Resistance reduction structure

Abstract

A structure (1050, 1060) for reducing resistance applied to a vessel. The structure includes a support structure (1050-2, 106-2) and (a surface cover (1010-3). The support structure is attachable to the vessel and connected to the surface cover to provide and maintain a structural shape configured to reduce resistance applied to the vessel. The support structure is adjustable.

Description

Technical Field

[0001] The present invention generally relates to methods for reducing the drag imposed on a vehicle. More particularly, but not exclusively, the present invention relates to structures and methods of making structures for reducing the drag imposed on a cargo ship. Background Art

[0002] Reducing the amount of fuel consumed by a vehicle is desirable for a number of reasons. Fuel is expensive, so reducing the amount of fuel required for a vehicle to travel a certain distance reduces the costs associated with operating the vehicle. Additionally, using less fuel allows the vehicle to travel a longer distance in a single trip. Particularly with fossil fuels, reducing fuel consumption helps reduce the environmental impact of the vehicle.

[0003] One of the factors that affects fuel consumption is the amount of drag and resistance applied to the vehicle as it moves. Drag impedes the movement of the vehicle, and additional fuel is used to overcome the effects of drag. Reducing the amount of drag applied to the vehicle improves the vehicle's fuel consumption.

[0004] A cargo ship is an example of a vehicle that experiences large drag forces. These forces arise primarily from the vertical sides of cargo-laden containers, which are typically stacked in multiples of several containers wide, several containers deep, and several containers high, providing a surface for the oncoming wind to exert forces.

[0005] Modern ships are designed with aerodynamics in mind to reduce drag. However, many container ships were built before drag was considered or understood to be a serious problem. As a result, most ships in use today are not designed for the high fuel cost market and perform poorly in terms of fuel consumption. When a ship does not fit the market, simply disposing of and replacing it is not feasible, as the average investment cost of a ship with a deadweight of more than 9,500 TEUs (20-foot equivalent units) is $100 million.

[0006] The present invention has been devised in view of the above circumstances. Summary of the invention

[0007] According to a first aspect of the present invention, a method for forming a drag reducing structure is provided. The method may be a method for forming a drag reducing structure, the drag reducing structure being used to reduce the drag applied to a vehicle. The method may be a method for forming a drag reducing structure, the drag reducing structure being used to reduce the drag applied to a cargo ship.

[0008] The method may include providing one or more operating parameters. The method may include generating an optimal drag reducing structure shape based on the one or more operating parameters. The optimal drag reducing structure shape may be configured to reduce the drag applied to the vehicle. The optimal drag reducing structure shape may be optimized to reduce the drag applied to a particular vehicle using the method.

[0009] The method can be used to provide the user with an optimal drag reducing structure shape. The user can then form / build a structure based on the optimal drag reducing structure shape.

[0010] The method may include forming a drag reducing structure based on the optimal drag reducing structure shape. The method may include forming a drag reducing structure having the optimal drag reducing structure shape. Forming the drag reducing structure may include constructing the drag reducing structure.

[0011] The method may include attaching the drag reducing structure to the vehicle. The method may include attaching the drag reducing structure to the vehicle via one or more tensioned cables. The method may include attaching the drag reducing structure to the vehicle via a plurality of bolts.

[0012] The drag reducing structure may be configured to be positioned on the vehicle. The vehicle may be a cargo ship, and the drag reducing structure may be configured to be mounted on the foredeck of the cargo ship. The drag reducing structure may be configured to be mounted on any other surface of the ship to reduce drag. For example, the drag reducing structure may be configured to be mounted on the bridge of the ship, the rear of the ship behind the container, or any other area of ​​the ship.

[0013] A drag reducing structure that reduces turbulent airflow around a vehicle so as to reduce the drag imposed on the vehicle. For example, the drag reducing structure can reduce turbulent airflow at the front of a cargo ship by redirecting the airflow over the tops of containers. The drag reducing structure redirects the air away from areas of the vehicle where turbulence may occur.

[0014] Providing one or more operating parameters may include recording one or more parameters. Providing one or more operating parameters may include measuring one or more parameters associated with the vehicle. Providing one or more operating parameters may include inputting one or more parameters into a computer. A user may record and / or obtain the operating parameters prior to performing the method. Providing one or more operating parameters may include using a recording device (e.g., a drone, a camera, a video recorder) and / or artificial intelligence to measure one or more parameters associated with the vehicle.

[0015] The operating parameters may be specific to the vehicle. The operating parameters may define the dimensions of the vehicle. The operating parameters may define the shape of the vehicle. The operating parameters may define the location, shape, and dimensions of the area on the vehicle where the drag reducing structure may be located. The operating parameters may define various aspects of the vehicle. The operating parameters may define the characteristics of the trip that the vehicle may experience (e.g., the length of the trip, the wind conditions during the trip, etc.). The operating parameters may define the location and size of containers on a cargo ship.

[0016] Using operating parameters to generate an optimal drag reducing structure enables the creation of a customized drag reducing structure that is optimized for a specific vehicle. Using operating parameters also enables the creation of an optimized drag reducing structure to reduce drag on a specific trip / route and / or under specific conditions. Optimizing the shape of the drag reducing structure for a specific vehicle reduces the drag imposed on the vehicle compared to a vehicle without a drag reducing structure or a vehicle with a standardized (i.e., non-optimized) drag reducing structure. Using operating parameters to generate an optimal drag reducing structure shape enables the creation of a drag reducing structure that is optimized to change the direction of airflow over the top of a cargo container on a cargo ship.

[0017] At least one of the one or more operating parameters may be: average carrier speed, maximum carrier speed, maximum carrier load or average carrier load, carrier shape, carrier layout, carrier size or location of equipment / devices on the carrier.

[0018] The vehicle may be a ship. The vehicle may be a cargo ship. At least one of the one or more operating parameters may be: average cruising speed, maximum cruising speed, maximum load capacity, average load capacity, foredeck shape, foredeck layout, foredeck size, ship size, ship shape, location of equipment on board, location of containers on board, or size of containers on board.

[0019] The optimal drag reduction structure shape can be generated using an algorithm. The algorithm can be executed on a computer. The algorithm can be executed on one or more processors. The algorithm can be configured to generate an optimal drag reduction structure shape, which is optimized to reduce the drag applied to the vehicle.

[0020] Using an algorithm to generate the optimal drag reducing structure shape allows the drag reducing structure to be optimized for a specific vehicle without requiring an engineer or subject matter expert to perform all the associated calculations.

[0021] The algorithm may iteratively generate an optimal structural shape. The algorithm may generate an initial shape and iteratively change the shape to optimize it to reduce drag. Each shape iteration may have improved drag characteristics over the previous shape iteration. Each shape iteration may be generated based on the drag characteristics of the previous shape iteration. The algorithm may use artificial intelligence to optimize the shape. The algorithm may use machine learning to optimize the shape.

[0022] The algorithm can be configured to determine the optimal drag reducing structure shape by:

[0023] (i) generating a first shape and designating the first shape as a current best shape;

[0024] (ii) determining a drag characteristic of the first shape;

[0025] (iii) generating new shapes;

[0026] (iv) determining the drag characteristics of the new shape;

[0027] (v) comparing the drag characteristics of the current optimal shape and the drag characteristics of the new shape to identify which shape has a better drag characteristic;

[0028] (vi) designating the current best shape or the new shape as the current best shape;

[0029] (vii) repeating steps (iii)-(vi) until a threshold condition is satisfied; and

[0030] (viii) once the threshold condition is met, designating the current optimal shape as the optimal drag reducing structure shape.

[0031] In step (i), generating the first shape may include randomly generating a shape. The random generation of the shape may be subject to constraints imposed according to the operating parameters. The operating parameters may impose shape volume restrictions. The operating parameters may impose a maximum size of the structure in each dimension. The operating parameters may impose a maximum size of the structure in each dimension such that the structure is configured to be mounted on the foredeck of a cargo ship. The shape may be randomly generated with a predetermined size. The shape may be randomly generated with a predetermined volume.

[0032] The algorithm may always generate the same first shape. For a given vehicle, the algorithm may always generate the same first shape. The first shape may be a regular sphere or a cuboid. The first shape may be a regular sphere or a cuboid with predetermined dimensions. The first shape may be generated based on a template shape that is adjusted based on an operating parameter.

