SYSTEMS AND METHODS FOR HIGH-SPEED CARGO TRANSPORT

Abstract

A vessel for transporting cargo by water comprises one or more propulsion devices with at least one air-breathing engine from the one or more propulsion devices disposed entirely above a surface of the water in a high-speed mode of operation. The least one air-breathing engine is configured to bleed airflow into a fluid circuit. The fluid circuit routes the bleed airflow to one or more fluid outlets disposed entirely below the surface of the water in the high-speed mode of operation. At least some of the one or more fluid outlets release the bleed airflow in the high-speed mode of operation generate a boundary layer along at least a portion of a hull of the vessel to reduce a skin friction drag thereof.

Claims

1. A vessel for transporting cargo by water, comprising: a hull; a cargo bay disposed within the hull; a first structure extending outward from the hull; one or more propulsion devices, a first of the one or more propulsion devices comprising a first air-breathing engine, the first air-breathing engine coupled to the first structure; a fluid supply system comprising a first fluid inlet, one or more fluid outlets, and a first fluid circuit disposed between the first fluid inlet and the one or more fluid outlets; and a first operational configuration, comprising: the hull disposed entirely below a surface of the water; the first air-breathing engine disposed entirely above the surface of the water; and the fluid supply system configured to fluidly couple a first bleed airflow from the first air-breathing engine to a first of the one or more fluid outlets disposed in the hull to generate a boundary layer airflow along at least a portion of the hull.

2. The vessel of claim 1, wherein at least one of: the cargo bay comprises a first volume and the hull comprises a second volume, and a first ratio of the first volume to the second volume is greater than 30%, or the cargo bay comprises a first length and the hull comprises a second length, and a second ratio of the first length to the second length is greater than 60%.

3. The vessel of claim 1, wherein the cargo bay is configured to carry at least 100 twenty-foot equivalent units (TEUs).

4. The vessel of claim 1, further comprising only one propulsion system for the vessel, wherein: the only one propulsion system consists of the one or more propulsion devices, and each of the one or more propulsion devices are configured to be disposed entirely above the surface of the water in all modes of operation.

5. The vessel of claim 1, wherein: the hull comprises a cavitator and a main body extending aft from the cavitator; and the first of the one or more fluid outlets disposed through a surface of the cavitator.

6. The vessel of claim 1, wherein: the hull comprises a cavitator and a main body extending aft from the cavitator, the cavitator comprises a leading-edge body, the leading-edge body comprises a cone shape, and the main body comprises a substantially ovular shape along a majority of cross-sections along a longitudinal axis of the main body, the substantially ovular shape being non-circular.

7. The vessel of claim 1, wherein the first fluid circuit further comprises: one or more fluid conduits that couple the first fluid inlet to the one or more fluid outlets; and one or more valves disposed along at least one of the one or more fluid conduits, the one or more valves configured to control a fluid flow output from the one or more fluid outlets.

8. The vessel of claim 1, wherein: the first structure comprises a first support structure and a first aerodynamic structure, the first support structure directly coupled to the hull, the first aerodynamic structure directly coupled to the first support structure, and the first air-breathing engine directly coupled to at least one of the first support structure or the first aerodynamic structure.

9. The vessel of claim 1, wherein a second of the one or more propulsion devices is directly coupled to one of the first structure or a second structure that extends outward from the hull.

10. The vessel of claim 1, wherein: the first of the one or more propulsion devices is directly coupled to the first structure, a second of the one or more propulsion devices is directly coupled to the first structure, and the second of the one or more propulsion devices comprises a second air-breathing engine.

11. The vessel of claim 1, wherein the first of the one or more propulsion devices, a second of the one or more propulsion devices, and a third of the one or more propulsion devices are each directly coupled to one of the first structure or a second structure that extends outward from the hull.

12. The vessel of claim 1, further comprising a second operational configuration, the second operational configuration comprising: the hull disposed partially below the surface of the water and partially above the surface of the water, and the first air-breathing engine disposed entirely above the surface of the water.

13. The vessel of claim 1, wherein: the first structure comprises a wing extending from a root at the hull to a tip, the wing comprising a spanwise direction, a second of the one or more fluid outlets disposed on a first lateral side of the wing, a third of the one or more fluid outlets disposed on a second lateral side of the wing, and the second and the third of the one or more fluid outlets disposed aft in a longitudinal direction relative to the first of the one or more fluid outlets.

14. The vessel of claim 1, wherein each of the one or more propulsion devices comprises one of a turboelectric adaptive engine, a turbine-based combined cycle engine, a gas-turbine engine, or a hybrid electric-gas turbine engine.

15. The vessel of claim 1, wherein: the first air-breathing engine comprises one of a gas turbine engine or a hybrid electric-gas turbine engine, and a second of the one or more propulsion devices comprises a ramjet engine.

16. The vessel of claim 1, wherein the first air-breathing engine comprises one of a turboelectric adaptive engine or a turbine-based combined cycle engine.

17. The vessel of claim 1, further comprising a second structure spaced apart in a longitudinal direction from the first structure, wherein: the second structure extends outward from the hull, the vessel further comprises only one propulsion system that consists of a plurality of propulsion devices, the plurality of propulsion devices comprises the one or more propulsion devices, a first set of at least two of the plurality of propulsion devices are directly coupled to the first structure, and a second set of at least two of the plurality of propulsion devices are directly coupled to the second structure.

18. The vessel of claim 1, wherein: the first structure comprises a first wing extending outward from the hull and a second wing directly coupled to the first wing, the first wing comprises a first control surface configured to at least one of control or stabilize a yaw of the vessel at least in the first operational configuration, and the second wing comprises a second control surface configured to at least one of control or stabilize at least one of a pitch or a buoyancy force of the vessel at least in the first operational configuration.

19. The vessel of claim 1, wherein: the first structure comprises a first wing extending outward from the hull, a second wing extending outward from the hull, and a third wing directly coupled to the first wing and the second wing, the first wing comprising a first control surface, the second wing comprising a second control surface, the third wing comprising a third control surface, at least one of the first control surface and the second control surface configured to control or stabilize a roll of the vessel in at least the first operational configuration, the third control surface configured to at least one of control or stabilize at least one of a pitch or a buoyancy force of the vessel in at least the first operational configuration.

20. A method of operating the vessel of claim 1, the method comprising: generating, by the first air-breathing engine, a first thrust to propel the vessel; and bleeding, by the first air-breathing engine, the first bleed airflow into the first fluid circuit of the fluid supply system; and releasing, by the first fluid circuit of the fluid supply system and via the one or more fluid outlets, the first bleed airflow along an external surface of the hull.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The subject matter of the present disclosure is particularly pointed out and distinctly claimed in the concluding portion of the specification. A more complete understanding of the present disclosure, however, may best be obtained by referring to the following detailed description and claims in connection with the following drawings. While the drawings illustrate various embodiments employing the principles described herein, the drawings do not limit the scope of the claims.

[0007] FIG. 1 illustrates a side view of a cargo vessel, in accordance with various embodiments.

[0008] FIG. 2 illustrates a side view of a vessel operating in a high-speed mode of operation, in accordance with various embodiments.

[0009] FIG. 3 illustrates a forward-looking aft view of the vessel of FIG. 1, in accordance with various embodiments.

[0010] FIG. 4 illustrates a top-down view of the vessel of FIG. 1, in accordance with various embodiments.

[0011] FIG. 5 illustrates (a) a cross-sectional view, (b) a first side view, and (c) a second side view of an aerodynamic structure, in accordance with various embodiments.

[0012] FIG. 6 illustrates (a) a schematic view of gas turbine engine and (b) a schematic view of a ramjet engine, in accordance with various embodiments.

[0013] FIG. 7 a cross-sectional view of a turbine-based combined cycle engine in various configurations, in accordance with various embodiments.

[0014] FIG. 8 illustrates an aft looking forward cross-sectional view of a portion of a fluid supply system for a vessel, in accordance with various embodiments.

[0015] FIG. 9 illustrates a side view of a retractable fin stabilizer, in accordance with various embodiments.

[0016] FIG. 10 illustrates a schematic view of a fluid circuit for a fluid supply system of a vessel, in accordance with various embodiments.

[0017] FIG. 11 illustrates a side view of a cargo vessel, in accordance with various embodiments.

[0018] FIG. 12 illustrates a forward-looking aft view of the vessel of FIG. 11, in accordance with various embodiments.

[0019] FIG. 13 illustrates a top-down view of the vessel of FIG. 11, in accordance with various embodiments.

[0020] FIG. 14 illustrates a side view of a cargo vessel, in accordance with various embodiments.

[0021] FIG. 15 illustrates an aft looking forward view of the vessel of FIG. 14, in accordance with various embodiments.

[0022] FIG. 16 illustrates a schematic view of a fluid circuit for a propulsion arrangement of a vessel, in accordance with various embodiments.

[0023] FIG. 17 illustrates a schematic view of a propulsion arrangement with a fluid circuit for a vessel, in accordance with various embodiments.

[0024] FIG. 18 illustrates a side view of a cargo vessel, in accordance with various embodiments.

[0025] FIG. 19 illustrates an aft looking forward view of the cargo vessel from FIG. 18, in accordance with various embodiments.

[0026] FIG. 20 illustrates a control system for a vessel, in accordance with various embodiments.

[0027] FIG. 21 illustrates a process performed by the control system from FIG. 20, in accordance with various embodiments.

[0028] FIG. 22 illustrates a method for operating a vessel, in accordance with various embodiments.

DETAILED DESCRIPTION

[0029] The following detailed description of various embodiments herein refers to the accompanying drawings, which show various embodiments by way of illustration. While these various embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, it should be understood that other embodiments may be realized and that changes may be made without departing from the scope of the disclosure. Thus, the detailed description herein is presented for purposes of illustration only and not of limitation. Furthermore, any reference to singular includes plural embodiments, and any reference to more than one component or step may include a singular embodiment or step. Also, any reference to attached, fixed, connected, or the like may include permanent, removable, temporary, partial, full or any other possible attachment option. Additionally, any reference to without contact (or similar phrases) may also include reduced contact or minimal contact. It should also be understood that unless specifically stated otherwise, references to a, an or the may include one or more than one and that reference to an item in the singular may also include the item in the plural. Further, all ranges may include upper and lower values and all ranges and ratio limits disclosed herein may be combined.

[0030] As used herein, aft refers to the direction associated with the tail (e.g., the back end) of a vessel, or generally, to the direction of exhaust of the vessel. As used herein, forward refers to the direction associated with the cavitator (e.g., the front end) of a vessel, or generally, to the direction of motion.

[0031] As used herein, outward, and radially outward refers to the direction radially outward, or generally, away from the longitudinal axis of the vessel, unless another longitudinal axis is specified. As used herein, distal means a location that is generally away from another component or element. As used herein, proximal means a location that is generally toward another component or element.

[0032] As used herein, fluid conduit refers to any device capable of carrying a fluid therein, such as a duct, a pipe, a tube, or the like. A fluid conduit can comprise multiple ducts, multiple tubes, multiple pipes, valves disposed along a respective plumbing line, sensors along the respective plumbing line, and/or any other components along the plumbing line that may be readily apparent to one skilled in the art. The present disclosure is not limited in this regard.

[0033] As used herein, vessel refers to a watercraft used, or capable of being used, as a means of transportation for people, cargo, or the like on or in water.

[0034] As used herein, a rotor refers to a rotating part of a mechanical device. Stated another way, a rotor as referred to herein can include a fan, a propeller, an impeller, a stage in a compressor, or any other mechanical device that may be readily apparent to one skilled in the art.

[0035] As used herein, bleed air refers to air that is diverted from a location in an air-breathing engine for use elsewhere. Stated another way, bleed air as referred to herein can from any location (i.e., source) within an air-breathing engine, such as a compressor section, a bypass air stream, or any other location that may be readily apparent to one skilled in the art.

[0036] As used herein, an air-breathing engine refers to a propulsion device that uses atmospheric air as a motive fluid to generate thrust through energy transfer (e.g., combustion, compression, thermal energy to kinetic energy, electrical energy to kinetic energy, heat exchange, and/or any other form of energy transfer that may be readily apparent to one skilled in the art).

[0037] As used herein, a motive fluid refers to is a fluid that is accelerated and expelled from a propulsion device to generate thrust, providing the primary force for motion. In the context of the air-breathing engine disclosed herein, the motive fluid is typically atmospheric air from an external environment that undergoes energy transfer (e.g., compression, combustion, or electromagnetic acceleration) before being expelled to provide thrust and propel the vehicle.

[0038] A propulsion device as referred to herein is a system or mechanism designed to generate thrust to move a vessel through a medium (i.e., air and water). It converts energy from a source, such as chemical, electrical, or mechanical energy, into kinetic energy, enabling motion. In this regard, a propulsion device as referred to herein can comprise an air-breathing engine, a propulsor, or a component of an air-breathing engine, or a propulsor. For example, as will be described further herein an air-breathing engine can comprise a first propulsion device, a second propulsion device, and a fluid circuit configured to fluidly couple the first propulsion device to the second propulsion device in at least one mode of operation, in accordance with various embodiments. However, the present disclosure is not limited in this regard. For example, a propulsion device can comprise an air-breathing engine and is still within the scope of this disclosure.

[0039] As used herein, a control surface is a moveable surface that controls (or stabilizes) at least one of a direction (e.g., an X-direction, a Y-direction, or a Z-direction) and/or a moment (e.g., a yaw, a pitch, or a roll) of a vessel in at least one mode of operation.

[0040] As used herein, an electric machine includes is a device that converts electrical energy into mechanical energy (motor mode), mechanical energy into electrical energy (generator mode), or can operate reversibly between these two modes depending on the application and energy flow direction.

[0041] As used herein, a fluid circuit is an open loop fluid circuit unless explicitly described otherwise. Stated another way, a fluid circuit as referred to herein is a system in which a fluid is directed through a defined path or sequence of components, flowing from a source to one or more destinations or discharge points, without being recirculated back to the source.

[0042] As used herein, unless stated otherwise, or used with a modifier, coupled refers to refers to two or more physical components being connected through a physical linkage that allows the transfer of motion, force, or energy. This connection may involve intermediate mechanisms or devices.

[0043] As used herein, directly coupled refers to specific type of mechanical coupling where two components are physically connected without any intermediate mechanisms, resulting in immediate transfer of motion or energy.

[0044] As used herein, fluidly coupled refers to two systems or components connected through a fluid medium, where the interaction or transfer of energy, force, or motion occurs via the dynamics of the fluid rather than direct physical contact.

[0045] Disclosed herein is a vessel configured to transport cargo at high speeds. High speeds, as referred to herein includes speeds that are greater than 50 knots, or greater than 75 knots, or greater than 100 knots, or greater than 150 knots, or greater than 200 knots, or greater than 300 knots, or greater than 400 knots, or greater than 500 knots, in accordance with various embodiments. In various embodiments, the vessel is configured to release air along at least a portion of an external surface of a hull during operation. By releasing air, that is significantly less dense than water, the releasing of the air along the external surface can facilitate a reduction in skin friction drag on the vessel, which can allow for significantly increased speeds of the vessel relative to typical vessels, in accordance with various embodiments.

[0046] In various embodiments, the fluid supply systems disclosed herein can be configured to facilitate subsonic, supersonic, or hypersonic speeds (e.g., between Mach 0.25 and Mach 5.0) of the vessel. Although described herein as facilitating sonic or supersonic speeds, the present disclosure is not limited in this regard. For example, the fluid supply systems disclosed herein can be configured to generate maximum speeds during operation that are below the speed of sound (i.e., Mach 1.0) and still be within the scope of this disclosure. Similarly, although disclosed herein as being configured to generate speeds that are below Mach 5.0, the present disclosure is not limited in this regard. For example, speeds greater than Mach 5.0 by use of the systems and methods disclosed herein are within the scope of this disclosure.

[0047] Referring now to FIG. 1, a side view of vessel 100 is illustrated in accordance with various embodiments. Vessel 100 comprises a hull 110, a structure 120, a propulsion system 130, and a fluid supply system 140 (e.g., a supercavitation system, a boundary layer generation system, a drag reduction system, or the like). In various embodiments, the vessel 100 further comprises a cargo bay 105 coupled to (e.g., disposed within, or at least partially within) the hull 110.

[0048] In various embodiments, cargo bay 105 is configured to receive, and store, cargo (e.g., containers, dry bulk cargo, liquid bulk cargo, break bulk cargo, roll-on roll-of cargo, or the like). In various embodiments, vessel 100 further comprises a cargo handling system. The cargo handling system can be configured to facilitate loading and unloading of cargo into the cargo bay 105. The cargo handling system can be in accordance with any cargo handling system known in the arts for cargo ships and/or cargo aircraft.

[0049] In various embodiments, the vessel 100 disclosed herein can facilitate a cargo bay size with the potential to hull a substantial volume of cargo relative to air freight. For example, the cargo bay 105 could be approximately 130 meters in length for a vessel 100 that is 170 meters in length. The cargo bay 105 could further include a height of around 25 meters (along a major axis) and a width of around 16 meters (along a minor axis). Such a configuration would produce a draft of about 10.5 meters, which would allow the vessel 100 to dock in most ports. In various embodiments, such a cargo bay size for the cargo bay 105 could hold approximately 1,000 twenty-foot equivalent units (TEUs).

[0050] Accordingly, in various embodiments, the cargo bay 105 of the vessel 100 disclosed herein is configured to carry at least 100 TEUs, or at least 200 TEUs, or at least 300 TEUS, or at least 400 TEUs, or at least 500 TEUs, or between 100 TEUs and 5,000 TEUs, or between 100 TEUs and 4,000 TEUs, or between 100 TEUs and 3,000 TEUs, or between 100 TEUs, and 2,000 TEUs. In contrast, although not typically measured in TEUs, the cargo bay of an aircraft typically does not exceed 25 TEUs. Stated another way, the cargo bay 105 can have between 4 and 200 times the capacity of a cargo aircraft, in accordance with various embodiments.

[0051] In various embodiments, a ratio of the volume of the cargo bay 105 to a volume of the hull 110 is greater than 30%, or greater than 35%, or greater than 40%, or greater than 45%, or greater than 50%. In various embodiments, a ratio of the length of the cargo bay 105 to the length of the hull 110 is greater than 60%, or greater than 65%, or greater than 70%, or greater than 75%. In this regard, a substantial portion of the volume of the hull 110 can be dedicated to the cargo bay 105, in accordance with various embodiments. This can facilitate economies of scale for high-speed cargo shipping and greatly reduce a cost of shipping relative to air freight, in accordance with various embodiments.

[0052] In various embodiments, in response to flowing a fluid, released from the fluid supply system 140 over an external surface 112 of a main body 118 of the hull 110, via the fluid supply system 140, drag on the vessel 100 can be reduced as described further herein. For example, drag is directly proportional to density of a fluid that an object is traversing through. The density of water is approximately 800 times greater than that of air. Therefore, the drag of vessel 100 can be greatly reduced by decreasing an area of an external surface of the hull 110 that is wetted by water (i.e., the external surface of the cavitator 114 being wetted by water and the external surface 112 of the main body 118 having a boundary layer of air traversing thereon).

[0053] In various embodiments, with brief reference to FIGS. 1 and 8, the hull 110 includes a shape configured to facilitate a boundary layer 191 along the external surface 112 of the main body 118 of the hull 110 and/or a cavity at least partially encapsulating the hull 110 as described further herein. In various embodiments, a boundary layer 191 generated along the external surface 112 of the main body of the main body 118 of the hull 110 can extend along a length of the main body 118, or along only a portion of the length of the main body 118. The present disclosure is not limited in this regard. In various embodiments, an aft end of the main body 118 may be unseparated and would still be within the scope of this disclosure.

[0054] Referring back to FIG. 1, in various embodiments, hull 110 comprises a cavitator 114 and a main body 118. The cavitator 114 is disposed at a forward end of the hull 110. The main body 118 is coupled to the cavitator 114. In various embodiments, the main body extends aft from cavitator 114. However, the present disclosure is not limited in this regard. For example, an intermediate component, such as a support structure could be disposed longitudinally between the cavitator 114 and the main body 118 and would still be within the scope of this disclosure. In various embodiments, cavitator 114 is disposed at a forward end of hull 110.

[0055] In various embodiments, the hull 110 comprises a pressure hull 117. In this regard, hull 110 can comprise an outer hull (e.g., the main body 118) and an inner hull (e.g., the pressure hull 117). The pressure hull 117 is designed and configured to withstand the pressure of beings submerged. In various embodiments, the pressure hull 117 can be significantly lighter relative to typical pressure hulls in the submarine arts because an operating depth of the vessel 100 is near surface, whereas typical pressure hulls operate well below a surface of water (e.g., between 200 and 500 meters below a surface of water).

[0056] A cavitator as described herein, refers to a portion of hull 110 configured to be wetted by water during operation of the fluid supply system 140. The cavitator 114 is configured to limit pressure drag during operation of the fluid supply system 140. The cavitator 114 can comprise a leading-edge body 115 that includes an external surface. The leading-edge body 115 can comprise a slender shape (e.g., a cone shape, such as a truncated cone shape or a non-truncated cone shape). However, the present disclosure is not limited in this regard. For example, the leading-edge body 115 could comprise a hemispherical shape, an elliptical shape, a torispherical shape, or any other shape that may be readily apparent to one skilled in the ar. In various embodiments, a cavitator 114 as described herein can provide minimal pressure drag on the vessel 100, while the fluid supply system 140 greatly reduces skin friction drag.

[0057] With combined reference now to FIGS. 1 and 8, in various embodiments, the external surface 116 of the leading-edge body 115 is configured to guide water outward from the boundary layer 191 that is generated by released air from the fluid supply system 140. In this regard, the boundary layer 191 is generated from the air that is released by the fluid supply system 140 between at least a portion of the external surface 112 of the main body 118 and the water that is directed outward from the external surface 116 of the leading-edge body 115 as described further herein.

[0058] Referring back to FIG. 1, the hull 110 is coupled to the structure 120. For example, the external surface 112 of the hull 110 is directly coupled to a base (or a root) of the structure 120). In various embodiments, the structure 120 is configured to support one or more propulsion devices 135 of the propulsion system 130. In this regard, the structure 120 couples the one or more propulsion devices 135 to the hull 110.

[0059] The propulsion system 130 comprises the one or more propulsion devices 135. In various embodiments, the propulsion system 130 is configured to operate in at least two different modes (e.g., a high-speed mode where the hull 110 is submerged and a low-speed mode where the hull is at least partially surfaced). In this regard, as described further herein, the propulsion system 130 is configured to transition between a high-speed mode (e.g., between 50 knots and 3,500 knots) and a low-speed mode (e.g., between 0 and 40 knots).

[0060] With combined reference now to FIGS. 1 and 8, a high-speed mode as referred to herein is a mode of operation where the air released from the fluid supply system 140 creates a boundary layer 191 along at least a portion of the external surface 112 of the main body 118 of the hull 110 as described further herein. The high-speed mode can facilitate greatly reduced drag and greatly increased speeds relative to typical watercrafts. Furthermore, in various embodiments, the high-speed mode can facilitate orders of magnitude transit times for freight relative to typical sea freight. In various embodiments, the high-speed mode can facilitate faster transit time relative to air freight.

[0061] With reference back to FIG. 1, in various embodiments, the propulsion system 130 is a sole propulsion system for the vessel 100. In this regard, the propulsion system 130 can exclude a pump jet/propulsor, a conventional propellers (e.g., non-ducted propulsors), a permanent magnetic rotors, or any other mechanical device receives water at an inlet, produces torque and converts it into thrust via the displacement of water to propel the vessel through the water. Stated another way, the propulsion system 130 can be without any propulsion device that displaces water to generate thrust for the vessel 100, in accordance with various embodiments. Although described herein as excluding typical maritime propulsors, the present disclosure is not limited in this regard. For example, the vessel 100 could include a propulsor (e.g., a pump jet/propulsor, a conventional propeller, a permanent magnetic rotor) as described further herein with regard to vessel 1800 from FIG. 18, and would still be within the scope of this disclosure. With a typical propulsor, the vessel could potentially more easily navigate in the littoral region (e.g., near land and shores). However, without a typical propulsor, substantial space within the hull 110 can be freed up to increase the size of the cargo bay 105, which can greatly increase unit economics for transporting cargo via the vessel 100, in accordance with various embodiments.

[0062] The propulsion system 130 comprises one or more propulsion devices 135. The one or more propulsion devices 135 includes an air-breathing engine 139. The air-breathing engine 139 can comprise a turbine (or jet) engine, a ramjet engine, a turbine-based combined cycle propulsion engine, a turboelectric adaptive engine, a scramjet engine, a hybrid electric-gas turbine engine, or any other air breathing engine that may be readily apparent to one skilled in the art. In various embodiments, a ramjet engine can be utilized in combination with another air-breathing engine (e.g., a turbine (or jet) engine, a hybrid electric-gas turbine engine, and/or a fully electric engine).

[0063] With combined reference now to FIGS. 1 and 8, responsive to generating a boundary layer 191 of air, the propulsion system 130 (or a control system that is in communication with the propulsion system 130) can activate the ramjet engine from the one or more propulsion devices 135 and de-activate the other air-breathing engine from the one or more propulsion devices 135. In this regard, the ramjet engine can be utilized at speeds that its designed for (i.e., its most efficient speeds) and the other air-breathing engines can similarly be used at speeds where its more efficient and be de-activated at speeds where its inefficient. For example, the ramjet engine could be operable at speeds greater than Mach 2 and otherwise de-activated, in accordance with various embodiments.

[0064] Referring back to FIG. 1, although described as utilizing one of the one or more propulsion devices 135 for acceleration and a ramjet or a scramjet from the one or more propulsion devices 135 once a threshold speed is reached, the propulsion system 130 is not limited in this regard. For example, recently, there have been developments in air-breathing engines that are designed to be efficient at subsonic speeds and at supersonic speeds. For example, a turboelectric adaptive engine is currently in development by Astro Mechanica, headquartered in Sebastopol, CA, and a turbine-based combined cycle engine is a jet engine that transitions between a fully electric mode to a hybrid gas-electric mode, then to a ramjet mode. In this regard, in various embodiments, each of the one or more propulsion devices 135 described herein can comprise one of a turboelectric adaptive engine, a turbine-based combined cycle engine, or any other engine that has at least two different operating modes with one of the operating modes only operating at supersonic speeds, in accordance with various embodiments.

[0065] Although described in the previous paragraphs providing propulsion, via the propulsion system 130, that exceed Mach 1, exceed Mach 3, and/or exceed Mach 5, the present disclosure is not limited in this regard. For example, the propulsion system 130 can be configured to generate subsonic speeds and would still be within the scope of this disclosure. For example, in various embodiments, each of the one or more propulsion devices 135 can comprise a gas turbine engine, a hybrid electric-gas turbine engine, an electrically powered jet engine, and/or any other jet engine that may be readily apparent to one skilled in the art. In such a configuration, a max speed for the vessel 100 in a high-speed mode of operation could be subsonic (i.e., less than Mach 1) or low level supersonic (e.g., between Mach 1 and Mach 2), in accordance with various embodiments.

