Resistance reduction structure

Abstract

Structures (1050, 1060) for reducing the resistance acting on a ship. This structure includes a support structure (1050-2, 1060-2) and a surface cover (1010-3). The support structure is attachable to the ship and is connected to the surface cover to provide and maintain the shape of the structure configured to reduce the resistance acting on the ship. The support structure is adjustable.

Description

Technical Field

[0001] The present invention generally relates to a method for reducing drag on a vehicle. More specifically, but not limited thereto, the present invention relates to a structure for reducing drag on a cargo ship and a method for manufacturing the structure.

Background Art

[0002] Reducing the amount of fuel consumed by a vehicle is desirable for various reasons. Since fuel is expensive, reducing the amount of fuel required for a vehicle to travel a certain distance reduces the cost associated with operating the vehicle. Furthermore, if the amount of fuel used is reduced, the vehicle can travel a longer distance on a single trip. In particular, in the case of fossil fuels, reducing fuel consumption helps to reduce the environmental impact of the vehicle.

[0003] One factor that affects fuel consumption is the size and presence of drag on the vehicle during travel. Since drag impedes the movement of the vehicle, additional fuel is used to overcome the effect of drag. Reducing the size of the drag on the vehicle improves the fuel efficiency of the vehicle.

[0004] Cargo ships are an example of vehicles that experience significant drag. These forces mainly originate from the vertical sides of the transport containers carrying the cargo. Usually, these containers are stacked in multiple units, with a width of several containers, a depth of several containers, and a height of several containers stacked on top of each other, forming a surface against which the oncoming wind exerts force.

[0005] Current ships are designed to reduce drag with aerodynamics in mind. However, many container ships were built before drag was considered or understood to be a serious problem. As a result, most of the ships currently in use are not designed for a market with high fuel costs and have poor fuel consumption. Since the average investment cost for ships with a capacity exceeding 9,500 TEU (twenty-foot equivalent unit) is $100 million, it is not realistic to simply discard and replace ships that do not meet the market requirements.

[0006] The present invention has been devised with the above in mind.

Summary of the Invention

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

[0008] This method may include providing one or more working parameters. This method may include generating an optimal shape of the drag reduction structure based on the one or more working parameters. The optimal shape of the drag reduction structure may be configured to reduce the drag applied to the vehicle. The optimal shape of the drag reduction structure may be optimized to reduce the drag applied to a specific vehicle for which this method is used.

[0009] This method may be used to provide the user with the optimal shape of the drag reduction structure. Subsequently, the user can form / construct the structure based on the optimal shape of the drag reduction structure.

[0010] This method may include forming a drag reduction structure based on the optimal shape of the drag reduction structure. This method may include forming a drag reduction structure having the optimal shape of the drag reduction structure. Forming the drag reduction structure may include constructing the drag reduction structure.

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

[0012] The drag reduction structure may be configured to be disposed on a vehicle. The vehicle may be a cargo ship, and the drag reduction structure may be configured to fit on the front deck of the cargo ship. The drag reduction structure can be configured to fit on other surfaces of the ship to reduce drag. For example, the drag reduction structure can be configured to fit on the bridge of the ship, the rear part of the ship behind the transport container, or other areas of the ship.

[0013] The drag reduction structure reduces the turbulent airflow around the vehicle to reduce the drag on the vehicle. For example, the drag reduction structure can reduce the turbulent airflow at the front of the cargo ship by changing the direction of the airflow above the transport container. The drag reduction structure changes the direction of the air from the area of the vehicle where the turbulent airflow occurs.

[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 related to the vehicle. Providing one or more operating parameters may include inputting one or more parameters into a computer. The user may record and / or obtain the operating parameters before executing this 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 related to the vehicle.

[0015] The operating parameters may be specific to the vehicle. The operating parameters may define the size of the vehicle. The operating parameters may define the shape of the vehicle. The operating parameters may define the position, shape, and size of the area on the vehicle where the drag reduction structure is disposed. The operating parameters may define the characteristics of the vehicle. The operating parameters may define the characteristics related to the movement of the vehicle (e.g., the length of the movement, the state of the wind during movement, etc.). The operating parameters may define the position and size of the transport container on the cargo ship.

[0016] By generating an optimal drag reduction structure using operating parameters, it becomes possible to create a custom-designed drag reduction structure optimized for use on a specific vehicle. Using the operating parameters also enables the creation of a drag reduction structure optimized to reduce drag under specific movements / routes and / or specific conditions. Optimizing the shape of the drag reduction structure according to a specific vehicle reduces the drag on the vehicle compared to a vehicle without a drag reduction structure or a vehicle equipped with a standardized (i.e., non-optimized) drag reduction structure. Generating the shape of an optimal drag reduction structure using the operating parameters can create a drag reduction structure optimized to change the direction of the airflow above the cargo being transported by a cargo ship in a shipping container.

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

[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 the average cruising speed, maximum cruising speed, maximum load, average load, shape of the front deck, layout of the front deck, size of the front deck, size of the ship, shape of the ship, position of the equipment on the ship, position of the shipping container on the ship, or dimensions of the shipping container of the ship.

[0019] The shape of the optimal drag reduction structure may be generated using an algorithm. The algorithm may be executed on a computer. The algorithm may be executed on one or more processors. This algorithm may be configured to generate the shape of an optimal drag reduction structure optimized to reduce the drag received by the vehicle.

[0020] When an algorithm is used to generate the shape of an optimal drag reduction structure, engineers and related experts do not need to perform all the calculations involved, and the drag reduction structure can be optimized for a specific vehicle.

[0021] The algorithm may repeatedly generate the optimal structure shape. The algorithm may generate an initial shape and repeatedly modify that shape to optimize it for reducing drag. In each shape iteration, the drag characteristics may be improved compared to 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] This algorithm is configured to determine the shape of the optimal drag reduction structure by (i) generating a first shape and designating it as the current best shape, (ii) determining the drag characteristics of the first shape, (iii) generating a new shape, (iv) determining the drag characteristics of the new shape, (v) comparing the drag characteristics of the current best shape with those of the new shape to identify which shape has superior drag characteristics, (vi) designating either the current best shape or the new shape as the current best shape, (vii) repeating steps (iii) to (vi) until a threshold condition is met, (viii) when the threshold condition is met, designating the current best shape as the shape of the optimal drag reduction structure.

[0023] In step (i), generating the first shape may include randomly generating the shape. The shape may be randomly generated within the range of constraints imposed by the working parameters. The working parameters may impose a limitation on the shape volume. The maximum size of the structure in each dimension may be limited by the working parameters. The working parameters can impose the maximum size of the structure in each dimension such that the structure is configured to fit 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.

[0024] The algorithm may always generate the same first shape. The algorithm may always generate the same first shape for a particular vehicle. 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 adjusted based on the working parameters.

[0025] In steps (ii) and (iv), determining the drag characteristics may include modeling the vehicle together with a drag reduction structure having the shape of the test object and performing an airflow simulation. In steps (ii) and (iv), determining the drag characteristics may include modeling a cargo ship and a drag reduction structure having the shape of the test object disposed on the foredeck of the cargo ship, and performing an airflow simulation. For example, results such as the total drag applied to the vehicle and the drag coefficient of the vehicle under various conditions may be obtained based on the airflow simulation.

[0026] The drag characteristics may include a pressure map. The pressure map may show 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 characteristics may include the pressure gradient at each point on the surface of the shape during the airflow simulation.

[0027] In step (iii), a new shape may be generated by modifying the current best shape. The new shape may be generated by modifying the current best shape based on the drag characteristics of the current best shape.

[0028] The new shape may be generated by changing the current best shape to reduce or eliminate the size of the region of the current best shape. The new shape may be generated by modifying the current best shape to reduce or remove the size of the region that is subjected to high pressure during the simulation of step (ii). The new shape may be generated by modifying the current best shape to increase the size of the region that is subjected to low pressure during the simulation of step (ii).