[0033] In steps (ii) and (iv), determining the drag characteristics may include modeling the vehicle and the drag reducing structure having the shape to be tested, and performing an airflow simulation. In steps (ii) and (iv), determining the drag characteristics may include modeling the cargo ship and the drag reducing structure having the shape to be tested positioned on the front deck of the cargo ship, and performing an airflow simulation. Results such as the total drag applied to the vehicle under various conditions and the drag coefficient of the vehicle may be obtained based on the airflow simulation.

[0034] The drag characteristic may include a pressure map. The pressure map may indicate the pressure applied to the shape at each point on the surface of the shape during the airflow simulation. The pressure map may include isobars. The drag characteristic may include a pressure gradient at each point on the surface of the shape during the airflow simulation.

[0035] In step (iii), the new shape may be generated by modifying the current optimal shape. The new shape may be generated by modifying the current optimal shape based on the resistance characteristics of the current optimal shape.

[0036] The new shape may be generated by modifying the current best shape to reduce the size of the current best shape or to remove an area of ​​the current best shape. The new shape may be generated by modifying the current best shape to reduce the size of an area that was subjected to high pressure during the simulation in step (ii) or to remove the area. The new shape may be generated by modifying the current best shape to increase the size of an area that was subjected to low pressure during the simulation in step (ii).

[0037] The pressure map of the current best shape generated during step (ii) can be used to generate the new shape. The pressure gradient on the shape surface of the current best shape generated during step (ii) can be used to generate the new shape. A gradient descent algorithm can be used to identify local pressure maxima. A gradient descent algorithm can be used to identify local pressure minima. The new shape can be generated by reducing the pressure applied to the shape portion corresponding to the local pressure maximum. The new shape can be generated by increasing the pressure applied to the shape portion by adjusting the shape portion corresponding to the local pressure minimum.

[0038] In step (iii), the generation of the new shape may be subject to constraints, which may be imposed by the operating conditions. The constraints imposed on the new shape may be the same as the constraints imposed by the operating parameters when generating the starting shape. The generation of the new shape may be subject to the constraint that the volume of the shape must increase relative to the current best shape. The generation of the new shape may be subject to the constraint that the volume of the shape must not decrease relative to the current best shape.

[0039] Modifying the current optimal shape based on the drag characteristics increases the likelihood that the newly generated shape will have stronger drag characteristics than the current optimal shape.

[0040] "Better drag characteristics" may be determined according to a set of predetermined rules. A shape that provides the lowest total drag for a vehicle may be designated as having better drag characteristics. A shape that produces a lower drag coefficient during a simulation may have better drag characteristics. A shape that produces a lower average drag coefficient during a simulation may have better drag characteristics.

[0041] The shape with a more favorable resistance characteristic may be designated as the current best shape. If the new shape does not have a more favorable resistance characteristic, it may be randomly designated as the new best current shape with a predetermined probability. If the new shape does not have a more favorable resistance characteristic, it may be randomly designated as the new best current shape with a probability of 50%. If the new shape does not have a more favorable resistance characteristic, it may be randomly designated as the new best current shape with a probability of less than 50%. If the current best shape has a more favorable resistance characteristic, it may remain as the new best current shape.

[0042] When the new shape has better drag properties, the current best shape is replaced with the new shape to ensure that the drag properties improve as the algorithm continues. Allowing a shape with poor drag properties to be randomly selected as the best current shape prevents the shape from being optimized to a local drag coefficient minimum rather than a global drag coefficient minimum.

[0043] In step (vii), the threshold condition may be that the current optimal shape remains unchanged after a certain number of repetitions of steps (iii)-(vi). The threshold condition may be that the reduction in the drag coefficient does not exceed x% in the first n repetitions of steps (iii)-(vi) (n and x% are values ​​that can be changed according to circumstances).

[0044] Forming the drag reducing structure may include:

[0045] forming a support structure; and

[0046] A surface covering is applied to the support structure.

[0047] Forming the support structure may include generating a support structure design. Forming the support structure may include generating a support structure design based on the operating parameters. Forming the support structure may include constructing the support structure based on the support structure design.

[0048] Forming the support structure may include generating a support structure design using a generative design algorithm. A generative design algorithm, such as an algorithm in PTC Creo or Autodesk 360fusion, may be used to generate the support structure design based on the operating parameters. A generative design algorithm may be used to generate the support structure design subject to constraints imposed by the operating parameters.

[0049] The operating parameters may impose constraints that limit the total weight of the support structure design. The operating parameters may impose constraints that limit the size of the support structure design. The operating parameters may impose constraints that limit the location of the support structure design. The operating parameters may impose constraints that limit the complexity of the support structure.

[0050] The operating parameters may impose constraints that ensure that the support structure is configured to support a given weight. The given weight may be the weight of the surface covering. The given weight may be the weight of the surface covering plus any forces applied by airflow over the surface covering. The given weight may be the weight of the surface covering plus any forces applied by airflow over the surface covering and external forces applied to the surface covering. Ocean waves may apply external forces to the surface covering. The operating parameters may impose constraints that prevent the support structure from restricting access to areas of the vehicle, such as all or part of the foredeck of a cargo ship.

[0051] Generating the support structure using a generative design algorithm may include modeling the drag reducing structure as a solid block. The solid block may have an ideal drag reducing structure shape. The surface of the solid block may be simulated with the properties of a surface covering. The surface of the solid block may be modeled to have the same weight as the surface covering. The surface of the solid block may be modeled to have the same thickness as the surface covering. The generative design algorithm may remove material from the inside of the solid block to generate the support structure design. Finite element analysis (FEA) may be performed to determine whether the stress levels and structural deformations under load are within specifications.

[0052] Applying a surface covering to the support structure may include attaching the surface covering to the support structure. Applying a surface covering to the support structure may include forming the surface covering directly on the support structure. The surface covering may be used to cover the entire surface area of ​​the support structure. The surface covering may be used to cover a portion of the surface area of ​​the support structure.

[0053] The support structure may include one or more inflatable structures and a structural frame. Forming the drag reducing structure may include connecting the one or more inflatable structures to the support frame. Forming the drag reducing structure may include covering the one or more inflatable structures with a surface covering. Forming the drag reducing structure may include covering the one or more inflatable structures with an outer shell. Forming the drag reducing structure may include covering the one or more inflatable structures with a polymer outer shell.

[0054] The use of an inflatable structure reduces assembly time of the support structure and reduces overall assembly time of the drag reducing structure.

[0055] Forming the drag reducing structure may include applying one or more metal plates to the support structure. Applying one or more metal plates to the support structure may include bolting one or more metal plates to the support structure. Applying one or more metal plates to the support structure may include bonding the one or more metal plates to the support structure via an adhesive.

[0056] Forming the drag reducing structure may include covering the support structure with a prestressed / prestretched polymer fabric. Covering the support structure with a prestressed / prestretched polymer fabric may include connecting one or more edges of the prestressed polymer fabric to the support structure.

[0057] Forming the drag reducing structure may include forming the drag reducing structure directly on the vehicle. The drag reducing structure may be retrofitted onto an existing vehicle. The drag reducing structure may be retrofitted onto an existing cargo ship.

[0058] The support structure may be built on and attached to the vehicle.The surface covering may then be applied to the support structure to form the drag reducing structure directly on the vessel.

[0059] According to a second aspect of the present invention, there is provided a structure for reducing the drag applied to a vehicle. The structure may be a drag reduction structure. The structure may include a support structure and a surface covering.

[0060] The structure may be formed using the method of the first aspect of the invention. The structure may be a drag reducing structure formed using the method of the first aspect of the invention. The support structure may be a support structure discussed in the context of the first aspect of the invention. The surface covering may be a surface covering discussed in the context of the first aspect of the invention.

[0061] The structure may be configured to reduce the drag imposed on the vehicle by redirecting airflow around the structure and the vehicle. The structure may be configured to ensure that airflow remains generally laminar as it passes around the structure and the vehicle. The structure may be configured to redirect airflow around the vehicle to reduce / prevent turbulent airflow. The structure may be configured to redirect airflow over the tops of containers on a cargo ship.

[0062] The surface covering may be formed of or include a material that is impermeable to air. The surface covering may be formed of or include a material configured to deflect airflow around the vehicle. The surface covering may change the direction of airflow depending on the shape of the structure.

[0063] The surface covering may be formed of, or include, a weather resistant material. The surface covering may be formed of, or include a wind resistant, rain resistant, and / or sunlight resistant material. The surface covering may be formed of, or include a salt resistant material. The surface covering may be formed of, or include, any material configured to withstand repeated and / or prolonged exposure to changing weather conditions and high velocity winds.