[0066] With combined reference to FIGS. 1 and 2, in various embodiments, the fluid supply system 140 comprises one or more fluid outlets 146 disposed proximate a forward end of the hull 110. In various embodiments, the one or more fluid outlets 146 are configured to be in fluid communication with a fluid source 141 during operation in at least one mode of vessel 100. In various embodiments, the fluid source 141 comprises air from an external environment 198, where the external environment 198 is disposed above a surface of water 196. In various embodiments, the fluid source 141 for generating the drag reducing boundary layer is air and can be received from the external environment 198 (e.g., via a bleed air from one of the one or more propulsion devices 135 or via an inlet in any other structure that extends above the surface of water 196 during operation in a respective high-speed mode). In this regard, at least one of the one or more propulsion devices 135 can further comprise a rotor (e.g., a fan, a propeller, an impeller, a compressor, or the like) configured to route (i.e., pull or divert) air from an external environment through fluid conduit 149, and out the one or more fluid outlets 146 described previously herein. In various embodiments, a rotor can be disposed in the fluid conduit 149 and be configured to pull air from the external environment (e.g., via the external environment directly or via the external environment indirectly through the one or more propulsion devices 135, such as in the form of bleed air, bypass air, or any other potential air source from the one or more propulsion devices 135). In various embodiments, if the rotor is disposed in the fluid conduit 149, the rotor can be a stage in a compressor, a fan, an impeller, or any other rotor that may be readily apparent to one skilled in the art. Accordingly, the vessel 100 can comprise a continuous supply of the fluid source 141 that does not have to be replenished after, or during, a respective cargo shipment utilizing the vessel 100, saving time, money, and/or costs, in accordance with various embodiments.

[0067] In various embodiments, the fluid supply system 140 comprises one or more valves 144. Although described herein as comprising the one or more valves 144, the present disclosure is not limited in this regard. For example, the one or more valves 144 could be eliminated, and an airflow provided to the fluid conduit 149 could be allowed to flow freely, and such a configuration would still be within the scope of this disclosure. In various embodiments, a configuration without the one or more valves 144 would have to overcome a pressure of water that would backflow into the fluid conduit 149 from the one or more fluid outlets 146 when the fluid supply system 140 was not in operation.

[0068] In various embodiments, the one or more valves 144 can include at least one check valve to ensure that air only flows out from the one or more fluid outlets 146 of the fluid supply system 140 and water does not flow past each of the at least one check valve. In various embodiments, the one or more valves 144 can include a flow control valve. In this regard, the flow control valve can regulate a flow of air (e.g., received from the external environment via at least one of the one or more propulsion devices 135). In various embodiments, the one or more valves 144 can include a check valve and a flow control valve. For example, a check valve can be disposed proximate the one or more fluid outlets 146 (e.g., to prevent a backflow of water) relative to any other valves in the one or more valves 144, and a flow control valve can be disposed upstream from the check valve (e.g., to regulate a flow rate of fluid to be output from the one or more fluid outlets 146. In various embodiments, the flow control valve can include a shut-off valve. In various embodiments, the one or more valves 144 can include a check valve, a flow control valve, and a separate and distinct shutoff valve. The present disclosure is not limited in this regard.

[0069] In various embodiments, the one or more fluid outlets 146 can be disposed on an axial surface (i.e., defined by a plane substantially normal to a longitudinal direction of the vessel 100). Substantially normal as referred to herein is normal +/10 degrees, in accordance with various embodiments. In various embodiments, the one or more fluid outlets 146 can be aligned substantially tangential to a local point of the external surface 112 adjacent to the fluid outlets 146. Substantially tangential as referred to herein, is tangential +/10 degrees. However, the present disclosure is not limited in this regard, and any angle of the fluid outlets 146 relative to a local point of the external surface 112 adjacent to the fluid outlets 146 would be within the scope of this disclosure.

[0070] In various embodiments, as described further herein, the fluid supply system 140 can include a second fluid source (e.g., a plurality of pressure vessels). In various embodiments, the secondary fluid source could be an auxiliary fluid source (e.g., to be used when extra air, or an increased flow rate is desired), or the second fluid source can be utilized as a primary fluid source and the fluid source 141 could be used for refilling the second fluid source (e.g., re-fill a first set of pressure vessels while another set of pressure vessels is in use, or re-fill the pressure vessels simultaneously with utilizing the fluid source 141 as the primary fluid source). In various embodiments, the secondary fluid source could provide a fluid other than air (e.g., a low-density liquid or gas). In various embodiments, the secondary fluid source could comprise a liquid configured to reduce a surface friction of the external surface 112 of the main body 118 of the hull 110. In this regard, with brief reference to FIG. 2, the liquid could be released from the one or more fluid outlets 146 prior utilizing air from the external environment 198 above the surface of water 196 to reduce a coefficient of friction of the external surface 112 of the main body 118 of the hull 110.

[0071] Referring back to FIG. 1, in various embodiments, the vessel 100 can be configured to refill a first set of pressure vessels in the plurality of pressure vessels, while the vessel 100 simultaneously operates in a high-speed mode by releasing air from a second set of vessels in the plurality of pressure vessels. In such a configuration, control of the fluid that is released may be better controlled relative to a system where the fluid is fed from the external environment to the one or more fluid outlets 146. Additionally, such a configuration could provide better control of the air that is released from the one or more fluid outlets 146 during acceleration of the vessel or in transitional modes of operation. However, embodiments that exclude the second fluid source entirely could (1) be less complex, (2) be less expensive to manufacture, (3) have fewer parts resulting in quicker assembly, and/or (4) be simpler to operate, in accordance with various embodiments.

[0072] In various embodiments, with combined reference to FIGS. 1 and 8, at least one of the one or more propulsion devices 135 can also be an element of the fluid supply system 140. In this regard, the fluid supply system 140 can comprise a rotor of one of the one or more propulsion devices 135 (e.g., a gas turbine engine, a hybrid electric-gas turbine engine, an electrically powered jet engine, a turboelectric adaptive engine, a turbine-based combined cycle engine, or any other air-breathing propulsion device that may be readily apparent to one skilled in the art). The fluid supply system 140 further comprises the fluid conduit 149. The fluid conduit 149 is configured to fluidly couple the external environment 198 to the one or more fluid outlets 146 described previously herein.

[0073] The rotor in the one of the one or more propulsion devices 135 can be configured to pull air from the external environment 198 into the fluid conduit 149, in accordance with various embodiments. In various embodiments, a rotor can be disposed in the fluid conduit 149 and configured to pull air from the external environment (e.g., bypass air traversing through the one or more propulsion devices 135 or air directly from the external environment, such as air traveling along a structure of the vessel 100). In various embodiments, the one of the one or more propulsion devices 135 can be configured to bleed air (e.g., extract and/or route air from a bypass air stream or a compressor of the one of the one or more propulsion devices 135) into the fluid conduit 149 as described further herein.

[0074] In various embodiments, the fluid conduit 149 is configured to route the air directly to the one or more fluid outlets 146 to generate a boundary layer 191 of air along the external surface 112 of the main body 118 of the hull 110 as described previously herein. Stated another way, the fluid conduit 149 can route the air to the one or more fluid outlets 146 without filling a pressure vessel prior to releasing the fluid, in accordance with various embodiments. In various embodiments, the fluid conduit 149 is configured to route the air to a set of pressure vessels that are being re-filled. In various embodiments, the set of pressure vessels are later utilized to release the air that it was filled with out the one or more fluid outlets 146 to generate the boundary layer 191 of air along the external surface 112 of the main body 118 of the hull 110.

[0075] In various embodiments, the rotor of the one or more propulsion devices 135 can be coupled to a nacelle 136 of the one or more propulsion devices 135. The nacelle 136 can protect the rotor from the external environment 198 above the surface of water 196. In various embodiments, the nacelle 136 is coupled to the structure 120 (e.g., aerodynamic structure 122, such as a wing, an airfoil, or the like). In various embodiments, the fluid conduit 149 is routed through structure 120 (e.g., the aerodynamic structure 122 and/or the support structure 124) and the hull 110 to the one or more fluid outlets 146. In various embodiments, the fluid conduit 149 is routed from one of: (1) an inlet disposed proximate an outer end 129 (e.g., a tip) of the support structure 124 of the structure 120; (2) an inlet disposed in the one or more propulsion devices 135 (e.g., configured to receive a bleed air or a bypass air from a turbine-based engine), or (3) an inlet disposed anywhere above a surface of water 196 with access (directly or indirectly) to the external environment 198 during operation as described further herein. In various embodiments, the nacelle 136 comprises an inlet 137 aligned in the direction of travel for the vessel 100 (i.e., substantially parallel to a longitudinal axis A-A of the hull 110). However, the present disclosure is not limited in this regard. For example, the inlet 137 of the nacelle 136 could be angled relative to a longitudinal axis A-A of hull 110 and still be within the scope of this disclosure.

[0076] Although the rotor is described as disposed in the nacelle 136 (e.g., as a component of one of the one or more propulsion devices 135), the present disclosure is not limited in this regard. For example, the rotor could be an element of the fluid supply system 140 only and not an element of the one or more propulsion devices 135. For example, the rotor could be disposed in one of the fluid conduit 149 routed through the structure 120 and still be within the scope of this disclosure. Although the rotor is described as aligned in the direction of travel, the present disclosure is not limited in this regard. For example, one of the fluid conduit 149 could extend to the outer end 129 of the structure 120 and define an opening at the outer end. In this regard, the rotor could be disposed in the one of the fluid conduit 149 and configured to pull air from a boundary layer of air over the outer end 129 (e.g., the tip) of the support structure 124 while operating in the high-speed mode.

[0077] In various embodiments, the structure 120 comprises one or more wings. For example, the structure 120 comprises an aerodynamic structure 122, which can be a wing (e.g., having one or more airfoils, such as a main airfoil, one or more ailerons and/or one or more flaps). Similarly, the structure 120 comprises a support structure 124, which can be one or more wings 125 (e.g., having one or more airfoils, such as a main airfoil 126 and secondary airfoil 127 pivotably coupled to the main airfoil). However, the support structure 120 is not limited to being a wing. For example, the structure 120 could comprise a rod, a beam, a strut, or any other support structure that may be readily apparent to one skilled in the art, as described further herein.

[0078] In various embodiments, the one or more airfoils of the structure 120 can be configured to limit a pressure drag on vessel 100 in an equivalent manner to the cavitator 114 as described previously herein. In various embodiments, the structure 120 is configured to extend at least partially above a surface of water 196 during operation of vessel 100, as described further herein. In various embodiments, the structure 120 can at least partially extend above the surface of water 196 while operating with propulsion system 130.

[0079] In various embodiments, the support structure 124 extends from root 123 at least partially defining an interface with the hull 110 to the outer end 129 (e.g., a tip of an airfoil or an outer end of a rod or beam). Although illustrated as having root 123 at least partially interfacing with the main body 118 of the hull 110, the present disclosure is not limited in this regard. For example, some or all of the root 123 can extend from a portion of the cavitator 114 and still be within the scope of this disclosure. In various embodiments, air from the external environment 198 can be routed from aft of cavitator 114, into the hull 110, forward into the cavitator 114, and out the one more fluid outlets 146. Although illustrated as being routed from aft of the cavitator 114 forward to the cavitator 114, the present disclosure is not limited in this regard., Accordingly, a shape of the cavitator 114 can maintain a uniform annular shape, which could improve the hydrodynamics of the cavitator 114, in accordance with various embodiments.

[0080] In various embodiments, each of the one or more wings 125 extends axially (in a direction of the longitudinal axis A-A of the hull 110) from a leading edge to a trailing edge. The chord length of each of the one or more airfoils can be substantially equal along a span of the airfoil or tapered along the span of the airfoil. The present disclosure is not limited in this regard. In various embodiments, by tapering an airfoil of the support structure 124, the root 123 may be stronger relative to an airfoil that includes a substantially equal chord length along its span. In various embodiments, the structure 120 could extend forward, aft, or directly radially outward from the hull 110. The present disclosure is not limited in this regard.

[0081] In various embodiments, vessel 100 can further comprise stabilization system 150. In this regard, the stabilization system 150 can be configured to stabilize the vessel 100 during operation of the vessel 100. For example, the stabilization system 150 is configured to stabilize a buoyancy of the vessel 100, a roll of the vessel 100, a pitch of the vessel 100, and a yaw of the vessel 100 as described further herein.

[0082] In various embodiments, the stabilization system 150 comprises a ballast system 170. In various embodiments, the ballast system 170 can be in accordance with ballast systems known in the underwater vessels arts. In various embodiments, the ballast system 170 can include one or more main ballast tanks and/or free flood spaces. The one or more ballast tanks can include a ballast tank 166 in a forward portion of the hull 110 and a ballast tank 168 in an aft portion of the hull 110. However, the present disclosure is not limited in this regard. For example, the one or more ballast tanks of a ballast system 170 can be provided in any configuration known in the underwater vessel arts and be within the scope of this disclosure.

[0083] In various embodiments, the ballast system 170 (e.g., the main ballast tanks and the free flood spaces) is configured to be flooded with surrounding sea water to transition the vessel 100 from a surfaced configuration to a submerged configuration while the pressure hull 117 remains at or around atmospheric pressure and withstands the increased pressure. Similarly, ballast system 170 is configured to discharge sea water disposed in the ballast system 170 to transition the vessel 100 back from the submerged configuration to the surfaced configuration. A submerged configuration as described herein refers to the hull 110 being fully below the surface of the sea water (i.e., fully submerged). A surface configuration as described herein refers to hull 110 the vessel 100 being at least partially above the surface of the sea water (e.g., at least 10%, or at least 20%, or at least 25% of surface area for the external surface 112 of the main body 118 of the hull 110). In various embodiments, pressure hull 117 is disposed within hull 110. A pressure hull as referred to herein is an airtight shell that surrounds an interior of vessel 100. In this regard, pressure hull 117 is at atmospheric pressure typically regardless of depth of the vessel 100. In various embodiments, cargo bay 105 is disposed within pressure hull 117. In various embodiments, cargo bay 105 is the pressure hull 117. Stated another way, in various embodiments, an entirety of the pressure hull 117 can comprise the cargo bay 105 or a portion of the pressure hull 117 can comprise the cargo bay 105. The present disclosure is not limited in this regard.

[0084] Although described herein as including a ballast system 170, the present disclosure is not limited in this regard. For example, as will be described further herein, a dynamic control system for the vessel 100 may be adaptable to supply a downward force on the vessel 100 during operation in a manner that is configured to generate neutral buoyancy of the hull 110 at a set depth (e.g., 6 meters below a surface of water, 9 meters below a surface of water, or any other desired depth). In this regard, the ballast system 170 may be eliminated, which can reduce the cost of the vessel 100, reduce a part count of the vessel 100, and/or simplify the vessel 100, in accordance with various embodiments.

[0085] Referring now to FIG. 2, a side view of the vessel 100 from FIG. 1 in a high-speed mode is illustrated, with like numerals depicting like elements, in accordance with various embodiments. As described previously herein, in the high-speed mode, the one or more fluid outlets 146 of the fluid supply system 140 are fluidly coupled to a fluid source 141 (e.g., the external environment 198 directly, or from the external environment 198 indirectly through the one or more propulsion devices 135). In response to the one or more fluid outlets 146 being fluidly coupled to the fluid source 141 and the vessel 100 traveling at a sufficient speed, a boundary layer 191 is formed over the external surface 112 of the main body 118 of the hull 110, which at least partially forms a cavity 192 that at least partially encapsulates the vessel 100. Due to the air from the fluid source 141 that is released from the one or more fluid outlets 146 having orders of magnitude lower density relative to the density of water, a skin friction drag on the vessel can be significantly reduced. Additionally, by having a slender cavitator 114 at a forward end of hull 110, a pressure drag can be minimized on vessel 100.

[0086] In various embodiments, as described further herein, the vessel 100 can achieve a significant reduction in skin friction drag without fully forming a cavity 192 that encapsulates the vessel 100. For example, as the vessel 100 is accelerating, air that is released from the one or more fluid outlets 146 may create a boundary layer that only extends for a portion of the length of the main body 118 of the hull 110 (e.g., the boundary layer could only extend 10% of a length of the hull 110). In such a scenario, to ensure that skin friction drag is reduce along an entire length of the main body 118 of the hull 110, the one or more fluid outlets 146 can further comprise sets of fluid outlets, where each of the sets of fluid outlets are disposed at different longitudinal locations along the longitudinal axis A-A of the hull 110. In this regard, as one boundary layer was beginning to end, a beginning of new boundary layer could be generated, in accordance with various embodiments. In various embodiments, the sets of fluid outlets in the one or more fluid outlets 146 could be operable for an entire duration in a high-speed mode, could be operable only in a transition mode between a slow-speed mode and a high-speed mode, or could be operable continuously (i.e., in all modes of operation). The present disclosure is not limited in this regard.

[0087] Referring now to FIG. 3, a front view of the vessel 100 from FIG. 1 is illustrated with like numerals depicting like elements, in accordance with various embodiments. In various embodiments, the support structure 124 comprises one or more wings 125. Although the support structure 124 is illustrated as comprising two wings (e.g., wing 312 and wing 314), the present disclosure is not limited in this regard. For example, the support structure 124 could comprise a single wing (e.g., extending in a substantially vertical direction from the external surface of the hull 110, such as wing 1224 of support structure 124 from vessel 1100 in FIG. 11) or three or more wings and would still be within the scope of this disclosure. In various embodiments, the aerodynamic structure 122 comprises one or more wings 320. In various embodiments, the aerodynamic structure 122 comprises comprise a wing 322, a wing 324, and a wing 326. Although wing 322, wing 324, and wing 326 are illustrated as separate wings, the present disclosure is not limited in this regard. For example, a single wing (e.g., one of the one or more wings 320) could extend from a first lateral end through the wing 314 and the wing 312 to a second lateral end and would still be within the scope of this disclosure. Similarly, although illustrated as having wings 324 and wing 326, the present disclosure is not limited in this regard. For example, wing 322 could be the only wing in the one or more wings 320 of the aerodynamic structure 122 and would still be within the scope of this disclosure.

[0088] In various embodiments, the hull 110 (e.g., a main body 118 of the hull 110) comprises a cross-sectional shape defined by the external surface 112 through a cross-sectional plane defined by the longitudinal axis A-A for the hull 110 from FIG. 1 (i.e., a plane where the longitudinal axis A-A is normal to the plane, such as plane X-Y). As illustrated in FIG. 3, the cross-sectional shape of the hull 110 is a substantially ovular shape for a majority of local cross-sections along the longitudinal axis A-A of the vessel 100. In various embodiments, a majority of local cross-sections can comprise greater than 90% of a length of the hull 110, greater than 80% of the hull 110 greater than 70% of the hull 110, or similar. The present disclosure is not limited in this regard. In various embodiments, substantially ovular can be an ovular profile within a tolerance of plus or minus 5%, or plus or minus 4%, or plus or minus 3% of a major axis dimension relative to the ovular profile. In various embodiments, the substantially ovular shape can be circular shape or a non-circular shape, the present disclosure is not limited in this regard.

[0089] In various embodiments, the substantially ovular shape of the hull 110 for the majority of local cross-sections along the longitudinal axis of the hull 110 can be a non-circular ovular shape. In this regard, the hull 110 can have a major axis along in a lateral direction of the vessel 100 (e.g., a X-direction) and a minor axis along a vertical direction of the vessel 100. In this regard, since an operational depth of the hull 110 will not be significant (in contrast to typical hulls in the submarine arts), the hull 110 will not have to handle significant pressures that are associated with significant depths (e.g., depths of 200 meters or greater). Accordingly, an ovular shape can provide sufficient strength for near-surface operation. Further, in accordance with various embodiments, the non-circular ovular shape described herein can facilitate an increase in an amount of cargo that can be carried within the cargo bay 105 from FIG. 1. For example, the minor axis (e.g., in the vertical direction) is limited by a draught of the vessel 100 to dock in certain ports. However, a width of the vessel 100 can be much larger and fit in the same ports. Accordingly, by having the non-circular ovular shape for the vessel 100, the hull 110 can still be sized and configured to dock in a majority of ports and a cargo capacity for the cargo bay can be increased, in accordance with various embodiments.

[0090] In various embodiments, the wing 312 is spaced apart circumferentially from the wing 314. In various embodiments, a circumferential direction is defined by a circumference of the external surface 112 of the hull 110 in an X-Y plane and associated with the components being referenced. For example, a circumferential direction associated with the wing 312 and wing 314 described above is defined by a circumference of the external surface 112 of the hull 110 in an X-Y plane that extends through a midpoint of a root 311 of wing 312 and a midpoint of a root 313 of wing 314. In various embodiments, the wing 312 mirrors the wing 314 about a vertical plane V1 (e.g., a Y-Z plane) that extends through the longitudinal axis A-A (e.g., the Z-axis) of the hull 110 from FIG. 1. In this regard, as described further herein, the wing 312 and the wing 314 can be configured to control a roll of the vessel 100 about the Z-axis during operation of the vessel. The vertical plane V1 is substantially perpendicular to water surface during operation of the vessel 100. Substantially perpendicular as referred to herein is perpendicular +/10 degrees or +/5 degrees. Similarly, substantially vertical, as referred to herein, is vertical +/10 degrees or vertical +/5 degrees. A water surface as referred to herein is a plane defined by a theoretical flat surface of water without waves (e.g., surface of water 196 from FIG. 2), or a plane defined by an average height of water over a set period of time in a local region of water (e.g., surface of water 196 from FIG. 2 over a set surface area of water proximal the vessel 100).

[0091] With combined reference to FIGS. 1 and 3, each of the one or more wings 125 (e.g., wing 312 and wing 314) can comprise a main airfoil 126 and a secondary airfoil 127. In various embodiments, the secondary airfoil 127 can be disposed vertically above the aerodynamic structure 122. However, the present disclosure is not limited in this regard. For example, the secondary airfoil 127 could be disposed vertically above and vertically below the aerodynamic structure 122 or below the aerodynamic structure 122 and would still be within the scope of this disclosure. In various embodiments, by being further from the longitudinal axis A-A of the hull 110, the secondary airfoil 127 can exhibit greater potential control of a roll and/or a lateral stability of the vessel 100 during operation.

[0092] In various embodiments, each of the one or more wings 125 comprises a plane (e.g., plane P1 for wing 312 and plane P2 for wing 314). The plane (e.g., plane P1 for wing 312 and P2 for wing 314) can be defined by a local cord line (e.g., at the root 311 for wing 312 and at the root 313 for wing 314) and a spanwise direction of the wing (e.g., toward tip 319 for wing 312 and toward tip 318 for wing 314). In various embodiments the plane (e.g., plane P1 for wing 312 and plane P2 for wing 314) intersects the longitudinal axis A-A of the hull 110. In this regard, as described further herein, adjusting the wing 312 and/or adjusting the wing 314 can provide roll control and/or roll stability for the vessel 100 during operation, in accordance with various embodiments. Although described as intersecting the longitudinal axis A-A, the one or more wings 125 are not limited in this regard. For example, the one or more wings 125 could have a different orientation and roll stability could be provided in another manner, as disclosed further herein, or the one or more wings 125 could contribute to roll stability but not be the sole source for roll stability of the hull 110, in accordance with various embodiments.

[0093] In various embodiments, the secondary airfoil 127 is pivotably (i.e., hingedly) coupled to the main airfoil 126. In this regard, if a stabilizing force is desirable in a positive lateral direction (i.e., the +X direction), a secondary airfoil 127 of the wing 314 can be pivoted in the X direction. In this regard, air flowing along the wing 314 above the surface of water 196 from FIG. 2 will generate a force in the +X direction. Similarly, if a stabilizing force is desirable in a negative lateral direction (i.e., the X direction), a secondary airfoil 127 of the wing 312 can be pivoted in the +X direction. In this regard, air flowing along the wing 314 above the surface of water 196 from FIG. 2 will generate a force in the X direction.

[0094] In various embodiments, the stabilization system 150 comprises the secondary airfoil 127 of wing 312 and the secondary airfoil 127 of wing 314. In this regard, the secondary airfoil 127 of wing 312 and the secondary airfoil 127 of wing 314 each comprise a control surface. In various embodiments, the secondary airfoil 127 of wing 312 and the secondary airfoil 127 of wing 314 are configured to control (or stabilize) a roll of the vessel 100.

[0095] If a stabilizing force is desirable in a roll direction about the longitudinal axis A-A of the hull 110, the secondary airfoil 127 of the wing 314 can be pivoted in an opposite direction of the secondary airfoil 127 of the wing 312. In this regard. In various embodiments, as described further herein, the vessel 100 can be configured for continuous dynamic stability monitoring (e.g., hydrodynamic and/or aerodynamic stability monitoring) to ensure that the vessel 100 remains dynamically stable during operation. Although described herein as having systems for dynamic stability monitoring, the present disclosure is not limited in this regard. For example, the vessel 100 can be configured to have continuous dynamic stability under all potential operating conditions or potential operating environments and would still be within the scope of this disclosure.

[0096] In various embodiments, the aerodynamic structure 122 can comprise a wing 322 extending from the wing 312 to the wing 314 and spaced apart vertically above the external surface 112 of the hull 110. In various embodiments, each of the one or more propulsion devices 135 of the propulsion system 130 can be coupled to the wing 322. In this regard, the wing 322 and the support structure 124 can structurally support each of the one or more propulsion devices 135. Although illustrated as being coupled on a top side (i.e., vertically above the wing 322) of the wing 322, the present disclosure is not limited in this regard. For example, the one or more propulsion devices 135 could be coupled below the wing 322, or integrated within the wing 322 and would still be within the scope of this disclosure. Similarly, although the one or more propulsion devices 135 are illustrated as being coupled only to wing 322, the present disclosure is not limited in this regard. For example, any of the one or more propulsion devices 135 could be coupled to the support structure 124 (e.g., wing 312 and/or wing 314), or another component of the aerodynamic structure 122 (e.g., wing 324 and/or wing 326), and would still be within the scope of this disclosure. Similarly, although the one or more propulsions devices 135 are illustrated as being only above the surface of water 196 from FIG. 2 during operation of the vessel 100, the present disclosure is not limited in this regard. As described further herein when the one or more propulsion devices 135 includes at least two propulsion devices, one of the propulsion devices can be below the surface of water 196 during operation of the vessel 100, in accordance with various embodiments.

[0097] In various embodiments, the vessel 100 comprises a plurality of propulsion devices 330, the plurality of propulsion devices 330 comprising the one or more propulsion devices 135 (e.g., propulsion device 331, propulsion device 332, propulsion device 333, propulsion device 334, and propulsion device 335). Although illustrated as having five propulsion devices in the plurality of propulsion devices 330, the present disclosure is not limited in this regard. For example, any number of propulsion devices capable of generating a desired thrust for the vessel 100 is within the scope of this disclosure.

[0098] In various embodiments, with combined reference to FIGS. 1 and 3, one of the one or more propulsion devices (e.g., propulsion device 333) is aligned with the vertical plane V1 and the longitudinal axis A-A of the hull 110. Stated another way, a longitudinal axis of the propulsion device 333 and the longitudinal axis A-A of the hull 110 can define a plane that intersects both axis, that plane can be co-planar with the plane V1. In various embodiments, when the one or more propulsion devices 135 comprises only a single propulsion device, the propulsion device 333 should be aligned with the vertical plane V1 as described previously herein. Although the single propulsion device (e.g., propulsion device 333) could be offset from the plane V1, such a configuration would have to utilize control surfaces to counteract a yawing moment generated by the propulsion device, in accordance with various embodiments.

[0099] In various embodiments, when the plurality of propulsion devices 330 comprises an even number of propulsion devices (e.g., two propulsion devices, four propulsion devices, or more), half of the plurality of propulsion devices 330 can be disposed on one lateral side of the vertical plane V1 (e.g., in a +X direction) and a remaining half of the propulsion devices 330 can be disposed on an opposite lateral side of the vertical plane V1 (e.g., in a X direction). In this regard, the plurality of propulsion devices 330 in such a configuration can be configured to generate little to no yawing moment during operation of the vessel 100. Stated another way, when the plurality of propulsion devices 330 comprises two propulsion devices (e.g., only propulsion device 332 and propulsion device 334), each of the propulsion devices can be spaced equally (or substantially equally) from the vertical plane V1 in a lateral direction (i.e., a X-direction for the propulsion device 334 and a X direction for the propulsion device 332).