[0029] The pressure map of the current best shape generated during step (ii) may be used to generate the new shape. The pressure gradient across the surface of the shape of the current best shape generated during step (ii) may be used to generate the new shape. Gradient descent algorithms may be used to identify local pressure maxima. Gradient descent algorithms may be used to identify local pressure minima. The new shape may be generated by adjusting the section of the shape corresponding to the local pressure maximum to reduce the pressure applied to that section of the shape. The new shape may be generated by adjusting the section of the shape corresponding to the local pressure minimum to increase the pressure applied to that section of the shape.

[0030] In step (iii), a new shape may be generated in accordance with the constraints 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 new shape may be generated in accordance with the constraint that the volume of the shape must increase compared to the current best shape. The new shape may be generated in accordance with the constraint that the volume of the shape must not decrease compared to the current best shape.

[0031] Modifying the current best shape based on the resistance characteristics increases the likelihood that the newly generated shape will have superior resistance characteristics compared to the current best shape.

[0032] "Superior resistance characteristics" may be determined according to a predetermined rule. The shape with the lowest total resistance of the vehicle may be designated as having superior resistance characteristics. A shape that generates a lower resistance coefficient during simulation may have superior resistance characteristics. A shape with a lower average resistance coefficient during simulation may have superior resistance characteristics.

[0033] A shape with superior resistance characteristics may be designated as the current best shape. If the new shape does not have superior resistance characteristics, it may be randomly designated as the new best current shape with a predetermined probability. If the new shape does not have superior resistance characteristics, it may be randomly designated as the new current best shape with a 50% probability. If the new shape does not have superior resistance characteristics, it may be randomly designated as the current best shape with a probability of less than 50%. If the current best shape has superior resistance characteristics, it may be maintained as the new current best shape.

[0034] By replacing the current best shape with the new shape when the resistance characteristics of the new shape are excellent, the resistance characteristics will surely improve as the algorithm continues. Enabling the random selection of a shape with inferior resistance characteristics as the current best shape can prevent it from being optimized to the local minimum value of the resistance coefficient rather than the overall minimum value of the resistance coefficient.

[0035] In step (vii), the threshold condition may be that the current best shape does not change even after steps (iii) to (vi) are repeated a certain number of times. The threshold condition may also be that the decrease in the resistance coefficient does not exceed x% in the past n repetitions of steps (iii) to (vi) (n and x% are values that can be changed according to the situation).

[0036] Forming a resistance-reducing structure may include forming a support structure, and applying a surface cover to the support structure.

[0037] Forming the support structure may include generating a design for the support structure. Forming the support structure may include generating a design for the support structure based on operating parameters. Forming the support structure may include constructing the support structure based on the design of the support structure.

[0038] Forming the support structure may include using a generative design algorithm to generate a design for the support structure. A generative design algorithm such as PTC Creo or Autodesk 360 fusion may be used to generate a design for the support structure based on operating parameters. A generative design algorithm may be used to generate a design for the support structure in accordance with constraints imposed by the operating parameters.

[0039] The operating parameters may impose constraints that limit the total weight of the design of the support structure. The operating parameters may impose constraints that limit the dimensions of the design of the support structure. The operating parameters may impose constraints that limit the position of the design of the support structure. The operating parameters may impose constraints that limit the complexity of the support structure.

[0040] The operating parameters may impose constraints that ensure that the support structure is configured to support a predetermined weight. The predetermined weight may be the weight of the surface cover. The predetermined weight may be the weight of the surface cover plus the force applied by the air flow on the surface cover. The predetermined weight may be the weight of the surface cover plus the force applied by the air flow on the surface cover and the external force applied to the surface cover. An external force may be applied to the surface cover by ocean waves. The operating parameters may impose constraints that prevent the support structure from restricting access from a vehicle area such as the entire or part of the front deck of a cargo ship.

[0041] Generating the support structure using a generative design algorithm may include modeling the drag reduction structure as a solid block. The solid block may have the shape of an ideal drag reduction structure. The surface of the solid block may be modeled using the characteristics of the surface cover. The surface of the solid block may be modeled to have the same weight as the surface cover. The surface of the solid block may be modeled to have the same thickness as the surface cover. The generative design algorithm may generate the design of the support structure by removing material from inside the solid block. Finite element analysis (FEA) may be performed to determine whether the stress levels and structural deformations under load are within the specifications.

[0042] Applying the surface cover to the support structure may include attaching the surface cover to the support structure. Applying the surface cover to the support structure may include forming the surface cover directly on the support structure. The surface cover may be applied to cover the entire surface area of the support structure. The surface cover may be applied to cover a part of the surface area of the support structure.

[0043] The support structure may comprise one or more inflatable structures and a structure frame. Forming the drag reduction structure may include connecting one or more inflatable structures to a support frame. Forming the drag reduction structure may include covering one or more inflatable structures with a surface cover. Forming the drag reduction structure may include covering one or more inflatable structures with a shell. Forming the drag reduction structure may include covering one or more inflatable structures with a polymer shell.

[0044] Using inflatable structures shortens the assembly time of the support structure and the overall assembly time of the drag reduction structure.

[0045] Forming the drag reduction structure may include applying one or more metal sheets to the support structure. Applying one or more metal sheets to the support structure may include bolting one or more metal sheets to the support structure. The step of adhering one or more metal sheets to the support structure may include adhering one or more metal sheets to the support structure via an adhesive.

[0046] Forming the drag reduction structure may include covering the support structure with a polymer fabric pre-stressed / tensioned. Covering the support structure with a polymer fabric pre-stressed / tensioned may include connecting one or more ends of the pre-stressed polymer fabric to the support structure.

[0047] Forming the drag reduction structure may include forming the drag reduction structure directly on a vehicle. The drag reduction structure may be retrofitted to an existing vehicle. The drag reduction structure may be retrofitted to an existing cargo ship.

[0048] The support structure may be constructed and attached to a vehicle. Next, a surface cover may be applied to the support structure to form the drag reduction structure directly on the ship.

[0049] According to a second aspect of the present invention, a structure for reducing the drag force acting on a vehicle is provided. This structure may be a drag reduction structure. This structure may include a support structure and a surface cover.

[0050] This structure may be formed using the method of the first aspect of the present invention. This structure may be a drag reduction structure formed using the method of the first aspect of the present invention. The support structure may be the support structure described in relation to the first aspect of the present invention. The surface cover may be the surface cover described in relation to the first aspect of the present invention.

[0051] This structure may be configured to reduce the drag force applied to the vehicle by changing the direction of the air flow around the structure and the vehicle. This structure may be configured to ensure that the air flow remains substantially laminar when passing over the structure and around the vehicle. This structure may be configured to change the direction of the air flow around the vehicle to reduce / prevent the generation of turbulent flow in the air flow. This structure may be configured to change the direction of the air flow on the upper part of a transport container of a cargo ship.

[0052] The surface cover may be formed of or include a material that does not allow air to pass through. The surface cover may be formed of or include a material configured to deflect the air flow around the vehicle. The surface cover can change the direction of the air flow according to the shape of the structure.

[0053] The surface cover may be formed of or include a weather-resistant material. The surface cover may be formed of or include materials resistant to wind, rain, and / or sunlight. The surface cover may be formed of or include a salt-resistant material. The surface cover may be formed or configured from any material configured to withstand repeated and / or long-term exposure to various weather conditions and high-speed winds.

[0054] The support structure may be attachable to a vehicle. The support structure may be configured to fit onto a part of the vehicle. The support structure may have dimensions that allow it to fit onto a part of the vehicle. The support structure may have dimensions that allow it to fit onto the front deck of a cargo ship. The support structure can be attached to the vehicle using one or more tension cables, one or more clamps, one or more bolts, or one or more weights.