[0064] The support structure may be attached to the vehicle. The support structure may be configured to be mounted on a portion of the vehicle. The support structure may have dimensions that enable it to be mounted on a portion of the vehicle. The support structure may have dimensions that enable it to be mounted on the foredeck of a cargo ship. The support structure may be attached to the vehicle using one or more tensioning cables, one or more clamps, one or more bolts, or one or more weights.

[0065] The support structure may be connected to the surface covering. The support structure may be permanently connected to the surface covering. The support structure may be reversibly connected to the surface covering. The support structure may be connected to the surface covering by one or more bolts. The support structure may be connected to the surface covering by one or more tensioning cables. The support structure may be connected to the surface covering by welding.

[0066] The support structure may be connected to the surface covering to set and maintain a structural shape. The structural shape may be configured to reduce the drag imposed on the vehicle. The structural shape may be substantially the same as an optimal drag reduction structural shape. The structural shape may be configured to redirect airflow around the vehicle to avoid areas where turbulent airflow is generated. The structural shape may be configured to redirect airflow over the top of a container on a cargo ship.

[0067] The support structure may include one or more inflatable structures. The support structure may include a support frame. The support structure may include one or more inflatable structures and a support frame. The one or more inflatable structures may be connected to the support frame. The one or more inflatable structures may be stacked on top of each other and secured in place by the support frame. The support frame may be a portal frame. The support frame may include a plurality of portal frames.

[0068] At least one of the one or more inflatable structures may be an inflatable rib. The at least one inflatable structure may be formed of, or include, a fabric. The at least one inflatable structure may be formed of, or include, a polyester fabric. The at least one inflatable structure may be formed of, or include, a PVC-coated polyester fabric.

[0069] The use of an inflatable structure reduces the time required to assemble and disassemble the drag reducing structure. Based on the inflatable support structure a lightweight support structure is provided which does not restrict access to the area below the support structure.

[0070] The inflatable structure may be connected to an air compressor configured to maintain a desired pressure within the inflatable structure. The inflatable structure may be connected to a pressure sensor that controls the air compressor to maintain a desired air pressure inside the inflatable structure.

[0071] The surface covering may be or include a shell. The surface covering may be or include a polymer shell. The shell may be flexible. The shell may be configured to cover the support structure. The shell may be configured to cover the entire surface of the support structure. The shell may be configured to cover at least a portion of the surface of the support structure.

[0072] The polymer shell may be formed of or include Hypalon. The polymer shell may be formed of or include low-density polyethylene (LDPE), high-density polyethylene (HDPE), polypropylene (PP), polyvinyl chloride (PVC), polystyrene (PS), nylon, nylon 6, nylon 6,6., Teflon (polytetrafluoroethylene) or Kevlar.

[0073] The support structure may include a wire frame.The surface covering may be attached to the wire frame.

[0074] The wireframe support structure enables the drag reducing structure to maintain its shape by supporting the surface covering while being lightweight and using less material / resources.

[0075] The surface covering may include one or more thin plates / panels. The surface covering may include one or more metal plates. The surface covering may include one or more steel plates. The surface covering may include one or more Corten steel plates. The one or more thin plates may be attached to the wireframe support structure.

[0076] The use of metals, such as Corten steel, ensures the drag-reducing structure is resilient and low maintenance. Corten steel ensures the drag-reducing structure is resistant to water, salt, sun, wind and other weather conditions.

[0077] The surface covering may be or include a fabric. The surface covering may be or include a prestressed fabric. The surface covering may be or include a polymer fabric. The surface covering may be or include a prestressed polymer fabric. The use of a prestressed polymer fabric ensures that the drag reducing structure is lightweight and enables the use of a less complex support structure.

[0078] The support structure may be configured to allow access to a desired area of ​​the vehicle. A desired area of ​​the vehicle may be an area to which passengers of the vehicle require unrestricted access. A desired area of ​​the vehicle may be the location of ship machinery on the foredeck of a cargo ship.

[0079] The vehicle may be a cargo ship. The structure may be configured to be mounted on the foredeck of the cargo ship.

[0080] The shape of the structure is adjustable. The structure can be adjusted by a system of levers, pulleys and tensioned cables. The structure can be adjusted by hydraulic pistons.

[0081] The support structure may be adjustable to adjust the shape of the drag reducing structure. The support structure may include one or more foldable portions that can adjust the height. For a support structure that includes one or more inflatable structures, the one or more inflatable structures may expand, contract, partially expand, or partially contract to adjust the height of the support structure.

[0082] The support structure may include a height-adjustable gantry. The support structure may include a plurality of height-adjustable gantries. A gantry may refer to a horizontal bar suspended by two vertical struts, wherein the height of the horizontal bar is adjustable. The gantry may be adjusted using pulleys and cables, hydraulic pistons, gears, and / or any other suitable means. The gantry may be formed of or include one or more metals such as steel.

[0083] The structure may be configured to automatically adjust its shape. The structure may include one or more sensors. The structure may be configured to adjust its shape in response to a signal received from a sensor.

[0084] The structure may be configured to automatically adjust its height. The structure may be configured to adjust its height in response to a signal received from a sensor. The sensor may be configured to determine the height of cargo transported by the carrier. The sensor may be configured to determine the height of a container transported by a cargo ship. The sensor may be configured to determine the combined height of stacked containers transported by a cargo ship. The structure may be configured to automatically adjust its height to match the height of the cargo being transported. The structure may be configured to automatically adjust its height to match the height of the container.

[0085] According to a third aspect of the present invention, there is provided a computer-implemented method for generating an optimal drag reducing structure shape. The method may be a method for generating an optimal drag reducing shape, the optimal drag reducing shape being configured to reduce the drag imposed on a vehicle. The method may be a method for generating an optimal drag reducing shape, the optimal drag reducing shape being configured to reduce the drag imposed on a cargo ship.

[0086] The method may include generating a drag reducing structure design by generating an optimal drag reducing structure shape. The method may include generating a support structure design.

[0087] The method may include providing one or more operating parameters. The method may include generating an optimal drag reducing structure shape based on the one or more operating parameters.

[0088] The method may include generating a support structure design. The method may include generating a support structure design based on the one or more operating parameters. The method may include generating a support structure design that is configured to support the drag reducing structure to maintain the shape of the drag reducing structure when in use. The method may include generating the support structure using a generative design algorithm.

[0089] The method may comprise any of the steps described in the method of the first aspect of the invention. The method may produce a design of the structure of the second aspect of the invention.

[0090] According to a fourth aspect of the present invention, an algorithm for generating an optimal drag reducing structure shape is provided. The algorithm may be the algorithm defined according to the first aspect of the present invention.

[0091] According to a fifth aspect of the present invention, one or more computer readable storage media are provided.

[0092] The one or more computer-readable storage media may include instructions that, when executed by a processor, cause the processor to calculate how to reduce the drag applied to the vehicle. The one or more computer-readable storage media may include instructions that, when executed by a processor, cause the processor to perform a method according to the third aspect of the present invention.

[0093] The one or more computer readable storage media may include instructions that, when executed by a processor, cause the processor to execute an algorithm to generate an optimal drag reducing structure shape. The one or more computer readable storage media may include instructions that, when executed by a processor, cause the processor to execute an algorithm according to the fourth aspect of the present invention.

[0094] The optional features of any of the above aspects may be combined with the features of any other aspect in any combination. For example, the features described in conjunction with the method of the first aspect may have corresponding features that are definable relative to the structure of the second aspect, and vice versa, and these embodiments are particularly contemplated. The features described in the context of the present invention or in multiple separate aspects and embodiments may be used together and / or may be interchangeable where possible. Similarly, for the sake of brevity, multiple features are described in the context of a single embodiment, which features may also be provided separately or in any suitable sub-combination. BRIEF DESCRIPTION OF THE DRAWINGS

[0095] The present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0096] Figures 1(a) and 1(b) respectively show a side view and a perspective view of a cargo ship equipped with a drag reduction structure;

[0097] Figures 2(a) and 2(b) show simplified side views of a cargo ship with and without a drag reducing structure, respectively;

[0098] Figure 3 An overview diagram of a method for reducing vehicle drag is shown;

[0099] 4(a) and 4(b) show plan views of the foredeck of a cargo ship.

[0100] Figure 5 An algorithm for generating an optimal drag reducing structure shape is shown;

[0101] Figure 6 A number of shapes generated by the algorithm in the process of achieving the optimal drag reducing shape are shown.