[0100] In various embodiments, when plurality of propulsion devices 330 comprise an odd number of propulsion devices (e.g., three propulsion devices, five propulsion devices, or more), one propulsion device (e.g., propulsion device 333) can be centered relative to vertical plane P1, half of a remaining plurality of propulsion devices (e.g., propulsion device 334 and/or propulsion device 335) can be disposed on one lateral side of the vertical plane V1 (e.g., in the +X direction) and a remaining half of the remaining plurality of propulsion devices (e.g., propulsion device 331 and/or propulsion device 332) can be disposed on an opposite lateral side of the vertical plane V1 (e.g., in the X direction). In this regard, the plurality of propulsion devices 330 in such a configuration can be configured to generate little to no yawing moment during operation of the vessel 100. Stated another way, the plurality of propulsion devices 330 can be configured to generate a yawing moment of about 0, or between 10 foot-pounds (13.6 Nm) to 10 foot-pounds (13.6 Nm) under nominal theoretical conditions. Nominal theoretical conditions as referred to herein includes no wind and no waves.

[0101] In various embodiments, the plurality of propulsion devices 330 can comprise two or more different types of air-breathing engines. For example, the propulsion device 333 can comprise a turbine-based combined cycle engine or an adaptive turboelectric engine, each of the propulsion device 332 and the propulsion device 334 (or each of the propulsion device 331 and the propulsion device 335) can comprise an air-breathing engine designed and configured for operation below Mach 2 (e.g., a gas-turbine engine, a hybrid gas-electric turbine engine, or a fully electric turbine-based engine), and each of the propulsion device 331 and the propulsion device 335 (or each of the propulsion device 332 and propulsion device 334) can comprise an air-breathing engine configured for supersonic or hypersonic speed (e.g., a ramjet engine or a scramjet engine). In this regard, there can be engines designed and configured for operation in its optimal condition (e.g., a ramjet engine for speeds at Mach 2 or greater and/or a gas-turbine engine, a hybrid electric-gas turbine engine, or a fully electric turbine-based engine for subsonic speeds and/or low supersonic speeds) and/or engines that are designed and configured to operate in different modes for different speed ranges (e.g., the turbine-based combined cycle engine and the adaptive turboelectric engine). Stated another way, the vessel 100 can operate in a low-speed configuration in a littoral zone (e.g., around land, around ports, and/or in slow-speed zones), and the vessel 100 can operate in a high-speed configuration after a desired speed is reached, with certain engines being activated and de-activated based on operating conditions, as described further herein in accordance with various embodiments.

[0102] Referring now to FIG. 4, a top-down view of vessel 100 from FIGS. 1 and 3 is illustrated, in accordance with various embodiments. In various embodiments, the aerodynamic structure 122 is configured for dynamic control. For example, the wing 322 can comprise a main airfoil 412 and a secondary airfoil 414. The secondary airfoil 414 can be pivotably (or hingedly) coupled to the main airfoil 412. In this regard, responsive to the secondary airfoil 414 being pivoted in an upward direction (i.e., the Y-direction), a force can be generated in a downward direction (i.e., theY-direction). Similarly, responsive to the secondary airfoil 414 being pivoted in a downward direction (i.e., the negative Y-direction), a force can be generated in the upward direction (i.e., the positive Y-direction).

[0103] In a configuration where the aerodynamic structure 122 is aligned in the longitudinal direction (i.e., the Z-direction) with the center-of-gravity (CG) of the vessel 100, the aerodynamic structure 122 can be configured to stabilize a buoyancy of the vessel 100 during operation, in accordance with various embodiments. In various embodiments, in a configuration where the aerodynamic structure 122 is offset from in the longitudinal direction (i.e., the Z-direction) with the center-of gravity (CG) of the vessel 100, the aerodynamic structure 122 can be configured to stabilize a pitch of the vessel 100 during operation). In this regard, buoyancy stabilization can be accomplished by other means, such as a ballast system or a second aerodynamic structure, in accordance with various embodiments. In an embodiment where the aerodynamic structure 122 is configured to stabilize the buoyancy of the vessel 100, pitch control may be accomplished by another means, such as a ballast system, a second aerodynamic structure, or a hydrodynamic control structure operably coupled to the cavitator 114.

[0104] In various embodiments, similar to wing 322, each of wing 324 and wing 326 can comprise a main airfoil 422, 432 and a secondary airfoil 424, 434. In various embodiments, the secondary airfoil 424, 434 for each of wing 324 and wing 326 can be pivoted in the same direction as the secondary airfoil 414 of wing 326 to support stabilization in a specific direction. For example, each of secondary airfoil 414, 424, 434 can be pivoted in an upward direction (i.e., a positive Y-direction) to provide a stabilizing buoyancy force (or pitching force) in a downward direction, in accordance with various embodiments. In various embodiments, since the secondary airfoil 424, 434 of each of wing 324 and wing 326 can provide similar stability control as the secondary airfoil 414 of the wing 322, the secondary airfoil 414 from wing 322 can be eliminated in some embodiments. In various embodiments, the secondary airfoil 424, 434 for each of wing 324 and wing 326 can be pivoted in opposite directions to provide stabilization in a rolling direction (i.e., about the Z-axis). For example, the secondary airfoil 424 can be pivoted in an upward direction while the secondary airfoil 434 is pivoted in a downward direction, or vice versa, in accordance with various embodiments.

[0105] In various embodiments, the stabilization system 150 further comprises the secondary airfoil 414. In this regard, the secondary airfoil 414 can comprise a control surface configured to control (or stabilize) the vessel 100 in a vertical direction. Stated another way, the secondary airfoil 414 can compensate for a buoyancy force, in accordance with various embodiments. In various embodiments, control of the secondary airfoil 414 of wing 322 can stabilize a buoyancy of the vessel 100.

[0106] In various embodiments, the stabilization system 150 can further comprise the secondary airfoil 424 of wing 324 and the secondary airfoil 434 of wing 326. In various embodiments, the secondary airfoil 424, 434 can comprise a control surface. In various embodiments, the secondary airfoil 424 of wing 324 and the secondary airfoil 434 of wing 334 can control (or stabilize) at least one of a buoyancy of the vessel 100, a roll of the vessel 100, or a pitch of the vessel 100.

[0107] With combined reference now to FIGS. 3 and 4, in various embodiments, vessel 100 can comprise a steering system 160. The steering system 160 can be configured to facilitate directional control of the vessel 100 in at least one mode of operation.

[0108] In various embodiments, the steering system 160 comprises a control surface 161. In various embodiments, the control surface 161 is a forward surface of the leading-edge body 115 of the cavitator 114. In this regard, in various embodiments, the leading-edge body 115 of the cavitator 114 is moveable relative to the main body 118 of the hull 110. Stated another way, the leading-edge body 115 can be configured to move (e.g., pivotably or hingedly about the y-axis or in a ball and socket manner in the X-Y plane). In this regard, by changing a position of the leading-edge body 115 relative to a free stream fluid, the vessel 100 can be turned (e.g., in a positive X-direction, in a negative X-direction), in accordance with various embodiments. For example, by pivoting the leading-edge body 115 in the positive X-direction, an angle of attack on the positive X-direction side decreases and an angle of attack on the negative X-direction side increases, thereby increasing drag on the negative X-direction side locally at the leading-edge body 115. The increase in drag on the negative X-direction side relative to the positive X-direction side will thereby cause the vessel 100 to turn in the negative X-direction, thereby steering the vessel 100 in the negative X-direction. In a similar manner, the vessel 100 can be steered in the positive X-direction by pivoting the leading-edge body 115 in the negative X-direction. In various embodiments, the steering system 1240 can be further configured to facilitate ascending or descending of the vessel 100. For example, in a similar manner to steering side-to-side, pivoting the leading-edge body 115 in the positive Y-direction would cause the vessel 100 to descend and pivoting the leading-edge body 115 in the negative Y-direction would cause the vessel 100 to ascend.

[0109] In various embodiments, the leading-edge body 115 could be operably coupled to the main body 118 of the hull 110 to facilitate steering via the steering system 160. For example, the leading-edge body 115 could be coupled main body 118 via a hinge joint, via a pivot joint, via a spherical joint, or via any other mechanical joint that may be readily apparent to one skilled in the art. In various embodiments, in such a configuration, the fluid conduit 149 could be routed through the joint, routed adjacent to the joint, or the one or more fluid outlets 146 from FIG. 1 could be disposed in the main body 118 of the hull 110 in close proximity to the cavitator 114 (e.g., within a few meters of the cavitator 114).

[0110] Although described herein as having the forward surface of the leading-edge body 115 as the control surface 161, the present disclosure is not limited in this regard. For example, the leading-edge body 115 could have one or more control surfaces coupled thereto. In this regard, a control surface could be configured to move relative to the leading-edge body 115 to create more drag on one side of the leading-edge body relative to another side of the leading-edge body 115, thereby causing the vessel 100 to turn towards the side with the higher relative drag.

[0111] In various embodiments, with reference now to FIG. 5(a)-(c), the main airfoil 126 of each of the one or more wings 125 can comprise an airfoil 500, the airfoil can comprise a cross-sectional shape in accordance with FIG. 5(a), at least along a portion of a span of the airfoil 500. In this regard, the airfoil 500 can further comprise two or more fluid outlets 526 disposed aft, in a chord direction (i.e., a longitudinal direction of vessel 100), of a maximum chord location 528. In this regard, forward of the two or more fluid outlets 526, the airfoil 500 comprises a cavitator 527 (i.e., a surface 525 configured to be wetted by water during operation in a high-speed mode). In various embodiments, the two or more fluid outlets 526 can be disposed along a portion of a span of the airfoil 500 (e.g., from a first end proximal the root 123 to a second end disposed distal to the root 123 as shown in FIG. 5(b), 5(c)).

[0112] Stated another way, with brief reference to FIGS. 1, 5(a), 5(b), 5(c), and 8, the two or more fluid outlets 526 can be disposed along a span of the airfoil 500 that is configured to be below the surface of water 196 during operation of the vessel 100 in a high-speed mode. For example, a length of the fluid outlet 541 and a length of the fluid outlet 542 of the two or more fluid outlets 526 can be within a tolerance (e.g., +/20%) of a vertical distance between the root 123 of the main airfoil 126 and the surface of water 196 in the high-speed mode of operation. In this regard, air can be released from the two or more fluid outlets 526, reducing a contribution of drag from the airfoil 126, in accordance with various embodiments.

[0113] The fluid outlet 541 can be disposed along a first side surface 531 of the airfoil 500 and the fluid outlet 542 can be disposed along a second side surface 532 of the airfoil 500. Although the fluid outlet 541 and the fluid outlet 542 of the two or more fluid outlets 526 are illustrated as a spanwise extending aperture, the present disclosure is not limited in this regard. For example, each of the fluid outlet 541 and the fluid outlet 542 could be shorter, discrete longitudinal apertures separated by walls, ovular apertures (e.g., circular or non-circular apertures) spaced apart in the spanwise direction, or any other arrangement that may be readily apparent to one skilled in the art. In various embodiments, the two or more fluid outlets 526 are in fluid communication with the external environment 198 via the fluid conduit 149 of the fluid supply system 140 from FIG. 1. In this regard, the one or more fluid outlets 146 can further comprise the two or more fluid outlets 526. In various embodiments, the airfoil 500 is substantially symmetric (i.e., within a nominal symmetric profile by 5 inches (12.7 cm), or by 3 inches (7.6 cm), or by 1 inch (2.54 cm), or by 0.5 inches (1.27 cm), or by 0.25 inches (0.635 cm), or by 0.10 inches (0.254 cm), or the like). In this regard, the airfoil 500 can be configured to generate little to no lateral force on the vessel 100 during operation thereof.

[0114] In various embodiments, with the fluid supply system 140 from FIG. 1 being capable of providing a continuous supply of air, the fluid supply system 140 can be further configured to receive at least a portion of the air directly from the propulsion system 130 (e.g., as bleed air, bypass air, or any other air stream of an air-breathing propulsion device that may be readily apparent to one skilled in the art). In this regard, with brief reference to FIGS. 1 and 2, the air from the external environment 198 can function as a motive fluid for an air-breathing engine (e.g., jet engine 602 from FIG. 6(a), a ramjet engine 604 from FIG. 6(b), or the turbine-based combined cycle propulsion engine 702 from FIG. 7). In various embodiments, in such an embodiment, the propulsion system 130 could potentially be exclusively air-breathing engines of one or more types for the vessel 100. Further, in various embodiments, the propulsion system 130 for the vessel 100 (i.e., the one or more propulsion devices 135) could be disposed entirely above a surface of water 196 during operation of the vessel 100, in accordance with various embodiments.

[0115] With brief reference now to FIGS. 8(a) and 8(b), an aft looking forward cross-sectional view of a portion of the fluid supply system 140 is illustrated, with like numerals depicting like elements, in accordance with various embodiments. As described previously herein, the one or more fluid outlets 146 can be disposed in any arrangement about an axial surface of the cavitator 114. For example, the one or more fluid outlets 146 can include a plurality of apertures disposed circumferentially about a longitudinal axis of the cavitator 114 as shown in FIG. 8(a), one or more arcuate shaped apertures can be disposed circumferentially about the longitudinal axis as shown in FIG. 8(b), a single aperture can be disposed in a spiral pattern about the longitudinal axis, or any other fluid outlet arrangement that may be readily apparent to one skilled in the art. The present disclosure is not limited in this regard and any configuration of the one or more fluid outlets 146 that is capable of generating a boundary layer 191 over at least a portion of the hull 110 as shown in FIG. 2 and described previously herein is within the scope of this disclosure.

[0116] Referring now to FIG. 9, in various embodiments, the stabilization system 150 can further comprise a retractable fin stabilizer 902 coupled to the hull 110 on a first lateral side of the vessel 100 and a retractable fin stabilizer 902 coupled to the hull 110 on a second lateral side of the vessel 100. In various embodiments, the secondary airfoil 127 of the wing 314 and the secondary airfoil 127 of the wing 312 can stabilize a roll of the vessel 100 in a high-speed mode of operation but may have little effect on stabilizing the roll at lower speeds (e.g., due to not being able to generate a sizeable force at lower speeds). In this regard, the retractable fin stabilizer 902 can be extended if the vessel 100 is operating in the first mode of operation (e.g., at lower speeds) and the vessel 100 is operating in rough seas. In various embodiments, the retractable fin stabilizer 902 is retractable so that it can be retracted when operating in a harbor and/or when operating at high speeds. In various embodiments, for higher speed operations, there would be potential that the retractable fin stabilizer 902 extends outside of the boundary layer 191 from FIG. 2. In this regard, the retractable fin stabilizer 902 could generate significant drag in such an embodiment if it weren't stowed. However, although illustrated as being a retractable fin stabilizer 902, the present disclosure is not limited in this regard. For example, a fixed fin stabilizer could be utilized and would still be within the scope of this disclosure. In such a configuration, the fixed fin stabilizer could be designed to be entirely within the boundary layer 191 from FIG. 2 when operating in a high-speed mode of operation. Alternatively, in various embodiments, in a fixed fin stabilizer configuration, the fixed fin could include one or more fluid outlets from the one or more fluid outlets 146 (e.g., as shown in FIG. 2). Accordingly, the fixed fin stabilizer could be configured to generate a drag reducing boundary layer of air, in accordance with various embodiments.

[0117] With continued reference to FIG. 9, in various embodiments, in a deployed configuration, a fin stabilizer 904 of the retractable fin stabilizer 902 is configured to be adjustable about a longitudinal axis B-B. In this regard, fin stabilizer 904 can rotate about the longitudinal axis B-B to adjust an angle of attack of fin stabilizer 904 relative to a free stream of water (or air), in accordance with various embodiments. In various embodiments the retractable fin stabilizer 902 is also configured to transition between a deployed configuration and a retracted configuration. In this regard, the fin stabilizer 904 can be pivotable about a fulcrum 906 disposed within the hull 110. The fin stabilizer 904 can be pivoted about the fulcrum 906 to stow the fin stabilizer 904 within the hull 110 when the fin stabilizer 904 is not needed (e.g., when other forms of roll stabilization may be desirable, such as in a high-speed mode of operation and/or a transitioning mode of operation).

[0118] Referring now to FIG. 10, a schematic view of fluid circuit 1000 of the fluid supply system 140 is illustrated, in accordance with various embodiments. In various embodiments, the fluid circuit 1000 comprises an inlet 1002, the one or more fluid outlets 146, and the fluid conduit 149 coupling the fluid inlet 1002 to the one or more fluid outlets 146. The fluid circuit 1000 comprises the one or more valves 144. In various embodiments, the fluid conduit comprises a common fluid conduit 1001 and two or more branch fluid conduits 1010 (e.g., branch fluid conduit 1011, fluid conduit 1012, fluid conduit 1013, fluid conduit 1014, fluid conduit 1015, and/or fluid conduit 1016). Although illustrated as including two more branch fluid conduits 1010, the present disclosure is not limited in this regard. For example, a single fluid conduit could extend from the inlet 1002 to one of the one or more fluid outlets 146 (e.g., fluid outlet 1051) and would still be within the scope of this disclosure. In this regard, the fluid outlet 1051 would be disposed through the cavitator 114 (or in close proximity to the cavitator 114), in accordance with various embodiments (e.g., as shown in FIGS. 8(a) and 8(b)). In such a configuration, the fluid circuit 1000 would be configured to ensure that when air is released from the fluid outlet 1051, a cavity (e.g., cavity 192 from FIG. 2) nearly entirely encompasses the main body 118 of the hull 110 (e.g., at least 80%, or at least 90%, or at least 95%, or at least 98%, or at least 99% of the surface area of the main body 118 of the hull 110).

[0119] In various embodiments, the one or more fluid outlets 146 comprises a plurality of fluid outlets 1050. The plurality of fluid outlets 1050 can comprise sets of at least one fluid outlet disposed at respective longitudinal locations along the hull 110 of the vessel 100 from FIGS. 1 and 2. For example, a fluid outlet 1051 can be at a first longitudinal location (e.g., 5% of a length L (i.e., 0.05 L) of the vessel 100 from FIG. 1 measured from a forward end of the vessel 100, such as a forward point of the leading-edge body 115). Similarly, the fluid outlet 1052 could be at a second longitudinal location (e.g., 0.15 L), the one or more fluid outlets 1053 (e.g., each of the two or more fluid outlets 526) could be at a third longitudinal location (e.g., 0.25 L), the fluid outlet 1054 could be at a fourth longitudinal location (e.g., 0.35 L), and so on. In various embodiments, each of the plurality of fluid outlets 1050 can be equally spaced in the longitudinal direction or have different spacing between one pair of the plurality of fluid outlets 1050 relative to another pair of the plurality of fluid outlets 1050. The present disclosure is not limited in this regard.

[0120] In various embodiments, each of the two or more branch fluid conduits 1010 connects the common fluid conduit 1001 to a fluid outlet from the one or more fluid outlets 146. For example, the branch fluid conduit 1011 connects the common fluid conduit 1001 to the fluid outlet 1051, which can be disposed at a first longitudinal location of the vessel 100 (e.g., proximal to the cavitator 114 relative to a remaining number of fluid outlets in the one or more fluid outlets 146). Similarly, the branch fluid conduit 1012 connects the common fluid conduit 1001 to the fluid outlet 1052, which can be disposed at a second longitudinal location, the branch fluid conduit 1013 connects the common fluid conduit 1001 to one or more fluid outlets 1053 disposed at a third longitudinal location (e.g., the two or more fluid outlets 541, 542 disposed through the structure 120 from FIGS. 1 and 2), and so on. In this regard, each longitudinal location of the vessel 100 that has at least one fluid outlet in the one or more fluid outlets 146 can comprise a branch fluid conduit associated with that longitudinal location.

[0121] Although illustrated as having a single inlet (e.g., inlet 1002), the present disclosure is not limited in this regard. For example, the fluid circuit 1000 can comprise separate inlets, each of which corresponds to a respective air-breathing engine in the one or more propulsion devices 135 of vessel 100 from FIGS. 1 and 2. In various embodiments, the inlet 1002 is a common inlet for bleed air supplied from each air-breathing engine in the one or more propulsion devices 135 from FIG. 1. In various embodiments, when there are multiple structures that directly couple to the hull 110 (e.g., wing 312 and wing 314 of structure 120 from FIG. 3 and wing 1220 of structure 1120 of vessel 1100 from FIG. 11 as described further herein), there can be separate common inlets where there is one inlet associated with each structure. In such a configuration, there could be a separate flow circuits (e.g., one associated with the common inlet and fluid circuit disposed through each respective structure). In this regard, in such a configuration each fluid circuit could be in accordance with fluid circuit 1000 and each fluid circuit could have different independent fluid outlets based on proximity to the fluid outlets. Stated another way, the fluid circuit associated with the structure 120 could output air through a set of forward fluid outlets in the one or more fluid outlets 146 (e.g., fluid outlets 1051, 1052, 1053, 1054) and the fluid circuit associated with the structure 1120 could output air through a set of aft fluid outlets in the one or more fluid outlets 146 (e.g., fluid outlets 1055, 1056, 1057), in accordance with various embodiments. Similarly, with brief reference to FIG. 3, a fluid circuit 1000 associated with the wing 312 could output air through a set of fluid outlets on a first lateral side of the vessel 100 (e.g., a negative X-direction side) and a fluid circuit 1000 associated with the wing 314 could output air through a set of fluid outlets on a second lateral side of the vessel 100.

[0122] In various embodiments, the one or more valves 144 in the fluid circuit 1000 comprises a check valve 1041 disposed proximate the inlet 1002, a pressure relief valve 1042, a flow control valve 1044, and a check valve 1061 disposed proximate a fluid outlet (e.g., fluid outlet 1051), each of the one or more valves 144 disposed along the fluid conduit 149. For example, the pressure relief valve 1042 and the flow control valve 1044 can each be disposed along the common fluid conduit 1001. In various embodiments, the check valve 1061 is disposed downstream from both the pressure relief valve 1042 and the flow control valve 1044. In various embodiments, the check valve 1061 is disposed fluidly adjacent to one of the one or more fluid outlets (e.g., fluid outlet 1051). Fluidly adjacent as referred to herein means immediately next to fluidly without any other fluid control component therebetween (e.g., any other valve, regulation device, or sensor), in accordance with various embodiments.

[0123] In various embodiments, thee check valve 1041 is disposed proximate the inlet 1041. In this regard, the check valve 1041 can prevent a backflow to the one or more propulsion devices 135 that are configured to supply the air to the fluid circuit 1000 through the inlet 1002.

[0124] In various embodiments, the pressure relief valve 1042 is disposed upstream from the flow control valve 1044. However, the present disclosure is not limited in this regard. For example, the pressure relief valve 1042 could be disposed downstream from flow control valve 1044 (e.g., to protect downstream components from excessive pressure from an unexpected pressure surge), in accordance with various embodiments.

[0125] The pressure relief valve 1042 is configured to release pressure from the fluid circuit 1000 in the event of over pressurization. In various embodiments, the pressure relief valve 1042 is an adjustable pressure relief valve. However, although illustrated as being adjustable, the pressure relief valve 1042 is not limited in this regard. For example, the pressure relief valve 1042 could be a fixed pressure relief valve and would still be within the scope of this disclosure. In various embodiments, the pressure relief valve 1042 can be adjusted in response to receiving an electrical signal. In this regard, the pressure relief valve 1042 can be adjusted via an electro-mechanical actuator. Accordingly, a controller (e.g., controller 2001 as described further herein) can adjust the pressure relief valve 1042 to modify a threshold pressure based on operational conditions during operation of the vessel 100 from FIG. 1, in accordance with various embodiments.

[0126] In various embodiments, the flow control valve 1044 is a pressure and temperature compensated adjustable flow control valve with check valve bypass. However, the present disclosure is not limited in this regard. For example, the flow control valve 1044 could be a fixed control valve, an adjustable control valve, or an pressure compensated adjustable control valve and would still be within the scope of this disclosure. In various embodiments, by compensating for pressure and temperature, the flow control valve 1044 can ensure a constant flow rate output to the one or more fluid outlets 146. In this regard, the flow rate output from the one or more fluid outlets 146 can be consistent regardless of operational speed, in accordance with various embodiments. In various embodiments, by having the check valve bypass in the flow control valve 1044, any overpressure that is generated in the fluid circuit 1000 that is downstream from the flow control valve 1044 can escape through the bypass check valve and out a pressure relief valve 1042, in accordance with various embodiments.

[0127] In various embodiments, the flow control valve 1044 is adjustable in a similar manner to the pressure relief valve 1042. In this regard, the flow control valve 1044 can comprise an electro-mechanical actuator configured to adjust the flow control valve (e.g., configured to adjust an orifice size of the flow control valve 1044). For example, the flow control valve 1044 can be adjusted in response to receiving an electrical signal. In this regard, an orifice of the flow control valve 1044 can be adjusted via the electro-mechanical actuator. A controller (e.g., controller 2001 as described further herein) can adjust the orifice of the flow control valve 1044 to modify an output flow rate to the one or more fluid outlets 146 based on operational conditions during operation of the vessel 100 from FIG. 1, in accordance with various embodiments.

[0128] In various embodiments, the one or more valves 144 further comprise a shutoff valve 146. In this regard, when the vessel 100 is operating in a mode of operation where the fluid supply system 140 is not active (e.g., a low-speed mode of operation and/or a surfaced operational configuration), the shutoff valve can be transitioned from an open state to a closed state. In this regard, the one or more propulsion devices 135 from FIG. 1 that supply bleed air to the fluid inlet 1041 during a high-speed mode of operation can utilize the bleed air elsewhere (e.g., re-route the bleed air), operate without bleeding the air that would otherwise be bleed through the fluid inlet 1002, or operate in any other configuration that may be readily apparent to one skilled in the art.

[0129] The check valve 1061 is configured to prevent a backflow of water from below the surface of water 196 from FIG. 2 during operation of the vessel 100. In various embodiments, the check valve 1061 can be disposed in close proximity (e.g., within one meter, with two meters, within 5 meters) an associated fluid outlet in the one or more fluid outlets 146 (e.g., fluid outlet 1051 for check valve 1061).

[0130] In various embodiments, the check valve 1061 comprises a pilot to close check valve. In this regard, responsive to no pilot signal, the check valve 1061 is configured to allow free flow from upstream of the check valve 1061, through the check valve 1061, and out the fluid outlet 1051. In contrast, responsive to a pilot signal, both directions through the check valve 1061 can be closed. Although illustrated as having a pilot to close check valve, the present disclosure is not limited in this regard. For example, the check valve 1061 could be a check valve without any pilot ports and would still be within the scope of this disclosure. Similarly, although described as being closed by a pilot signal (e.g., pilot pressure), this is not meant to be limiting to pressure. For example, the pilot signal as referred to herein could be an electrical signal sent to an electric actuator, that thereby causes the check valve 1061 to be closed in both directions. In various embodiments, instead of a pilot to close check valve, the fluid circuit could comprise an isolation valve disposed adjacent and upstream from the check valve 1061 (without a pilot to close line) and would still be within the scope of this disclosure. In various embodiments, for a configuration where there is only a fluid outlet at one longitudinal location (e.g., where the fluid outlet 1051 is the only fluid outlet), the check valve 1061 can be without a pilot line and without an isolation valve. In this regard, if there is only one longitudinal location where fluid is released, control of release of that fluid can be performed solely by the check valve 1061, in accordance with various embodiments.

