumes, which significantly improves the operational flexibility of the liquid tank.

[0108] In terms of economics, opening 20% ​​of the weight-reducing holes in the longitudinal sway-damping bulkhead 1 can reduce the bulkhead's weight by approximately 15%, thus reducing material costs. The basis for this weight reduction is as follows: Based on the original overall weight of the bulkhead, the bulkhead plate weight accounts for approximately 60% to 80%, the aggregate weight accounts for approximately 18% to 38%, and the weld weight is conservatively estimated at approximately 2%. When 20% of the weight-reducing holes are opened in the bulkhead plate, the plate weight drops to 80% of its original value, meaning the bulkhead plate weight percentage decreases to 48% to 64%. At this point, the overall weight of the bulkhead is approximately the sum of the plate weight, aggregate weight, and weld weight, i.e., 48% to 64% plus 18% to 38% plus 2%, totaling 84% to 88% of the original weight, a reduction of approximately 12% to 16% compared to the original weight. Considering that the number of aggregate components and the amount of weld used are also reduced after the holes are opened, the actual weight reduction of the bulkhead can further reach 14% to 17%.

[0109] The segmented design of the transverse sway-damping bulkhead 2 allows for the use of thinner plates, and each segment is an independent prefabricated component, facilitating segmented prefabrication and on-site assembly. This reduces the amount of welding work and the risk of welding deformation for large continuous plates, improving construction efficiency and economy. Simultaneously, the perforated design reduces the structure's self-weight, and the segmented design lowers the buckling risk of large-area plate frames, further enhancing structural safety.

[0110] Example 2

[0111] This embodiment provides a combined structure for sway-controlling bulkheads in an ultra-large type A independent liquid tank, which is basically the same as that in Embodiment 1, except that: the total area of ​​the openings of the longitudinal sway-controlling bulkhead relief holes 101 accounts for 15% of the total area of ​​the longitudinal sway-controlling bulkhead 1, and the diameter of each hole is 0.8m; the total area of ​​the openings of the transverse sway-controlling bulkhead relief holes 204 accounts for 5% of the sum of the areas of the lower section 201 and the upper section 202 of the transverse sway-controlling bulkhead, and the diameter of each hole is 0.45m. This embodiment is suitable for working conditions where high sway-controlling effect is required and a moderate increase in structural self-weight is permissible.

[0112] Example 3

[0113] This embodiment provides a combined structure for sway-controlling bulkheads in an ultra-large type A independent liquid tank, which is basically the same as that in Embodiment 1, except that: the total area of ​​the longitudinal sway-controlling bulkhead relief holes 101 accounts for 25% of the total area of ​​the longitudinal sway-controlling bulkhead 1, and the diameter of each hole is 1.0m; the total area of ​​the transverse sway-controlling bulkhead relief holes 204 accounts for 15% of the sum of the areas of the lower section 201 and the upper section 202 of the transverse sway-controlling bulkhead, and the diameter of each hole is 0.8m. This embodiment is suitable for working conditions with high weight reduction requirements and relatively mild sway loads.

[0114] Example 4

[0115] This embodiment provides a sway-damping bulkhead assembly structure for an ultra-large Type A independent liquid tank, which is basically the same as that in Embodiment 1, except that: the lower section 201 of the transverse sway-damping bulkhead extends upward from the bottom of the tank to 20% of the total height of the liquid tank 3; the upper section 202 of the transverse sway-damping bulkhead extends upward from 35% to 65% of the total height of the liquid tank 3; and the bulkhead-free area 203 occupies 15% of the total height of the liquid tank 3. This arrangement increases the bottom damping area and is suitable for liquid tank 3 designs with large bottom impact loads.

[0116] Example 5

[0117] This embodiment provides a sway-damping bulkhead assembly structure for an ultra-large type A independent liquid tank, which is basically the same as that in Embodiment 1, except that: the lower section 201 of the transverse sway-damping bulkhead extends upward from the bottom of the tank to 10% of the total height of the liquid tank 3; the upper section 202 of the transverse sway-damping bulkhead extends upward from 45% to 75% of the total height of the liquid tank 3; and the bulkhead-free area 203 occupies 35% of the total height of the liquid tank 3. This arrangement increases the energy dissipation area near the free liquid surface 301, making it suitable for operating conditions where the free liquid surface 301 fluctuates violently.

[0118] Example 6

[0119] This embodiment provides a combined structure for sway-damping bulkheads in ultra-large type A independent liquid tanks, which is basically the same as that in Embodiment 1, except that the longitudinal sway-damping bulkhead lightening hole 101 and the transverse sway-damping bulkhead lightening hole 204 are elongated oval holes, with their major axis arranged horizontally. Using elongated oval holes increases the horizontal flow area while maintaining the vertical section modulus, making it suitable for applications requiring enhanced lateral flow capacity.

[0120] Example 7

[0121] This embodiment provides a combined structure for sway-damping bulkheads in ultra-large type A independent liquid tanks, which is basically the same as that in Embodiment 1, except that the longitudinal sway-damping bulkhead lightening hole 101 and the transverse sway-damping bulkhead lightening hole 204 are elliptical holes, with the major axis of the elliptical holes arranged vertically. Using elliptical holes increases the vertical flow area while maintaining the horizontal cross-sectional modulus, making it suitable for applications requiring enhanced vertical flow capacity.