[0102] Figure 7 A portion of an algorithm for generating an optimal drag reducing structure shape is shown;

[0103] Figure 8 An exploded view and an assembled view of the drag reduction structure are shown;

[0104] Fig. 9 A drag reducing structure having a support structure including a plurality of sub-ribs is shown;

[0105] FIG. 10( a ) and FIG. 10( b ) respectively show a perspective view and a rear view of the adjustable drag reduction structure;

[0106] Fig.11 shows a perspective view of another drag reducing structure;

[0107] Fig.12 shows a perspective view of another drag reducing structure;

[0108] FIG. 13( a ) and FIG. 13( b ) respectively show a perspective view and a rear view of the adjustable drag reduction structure;

[0109] Fig.14 shows a perspective view of a drag reducing structure comprising two different parts made of different materials;

[0110] Figures 15(a)-(c) show multiple views of an alternative adjustable drag reduction structure;

[0111] Fig.16 A perspective view of another alternative drag reducing structure is shown;

[0112] Fig.17a -c shows a front view and a perspective view of a vessel on which a drag reducing structure is provided; and

[0113] Figures 18(a) and 18(b) show perspective views of a vessel having a mounting frame, with and without a drag reducing structure, respectively. DETAILED DESCRIPTION

[0114] Figure 1a and 1b A side view and a perspective view of a cargo ship 20 transporting a container 30 are shown. A drag reducing structure 10 is located on the front deck of the ship 20, in front of the container in the direction of travel of the cargo ship 20. The drag reducing structure is configured to reduce turbulent airflow around the front of the ship 20 to reduce the drag applied to the ship 20.

[0115] Figure 2a A simplified side view of a ship 20 loaded with containers 30 without the drag reducing structure 10 is shown. Figure 2b There is shown a simplified side view of a ship 20 loaded with containers 30 and having a drag reducing structure 10. These figures illustrate how the drag reducing structure 10 affects the airflow around the ship 20 as the ship 20 travels in a direction from left to right.

[0116] exist Figure 2a In the embodiment, the ship 20 has no drag reducing structure. The air flowing directly to the front of the ship 20 hits the vertical sides of the container 30, thereby generating turbulence and recirculation areas. The turbulence and recirculation increase the drag applied to the ship 20.

[0117] Figure 2b Shown with Figure 3 The same ship 20 as a, but with a drag reducing structure 10 on the front deck of the ship 20. Air flowing to the front of the ship 20 hits the front surface 10a of the drag reducing structure 10, rather than the vertical sides of the container 30. The drag reducing structure 10 has a gradient or graded surface leading from the deck of the ship 20 upward to or toward the top of the container 30. The drag reducing structure 10 enables the air to change direction gradually or more slowly relative to the walls of the vertical container 30 and avoids the airflow from hitting the vertical walls. The drag reducing structure 10 promotes laminar flow upward and over the top of the container 30. The drag reducing structure 10 reduces the level of turbulence.

[0118] Figure 3 An overview diagram of a method 100 for making a drag reducing structure that reduces turbulent airflow in front of a vehicle is shown. In some examples, the method can be used to reduce the drag imposed on a ship, such as a cargo ship.

[0119] The method comprises the following steps:

[0120] providing 110 one or more operating parameters;

[0121] generating 120 a drag reducing structure shape based on the one or more operating parameters; and

[0122] A drag reducing structure is formed 130 based on the drag reducing structure shape.

[0123] The operating parameters provided in step 110 depend on the application and the intended use of the vehicle. For example, when the vehicle is a cargo ship, example operating parameters are one or more of the following: average cruising speed, maximum cruising speed, maximum load capacity, average load capacity, foredeck shape, foredeck layout, foredeck size, ship size, ship shape, foredeck size, and location of equipment on the ship.

[0124] In other examples, the method may be used to reduce the drag applied to another type of vehicle (e.g., a truck / van.) In these examples, example operating parameters are one or more of: van / truck type (i.e., make and model), average speed, container size, and container shape.

[0125] The operating parameters are used in the step of generating 120 the drag reducing structure shape, preferably to optimize airflow and minimize turbulence. For example, when using the method 100 to reduce the drag imposed on a vessel, the size and layout of the foredeck of the vessel may need to be considered when generating the drag reducing structure shape. In these examples, the foredeck layout may be modeled using a drone and photogrammetry process.

[0126] The shape and size of the ship 20 and the container 30 are operating parameters that need to be considered when using the method 100 to reduce the drag imposed on the cargo ship 20. Considering these operating parameters enables the generation 120 of a drag reducing structure shape that is optimized to reduce the drag of a specific ship carrying a specific container. This enables the generation 120 of a customized drag reducing structure shape, and in some examples, an optimal drag reducing structure shape optimized for a specific situation.

[0127] Consideration of the foredeck layout and dimensions (among other operating parameters) when generating the drag reducing structure shape ensures that the drag reducing structure shape fits the vessel as intended and that the relevant parts of the foredeck are still accessible to the crew on board the vessel.

[0128] Figure 4a 2 shows a plan view of the foredeck 22 of the ship 20. Various equipment and machinery 24 are located on the foredeck 22 of the ship 20. When the ship 20 is sailing, the crew must be able to access the machinery 24 on the foredeck 22. Figure 4b As shown, the foredeck 22 defines an accessible area 22-1. The accessible area 22-1 is defined to include all machinery 24 to which the crew requires unrestricted access.

[0129] To provide the required unrestricted access, the accessible area 22-1 of the foredeck 22 of the vessel 20 is used as a working parameter when generating 120 the drag reducing structure shape. This ensures that the generation of the drag reducing structure shape is subject to the constraints of the crew needing to access the accessible area 22-1.

[0130] Figure 5 An overview diagram of an example algorithm 200 for generating a drag reducing structural shape is shown. The algorithm 200 is configured to produce a drag reducing structural shape that is optimized to reduce the drag imposed on a vehicle.

[0131] The algorithm 200 is executed on one or more processors (e.g., on a computer). In some examples, the user provides the operating parameters used in the algorithm through conventional input devices. The user can use a keyboard and / or a mouse to input the operating parameters to the processor.

[0132] In some examples, one or more operating parameters associated with a vehicle type are available to one or more processors, and a user simply provides input to indicate the associated vehicle type. In some examples, one or more processors access operating parameters pre-stored in a memory connected to the one or more processors. In other examples, the operating parameters are obtained from an external server, for example, via the Internet.

[0133] The first step 201 of the algorithm 200 is to generate a first shape (also referred to as a "starting shape"). In some examples, the position of the shape on the carrier is generated at the same time as the shape itself is generated. In other examples, the position of the shape on the carrier is set as a working parameter.

[0134] In some examples, the first step 201 always generates the same starting shape. In other examples, the first step 201 always generates a starting shape from a set of predetermined possible starting shapes and / or based on input parameters. In other examples, the first step 201 generates a randomized starting shape, such as a randomly generated ellipsoid.

[0135] The generation of the starting shape is subject to the constraints implied by the working parameters. For example, for a cargo ship, the generated starting shape must be located on the foredeck and the shape cannot be too large. For example, for a cargo ship, the generation of the starting shape is subject to the constraint that the size of the shape must not exceed the size of the foredeck, so that the drag reduction structure with this shape can be installed on the foredeck of the ship. The generated initial shape must not touch or intersect the perimeter of the foredeck, but must be large enough to provide the required drag reduction when in use.

[0136] The "current best shape" is the shape that provides the best resistance characteristics among all the shapes that have been generated. In the example, the shape generated in step 201 is designated as the "current best shape". This is because it is the first shape and no alternative shapes have been generated at this stage.

[0137] Step 202 of algorithm 200 is to determine the drag characteristics of the current optimal shape (which may be the starting shape). Determining the drag characteristics of the shape includes analyzing the drag coefficient of the vehicle when a drag reducing structure having the shape is located on the vehicle. For example, for a cargo ship, determining the drag characteristics includes determining the drag coefficient of the ship with the optimal drag reducing structure formed on the front deck. In step 202, a pressure map can be generated, which indicates the air pressure applied on and across the surface of the shape.

[0138] The drag characteristics are determined by modeling the vehicle together with the drag reduction structure having the shape to be tested and performing an airflow simulation. In one example, determining the drag characteristics includes performing a drag coefficient analysis using specialized computer software, such as OpenFOAM. When using OpenFOAM, running a drag coefficient analysis is a standard procedure, which uses the function "forceCoeffs". In other examples, any other suitable airflow simulation software can be used. For example, SimScale can be used to determine the drag characteristics of a shape. In other examples, Ansys can be used to determine the drag characteristics of a shape. Other example software packages include, but are not limited to: Fusion360, solidworks, Autodesk CFD, Paraview, and Simulia. The vehicle and drag reduction structure can be modeled using any suitable computer-aided design (CAD) software, or can be modeled directly in the airflow simulation software.