[0131] In various embodiments, when there are two or more branches fluid conduit 1010, each of which corresponds to a respective fluid outlet, each of the two or more fluid conduit branches 1010 can also correspond to a check valve disposed along the respective branch. For example, a check valve 1062 can be disposed along the fluid conduit branch 1012 and be associated with the fluid outlet 1052. Similarly, a check valve 1063 can be disposed along the fluid conduit branch 1013 and be associated with the two or more fluid outlets 526. In various embodiments, the two or more fluid outlets 526 can have a single check valve or one check valve for each fluid outlet. The present disclosure is not limited in this regard. Similarly, although illustrated as having a check valve associated with each fluid branch and with each fluid outlet, the present disclosure is not limited in this regard. For example, a single check valve disposed along the common fluid conduit 1001 could be used and would still be within the scope of this disclosure.

[0132] In various embodiments, by having a check valve (e.g., check valve 1061, 1062, 1063, 1064, 1065, 1066, 1067) associated with each respective fluid conduit branch (e.g., branch fluid conduit 1011, 1012, 1013, 1014, 1015, 1016, 1017), a backflow can be prevented locally to each respective fluid outlet location on the vessel 100 from FIGS. 1 and 8. Similarly, by having either a pilot to close check valve for each respective check valve or an isolation valve disposed upstream therefrom, the release of air from each longitudinal location can be more tightly controlled. In this regard, at certain times it may be desirable to only release air from a set of fluid outlets in the one or more fluid outlets 146. For example, at a beginning of transitioning from a first mode of operation to a second mode of operation, it may be desirable to release air from all of the one or more fluid outlets 146 (e.g., fluid outlet 1051, 1052, 1053, 1054, 1055, 1056, 1057). Then, as speed increases, it may be desirable to limit the number of fluid outlets releasing air (e.g., deactivate fluid outlet 1052, fluid outlet 1054 and fluid outlet 1056). Then, once the second mode of operation (e.g., a high-speed mode of operation) is reached, it may be desirable to only operate through a single longitudinal location (e.g., fluid outlet 1051), or two longitudinal locations (e.g., fluid outlet 1051 and the two or more fluid outlets 526). In various embodiments, this control be achieved passively (e.g., by designing the fluid circuit 1000 to adjust automatically based on the change in operational parameters of the vessel 100 from FIGS. 1 and 8, or actively (e.g., responsive to a controller receiving sensor data, making a determination based on the sensor data, and closing one or more check valves via an electrical signal based on the determination), in accordance with various embodiments. The present disclosure is not limited in this regard.

[0133] Although illustrated with a single flow control valve 1044 for the fluid circuit 1000, the fluid circuit 1000 is not limited in this regard. For example, each of the two or more branches 1010 can comprise a flow control valve 1044 and would still be within the scope of this disclosure. In this regard, in such a configuration, a flow rate of output from a respective branch could be controlled by the flow control valve 1044 for each respective branch, as opposed to controlling a flow rate at the common fluid conduit 1001, in accordance with various embodiments.

[0134] In various embodiments, the flow circuit 1000 is meant to provide a non-limiting example of a potential flow circuit arrangement for achieving a boundary layer 191 as shown in FIG. 2 over the main body 118 of the hull 110 of the vessel 100. Stated another way, one skilled in the art may recognize numerous other potential arrangements for the one or more valves 144, use of different valves to achieve similar functions, or the like, and such configurations would still be within the scope of this disclosure.

[0135] Referring now to FIGS. 11, 12, and 13, a side-view (FIG. 11), a front view (FIG. 12), and a top-down view (FIG. 13) of a vessel 1100, with like numerals depicting like elements, is illustrated in accordance with various embodiments. In various embodiments, the vessel 1100 is in accordance with vessel 100, unless otherwise stated herein. Vessel 100 can further comprise a structure 1120 spaced apart longitudinally (i.e., in the Z-direction) from structure 120. Similar to structure 120, the structure 1120 can comprise a support structure 1124 and an aerodynamic structure 1122. In various embodiments, the support structure 1124 can comprise a wing, a beam, a rod, or any other support structure that may be readily apparent to one skilled in the art. In this regard, support structure 1124 can also be an aerodynamic structure (e.g., a wing). However, the present disclosure is not limited in this regard, and any non-aerodynamic structures, such as beams, rods, or any other structure that is configured to couple the hull 110 to the aerodynamic structure 1122 is within the scope of this disclosure. In various embodiments, the support structure 1124 can comprise any structural member (e.g., a beam, a column, a rod, a plate, a truss, or any combination thereof) that directly couples the hull 110 to the aerodynamic structure 1122, and the aerodynamic structure 1122 can include both vertical and horizontal wings (e.g., for yaw control/stabilization, pitch control/stabilization, and/or buoyancy control/stabilization). The present disclosure is not limited in this regard.

[0136] In various embodiments, the support structure 1124 comprises a wing 1220. In various embodiments, the wing 1220 extends from a root 1223 at the hull 110 to a tip 1229. In various embodiments, the wing 1220 is substantially centered relative to plane V1. In various embodiments, the wing 1220 comprises a main airfoil 1222 and a secondary airfoil 1224. In this regard, the wing 1220 can be configured to control (or stabilize) a yawing moment of the vessel 100. For example, the secondary airfoil 1224 can be pivoted in a positive lateral direction (i.e., the positive X-direction) to generate a force in the negative lateral direction (i.e., the negative X-direction) and vice versa.

[0137] In various embodiments, the steering system 160 comprises the secondary airfoil 1224. In this regard, the secondary airfoil 1224 can be a sole control surface for the steering system 160 or a second control surface for the steering system 160 (e.g., in addition to a forward surface of the leading-edge body 115 of the cavitator or a separate control surface operably coupled to the leading-edge body 115). The present disclosure is not limited in this regard.

[0138] In various embodiments, the aerodynamic structure 1122 comprises one or more wings 1230. In various embodiments, the one or more wings 1230 has a span in the lateral direction (i.e., the X-direction) and a chord in the longitudinal direction (i.e., the z-direction). In various embodiments, the one or more wings 1230 can be a single wing extending through the support structure 1124 or two wings each extending outward laterally from the support structure 1124. The present disclosure is not limited in this regard. In various embodiments, the one or more wings 1230 is offset vertically (i.e., in the Y-direction) from the one or more wings 320 of the aerodynamic structure 122. By being offset from the one or more wings 320, the one or more wings 1230 can be configured to see relatively clean air during operation of the vessel 1100. Stated another way, if the one or more wings 1230 was not offset vertically from the one or more wings 320, then the one or more wings 1230 could be exposed to downwash and/or wing tip vortices from the one or more wings 320 during operation of the vessel 1100. In various embodiments, by offsetting the one or more wings 1230 from the one or more wings 320, any instability from these perturbances may be reduced or minimized. However, although described as being offset vertically, the present disclosure is not limited in this regard. For example, a longitudinal distance between the one or more wings 320 and the one or more wings 1230 (e.g., as measured from leading edge to leading edge) can be selected to minimize the impact of potential downstream perturbances from the one or more wings 320. Similarly, the one or more wings 320 can be sized and/or configured to minimize downstream perturbances and/or the one or more wings 1230 can be sized and configured to be unaffected by any perturbances generated from the one or more wings 320 during operation of the vessel 1100, in accordance with various embodiments.

[0139] In various embodiments, the one or more wings 1230 comprises a wing 1232 and a wing 1234. The wing 1232 extends laterally from the support structure 1124 in a first direction (i.e., the +X-direction) and the second wing 1234 extends laterally from the support structure 1124 in an opposite direction (i.e., theX-direction). Although described as a wing 1232 and a wing 1234, this is not meant to be limiting. Stated another way, the wing 1232 and the second wing 1234 can be a single wing that extends through the support structure 1124 and that would still fall within the definition of the wing 1232 and the wing 1234 described herein, in accordance with various embodiments.

[0140] In various embodiments, each of the wing 1232 and the second wing 1234 can comprise a main airfoil 1342, 1352 and a secondary airfoil 1344, 1354. In this regard, the one or more wings 1230 can be configured to control and/or stabilize pitch during operation of the vessel 1100, in accordance with various embodiments. For example, both the secondary airfoil 1344 and the secondary airfoil 1354 can be pivoted upward (i.e., in the positive Y-direction) to generate a downward force, causing the vessel 1100 to pivot in an upward direction. Similarly, the secondary airfoil 1344 and the secondary airfoil 1354 can be pivoted in a downward direction (i.e., in the negative Y-direction) to generate an upward force, causing the vessel 1100 to pivot in a downward direction.

[0141] In various embodiments, a center-of-gravity (CG) of vessel 1100 can be disposed longitudinally between the aerodynamic structure 122 and the aerodynamic structure 1122. In this regard, the secondary airfoil 1014 of the wing 322 (and/or the secondary airfoils and the secondary airfoil 1024, 1034 of each of wings 324 and wing 326) can be controlled in combination with the secondary airfoil 1344 of wing 1232 and the secondary airfoil 1354 of wing 1234 and wing 1232 to control (and/or stabilize) buoyancy of the vessel 1100. For example, to generate a downward force (i.e., a buoyancy force in the negative Y-direction) on the vessel 1100 in such a configuration, each of the secondary airfoils (e.g., secondary airfoils 1014, 1024, 1034, 1344, 1354) could be pivoted in an upward (i.e., positive Y-direction), causing the vessel 1100 to descend (or stabilize) in the vertical direction. Similarly, to generate an upward force (i.e., a buoyancy force in the positive Y-direction) on the vessel 1100 in such a configuration, each of the secondary airfoils (e.g., secondary airfoils 1014, 1024, 1034, 1344, 1354) could be pivoted in a downward (i.e., negative Y-direction), causing the vessel 100 to rise (or stabilize) in the vertical direction. However, the present disclosure is not limited in this regard. For example, the center-of-gravity (CG) of vessel 1100 could be disposed longitudinally over the one or more wings 320 of the aerodynamic structure 122. In this regard, the one or more wings 320 could control and/or stabilize a buoyancy force of vessel 1100 independently of the one or more wings 1230 of the aerodynamic structure 1124, in accordance with various embodiments.

[0142] In various embodiments, the stabilization system 150 further comprises the secondary airfoil 1344 of wing 1232 and the secondary airfoil 1354 of wing 1234. In this regard, the secondary airfoil 1344, 1354 can comprise a control surface. In various embodiments, the secondary airfoil 1344 of wing 1232 and the secondary airfoil 1354 of wing 1234 are configured to operate together to control a pitch of the vessel 100. In various embodiments, the secondary airfoil 1344 of wing 1232, the secondary airfoil 1354 of wing 1234, and the secondary airfoil 1014 of wing 322 are configured to operate together to stabilize a buoyancy of the vessel 100. In various embodiments, the secondary airfoil 1024 of the wing 324 and the secondary airfoil 1034 of the wing 326 can also be used to help stabilize a buoyancy of the vessel 100.

[0143] In various embodiments, the plurality of propulsion devices 330 can further comprise a propulsion device 336, propulsion device 337, propulsion device 338, and/or propulsion device 339 coupled to the one or more wings 1230 of the aerodynamic structure 1122. Yet, the structure 1120 can be exclusively for dynamic control, without any propulsion devices, and would still be within the scope of this disclosure. In various embodiments, the propulsion device 336 and the propulsion device 337 can be any propulsion device that was previously described herein (e.g., one of the one or more air-breathing engines 139). Although illustrated as having four propulsion devices coupled to the structure 1120, the present disclosure is not limited in this regard. For example, any number of propulsion devices could be coupled to the structure 1120 and would be within the scope of this disclosure. Similarly, although illustrated as being coupled to a top surface of the one or more wings 1230, the present disclosure is not limited in this regard. For example, the propulsion device 336, the propulsion device 337, the propulsion device 338, and/or the propulsion device 339 could each be coupled to a bottom surface of the one or more wings 1230 or a set could be coupled to the bottom surface and another set coupled to the top surface, and would still be within the scope of this disclosure.

[0144] With combined reference to FIGS. 1, 3-4, and 11-14, although the vessel 100 is illustrated as having wing 312 and wing 314 as components of the structure 120 that directly couple to the hull 110, the present disclosure is not limited in this regard. For example, the vessel 100 could include a single wing for the structure 120 of vessel 100 (e.g., in accordance with the structure 1120 of vessel 1100) and would still be within the scope of this disclosure. In various embodiments, the longitudinal locations of the structure 120 and the structure 1120 as illustrated are not meant to be limiting in any manner. The longitudinal locations of the structure 120 and/or the structure 1120 will be design considerations that may be readily apparent to one skilled in the art based on desired control functions of each respective structure.

[0145] With brief reference now to FIG. 2, in various embodiments, each of the one or more propulsion devices 135 in the propulsion system 130 of the vessel 100 are disposed entirely above the surface of water 196 during all modes of operation (e.g., a high-speed mode of operation, a low-speed mode of operation, and a transitional mode of operation). In this regard, by having all propulsion devices disposed above the surface of water 196 for all modes of operation, the hull 110 can be optimized for minimizing a drag and the hull 110 can be sized and configured almost exclusively for optimizing the size of the cargo bay 105 as shown in FIG. 1. For example, for submarines, the propulsion system (e.g., a jet propulsor, a propeller, or any other propulsion system known in the submarine arts) can take up a substantial amount of space in the hull, whereas the vessel 100 can utilize that space that would otherwise have a propulsion system for additional cargo space, in accordance with various embodiments.

[0146] Although vessel 100 described previously herein included a propulsion system 130 that comprises the one or more propulsion devices 135 that are disposed above a surface of water 196 during all modes of operation, the present disclosure is not limited in this regard. For example, with reference now to FIGS. 14 and 15, a side view (FIG. 14) and an aft looking forward view (FIG. 15) of a vessel 1400, with a propulsion system 130 that includes at least one of the one of the one or more propulsion devices 135 configured to be disposed above the surface of water 196 during all modes of operation and at least one of the one or more propulsion devices 135 (e.g., one or more propulsion devices 1435) configured to be disposed below the surface of water during at least one mode of operation (e.g., a low-speed mode, a transitioning mode, and a high-speed mode), is illustrated with like numerals depicting like elements, in accordance with various embodiments. In various embodiments, the plurality of propulsion devices 330 comprise an operational configuration that comprises at least one propulsion device disposed above the surface of water (e.g., only propulsion device 333 from FIG. 3, propulsion devices 332, 333, 334 from FIG. 3, propulsion devices 331, 332, 333, 334, 335 from FIG. 3, propulsion devices 331, 332, 333, 334, 335, 336, 337, 338, 339 from FIGS. 3 and 11-13, or any other configuration as described previously herein) and one or more propulsion devices 1430 disposed below the surface of water (e.g., propulsion device 1431, propulsion device 1432, propulsion 1433, propulsion device 1434, and/or propulsion device 1435).

[0147] With combined reference to FIGS. 2, 14, and 15, in various embodiments, as described further herein, a propulsion device above the surface of water 196 and a propulsion device below the surface of water 196 can be operable together. For example, the propulsion device 336 of vessel 1100 as shown in FIG. 12 can include elements of a turbine-based engine, such as a compressor, the compressor can compress an incoming airflow, the compressed air can then be routed through one or more components of the structure 1120 into the hull 110 to the propulsion device 1431. The propulsion device 1431 can receive the compressed air and be configured to perform additional work thereon (e.g., further compression, combustion, acceleration, and exhaust) to generate thrust therefrom. In various embodiments, the propulsion device above the surface of water 196 that is supplying air that has been worked upon to the propulsion device below the surface of water 196 can also be configured to perform further work on a separate stream of airflow (e.g., further compression, combustion, acceleration, and exhaust) or the propulsion device can solely perform work on the air to reduce an amount of work for the downstream propulsion device. The present disclosure is not limited in this regard.

[0148] In various embodiments, air is bled from the propulsion device above the surface of water 196 to the propulsion device below the surface of water 196. For example, air can be bled from a bypass airflow from the propulsion device 336 above the surface of water 196 to the propulsion device 1431 disposed below the surface of water 196 or air can be bled from a compressed airflow (e.g., from a compressor section) of the propulsion device 336 above the surface of water 196 to the propulsion device 1431 disposed below the surface of water 196, or any other airflow bleed arrangement that may be readily apparent to one skilled in the art. Although described as being routed from one propulsion device above the surface of water 196 to another propulsion device below the surface of water 196, the present disclosure is not limited in this regard. For example, air can be routed directly from the external environment 198 to each of the one or more propulsion devices 1430 disposed below the surface of water 196, in accordance with various embodiments.

[0149] In various embodiments, each of the one or more propulsion devices 1430 disposed below the surface of water 196 comprises an air-breathing engine (or components that in combination with one of the plurality of propulsion devices 330 above the surface of water 196 form an air-breathing engine).

[0150] In various embodiments, the plurality of propulsion devices 330 of the vessel 1400 includes a set of propulsion devices 1501 configured to be disposed below the surface of water 196 during operation of the vessel 1400 in at least one mode of operation. In this regard, the set of propulsion devices 1501 can comprise exhaust outlets 1502, 1504, 1506, 1508. In various embodiments, each exhaust outlet corresponding to an air-breathing engine can comprise a valve disposed therein, as described further herein (e.g., a check valve). For example, in response to operating with the set of propulsion devices 1501, each of the valves in the exhaust outlets 1502, 1504, 1506, 1508 can be configured to open (e.g., in response to an exhaust pressure exceeding a pressure threshold). In this regard, water surrounding vessel 1400 can be prevented from entering each of the set of propulsion devices 1502 during operation or anytime where each (or some) of the set of propulsion devices 1501 is/are not in operation.

[0151] In various embodiments, the exhaust outlet 1502 can correspond to the propulsion device 1431 in the set of propulsion devices 1501, the exhaust outlet 1504 can correspond to the propulsion device 1432 in the set of propulsion devices 1501, the exhaust outlet 1506 can correspond to the propulsion device 1433 in the set of propulsion devices 1501, and the exhaust outlet 1508 can correspond to the propulsion device 1434 in the set of propulsion devices 1501.

[0152] In various embodiments, the propulsion devices 1431, 1432, 1433, 1434 can be spaced apart circumferentially about an aerodynamic center 180 of the vessel 1400. In various embodiments, propulsion devices 1431, 1433 can be configured to at least partially control and/or stabilize the pitch of the vessel 1400 and the propulsion devices 1432, 1434 can be configured to control and/or stabilize the yaw of the vessel 1400. Although illustrated as including four propulsion devices in the set of propulsion devices 1501, the present disclosure is not limited in this regard. For example, pitch and yaw can be controlled with any number of propulsion devices greater than three and be within the scope of this disclosure. Although described as comprising a set of propulsion devices 1501, the present disclosure is not limited in this regard. For example, in various embodiments, the set of propulsion devices 1501 could a single propulsion device and would be within the scope of this disclosure.

[0153] With combined reference now to FIGS. 2, 14, 15, and 16, a schematic view of a propulsion arrangement 1600 with a fluid circuit 1601 (FIG. 16) of vessel 1400 (FIGS. 14 and 15) is illustrated, in accordance with various embodiments. In various embodiments, the propulsion arrangement 1600 comprises an air-breathing engine 1610 that is disposed above the surface of water 196 during operation of the vessel 1400 (e.g., propulsion device 331, propulsion device 332, propulsion device 333, propulsion device 334, propulsion device 335, propulsion device 336, propulsion device 337, propulsion device 338, or propulsion device 339) and an air-breathing engine 1620 disposed below the surface of water 196 during operation of the vessel 1400. In various embodiments, each of the propulsion devices disposed below the surface of water 196 corresponds to a propulsion device disposed above the surface of water 196 (e.g., propulsion device 1431 corresponds to propulsion device 336, propulsion device 1432 corresponds to propulsion device 337, propulsion device 1433 corresponds to propulsion device 338, and propulsion device 1434 corresponds to propulsion device 339) during operation of the vessel 1400. In this regard, the propulsion arrangement 1600 can correspond to any of these combination of air-breathing engines. For example, the air-breathing engine 1610 can be the propulsion device 336, the propulsion device 337, the propulsion device 338, or the propulsion device 339. Similarly, the air-breathing engine 1620 can be the propulsion device 1431, the propulsion device 1432, the propulsion device 1433, or the propulsion device 1434.

[0154] Although described as comprising a one to one propulsion device above the surface of water 196 to a propulsion device below the surface of water 196, the present disclosure is not limited in this regard. For example, one propulsion device above the surface of water 196 could provide an airflow to two or more propulsion devices below the surface of water 196 and would still be within the scope of this disclosure. Similarly, the two or more propulsion devices above the surface of water 196 could provide a combined airflow to a single propulsion device below the surface of water 196 and would still be within the scope of this disclosure. In various embodiments, if two propulsion devices above the surface of water 196 are supplying an airflow to the same propulsion device below the surface of water 196, the airflows can remain separate and be input into the propulsion device below the surface of water 196 in different locations. For example, a first propulsion device could bleed a portion of a bypass airflow and a second propulsion device could bleed a portion of a compressed airflow (e.g., from a compressor section of the propulsion device), then the portion from the bypass airflow could be input into a compressor section of the propulsion device below the surface of water 196, and the portion from the compressed airflow could be input into the combustor section (or the turbine section) of the downstream propulsion device, in accordance with various embodiments.

[0155] In various embodiments, the air-breathing engine 1610 comprises an inlet 1612 and an outlet 1614. Similarly, the air-breathing engine 1620 comprises an inlet 1622 and an outlet 1624. In various embodiments, the air-breathing engine 1610 comprises a bleed inlet 1616. In this regard, fluid circuit 1601 can comprise a fluid conduit 1649 that couples the bleed inlet 1616 to the inlet 1622 of the air-breathing engine 1620. In this regard, the propulsion arrangement 1600 is configured to supply air that is diverted from the air-breathing engine 1610 to the air-breathing engine 1620. In various embodiments, the air can be diverted from a bypass airflow or from a core airflow (e.g., from a compressor section, a combustion section, a turbine section, or any other section that may be readily apparent to one skilled in the art). In various embodiments, the air is diverted prior to combustion (e.g., from a bypass airflow or from a compressor section of the air-breathing engine 1610).

[0156] In various embodiments, the fluid circuit 1601 comprises one or more valves 1641 disposed along the fluid conduit 1649. For example, the fluid circuit 1601 can comprise a check valve 1642, a pressure relief valve 1643, a flow control valve 1644, a shutoff valve 1635, and/or a check valve 1646. Although described as including numerous valves, the present disclosure is not limited in this regard.

[0157] In various embodiments, the fluid circuit 1601 comprises a check valve 1642 disposed fluidly adjacent to the bleed inlet 1616. In this regard, the check valve 1642 can be configured to prevent a backflow from downstream of the check valve 1642 back to the air-breathing engine 1610.

[0158] In various embodiments, the fluid circuit 1601 comprises a pressure relief valve 1643. In this regard, if pressure exceeds a set threshold in the fluid conduit 1649 (e.g., in response to the shutoff valve 1635 being transitioned to a closed position, the pressure relief valve 1643 can be configured to release the pressurized air through the outlet port 1632.

[0159] In various embodiments, the fluid circuit 1601 comprises a flow control valve 1644. In various embodiments, the flow control valve 1644 is a pressure and temperature compensated adjustable flow control valve with check valve bypass. However, the present disclosure is not limited in this regard. For example, the flow control valve 1644 could be a fixed control valve, an adjustable control valve, or a pressure compensated adjustable control valve and would still be within the scope of this disclosure. In various embodiments, by compensating for pressure and temperature, the flow control valve 1644 can ensure a constant flow rate output to the inlet 1622 of the air-breathing engine 1620. In various embodiments, by being an adjustable flow control valve, the flow control valve 1644 can be adjusted (i.e., to modify a cross-sectional area therethrough) based on desired parameters of the airflow that is being input into the inlet 1622 of the air-breathing engine 1620 during operation of the vessel 1400. In this regard, the flow rate provide to the inlet 1622 of the air-breathing engine 1620 can be consistent and adjustable based on different modes of operation, in accordance with various embodiments. In various embodiments, by having the check valve bypass in the flow control valve 1044, any overpressure that is generated in the fluid circuit 1601 that is downstream from the flow control valve 1644 can escape through the bypass check valve and out a pressure relief valve 1643, in accordance with various embodiments.

[0160] In various embodiments, the fluid circuit 1601 can comprise a shutoff valve 1635. In this regard, the air-breathing engine 1620 can be de-activated by closing the shutoff valve 1635 and cutting a supply of air thereto, in accordance with various embodiments. In various embodiments, the air-breathing engine 1620 can also be shutdown when the shutoff valve 1635 is closed.

[0161] In various embodiments, the fluid circuit 1601 can further comprise a check valve 1646 disposed fluidly between the outlet 1624 of the air-breathing engine 1620 and the outlet 1634 of the fluid circuit 1601 (e.g., exhaust outlet 1502 for propulsion device 1431, exhaust outlet 1504 for propulsion device 1432, exhaust outlet 1506 for propulsion device 1433, or exhaust outlet 1508 for propulsion device 1434).

[0162] In various embodiments, the one or more valves 1641 of the fluid circuit 1601 are not meant to be limiting in any manner. For example, one skilled in the art may recognize numerous other potential arrangements for the one or more valves 1641, use of different valves to achieve similar functions, or the like, and such configurations would still be within the scope of this disclosure.

[0163] Referring now to FIG. 17(a), a propulsion arrangement 1700 is illustrated with like numerals depicting like elements, in accordance with various embodiments. In various embodiments, the propulsion arrangement 1600 can be the propulsion arrangement 1700 from FIG. 17(a). However, the present disclosure is not limited in this regard. For example, numerous other potential propulsion arrangements could be utilized with different types of air-breathing engines as discussed previously herein and would still be within the scope of this disclosure. In this regard, the propulsion arrangement 1700 is meant to show a specific, non-limiting example of a potential arrangement of the air-breathing engine 1610 and the air-breathing engine 1620, in accordance with various embodiments.

[0164] In various embodiments, the air-breathing engine 1610 can comprise a hybrid gas-electric turbine engine 1732. The hybrid gas-electric turbine engine 1732 can comprise a fan section 1712, a gas generating core 1714 (e.g., a compressor section, a combustor section, and a turbine section), and a turbine section 1716. The gas generating core 1714 can be offset from a central longitudinal axis. In various embodiments, a shaft 1715 operably couples the fan 1711 of the fan section 1712 to the turbine 1717 of the turbine section 1716 (e.g., via a gearbox 1713). In various embodiments, an electric machine 1719 can be operably coupled to the shaft. In various embodiments, the electric machine 1719 can provide a power assist to the air-breathing engine 2129 and/or can be configured to act as a generator. In this regard, when additional power is desired, the electric machine 1719 can receive an input current from an electric storage (e.g., a battery a capacitor, or any other electric storage that may be readily apparent to one skilled in the art). In contrast when additional power is not desired, the electric machine 1719 can be configured as a generator and thereby charge the respective electric storage. In various embodiments, by having an electric machine 1719, the air-breathing propulsion device 1610 can operate in a fully electric mode (e.g., at low speeds) and solely provide thrust via a bypass airflow through the fan section 1712, in accordance with various embodiments.

[0165] In various embodiments, the air-breathing engine 1610 comprises a bleed outlet 1721. In various embodiments, the bleed outlet is configured to receive a portion of a bypass airflow from the fan section 1712. In this regard, the portion of the bypass airflow can be routed along the fluid circuit 1601 to the air-breathing engine 1620 and used for additional thrust for the vessel 1400, in accordance with various embodiments.

[0166] In various embodiments, the air-breathing engine 1610 and the air-breathing engine 1620 can be different types of air-breathing engines. In this regard, as described above, the air-breathing engine 1610 can be a hybrid gas-electric turbine engine. In contrast, the air-breathing engine 1610 can be a gas turbine engine without a fan section. In this regard, the air-breathing engine 1620 can comprise a bypass duct 1731 and a gas generating core 1732. In various embodiments, the gas generating core 1732 can comprise a low pressure compressor 1741, a high-pressure compressor 1742, a combustor section 1743, a high-pressure turbine 1744, and a low-pressure turbine 1745 and a nozzle 1746. In various embodiments, the air-breathing engine 1620 is configured to output thrust from high-velocity exhaust gases and/or bypass airflow.