[0122] Example 8

[0123] This embodiment provides a bulkhead assembly structure for an ultra-large Type A independent liquid tank, which is basically the same as that in Embodiment 1, except that the edges of the longitudinal bulkhead relief holes 101 and the transverse bulkhead relief holes 204 are not rounded, but instead have reinforcing ribs 4 that extend along the periphery of the holes. The reinforcing ribs 4 can effectively compensate for the local strength reduction caused by the holes without increasing the overall thickness of the bulkhead, making it suitable for liquid tank designs with high structural strength margin requirements.

[0124] Example 9

[0125] This embodiment provides a sway control bulkhead assembly structure for an ultra-large Type A independent liquid tank, which is basically the same as that in Embodiment 1, except that the longitudinal sway control bulkhead 1 and the transverse sway control bulkhead 2 are not welded together, but are fixed by bolts or slotted connections. The detachable connection method facilitates the maintenance, replacement, or structural adjustment of the sway control bulkheads throughout the entire lifespan of the liquid tank, or according to actual operational needs.

[0126] The above description of the embodiments is provided to enable those skilled in the art to understand and use the invention. It will be apparent to those skilled in the art that various modifications can be made to these embodiments, and the general principles described herein can be applied to other embodiments without inventive effort. Therefore, the present invention is not limited to the above embodiments, and any improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from the scope of the invention should be within the protection scope of the present invention.

Claims

1. A bulkhead assembly structure for an ultra-large type A independent liquid tank, characterized in that, It includes longitudinally connected anti-sway bulkheads (1) and transversely connected anti-sway bulkheads (2). The longitudinal sway-damping chamber wall (1) is arranged along the longitudinal center plane of the liquid tank (3), and the longitudinal sway-damping chamber wall (1) is provided with a plurality of longitudinal sway-damping chamber wall relief holes (101) for fluid to pass through. The transverse sway-damping bulkhead (2) is centrally located along the length of the liquid tank (3). The transverse sway-damping bulkhead (2) has a segmented structure, including: Lower section of the transverse sway control bulkhead (201): It extends upwards from the bottom of the tank to 10% to 20% of the total height of the liquid tank; Upper section of the transverse sway control bulkhead (202): It extends upward from 35% to 45% of the total height of the liquid tank to 65% to 75% of the total height; The lower section (201) and upper section (202) of the transverse sway-damping bulkhead are spaced apart in the height direction to form a bulkhead-free zone (203) between them. Both the lower section (201) and the upper section (202) of the transverse sway-damping bulkhead are provided with multiple transverse sway-damping bulkhead relief holes (204) for fluid to pass through.

2. The anti-sloshing bulkhead assembly structure for an ultra-large type A independent liquid tank according to claim 1, characterized in that, The longitudinal sway-damping bulkhead (1) is a non-watertight structure.

3. The anti-sloshing bulkhead assembly structure for an ultra-large type A independent liquid tank according to claim 1, characterized in that, The total area of ​​the openings of the plurality of longitudinal sway-damping bulkhead relief holes (101) accounts for 15% to 25% of the total area of ​​the longitudinal sway-damping bulkhead (1), and the longitudinal sway-damping bulkhead relief holes (101) are distributed in a regular array.

4. The oscillation-controlling bulkhead assembly structure for ultra-large type A independent liquid tanks according to claim 1, characterized in that, The diameter of a single longitudinal damping bulkhead relief hole (101) is not less than 200 mm and not greater than 1 m.

5. The oscillation-controlling bulkhead assembly structure for an ultra-large type A independent liquid tank according to claim 1, characterized in that, The transverse sway-damping bulkhead lower section (201) and the transverse sway-damping bulkhead upper section (202) are uniformly distributed, and the total opening area of ​​the transverse sway-damping bulkhead relief holes (204) accounts for 5% to 15% of the sum of the areas of the transverse sway-damping bulkhead lower section (201) and the transverse sway-damping bulkhead upper section (202).

6. The anti-sloshing bulkhead assembly structure for an ultra-large type A independent liquid tank according to claim 1, characterized in that, The longitudinal sway-controlling bulkhead (1) and the transverse sway-controlling bulkhead (2) are connected orthogonally to form a "cross + segmented" combined sway-controlling system.

7. The oscillation-controlling bulkhead assembly structure for ultra-large type A independent liquid tanks according to claim 1, characterized in that, The longitudinal damping bulkhead relief hole (101) and / or the transverse damping bulkhead relief hole (204) are any one or more combinations of round holes, oblong holes, elliptical holes or square holes.

8. The oscillation-controlling bulkhead assembly structure for ultra-large type A independent liquid tanks according to claim 1, characterized in that, The longitudinal sway-damping bulkhead relief hole (101) and / or the transverse sway-damping bulkhead relief hole (204) have stress-dispersing structures at their opening edges.

9. The oscillation-controlling bulkhead assembly structure for an ultra-large type A independent liquid tank according to claim 8, characterized in that, The stress dispersion structure includes rounded corner transitions and reinforcing ring ribs (4).

10. A super-large type A independent liquid tank, characterized in that, The liquid tank (3) is equipped with a sway-controlling bulkhead assembly structure as described in any one of claims 1-9.

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