[0139] Step 203 of algorithm 200 is to generate a new shape. The new shape is different from the current best shape.

[0140] The current best shape is used to generate the new shape. For example, random changes can be applied to the first / starting shape to create the new shape. The random changes can include one or more of: changing the size of the shape, adding parts to the shape, removing parts from the shape, or changing the size of parts of the shape.

[0141] The new shape may be generated from the current optimal shape based on the drag characteristics of the current optimal shape. In some examples, the pressure distribution on the surface of the current optimal shape (calculated during step 202) is used to generate the new shape.

[0142] For example, the current best shape may be modified to reduce the size of the high pressure area. For a cargo ship, a pressure distribution around the current best shape may be generated during step 202, and portions of the current best shape subject to high pressure may be removed or reduced in size (except at the very front of the ship, where a high pressure area is expected).

[0143] In some examples, a new shape is generated by modifying the current optimal shape to modify areas with high pressure and / or low pressure. Both high pressure areas and low pressure areas disrupt the laminar flow of air, thereby creating drag on the vehicle.

[0144] High pressure areas are often caused by obstacles (i.e., portions of a structure) that block the path of the airflow. If a portion of the structure is subject to high pressure airflow during the simulation / testing / analysis performed in step 202, it may be removed, reduced in size, or modified. In subsequent simulations, the portion of the structure subject to high pressure may be adjusted to reduce the pressure.

[0145] Low pressure areas are often caused by boundary layer separation, meaning that the layer of air flowing along the surface of a structure separates from the structure of that surface. Boundary layer separation is often caused by sudden geometric changes in a shape. For example, if a shape suddenly dents, air flowing along the surface of a structure will separate from the surface. If a portion of a shape appears to experience low pressure, the gradient of the shape change in that area may be reduced. For example, the change in surface structure may be adjusted to be more gradual.

[0146] In some examples, a new shape can be generated based on the current best shape and a pressure map generated for the current best shape during step 202. The pressure map can be used to identify portions of the shape that are subject to high or low pressure. For example, high pressure areas and low pressure areas can be identified using isobars. The pressure map can be used to determine the pressure gradient on the surface of the shape. A gradient descent algorithm known in the art can be used to identify local pressure maxima and local pressure minima. In some examples, portions of the shape where local pressure minima and maxima occur are adjusted.

[0147] The current optimal shape can be modified subject to a predetermined set of rules or subject to a set of constraints to generate a new shape. A constraint may be that the overall shape size must increase, i.e., the shape volume must increase. Another constraint may be that the shape must fit on the vehicle or be able to be formed on the vehicle (e.g., the shape must be able to fit on the front deck of a cargo ship). In some examples, another constraint is that the shape must be smooth. This constraint will limit the location and magnitude of the changes that can be made to the first shape. In some examples, the new shape cannot include spikes, fins, or dimples like a golf ball.

[0148] Step 204 of algorithm 200 is to determine the drag characteristics of the new shape. Step 204 is substantially the same as step 202, but the new shape generated in step 203 replaces the shape used in step 202. The same type of analysis is performed in steps 202 and 204 (i.e., the same parameter values ​​are calculated).

[0149] Step 205 of algorithm 400 includes comparing the drag characteristics of the current best shape and the new shape to identify which shape has a more optimal drag characteristic. "More optimal drag characteristics" may be determined according to a set of predetermined rules. For example, the shape that provides the lowest total drag for the vehicle may be identified as having a more optimal drag characteristic. As another example, a shape with a lower drag coefficient may have a more optimal drag characteristic.

[0150] Determining the superior drag characteristics can be a two-step process. For example, the drag coefficients of the shapes can be compared to determine which shape provides a lower drag coefficient. If the drag coefficients differ greatly (i.e., the drag coefficient of one shape is at least x% less than the other shape), the shape with the lower drag coefficient is considered to have the superior drag characteristics. However, if the drag coefficients are within x% of each other, a more thorough analysis can be used. (The value of x in "x%" can be changed depending on the specific situation. For example, the processing power and time available to execute algorithm 200 may affect the optimal value of x. Example values ​​are 5%, 10%, and 20%, etc.)

[0151] When the drag coefficients are within x% of each other, additional simulations may be performed for a more thorough analysis. For a given vehicle, a real-world route is identified, the vehicle is driven through the identified route in simulation, and then the drag characteristics around the vehicle are determined for the simulation. The simulated trip may be repeated multiple times using real-world weather data to simulate real-world conditions.

[0152] For example, using a cargo ship, a common transportation route for the ship is determined, and real-world meteorological data collected for wind speed and direction is used to simulate perhaps 5 to 10 trips. (Less than 5 or more than 10 trips may be simulated, depending on the time and processing power available.) To provide a realistic travel simulation, the position, direction, and speed of the cargo ship may be obtained online using websites such as "marinetraffic.com." These websites may be used to identify common trips for the ship, from which drag-reducing structures may be produced. Meteorological data may be collected online using websites such as "power.larc.nasa.gov." Past meteorological data may be used to ensure that the travel simulation is realistic. The drag coefficient is the integral of the duration of the simulated trip. A simulated trip was performed for each shape, and the shape with the lowest integral of the drag coefficient was designated as the shape with more optimal drag characteristics.

[0153] Then, the shape with better resistance characteristics is designated as the current best shape. This means that either the new shape becomes the current best shape or remains the current best shape.

[0154] Steps 203-205 are repeated until the threshold condition is met. When the threshold condition is met, the current best shape is designated as the best drag reduction structure shape, and the algorithm ends.

[0155] The threshold condition may be that the current best shape remains unchanged after a certain number of repetitions. For example, the threshold condition may be that the current best shape does not change in five iterations of steps 203-205. The example of five iterations is provided purely as an example, and any other number of iterations may be used as well.

[0156] Another example threshold condition may be that a drag coefficient reduction of more than x% has not been achieved in the previous n iterations (n ​​and x% are values ​​that may vary depending on the situation). For example, the threshold condition may be that the drag coefficient has not decreased by more than 5% in the first five iterations of steps 203-205.

[0157] Figure 6 Ten shapes 10 - 1 to 10 - 10 generated according to the algorithm 200 in the example of a cargo ship are shown. Figure 6 The shape shown is the shape identified as the current optimal shape during the algorithm. Starting with the starting shape 10-1, each shape provides a progressive improvement in drag characteristics relative to the previous shape until shape 10-10 meets the threshold condition and is designated as the final / optimal drag reducing structure shape.

[0158] Figure 7 An algorithm 300 is shown. The algorithm 300 is based on Figure 5 Steps 303 , 305 , and 306 in algorithm 300 correspond to steps 203 , 205 , and 206 in algorithm 200 .

[0159] In algorithm 300, the resistance characteristics of the new shape and the current best shape are compared in step 305. The comparison to determine which shape has the better resistance characteristics is the same as in step 205. However, as described below, algorithm 300 does not always designate the shape with the better resistance characteristics as the current best shape.

[0160] If the new shape generated in step 303 has better resistance characteristics, it is designated as the new current best shape, similar to algorithm 200. However, if the new shape has worse resistance characteristics, it can still be designated as the new current best shape. If the new shape has worse resistance characteristics, a random number "r" is generated. If r is greater than a predetermined value, the new shape is designated as the current best shape, and if r is less than a predetermined value, the current best shape remains unchanged. Figure 6 In the example of , r is a randomly generated number between 0 and 1, and the predetermined value is 0.5. In other examples, the predetermined value may vary.

[0161] The algorithm 300 allows a shape with poorer drag characteristics to replace a previous shape as the current best shape. Assuming the purpose of the algorithms 200, 300 is to provide a shape that minimizes drag, this approach prevents the algorithm from identifying a shape that provides a local drag coefficient minimum rather than a global drag coefficient minimum.

[0162] The step 130 of forming the drag reducing structure based on the (optimal) drag reducing structure shape in method 100 may be performed in a variety of ways. The drag reducing structure is formed such that its shape substantially matches the (optimal) drag reducing structure shape generated in step 120 .

[0163] Once the (optimal) drag reducing structure shape is determined (by one of the algorithms 200, 300 or any other means), a support structure for the drag reducing structure is formed. The support structure is a structure configured to support and maintain the shape of the drag reducing structure.