[0167] In various embodiments, although illustrated as including a bypass duct 1731, the present disclosure is not limited in this regard. For example, the portion of bypass airflow from the air-breathing engine 1610 could be input only into the gas generating core 1732 and would still be within the scope of this disclosure.

[0168] In various embodiments, with combined reference to FIGS. 2, 16, and 17(a), the air-breathing engine 1610 can comprise a high-bypass engine (e.g., with a bypass ratio of greater than 4:1) and the air-breathing engine 1620 can have a low bypass ratio (e.g., a bypass ratio of between 0.5:1 and 2:1). In this regard, the air-breathing engine 1620 that is disposed below the surface of water 196 can be configured to generate a greater amount of thrust relative to the air-breathing engine 1610 above the surface of water 196, in accordance with various embodiments.

[0169] In various embodiments, by configuring the propulsion devices below the surface of water 196 to generate more thrust than the propulsion devices above the surface of water 196, the vessel 1400 can maintain greater stability. For example, drag below the surface of water may be significantly greater than drag above the surface of water 196 during operation of the vessel 1400. In this regard, the propulsion devices below the surface of water will be vertically closer to a vertical center of drag relative to the propulsion devices above the surface of water 196.

[0170] Referring now to FIG. 17(b), another propulsion arrangement (propulsion arrangement 1750 is illustrated with like numerals depicting like elements, in accordance with various embodiments. However, the present disclosure is not limited in this regard. For example, numerous other potential propulsion arrangements could be utilized with different types of air-breathing engines as discussed previously herein and would still be within the scope of this disclosure. In this regard, with combined reference to FIGS. 2 and 17(b), the propulsion arrangement 1750, similar to propulsion arrangement 1700 is meant to show a specific, non-limiting example of a potential arrangement of the a propulsion device above the surface of water 196 (e.g., propulsion device 336) in combination with a propulsion device below the surface of water 196 (e.g., propulsion device 1431), in accordance with various embodiments.

[0171] In various embodiments, with combined reference to FIGS. 2, 14, and 17(b), the propulsion device configured to be below the surface of water 196 during operation in at least one mode of operation (e.g., propulsion device 1431), the propulsion device above the surface of water 196 (e.g., propulsion device 336) during operation, and a fluid circuit 1751 can be combined to form a single air-breathing engine 1755. In this regard, the propulsion above the surface of water 196 (e.g., propulsion device 336) during operation of the vessel 1400 can be configured to not produce any propulsive thrust above the surface of water 196. Instead, all of the conditioned air from the propulsion device 336 can be routed to the propulsion device below the surface of water 196 (e.g., propulsion device 1431) via the fluid conduit 1749 of the fluid circuit 1751. The fluid circuit 1751 can be configured to further condition the air prior to supplying a conditioned air to the propulsion device below the surface of water 196 during operation (e.g., propulsion device 1431). For example, the fluid circuit 1751 can comprise an electric compressor 1770, followed by a gas generating core 1780 (e.g., a high-pressure compressor, a combustor, and a high-pressure turbine). Then, the propulsion device 1431 can comprise only a turbine section and a nozzle section. In this regard, a size of the propulsion device 1431 can be reduced relative to other embodiments of the propulsion device below the surface of water 196, in accordance with various embodiments.

[0172] In various embodiments, in the propulsion arrangement 1750, the propulsion device 336 can comprise a ducted propeller 1760. In this regard, the ducted propeller can comprise a fan 1762, a shaft 1764, an electric machine 1766, and a fan case 1768. The ducted propeller 1760 can be configured to pull air in from the external environment 198 above the surface of water 196 and generate an accelerated air stream that is output into the fluid conduit 1749.

[0173] The accelerated air stream that is output into the fluid conduit 1749 of the fluid circuit 1751 can then be routed to a compressor 1770 (e.g., an electric compressor) to compress the air further. Although illustrated as routing all of the accelerated air to the compressor 1770, the present disclosure is not limited in this regard. For example, in various embodiments, the fluid circuit can include a bypass line configured to route some of the accelerated air output from the ducted propeller 1760 past one or more components in the fluid circuit 1751.

[0174] In various embodiments, the compressor 1770 outputs a compressed air stream. The compressed air stream can then be fed by the fluid conduit 1749 into a gas generating core 1780 (e.g., a compressor section, a combustor section, and a turbine section). In various embodiments the gas generating core 1780 can comprise an electric machine coupled to a shaft that connects the compressor in the compressor section to the turbine in the turbine section. In various embodiments, the electric machine can be configured to provide a power assist to the shaft and/or configured to act as a generator, in accordance with various embodiments.

[0175] In various embodiments, the gas generating core 1780 outputs exhaust gases from the gas generating core 1780. In this regard, the propulsion device 1431 can be configured to receive the exhaust gases output from the gas generating core 1780 via the fluid conduit 1749.

[0176] In various embodiments, the propulsion device 1431 can then have very few components, since the majority of the work of the air-breathing engine 1755 has been performed prior to the propulsion device 1431. In this regard, the propulsion device 1431 can comprise an exhaust conditioning system 1790. The exhaust conditioning system 1790 can comprise a turbine section 1792 and a nozzle 1794, or only a nozzle section 1794. The propulsion device 1431 can thereby take up a very small envelope physically within the hull 110 of the vessel 1400, and the remaining components of the air-breathing engine 1755 can be disposed outside of the hull 110 (e.g., in the structure 1120). In various embodiments, since the turbine section 1792 need not power a compressor section, the turbine section 1792 can comprise a turbine 1791 coupled to a shaft 1793, where the shaft 1793 is coupled to an electric machine 1795. In this regard, the electric machine 1795 can be configured to provide a power assist and/or act as a generator to provide electrical energy to other systems (e.g., the electric compressor 1770, the motor 1766 of the ducted fan 1760, or any other electrical component of the vessel 1400).

[0177] In various embodiments, the high-energy gases output from the gas generating core 1780 can expand through the turbine section 1792, transferring thermal and kinetic energy to the turbine 1791. This extracted energy can generate electrical power via the electric machine 1795. extract remaining energy from the exhaust gases (e.g., via a turbine section 1792, control an exit velocity and/or pressure of the exhaust gases for a nozzle section 1794. The remaining exhaust gases output from the turbine section 1792 are accelerated through the nozzle section 1794, converting thermal and pressure energy into high-velocity thrust, propelling the vessel 1400 forward.

[0178] In various embodiments, the propulsion device 1791 can further comprise a bypass duct 1796. The bypass duct 1796 can be configured to receive a bypass flow stream (e.g., a stream of air that was output from the ducted fan 1760 that bypasses the compressor 1770 and the gas generating core 1780. In this regard, the bypass air stream can provide additional thrust at an output of the propulsion device 1431, in accordance with various embodiments.

[0179] In various embodiments, the propulsion device 1431 of FIG. 17(b) could comprise the air-breathing engine 1620 instead of the exhaust conditioning system 1790. In such a configuration, the gas generating core 1780 could be eliminated. In various embodiments, with the air-breathing engine 1620, the electric compressor 1770 could be included in the air-breathing engine 1755 or could be eliminated. The present disclosure is not limited in this regard. In such a configuration, the airflow upstream from the air-breathing engine 1620 could be conditioned by the ducted fan 1760 and the compressor 1770 prior to being input to the air-breathing engine 1620. In this regard, the air-breathing engine 1620 could be optimized for the input airflow to generate greater thrust and/or more efficient thrust, in accordance with various embodiments.

[0180] In various embodiments, the fluid circuit 1751 can include the one or more valves 1641 from the fluid circuit 1641 described in FIG. 16. In this regard, the fluid circuit 1751 can be in accordance with the fluid circuit 1641 with the exception that fluid circuit 1751 can include additional components for further conditioning the air.

[0181] Referring now to FIG. 18, a side view of a vessel 1800 is illustrated in accordance with various embodiments. Vessel 1800 includes the components from the vessel 100, 1100, 1400 described previously herein and is illustrated without the one or more propulsion devices 1430 for illustrative purposes. In various embodiments, vessel 1800 can include any component from any of the vessel 100, the vessel 1100, and/or the vessel 1400, unless explicitly excluded as described further herein. In various embodiments, although the vessel 1800 is illustrated with components from the vessel 1100 and the vessel 1400, the present disclosure is not limited in this regard. For example, the features of vessel 1800 could be without the added components of vessel 1400 (e.g., without the one or more propulsion devices 1435) and/or without the features of the vessel 1100 (e.g., without the structure 1120 and addition propulsion devices in the plurality of propulsion devices 330) and would still be within the scope of this disclosure.

[0182] In various embodiments with combined reference now to FIGS. 2 and 18, the vessel 1800 comprises an operational configuration with at least one propulsion device from the plurality of propulsion devices 330 disposed above the surface of water 196 (e.g., only propulsion device 333 from FIG. 3, propulsion devices 332, 333, 334 from FIG. 3, propulsion devices 331, 332, 333, 334, 335 from FIG. 3, propulsion devices 331, 332, 333, 334, 335, 336, 337 from FIGS. 3 and 11-13, or any other configuration as described previously herein) and at least one propulsion device from the plurality of propulsion devices 330 disposed below the surface of water 196 (e.g., propulsion device 1835 and optionally the one or more propulsion devices 1435 of vessel 1400).

[0183] In various embodiments, propulsion device 1835 of the propulsion system 1830 comprises a water-based propulsor (e.g., a hydrojet propulsor, a propeller, or any other water-based propulsor known in the watercraft arts). For example, in various embodiments, the propulsion device 1835 comprises a propeller 1836. In various embodiments, the propeller 1836 is disposed at least partially within, or is shrouded by the hull 110. However, the present disclosure is not limited in this regard. For example, propeller 1836 could be disposed external (or at least partially external) to the hull 110 and would still be within the scope of this disclosure. In various embodiments, a rudder 1840 is disposed aft of the propeller 1836. In this regard, the vessel 1800 can be configured to operate at low speeds via the propeller 1836. Accordingly, at these low speeds, the vessel 1800 could utilize the rudder 1840 to steer the vessel 1800, as opposed to utilizing control surfaces from the structure 120 (and/or the structure 1120) from the vessel 100, 1100 described previously herein, in accordance with various embodiments. In this regard, the rudder 1840 may provide greater steering control at low speeds since water is much denser than air, and forces generated over the control surfaces at low speeds may be relatively low, in accordance with various embodiments. In various embodiments, the propeller 1836 may be sized and configured to provide only a portion of thrust in the low-speed mode of operation. In this regard, the propeller 1836 can be much smaller relative to typical propeller of submarines (or other watercrafts), allowing for the size and space in the cargo bay 105 from FIG. 1 to be optimized, in accordance with various embodiments.

[0184] In various embodiments, although the propulsor 1835 is illustrated as comprising a propeller 1836, the present disclosure is not limited in this regard. For example, the propulsor 1835 could be a hydrojet propulsor. In such a configuration, the hydrojet propulsor could include a steering nozzle (e.g., a moveable nozzle). In this regard, the steering nozzle could be a component of the steering system 160 and orient a jet stream output from the hydrojet propulsor to provide steering control of the vessel 1800 at low speeds, in accordance with various embodiments.

[0185] In various embodiments, when the rudder 1840 is a sole control surface used for steering in the steering system 160, the rudder 1840 can be configured to be wetted by water in a low-speed mode of operation and configured to be exposed to air in a high-speed mode of operation. For example, in a high-speed mode of operation, a boundary layer (e.g., boundary layer 191 from FIG. 2) can be disposed over the external surface 112 of the main body 118 of the hull 110. In this regard, the fluid conduit 1854 can route at least a portion of the air from the boundary layer 191 from FIG. 2 toward the rudder 1840. The rudder can then be pivoted in one lateral direction (e.g., a positive X-direction), which would generate a force in the opposite direction, thereby causing the vessel 1800 to turn in the positive X-direction, for example. Since the density of water and air are orders of magnitude in difference (i.e., approximately 800 times different), utilizing air over a control surface at higher speeds can provide greater stability and/or control, in accordance with various embodiments. Similarly, utilizing water over a control surface at slower speeds can provide greater response and/or control relative to air, in accordance with various embodiments.

[0186] In various embodiments, the propulsion system 1830 comprises a fluid conduit 1854. The fluid conduit 1854 can be configured to fluidly couple water to the propulsor 1836 during operation in the low-speed mode of operation. For example, the fluid conduit 1854 can comprise a valve 1852 disposed therein. The valve 1852 can be a shutoff valve or any other valve that may be readily apparent to one skilled in the art. In this regard, when the vessel 1800 is not operating in the low-speed mode of operation (e.g., in a transition mode of operation or a high-speed mode of operation), the shutoff valve can be closed to prevent air from the boundary layer being diverted to the propulsor 1836, which could affect stability. However, the present disclosure is not limited in this regard. For example, the propulsion system 1830 could exclude the valve 1852, allowing air to be diverted to the propulsor 1836 during operation in a transition mode of operation and/or a high-speed mode of operation.

[0187] In various embodiments, the vessel 1800 further comprises a pocket 1802 disposed at an aft end of the vessel 1800. In various embodiments the pocket 1802 can comprise the propeller 1836 and/or the rudder 1835 disposed therein. In various embodiments, the pocket 1802 can comprise an outlet 1804. In various embodiments, disposed between the rudder 1840 and the outlet 1804 (or between the propeller 1836 and the outlet 1804 in an embodiment without the rudder 1840), the vessel 1800 can further comprise a valve (e.g., a check valve). In this regard, in various embodiments, the valve 1854 can be transitioned to a closed state, any remaining water can be expelled through the outlet 1804, and the valve can prevent a backflow of water into the pocket 1802 from the outlet 1804. In various embodiments, by having the propeller 1836 and/or the rudder 1835 disposed in the pocket 1802, a drag of the vessel in a high-speed mode of operation can be reduce (e.g., relative to the propeller 1836 and the rudder 1835 being disposed external to the hull 110.

[0188] In various embodiments, one or more propulsion devices 135 disposed above the surface of water 196 can be used to accelerate vessel 1800 from the low-speed mode of operation to the high-speed mode of operation and to operate the vessel 1800 in the high-speed mode of operation. In this regard, in various embodiments, the propulsion device 1835 is de-activated in the transitioning mode of operation and the high-speed mode of operation. However, the present disclosure is not limited in this regard. For example, the propeller 1836 could also be configured to provide additional thrust, even if minimal, with air as the motive fluid, and the rudder 1840 could provide additional steering capabilities for the vessel 1800, in accordance with various embodiments.

[0189] In various embodiments, the steering system 160 comprises the rudder 1840. In this regard, the rudder can be a sole control surface for the steering system 160 or an additional control surface for the steering system 160 (e.g., in addition to at least one of a forward surface of the leading-edge body 115 of the cavitator, a separate control surface operably coupled to the leading-edge body 115, and/or the secondary airfoil 1224 of the wing 1220). The present disclosure is not limited in this regard.

[0190] In various embodiments, the steering system 160 can comprise a first control surface configured to be wetted by water in at least one mode of operation (e.g., a forward surface of the leading-edge body 115 of the cavitator, a separate control surface operably coupled to the leading-edge body 115, or the rudder 1840) and a second control surface configured to be exposed to ambient air (i.e., air from the external environment) in at least one mode of operation (e.g., the secondary airfoil 1224 of the wing 1220 from FIG. 11). In this regard, in a high-speed mode of operation, steering of vessel 100, 1100, 1400, 1800 can be performed by the control surface exposed to ambient air (e.g., the secondary airfoil 1224 of wing 1220 from FIG. 11), which would be less sensitive relative to a control surface that is being wetted by water. In a low-speed mode of operation, the vessel 100, 1100, 1400, 1800 can be performed by the control surface wetted by water (e.g., a forward surface of the leading-edge body 115 of the cavitator, a separate control surface operably coupled to the leading-edge body 115, or the rudder 1840). However, the present disclosure is not limited in this regard. For example, the steering system 160 can comprise a single control surface, such as a forward surface of the leading-edge body 115, a separate and distinct control surface coupled to the leading-edge body 115, the rudder 1840, or the secondary airfoil 1224 of the wing 1220 from FIG. 11, and would still be within the scope of this disclosure.

[0191] Although the vessel 1800 is illustrated with the propeller 1836 and the rudder 1840, the present disclosure is not limited in this regard. For example, the vessel 1800 could include only the rudder 1840 (and not the propeller 1836) and utilize other propulsion devices for the one or more propulsion devices 135 as described previously herein, in accordance with various embodiments. Similarly, the vessel 1800 could include only the propeller 1836 (and not the rudder 1840) and utilize other control surfaces for the steering system 160 as described previously herein, in accordance with various embodiments.

[0192] Referring now to FIG. 19, an aft-looking forward view of the vessel 1800 is illustrated with like numerals depicting like elements, in accordance with various embodiments. In various embodiments, with combined reference to FIGS. 2 and 19, the set of propulsion devices 1501 that are disposed below the surface of water 196 in at least one mode of operation further comprises the propulsor 1835. In various embodiments, the propulsor has a longitudinal axis that is co-axial with a longitudinal axis of the propulsor 1835.

[0193] Although described as the propulsion devices 1431, 1432, 1433, 1434 being air-breathing engines and the propulsor 1835 being a water-based engine, the present disclosure is not limited in this regard. For example, the set of propulsion devices 1501 could be any combination of air-breathing engines and propulsors and would be within the scope of this disclosure.

[0194] Referring now to FIG. 20, a schematic block diagram of a control system 2000 for a vessel (e.g., vessel 100 from FIG. 1, vessel 1100 from FIG. 11, vessel 1400 from FIG. 14, or vessel 1800 from FIG. 18) is illustrated, in accordance with various embodiments. Control system 2000 includes a controller 2001 in electronic communication with the electronic components of the fluid supply system 140 (e.g., one or more valves 144 for fluid supply system 140), the one or more propulsion devices 135, and one or more sensors 2006. In various embodiments, each of the one or more propulsion devices 135 can be configured for electronic control (e.g., electrically powered via an electric storage device, gas-powered and started via an electric signal, or any other form of electrical activation/deactivation that may be readily apparent to one skilled in the art). The present disclosure is not limited in this regard.

[0195] In various embodiments, controller 2001 may be integrated into computer systems onboard vessel 100, 1100, 1400, 1800. In various embodiments, controller 2001 may be configured as a central network element or hub to access various systems, engines, and components of control system 2000. Controller 2001 may comprise a network, computer-based system, and/or software components configured to provide an access point to various systems, engines, and components of control system 2000. In various embodiments, controller 2001 comprises one or more processors 2002. In various embodiments, controller 2001 can be implemented in a single processor. In various embodiments, controller 2001 can be implemented as and may include one or more processors and/or one or more tangible, non-transitory memories (e.g., one or more memories 2004) and be capable of implementing logic. Each processor can be a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof. Controller 2001 may comprise one or more processors 2002 configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non-transitory, tangible, computer readable medium configured to communicate with controller 2001.

[0196] System program instructions and/or controller instructions may be loaded onto a non-transitory, tangible computer-readable medium having instructions stored thereon that, in response to execution by a controller 2001, cause the controller to perform various operations. The term non-transitory is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se.

[0197] In various embodiments, the one or more sensors 2006 can be any sensor capable of monitoring whether a supercavitation flow pattern is being generated. For example, the one or more sensors 2006 can include speed sensors, boundary layer probes, piezoelectric sensors, pressure sensors, or any other sensor that may be readily apparent to one skilled in the art. The present disclosure is not limited in this regard. In various embodiments, speed sensors can be used indirectly based on fluid dynamic studies (e.g., a boundary layer is generated after a predetermined speed threshold). Piezoelectric sensors can be disposed below a skin of the external surface 112 of the vessel 100, 1100, 1400, 1800 from FIGS. 1, 11, 14, and 18 and used to measure variations in pressure on the external surface 112 to determine a boundary layer profile. Other pressure sensors can be utilized to determine the pressure of the fluid passing the probe. In response to a significant change in the pressure of the fluid, controller 2001 would be able to determine a transition to a boundary layer (e.g., a stable boundary layer, such as a stable laminar boundary layer or a stable turbulent boundary layer). Although described with various potential one or more sensors 2006, the present disclosure is not limited in this regard, and any sensor capable of providing data to a controller 2001, so that the controller 2001 can make operational determinations is within the scope of this disclosure.

[0198] With continued reference to FIG. 20, the one or more propulsion devices 135 one or more air-breathing engines 2020 and optionally one or more propulsors 1835 (e.g., a hydrojet propulsor or a propeller 1836). Although illustrated as including one or more air-breathing engines 2020, the one or more air-breathing engines can be of a single type of air-breathing engine or multiple types of air-breathing engines. For example, each of the one or more air-breathing engines 2020 can comprise a turbine-based combined cycle engine or an adaptive turboelectric engine (e.g., capable of flying at subsonic and supersonic or hypersonic speeds), a first of the one or more air-breathing engines 2020 can comprise a gas-turbine engine, a hybrid gas-electric turbine engine, or a fully electric turbine engine and a second of the one or more air-breathing engines 2020 comprise a ramjet engine or a scramjet engine, in accordance with various embodiments. The present disclosure is not limited in this regard.

[0199] In embodiments that include the air-breathing engine 2020 in the one or more propulsion devices 135, the air-breathing engine 2020 can comprise at least one of an electric-based ignition system (e.g., configured to start the engine from an electric signal), an electric-based starter system (e.g., a direct-on-line starter, a star-delta starter, a soft starter, or any other starter known for use with an electric machine), or any other electric-based activation and de-activation system known in the air-breathing engine arts.

[0200] In embodiments that include the one or more propulsors 1835, the one or more propulsors 1835 comprises an electric-based starting system, an electric machine (e.g., controllable via the controller 2001 or a separate motor control system), or any other electrically-controlled system for a propulsor that may be readily apparent to one skilled in the art.

[0201] Referring now to FIGS. 1-21, with like numerals depicting like elements, a process 2100 (FIG. 21) performed by the controller 2001 of the control system 2000 of the vessel 100, 1100, 1400, 1800 is illustrated, in accordance with various embodiments. In this regard, controller 2001 can comprise an article of manufacture including a tangible, non-transitory computer-readable storage medium (e.g., one or more memories 2004) having instructions stored thereon for operating a vessel 100, 1100, 1400, 1800, in response to execution by one or more processors 2002, which causes the one or more processors 2002 to perform the operations of process 2100.

[0202] In various embodiments, the process 2100 corresponds to a vessel 100, 1100, 1400, 1800 where the one or more propulsion devices 135 comprise (1) one or more air-breathing engines 2020; or (2) one or more air-breathing engines 2020 and one or more propulsors 1835.

[0203] In various embodiments, process 2100 comprises commanding, by the one or more processors 2002 via one or more propulsion devices 135, operation in a first mode of operation of a vessel 100, 1100, 1400, 1800 (step 2102). In various embodiments, the first mode of operation is a low-speed mode of operation. For example, operation of the vessel 100, 1100, 1400, 1800 in the first mode of operation can be at speeds between 0 and 40 knots, or between 0 and 30 knots, or between 0 and 25 knots, in accordance with various embodiments. In various embodiments, step 2102 of process 2100 can be performed for short precise periods of a respective cargo transport cycle (e.g., prior to docking, traveling through tight, or shallow areas, or the like).

[0204] In various embodiments, the first mode of operation of the vessel 100, 1100, 1400, 1800 in step 2102 is a surfaced configuration. However, the present disclosure is not limited in this regard. For example, the first mode of operation can be operated in as a surfaced configuration and a submerged configuration.

[0205] In various embodiments, for vessel 1800, the one or more processors 2002 in step 2102 can command activation of a motor of one or more propulsors 1835. In response to commanding activation of the motor of the one or more propulsors 1835, the motor can rotate a shaft of the one or more propulsors 1835, causing the vessel 1400, 1800 to be propelled in a manner typical of underwater vessels. In various embodiments, the one or more processors 2002 can control a speed of the vessel 1400, 1800 by adjusting a voltage or a current supplied to the motor of the one or more propulsors 1835. In this regard, the one or more propulsors 1835 can comprise an electronic speed control that varies power delivered to the motor based on an input signal (e.g., from the one or more processors 2002).

[0206] In various embodiments, for vessel 1800, the one or more processors 2002 in step 2102 can transition the valve 1854 from a closed state to an open (or at least partially open) state prior to commanding activation of the motor. In this regard, the one or more propulsors 1835 can be fluidly coupled to the body of water that the vessel is traversing through (e.g., via the fluid conduit 1852). In various embodiments, although described as being an active valve (e.g., controlled by the one or more processors 2002), the present disclosure is not limited in this regard. For example, the valve 1854 could be configured to transition from a closed state to an open state in response to exceeding a pressure threshold or the valve 1854 could be configured to transition from an open state to a closed state in response to falling below a pressure threshold. For example, when a boundary layer 191 of air is produced over the external surface 112 of the main body 118 of the hull 110, a pressure at an inlet of the valve 1854 can be reduced relative to when there is no boundary layer of air. In this regard, the valve 1854 can be configured to transition from an open state to a closed state when the pressure falls below a threshold pressure (e.g., corresponding to the boundary layer 191 being generated over the hull 110). Similarly, in various embodiments, the valve 1854 can be configured to transition from the closed state to the open state when the pressure exceeds the pressure threshold, thereby fluidly coupling the one or more propulsors 1835 to the body of water that the vessel 1800 is traversing therethrough.

[0207] In various embodiments, for vessel 100, 1100, 1400 the one or more processors 2002 can command activation of each of the air-breathing engine 2020. For example, for a gas-turbine engine, the one or more process can command an ignition process to activate the gas-turbine engine(s) or a turbine-based combined cycle engine. For a fully electric turbine engine, a motor can be activated. For a hybrid gas-electric turbine engine, one of a motor or an ignition process can be activated. For an adaptable turboelectric engine, one of a motor or an ignition process can be activated. The present disclosure is not limited in this regard.

[0208] In various embodiments, for vessel 1800, the one or more processors 2002 can command activation of a motor of the one or more propulsors 1835 and each of the air-breathing engine 2020. In this regard, the vessel 1800 can utilize both the air-breathing engine 2020 and the one or more propulsors 1835 in a low-speed mode of operation, in accordance with various embodiments. In such a configuration, the one or more propulsors 1835 could be sized and configured to only provide a portion of the thrust, allowing for a smaller sizing and a larger cargo bay 105, in accordance with various embodiments.

[0209] In various embodiments, the process 2100 further comprises operating, by the one or more processors, the vessel 100, 1100, 1400, 1800 in the first mode of operation (step 2104). In various embodiments, operating in the first mode of operation can include controlling a speed, a direction, and/or a stability of the vessel 100, 1100, 1400, 1800. In this regard, the speed can be controlled by operation of each of the one or more propulsion devices 135 that are configured to operate in the first mode of operation, the steering can be controlled by the steering system 160, and the stability can be controlled by the stabilization system 150.

[0210] For the vessel 1800, a direction can be controlled by the rudder 1840 and/or operating a set of propulsion devices in the plurality of propulsion devices 330 (e.g., operating propulsion device 332 at a lower thrust relative to propulsion device 334 to yaw the vessel 100, 1100, 1400, 1800 in the positive X-direction). For the vessel 100, 1100, 1400, a direction can be controlled by the control surface 161, the secondary airfoil 1224 of wing 1220, and/or operating a set of propulsion devices in the plurality of propulsion devices 330 (e.g., operating propulsion device 332 at a lower thrust relative to propulsion device 334 to yaw the vessel 100, 1100, 1400, 1800 in the positive X-direction).