[0055] The support structure may be connected to a surface cover. The support structure may be permanently connected to the surface cover. The support structure may be reversibly connected to the surface cover. The support structure may be connected to the surface cover via one or more bolts. The support structure may be connected to the surface cover via one or more tension cables. The support structure may be connected to the surface cover by welding.

[0056] The support structure may be connected to the surface cover to provide and maintain the shape of the structure. The shape of the structure may be configured to reduce the resistance force acting on the vehicle. The shape of the structure may be substantially the same as the shape of an optimal resistance-reducing structure. The shape of the structure may be configured to change the direction of the air flow around the vehicle in order to avoid areas that generate turbulent flow. This shape of the structure may be configured to change the direction of the air flow above the transport container of a cargo ship.

[0057] 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 fixed in place by the support frame. The support frame may be a gantry. The support frame may include a plurality of gantries.

[0058] At least one of the one or more inflatable structures may be an inflatable rib. At least one of the inflatable structures may be formed from a fabric or may include a fabric. At least one of the inflatable structures may be formed from a polyester fabric or may include a polyester fabric. At least one of the inflatable structures may be formed from or include a polyester fabric coated with PVC.

[0059] The use of the inflatable structure reduces the time required for assembling and disassembling the drag reduction structure. The inflatable support structure provides a lightweight support structure that does not restrict access to the area below the support structure.

[0060] The inflatable structure may be connected to a compressor configured to maintain a desired pressure within the inflatable structure. The inflatable structure may be connected to a pressure sensor that controls the compressor to maintain a desired air pressure within the inflatable structure.

[0061] The surface cover may be a shell or may include a shell. The surface cover may be a polymer shell or may 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.

[0062] The polymer shell may be formed from or include Hypalon. The polymer shell may be formed from 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.

[0063] The support structure may include a wireframe. The surface cover may be attached to the wireframe.

[0064] With the wire frame support structure, the drag reduction structure can maintain its shape by supporting the surface cover, while being lightweight and using less material and resources.

[0065] The surface cover may include one or more sheets / panels. The surface cover may include one or more metal sheets. The surface cover may include one or more steel plates. The surface cover may include one or more corten steel sheets. One or more sheets may be attached to the wire frame support structure.

[0066] By using a metal such as corten steel, the elasticity of the drag reduction structure is ensured and the maintenance cost is reduced. With corten steel, it is guaranteed that the drag reduction structure can withstand water, salt, sunlight, wind, and other weather conditions.

[0067] The surface cover may be a fabric or may include a fabric. The surface cover may be a pre-stressed fabric or may include a pre-stressed fabric. The surface cover may be a polymer fabric or may include a polymer fabric. The surface cover may be a pre-stressed polymer fabric or may include a pre-stressed polymer fabric. By using a pre-stressed polymer fabric, the drag reduction structure becomes lightweight and a simpler support structure can be used.

[0068] The support structure may be configured to allow access to a desired area of the vehicle. The desired area of the vehicle may be an area where the vehicle passengers need unrestricted access. The desired area of the vehicle may be the location of the ship machinery on the forward deck of a cargo ship.

[0069] The vehicle may be a cargo ship. This structure may be configured to fit the forward deck of the cargo ship.

[0070] The shape of the structure may be adjustable. This structure may be adjustable via a system of levers, pulleys, and a tensioned cable. This structure may be adjustable via a hydraulic piston.

[0071] The support structure may be adjustable to adjust the shape of the load reduction structure. The support structure may include one or more folding sections that allow for height adjustment. For a support structure that includes one or more expandable structures, the one or more expandable structures may be expanded, contracted, partially expanded, or partially contracted to adjust the height of the support structure.

[0072] The support structure may include a height-adjustable gantry. The support structure may include a plurality of height-adjustable gantries. A gantry refers to a horizontal bar suspended by two vertical columns, and the height of the horizontal bar is adjustable. The gantry may be adjustable using pulleys and cables, hydraulic pistons, gears, and / or other suitable means. The gantry may be formed of or include one or more metals such as steel.

[0073] The structure may be configured to automatically adjust its shape. This structure may include one or more sensors. This structure may be configured to adjust its shape in response to signals received from the sensors.

[0074] The structure may be configured to automatically adjust its height. This structure may be configured to adjust its height according to a signal received from a sensor. The sensor may be configured to measure the height of the cargo transported by the vehicle. The sensor may be configured to measure the height of the transport container being transported by the cargo ship. The sensor may be configured to measure the total height of the stacked transport containers being transported by the cargo ship. This structure may be configured to automatically adjust its height according to the height of the cargo being transported. This structure may be configured to automatically adjust its height according to the height of the transport container.

[0075] According to a third aspect of the present invention, a computer-implemented method for generating an optimal drag reduction structure shape is provided. This method may be a method for generating an optimal drag reduction shape configured to reduce the drag on a vehicle. This method may be a method for generating the shape of an optimal drag reduction body configured to reduce the drag on a cargo ship.

[0076] This method may include generating a design of the drag reduction structure by generating the shape of the optimal drag reduction structure. This method may include generating a design of the support structure.

[0077] This method may include providing one or more working parameters. This method may include generating the shape of the optimal drag reduction structure based on one or more working parameters.

[0078] This method may include generating a design of the support structure. This method may include generating a design of the support structure based on one or more working parameters. This method may include the step of generating a design of the support structure configured to support the drag reduction structure and maintain the shape of the drag reduction structure during use. This method may include generating the support structure using a generative design algorithm.

[0079] This method may include any of the steps recited in the method of the first aspect of the present invention. This method may generate a design of the structure of the second aspect of the present invention.

[0080] According to a fourth aspect of the present invention, an algorithm for generating an optimal drag reduction structure shape is provided. This algorithm may be an algorithm defined according to the first aspect of the present invention.

[0081] According to a fifth aspect of the present invention, one or more computer-readable recording media are provided.

[0082] The one or more computer-readable recording media may include instructions that cause a processor to calculate a method for reducing the drag on a vehicle when executed by the processor. The one or more computer-readable recording media may include instructions that cause a processor to execute the method according to the third aspect of the present invention when executed by the processor.

[0083] The one or more computer-readable recording media may include instructions that cause a processor to execute an algorithm for generating an optimal drag reduction structure shape when executed by the processor. The one or more computer-readable recording media may include instructions that cause a processor to execute the algorithm according to the fourth aspect of the present invention when executed by the processor.

[0084] The features of any of the above aspects can be combined in any combination with the features of any other aspect. For example, the features described in relation to the method of the first aspect can have corresponding features definable in relation to the structure of the second aspect, and vice versa, and these embodiments are specifically contemplated. The features described in the context of the present invention or in separate aspects and embodiments are used together as much as possible and / or may be interchangeable. Similarly, for the sake of brevity, if features are described in relation to a single embodiment, those features may be provided individually or in any suitable sub-combination.

Brief Description of the Drawings

[0085] Next, the present invention will be described by way of example only with reference to the accompanying drawings.

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DETAILED DESCRIPTION OF THE INVENTION

[0086] Figures 1a and 1b show a side view and a perspective view of a cargo ship 20 for transporting a transport container 30. The drag reduction structure 10 is arranged on the front deck of the ship 20 in front of the container in the advancing direction of the cargo ship 20. The drag reduction structure is configured to reduce the turbulent airflow around the front part of the ship 20 and reduce the drag applied to the ship 20.

[0087] Figure 2a shows a simplified side view of a ship 20 loaded with containers 30 without a drag reduction structure 10. Figure 2b shows a simplified side view of a ship 20 loaded with containers 30 and with a drag reduction structure 10 installed. These figures show how the drag reduction structure 10 affects the air flow around the ship 20 when the ship 20 moves in the direction from left to right.