[0164] The design of the support structure may be computer generated. The support structure design may be generated based on one or more operating parameters. Figure 4b For the example of a cargo ship, the generation of the support structure design is subject to the constraint that the support structure cannot block or obstruct any accessible area 22-1. When generating the support structure design, the operating parameters may impose further constraints. For example, the size of the support structure may be limited so that it is mounted on the front deck 22 of the ship 20.

[0165] In some examples, artificial intelligence is used to generate the support structure design. In some examples, a generative design algorithm is used to generate the support structure design. In some examples, generative design is used to generate the support structure design, subject to constraints provided by the working parameters. In some examples, the generative design algorithm is executed using Autodesk 360fusion or PTC Creo.

[0166] To generate the support structure design, the drag reducing structure is modeled as a solid block with the shape of the ideal drag reducing structure. Portions of the modeled drag reducing structure are modeled to be in contact with a portion of the vehicle on which the drag reducing structure will be placed (i.e., the foredeck of a cargo ship). The drag reducing structure is modeled to be in contact with the vehicle only in specific areas in order to allow access to desired areas of the vehicle (e.g., for a cargo ship, the drag reducing structure is modeled so that the contact point between the drag reducing structure and the foredeck of the ship does not prevent the crew from accessing the machinery, or the foredeck area where the crew needs unrestricted access).

[0167] The surface of the drag reducing structure is modeled to have thickness, density, and material properties that reflect reality (i.e., it is modeled with real material properties). The surface of the drag reducing structure is modeled to have properties corresponding to the material that is intended to be used to manufacture the surface covering of the drag reducing structure. Generative design is used to adjust the interior of the block to provide a support structure design.

[0168] Constraints may be imposed on the generative design algorithm. The material of the solid block may be set prior to executing the generative design algorithm. The generative design algorithm may be constrained to reduce the volume of the solid block by a given percentage. The generative design algorithm may be constrained to reduce the mass of the solid block by a given percentage. The generative design algorithm may be constrained to maintain the shape of the structure (i.e., surface geometry cannot be adjusted).

[0169] The generative design algorithm can be constrained to ensure that the support structure can support a given weight (i.e., the support structure must not damage or change shape when subjected to a given weight). The weight that the support structure needs to be able to support is the weight of the drag reduction structure surface plus potential frontal and lateral loads / forces corresponding to wind pressure and any potential impacts from external objects (e.g., for a cargo ship, the impact may be from waves).

[0170] Generative design algorithms optimize the topology (the internal structure of a solid block), removing material where it is not needed. In the end, material is only saved where it is really needed, so the support structure design is optimized for supporting the required weight.

[0171] To check if the support structure design is acceptable, a finite element analysis (FEA) is performed to check if the stress levels and structural deformations under load are indeed within specifications. FEA can be performed using the real-time simulation capabilities in PTC Creo.

[0172] The support structure is formed / manufactured based on the support structure design. After the support structure is formed, a surface covering is applied to the support structure. Figure 8 -10 describes in more detail examples of drag reducing structures having various surface coverings and support structures.

[0173] While it is desirable to form a drag reducing structure having an optimal drag reducing structure shape, this is not always possible and / or feasible.A drag reducing structure may be formed having a shape that is similar and / or substantially the same as the optimal drag reducing structure shape.

[0174] The drag reducing structure may be formed by assembling a plurality of standardized modular components. A set of standardized modular components may be used to assemble a support structure for each drag reducing structure. Forming the drag reducing structure may include assembling standardized modular components to provide a drag reducing structure that approximates an optimal drag reducing structure. The drag reducing structure may be formed by assembling one or more standardized modular components with one or more customized modular components manufactured specifically for the vehicle.

[0175] Various types of drag reducing structures may be used. Different types of drag reducing structures require different support structures. Different types of drag reducing structures may be better suited to a particular optimal drag reducing structure shape.

[0176] Figure 8 An inflatable drag reducing structure 1010 is shown. Figure 8 Each component of the drag reducing structure 1010 is shown, as well as the assembled structure. The drag reducing structure 1010 includes a support structure, which includes a frame 1010-1 and a plurality of expandable ribs 1010-2. The plurality of expandable ribs 1010-2 are stacked on top of each other and held in place by the frame 1010-1.

[0177] In some examples, the expandable ribs 1010-2 are subdivided into a row of spherical inflatables to provide greater resilience. In some examples, the ribs can be subdivided into a row of ribs of reduced size to provide greater resilience. Fig. 9 An embodiment is shown in which there are a plurality of expandable sub-ribs 1010-4. The width of each sub-rib 1010-4 is smaller than the width of the frame 1010-1, so multiple columns of stacked sub-ribs 1010-4 are required.

[0178] The surface covering is a polymer shell 1010-3, which is applied to the support structure to establish a drag reduction structure. The expandable ribs 1010-2 and / or the polymer shell 1010-3 can be fixed to the frame 1010-1, for example using tensioned cables. The polymer shell 1010-3 can slide on the frame 1010-1 and the expandable ribs 1010-2 and be fixed in place. The polymer shell 1010-3 can be fixed in place by bolts, weights, tightened cables or other suitable means. The internal volume of the polymer shell 1010-3 can be substantially equal to the volume of the support structure (i.e., the expandable ribs 1010-2 stacked on the frame 1010-1).

[0179] The expandable ribs 1010-2 and polymeric housing 1010-3 are formed from or include industrial plastics or polymers that resist exposure to sunlight, rain, salt, wind, or other types of weather.

[0180] exist Figure 8 In the example of the embodiment, the frame 1010-1 is made of weathering (Corten) steel. Each of the plurality of expanded ribs 1010-2 is formed of a polyester fabric coated with PVC. The polymer shell 1010-3 is formed of a neoprene / CSM (chlorosulfonated polyethylene) mixture, called Hypalon. In other embodiments, the polymer shell 1010-3 can be formed of low-density polyethylene (LDPE), high-density polyethylene (HDPE), polypropylene (PP), polyvinyl chloride (PVC), polystyrene (PS), nylon, nylon 6, nylon 6,6., Teflon (polytetrafluoroethylene), Kevlar (Kevlar) or any other suitable polymer, or include low-density polyethylene (LDPE), high-density polyethylene (HDPE), polypropylene (PP), polyvinyl chloride (PVC), polystyrene (PS), nylon, nylon 6, nylon 6,6., Teflon (polytetrafluoroethylene), Kevlar (Kevlar) or any other suitable polymer.

[0181] Fig.10a and 10b Shows something like Figure 8 The drag reducing structure 1010 includes adjustable drag reducing structures 1050 , 1060 . Fig.10a A perspective view of the drag reducing structures 1050, 1060 is shown. Fig.10b A rear view of the drag reducing structures 1050, 1060 is shown. For clarity, the drag reducing structures 1050, 1060 are shown without the polymeric housing 1010-3.

[0182] The drag reducing structures 1050, 1060 each include a support structure including expandable ribs 1050-2, 1060-2 and an adjustable frame 1050-1, 1060-1. The frames 1050-1, 1060-1 are height-adjustable portal frames. The expandable ribs 1050-2, 1060-2 are generally similar to Figure 8 The expandable rib 1010-2 is the same.

[0183] The drag reducing structures 1050 , 1060 are identical, but the second drag reducing structure 1060 has been adjusted to have a lower height than the first drag reducing structure 1050 .

[0184] Fig.10a Left side ( Fig.10bThe first drag reducing structure 1050 of the embodiment shown in FIG. 1 is at its maximum height, which means that all the inflatable ribs 1050-2 have been inflated and the portal frame 1050-1 is at its highest position.

[0185] Fig.10a Right side ( Fig.10b The second drag reducing structure 1060 on the left side is adjusted to have a lowered height by contracting one of the expandable ribs 1060-2 and lowering the portal frame 1060-1.

[0186] In use, the height of the drag reducing structures 1050, 1060 may be adjusted after installation on a vessel by expanding / contracting one or more of the ribs 1050-1, 1060-1 and adjusting the height of the portal accordingly.

[0187] Fig.11 Another type of drag reducing structure 2010 is shown. The drag reducing structure 2010 includes a support structure 2010-1. The support structure 2010-1 is a metal wire frame. The support structure 2010-1 is designed using a generative design algorithm. The support structure 2010-1 is a steel wire frame. The surface covering is a prestressed / pre-stretched polymer fabric 2010-2, which is applied to the support structure 2010-1 and connected to the support structure 2010-1 to establish the drag reducing structure 2010. The prestressed polymer fabric 2010-2 is made of PTFE. In other examples, the prestressed polymer fabric can be formed of or include Hypalon or any other suitable polymer fabric. Fig.11 In the embodiment, a portion of the prestressed polymer fabric 2010-2 is removed to expose the wire frame support structure 2010-1. In an alternative embodiment, the support structure 2010-1 may be replaced with one or more height-adjustable portal frames, similar to Fig.10a and 10b Those shown in .