[0211] In various embodiments, a pitch of the vessel 100, 1100, 1400, 1800 can be stabilized in the first mode of operation by one or more control surfaces (e.g., secondary airfoil 414, secondary airfoil 424, secondary airfoil 434, secondary airfoil 1344, and/or secondary airfoil 1354) of the stabilization system 150, by the control surface 161 of the leading-edge body 115, by a separate control surface operably coupled to the leading-edge body 115, or by any other pitch control method that may be readily apparent to one skilled in the art. In various embodiments, for the vessel 1100 pitch control could be obtained by adjusting a thrust of the rear propulsion devices (e.g., propulsion device 336 and propulsion device 337) relative to the forward propulsion devices (e.g., propulsion device 331, propulsion device 332, propulsion device 333, propulsion device 334, and/or propulsion device 335).

[0212] For vessel 100, 1100, 1400, 1800, in the first mode of operation, the roll of the vessel 100, 1100, 1400, 1800 can be stabilized in a roll direction by the secondary airfoil 127 of wing 312 and the secondary airfoil 127 of wing 314. However, the present disclosure is not limited in this regard. For example, roll of the vessel 100, 1100, 1400, 1800 can be stabilized in the first mode of operation by any method that may be readily apparent to one in the surface vessel or submarine arts. For example, roll can be stabilized actively by moving masses within the hull 110 (e.g., an active gyroscope configured to maintain a set orientation for the vessel 100, 1100, 1400, 1800), a fin stabilizer (e.g., a retractable fin stabilizer 902 as shown in FIG. 9, an adjustable fin stabilizer adaptable to change an angle of attack responsive to data from one of the one or more sensors 2006), or any other active roll stabilization system that may be readily apparent to one skilled in the art. In various embodiments, one of the one or more sensors 2006 can comprise a motion sensor (e.g., a gyroscope sensor, such as a mechanical gyroscope, a vibrating gyroscope, a fiber optic gyroscope, a ring laser gyroscope, a microelectromechanical systems (MEMS) gyroscope, or any other motion sensor that may be readily apparent to one skilled in the art). In various embodiments, the one or more processors 2002 receive sensor data from the motion sensor from the one or more sensors 2006. Based on the data from the motion sensor, the one or more processors 2002 can maintain an orientation of the vessel 100, 1100, 1400, 1800, correct a motion of the vessel 100, 1100, 1400, 1800, and/or stabilize a motion of the vessel 100, 1100, 1400, 1800. In this regard, responsive to the data from the one or more sensors 2006, the one or more processors 2006 can manipulate another component (e.g., a reaction wheel, an actuator, or any other mass within the hull 110) to stabilize a roll of the vessel 100, 1100, 1400, 1800 during operation in the first mode of operation in accordance with step 2104, in accordance with various embodiments.

[0213] In various embodiments, at lower speeds (e.g., when operating in accordance with the first mode of operation in step 2104), it may be desirable to have control surfaces in contact with the water. Due to water's density being orders of magnitude greater than air, stabilizing forces can be greater when adjusting control surfaces in water as opposed to control surfaces in contact with air. Accordingly, when operating in the first mode of operation, the retractable fin stabilizer 902 can be in a deployed state. In this regard, if the retractable fin stabilizer 902 is in a stowed state prior to step 2102, step 2102 can further comprise transitioning the retractable fin stabilizer 902 from a stowed state to a deployed state, in accordance with various embodiments.

[0214] In various embodiments, the one or more processors 2002 can control a speed of the vessel 100, 1100, 1400, 1800 while operating in accordance with step 2104 by adjusting a fuel flow rate through a fuel control valve for an air-breathing engine 2020 (e.g., a gas turbine engine, a hybrid gas-electric turbine engine, a turbine-based combined cycle engine, or an adaptive turboelectric engine), by adjusting a current or a voltage to a motor for an air-breathing engine 2020 (e.g., a fully electric turbine engine, a hybrid gas-electric turbine engine, or an adaptive turboelectric engine), or by any other control mechanisms known in the air-breathing engine arts.

[0215] In various embodiments, the one or more processors 2002 can control a speed of the vessel 1800 by adjusting a current or a voltage to a motor for the propulsor 1836. In various embodiments, for the vessel 1800, the speed can be adjusted by controlling the air-breathing engine 2020 (e.g., by controlling a fuel supply to a combustor for a gas-turbine engine, by controlling an electrical input to a motor, or by any other control method that may be readily apparent to one skilled in the art) and/or by controlling the propulsor 1836. The present disclosure is not limited in this regard.

[0216] In various embodiments, the step of operating in the first mode of operation can further comprise commanding, by the one or more processors 2002, a transition from a surfaced configuration to a submerged configuration. For example, in various embodiments, the one or more processors 2002 can be configured to control the ballast system 170. In various embodiments, responsive to the command, the ballast system 170 can intake seawater into the one or more tanks (e.g., a main ballast tank, a tank 166 in a forward position and a ballast tank 168 in an aft position, or any other tank arrangement that may be readily apparent to one skilled in the art) to facilitate descending of the vessel 100, 1100, 1400, 1800 (i.e., to transition the hull 110 from a surfaced configuration to a submerged configuration). In this regard, one or more valves in the ballast system 170 can be controlled to provide a set volume of water into the one or more ballast tanks of the ballast system 170. In various embodiments, the set volume can be based on the weight of the vessel 100, 1100, 1400, 1800 and a desired operating depth for the hull 110. In various embodiments, the one or more sensors 2006 can include any sensor capable of being used for determining the weight of the vessel 100, 1100, 1400, 1800. For example, the one or more sensors 2006 can include a plurality of water sensors disposed at different locations along the external surface 112 of the main body 118 to provide data related to how submerged the vessel 100, 1100, 1400, 1800 is relative to a surface of water 196, the one or more sensors 2006 can include a level sensor configured to determine how submerged the vessel 100, 1100, 1400, 1800 is relative to a surface of water 196, the one or more sensors 2006 could include one or more load cells disposed in the cargo bay 105 configured to determine a weight of cargo and add the weight of cargo to an empty weight of the vessel 100, 1100, 1400, 1800, or any other sensors that could be utilized for determining weight of a vessel and may be readily apparent to one skilled in the art. Although described as transitioning to a submerged configuration prior to transitioning to a high-speed mode of operation, the present disclosure is not limited in this regard. For example, as described further herein, the vessel 100, 1100, 1400, 1800 can be configured to begin transitioning from the first mode of operation to a second mode of operation and transition from a surfaced configuration to a submerged configuration during the transitioning step, in accordance with various embodiments.

[0217] In various embodiments, process 2100 further comprises commanding, by the one or more processors 2002, a transition from a first mode of operation to a second mode of operation (step 2106). In this regard, the one or more processors 2002 can initiate a transition between a low-speed mode of operation (e.g., in a littoral zone, near land, or the like) to a high-speed mode of operation (e.g., in open ocean).

[0218] In various embodiments, responsive to commanding the transition from the first mode of operation to the second mode of operation, a thrust of the vessel 100, 1100, 1400, 1800 is increased to accelerate the vessel 100, 1100, 1400, 1800 from a first speed to a second speed. In various embodiments, the thrust of the vessel 100, 1100, 1400, 1800 can be increased by any of the following steps: (1) increasing a thrust of the one or more propulsion devices 135 that were active in the first mode of operation; (2) activating at least one additional propulsion device from the one or more propulsion devices 135 while maintaining (or increasing) a thrust from the one or more propulsion devices that were active in the first mode of operation; or (3) activating at least one additional propulsion device from the one or more propulsion devices 135 and de-activating at least one of the one or more propulsion devices 135 that were active in the first mode of operation.

[0219] In various embodiments, the step 2106 of transitioning between the first mode of operation and the second mode of operation can include controlling an acceleration, a direction, and/or a stability of the vessel 100, 1100, 1400, 1800. In various embodiments, in the transitioning step, only the acceleration and the stability are controlled, while a direction is made constant. In this regard, by maintaining the direction constant, risks of instability from acceleration can be minimized. However, although described as maintaining a direction constant, the present disclosure is not limited in this regard, and one skilled in the art could envision changing direction while accelerating and that would still be within the scope of this disclosure.

[0220] In various embodiments, the one or more processors 2002 can receive data from the one or more sensors 2006 (e.g., light detection and ranging data (LiDAR) data, video data from a camara-based vision system, geographical position system (GPS) data, radar data, radio wave data, or any other object detection sensor that may be readily apparent to one skilled in the art). The data received from the one or more sensors 2006 can be analyzed by the one or more processors 2002 to determine whether any objects or vehicles are in a target direction within a set angular tolerance (e.g., plus or minus 2 degrees, plus or minus 3 degrees, or the like) over a set distance (e.g., 50 nautical miles (92.6 km), 60 nautical miles 111.1 km, or more). In this regard, prior to initiating a command to transition from the first mode of operation to the second mode of operation, the one or more processors 2002 can ensure that there are no objects or vessels over a set distance within a set tolerance range, in accordance with various embodiments. In various embodiments, the sensor data can include data from more than one sensor in the one or more sensors 2006. In this regard, the one or more processors 2002 can ensure that there are not any surface vessels within the set distance and set tolerance range and ensure that there are not any objects or sea creatures within the set distance and set tolerance range. Although described herein as utilizing on-board sensors for detecting other surface vessels, the present disclosure is not limited in this regard. For example, the one or more processors 2002 can be in communication with satellites (e.g., via radio signals or the like) providing automatic identification system data, long-range identification and tracking data, infrared/optical data, or similar data corresponding to global position identification for surface vessels, in accordance with various embodiments.

[0221] In various embodiments, the acceleration can be controlled by operation of each of the one or more propulsion devices 135 that are configured to operate during the transitioning step, the steering can be set (e.g., set in a constant direction) by the steering system 160, and the stability can be controlled by the stabilization system 150.

[0222] In various embodiments, for vessel 100, 1100, 1400, which includes only one or more air-breathing engines 2020, step 2106 can comprise increasing a thrust of the one or more propulsion devices 135 by increasing a thrust of each of the air-breathing engines of the one or more propulsion devices 135. However, the present disclosure is not limited in this regard. For example, in the first mode of operation, the one or more processors 2002 can activate a first set of propulsion devices in the plurality of propulsion devices 330 and in step 2106, the one or more processors 2002 can activate a second set of propulsion devices in the plurality of propulsion devices 330 to achieve the increased thrust. The present disclosure is not limited in this regard.

[0223] For the vessel 1800 (i.e., when the plurality of propulsion devices 330 comprises one or more propulsors 1835 and an air-breathing engine 2020), step 2106 can comprise (1) activating the air-breathing engine 2020 and de-activating the one or more propulsors 1835; (2) increasing a thrust of the air-breathing engine 2020 and de-activating the one or more propulsors 1835; (3) increasing a thrust of the air-breathing engine 2020 and increasing, decreasing, or maintaining a thrust of the one or more propulsors 1835; or (4) activating additional air breathing engines from plurality of propulsion devices 330 and increasing, decreasing, or maintaining a thrust of the one or more propulsors 1835.

[0224] In various embodiments, responsive to commanding the transition from the first mode of operation to the second mode of operation, the fluid supply system 140 is reconfigured to release air from at least a portion of the one or more fluid outlets 146. In various embodiments, the fluid supply system 140 is reconfigured simultaneously with the increase in thrust of the vessel 100, 1100, 1400, 1800 or in a stepped manner from the increase in thrust of the vessel 100, 1100, 1400, 1800. For example, the fluid supply system 140 can be reconfigured to immediately route air to the one or more fluid outlets 146 or the fluid supply system can be reconfigured after a set period of time to route air to the one or more fluid outlets 146 after a set acceleration of the vessel 100, 1100, 1400, 1800 is achieved. The present disclosure is not limited in this regard.

[0225] Although described as actively controlling the air that is supplied to the one or more fluid outlets 146 by reconfiguring the fluid supply system 140, the present disclosure is not limited in this regard. For example, in various embodiments, the one or more valves 144 in the fluid supply system 140 can comprise passive valves configured to operate independent of the control system 2000 and/or active valves configured to operate independently from the control system 2000. In this regard, responsive a set parameter being met (e.g., the vessel 100, 1100, 1400, 1800 exceeding a set speed or a set acceleration, a supplied air in the fluid conduit 149 exceeding a pressure threshold, or any other parameter that may be readily apparent to one skilled in the art), the fluid supply system 140 can be configured to automatically release air from the one or more fluid outlets 146, in accordance with various embodiments.

[0226] In various embodiments, each of the one or more valves 144 could be a check valve and a pressure relief valve. In this regard, the fluid supply system 140 could be configured to release air from the one or more fluid outlets 146 when pressure at the check valve (e.g., a pilot to open or electrical signal to open check valve) exceeds a pressure threshold (e.g., as determined passively by a pilot pressure or measured from a pressure sensor and activated by an electrical signal) to transition the check valve from a closed state to an open state. This pressure threshold can be designed and configured based on when it is desirable to begin releasing air along the vessel 100, 1100, 1400, 1800 during the transitioning step (e.g., immediately, after a set time period, after a set acceleration is achieved, or any other desired metric that may be readily apparent to one skilled in the art).

[0227] In various embodiments, the one or more valves 144 could comprise a check valve and a flow control valve. The flow control valve could control the flow rate and the check valve could ensure that air only flows in one direction (i.e., out the one or more fluid outlets). In this regard, the flow rate of air released from the one or more fluid outlets 146 could be pre-set or adjustable by the one or more processors 2002 based on a respective mode of operation and/or based on data received from the one or more sensors 2006.

[0228] In various embodiments, in a passive type fluid supply system, the one or more valves 144 can include a first check valve configured to open after exceeding a first pressure threshold and a second check valve configured to open after exceeding a second pressure threshold. In this regard, when the one or more fluid outlets 146 includes one or more fluid outlets at one longitudinal location (e.g., proximal the cavitator 114) and one or more fluid outlets at a second longitudinal location (e.g., distal to the cavitator 114), the first check valve corresponding to the one or more fluid outlets at the first longitudinal location can be configured differently relative to the second check valve at the second longitudinal location. Stated another way, it may be desirable to stagger when air is released from certain longitudinal locations during a transitioning mode of operation for the vessel 100, 1100, 1400, 1800, in accordance with various embodiments.

[0229] In various embodiments, reconfiguring the fluid supply system 140 can comprise setting, by the one or more processors 2002 and via a flow control valve in the one or more valves 144, a flow rate for air that is output via the one or more fluid outlets 146 of the fluid supply system 140. In this regard, a desired flow rate of the air released during a transition mode of operation in step 2106 may be different than a desired flow rate of the air released during a high-speed mode of operation. Similarly, based on operating conditions, such as wave magnitude, weather, depth, or the like, a desired flow rate may change and the one or more processors 2002 can actively control the flow rate of air that is released from the one or more fluid outlets of the fluid supply system 140. Accordingly, the flow rate can be adjusted or modified by the one or more processors 2002 based on a mode of operation and/or based on data received from the one or more sensors 2006, in accordance with various embodiments.

[0230] In various embodiments, the one or more processors 2002 can command at least one of the one or more valves 144 to at least partially open (e.g., a shutoff valve). In this regard, in various embodiments, the one or more valves 144 can include a shutoff valve to ensure the fluid supply system 140 can be activated/de-activated as desired. Accordingly, in response to at least partially opening the one or more valves 144, the air is released from the one or more fluid outlets 146 and directed along a contour of an external surface 112 of the main body 118 of the hull 110. In various embodiments, responsive to at least partially opening a shutoff valve in the one or more valves 144, air can be bled from each of the one or more propulsion devices 135, from a set of the one or more propulsion devices 135, or from a single propulsion device in the one or more propulsion devices 135. Although described as including a shutoff valve in the one or more valves 144, the present disclosure is not limited in this regard. For example, a check valve could be designed and configured to ensure that air is only released upon the air flow in the fluid conduit 149 exceeding a set pressure threshold as described previously herein, which could render a shutoff valve unnecessary.

[0231] In various embodiments, the one or more processors 2002 can command a rotor (e.g., disposed in the fluid conduit 149) to rotate to a set speed (or within a range of speeds). In response to the rotor rotating, air can be pulled (e.g., directly from the external environment 198 or indirectly by diverting bleed air or bypass air that travels through an inlet of a nacelle of one of the one or more propulsion devices 135) through the fluid conduit 149, and out the one or more fluid outlets 146 to supply a boundary layer flow over the external surface 112 of the main body 118 of the hull 110. In various embodiments, the rotor of the one or more propulsion devices 135 can divert a portion of air (e.g., bleed air or bypass air) to the fluid conduit 149. In this regard, the air can be bled from a compressor section of the one or more propulsion devices 135 to the fluid conduit 149 or air can be diverted from a bypass airflow to the fluid conduit 149, in accordance with various embodiments.

[0232] As described previously herein, by flowing the air over the external surface 112 of the main body 118 of the hull 110, a skin friction drag of the vessel 100, 1100, 1400, 1800 is greatly reduced relative to the vessel 100, 1100, 1400, 1800 without the fluid flowing over the external surface 112 of the main body 118 of the hull 110. In this regard, with greatly reduced drag, a thrust capable of propelling the vessel 100, 1100, 1400, 1800 to a certain speed (e.g., 200 knots, 400 knots, 700 knots, 1,000 knots, or greater) is greatly reduced. Stated another way, since drag is directly proportional to density of the fluid the vessel 100, 1100, 1400, 1800 is traveling through, by significantly reducing the density of that fluid, the drag is significantly reduced.

[0233] In various embodiments, step 2106 further comprises controlling a flow rate of the air that is released along the external surface 112 of the main body 118 of the hull 110. For example, the one or more processors 2002 can further control a flow rate of the air flowing through the fluid conduit 149 via adjusting an orifice of a flow control valve 1044 in the one or more valves 144. In this regard, by controlling the flow rate, the one or more processors 2002 can ensure that a vast majority of the main body 118 of the hull 110 is in contact with air from the boundary layer 191 and separated from the water. In various embodiments, vast majority can refer to 80% or more of the surface area of the main body 118 of the hull 110, or 85% or more of the surface area of the main body 118 of the hull 110, or 90% or more of the surface area of the main body 118 of the hull 110, or 95% or more of the surface area of the main body 118 of the hull 110, or 98% or more of the surface area of the main body 118 of the hull 110, in accordance with various embodiments. Although illustrated as covering the vast majority of the main body 118 of the hull with air, the present disclosure is not limited in this regard.

[0234] In various embodiments, step 2106 further comprises controlling, by the one or more processors 2002, a port opening (and closing sequence) of a plurality of fluid outlets 1050 (e.g., fluid outlets 1051, 1052, 1053, 1054, 1055, 1056, 1057) of a fluid circuit 1000 of the fluid supply system 140. In this regard, the port opening sequence can be based on a respective longitudinal location for each of the plurality of fluid outlets 1050 and a speed of the vessel 100, 1100, 1400, 1800 at different time points during the transitioning step. For example, at low-speeds (e.g., early in the transitioning step), all of the fluid outlets ports can be transitioned to an open configuration (e.g., via an input electrical signal to a respective check valve, such as check valve 1061 for fluid outlet 1051 or via an input electric signal to a respective isolation valve for a branch fluid conduit associated with the respective fluid outlet, such as an isolation valve disposed along branch fluid conduit 1011 for fluid outlet 1051). Then, as the speed increases, a first set of the fluid outlet ports (e.g., fluid outlet 1052, fluid outlet 1054, and fluid outlet 1056) can be closed. Then, as the speed increases further and approaches the operating speed of the second mode of operation, a second set of the fluid outlet ports (e.g., fluid outlet port 1055 and fluid outlet port 1057) can be closed. Then, a desired set of fluid outlet ports can remain open in the second mode of operation (e.g., the fluid outlet 1051 and the two or more fluid outlets 526). Although described above with a specific sequence, the present disclosure is not limited in this regard. For example, each of the plurality of fluid outlets 1050 could be transitioned to an open state for an entire duration of the transitioning step and maintained in an open state during the second mode of operation and would still be within the scope of this disclosure. Similarly, other sequences may be desirable based on how the boundary layer develops during the transitioning step, and would be readily apparent to one skilled in the art.

[0235] Although described as controlling a port opening sequence via the one or more processors 2002, the present disclosure is not limited in this regard. For example, the fluid circuit 1000 can be configured to passively control a port opening sequence based on a pilot pressure supplied at each respective check valve, or by other passive means that may be readily apparent to one skilled in the art and would still be within the scope of this disclosure. For example, in various embodiments, each of the plurality of check valves 1060 can be configured to transition from a normally closed state to an open state in response to receiving a pilot pressure that exceeds a pilot pressure threshold. In this regard, the pilot pressure threshold can be different for different longitudinal locations based on a desired sequence of opening during the transitioning step (e.g., step 2104), in accordance with various embodiments. However, the present disclosure is not limited in this regard. For example, the pilot pressure threshold could be the same for each of the plurality of check valves 1060 and would still be within the scope of this disclosure. In various embodiments, passive control can be achieved by other means. For example, each of the plurality of branch fluid conduits 1010 can include a respective valve in the one or more valves 144 configured to passively control when air is output from the fluid outlet associated with the fluid conduit branch (e.g., a respective valve disposed along branch fluid conduit 1012 for fluid outlet 1052), in accordance with various embodiments. In various embodiments, the valve can be any valve that is operational in response to flow rate or pressure.

[0236] In various embodiments, the vessel 100, 1100, 1400, 1800 can perform the transitioning step starting from a surfaced configuration or a submerged configuration. The present disclosure is not limited in this regard. For example, if starting from a surfaced configuration, the vessel 100, 1100, 1400, 1800 can utilize one or more control surfaces from the stabilization system 150 (e.g., secondary airfoil 414, secondary airfoil 1344 and/or secondary airfoil 1354) to generate a force in the downward direction (e.g., buoyancy force) and/or pitch the vessel 100, 1100, 1400, 1800 in a downward direction. Responsive to this downward force and/or downward pitch, the vessel 100, 1100, 1400, 1800 can descend, thereby causing the hull 110 to descend entirely below the surface of water 196. In this regard, the one or more processors 2002 can be configured to adjust a downward force in order to achieve neutral buoyancy of the vessel 100, 1100, 1400, 1800 at a set depth below the surface of water 196.

[0237] In various embodiments, the wing 322 (and optionally the wings 324, 326, 1232, 1234) can be configured to generate a downward force that is proportionate to a velocity squared. In this regard, instead of a symmetric airfoil aligned at a zero degree angle of attack, the wing 322 could include a cambered airfoil with a pressure side disposed vertically above a suction side. In this regard, the wing 322 would be the inverse of a typical aircraft wing that has the pressure side disposed vertically below the suction side to generate lift in a positive vertical direction. In various embodiments, by configuring the wing 322 to generate a downward force, the vessel 100, 1100, 1400, 1800 could be configured to operate without a ballast system 170, which could provide additional space for carrying cargo, in accordance with various embodiments.

[0238] In various embodiments, in such a configuration without a ballast system 170, the transitioning step (step 2106) could further comprise transitioning, by the one or more processors 2002 and via adjusting one or more control surfaces of the stabilization system 150 (e.g., secondary airfoil 414, secondary airfoil 424, secondary airfoil 434, secondary airfoil 1344, and/or secondary airfoil 1354) the vessel 100, 1100, 1400, 1800 from a surfaced configuration to a submerged configuration. In this regard, the first mode of operation can be operating in the surfaced configuration and the second mode of operation can be operating in the submerged configuration. In various embodiments, the transitioning between the surfaced configuration and the submerged configuration can be over a same time period as transitioning from a first speed (e.g., a cruise speed for the first mode of operation) to a second speed (e.g., a cruise speed for the second mode of operation) or over a different time period (e.g., a shorter time period). In this regard, the vessel 100, 1100, 1400, 1800 can steadily descend from the surfaced configuration to the submerged configuration, and the vessel 100, 1100, 1400, 1800 can accelerate from the first speed to the second speed over the same time period, in accordance with various embodiments. In various embodiments, the vessel 100, 1100, 1400, 1800 can descend from the surfaced configuration to the submerged configuration over a first time period and can accelerate from the first speed to the second speed over a second time period. The first time period for descending can be significantly shorter than the second time period for accelerating in accordance with various embodiments. In this regard, the one or more control surfaces of the stabilization system 150 can be adjusted to generate a first downward force that facilitates descending to desired depth at a slower speed. Then, the one or more control surfaces of the stabilization system 150 can be adjusted during the acceleration from the first speed to the second speed to maintain the downward force (e.g., an equalizing buoyancy force). For example, by modifying adjusting the one or more control surfaces of the stabilization system 150, the coefficient of lift can be modified to maintain the same downward force as the speed increases, in accordance with various embodiments.

[0239] Although described herein as being operable without a ballast system 170, the one or more control surfaces of the stabilization system 150 configured to adjust a downward force could also be utilized with a ballast system 170 and would still be within the scope of this disclosure.

[0240] In various embodiments, the process 2100 further comprises operating, by the one or more processors, the vessel 100, 1100, 1400, 1800 in the second mode of operation (step 2108). In this regard, after the transitioning step (e.g., step 2106), the vessel 100, 1100, 1400, 1800 is traveling at a high speed (e.g., 100 knots, 200 knots, 300 knots, 400 knots, 600 knots, or 1,000 knots or greater), in accordance with various embodiments.

[0241] In various embodiments, operating in the second mode of operation can include controlling a speed, a direction, and/or a stability of the vessel 100, 1100, 1400, 1800. In this regard, the speed can be controlled by operation of each of the one or more propulsion devices 135 that are configured to operate in the second mode of operation, the steering can be controlled by the steering system 160, and the stability can be controlled by the stabilization system 150.

[0242] In various embodiments, the air breathing engine 2020 for at least one of the plurality of propulsion devices 330 can comprise a ramjet engine or a scramjet engine. In this regard, the ramjet engine or the scramjet engine can be configured to only operate in the second mode of operation (e.g., step 2108). Stated another way, the ramjet engine or the scramjet engine can operate at speeds for which it is designed and/or optimized for.

[0243] In various embodiments, when the one or more propulsion devices 135 comprises only one or more air-breathing engines, at least one of the one or more air-breathing engines comprises a turbine-based combined cycle engine, an adaptive turboelectric engine, or any other engine that is configured to operate in a first mode at subsonic speeds and a second mode at supersonic or hypersonic speeds. In this regard, when the one or more air-breathing engines comprises a turbine-based combined cycle engine, the turbine-based combined cycle engine can transition from a turbofan mode to a ramjet mode during the transitioning step (e.g., step 2106). Similarly, when the one or more air-breathing engines comprises an adaptive turboelectric engine, the adaptive turboelectric engine can transition from a fully electric mode to an electric and combustion mode, and then to a ramjet mode during the transitioning step (e.g., step 2106), in accordance with various embodiments. In various embodiments, with the adaptive turboelectric engine, the adaptive turboelectric engine could operate in the fully electric mode during operation in the first mode of operation (e.g., in step 2104).

[0244] In various embodiments, when the plurality of propulsion devices 330 comprises only air-breathing engines, the plurality of propulsion devices 330 can include a single type of air-breathing engine (e.g., a turbine-based combined cycle engine or an adaptive turboelectric engine) or at least two types of air-breathing engines (e.g., (1) at least one of a ramjet engine or a scramjet engine and any of a turbine-based combined cycle engine, an adaptive turboelectric engine, a gas-turbine engine, a hybrid gas-electric turbine engine, or a fully electric turbine-based engine; or (2) at least one of a turbine-based combined cycle engine or an adaptive turboelectric engine and any of a ramjet engine, a scramjet engine, a gas-turbine engine, a hybrid gas-electric turbine engine, or a fully electric turbine-based engine).

