System and method for providing air to a submerged vessel surface

Abstract

The present invention introduces a unique two-piece nozzle used to deliver air to the bottom of a vessel, reducing drag caused by water friction while underway. The unique base assembly mounts flush to the bottom of the vessel's hull and creates no additional drag when closed. The unique, interchangeable and modular nozzle design allows for underwater maintenance and / or development of various designs without the need for drydocking. The nozzle insert's flap opens when air is delivered, releasing small air bubbles into the hull. The nozzle insert's flap incorporates various materials and passive closure methods, allowing for an adjustable air plastron. The present invention generates and maintains an air curtain, called a plastron, to deliver air under the hull through a group of nozzles.

Description

[Technical Field]

[0001] The present invention relates to a method for improving fuel efficiency of a watercraft, particularly through the use of hull air lubrication, and more particularly to an air supply system for supplying air to the underside of the hull of a surface watercraft. [Background technology]

[0002] As fuel costs fluctuate, marine technology leaders have been advancing ship design toward more energy-efficient practices. Current technologies implemented to address this challenge include advanced hull shapes and designs, antifouling coatings, and efficiency-enhancing mechanical components. These technologies are typically not easily adaptable for retrofit purposes, making it difficult for the maritime industry to rapidly achieve fuel efficiency improvements.

[0003] One practice that has emerged from this shift toward energy efficiency is the theory that air can be used to create a low-friction surface underneath a ship, reducing the drag of the ship's hull—known as a hull air lubrication system. However, current methods simply pump a large amount of air bubbles into the area, with many of the bubbles being wasted because they move too far away from the hull, often completely offsetting the energy savings. As a result, marine engineers abandon these systems because they lack the efficiency benefits and increase maintenance burdens.

[0004] Air lubrication systems are still in the development stage, and current practice requires permanent nozzle grates to be welded directly to the ship's steel hull, making underwater modifications and / or changes nearly impossible outside of drydocking every five years.

[0005] Therefore, there is a need in the industry for carefully configured air supply systems and efficient implementation methods for energy-efficient air lubrication, as well as for configuring air distribution systems in a vessel's hull to provide net fuel economy benefits. The present invention addresses the need for an economical method for installing and testing various air distribution nozzles for maximum efficiency. Summary of the Invention [Means for solving the problem]

[0006] The invention disclosed herein provides an air lubrication system nozzle assembly. The air lubrication system nozzle assembly includes a body having an open cavity therein, the body including a gas inlet and an open lower boundary configured to receive a flow regulation nozzle flap. The flow regulation nozzle flap is provided, and the flap is configured to regulate the direction and rate of gas flow. The body includes at least one longitudinal engagement region to which the flow regulation nozzle flap can be coupled. Also, a semicircular flap mounting bracket is provided, forming an upper containment limit for the flow regulation nozzle flap. The air lubrication system nozzle assembly is operable in a submersible environment.

[0007] The invention disclosed herein also provides an air lubrication system. The air lubrication system includes a superaerobic induction surface, a nozzle assembly, and an engaged air layer generated from a gas supply directed through the nozzle assembly when pressurized. The superaerobic induction surface is attached to the underside of a vessel hull and is used to reduce the hydrodynamic drag of the vessel hull. The superaerobic induction surface includes a functional surface having a plurality of superaerobic induction microscopic and nanoscopic structures etched into the functional surface by laser ablation. Each superaerobic induction microscopic structure defines a trench and ridge shape. Each superaerobic induction nanoscopic structure defines a trench and ridge shape on each sidewall of the superaerobic induction microscopic structure.

[0008] The nozzle assembly is configured to be embedded in the vessel's hull and to distribute a gas supply over a hyperaerobic induction surface. The nozzle assembly of the system includes a body having an open cavity therein, the body including a gas inlet and an open lower boundary configured to receive a flow-regulating nozzle flap. The flow-regulating nozzle flap is provided, and the flap is configured to regulate the direction and rate of the gas flow. The body includes a semicircular flap mounting bracket attached to an edge of the open lower boundary, the mounting bracket providing at least one longitudinal engagement region by which the flow-regulating nozzle flap can be hinged. The semicircular flap mounting bracket forms an upper containment limit for the flow-regulating nozzle flap. Upon pressurization, an engagement air layer is generated from the gas supply channeled through the nozzle assembly.

[0009] The invention disclosed herein further provides a method for supplying air to the underside of a submerged hull of a marine vessel. The method includes providing an air lubrication nozzle assembly that is continuously submersible in a liquid. The air lubrication system nozzle assembly includes a body having an open cavity therein, the body including a gas inlet and an open lower boundary configured to receive a flow regulation nozzle flap. The air lubrication system nozzle assembly also includes a flow regulation nozzle flap configured to regulate the direction and rate of gas flow. The body includes at least one longitudinal engagement region to which the flow regulation nozzle flap can be coupled. A semicircular flap mounting bracket forms an upper containment limit for the flow regulation nozzle flap. In this manner, the air lubrication system nozzle assembly is operable in a submerged environment.

[0010] It is an object of the present invention to provide a system that efficiently utilizes the principles of air lubrication to maximize the efficiency of a vessel by reducing hull drag.

[0011] It is yet another object of the present invention to provide an air lubrication layer beneath a vessel that maintains its water repellent properties in both saltwater and freshwater conditions, and in still and flowing water, and the movements normally associated with vessel movement.

[0012] A further object is to provide an air lubrication system that remains efficient over standard overhaul and dry dock maintenance intervals, typically five years.

[0013] Another object of the present invention is to provide a standardized air trunk that can be embedded within the hull of a vessel and in which one or more nozzle actuation devices can be installed and removed relatively easily.

[0014] The present invention describes an air distribution assembly comprising one or more components, one of which allows for the installation, modification, removal and development of an air distribution mechanism that can be bolted directly to a receiver welded to the hull of a vessel.