[0088] In Figure 2a, the ship 20 does not have a drag reduction structure. The air flowing directly towards the front of the ship 20 collides with the vertical sides of the container 30, creating regions of turbulent and recirculating air. The turbulent air and recirculation increase the drag force on the ship 20.

[0089] Figure 2b shows the same ship 20 as in Figure 3a, but with a drag reduction structure 10 on the front deck of the ship 20. The air flowing towards the front of the ship 20 collides with the front face 10a of the drag reduction structure 10 instead of the vertical sides of the container 30. The drag reduction structure 10 provides a sloped or stepped surface that extends from the deck of the ship 20 to the top of the container 30 or towards the top of the container 30. The drag reduction structure 10 allows the air to change direction more gradually or less abruptly than hitting the vertical wall of the container 30, avoiding the air flow hitting the vertical wall. The drag reduction structure 10 promotes a laminar flow of air above the container 30. The drag reduction structure 10 reduces the level of turbulent air.

[0090] Figure 3 shows an overview of a method 100 used to manufacture a drag reduction structure for reducing turbulent air at the front of a vehicle. In some examples, this method can be used to reduce the drag force on a ship such as a cargo ship.

[0091] This method includes a step 110 of providing one or more working parameters, a step 120 of generating the shape of the drag reduction structure based on the one or more working parameters, and a step 130 of forming the drag reduction structure based on the shape of the drag reduction structure.

[0092] The operating parameters provided in step 110 depend on the intended use and the desired usage of the vehicle. For example, if the vehicle is a cargo ship, examples of operating parameters are one or more of average cruising speed, maximum cruising speed, maximum payload, average payload, shape of the forward deck, layout of the forward deck, size of the forward deck, size of the ship, shape of the ship, size of the forward deck, and location of equipment on board.

[0093] In other examples, this method can be used to reduce drag on another type of vehicle such as a lorry / truck. In such examples, examples of operating parameters are one or more of the lorry / truck type (i.e., manufacturer and model), average speed, size of the container, and shape of the container.

[0094] The operating parameters are preferably used in step 120 of generating the shape of the drag reduction structure to optimize the airflow and minimize turbulence. For example, when using method 100 to reduce the drag on a ship, the size and layout of the forward deck of the ship need to be considered when generating the shape of the drag reduction structure. In such examples, the layout of the forward deck may be modeled using drones and a photogrammetry process.

[0095] The shapes and sizes of both the ship 20 and the transport container 30 are operating parameters considered when using method 100 to reduce the drag on the cargo ship 20. By considering these operating parameters, it becomes possible to perform step 120 of generating a drag reduction structure shape optimized to reduce the drag of a particular ship carrying a particular container. This makes it possible to generate a custom-made drag reduction structure shape optimized for a particular situation, and in some examples, an optimal shape is obtained.

[0096] When generating the shape of the drag reduction structure, considering the layout and size of the front deck (which are other working parameters), it is ensured that the shape of the drag reduction structure fits the ship as intended and that the crew of the ship can still access the relevant parts of the front deck.

[0097] Figure 4a shows a plan view of the front deck 22 of the ship 20. Various facilities and machinery 24 are arranged on the front deck 22 of the ship 20. When the ship 20 is sailing, it is essential that the crew can access the machinery 24 on the front deck 22. As shown in Figure 4b, the front deck 22 defines an accessible area 22-1. The accessible area 22-1 is defined to include all the machinery 24 that the crew needs unrestricted access to.

[0098] To provide the necessary unrestricted access, the accessible area 22-1 of the front deck 22 of the ship 20 is used as a working parameter of 120 when generating the shape of the drag reduction structure. This ensures that the shape of the drag reduction structure is generated in accordance with the constraint that the crew needs to access the accessible area 22-1.

[0099] Figure 5 shows an overview of an exemplary algorithm 200 used to generate the shape of the drag reduction structure. The algorithm 200 is configured to generate the shape of the drag reduction structure optimized for reducing the drag on the vehicle.

[0100] The algorithm 200 is executed on one or more processors (e.g., a computer). In some examples, the user provides the working parameters for use in the algorithm through conventional input means. The user can use a keyboard and / or a mouse to input the working parameters into the processor.

[0101] In some examples, one or more operating parameters associated with a vehicle type are available to one or more processors, and the user simply provides an input indicating the relevant vehicle type. In some examples, the 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.

[0102] The first step 201 of algorithm 200 is to generate a first shape (also referred to as the "starting shape"). In some examples, in addition to generating the shape itself, the position of the shape on the vehicle is also generated. In other examples, the position of the shape on the vehicle is provided as an operating parameter.

[0103] In some examples, the first step 201 always generates the same starting shape. In other examples, the first step 201 always generates the starting shape from a predetermined set of 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.

[0104] The starting shape is generated in accordance with the constraints imposed by the operating parameters. For example, in the case of a cargo ship, the generated starting shape needs to be arranged on the front deck and the shape must not be too large. For example, in the case of a cargo ship, the starting shape is generated in accordance with the constraint that the dimensions of the shape must not exceed the dimensions of the front deck so that a drag reduction structure having that shape fits on the front deck of the ship. The generated starting shape must not touch or cross the outer perimeter of the front deck, but must be of a size sufficient to achieve the required drag reduction during use.

[0105] The "current best shape" is the shape that has provided the highest drag resistance characteristics among all the shapes generated so far. The shape generated in step 201 is designated as the "current best shape" in this example because this is the first shape and no other shape has been generated at this stage.

[0106] Step 202 of algorithm 200 is to determine the drag resistance characteristics of the current best shape (which may be the starting shape). Determining the drag resistance characteristics of a shape includes analyzing the drag coefficient of the vehicle when a drag reduction structure having that shape is placed on the vehicle. For example, in the case of a cargo ship, determining the drag resistance characteristics includes determining the drag coefficient of a ship equipped with an optimal drag reduction structure formed on the front deck. In step 202, a pressure map indicating the air pressure acting on and across the surface of the shape may be generated.

[0107] The drag resistance 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 resistance characteristics includes performing a drag coefficient analysis using special computer software such as OpenFOAM. When using OpenFOAM, the execution of the drag coefficient analysis is a standard process using 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 resistance characteristics of a shape. In other examples, Ansys can be used to determine the drag resistance characteristics of a shape. Examples of other software packages include, but are not limited to, Fusion360, solidworks, Autodesk CFD, Paraview, Simulia, etc. The vehicle and the drag reduction structure can be modeled using appropriate computer-aided design (CAD) software or directly modeled in the airflow simulation software.

[0108] Step 203 of algorithm 200 generates a new shape. The new shape is different from the current best shape.

[0109] A new shape is generated using the current best shape. For example, random changes may be applied to the initial / starting shape to create a new shape. The random changes may include one or more of a change in the shape size, addition of a section to the shape, deletion of a section from the shape, or change in the size of a section of the shape.

[0110] The new shape may be generated from the current best shape based on the drag characteristics of the current best shape. In some examples, the pressure distribution on the surface of the current best shape (calculated during step 202) is used to generate the new shape.

[0111] For example, the current best shape may be modified to reduce the size of the high-pressure zone. In the case of a cargo ship, the pressure distribution around the current best shape is generated in step 202, and the portion of the current best shape that is exposed to high pressure may be removed or its size reduced (except for the very front of the ship where a high-pressure zone is expected).

[0112] In some examples, the new shape is generated by modifying the current best shape to change the high-pressure and / or low-pressure regions. Both high-pressure and low-pressure regions disrupt the laminar flow of air and cause drag on the vehicle.

[0113] High-pressure regions are typically created by obstacles (i.e., parts of the structure) that block the air flow path. If a section of the structure is exposed to high-pressure air flow during the simulation / test / analysis performed in step 202, that section can be removed, reduced in size, or modified. The sections of the structure that are subjected to high pressure can be adjusted to lower the pressure in subsequent simulations.