[0188] Fig.12 Another type of drag reducing structure 3010 is shown. The drag reducing structure 3010 includes a support structure 3010-1. The design of the support structure 3010-1 is generated using a generative design algorithm. The surface covering 3010-2 is formed of a plurality of metal plates / panels 3010-2 connected to the support structure 3010-1 to form the drag reducing structure 3010. Fig.12 , metal plate 3010-2 is removed from a portion of drag reducing structure 3010 to expose support structure 3010-1. In some embodiments, each panel may have a thickness between 0.5-2.5 cm.

[0189] exist Fig.12In the example of , the metal plate 3010-2 is formed of weathering (Corten) steel. The support structure 3010-1 is also formed of steel. In other embodiments, the support structure is formed of a different metal, or includes a different metal, such as aluminum.

[0190] FIG. 13 shows an alternative drag reducing structure 3010 ′, which is Fig.12 An adjustable version of the drag reducing structure 3010. Fig.13a A perspective view of two identical drag reducing structures 3010' is shown. Fig.13b A rear view of the drag reducing structure 3010' is shown.

[0191] The support structure comprises two portal frames 3020-1', 3020-2'. The surface covering is divided into three parts 3010-1', 3010-2', 3010-3'. Part 3010-1' is connected to the portal frame 3020-1'. Part 3010-2' is connected to the portal frame 3020-2'. Part 3010-3' is not connected to the portal frame, but is arranged on the floor.

[0192] Fig.13a Left side ( Fig.13b The drag reducing structure 3010' is at its maximum height (right side). The gantry 3020-1' is at its maximum height and the gantry 3020-2' is at a reduced height relative to the gantry 3020-1'. The relative positions of the gantry 3020-1', 2' are such that each portion 3010-1', 2', 3' of the surface covering is aligned to form a continuous inclined surface.

[0193] Fig.13a Right side ( Fig.13b The drag reducing structure 3010' of the left side is at its minimum height. The two portal frames 3020-1', 2' are lowered to their lowest possible height so that each part 3010-1', 2', 3' of the surface covering is at the same height. As a result, the parts 3010-1' and 3010-2' of the surface covering are hidden behind the third part 3010-3' of the surface covering.

[0194] In use, the drag reducing structure 3010' can be adjusted to have any overall height between the maximum and minimum heights by adjusting the portals accordingly. Different height combinations of the two portals can form a customized structural shape.

[0195] Although the surface covering Fig.13a and 13b The portal is divided into three parts 3010-1', 2', 3', but in other embodiments, any other number of parts and portals may be used.

[0196] In an alternative embodiment, the surface covering may be formed of a plurality of metal panels, each panel being rotatably connected (e.g., by hinges) to the other panels so that they can be folded to change the overall shape of the drag reducing structure. The panels may be moved by hydraulic pistons or motors connected by cables, belts, or gears.

[0197] In another alternative embodiment, the surface covering may be formed of a plurality of metal panels, each panel being slidable so that a panel may slide behind other panels, thereby reducing the overall shape of the drag reducing structure. The panels may be moved by hydraulic pistons or motors connected by cables, belts or gears.

[0198] Fig.14 FIG. 4 shows a drag reduction structure 4010 according to another embodiment. The drag reduction structure 4010 includes a lower portion 4010-1 and an upper portion 4010-2. The lower portion 4010-1 includes a plurality of metal plates, similar to Fig.12 and the metal plate in 13. The upper portion 4010-2 may be made of a polymer material.

[0199] Fig.15a Another embodiment of a drag reducing structure 5010 according to the present invention is shown. The support structure includes a gantry 5010-1 and a base 5010-2. The surface covering 5010-3 is a roll of fabric 5010-3 suspended between the gantry 5010-1 and the base 5010-2. The fabric roll can be a polymer fabric. The fabric roll can resist ultraviolet rays, salt and other corrosive elements.

[0200] The base 5010-2 includes a rotating roller from which the fabric roll 5010-3 extends. The rotating roller within the base 5010-2 maintains tension on the fabric roll 5010-3.

[0201] like Fig.15b As shown, the drag reducing structure 5010 is height adjustable. To adjust the height of the structure 5010, the gantry 5010-1 can be simply lowered or raised. When the gantry 5010-1 is in a higher position, the rotating rollers cause a longer fabric 5010-3 to be rolled out, and when the gantry 5010-1 is in a lower position, the rotating rollers rotate back to roll up the excess fabric to maintain tension in the fabric 5010-3.

[0202] Fig.15c Another way in which the drag reducing structure 5010 can be adjusted in height is shown. A fabric roll can be partially fixed between the base 5010-2 and the gantry 5010-1. Changing the fixed distance of the fabric roll 5010-2 will change the overall height of the drag reducing structure 5010.

[0203] Fig.16An alternative drag reducing structure 5010' is shown. The drag reducing structure 5010' is similar to the drag reducing structure 5010 of Figure 15, but it includes an additional portal 5010-1'.

[0204] The drag reducing structure 5010' includes three portals 5010-1'. Having additional portals enables the surface formed by the fabric roll 5010-3' to be contoured. This enables a customized surface shape to be created, rather than a simple straight surface between the base 5010-2' and the portal 5010-1' connected to the fabric roll 5010-3'.

[0205] In another alternative embodiment, each gantry 5010-1' can be connected to a respective roll of fabric 5010-3'. This would enable the creation of an alternative custom drag reducing structural surface. Each gantry 5010-1' except the end gantry can be connected to two rolls of fabric, so that there is one roll of fabric between each pair of gantry.

[0206] The bases 5010-2, 5010-2' in the drag reduction structures 5010 and 5010' of Figures 15 and 16 can be equipped with brushes to prevent water on the fabric roll from entering the base. In addition, the base can be provided with 0.5-1 cm holes therein to prevent water from being trapped therein. In some embodiments, the base includes a sensor, such as an optical sensor, for detecting damage to the fabric roll. The detected damage can be reported to the maintenance team for repair.

[0207] The drag reducing structures 5010 and 5010' of Figures 15 and 16 are shown as having open sides. In some embodiments, shields are provided on the sides of the drag reducing structures to prevent wind from passing through these sides. These sides can be permanently attached and can be folded into a fan-shaped structure so that the height can be adjusted. This can ensure that no matter how high the drag reducing structure is, the sides can prevent wind from passing through. The fan-shaped sides can be made of metal, composite materials, polymers, fibers, or any other suitable material.

[0208] In the above embodiment using fabric rolls, the base can include multiple fabric rolls. Each fabric roll can be connected to the portal frame. Each fabric roll can be connected to multiple portal frames at the same time.

[0209] In the various examples described above, the gantry is used to adjust the height of the drag reducing structure. The height of the gantry described herein can be adjusted using any conventional means, such as by using hydraulic devices, gears, pulleys and / or cables. In some embodiments, the gantry can be connected to the ship's windlass and can be controlled by the windlass.

[0210] In some examples described herein, the drag reducing structure is adjustable. The drag reducing structure may be adjustable so that the height and / or width of the structure can be adjusted. In an example using a cargo ship, the height of the drag reducing structure is adjustable to allow the top of the drag reducing structure to be flush with the top of the tallest container. In some examples, the drag reducing structure is configured so that an end user (e.g., a crew member on a cargo ship) can adjust the height of the drag reducing structure.

[0211] The drag reducing structure can be adjusted before being installed on a vehicle. For example, the drag reducing structure can be suitable for a variety of different cargo ships and can be adjusted in preparation for installation on the ship. The drag reducing structure can be adjusted based on predicted data indicating the expected load (e.g., the number and height of containers) of the ship on which the drag reducing structure is intended to be installed. The drag reducing structure can be adjusted based on shipping data from an online database before installation.

[0212] FIG. 17 illustrates an example of a drag reducing structure 3030 that is adjustable between a first height and a second height. Fig.17a A first cargo ship 3020a and a second container ship 3020b are shown. Containers 3030a are stacked to a first height on the cargo ship 3020a. Containers 3030b are stacked to a second height on the cargo ship 3020b. The second height is greater than the first height.