[0015] The drawings and specific descriptions of the drawings, and the specific or alternative embodiments described, are intended to be read in conjunction with the entire disclosure. The present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided for illustrative purposes only, so as to thoroughly, completely, and fully convey the disclosure so that it can be understood by those skilled in the art. These and other objects and advantages of the present invention will become apparent from the following brief description of the drawings, detailed description, and appended claims. [Brief explanation of the drawings]

[0016] [Figure 1A] FIG. 10 is a bottom view of the main body of the nozzle system assembly. [Figure 1B] FIG. 10 is a bottom view of the nozzle system assembly with the nozzle flap attached. [Figure 2] FIG. 1 is a top view of a nozzle system assembly. [Figure 3] FIG. 1 is a top perspective view of a nozzle system assembly. [Figure 4] FIG. 10 is a bottom perspective view of the body of the nozzle system assembly. [Figure 5A] FIG. 10 is a bottom perspective view of the nozzle system assembly with the nozzle flaps closed. [Figure 5B] FIG. 1 is a bottom perspective view of a nozzle system installed flush with the hull of a vessel with the flaps closed. [Figure 6A] FIG. 10 is a bottom perspective view of the nozzle system assembly with the nozzle flaps open. [Figure 6B] FIG. 1 is a bottom perspective view of a nozzle system installed flush with the hull of a vessel with the flaps open. [Figure 7A] FIG. 1 is a side view of the nozzle system with the flaps open. [Figure 7B] FIG. 7B is a side view of a counterweighted embodiment of the nozzle system similar to FIG. 7A, with internal components shown in phantom (dashed lines). [Figure 7C] FIG. 10 is a cross-sectional side view of an embodiment of a reed-type embodiment of a nozzle system with a screen mesh in the opening with the flap open. [Figure 8A] FIG. 7C is a cross-sectional side view of a nozzle system assembly with a counterweighted flap of the nozzle system similar to FIG. 7B. [Figure 8B] FIG. 7C is a cross-sectional side view of a nozzle system assembly with a reed-type flap of the nozzle system similar to FIG. 7B. [Figure 8C] FIG. 7C is a cross-sectional side view of a nozzle system assembly with a spring-assisted reed-type flap of the nozzle system similar to FIG. 7B. [Figure 9A] This is a conceptual diagram of a surface that is superhydrophilic in air and superanaerobic in water. [Figure 9B] This is a conceptual diagram of a surface that is hydrophilic in air and anaerobic in water. [Figure 9C] This is a conceptual diagram of a surface that is hydrophobic in air and aerobic in water. [Figure 9D]This is a conceptual diagram of a surface that is superhydrophobic in air and superaerobic in water. [Figure 10A] FIG. 1 is a magnified, non-scale cross-sectional side view of a hyperaerobic surface in air. [Figure 10B] FIG. 1 is a magnified, non-scale cross-sectional side view of a submerged hyperaerobic surface. [Figure 11A] FIG. 1 is a conceptual profile diagram of a vessel with a superaerobic surface covering a portion of the vessel bottom and using air lubrication. [Figure 11B] FIG. 1 is a conceptual plan view of a vessel in which a superaerobic surface covers a portion of the vessel bottom and uses air lubrication. [Figure 12A] FIG. 1 is a conceptual profile diagram of a vessel with a superaerobic surface covering a portion of the vessel bottom and using air lubrication. [Figure 12B] FIG. 1 is a conceptual profile diagram of a vessel using an air lubrication system on an anaerobic hull. [Figure 13A] FIG. 1 is a conceptual cross-sectional side view of a nozzle system installed flush with the hull of a vessel with the flaps open. [Figure 13B] FIG. 1 is a conceptual cross-sectional side view of a nozzle system installed flush with the hull of a vessel coated with a superaerobic layer, with the flaps open. [Figure 14] FIG. 1 is a diagram of a system for carbon-enriched air lubrication supply. [Figure 15] 1 is a flow chart of a carbon enrichment process. DETAILED DESCRIPTION OF THE INVENTION

[0017] The invention disclosed herein provides a system, method, and devices for delivering air through the hull of a marine vessel to the bottom of the vessel through a precisely configured nozzle design, creating an air curtain that reduces the vessel's frictional resistance as it moves through the water. The invention improves the performance of several factors that affect the efficiency of a vessel while underway. Efficiency figures are realized as reduced fuel consumption, reduced carbon emissions, simplified hull maintenance, and ultimately reduced operating costs.

[0018] As fuel costs fluctuate, marine technology leaders have been advancing ship designs toward more energy-efficient practices. One practice emerging from this shift toward energy efficiency is the theory of using air to create a low-friction surface underneath a vessel, reducing the drag of the vessel's hull. However, current methods use open grates that simply pump air bubbles into the area, delivering many bubbles at once, often wasting them as they move away from the vessel's surface. As a result, the energy required to operate the system completely offsets any energy savings. This leads marine engineers to shut down these systems because they lack the efficiency benefits and increase maintenance burdens.

[0019] The invention described herein solves these problems by incorporating a unique air distribution nozzle that minimizes water friction drag and controls the output of lubricating air based on the speed at which the invention is installed on the vessel. Air distribution to the hull surface, which is continuously immersed in liquid, is achieved by incorporating nozzles across the bottom of the hull. These nozzles can close automatically and open when pressurized air is supplied. Air distribution systems without a means to close the air distribution ports create excessive drag during navigation when friction-reducing air bubbles are not being released.

[0020] The nozzle system includes a nozzle assembly having a body with a cavity for receiving an air supply from a supply tube, the air supply being uniformly dispersed within the cavity and directed toward a closable lower opening, a flap at the closable lower opening for regulating the air flow from the nozzle. Accordingly, the present invention provides a flushable nozzle assembly configured with a flush flap that can solve the above-mentioned problems.