[0114] The low - pressure region is usually caused by the separation of the boundary layer. This means that the layer of air moving along the surface of the structure separates from the surface structure. The separation of the boundary layer is usually caused by a sudden change in shape geometry. For example, the air flowing along the surface of the structure can peel off from the surface if there is a sudden depression in the shape. In the section where it is shown that a part of the shape is exposed to low pressure, the gradient of the shape change in that region may decrease. For example, the change in the surface structure can be adjusted more gently.

[0115] In some examples, the new shape may be generated based on the current best shape and the pressure map generated for the current best shape during step 202. Using the pressure map, sections of the shape that are affected by high or low pressure can be identified. For example, isobars can be used to identify high - pressure and low - pressure regions. Using the pressure map, the pressure gradient across the entire surface of the shape can be determined. A steepest - descent algorithm well - known in the art can be used to identify local pressure maxima and local pressure minima. In some examples, the sections of the shape where local pressure minima and maxima occur are adjusted.

[0116] The current best shape may be modified according to a predetermined set of rules or a series of constraints to generate the new shape. Constraints may include that the size of the overall shape must be increased, i.e., the volume of the shape needs to be increased. Another constraint is that the shape must fit on or be formable on a vehicle (for example, the shape must be adaptable to the front deck of a cargo ship). In some examples, there is another constraint that the shape must be smooth. This constraint limits the location and amplitude of the changes applied to the initial shape. In some examples, the new shape cannot include spikes, fins, or indentations like a golf ball.

[0117] Step 204 of algorithm 200 is to determine the drag characteristics of the new shape. Step 204 is substantially the same as step 202, except that 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).

[0118] Step 205 of algorithm 200 includes comparing the drag characteristics of the current best shape and the new shape to identify which shape has better drag characteristics. "Better drag characteristics" may be determined according to a predetermined rule. For example, the shape with the lowest total vehicle drag may be identified as having better drag characteristics. As another example, a shape with a lower drag coefficient may have better drag characteristics.

[0119] Determining better drag characteristics may require a two-step process. For example, the drag coefficients of the shapes may be compared to determine which shape provides a lower drag coefficient. If the drag coefficients are sufficiently different (i.e., if the drag coefficient of one shape is at least x% less than that of the other shape), the shape with the lower drag coefficient is considered to have better drag characteristics. However, if the drag coefficients are within x% of each other, a more thorough analysis can be used. (The value of x for "x%" may vary depending on the situation. For example, the processing power and time available to execute algorithm 200 may affect the optimal value of x. Examples of values are 5%, 10%, 20%, etc.)

[0120] When the drag coefficients are within x% of each other, additional simulations are performed for the more thorough analysis. For a particular vehicle, a real-world route is identified, and the drag characteristics around the vehicle are determined for simulations in which the vehicle passes through the identified route. To simulate real-world conditions, real-world weather data can be used to repeat the simulated trip multiple times.

[0121] For example, when using a cargo ship, the general transport route of the ship is determined, and perhaps 5 to 10 trips are simulated using real-world weather data collected on wind speed and wind direction. (Depending on time and available processing power, fewer than 5 trips, or more than 10 trips, may be simulated.) To perform realistic trip simulations, websites such as "marinetraffic.com" can be used to obtain the position, direction, and speed of the cargo ship online. These websites can be used to identify the general trips of ships on which drag reduction structures are manufactured. Weather data may be collected online using websites such as "power.larc.nasa.gov". Past weather data can be used to confirm that the travel simulation is realistic. The drag coefficient is integrated over the simulated trip period. The simulated voyages are performed for each shape, and the shape that provides the minimum integrated value of the drag coefficient is designated as the shape with excellent drag characteristics.

[0122] The shape with more excellent drag characteristics is designated as the current best shape. This means that the new shape becomes the current best shape or the current best shape is maintained.

[0123] Steps 203 to 205 are repeated until the threshold condition is satisfied. When the threshold condition is satisfied, the current best shape is designated as the shape of the optimal drag reduction structure, and the algorithm ends.

[0124] The threshold condition may be that the current best shape does not change even after being repeated a certain number of times. For example, the threshold condition may be that the current best shape has not changed during 5 repetitions of steps 203 to 205. The example of 5 repetitions is provided merely as an example and is equally applicable to any other number of repetitions.

[0125] As another example of the threshold condition, it is that a reduction in the resistance coefficient exceeding x% has not been achieved in the previous n iterations (n and x% are values that can be changed according to the situation). For example, the threshold condition may be that the resistance coefficient has not decreased by more than 5% in the past five iterations of steps 203 to 205.

[0126] FIG. 6 shows ten shapes 10-1 to 10-10 generated according to algorithm 200 in the example of a cargo ship. The shapes shown in FIG. 6 are the shapes identified as the current best shape during the algorithm. Starting from the starting shape 10-1, each shape has its resistance characteristics gradually improved compared to the previous shape until shape 10-10 satisfies the threshold condition and is designated as the final / optimal resistance reduction structure shape.

[0127] FIG. 7 shows algorithm 300. Algorithm 300 is a part of the algorithm based on algorithm 200 of FIG. 5. Steps 303, 305, and 306 of algorithm 300 correspond to steps 203, 205, and 206 of algorithm 200.

[0128] In algorithm 300, at step 305, the resistance characteristics of the new shape and the current best shape are compared. The comparison for determining which shape has better resistance characteristics is the same as step 205. However, as will be described below, algorithm 300 does not always designate the shape with excellent resistance characteristics as the current best shape.

[0129] If the new shape generated in step 303 has excellent resistance characteristics, similar to algorithm 200, it is designated as the new current best shape. However, even if the resistance characteristics of the new shape are inferior, it may be designated as the new current best shape. If the resistance characteristics of the new shape are inferior, 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 the predetermined value, the current best shape is not changed. In the example of FIG. 6, r is a number randomly generated between 0 and 1, and the predetermined value is 0.5. In other examples, the predetermined value may be changed.

[0130] In algorithm 300, a shape with inferior resistance characteristics can be replaced with the previous shape as the current best shape. Assuming that the purpose of algorithms 200 and 300 is to provide a shape that minimizes resistance, this approach prevents the algorithm from identifying a shape that provides the minimum value of the local resistance coefficient rather than the overall resistance coefficient.

[0131] Step 130 of forming the resistance reduction structure based on the shape of the (optimal) resistance reduction structure in method 100 can be performed in various ways. The resistance reduction structure is formed such that its shape substantially matches the shape of the (optimal) resistance reduction structure generated in step 120.

[0132] When the shape of the (optimal) resistance reduction structure is determined (by one of algorithms 200, 300 or other means), a support structure for the resistance reduction structure is formed. The support structure is a structure configured to support and maintain the shape of the resistance reduction structure.

[0133] The design of the support structure can be generated by a computer. The design of the support structure can be generated according to one or more working parameters. Referring to FIG. 4b, in the example of a cargo ship, the design of the support structure is generated according to the constraint that the support structure must not block any of the accessible areas 22-1. When generating the design of the support structure, further constraints can be imposed by the working parameters. For example, the size of the support structure can be restricted to fit the front deck 22 of the ship 20.

[0134] In some examples, the design of the support structure is generated using artificial intelligence. In some examples, the design of the support structure is generated using a generative design algorithm. In some examples, generative design is used to generate the design of the support structure according to the constraints provided by the working parameters. In some examples, the generative design algorithm is executed using Autodesk 360 fusion or PTC Creo.