[0245] For the vessel 1800, a direction can be controlled during step 2108 by the rudder 1840 and/or operating a set of propulsion devices in the plurality of propulsion devices 330 (e.g., operating propulsion device 332 at a lower thrust relative to propulsion device 334 to yaw the vessel 100, 1100, 1400, 1800 in the positive X-direction). After transitioning from the first mode of operation to the second mode of operation, the one or more processors 2002 can open (or at least partially open) the valve 1852. In this regard, responsive to opening (or partially opening) the valve 1852, a portion of air from the boundary layer 191 can be diverted toward the rudder 1840. Accordingly, the rudder 1840 can be used in step 2108 to yaw the vessel 1800 in the positive X-direction or to pitch the vessel 1800 in the negative X-direction. In various embodiments, at the high speeds that the vessel 1800 is operating in during the second mode of operation, it may be desirable to utilize air as opposed to water for the fluid to control yaw because yaw of the vessel 1800 will be less sensitive to air relative to water. However, despite potential advantages of using air for controlling yaw, the present disclosure is not limited in this regard. For example, as described previously herein, the leading-edge body 115 could comprise a control surface (e.g., control surface 161) and the one or more processors 2002 could control the yaw of the vessel 1800 by adjusting the control surface 161 and would still be within the scope of this disclosure. In such a configuration, the rudder 1840 could be de-activated (i.e., the valve 1852 could remain closed) in the second mode of operation, in accordance with various embodiments.

[0246] For the vessel 100, 1100, 1400, a direction can be controlled in the second mode of operation by the control surface 161, the secondary airfoil 1224 of wing 1220, and/or operating a set of propulsion devices in the plurality of propulsion devices 330 (e.g., operating propulsion device 332 at a lower thrust relative to propulsion device 334 to yaw the vessel 100, 1100, 1400, 1800 in the positive X-direction). In various embodiments, vessel 100, 1100, 1400 can include the rudder 1840 of the vessel 1800 as described previously herein. In this regard, the direction in the second mode of operation could be controlled by adjusting the rudder 1840 as described with regard to vessel 1800, in accordance with various embodiments.

[0247] In various embodiments, a pitch of the vessel 100, 1100, 1400, 1800 can be actively stabilized in the second mode of operation by one or more control surfaces (e.g., secondary airfoil 414, secondary airfoil 424, secondary airfoil 434, secondary airfoil 1344, and/or secondary airfoil 1354) of the stabilization system 150. For example, for the vessel 100, 1100, pitch could be stabilized solely by the secondary airfoil 414 of wing 322 or by a combination of the secondary airfoil 414 of wing 322, the secondary airfoil 424 of wing 324 and the secondary airfoil 434 of wing 326.

[0248] For the vessel 1100, pitch could be stabilized solely by the secondary airfoil 1344 of wing 1232 and the secondary airfoil 1354 of wing 1234. In this regard, for vessel 1100, a center of gravity could be aligned over the aerodynamic structure 122 (e.g., the wing 322) that is in a forward location and the aerodynamic structure 1122 (e.g., the wing 1232 and the wing 1234) in the aft location can be configured to control and/or stabilize a pitch of the vessel 1100.

[0249] In various embodiments, a pitch of the vessel 100, 1100, 1400, 1800 can be actively stabilized by the control surface 161 of the leading-edge body 115, by a separate control surface operably coupled to the leading-edge body 115, or by any other pitch control method that may be readily apparent to one skilled in the art. In various embodiments, for the vessel 1100, pitch control could be obtained by adjusting a thrust of the rear propulsion devices (e.g., propulsion device 336 and propulsion device 337) relative to the forward propulsion devices (e.g., propulsion device 331, propulsion device 332, propulsion device 333, propulsion device 334, and/or propulsion device 335).

[0250] For vessel 100, 1100, 1400, 1800, in the second mode of operation, the roll of the vessel 100, 1100, 1400, 1800 can be stabilized by the secondary airfoil 127 of wing 312 and the secondary airfoil 127 of wing 314. For example, at higher speeds, a force generated on wing 312 and a force generated on wing 314 would be more sensitive to adjustments in the secondary airfoil 127 for each wing. In this regard, to counteract a roll in one direction, an opposing force can be generated by adjusting the secondary airfoil 127 of wing 312 and/or the secondary airfoil 127 for wing 314. In this regard, in the second mode of operation, if the vessel 100, 1100, 1400, 1800 comprises a retractable fin stabilizer 902 as shown in FIG. 9, the retractable fin stabilizer 902 can be in a stowed position (e.g., stowed within the hull 110). In this regard, the fin stabilizer 904 can be used in the first mode of operation (e.g., at low speeds where the vessel 100, 1100, 1400, 1800 may be more susceptible to roll in rough seas) and stowed in the second mode of operation (e.g., at high-speeds where the secondary airfoil 127 for wing 312 and the secondary airfoil 127 for wing 314 can provide greater roll control and where stowage the fin stabilizer 904 can reduce drag at the high speeds).

[0251] However, the present disclosure is not limited in this regard. For example, roll of the vessel 100, 1100, 1400, 1800 can be stabilized in the second mode of operation by any method that may be readily apparent to one in the surface vessel or submarine arts. For example, roll can be stabilized actively in a similar manner to operation it the first mode of operation, such as by moving masses within the hull 110, such as an active gyroscope configured to maintain a set orientation for the vessel 100, 1100, 1400, 1800. In various embodiments, the vessel 100, 1100, 1400, 1800 could utilize a fin stabilizer in a similar manner to the operation in the first mode of operation. In various embodiments, the retractable fin stabilizer 902 as shown in FIG. 9 could be coupled to the leading-edge body 115 of the cavitator 114. In this regard, the retractable fin stabilizer 902 could be deployed in the second mode of operation as desired (e.g., in rough seas) without disrupting a boundary layer 191 of air over the external surface 112 of the main body 118 of the hull 110. In various embodiments, a fin stabilizer may be coupled to the leading-edge body 115 (e.g., in rotatable manner or a fixed manner) of the hull 110 to provide roll stability in all modes of operation. In various embodiments, a fixed fin stabilizer may provide passive roll stability, whereas a rotatable fin stabilizer may provide active roll stabilization. In this regard, as described previously herein, for an active roll stabilization system, the one or more processors 2002 receive sensor data from the motion sensor of the one or more sensors 2006. Based on the data from the motion sensor, the one or more processors 2002 can maintain an orientation of the vessel 100, 1100, 1400, 1800, correct a motion of the vessel 100, 1100, 1400, 1800, and/or stabilize a motion of the vessel 100, 1100, 1400, 1800 by adjusting a position of the fin stabilizer. In this regard, responsive to the data from the one or more sensors 2006, the one or more processors 2002 can manipulate another component (e.g., a reaction wheel, an actuator, or any other mass within the hull 110) to stabilize a roll of the vessel 100, 1100, 1400, 1800 during operation in the second mode of operation in accordance with step 2108, in accordance with various embodiments.

[0252] In various embodiments, the process 2100 further comprises commanding, by the one or more processors 2002, a transition from the second mode of operation to the first mode of operation (step 2110). In various embodiments, transitioning from a high-speed mode of operation back to a low-speed mode of operation can be performed in a similar, albeit reverse, manner to step 2110. For example, the flow rate of the fluid circuit 1000 of the fluid supply system 140 can be controlled by the one or more processors 2002 and/or a sequence of fluid ports can be opened. For example, as a speed of the vessel 100, 1100, 1400, 1800 decreases, a flow rate to generate a boundary layer that encapsulates (or nearly encapsulates) the external surface 112 of the main body 118 of the hull 110 should increase, assuming there is only a single fluid port (e.g., if the one or more fluid outlets 146 include only the fluid port 1051 disposed at a forward longitudinal location).

[0253] In contrast with continuously increasing the flow rate of air in the fluid circuit 1000 to maintain a boundary layer 191 that encapsulates (or nearly encapsulates) the external surface 112 of the main body 118 of the hull 110 during the transitioning from the second mode of operation (i.e., the high-speed mode of operation) to the first mode of operation (i.e., the low-speed mode of operation), fluid conduits at additional longitudinal locations can be opened sequentially as the speed decreases during the transitioning step. In this regard, by increasing a number of longitudinal locations releasing air therefrom along the external surface 112 of the main body 118 of the hull 110, the external surface 112 can be continuously nearly encapsulated during the deceleration of the vessel 100, 1100, 1400, 1800, even as the decreasing speed reduces a length of a boundary layer generated from each respective fluid outlet in the plurality of fluid outlets 1050. Accordingly, the vessel 100, 1100, 1400, 1800 can avoid an abrupt and/or significant increase in drag that could be potentially destabilizing, in accordance with various embodiments.

[0254] In various embodiments, after decelerating back to the first mode of operation in step 2110, the process 2100 can further comprise operating, by the one or more processors 2002, the vessel 100, 1100, 1400, 1800 in the first mode of operation (step 2104). In this regard, the one or more processors 2002 can return the control system 2000 to the first mode of operation in order to facilitate operation near land, docking, or similar operations, in accordance with various embodiments.

[0255] Referring now to FIGS. 1-22, a method 2200 (FIG. 22) of operating vessel 100, 1100, 1400, 1800 is illustrated, in accordance with various embodiments. The method 2200 comprises propelling, by one or more propulsion devices 135, a vessel in a surfaced configuration within a first range of speed (step 2202). In various embodiments, the first range of speed is between 0 knots and 40 knots, or between 0 knots and 35 knots, or between 0 knots and 30 knots.

[0256] In various embodiments, the one or more propulsion devices 135 propelling the vessel 100, 1100, 1400, 1800 comprise at least one of a propulsor 1836 and an air-breathing engine 2020 (e.g., a gas turbine engine, a fully electric turbined-based engine, a hybrid gas-electric turbine engine, a turbine-based combined cycle engine, or a turboelectric adaptive engine). In various embodiments, the one or more propulsion devices 135 propelling the vessel 100, 100, 1400, 1800 is only one or more propulsors or only one or more air-breathing engines. The present disclosure is not limited in this regard.

[0257] In various embodiments, the method 2200 further comprises transitioning the vessel 100, 1100, 1400, 1800 from the surfaced configuration to a partially submerged configuration (step 2204), accelerating, by the one or more propulsion devices 135, the vessel 100, 1100, 1400, 1800 from within the first range of speed to within a second range of speed (step 2206), and diverting, by a fluid supply system 140, via a fluid circuit 1000, and during the accelerating the vessel 100, 1100, 1400, 1800, a bleed air from the one or more propulsion devices 135 to one or more fluid outlets 146. In various embodiments, step 2204 is performed first, followed by step 2206 and step 2208. However, the present disclosure is not limited in this regard. For example, step 2204, step 2206, and step 2208 can be performed simultaneously or in an overlapping manner, in accordance with various embodiments. The present disclosure is not limited in this regard.

[0258] In various embodiments, when step 2204 is performed prior to step 2206, the vessel 100, 1100, 1400, 1800 can transition to the partially submerged configuration by intaking water into the ballast system 170 until a desired depth of the hull 110 is achieved. In various embodiments, in the partially submerged configuration, the entirety of the hull 110 is below the surface of water 196. In this regard, the entirety of the hull 110 is below the surface of water 196 and only a portion of the structure 120 and/or structure 1120, as well as at least one of the one or more propulsion devices 135 are disposed above the surface of water 196.

[0259] In various embodiments, when step 2204 is performed simultaneously with step 2206, the vessel 100, 1100, 1400, 1800 can begin accelerating in the surface configuration. Once sufficient speed is achieved, the aerodynamic structure 122 and/or the aerodynamic structure 1122 can be adjusted to generate a downward force. In various embodiments, the downward force can thereby cause the vessel 100, 1100, 1400, 1800 to descend to a desired depth. In various embodiments, the aerodynamic structure 122 and/or the aerodynamic structure 1122 can be continuously adjusted during the transitioning step (e.g., step 2206) to maintain an equalized buoyancy for the vessel 100, 1100, 1400, 1800. In this regard, the hull 110 of the vessel 100, 1100, 1400, 1800 can remain at a desired depth of the partially submerged configuration after the partially submerged configuration is reached, in accordance with various embodiments.

[0260] In various embodiments, the one or more propulsion devices 135 operating during step 2206 include at least one of the air-breathing engine 2020 from step 2202 (e.g., a turbine-based combined cycle engine or an adaptive turboelectric engine).

[0261] In various embodiments, flowing the bleed air over an external surface 112 of a main body 118 of a hull 110 of the vessel 100, 1100, 1400, 1800 can greatly reduce skin friction drag on the vessel 100, 1100, 1400, 1800.

[0262] In various embodiments, step 2206 of the method 2200 further comprises accelerating, solely by one or more air-breathing engines, the vessel 100, 1100, 1400, 1800 from the first range of speed to the second range of speed. In this regard, when the air-breathing engine 2020 comprises an adaptive turboelectric engine or a turbined-based combined cycle engine, the air-breathing engine 2020 can accelerate the vessel from the first range of speed to the second range of speed.

[0263] In various embodiments, the acceleration in step 2206 is achieved by generating thrust from at least one of an adaptive turboelectric engine or a turbine-based combined cycle engine.

[0264] In various embodiments, the method 2200 further comprises propelling, by the one or more propulsion devices 135, the vessel 100, 1100, 1400, 1800 in the second range of speed (step 2210). In various embodiments, the second range of speed is at least 100 knots, or at least 200 knots, or at least 300 knots, or at least 400 knots, or at least 500 knots, or at least 600 knots, or between 100 knots and 1,000 knots, or between 100 knots and 2,000 knots, or between 100 knots and 3,000 knots, or between 100 knots and 4,000 knots.

[0265] In various embodiments, the one or more propulsion devices 135 operating the vessel 100, 1100, 1400, 1800 in step 2210 comprises an air-breathing engine 2020 (e.g., at least one of a ramjet engine, a scramjet engine, a turbine-based combined cycle engine, an adaptive turboelectric engine, or the like).

[0266] In various embodiments, the method 2200 further comprises decelerating, by the one or more propulsion devices 135, the vessel 100, 1100, 1400, 1800 from the second range of speed to the first range of speed (step 2212). In various embodiments, the deceleration step can include modifying the fluid circuit 1000 of the fluid supply system 140. In this regard, as the thrust of the vessel 100, 1100, 1400, 1800 decreases, the fluid circuit 1000 can be configured (or adjusted) to change an output flow rate to change a number of fluid outlets in an open state or adjusted in some other manner to facilitate a smooth change in drag during the deceleration in step 2212.

[0267] In various embodiments, the method 2200 further comprises propelling the vessel in the surfaced configuration within the first range of speed (step 2202). In this regard, after decelerating back to the first range of speed, the vessel 100, 1100, 1400, 1800 can operate within the first range of speed around land, for docking or for any other reason that may be readily apparent to one skilled in the art.