[0021] Another major issue plaguing current nozzle designs in the industry is the generation of vibrations that mimic wave patterns during air delivery. Kelvin-Helmholtz instability, an instability that can occur when velocity shear exists at the interface between two fluid layers with different densities and velocities, can be a major problem for vessels implementing air nozzles. This vibration defeats the purpose of keeping the delivered air close to the hull for maximum efficiency. The nozzle design disclosed herein reduces vibrations during air delivery to the hull by utilizing a narrow gap between the nozzle flap and the upper boundary, allowing the dispersed air to form a thin film that does not create turbulence.

[0022] To operate the nozzle, one or more onboard air compressors supply pressurized air to the nozzle, which opens one or more flap mechanisms attached to the nozzle assembly body, distributing small air bubbles into the hull below the vessel, forming what is called an air plastron (air between the water and the hull surface). After the air plastron is formed, the nozzle also supports an engaged air layer below the hull as long as the nozzle remains pressurized.

[0023] This air plastron (air layer) can be used by wetted surfaces to move more efficiently through the water. The efficiency of an air supply system depends on minimizing the generation of excess air bubbles. An excess supply of air bubbles is equivalent to an excess use of energy to generate those bubbles. The air plastron acts as a slippery layer, reducing the solid-liquid interface on the hull surface. Reducing the solid-liquid interface reduces the frictional adhesion of water to the hull surface, reducing water drag.

[0024] In an underwater environment, the air plastron gradually reduces in volume due to external hydrostatic pressure and convection-diffusion mechanisms. The present invention actively replenishes the air plastron and keeps it submerged in water by pneumatically supplying air to the bottom of the hull through unique nozzles at the bottom of the hull surface. The air used to replenish the air plastron may be enriched with carbon molecules to accelerate and enhance the generation of drag-reducing properties.

[0025] The inventor's prior patent application, U.S. Patent Application No. 18 / 119,324, entitled "A System and Method for Reducing Drag on Hulls of Marine Crafts Thereby Increasing Fluid Dynamic Efficiencies," discloses the use of constructed surfaces to create air plastrons, which act to attract air and expel water from the surface of a vessel hull, and is incorporated herein in its entirety.

[0026] To implement this, it is necessary to understand the physics behind air plastron generation. Water is 50 times denser than air. Up to 90% of a ship's drag comes from friction on the hull due to the density of water. An air layer between the hull and the water the ship is sailing through can reduce that drag by up to 70%. The main resistance factors when a ship moves through water are bow pressure, hull friction, and the wake created when sailing.

[0027] The invention described herein discloses a method for actively supplying air to a plastron for the purpose of reducing water friction using the structures and principles disclosed herein. Millimeter-sized air bubbles are pneumatically supplied through one or more of these nozzles from an onboard compressed air source. The pressure of the compressed air is set higher than the hydrostatic pressure of the water acting on the bottom of a vessel equipped with this invention. The volume of air supplied varies depending on operating conditions, including, but not limited to, sea state, sailing speed, and water temperature.

[0028] The effect of air supply to the nozzle is that the more air is supplied to the nozzle, the greater the pressure inside the nozzle, and the movable flap opens to accommodate the increased pressure. The closer the pressure approaches the opposing hydrostatic pressure, the slower the rate of air diffusion from the cavity. If the air supply rate is equal to or greater than the diffusion rate, the air plastron will be stable and will last for a long time.

[0029] The nozzle is designed to open only when lubricating air is needed and remain closed when not in use, automatically adapting to the vessel's needs. When not in use, the unique nozzle design remains flush with the hull and does not introduce additional friction losses like other nozzle designs. When in use, the nozzle is designed to automatically adjust depending on the vessel's speed and the conditions of the air being discharged from the nozzle.

[0030] In some embodiments, the compressor generates enough force to create a 3 psi difference between the sum of the fluid force acting on the underside of the flap and the spring force of the self-closing means and the air force acting on the top surface of the flap from the supply tube, creating a narrow longitudinal gap for optimal gas flow escape. This psi value may be modified higher or lower and independently adjusted to provide maximum efficiency for each application.

[0031] The nozzle includes a recessed portion, sometimes referred to as a sea chest or weld. While sea chests are typically associated with receiving materials such as water via a seawater cooling circuit, modern sea chests define a cavity or cavity constructed for the diffusion of air or other gas output. This operation is more similar to what is commonly referred to as an air dispenser. However, in this application, the gas output is forced through a linear nozzle opening. In some embodiments, the nozzle is attached to an air accumulation tank, providing uniform air supply pressure across the nozzle width. An advantage of using a linear nozzle opening is that the nozzle outlet has an aspect ratio that is wider than it is long, expanding the foam distribution along the axis of the vessel. If an air accumulation tank is used, the air accumulation tank may have an internal air deflector to evenly distribute the supply air within it. The entire nozzle assembly body includes multiple self-closing mechanism options for throttling the nozzle output size or completely closing the nozzle.

[0032] The nozzle design includes a flap. The flap may be constructed of a semi-rigid material, and in some embodiments, the flap is bendable but remains substantially planar. In some embodiments, the flap may be constructed of metal, rubber, or both, forming a flush surface with the bottom of the vessel and opening to an actuated state when required. The flap may also be constructed of composite materials, resins, polymeric materials, etc. It should also be appreciated that these materials allow the flap to return to its original position when not in use without the need for a mechanical actuation means.

[0033] Examples of self-closing mechanisms for nozzle flaps include, but are not limited to, springs, vacuum pressure, and / or counterweights that close the nozzle in the absence of air pressure. Additionally, the flaps can be secured to a cavity to form a reed valve, where air forces act on the flap to cause an otherwise rigid surface to flex. All of these embodiments involve producing a nozzle that is activated when air pressure is supplied to the nozzle. That is, the flap portion of the nozzle returns to its inactivated position through the use of a counterweight, spring, or other passive means, including the tendency of the material used to resist bending and flexing.