[0135] To generate the design of the support structure, the drag reduction structure is modeled as a solid block having an ideal drag reduction structure shape. The section of the modeled drag reduction structure is modeled to contact the section of the vehicle (i.e., the front deck of the cargo ship) where the drag reduction structure is disposed. The drag reduction structure is modeled to contact the vehicle only in a specific area of the vehicle, enabling access to the desired area of the vehicle. (For example, in the case of a cargo ship, the drag reduction structure is modeled such that the contact point between the drag reduction structure and the front deck of the ship does not obstruct access to the machinery by the crew and the areas of the front deck that the crew must have unrestricted access to).

[0136] The surface of the resistance reduction structure is modeled with thickness, density, and material properties that reflect reality (i.e., modeled with actual material properties). The surface of the resistance reduction structure is modeled to have properties corresponding to the material intended to be used to manufacture the surface cover of the resistance reduction structure. The interior of the block is adjusted using generative design to provide a design of the support structure.

[0137] Constraints may be imposed on the algorithm of generative design. The material of the solid block can be set before running the algorithm of generative design. The algorithm of generative design may be constrained to reduce the volume of the solid block by a predetermined ratio. The algorithm of generative design may be constrained to reduce the mass of the solid block by a predetermined ratio. The algorithm of generative design may be constrained to maintain the shape of the structure (i.e., the shape of the surface is not adjusted).

[0138] The algorithm of generative design may be constrained so that the support structure can reliably support a predetermined weight (i.e., the support structure shall not break or change shape when a predetermined weight is applied). The weight that the support structure needs to be able to support is the weight of the surface of the resistance reduction structure plus the potential front and lateral loads / forces corresponding to wind pressure and potential impacts from external objects (i.e., in the case of a cargo ship, the influence may be due to sea waves).

[0139] The algorithm of generative design optimizes the topology (the internal structure of the solid block) and removes material from unnecessary parts. Finally, since material is retained only in the necessary parts, the design of the support structure is optimized to support the required weight.

[0140] To confirm that the design of the support structure is acceptable, a finite element analysis (FEA) is performed to check whether the stress level under load and the deformation of the structure are actually within the specification range. FEA can be performed using the live simulation function of PTC Creo.

[0141] The support structure is formed / manufactured based on the design of the support structure. After the support structure is formed, a surface cover is applied over the support structure. Examples of drag reduction structures with various surface covers and support structures will be described in more detail below with reference to FIGS. 8 to 10.

[0142] Although it is desirable to form a drag reduction structure having an optimal drag reduction structure shape, this is not always possible and / or achievable. The drag reduction structure may be formed to have a shape similar to and / or substantially identical to the shape of the optimal drag reduction structure.

[0143] The drag reduction structure may be formed by assembling a plurality of standardized modular components. A set of standardized modular components can be used to assemble the support structure of each drag reduction structure. Forming the drag reduction structure may include assembling standardized modular components to provide a drag reduction structure that approximates the optimal drag reduction structure. The drag reduction structure may be formed by assembling one or more standardized modular components with one or more custom-designed modular components specially made for the vehicle.

[0144] Various types of drag reduction structures can be used. Different types of drag reduction structures require different support structures. Different types of drag reduction structures may be more suitable for a particular optimal drag reduction structure shape.

[0145] Figure 8 shows an expandable type drag reduction structure 1010. Figure 8 shows each component of the drag reduction structure 1010 and the assembled structure. The drag reduction structure 1010 includes a support structure including 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 via the frame 1010-1.

[0146] In some examples, the expandable rib 1010-2 is subdivided by an alignment of spherical balloons to provide greater elasticity. In some examples, the ribs can be subdivided by aligning miniaturized ribs to provide greater elasticity. Figure 9 shows an embodiment with a plurality of expandable sub-ribs 1010-4. Since the width of each sub-rib 1010-4 is smaller than the width of the frame 1010-1, a plurality of columns of stacked sub-ribs 1010-4 are required.

[0147] The surface cover is a polymer shell 1010-3 and is applied over the support structure to create the drag reduction structure. The expandable rib 1010-2 and / or the polymer shell 1010-3 can be fixed to the frame 1010-3, for example, using (via) a tension cable. The polymer shell 1010-3 may slide over the frame 1010-1 and the expandable rib 1010-2 and be fixed in place. The polymer shell 1010-3 may be fixed in place via bolts, weights, tensioned cables, or other suitable means. The internal volume of the polymer shell 1010-3 may be substantially equal to the volume of the support structure (i.e., the expandable ribs 1010-2 stacked on the frame 1010-1).

[0148] The expandable rib 1010-2 and the polymer shell 1010-3 are formed of or include an industrial plastic or polymer that is resistant to exposure to sunlight, rain, salt, wind, or other types of weather.

[0149] In the example of FIG. 8, frame 1010-1 is formed of corten steel. Each of the plurality of inflated ribs 1010-2 is formed of a polyester fabric coated with PVC. Polymer shell 1010-3 is formed of a neoprene / CSM (chlorosulfonated polyethylene) mixture known as Hypalon. In other embodiments, polymer shell 1010-3 is formed of, or may include, low density polyethylene (LDPE), high density polyethylene (HDPE), polypropylene (PP), polyvinyl, Teflon (polytetrafluoroethylene), Kevlar, or other suitable polymers, polyvinyl chloride (PVC), polystyrene (PS), nylon, nylon 6, nylon 6,6.

[0150] FIGS. 10a and 10b show adjustable drag reduction structures 1050, 1060 similar to the drag reduction structure 1010 of FIG. 8. FIG. 10a shows a perspective view of the drag reduction structures 1050, 1060. FIG. 10b shows a rear view of the drag reduction structures 1050, 1060. For clarity, the drag reduction structures 1050, 1060 are shown without the polymer shell 1010-3.

[0151] Each of the drag reduction structures 1050, 1060 is composed of a support structure including inflatable ribs 1050-2, 1060-2 and adjustable frames 1050-1, 1060-1. Frames 1050-1, 1060-1 are height-adjustable gantries. The inflatable ribs 1050-2, 1060-2 are substantially identical to the inflatable ribs 1010-2 of FIG. 8.

[0152] The drag reduction structures 1050, 1060 are identical, but the second drag reduction structure 1060 is adjusted to be lower in height than the first drag reduction structure 1050.

[0153] The first drag reduction structure 1050 on the left side of FIG. 10a (the right side of FIG. 10b) is at its maximum height, all of the inflatable ribs 1050-2 are inflated, and the gantry 1050-1 is at its highest position.

[0154] The second drag reduction structure 1060 on the right side of FIG. 10a (left side of FIG. 10b) is adjusted to have a lower height by contracting one of the expandable ribs 1060-2 and lowering the gantry 1060-1.

[0155] In use, the height of the drag reduction structures 1050, 1060 can be adjusted by expanding / contracting one or more ribs 1050-1, 1060-1 and accordingly adjusting the height of the gantry after attachment to the ship.

[0156] FIG. 11 shows another type of drag reduction structure 2010. The drag reduction 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 cover is a pre-stressed / pre-tensioned polymer fabric 2010-2, which is applied over and connected to the support structure 2010-1 to form the drag reduction structure 2010. The pre-stressed polymer fabric 2010-2 is formed from PTFE. In other examples, the pre-stressed polymer fabric may be formed from or include Hypalon or any other suitable polymer fabric. In FIG. 11, a portion of the pre-stressed polymer fabric 2010-2 is removed to expose the metal wire frame support structure 2010-1. In other embodiments, the support structure 2010-1 can be replaced with one or more height-adjustable gantries similar to those shown in FIGS. 10a and 10b.

[0157] Figure 12 shows another type of drag reduction structure 3010. The drag reduction structure 3010 includes a support structure 3010-1. The design of the support structure 3010-1 was generated using a generative design algorithm. The surface cover 3010-2 is formed from a plurality of metal sheets / panels 3010-2 connected to the support structure 3010-1 to form the drag reduction structure 3010. In Figure 12, the metal sheet 3010-2 has been removed from part of the drag reduction structure 3010, exposing the support structure 3010-1. In some embodiments, the thickness of each panel is 0.5 - 2.5 cm.

