A fluid control system includes a deformable surface that covers a body in at least a first and second direction. The first direction is orthogonal to the second direction. The deformable surface includes a bottom side that faces the body and a top side that is opposite the bottom side. The fluid control system also includes at least one deformer between the deformable surface and the body. The at least one deformer is configured to modify a boundary layer of a fluid that is flowing over the deformable surface by selectively deforming the top side of the surface.

A cover device for at least partially closing an underwater opening in a hull of a watercraft includes a variable-volume hollow-chamber lip assembly including at least two hollow-chamber lips and one buoyancy body. The at least one hollow-chamber lip is volume-variable by supplying a fluid to or removing a fluid from an interior thereof, and the at least one hollow-chamber lip assembly is shiftable between an expanded state and a contracted state by supplying or removing the fluid.

The invention pertains to the use of an easy-to-clean soft fiber-coated material on the underwater surface of structures to mimic mammal pelage and as such reducing residual drag, wherein said material comprises or consists of fibers having an average fiber length between 0.3 and 4 mm, and an average fiber thickness between 5 and 80 m. The underwater surface of structure is preferably the hull of a movable or moving vessel, or the underwater part of a static structure such as offshore wind monopiles and off-shore rigs. In some embodiments, the invention pertains to the reduction of fuel consumption of a nautical vessel passing through water.

The invention pertains to the use of an easy-to-clean soft fiber-coated material on the underwater surface of structures to mimic mammal pelage and as such reducing residual drag, wherein said material comprises or consists of fibers having an average fiber length between 0.3 and 4 mm, and an average fiber thickness between 5 and 80 m. The underwater surface of structure is preferably the hull of a movable or moving vessel, or the underwater part of a static structure such as offshore wind monopiles and off-shore rigs. In some embodiments, the invention pertains to the reduction of fuel consumption of a nautical vessel passing through water.

The present disclosure generally relates to drag reducing hydrophobic xerogel films. More particularly, the invention relates to hydrophobic ORMOSIL (organically modified silica) drag reducing film.

A fluid control system includes a deformable surface that covers a body in at least a first and second direction. The first direction is orthogonal to the second direction. The deformable surface includes a bottom side that faces the body and a top side that is opposite the bottom side. The fluid control system also includes at least one deformer between the deformable surface and the body. The at least one deformer is configured to modify a boundary layer of a fluid that is flowing over the deformable surface by selectively deforming the top side of the surface.

A structure for reducing the drag of a ship and its application thereof is provided. The structure for reducing the drag of a ship includes at least one turbulence generating structure which is installed on the side surface between the widest section and the aft end or on the bottom surface between the deepest portion and the aft end of the ship. The arrangement of the turbulence generating structure can generate turbulence to reduce the drag of the ship, and thereby increase the speed of the ship and/or reduce the ship's fuel consumption.

A novel mechanism for reducing boundary layer friction and inhibiting the effects of uncontrolled fluid turbulence and turbulent layer separation, thus reducing the body drag, kinetic energy losses and lowering engine and pump fuel consumption is proposed. It steps on the type of turbulence observed in the so-called in fluid dynamics drag crisis. Plurality of device shapes and plurality of devices producing the wanted pure form of even plurality of counter-rotating vortices extending into the flow, i.e. tubes, are presented and discussed in detail, contrasting with the prior art. Configurations of multiple devices for the purposes of drag and fuel reduction, including their simulations and experimental results are put forward. Additional embodiments of the resulting tubes disclose use on aircraft or vessel control surfaces as stall inhibitors, use in wind turbines as dynamic range extenders, as well as use in turbines in efficient cooling mechanisms.

A novel mechanism for reducing boundary layer friction and inhibiting the effects of uncontrolled fluid turbulence and turbulent layer separation, thus reducing the body drag, kinetic energy losses and lowering engine and pump fuel consumption is proposed. It steps on the type of turbulence observed in the so-called in fluid dynamics drag crisis. Plurality of device shapes and plurality of devices producing the wanted pure form of even plurality of counter-rotating vortices extending into the flow, i.e. tubes, are presented and discussed in detail, contrasting with the prior art. Configurations of multiple devices for the purposes of drag and fuel reduction, including their simulations and experimental results are put forward. Additional embodiments of the resulting tubes disclose use on aircraft or vessel control surfaces as stall inhibitors, use in wind turbines as dynamic range extenders, as well as use in turbines in efficient cooling mechanisms.

Pontoon hulls for providing lower friction surfaces on the hulls to increase the efficiency of pontoon boats moving through the water. The inner side walls between the pontoons can be provided with a plurality of longitudinal vents. The vents can have open ends facing the stern and opposite closed ends facing the bow. As the water craft moves forward, a bubbling effect can occur in low pressure zones about the stern facing open ends of the vents to reduce the water surfaces in contact with the pontoon hull surfaces. A plurality of open rear ends of the vents can be arranged in series and in parallel on left inner sides of the left pontoon, and on right inner sides of the right pontoon.