[0034] An additional feature of the present invention is its configurable design, which allows for the development and upgrade of flap mechanisms without having to remove the installed vessel from the water, as has been the case with other previous air lubrication system designs. As technology changes, more efficient designs may emerge. Permanently installed nozzles may become obsolete. The system disclosed herein allows for replacement of air distribution nozzles within the buried body, even if the buried body is permanently welded to the vessel's hull.

[0035] The system and method of the present invention for supplying air to the constructed nozzles can be used to provide a system that efficiently utilizes the principles of air lubrication and maximizes ship efficiency by reducing hull drag. The present invention can be used to provide an air lubrication system that is sustainable for at least five years during the ship's service life, from ship overhaul to dry dock maintenance. The present system and apparatus, and therefore the method, are specifically shown in Figures 1A-14.

[0036] Figure 1A shows a bottom view of the nozzle system assembly body 302. Also shown are the nozzle cavity 304, gas inlet 306, and semi-circular mounting bracket 312 having a longitudinal engagement region 316 at a mating forward region 318. Figure 1B shows the same bottom view of the nozzle system assembly 300 with the nozzle flap 310 attached.

[0037] Figure 2 shows a top view of nozzle system assembly 300, revealing the top of gas inlet 306. Figure 3 shows a top perspective view of nozzle system assembly 300.

[0038] FIG. 4 shows a bottom perspective view of the nozzle system assembly body 302 with the flaps unattached. Also shown are the nozzle cavity 304, gas inlet pipe connection 306a, and semicircular mounting bracket 312 with longitudinal engagement region 316 at forward mating region 318. FIG. 5A shows a similar bottom perspective view of the nozzle system assembly 300 with the nozzle flaps 310 attached and closed. FIG. 5B shows a bottom perspective view of the nozzle system 300 installed flush against the vessel hull 130 with the flaps 310 closed. FIG. 6A shows a bottom perspective view of the nozzle system assembly 300 with the nozzle flaps 310 open, showing the longitudinal nozzle opening 336 formed and revealing the interior cavity 304 of the body 302. Also shown is the forward mating region 318. FIG. 6B shows a bottom perspective view of the nozzle system 300 installed flush against the vessel's hull 130 with the flaps 310 open and hinged at the forward region 318.

[0039] Figure 7A shows a side view of the body 302 of the nozzle system 300 with the flap 310 in an open position. Figure 7B shows a side view of a counterweighted embodiment of the nozzle system 300 similar to that of Figure 7A, with the internal components shown in phantom (dashed lines) including the counterweight 326 / 326a in the open and closed positions, the flap 310a in the closed position, the mounting bracket 312, the gas inlet 306, and the internal cavity 304. The flap 310 is shown in an open position in solid lines.

[0040] 7C shows a cross-sectional side view of one embodiment of a reed embodiment of nozzle system 300 with flap 310 open and opening 308 provided with a screen mesh diffusion panel 332. Also shown are mounting bracket 312, interior cavity 304, and gas inlet 306.

[0041] FIG. 8A shows a cross-sectional side view of a nozzle system assembly 300 with a counterweight-type flap 310 for a nozzle system similar to that of FIG. 7B. The counterweight 326 is visible in the open position, with the counterweight 326a and flap 310a shown in phantom (dashed lines) in the closed position. FIG. 8B shows a cross-sectional side view of a nozzle system assembly 300 with a reed-type flap 310 for a nozzle system similar to that of FIG. 7B. The reed valve 322 structure is unique in that it is mounted with no means of returning the flap to its original position other than its own internal resilience. The closed position of flap 310a is shown in phantom (dashed lines). FIG. 8C shows a cross-sectional side view of a nozzle system assembly 300 with a spring-assisted reed-type flap 322 for a nozzle system similar to that of FIG. 7B. The spring 330 is shown in an extended state and contracts when flap 310 closes, as can be seen with flap 310a shown in phantom (dashed lines). Also shown in Figures 8A-8C are opening 308, mounting bracket 312, interior cavity 304, and gas inlet 306. Figures 7C-8C also illustrate the possibility of flap 310 bending.

[0042] 9A-9D illustrate the concept of contact angle as it relates to aerobic and hydrophobic properties of surfaces. FIG. 9A shows a surface that is superhydrophilic 102 in air and superanaerobic in water. In the top image, the contact angle of a water droplet on the surface surrounded by air is θ<5°. In the bottom image, the contact angle of an air pocket on the same surface surrounded by water is θ>150°. FIG. 9B shows a surface that is hydrophilic 104 in air and anaerobic in water. In the top image, the contact angle of a water droplet on the surface surrounded by air is 5°<θ<90°. In the bottom image, the contact angle of an air pocket on the same surface surrounded by water is 90°<θ<150°. FIG. 9C shows a surface that is hydrophobic 106 in air and aerobic in water. In the top image, the contact angle of a water droplet on the surface surrounded by air is 90°<θ<150°. In the bottom image, the contact angle of an air pocket on the same surface surrounded by water is 5°<θ<90°. Figure 9D shows a surface that is superhydrophobic in air and superaerobic in water. In the top image, the contact angle of a water droplet on the surface surrounded by air is θ>150°. In the bottom image, the contact angle of an air pocket on the same surface surrounded by water is θ<5°.

[0043] Figures 10A and 10B show non-scale representations of the surface topography of a laser-ablated alloy with microscopic and nanoscopic structures that form a super-aerobic surface. Figure 10A shows this surface in air, while Figure 10B shows this surface surrounded by water. As can be seen in Figures 10A and 10B, there are microscopic ridges 110 remaining after the laser-ablated grooves are formed, laser-induced nanoscopic structures 112, air 114 in the embodiment shown in Figure 10A, air plastrons 116 formed, air bubbles 118 that penetrate the microscopic and nanoscopic surface and can repel water, and water 120 in the embodiment shown in Figure 10B. The illustrated air plastrons 116 also include an engaging air layer above the microbubbles within the functional surface. Additionally, water droplets 122 are also shown residing on the air-surrounded surface. This form of water droplet 122 provides a very small interface with the surface, minimizing wetting. The air in the grooves helps prevent water from seeping out of the grooves.