[0158] In the example of Figure 12, the metal sheet 3010-2 is formed of corten steel. The support structure 3010-1 is also formed of steel. In other embodiments, the support structure is formed of or includes a different metal such as aluminum.

[0159] Figure 13 shows another drag reduction structure 3010', an adjustable version of the drag reduction structure 3010 of Figure 12. Figure 13a shows a perspective view of two identical drag reduction structures 3010'. Figure 13b shows a rear view of the drag reduction structure 3010'.

[0160] The support structure consists of two gantries 3020-1', 3020-2'. The surface cover is divided into three sections 3010-1', 3010-2', 3010-3'. Section 3010-1' is connected to gantry 3020-1'. Section 3010-2' is connected to gantry 3020-2'. Section 3010-3' is not connected to the gantry and is placed on the floor.

[0161] The drag reduction structure 3010' on the left side of Figure 13a (right side of Figure 13b) is at its maximum height. Gantry 3020-1' is at its maximum height and gantry 3020-2' is at a lower position relative to gantry 3020-1'. The relative positions of gantries 3020-1', 2' are aligned such that each section 3010-1', 2', 3' of the surface cover forms one continuous inclined plane.

[0162] The drag reduction structure 3010' on the right side of FIG. 13a (left side of FIG. 13b) is at its minimum height. Both gantries 3020-1', 2' are lowered to the lowest possible position, and each section 3010-1', 2', 3' of the surface cover is at the same height. As a result, sections 3010-1' and 3010-2' of the surface cover are hidden behind the third section 3010-3' of the surface cover.

[0163] During use, the drag reduction structure 3010' can be adjusted to any overall height between its maximum and minimum heights by adjusting the gantry accordingly. Different height combinations from the two gantries can form a customizable structure shape.

[0164] In FIGS. 13a and 13b, the surface cover is divided into three sections 3010-1', 2', 3', but in other embodiments, any number of sections and gantries can be used.

[0165] In another embodiment, the surface cover is formed from a plurality of metal panels, each panel being rotatably connected to the other panels (e.g., via hinges) so that they can be folded to change the overall shape of the drag reduction structure. The panels may be movable via hydraulic pistons or motors connected via cables, belts, or gears.

[0166] In yet another embodiment, the surface cover is formed from a plurality of metal panels, each panel being slidable such that the panels can slide behind one another to reduce the overall shape of the drag reduction structure. The panels may be movable via hydraulic pistons or motors connected via cables, belts, or gears.

[0167] FIG. 14 shows a drag reduction structure 4010 according to another embodiment. The drag reduction structure 4010 includes a lower section 4010-1 and an upper section 4010-2. The lower section 4010-1 includes a plurality of metal sheets similar to those in FIGS. 12 and 13. The upper section 4010-2 can be made of a polymer material.

[0168] FIG. 15a shows another embodiment of a drag reduction structure 5010 according to the present invention. The support structure includes a gantry 5010-1 and a base 5010-2. The surface cover 5010-3 is a fabric roll 5010-3 suspended between the gantry 5010-1 and the base 5010-2. The fabric roll may be a polymer fabric. The fabric roll may be resistant to ultraviolet rays, salt, and other corrosive elements.

[0169] The base 5010-2 includes a spinning roller around which the fabric roll 5010-3 extends. The spinning roller within the base 5010-2 maintains the tension of the fabric roll 5010-3.

[0170] The drag reduction structure 5010 is height adjustable, as shown in FIG. 15b. To adjust the height of the structure 5010, simply lower or raise the gantry 5010-1. When the gantry 5010-1 is in a high position, a longer fabric 5010-3 can be unwound by the spinning roller, and when the gantry 5010-1 is in a low position, the extra fabric is wound up and the rotating roller rotates back to maintain the tension of the fabric 5010-3.

[0171] FIG. 15c shows another means by which the height of the drag reduction structure 5010 can be adjusted. The fabric roll can be fixed midway between the base 5010-2 and the gantry 5010-1. Changing the distance at which the fabric roll 5010-2 is fixed changes the overall height of the drag reduction structure 5010.

[0172] Figure 16 shows another drag reduction structure 5010'. The drag reduction structure 5010' is similar to the drag reduction structure 5010 of Figure 15, but includes an additional gantry 5010-1'.

[0173] The drag reduction structure 5010' includes three gantries 5010-1'. By including the additional gantry, the shape of the surface formed by the fabric roll 5010-3' can be contoured. This enables the creation of a custom-designed surface shape rather than a simple straight surface between the base 5010-2' and the gantry 5010-1' to which the fabric roll 5010-3' is connected.

[0174] In yet another alternative embodiment, each gantry 5010-1' can be connected to the fabric of its respective roll 5010-3'. This enables the creation of another custom-designed drag reduction structure surface. Each gantry 5010-1' other than the end gantries can be connected to two fabric rolls, placing a fabric roll between each pair of gantries.

[0175] Brushes can be attached to the bases 5010-2, 5010-2' of the drag reduction structures 5010 and 5010' of Figures 15 and 16 to prevent water on the fabric roll from entering the base. Further, holes of 0.5 to 1 cm can be provided in the base to prevent water from being trapped therein. In some embodiments, the base includes sensors such as optical sensors for detecting damage to the fabric roll. The detected damage can be reported to the maintenance team for repair.

[0176] The drag reduction structures 5010 and 5010' of FIGS. 15 and 16 are shown with their sides open. In some embodiments, a shield is provided on the side of the drag reduction structure to block the wind passing through the side. The side is permanently attached and can be folded as a fan-shaped structure with adjustable height. This allows the side to prevent the passage of wind regardless of the height of the drag reduction structure. The fan-shaped side is made of metal, composite material, polymer, fiber, or other suitable materials.

[0177] In embodiments using the above fabric rolls, the base can include a plurality of fabric rolls. Each fabric roll can be connectable to the gantry. Each fabric roll can be connectable to multiple gantries simultaneously.

[0178] In the various examples described above, a gantry is used to adjust the height of the drag reduction structure. The height of the gantry described herein can be adjusted using conventional means such as the use of hydraulic pressure, gears, pulleys, and / or cables. In some embodiments, the gantry can be connectable to the ship's anchor winch and controlled through it.

[0179] In some of the examples described here, the drag reduction structure is adjustable. The drag reduction structure may be adjustable such that the height and / or width of the structure can be adjusted. In an example using a cargo ship, the height of the drag reduction structure can be adjusted so that the top of the drag reduction structure is at the same height as the top of the tallest transport container. In some examples, the drag reduction structure is configured such that an end user (e.g., a crew member of a cargo ship) can adjust the height of the drag reduction structure.

[0180] The drag reduction structure may be adjusted before being attached to the vehicle. For example, the drag reduction structure is suitable for use on various cargo ships and may be adjusted to be installable on the ship. The drag reduction structure may be adjusted according to prediction data indicating the expected loads (e.g., the number and height of containers) of the ship where the drag reduction structure is to be installed. The drag reduction structure can be adjusted before installation based on shipping data from an online database.

[0181] FIG. 17 shows an example of a drag reduction structure 3030 adjustable between a first height and a second height. FIG. 17a shows a first cargo ship 3020a and a second container ship 3020b. Containers 3030a are stacked on the cargo ship 3020a up to the first height. Containers 3030b are stacked on the cargo ship 3020b up to the second height. The second height is greater than the first height.