[0213] Fig.17b The drag reducing structure is shown in a first configuration 3010a and in a second configuration 3010b. In the second configuration 3010b, the drag reducing structure 3010 is taller (i.e., it has a greater height) than in the first configuration 3010a. The drag reducing structure is adjustable between the first and second configurations. Fig.17c As clearly shown, the height of the drag reducing structure 3010 in the first configuration 3010a matches the height of the container 3030a. The height of the drag reducing structure 3010 in the second configuration 3010b matches the height of the container 3030b. Although only two configurations are shown, the drag reducing structure can be adjusted between any number of configurations, each having a different height. Matching the height of the drag reducing structure to the height of the container ensures that the airflow is redirected over the top of the container.

[0214] 18(a) and (b) show an example of a drag reducing structure 4010 mounted on a ship 4020 carrying a container 4030. The ship 4020 is equipped with a mounting frame 4040 which is mounted on the ship 4020 in advance of the rest of the drag reducing structure 4010. The mounting frame 4040 holds the drag reducing structure 4010 in place and allows the structure to be raised and lowered as a whole, thereby ensuring that the crew of the ship 4020 can still access equipment, machinery and other important items on the foredeck.

[0215] In some examples, the drag reducing structure automatically adjusts its shape. In some examples, one or more sensors are connected to the structure to determine the height of cargo transported by the vehicle. In some examples where the vehicle is a cargo ship, the sensors are configured to determine the height of a container being transported. The structure is configured to automatically adjust its height to match the height of the container.

[0216] For example, for a Figure 8 The drag reducing structure shown, the height of which can be adjusted by changing the air pressure in the inflatable ribs. In other examples, the height of the drag reducing container can be adjusted by folding the support structure, a tensioned cable connected to a rotating motor, or a hydraulic piston. In some examples, the drag reducing structure is configured so that the support structure includes inflatable ribs that can be deflated and re-inflated to adjust the height of the support structure and form folds in the surface covering, which can be a polymer shell.

[0217] In some examples, the drag reducing structure is configured to be adjustable between multiple shapes. In these examples, each of the multiple shapes is optimized for the vehicle under different operating parameters. Each shape may have been generated using algorithm 200 or 300. For example, a drag reducing structure for a cargo ship may be configured to adjust its height according to the height of the stacked containers (i.e., according to the load capacity of the ship).

[0218] In some embodiments, the drag reducing structure may include one or more slots or gaps. The slots or gaps may extend upward from the base of the drag reducing structure through the surface covering of the drag reducing structure. The slots or gaps may be configured to provide space for other components of a vehicle (e.g., a boat) to pass through. In one example, the drag reducing structure has a slot configured to allow a radio tower to pass through it.

[0219] In some embodiments, the bottom surface of the drag reducing structure may be a solid floor. The floor may be shaped to provide a space below it, for example, to enable people to move under the floor. For example, when the drag reducing structure is installed on a ship, the floor may be configured to enable the crew of the ship to pass under the drag reducing structure. The floor may be a metal floor.

[0220] In embodiments where the drag reducing structure is mounted on a vessel, the drag reducing structure may be accompanied by a wave protector, which is a metal shroud configured to withstand the impact of incoming waves.

[0221] In some embodiments, the drag reducing structure may include one or more vortex generators, such as fins or other protrusions. In some embodiments, the vortex generators may be between 5 and 50 centimeters long.

[0222] In some embodiments, the surface covering of the drag reducing structure comprises a patterned surface (eg, a dimpled or "golf ball" surface). In some embodiments, the surface covering comprises a plurality of grooves.

[0223] By reading this disclosure, other changes and modifications will be obvious to the skilled person. Such variations and modifications may include equivalent features and other features known in the field of drag reduction structures and adjustable marine structures, and these features may replace or be added to the features already described herein.

[0224] Although the attached claims are directed to specific combinations of features, it should be understood that the scope of the disclosure of the present invention also includes any novel feature or any novel combination of features disclosed explicitly or implicitly herein, or any generalization thereof, regardless of whether it relates to the same invention currently claimed in any claim and regardless of whether it alleviates any or all technical problems similar to the present invention.

[0225] Features described in the context of multiple separate embodiments may also be provided in combination in a single embodiment. Conversely, various features described in the context of a single embodiment for the sake of brevity may also be provided separately or in any suitable subcombination. Applicants hereby declare that new claims may be formulated to such features and / or combinations of such features during the prosecution of this application or of any further application derived therefrom.

[0226] For the sake of completeness, it is also stated that the term "comprising" does not exclude other elements or steps, the term "a" or "an" does not exclude a plurality, a single processor or other unit may fulfill the functions of several means recited in the claims, and any reference signs in the claims should not be construed as limiting the scope of the claims.

Claims

1. A structure for reducing the drag exerted on a vessel, the structure comprising a support structure and a surface covering, wherein the support structure is connected to the surface covering to provide and maintain a structural shape, wherein the structural shape is configured to reduce drag imposed on the vessel; and Wherein the support structure is adjustable.

2. The structure of claim 1, wherein the support structure is attachable to the vessel.

3. The structure according to claim 1 or 2, wherein: The support structure is or includes one or more height-adjustable portal frames.

4. A structure according to any one of claims 1 to 3, wherein the support structure is or comprises one or more expandable structures.

5. The structure of claim 4, wherein at least one of the one or more expandable structures is an expandable rib formed from or comprising a PVC-coated polyester fabric and the polymer shell is formed from or comprises Hypalon.

6. A structure according to any one of claims 1 to 5, wherein the surface covering is or comprises a polymer shell.

7. A structure according to any one of claims 1 to 3, wherein the surface covering is or comprises one or more metal sheets.

8. The structure according to claim 7, wherein: The metal sheet is or is formed from weathering steel.

9. A structure according to any one of claims 1 to 3, wherein the surface covering is or comprises a prestressed polymer fabric.

10. A structure according to any one of the preceding claims, wherein: The support structure is configured to allow access to a desired area of ​​the vessel, and optionally or preferably, wherein the desired area of ​​the vessel is the location of ship machinery on the foredeck of the cargo ship.

11. A structure according to any one of the preceding claims, wherein: The structure is configured to be mounted on the foredeck of the vessel.

12. A method for forming an adjustable drag reducing structure, the adjustable drag reducing structure being used to reduce the drag applied to a ship, the method comprising: providing one or more operating parameters; generating an optimal drag reduction structure shape based on the one or more operating parameters; as well as A drag reducing structure is formed based on the optimal drag reducing structure shape, wherein the drag reducing structure is adjustable.

13. The method according to claim 12, wherein: At least one of the one or more operating parameters is: average ship speed, maximum ship speed, maximum ship load capacity or average ship load capacity, ship shape, ship layout, ship size or location of equipment / devices on the ship.

14. The method according to claim 12 or 13, wherein: Generating the optimal drag reducing structure includes using an algorithm configured to produce an optimal drag reducing structure shape that is optimized to reduce the drag experienced by the vessel.

15. The method of claim 14, wherein the algorithm is configured to determine the optimal drag reducing structure shape by: (i) generating a first shape and designating the first shape as a current best shape; (ii) determining a drag characteristic of the first shape; (iii) generating new shapes; (iv) determining the drag characteristics of the new shape; (v) comparing the resistance characteristics of the current optimal shape and the resistance characteristics of the new shape to identify which shape has a better resistance characteristic; (vi) designating the current optimal shape or the new shape as the current optimal shape; (vii) repeating steps (iii) to (vi) until a threshold condition is satisfied; and (viii) once the threshold condition is met, designating the current optimal shape as the optimal drag reducing structure shape.

16. The method according to claim 15, wherein: In step (vi), the shape having the more favorable resistance characteristic is designated as the current optimal shape.

17. The method according to claim 15 or 16, wherein: In step (iii), the new shape is generated by modifying the current optimal shape.

18. The method according to claim 17, wherein: The new shape is generated by modifying the current optimal shape based on a drag characteristic of the current optimal shape.

19. A method according to any one of the preceding claims, wherein: Forming the drag reduction structure includes: forming a support structure; and A surface covering is applied to the support structure.

20. The method of claim 19, wherein forming the support structure comprises generating a support structure design based on the operating parameters.

21. The method according to claim 20, wherein: Generative design is used to generate the support structure design.

22. The method of any one of the preceding claims, wherein forming the drag reducing structure comprises forming the drag reducing structure directly on the vessel.

23. A computer-implemented method for generating an optimal drag reducing structure shape, the method comprising: providing one or more operating parameters; as well as An optimal drag reducing structure shape is generated based on the one or more operating parameters.

24. One or more computer-readable storage media comprising instructions that, when executed by a processor, cause the processor to perform the computer-implemented method of claim 23.

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