[0044] FIG. 11A shows a profile view of a vessel utilizing air lubrication with a superaerobic surface covering a portion of the vessel bottom, and FIG. 11B shows a plan view. After initial injection, air tends to remain attached to the superaerobic surface of the vessel. As can be seen in FIGS. 11A and 11B, the vessel 601, air bubbles 118 released during injection, air 116 adhering to the vessel 130 in the area covered by the superaerobic surface, and surrounding water 120 are shown.

[0045] Figure 12A shows an air lubrication system used on a vessel with a superaerobic surface, and Figure 12B shows an air lubrication system on an anaerobic hull. As can be seen in Figures 12A and 12B, there is shown a hull 130, an air injection site 138, an air plastron 116 maintained on the hull 130 with a superaerobic surface, and air bubbles 118 bouncing off the hull using air lubrication on a conventional hull bottom.

[0046] FIG. 13A shows a conceptual cross-sectional side view of the nozzle 298 system flush with the vessel hull 130 with the flap 310 open. A gas flow 334 can be seen entering the open cavity 304 of the body 302 through the gas inlet 306. This gas flow 334 pushes against the flap 310, creating a longitudinal opening 336 that expels gas bubbles 118. The bubbles 118 can be seen accumulating below the vessel hull 130. Similar to FIG. 13A, FIG. 13B shows a conceptual cross-sectional side view of the nozzle 298 system flush with the vessel hull 130 with the flap 310 open, except that FIG. 13B additionally shows the hull 130 coated with an ultra-aerobic induction layer 340.

[0047] Figure 14 shows a simplified system for carbon-enriched air lubrication. Figure 14 shows a hull 130, a main engine 140, a wastewater tank 142a / bioreactor 142b, a galley exhaust system 146, piping 148 supplying carbon-enriched air to the air plastron make-up system, a carbon filter 150, a gas injection site 152 for the carbon-enriched air supplied to the air plastron of the functional surface assembly, a conventional air compressor 144 / 176 for the vessel's air lubrication system, an air injection site 138 for air lubrication, and an air sheet 116 formed on the hull. Also shown is an air compressor 144 that routes exhaust from the main engine and the wastewater tank, bioreactor, and galley to the air plastron make-up system.

[0048] In some embodiments, the air distribution and make-up system 234 is configured to receive a carbon gas supply from at least one of the external atmosphere 246, the engine exhaust 156, the wastewater tank exhaust 158a, the bioreactor exhaust 158b, and the galley hood exhaust 158c, and the gas supply is rerouted from at least one of the external atmosphere 246, the engine exhaust 156, the wastewater tank exhaust 158a, the bioreactor exhaust 158b, and the galley hood exhaust 158c through the turbocharger 248 to the compressor input 174 of the compressor 144 / 176, thereby causing the compressor 144 / 176 to supply the air distribution and make-up system 234.

[0049] Figure 15 shows a flow chart of the carbon enrichment process. As can be seen in Figure 14, there are shown engine exhaust gas 156 and carbon-rich gases 158a / 158b / 158c from other onboard sources, such as the dirty water tank, grey water tank, and galley. Also shown is a mixture 160 of carbon-rich gases 158a / 158b / 158c that have passed through the turbo compressor and the exhaust from the engine exhaust gas 156. Also shown is carbon-enriched air 162 that has passed through a carbon filter and carbon-enriched air 164 that is supplied to the bottom of the hull.

[0050] In one example embodiment, an air lubrication system nozzle assembly 300 is provided. The air lubrication system nozzle assembly 300 includes a body 302 having an open cavity 304 therein, the body 302 including a gas inlet 306 and an open lower boundary 308 configured to receive a flow regulation nozzle flap 310. The flow regulation nozzle flap 310 is also provided. The flap 310 is configured to regulate the direction and rate of a gas flow 334. The body 302 has at least one longitudinal engagement region 316 to which the flow regulation nozzle flap 310 can be coupled. A semicircular flap mounting bracket 312 is also provided, forming an upper containment limit 338 (see, e.g., FIG. 7C ) for the flow regulation nozzle flap 310. The air lubrication system nozzle assembly 300 is operable in an underwater environment.

[0051] In some embodiments, at least one longitudinal engagement region 316 is a semicircular flap mounting bracket 312 attached to the edge of the open lower boundary 308, as can be seen from the hinged flap in Figures 6A and 6B.

[0052] In some embodiments, the flow regulating nozzle flap 310 is coupled to the body at at least one longitudinal engagement region 316. The at least one longitudinal engagement region 316 is positioned in a forward region 318 and directs water flow underneath the flow regulating nozzle flap 310, providing a surface against which fluid forces press to close the flow regulating nozzle flap 310 when air is not being supplied through the openings 308 / 336 of the nozzle assembly 300.

[0053] In some embodiments, the flow regulation nozzle flap 310 is removably coupled to the body 302 by a pivoting hinge 320 (as seen in FIG. 7B ), which can be separated to remove the flap 310 when a change in flap technology is desired. In other embodiments, the flow regulation nozzle flap 310 is coupled to the body by attaching an attachment region 324 (as seen conceptually in FIG. 7C ) on the top surface 328 of the flap 310 to at least one longitudinal engagement region 316, which allows flexing of the flap 310 by function of a living hinge.

[0054] In some embodiments, the flow regulating nozzle flap 310 is configured to incorporate self-closing means 322 / 326 / 330, which, when not opened by the downward pressure of escaping gas, assists the flow regulating nozzle flap 310 to return to a closed state, as shown in FIGS. 8A-8C and seen in FIGS. 5B and 6B. The self-closing means 322 / 326 / 330 can take multiple forms. In some embodiments, the self-closing means of the flow regulating nozzle flap comprises a reed valve closure 322 having a mounting area 324 coupled to a semicircular flap mounting bracket 312. In other embodiments, the self-closing means may be a counterweight 326 attached to an upper surface 328 of the flow regulating nozzle flap 310 and configured to pull the flow regulating nozzle flap 310 closed when tilted under its own weight, the flow regulating nozzle flap 310 having a mounting area 324 coupled to the semicircular flap mounting bracket 312. In a further embodiment, the self-closing means of the flow regulating nozzle flap may comprise a spring assisted closure 330 .