[0182] FIG. 17b shows the drag reduction structure of the first configuration 3010a and the drag reduction structure of the second configuration 3010b. In the second configuration 3010b, the drag reduction structure 3010 is higher (i.e., has a greater height) than the first configuration 3010a. The drag reduction structure is adjustable between the first configuration and the second configuration. As clearly shown in FIG. 17c, the height of the drag reduction structure 3010 in the first configuration 3010a matches the height of the container 3030a. The height of the drag reduction structure 3010 in the second configuration 3010b matches the height of the container 3030b. Although only two configurations are shown, the drag reduction structure may be adjustable between any number of configurations each having a different height. By matching the height of the drag reduction structure to the height of the container, the air flow is allowed to pass over the top of the container.

[0183] FIGS. 18(a) and (b) show an example of a drag reduction structure 4010 attached to a ship 4020 carrying containers 4030. The ship 4020 has an attachment frame 4040 attached to the ship 4020 ahead of the rest of the drag reduction structure 4010. This attachment frame 4040 holds the drag reduction structure 4010 in place and allows the entire structure to be raised and lowered, enabling the crew of the ship 4020 to access equipment, machinery, and other important items on the forward deck.

[0184] In some examples, the drag reduction structure automatically adjusts its shape. In some examples, one or more sensors that determine the height of the cargo being transported by the vehicle are connected to the structure. In some examples where the vehicle is a cargo ship, the sensor is configured to measure the height of the shipping container during transportation. This structure is configured to automatically adjust its height according to the height of the shipping container.

[0185] For example, in the case of a drag reduction structure similar to that shown in FIG. 8, the height of the drag reduction structure can be adjusted by changing the air pressure in the inflatable rib. In other examples, the height of the drag reduction container can be adjusted via a folding support structure, a tension cable connected to a rotary motor, or a hydraulic piston. In some examples, the drag reduction structure is configured such that the support structure includes inflatable ribs that can contract and re-expand to adjust the height of the support structure, and pleats are formed in the surface cover. The surface cover may be a polymer shell.

[0186] In some examples, the drag reduction structure is configured to be adjustable between multiple shapes. In such examples, each of the multiple shapes is optimized for the vehicle under different operating parameters. Each shape may be generated using algorithm 200 or 300. For example, the drag reduction structure of a cargo ship may be configured to adjust its height according to the height of the stacked shipping containers (i.e., according to the loading capacity of the ship).

[0187] In some embodiments, the drag reduction structure may include one or more slots or gaps. The slot or gap may extend from the base of the drag reduction structure to the surface cover of the drag reduction structure. The slot or gap can be configured to provide a space through which other parts of the vehicle (e.g., a ship) can pass. In one example, the drag reduction structure has a slot configured to allow a radio tower to pass through.

[0188] In some embodiments, the bottom surface of the drag reduction structure may be a solid floor. The floor may be shaped, for example, to provide a space thereunder such that a person can enter under the floor. For example, when the drag reduction structure is installed on a ship, the floor may be configured such that the ship's crew can pass under the drag reduction structure. The floor may be a metal floor.

[0189] In embodiments where the drag reduction structure is attached to a ship, a wave protection device, which is a metal shield configured to absorb the impact of incoming waves, can be associated with the drag reduction structure.

[0190] In some embodiments, the drag reduction structure can include one or more vortex generators such as fins or other protrusions. In some embodiments, the length of the vortex generator can be 5 - 50 cm.

[0191] In some embodiments, the surface cover of the drag reduction structure includes a patterned surface (e.g., a dimpled or "golf ball" surface). In some embodiments, the surface cover includes a plurality of grooves.

[0192] Upon reading the disclosure, other variations and modifications will be apparent to those skilled in the art. Such variations and modifications may involve equivalent features and other features already known in the technical field of drag reduction structures and adjustable ship structures, and may be used instead of, or in addition to, the features already described herein.

[0193] Although the appended claims are directed to specific combinations of features, it should be understood that the scope of the disclosure of the present invention also includes novel features or novel combinations of features explicitly or implicitly disclosed herein, or generalizations thereof, whether or not they are the same as the invention currently claimed in any of the claims, and regardless of whether they alleviate some or all of the same technical problems as the present invention.

[0194] Features described in the context of separate embodiments may be provided in combination in a single embodiment. Conversely, various features described in connection with a single embodiment for brevity may be provided separately or in any suitable sub-combination. Applicants hereby notify that during the examination of this application or further applications derived therefrom, new claims may be formulated for such features and / or combinations of such features.

[0195] For the sake of completeness, the term "comprising" does not exclude other elements or steps, the terms "a" or "an" do not exclude a plurality, and it is also stated that a single processor or other unit can perform the following functions. Some of the means recited in the claims and the reference signs in the claims shall not be construed as limiting the claims.

Claims

1. A structure comprising a support structure and a surface cover for reducing the drag on a ship, wherein the support structure is connected to the surface cover to provide and maintain the shape of the structure, and the shape of the structure is configured to reduce the drag on the ship, and the support structure is adjustable.

2. The structure according to claim 1, wherein the support structure is attachable to the ship.

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

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

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

6. The structure according to any one of claims 1 to 5, wherein the surface cover is a polymer shell or includes a polymer shell.

7. The structure according to any one of claims 1 to 3, wherein the surface cover is one or more metal sheets or includes one or more metal sheets.

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

9. The structure according to any one of claims 1 to 3, wherein the surface cover is a pre-stressed polymer shell or includes a pre-stressed polymer shell.

10. The structure according to any one of claims 1 to 9, wherein the support structure is configured to allow access to a desired area of the ship, and optionally or preferably, the desired area of the ship is the location of ship machinery on the forward deck of the cargo ship.

11. The structure according to any one of claims 1 to 10, wherein the structure is configured to fit on the forward deck of the ship.

12. A method of forming an adjustable drag reduction structure for reducing the drag on a ship, providing one or more operating parameters; generating a shape of an optimal drag reduction structure based on the one or more operating parameters; forming a drag reduction structure based on the shape of the optimal drag reduction structure, wherein the drag reduction structure is adjustable.

13. The method according to claim 12, wherein at least one of the one or more operating parameters is an average vehicle speed, a maximum ship speed, a maximum ship load, or an average ship load, a ship shape, a ship layout, a ship size, or the position of the equipment / devices on the ship.

14. The method according to claim 12 or 13, wherein generating the optimal drag reduction structure includes using an algorithm configured to generate a shape of an optimal drag reduction structure optimized to reduce the drag received by the ship.

15. The algorithm is used to determine the shape of the optimal drag reduction structure by: (i) generating a first shape and designating it as the current best shape; (ii) determining the drag characteristics of the first shape; (iii) generating a new shape; (iv) determining the drag characteristics of the new shape; (v) comparing the drag characteristics of the current best shape with the drag characteristics of the new shape to identify which shape has better drag characteristics; (vi) designating either the current best shape or the new shape as the current best shape; (vii) repeating steps (iii) to (vi) until a threshold condition is met; (viii) when the threshold condition is met, designating the current best shape as the shape of the optimal drag reduction structure. The method according to claim 14, wherein it is configured as such.

16. The method according to claim 15, wherein in step (vi), the shape having the better drag characteristics is designated as the current best shape.

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

18. The method according to claim 17, wherein the new shape is generated by modifying the current best shape based on the drag characteristics of the current best shape.

19. Forming the drag reduction structure includes: forming a support structure; attaching a surface cover to the support structure. The method according to any one of claims 12 to 18.

20. The method according to claim 19, wherein forming the support structure includes generating a design of the support structure based on the working parameters.

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

22. The method according to any one of claims 1 to 21, wherein forming the drag reduction structure includes directly forming the drag reduction structure on the ship.

23. A computer-implemented method for generating an optimal drag reduction structure shape, comprising: providing one or more working parameters; and generating an optimal drag reduction structure shape based on the one or more working parameters.

24. One or more computer-readable recording media including instructions that, when executed by a processor, cause the processor to execute the computer-implemented method according to claim 23.

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