[0055] In some embodiments, the air lubrication system nozzle assembly 300 includes a diffuser panel 332 at the open lower boundary 308. The diffuser panel 332 is positioned above the flow regulation nozzle flap 310 and is configured to match the contoured geometry of the open lower boundary 308. The diffuser panel 332 includes a plurality of perforations 332a for air to pass through, affecting the size of the air particles passing through to provide smaller air bubbles. The term "perforations" is used in the broadest sense, and in some embodiments, the diffuser panel 332 may include a mesh material. However, it should be understood that the diffuser 332 may be made of several other applicable materials, such as perforated plastic or other materials incorporated after additional construction. Such materials include soapstone. However, more difficult materials to work with require more advanced construction and testing to be sustainable in an embodiment. The overall purpose of the diffuser 332 is to separate the gas flow into individual streams and generate smaller bubbles, which will increase the chances of the bubbles attaching to the constructed superaerobic induction surface 340 and promote the formation of the air plastron 116, thus promoting the principle of air lubrication under the hull 310.

[0056] In one example embodiment, an air lubrication system through-hole 332a is provided. The air lubrication system 298a includes a super-aerobic induction surface 340, a nozzle assembly 300, and an air plastron 116 that is generated from a gas supply 334 directed through the nozzle assembly 300 when engaged. The super-aerobic induction surface 340 is attached to the underside of the vessel hull 130 and is used to reduce hydrodynamic drag on the vessel hull 130. In some embodiments, the super-aerobic induction surface includes a metal surface having a plurality of super-aerobic induction microscopic structures 110 and nanoscopic structures 112 etched into the metal surface by laser ablation. 10A and 10B, and as understood from the disclosure of a prior application, U.S. Patent Application No. 18 / 119,324, entitled "A System and Method for Reducing Drag on Hulls of Marine Crafts Thereby Increasing Fluid Dynamic Efficiencies," which is incorporated herein in its entirety. Each super-aerobic-inducing nanoscopic structure 112 defines a trench and ridge shape on each sidewall of the super-aerobic-inducing microscopic structure 110.

[0057] The nozzle assembly 300 is configured to be embedded in the vessel hull 130 and to distribute a gas supply 334 over a hyperaerobic induction surface 340. The nozzle assembly 300 of the present system includes a body 302 having an open cavity 304 therein, the body 302 including a gas inlet 306 and an open lower boundary 308 configured to receive a flow regulation nozzle flap 310. The flow regulation nozzle flap 310 is provided and configured to regulate the direction and rate of gas flow. The body 302 includes a semicircular flap mounting bracket 312 attached to an edge 314 of the open lower boundary 308, the mounting bracket 312 providing at least one longitudinal engagement region 316 by which the flow regulation nozzle flap 310 can be hinged. The semicircular flap mounting bracket 312 forms an upper containment limit 338 for the flow regulation nozzle flap 310. The air plastron 116 is generated from a gas supply that is directed through the nozzle assembly 300 when engaged.

[0058] In another example embodiment of an air lubrication system 298a, the system includes a super-aerobic induction surface 340 that is attached to the underside of the vessel hull 130 and used to reduce hydrodynamic drag of the vessel hull 130, and a nozzle assembly 300 that is embedded in the vessel hull 130 and configured to distribute a gas supply 334 onto the super-aerobic induction surface 340. The super-aerobic induction surface 340 includes a functional surface 340a that has a plurality of super-aerobic induction microscopic structures 110 and nanoscopic structures 112 constructed therein by imprinting of the surface 340.

[0059] In some embodiments, the functional surface 340a is imprinted into a metallic material, in other embodiments, the functional surface 340a is imprinted into a polymeric material, and in further embodiments, the functional surface 340a is imprinted into a coating on the material. The imprints of the nanoscopic structures 112 and microscopic structures 110 of the functional surface 340a can be constructed into a pre-modified piece of material, typically a polymer, metal, composite, etc., target material of the functional surface 340a using laser ablation, drilling, punching, pressing, or a combination thereof.

[0060] In another example embodiment, a method for supplying air to an underside of a submerged hull 130 of a marine vessel is provided. The method includes providing an air lubrication nozzle assembly 300 that is continuously submersible in a liquid. The air lubrication system nozzle assembly 300 includes a body 302 having an open cavity 304 therein, the body 304 including a gas inlet 306 and an open lower boundary 308 configured to receive a flow regulation nozzle flap 310. The air lubrication system nozzle assembly 300 also includes the flow regulation nozzle flap 310, which is configured to regulate the direction and rate of a gas flow 334. The body has at least one longitudinal engagement region 316 to which the flow regulation nozzle flap 310 can be coupled. A semicircular flap mounting bracket 312 forms an upper containment limit 338 for the flow regulation nozzle flap 310. In this manner, the air lubrication system nozzle assembly 300 is operable in a submerged environment.

[0061] In some embodiments, the method of supplying air to the underside of a submerged hull of a marine vessel further includes configuring a portion of the hull 130 for air supply to the constructed hyper-aerobic surface 340 by providing at least one flush-mounted linear nozzle 300, each of the at least one flush-mounted linear nozzle 300 being an air-lubricated nozzle assembly 300. Each nozzle 300 of the at least one flush-mounted linear nozzle is embedded in the hull 130.

[0062] In some embodiments, the air-lubricated nozzle assembly 300 is capable of passively lowering and raising the flow regulating nozzle flap 310. Lowering the flow regulating nozzle flap 310 is accomplished by lowering the flow regulating nozzle flap 310 using the gas flow 334 received from the gas inlet 306, which distributes the gas flow 334 evenly within the open cavity 304 of the body, thereby pushing the flow regulating nozzle flap 310 and dispersing the air bubbles 118 to the underside of the vessel hull 130 when air is needed below the vessel hull 130. Raising the flow regulating nozzle flap 310 is accomplished by stopping the gas flow received from the gas inlet 306, thereby incorporating a passive lifting system into the flow regulating nozzle flap 310 and allowing it to self-close when air is no longer needed below the vessel hull 130. It should be understood that the air compressor 144 must generate a pressure that is typically at least several psi higher than the hydrodynamic pressure acting on the underside of the flap 310.

[0063] Self-closing may be achieved using any one of a plurality of passive closure means 322 / 326 / 330, or combinations and / or variations thereof and / or the like. Some embodiments may include a passive lifting system incorporated into the flow regulating nozzle flap 310 by incorporating a reed valve closure 322 having a mounting area 324 coupled to the semi-circumferential flap mounting bracket 312 to enable self-closing when air is no longer required below the vessel hull 130. However, other embodiments may include incorporating a passive lifting system into the flow regulating nozzle flap 310 by incorporating a counterweight 326 attached to an upper surface 328 of the flow regulating nozzle flap 310 such that the counterweight 326 pulls the flow regulating nozzle flap 310 closed when tilted under its own weight, allowing for self-closing when air is no longer required below the vessel hull 130, the flow regulating nozzle flap 310 including a mounting area 324 coupled to a semicircular flap mounting bracket 312. Finally, some embodiments may include incorporating a passive lifting system into the flow regulating nozzle flap 310 by incorporating a spring-assisted closure 330 to allow for self-closing when air is no longer required below the vessel hull 130.

[0064] In some embodiments of the method for supplying air to the underside of the vessel hull 130, the method further includes providing a diffuser panel 332. This embodiment includes configuring the diffuser panel 332 to match the contour geometry of the open lower boundary 314 to provide smaller air bubbles on the underside of the vessel hull 130, the diffuser panel 332 including a plurality of through-holes 332a for the air to pass through, affecting the size of the air particles passing through. This embodiment of the method also includes positioning the diffuser panel 332 above the flow regulating nozzle flap 310 at the open lower boundary 308.

[0065] While preferred embodiments of the present invention have been described above, it is to be understood that the invention may be embodied other than as particularly shown and described herein, and that certain changes may be made in the form and arrangement of parts without departing from the underlying spirit or principles of the invention as set forth in the appended claims.

Claims

1. 1. An air lubrication system nozzle assembly comprising: a body having an open cavity therein, the body including a gas inlet and an open lower boundary configured to receive a flow metering nozzle flap; a flow-regulating nozzle flap configured to regulate the direction and flow rate of the gas flow; Equipped with the body has at least one longitudinal engagement region to which the flow regulating nozzle flap can be coupled; An air lubrication system nozzle assembly, wherein the air lubrication system nozzle assembly is operable in an underwater environment.

2. The air lubrication system nozzle assembly of claim 1 , wherein said at least one longitudinal engagement area is a semi-circumferential flap mounting bracket attached to an edge of said open lower boundary.

3. The air lubrication system nozzle assembly of claim 2 , wherein said semi-circumferential flap mounting bracket forms an upper containment limit for said flow metering nozzle flap.

4. 2. The air lubrication system nozzle assembly of claim 1, wherein the flow regulating nozzle flap is coupled to the body at the at least one longitudinal engagement region, the at least one longitudinal engagement region being positioned in a forward region to direct water flow under the flow regulating nozzle flap and to provide a surface against which a fluid force presses to close the flow regulating nozzle flap when air is not being dispensed from an opening in the nozzle assembly.

5. The air lubrication system nozzle assembly of claim 1 , wherein said flow regulating nozzle flap is removably coupled to said body by a pivot hinge.

6. 2. The air lubrication system nozzle assembly of claim 1, wherein the flow regulation nozzle flap is coupled to the body by attaching an attachment area on an upper surface of the flow regulation nozzle flap to the at least one longitudinal engagement area, thereby allowing bending of the flow regulation nozzle flap by the function of a living hinge.

7. 2. The air lubrication system nozzle assembly of claim 1, wherein the flow regulating nozzle flap is configured to incorporate a self-closing means whereby the flow regulating nozzle flap is assisted back to a closed state when not opened by the downward pressure of escaping gas.

8. 8. The air lubrication system nozzle assembly of claim 7, wherein said self-closing means of said flow regulating nozzle flap comprises a reed valve closure having a mounting region coupled to said semi-circumferential flap mounting bracket.

9. 8. The air lubrication system nozzle assembly of claim 7, wherein the self-closing means of the flow regulating nozzle flap is a counterweight attached to an upper surface of the flow regulating nozzle flap and configured to pull the flow regulating nozzle flap closed when tilted under its own weight, and the flow regulating nozzle flap includes a mounting area coupled to the semicircular flap mounting bracket.

10. The air lubrication system nozzle assembly of claim 7 , wherein said self-closing means of said flow regulating nozzle flap comprises a spring assisted closure.

11. 2. The air lubrication system nozzle assembly of claim 1, further comprising a diffuser panel positioned above the flow regulating nozzle flap at the open lower boundary and configured to match the geometric shape of the outline of the open lower boundary, the diffuser panel having a plurality of through holes for air to pass through and influencing the size of air particles passing through to provide smaller air bubbles.

12. The air lubrication system nozzle assembly of claim 11 , wherein the diffuser panel comprises a mesh material.

13. 1. An air lubrication system comprising:

1. A superaerobic guidance surface attached to an underside of a hull of a marine vessel and used to reduce hydrodynamic drag on the hull of the marine vessel, comprising: The super-aerobic induction surface comprises a functional surface, the functional surface having a plurality of super-aerobic induction microscopic / nanoscopic structures constructed within the functional surface by surface imprinting; a nozzle assembly embedded in the hull of the vessel and configured to distribute a gas supply over the hyperaerobic induction surface; an engaged air layer created from the gas supply directed through the nozzle assembly when pressurized; Equipped with the nozzle assembly comprises a body having an open cavity therein, the body having a gas inlet and an open lower boundary configured to receive a flow regulation nozzle flap; and the flow regulation nozzle flap configured to regulate the direction and rate of gas flow; the body has a semicircular flap mounting bracket attached to an edge of the open lower boundary, the semicircular flap mounting bracket providing at least one longitudinal engagement area by which the flow regulating nozzle flap can be hinged; The semicircular flap mounting bracket forms an upper containment limit for the flow metering nozzle flap.

14. The nozzle assembly includes: the body having a semicircular flap mounting bracket attached to an edge of the open lower boundary, the semicircular flap mounting bracket providing at least one longitudinal engagement area by which the flow regulating nozzle flap can be hinged; the semicircular flap mounting bracket forming an upper containment limit for the flow regulating nozzle flap; The air lubrication system of claim 13 further comprising:

15. The air lubrication system of claim 13 , wherein each of the plurality of super-aerobic-induced microscopic-nanoscopic structures of the functional surface defines a trench and ridge shape.

16. The air lubrication system of claim 13 , wherein each hyperaerobic-induced nanoscopic structure of the plurality of hyperaerobic-induced microscopic-nanoscopic structures defines a trench and ridge shape in a sidewall of each of the hyperaerobic-induced microscopic structures.

17. The air lubrication system of claim 13 , wherein the functional surface is imprinted in a metallic material.

18. The air lubrication system of claim 13 , wherein the functional surface is imprinted in a polymeric material.

19. The air lubrication system of claim 13 , wherein the functional surface is imprinted in a coating on a material.

20. 14. The air lubrication system of claim 13, wherein the nanoscopic and microscopic structures of the functional surface are imprinted into the target material of the functional surface using laser ablation, drilling, punching, pressing, or a combination thereof.

21. 1. A method for supplying air to an underside of a submerged hull of a vessel, comprising: providing an air-lubricated nozzle assembly that is continuously submersible in a liquid; Air lubrication system nozzle assembly a body having an open cavity therein, the body having a gas inlet and an open lower boundary configured to receive a flow regulation nozzle flap; and a flow regulation nozzle flap configured to regulate the direction and rate of gas flow, the body having at least one longitudinal engagement region to which the flow regulation nozzle flap can be coupled; The method, wherein the air lubrication system nozzle assembly is operable in an underwater environment.

22. 22. A method for supplying air to an underside of a submerged hull of a marine vessel as described in claim 21, wherein the air lubrication system nozzle assembly in the step of providing an air lubrication nozzle assembly continuously submersible in the liquid further comprises a semicircular flap mounting bracket forming an upper containment limit for the flow regulating nozzle flap.

23. and further comprising configuring a portion of the hull for air supply to the constructed hyperaerobic surface by providing at least one flush-mounted linear nozzle; each of said at least one flush mounted linear nozzle is an air lubricated nozzle assembly; 22. A method of supplying air to an underside of a submerged hull of a marine vessel as set forth in claim 21, wherein each nozzle of said at least one flush mounted linear nozzle is recessed into said hull.

24. further comprising configuring a portion of the hull for air supply to an underside of the hull by providing at least one flush-mounted linear nozzle; each of said at least one flush mounted linear nozzle is an air lubricated nozzle assembly; 22. A method of supplying air to an underside of a submerged hull of a marine vessel as set forth in claim 21, wherein each nozzle of said at least one flush mounted linear nozzle is recessed into said hull.

25. The air lubricated nozzle assembly includes: Lowering the flow rate adjusting nozzle flap using the gas flow received from the gas inlet, the gas flow dispersing evenly within the open cavity of the body, so that when air is needed under the hull of the vessel, the flow rate adjusting nozzle flap is pushed down to cause air bubbles to be dispersed under the hull of the vessel; raising the flow regulating nozzle flap by stopping the gas flow received from the gas inlet, the flow regulating nozzle flap incorporating a passive lifting system to allow self-closing when the air is no longer needed under the hull of the vessel; 25. A method of supplying air to the underside of a submerged hull of a marine vessel as claimed in claim 24, wherein the method is capable of carrying out the steps of:

26. 26. The method of supplying air to the underside of a submerged hull of a marine vessel as described in claim 25, further comprising configuring the passive lifting system incorporated into the flow regulating nozzle flap to be self-closing when the air is no longer needed below the hull of the marine vessel by incorporating a reed valve closure having a mounting area that is coupled to the semicircular flap mounting bracket.

27. The passive lifting system incorporated in the flow regulating nozzle flap is configured to self-close when the air is no longer needed under the hull of the vessel by incorporating a counterweight attached to an upper surface of the flow regulating nozzle flap, and the counterweight is configured to pull the flow regulating nozzle flap closed when tilted by its own weight, 26. The method of supplying air to an underside of a submerged hull of a marine vessel as described in claim 25, wherein the flow regulating nozzle flap comprises a mounting area coupled to the semi-circumferential flap mounting bracket.

28. 26. The method of supplying air to the underside of a submerged hull of a marine vessel as described in claim 25, further comprising configuring the passive lifting system incorporated into the flow regulating nozzle flap to incorporate a spring assisted closure to enable self-closing when the air is no longer needed under the hull of the marine vessel.

29. providing a diffuser panel; configuring the diffuser panel to the contour geometry of the open lower boundary to provide a smaller air bubble on the underside of the vessel; positioning the diffuser panel above the flow regulating nozzle flap at the open lower boundary; Further comprising:

22. The method of supplying air to the underside of a submerged hull of a marine vessel as described in claim 21, wherein the diffuser panel has a plurality of through holes for air to pass through and affects the size of the air particles passing through.

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