Exemplary Embodiments

[0268] Below are a list of various non-limiting exemplary embodiments. [0269] 1. A vessel for transporting cargo by water, comprising: [0270] a hull; [0271] a cargo bay disposed within the hull; [0272] a first structure extending outward from the hull; and [0273] one or more propulsion devices, a first of the one or more propulsion devices comprising a first air-breathing engine, the first air-breathing engine directly coupled to the first structure, the first air-breathing engine configured to generate thrust utilizing an input airflow as a motive fluid. [0274] 2. The vessel of paragraph 1, wherein: [0275] the cargo bay comprises a first volume and the hull comprises a second volume, and [0276] a ratio of the first volume to the second volume is greater than 30%. [0277] 3. The vessel of paragraph 1, wherein: [0278] the cargo bay comprises a first length and the hull comprises a second length, and [0279] a ratio of the first length to the second length is greater than 60%. [0280] 4. The vessel of paragraph 1, further comprising only one propulsion system for the vessel, wherein: [0281] the only one propulsion system consists of the one or more propulsion devices, and [0282] each of the one or more propulsion devices are configured to be disposed entirely above a surface of the water in all modes of operation. [0283] 5. The vessel of paragraph 3, wherein: [0284] the hull comprises a cavitator and a main body extending aft from the cavitator; [0285] the cavitator comprises a leading-edge body, [0286] the leading-edge body comprises a cone shape, and [0287] the main body comprises a substantially ovular shape along a majority of cross-sections along a longitudinal axis of the main body, the substantially ovular shape being non-circular. [0288] 6. The vessel of paragraph 1, wherein: [0289] the first structure comprises a first support structure and a first aerodynamic structure, [0290] the first support structure directly coupled to the hull, [0291] the first aerodynamic structure directly coupled to the first support structure, and [0292] the first air-breathing engine directly coupled to at least one of the first support structure or the first aerodynamic structure. [0293] 7. The vessel of paragraph 6, further comprising a plurality of propulsion devices, wherein: [0294] the plurality of propulsion devices includes the one or more propulsion devices, and [0295] each of the plurality of propulsion devices are directly coupled to at least one of the first support structure or the first aerodynamic structure, and [0296] each of the plurality of propulsion devices comprises an air-breathing engine. [0297] 8. The vessel of paragraph 6, further comprising a fluid supply system comprising a first fluid inlet, one or more fluid outlets, and a first fluid circuit disposed between the first fluid inlet and the one or more fluid outlets, wherein at least a portion of the first fluid circuit is disposed within the first support structure and the hull. [0298] 9. The vessel of paragraph 8, wherein at least a portion of the first fluid circuit is further disposed within the first aerodynamic structure. [0299] 10. The vessel of paragraph 6, wherein: [0300] the first support structure comprises a structural member, and [0301] the first aerodynamic structure comprises a wing. [0302] 11. The vessel of paragraph 6, wherein: [0303] a first wing of the first support structure extends outward from the hull from a first root to a first tip, and [0304] a second wing of the first support structure extends outward from the hull from a second root to a second tip, and [0305] a wing of the first aerodynamic structure extends at least from the first wing of the first support structure to the second wing of the first support structure. [0306] 12. The vessel of paragraph 11, wherein: [0307] each of the first wing and the second wing of the first support structure comprise a control surface, and [0308] the control surface is configured to at least one of control or stabilize a roll of the vessel in at least one mode of operation. [0309] 13. The vessel of paragraph 12, wherein: [0310] the wing of the first aerodynamic structure comprises a control surface, and [0311] the control surface is configured to at least one of control or stabilize a buoyancy force or a pitch of the vessel in at least one mode of operation. [0312] 14. The vessel of paragraph 11, further comprising a second structure coupled to, and extending outward from, the hull, the second structure spaced apart longitudinally along a longitudinal axis of the hull from the first structure, the second structure comprising a second support structure and a second aerodynamic structure. [0313] 15. The vessel of paragraph 14, wherein: [0314] a wing of the second support structure extends outward from the hull from a third root to a third tip, and [0315] a first wing and a second wing of the second aerodynamic structure extend in opposite lateral directions from the wing of the second support structure. [0316] 16. The vessel of paragraph 6, further comprising a second structure coupled to, and extending outward from, the hull, the second structure spaced apart longitudinally along a longitudinal axis of the hull from the first structure, the second structure comprising a second support structure and a second aerodynamic structure. [0317] 17. The vessel of paragraph 16, wherein: [0318] the second support structure is directly coupled to the hull, [0319] the second aerodynamic structure is directly coupled to the second support structure, [0320] a second of the one or more propulsion devices is directly coupled to at least one of the second support structure or the second aerodynamic structure. [0321] 18. The vessel of paragraph 17, wherein the second of the one or more propulsion devices comprises a second air-breathing engine. [0322] 19. The vessel of paragraph 1, wherein a second of the one or more propulsion devices is directly coupled to one of the first structure or a second structure that extends outward from the hull. [0323] 20. The vessel of paragraph 19, wherein the second of the one or more propulsion devices comprises a second air-breathing engine. [0324] 21. The vessel of paragraph 19, further comprising a propulsion arrangement, wherein: [0325] the propulsion arrangement comprises the second of the one or more propulsion devices, a third of the one or more propulsion devices, and a fluid circuit configured to fluidly couple the second of the one or more propulsion devices to the third of the one or more propulsion devices in at least one mode of operation, [0326] the third of the one or more propulsion devices is coupled directly to the hull, and [0327] the third of the one or more propulsion devices is disposed entirely below the surface of the water in the first operational configuration. [0328] 22. The vessel of paragraph 21, wherein: [0329] the fluid circuit comprises a fluid inlet configured to receive an airflow from the second of the one or more propulsion devices; and [0330] the third of the one or more propulsion devices configured to receive the airflow, accelerate the airflow, and output an accelerated fluid below the surface of the water in the first operational configuration to generate thrust therefrom. [0331] 23. The vessel of paragraph 22, wherein: [0332] the second of the one or more propulsion devices comprises a second air-breathing engine, [0333] the airflow comprises a bleed airflow from the second of the one or more propulsion devices, [0334] the third of the one or more propulsion devices comprises a third air-breathing engine, [0335] the second air-breathing engine configured to generate thrust independently relative to the third air-breathing engine. [0336] 24. The vessel of paragraph 22, wherein the fluid circuit is disposed within one of the first structure or the second structure. [0337] 25. The vessel of paragraph 19, further comprising a second air-breathing engine, wherein: [0338] the second air-breathing engine comprises the second of the one or more propulsion devices, a third of the one or more propulsion devices, and a fluid circuit configured to fluidly couple the second of the one or more propulsion devices to the third of the one or more propulsion devices in at least one mode of operation, [0339] the third of the one or more propulsion devices is coupled directly to the hull, and [0340] the third of the one or more propulsion devices is disposed entirely below the surface of the water in a first operational configuration. [0341] 26. The vessel of paragraph 25, wherein the fluid circuit comprises a fluid inlet configured to receive an output airflow from the second of the one or more propulsion devices. [0342] 27. The vessel of paragraph 26, wherein: [0343] the second air-breathing engine comprises a gas generating core disposed along the second fluid circuit and configured to receive the output airflow from the second of the one or more propulsion devices and output a flow of exhaust gases; and [0344] the third of the one or more propulsion devices comprises a nozzle section configured to accelerate the flow of exhaust gases out an exhaust outlet below the surface of the water in the first operational configuration to generate thrust therefrom. [0345] 28. The vessel of paragraph 27, wherein the second air-breathing engine further comprises an electric compressor disposed fluidly between the second of the one or more propulsion devices and the gas generating core along the fluid circuit. [0346] 29. The vessel of paragraph 26, wherein the third of the one or more propulsion devices comprises a gas generating core and a nozzle section. [0347] 30. The vessel of paragraph 29, wherein: [0348] the air-breathing engine comprises an electric compressor disposed fluidly between the second of the one or more propulsion devices and the third of the one or more propulsion devices along the fluid circuit, and [0349] the first operational configuration further comprises: [0350] the electric compressor configured to compress the output airflow and generate a compressed airflow, and [0351] the third of the one or more propulsion devices configured to receive the compressed airflow, output a flow of exhaust gases from the gas generating core, and accelerate the flow of exhaust gases via the nozzle section to output an accelerated flow of exhaust gases out an exhaust outlet below the surface of the water, thereby generating thrust. [0352] 31. The vessel of paragraph 6, wherein: [0353] the first support structure comprises a wing extending outward from the hull from a root to a tip, and [0354] the first aerodynamic structure comprises a first wing and a second wing, each extending in opposite lateral directions from the wing of the first support structure. [0355] 32. The vessel of paragraph 31, wherein: [0356] the first of the one or more propulsion devices is directly coupled to at least one of the first wing or the first support structure, [0357] a second of the one or more propulsion devices is directly coupled to at least one of the second wing or the first support structure. [0358] 33. The vessel of paragraph 32, wherein the second of the one or more propulsion devices comprises a second air-breathing engine. [0359] 34. The vessel of paragraph 32, further comprising a second air-breathing engine, wherein: [0360] the second air-breathing engine comprises the second of the one or more propulsion devices, a third of the one or more propulsion devices, and a fluid circuit configured to fluidly couple the second of the one or more propulsion devices to the third of the one or more propulsion devices in at least one mode of operation, [0361] the third of the one or more propulsion devices is coupled directly to the hull, and [0362] the third of the one or more propulsion devices is disposed entirely below the surface of the water in a first operational configuration. [0363] 35. The vessel of paragraph 1, wherein: [0364] the first of the one or more propulsion devices is directly coupled to the first structure, [0365] a second of the one or more propulsion devices is directly coupled to the first structure, and [0366] the second of the one or more propulsion devices comprises a second air-breathing engine. [0367] 36. The vessel of paragraph 35, further comprising a fluid supply system comprising a fluid inlet, one or more fluid outlets, and a fluid circuit disposed between the fluid inlet and the one or more fluid outlets, wherein: [0368] the fluid circuit further comprises one or more fluid conduits and one or more valves, [0369] the one or more valves are disposed along the one or more fluid conduits, and [0370] the one or more fluid outlets disposed in the hull. [0371] 37. The vessel of paragraph 36, further comprising a first operational configuration, comprising: [0372] the first fluid inlet configured to receive a combined airflow comprising a first bleed airflow from the first of the one or more propulsion devices and a second bleed airflow from the second of the one or more propulsion devices; [0373] the one or more fluid conduits fluidly couple the first fluid inlet to at least one of the one or more fluid outlets; and [0374] the one or more valves configured to control a flow of the combined airflow through the first fluid circuit and out the one or more fluid outlets to generate a boundary layer airflow along at least a portion of the hull. [0375] 38. The vessel of paragraph 36, wherein the fluid circuit is disposed within the first structure and the hull. [0376] 39. The vessel of paragraph 1, wherein the first of the one or more propulsion devices, a second of the one or more propulsion devices, and a third of the one or more propulsion devices are each directly coupled to one of the first structure or a second structure that extends outward from the hull. [0377] 40. The vessel of paragraph 1, wherein: [0378] a second of the one or more propulsion devices comprises a propeller directly coupled to the hull within a pocket disposed at an aft end of the hull, [0379] a fluid conduit extends from the external surface of the hull to an inlet of the pocket, and [0380] a pocket outlet is disposed aft of the propeller. [0381] 41. The vessel of paragraph 40, further comprising a check valve disposed fluidly between the propeller and the pocket outlet, the check valve configured to prevent a backflow of the water in at least one mode of operation. [0382] 42. The vessel of paragraph 40, further comprising one or more valves are disposed along the fluid conduit. [0383] 43. The vessel of paragraph 42, further comprising an operational configuration, the operational configuration comprising: [0384] the first fluid inlet of the fluid supply system is fluidly de-coupled from the one or more fluid outlets, [0385] an inlet of the second fluid conduit is fluidly coupled to the propulsor via the fluid conduit, and [0386] the fluid conduit is configured to supply a portion of the water to the propulsor. [0387] 44. The vessel of paragraph 1, wherein each of the one or more propulsion devices comprises one of a turboelectric adaptive engine, a turbine-based combined cycle engine, a gas-turbine engine, or a hybrid electric-gas turbine engine. [0388] 45. The vessel of paragraph 1, wherein: [0389] the first air-breathing engine comprises one of a gas turbine engine or a hybrid electric-gas turbine engine, and [0390] a second of the one or more propulsion devices comprises a ramjet engine. [0391] 46. The vessel of paragraph 1, wherein the first air-breathing engine comprises one of a turboelectric adaptive engine or a turbine-based combined cycle engine. [0392] 47. The vessel of paragraph 1, further comprising a second structure spaced apart in a longitudinal direction from the first structure, wherein: [0393] the second structure extends outward from the hull, [0394] the vessel further comprises only one propulsion system that consists of a plurality of propulsion devices, [0395] the plurality of propulsion devices comprises the one or more propulsion devices, [0396] a first set of at least two of the plurality of propulsion devices are directly coupled to the first structure, and [0397] a second set of at least two of the plurality of propulsion devices are directly coupled to the second structure. [0398] 48. The vessel of paragraph 47, wherein: [0399] the first set of at least two of the plurality of propulsion devices are aligned along a first horizontal plane, [0400] the second set of at least two of the plurality of propulsion devices are aligned along a second horizontal plane, and [0401] the first horizontal plane is spaced apart vertically from the second horizontal plane by a distance of at least one times a diameter of the first air-breathing engine. [0402] 49. The vessel of paragraph 1, further comprising a control system, wherein the control system comprises one or more controllers operably coupled to the one or more propulsion devices. [0403] 50. The vessel of paragraph 49, wherein the one or more controllers is configured to: [0404] control, via adjusting a first thrust output of the first air-breathing engine and a second thrust output of a second air-breathing engine from the one or more propulsion devices, an operational speed of the vessel, and [0405] steer, via increasing the first thrust output of the first air-breathing engine relative to the second thrust output of the second air-breathing engine, the vessel toward the second air-breathing engine. [0406] 51. The vessel of paragraph 49, the one or more controllers is configured to stabilize, via adjusting one or more control surfaces of a stabilization system, a pitch of the vessel. [0407] 52. The vessel of paragraph 51, wherein the first structure comprises the one or more control surfaces and the one or more control surfaces are disposed above the surface of the water in a first operational configuration. [0408] 53. The vessel of paragraph 51, wherein a leading-edge body of the hull comprises the one or more control surfaces. [0409] 54. The vessel of paragraph 51, wherein the hull further comprises a leading-edge body and the one or more control surfaces are directly coupled to the leading edge body. [0410] 55. The vessel of paragraph 49, wherein the one or more controllers is further configured to activate, via one of an electric-based ignition system or an electric-based starter system for a second of the one or more propulsion devices, the second of the one or more propulsion devices to generate additional thrust for the vessel. [0411] 56. The vessel of paragraph 49, wherein the control system further comprises one or more sensors in electronic communication with the one or more controllers, wherein the one or more controllers is further configured to: [0412] receive, via the one or more sensors, sensor data; [0413] determine, based at least partially on the sensor data, whether a spatial zone in a target direction within a set angular tolerance over a set distance relative to the vessel is free of objects; and [0414] responsive to determining the spatial zone is free of objects, accelerate the vessel from a first speed to a second speed while maintaining a direction of the vessel constant until the high-speed mode of operation is reached. [0415] 57. The vessel of paragraph 56, wherein the first speed is between 0 knots and 40 knots, and wherein the second speed is greater than 100 knots, or between 100 knots and 5,000 knots, or between 100 knots and 1,000 knots, or between 100 knots and 700 knots, or between 100 knots and 500 knots. [0416] 58. The vessel of paragraph 56, wherein the sensor data comprises at least one of light detection and ranging data (LiDAR) data, video data, geographical position system (GPS) data, radar data, radio wave data. [0417] 59. The vessel of paragraph 49, wherein the one or more controllers is further configured to: [0418] receive, via a communications module, satellite data corresponding to global position identification for surface vessels; [0419] determine, based at least partially on the satellite data, whether a spatial zone in a target direction within a set angular tolerance over a set distance relative to the vessel is free of objects; and [0420] responsive to determining the spatial zone is free of objects, accelerate the vessel from a first speed to a second speed while maintaining a direction of the vessel constant until the high-speed mode of operation is reached. [0421] 60. The vessel of paragraph 59, wherein the first speed is between 0 knots and 40 knots, and wherein the second speed is greater than 100 knots, or between 100 knots and 5,000 knots, or between 100 knots and 1,000 knots, or between 100 knots and 700 knots, or between 100 knots and 500 knots. [0422] 61. The vessel of paragraph 49, wherein the one or more controllers is further configured to control, via one or more control surface of a stabilization system, at least one of a force in a downward direction or a pitch of the vessel, thereby causing the hull to descend entirely below the surface of the water. [0423] 62. The vessel of paragraph 61, wherein the hull is without a ballast system. [0424] 63. The vessel of paragraph 49, wherein the one or more controllers is further configured to steer, via adjusting one or more control surfaces of the first structure, the vessel in a first lateral direction, wherein the one or more control surfaces are configured to generate a force in the first lateral direction from a freestream airflow traveling thereby. [0425] 64. The vessel of paragraph 49, wherein the one or more controllers is further configured to stabilize, via adjusting one or more control surfaces of the first structure, a roll of the vessel, wherein the adjusting the one or more control surfaces are configured to generate a counter-moment about a longitudinal axis of the vessel from a freestream airflow traveling thereby. [0426] 65. The vessel of paragraph 1, wherein: [0427] the first structure comprises a first wing extending outward from the hull and a second wing directly coupled to the first wing, [0428] the first wing comprises a first control surface configured to at least one of control or stabilize a yaw of the vessel at least in the first operational configuration, and [0429] the second wing comprises a second control surface configured to at least one of control or stabilize at least one of a pitch or a buoyancy force of the vessel at least in the first operational configuration. [0430] 66. The vessel of paragraph 1, wherein: [0431] the first structure comprises a first wing extending outward from the hull, a second wing extending outward from the hull, and a third wing directly coupled to the first wing and the second wing, [0432] the first wing comprising a first control surface, [0433] the second wing comprising a second control surface, [0434] the third wing comprising a third control surface, [0435] at least one of the first control surface and the second control surface configured to control or stabilize a roll of the vessel in at least the first operational configuration, [0436] the third control surface configured to at least one of control or stabilize at least one of a pitch or a buoyancy force of the vessel in at least the first operational configuration. [0437] 67. The vessel of paragraph 66, further comprising a second structure spaced apart in a longitudinal direction from the first structure, wherein: [0438] the second structure comprises a fourth wing extending outward from the hull and a fifth wing directly coupled to the fourth wing, [0439] the fourth wing comprises a fourth control surface configured to at least one of control or stabilize a yaw of the vessel in at least the first operational configuration, and [0440] the fifth wing comprises a fifth control surface configured to at least one of control or stabilize at least one of the pitch or the buoyancy force of the vessel in at least the first operational configuration. [0441] 68. The vessel of paragraph 1, further comprising a fluid supply system comprising a first fluid inlet, one or more fluid outlets, and a first fluid circuit disposed between the first fluid inlet and the one or more fluid outlets, wherein the first fluid inlet is configured to receive an airflow from an external environment above a surface of the water in at least one mode of operation. [0442] 69. The vessel of paragraph 68, wherein: [0443] the first structure comprises a wing extending from a root at the hull to a tip, the wing comprising a spanwise direction, [0444] a second of the one or more fluid outlets disposed on a first lateral side of the wing, [0445] a third of the one or more fluid outlets disposed on a second lateral side of the wing, and [0446] the second and the third of the one or more fluid outlets disposed aft in a longitudinal direction relative to the first of the one or more fluid outlets. [0447] 70. The vessel of paragraph 69, wherein the second and the third of the one or more fluid outlets are disposed aft of a max camber location of the wing. [0448] 71. The vessel of paragraph 70, wherein: [0449] the second of the one or more fluid outlets extends in the spanwise direction along the first lateral side of the wing, and [0450] the third of the one or more fluid outlets extends in the spanwise direction along the second lateral side of the wing. [0451] 72. The vessel of paragraph 70, wherein: [0452] an operational depth measured vertically from the hull to the surface of the water in the at least one mode of operation, [0453] the second and the third of the one or more fluid outlets each comprising a length in the spanwise direction that is equal to the operational depth plus or minus 10% in the at least one mode of operation. [0454] 73. The vessel of paragraph 68, wherein the fluid circuit further comprises: [0455] one or more fluid conduits that couple the fluid inlet to the one or more fluid outlets; and [0456] one or more valves disposed along at least one of the one or more fluid conduits, the one or more valves configured to control a fluid flow output from the one or more fluid outlets. [0457] 74. The vessel of paragraph 68, wherein: [0458] the one or more valves comprises a check valve disposed fluidly adjacent to a first of the one or more fluid outlets, and [0459] the check valve is configured to prevent a backflow of the water into one of the one or more fluid conduits in a second operational configuration. [0460] 75. The vessel of paragraph 68, wherein: [0461] the one or more valves comprises a flow control valve, and [0462] the flow control valve is configured to control a flow rate that is output from the first of the one or more fluid outlets. [0463] 76. The vessel of paragraph 68, wherein: [0464] the one or more fluid conduits comprises a common fluid conduit and two or more branch fluid conduits, [0465] a first of the two or more branch fluid conduits extends from the common fluid conduit to the first of the one or more fluid outlets, and [0466] a second of the two or more branch fluid conduits extends from the common fluid conduit to a second of the one or more fluid outlets. [0467] 77. The vessel of paragraph 76, wherein: [0468] the first of the one or more fluid outlets is disposed at a first longitudinal location along a longitudinal axis of the hull, [0469] the second of the one or more fluid outlets is disposed at a second longitudinal location along the longitudinal axis of the hull, and [0470] the second longitudinal location disposed aft of the first longitudinal location. [0471] 78. The vessel of paragraph 77, wherein: [0472] a third of the two or more branch fluid conduits extends from the common fluid conduit to a third of the one or more fluid outlets, [0473] the third of the one or more fluid outlets is disposed at a third longitudinal location along the longitudinal axis of the hull, and [0474] the third longitudinal location is disposed aft of the first longitudinal location. [0475] 79. The vessel of paragraph 68, further comprising a control system, wherein the control system comprises one or more controllers operably coupled to the one or more propulsion devices, the fluid supply system, and one or more sensors. [0476] 80. The vessel of paragraph 79, wherein the one or more controllers is configured to: [0477] reconfigure, via one or more valves of the fluid circuit; and [0478] responsive to the reconfiguring the one or more valves of the fluid circuit, releasing the airflow from the one or more fluid outlets. [0479] 81. The vessel of paragraph 80, wherein the reconfiguring the one or more valves comprises controlling, by the one or more controllers and via a flow control valve in the one or more valves, a flow rate for the airflow released from the one or more fluid outlets. [0480] 82. The vessel of paragraph 79, wherein the one or more controllers is further configured to: [0481] determine, by the one or more controllers, a threshold speed has been exceeded; and [0482] responsive to the threshold speed being exceeded, activate, by the one or more controllers a second of the one or more propulsion devices, wherein the second of the one or more propulsion devices comprises a ramjet engine. [0483] 83. The vessel of paragraph 79, wherein: [0484] the first air-breathing engine comprises an adaptive turboelectric engine, [0485] the one or more controllers is further configured to: [0486] operate the adaptive turboelectric engine in a fully electric mode of operation, determine a first threshold speed has been exceeded; [0487] responsive to the first threshold speed being exceeded, transition the adaptive turboelectric engine from the fully electric mode of operation to an electric and combustion mode of operation; [0488] determine a second threshold speed has been exceeded; and [0489] responsive to the determining the second threshold speed has been exceeded, transition the adaptive turboelectric engine from the electric and combustion mode of operation to a ramjet mode of operation. [0490] 84. The vessel of paragraph 79, wherein: [0491] the first air-breathing engine comprises a turbine-based combined cycle engine, and [0492] the one or more controllers is further configured to: [0493] determine a threshold speed has been exceeded; and [0494] responsive to the threshold speed being exceeded, transition the turbine-based combined cycle engine from a turbofan mode of operation to a ramjet mode of operation. [0495] 85. The vessel of paragraph 79, wherein the one or more controllers is further configured to operate, via the one or more propulsion devices, at a speed of at least 100 knots. [0496] 86. The vessel of paragraph 79, wherein the one or more controllers is further configured to operate, via the one or more propulsion devices, at a speed of at least 200 knots. [0497] 87. The vessel of paragraph 79, wherein the one or more controllers is further configured to adjust, via one or more valves of the fluid circuit, a flow rate of the airflow released from the one or more fluid outlets as a speed of the vessel decreases. [0498] 88. The vessel of paragraph 79, wherein: [0499] a first of the one or more fluid outlets is disposed in a first longitudinal location along a longitudinal axis of the vessel, [0500] a second of the one or more fluid outlets is disposed in a second longitudinal location along the longitudinal axis of the vessel, [0501] a third of the one or more fluid outlets is disposed in a third longitudinal location along the longitudinal axis of the vessel, and [0502] the second longitudinal location is disposed axially between the first longitudinal location and the second longitudinal location along the longitudinal axis, and [0503] the one or more controllers is further configured to control, via one or more valves of the first fluid circuit, a port opening and closing sequence of a plurality of fluid outlets. [0504] 89. The vessel of paragraph 68, wherein: [0505] the hull comprises a cavitator and a main body extending aft from the cavitator; and [0506] the first of the one or more fluid outlets disposed through a surface of the cavitator. [0507] 90. The vessel of paragraph 68, further comprising a first operational configuration, wherein the first operational configuration comprises: [0508] the hull disposed entirely below a surface of the water; [0509] the first air-breathing engine disposed entirely above the surface of the water; and [0510] the fluid supply system configured to fluidly couple the airflow from the external environment to a first of the one or more fluid outlets disposed in the hull to generate a boundary layer airflow along at least a portion of the hull. [0511] 91. The vessel of paragraph 90, further comprising a second operational configuration, the second operational configuration comprising: [0512] the hull disposed partially below the surface of the water and partially above the surface of the water, and [0513] the first air-breathing engine disposed entirely above the surface of the water. [0514] 92. The vessel of paragraph 91, further comprising a plurality of operational configurations, wherein: [0515] the plurality of operational configurations comprises the first operational configuration and the second operational configuration, and [0516] the first air-breathing engine is disposed entirely above the surface of the water in all of the plurality of operational configurations. [0517] 93. The vessel of paragraph 91, further comprising a plurality of operational configurations, wherein: [0518] the plurality of operational configurations include the first operational configuration, and [0519] all of the plurality of propulsion devices are disposed entirely above the surface of the water in all of the plurality of operational configurations. [0520] 94. The vessel of paragraph 90, further comprising a retractable fin stabilizer coupled to the hull, the retractable fin stabilizer configured to transition between a deployed state and a stowed state, wherein the first operational configuration comprises the retractable fin stabilizer in a stowed state. [0521] 95. The vessel of paragraph 68, further comprising: [0522] a plurality of operational configurations, comprising a high-speed mode of operation, a low-speed mode of operation, a first transition mode of operation for transitioning from the low-speed mode of operation to the high-speed mode of operation, and a second transition mode of operation for transitioning from the high-speed mode of operation to the low-speed mode of operation; and [0523] a control system, wherein the control system comprises one or more controllers operably coupled to the one or more propulsion devices, the fluid supply system, and one or more sensors, the one or more controllers configured to: [0524] operate, via the one or more propulsion devices, the vessel in the low-speed mode of operation; [0525] operate, via the one or more propulsion devices, the vessel in the first transition mode of operation to transition the vessel from the low-speed mode of operation to the high-speed mode of operation; [0526] operate, via the one or more propulsion devices, the vessel in the high-speed mode of operation; and [0527] operate, via the one or more propulsion devices, the vessel in the second transition mode of operation to transition the vessel from the high-speed mode of operation to the low-speed mode of operation. [0528] 96. The vessel of paragraph 95, wherein the operating the vessel in the first transition mode of operation further comprises increasing, by the one or more controllers and via increasing a first thrust of the first air-breathing engine. [0529] 97. The vessel of paragraph 95, wherein prior to the operating in the first transition mode of operation, the one or more controllers is further configured to at least partially fill, via one or more valves of a ballast system, one or more ballast tanks in the ballast system. [0530] 98. A method of operating the vessel of paragraph 1, the method comprising: [0531] generating, by the first air-breathing engine, a first thrust to propel the vessel; and [0532] diverting a first airflow from an external environment above a surface of the water into a first fluid circuit of a fluid supply system; and [0533] releasing, by the first fluid circuit of the fluid supply system and via the one or more fluid outlets, the first airflow along an external surface of the hull. [0534] 99. The method of paragraph 98, further comprising controlling, by one or more valves in the fluid circuit, a flow rate of the airflow. [0535] 100. The method of paragraph 98, further comprising: [0536] generating, by a second of the one or more propulsion devices, a second thrust to propel the vessel; [0537] bleeding, by at least one of a first of the one or more propulsion device or the second of the one or more propulsion devices, a bleed airflow into one of the first fluid circuit or a second fluid circuit; [0538] receiving, by a third of the one or more propulsion devices and via the second fluid circuit, the second bleed airflow; and [0539] generating, by the third of the one or more propulsion devices via accelerating and expelling the first bleed airflow as a motive fluid, a third thrust below the surface of the water to propel the vessel. [0540] 101. The method of paragraph 98, further comprising: [0541] accelerating, by a second of the one or more propulsion devices, a second airflow into a second fluid circuit to generate an accelerated airflow; [0542] generating, by a third of the one or more propulsion devices and via further accelerating and expelling the accelerated airflow as a motive fluid, a second thrust below the surface of the water to propel the vessel. [0543] 102. A method of operating the vessel of paragraph 1, comprising: [0544] generating, by the first air-breathing engine, a thrust to propel the vessel; [0545] bleeding, by the first air-breathing engine, a bleed airflow into a fluid circuit; [0546] receiving, by a second of the one or more propulsion devices and via the fluid circuit, the bleed airflow; and [0547] generating, by the second of the one or more propulsion devices via accelerating and expelling the bleed airflow as a motive fluid, a second thrust below the surface of the water to propel the vessel.

[0548] 103. A method of operating the vessel of paragraph 1, comprising: [0549] accelerating, by the first of the one or more propulsion devices, an airflow into a fluid circuit to generate an accelerated airflow; [0550] generating, by a second of the one or more propulsion devices and via further accelerating and expelling the accelerated airflow as a motive fluid, a thrust below the surface of the water to propel the vessel. [0551] 104. A method of operating a vessel for transporting cargo by water, the method comprising [0552] generating, by a first air-breathing engine and via accelerating and expelling a first airflow as a first motive fluid above a surface of the water, a first thrust to propel the vessel; and [0553] diverting an airflow into a first fluid circuit of a fluid supply system; [0554] routing, by the first fluid circuit of the fluid supply system, the first airflow to one or more fluid outlets disposed in a hull of the vessel, the hull disposed entirely below the surface of the water; [0555] releasing, by the first fluid circuit of the fluid supply system and via the one or more fluid outlets, the airflow along an external surface of the hull, thereby generating a boundary layer airflow. [0556] 105. The method of paragraph 104, further comprising controlling, by one or more valves in the fluid circuit, a flow rate of the airflow. [0557] 106. The method of paragraph 104, further comprising controlling, by the one or more valves in the fluid circuit, a release sequence from a plurality of fluid outlets, wherein: [0558] the plurality of fluid outlets comprises the one or more fluid outlets, [0559] a first of the plurality of fluid outlets is disposed a first longitudinal location relative to a longitudinal axis of the hull, [0560] a second of the plurality of fluid outlets is disposed at a second longitudinal location relative to the longitudinal axis of the hull, [0561] a third of the plurality of fluid outlets is disposed at a third longitudinal location of the hull, and [0562] the second longitudinal location is disposed axially between the first longitudinal location and the second longitudinal location. [0563] 107. A method of operating a vessel for transporting cargo by water, the method comprising: [0564] generating, by an air-breathing engine and via accelerating and expelling an airflow as a first motive fluid above a surface of the water, a thrust to propel the vessel; [0565] bleeding, by the air-breathing engine, a bleed airflow into a fluid circuit; [0566] receiving, by a second air-breathing engine, the bleed airflow; and [0567] generating, by the second air-breathing engine and via accelerating and expelling the bleed airflow as a second motive fluid, a second thrust below the surface of the water to propel the vessel. [0568] 108. A method of operating a vessel for transporting cargo by water, the method comprising: [0569] accelerating, by a first propulsion device, a second airflow into a fluid circuit to generate an accelerated airflow, the first propulsion device disposed entirely above a surface of the water; [0570] generating, by a second propulsion device and via further accelerating and expelling of the accelerated airflow as a motive fluid, a thrust below the surface of the water to propel the vessel. [0571] 109. The method of paragraph 104, 107, or 108, further comprising: [0572] generating, by one or more control surfaces of one or more wings coupled to the hull, via a freestream airflow traversing thereover, and while the hull is partially disposed above the surface of the water, a downward force on the one or more wings, thereby causing the vessel to descend; and [0573] adjusting, by the one or more control surface of the one or more wings, the downward force to balance a buoyancy force on the vessel. [0574] 110. The method of paragraph 100, wherein responsive to balancing the buoyancy force on the vessel, the hull of the vessel is disposed entirely below the surface of the water. [0575] 111. The method of paragraph 104, 107, or 108, further comprising: [0576] generating, by one or more control surfaces of a wing coupled to the hull, via a freestream airflow traversing thereover, and while the hull is partially disposed above the surface of the water, a lateral force on the wing; and [0577] responsive to the lateral force, yawing the vessel in a lateral direction. [0578] 112. The method of paragraph 104, further comprising: [0579] slowing, by decreasing the first thrust produced by the first air-breathing engine, the vessel from a higher speed to a lower speed; and [0580] augmenting, by adjusting one or more valves in the fluid circuit, a flow rate of the airflow that is released from the one or more fluid outlets. [0581] 113. The method of paragraph 112, wherein: [0582] the vessel further comprises a first of the one or more fluid outlets and a second of the one or more fluid outlets, the second of the one or more fluid outlets disposed longitudinally aft of the first of the one or more fluid outlets, and [0583] the method further comprises at least partially opening the second of the one or more fluid outlets during the slowing the vessel to supply an additional boundary layer airflow over the external surface of the hull.

Technical Problems Solved

[0584] The numerous example embodiments outlined above provide a number of technical solutions to a number of different technical problems. Provided below are some non-limiting examples of technical problems solved by the exemplary embodiments outlined above, how the exemplary embodiment is a technical solution to the technical problem, and the technical benefits of the technical solution.

[0585] For paragraph 1-4 and 44-48 in the exemplary embodiments, the technical problems solved by the exemplary embodiment are at least one of (1) increasing a speed of a vessel for transporting cargo; and (2) how to increase a cargo space for a cargo bay disposed in a hull of a vessel capable of the increased speed. The technical solution to the problem solved by the exemplary embodiment of paragraphs 1-4 is at least (1) directly coupling the first of the one or more propulsion devices to the first structure, which is extending outward from the hull, not an element of the hull; and/or (2) utilizing a first air-breathing engine configured to generate thrust utilizing an input airflow as a motive fluid. In this regard, the first of the one or more propulsion device does not take up space within the hull and allows a cargo bay to be larger, which can provide more space for transporting cargo and/or the first of the one or more propulsion devices is capable of generating a significant amount of thrust relative to typical propulsors for cargo vessels, such as water based propellers, for example.

[0586] For paragraphs 6-20, 31-33, and 39 in the exemplary embodiments, the technical problems solved by the exemplary embodiments are at least one of (1) facilitating one or more propulsion devices that are entirely external to the hull; (2) providing a structure capable of extending from a hull that is below a surface of water to above a surface of water without adding significant drag to the vessel at higher speeds; and/or (3) providing a means of stability and/or steering control for the vessel at high speeds. The technical solutions solved by the exemplary embodiments in paragraphs 6-20 is at least the various specific configurations of the support structure and the aerodynamic structure and the control surfaces associated with the respective components. In this regard, at high-speeds, utilizing any control surfaces below the surface of water can increase drag significantly and/or impact a hydrodynamic stability of the vessel. Accordingly, by having the configurations of paragraphs 6-20, the vessel can steer in the high-speed mode of operation by adjusting control surfaces above the surface of the water and/or stabilize the vessel in the high-speed mode of operation by adjusting control surfaces above the surface of the water.

[0587] For paragraphs 21-30, 34, 100-103, 106-108 in the exemplary embodiments, the technical problems solved by the exemplary embodiments are at least one of: (1) providing a thrust vector closer to a vertical center of gravity of a vessel that utilizes air from an external environment as a motive fluid; and/or (2) balancing a number and a magnitude of thrust vectors between above a center of gravity of the vessel and below a center of gravity of the vessel. The technical solution to this technical problem associated with paragraphs 6-20 is to route airflow from one of the one or more propulsion devices (e.g., either as a bleed airflow or an output airflow) from the external environment to a second of the one or more propulsion devices disposed below the surface of the water during operation. In this regard, a thrust vector can generated in close proximity to a longitudinal axis of the vessel and/or closer in proximity to a vertical center of gravity location of the vessel, which can be helpful for hydrodynamic stability of the vessel, in accordance with various embodiments. The technical benefits of the technical solution are at least one of (1) increased hydrodynamic stability; (2) greater efficiency of a propulsion arrangement by having the work spread out; and/or greater environmental benefit via utilization of electric machines that can generate electricity or power portions of the propulsion arrangement.

[0588] For paragraphs 36-38 in the exemplary embodiments, the technical problems solved by the exemplary embodiments are at least one of: (1) fluidly coupling air from an external environment to one or more fluid outlets of a fluid supply system for generating a boundary layer flow over a hull of the vessel; (2) controlling the airflow; and/or (3) routing the airflow to a desired location. The technical solution to the technical problem is at least one of (1) bleeding air from a first and a second propulsion device; (2) combining the bleed air in a fluid circuit; (3) routing the fluid circuit through the structure and the hull to release the fluid at a desired location; and (4) controlling a flow rate via one or more valves. The technical benefits of the technical solution are at least (1) reduced drag on the vessel in a high-speed mode of operation, (2) increasing a speed of a vessel for transporting cargo; and (3) increasing a cargo space for a cargo bay disposed in a hull of a vessel by eliminating a storage container for a pressurized fluid to generate the boundary layer along the external surface of the hull.

[0589] For paragraphs 68-89, 98-99, 104-105, 112-113 in the exemplary embodiments, the technical problems solved by the exemplary embodiments are at least one of: (1) fluidly coupling air from an external environment to one or more fluid outlets of a fluid supply system for generating a boundary layer flow over a hull of the vessel; (2) controlling the airflow; and/or (3) routing the airflow to a desired location. The technical solution to the technical problem is at least one of (1) bleeding air from a propulsion device through the structure and the hull to the one or more fluid outlets in the hull; (2) diverting an airflow through the structure and the hull to the one or more fluid outlets in the hull; (3) routing the fluid circuit through the structure and the hull to release the fluid at a desired location; (4) controlling a flow rate via one or more valves; and/or (5) controlling a sequence and a longitudinal location of the release of airflow along the hull. The technical benefits of the technical solution are at least (1) reduced drag on the vessel in a high-speed mode of operation, (2) increasing a speed of a vessel for transporting cargo; (3) increasing a cargo space for a cargo bay disposed in a hull of a vessel by eliminating a storage container for a pressurized fluid to generate the boundary layer along the external surface of the hull; and/or (4) facilitating a transition from a high-speed mode of operation to a low-speed mode of operation while maintaining hydrodynamic stability.

[0590] For paragraph 41-43 in the exemplary embodiments, the technical problem solved by the exemplary embodiments are at least one of: (1) facilitating operation of the vessel at ultra low speeds around ports while preventing additional drag on the vessel at high speeds; (2) facilitate steering of the vessel from a source below the waterline at low speeds without adding additional drag on the vessel at high speeds; and/or (3) providing an alternative steering arrangement for the vessel at high speeds. The technical solution to the technical problem for paragraphs 41-43 are at least one of: (1) disposing a propeller in a pocket at an aft end of the hull, the pocket adaptable to be isolated from water external to the hull during operation; and/or (2) having one or more valves capable of isolating the pocket. In this regard, the technical solution for paragraphs 41-43 can provide any of the the following technical benefits: (1) by being able to fluidly isolate the pocket during operation, the vessel can transition from the low-speed mode of operation to the high-speed mode of operation without increasing drag via a propeller disposed external to the hull; (2) after a boundary layer is generated an the vessel is in a high-speed mode of operation, the valve can be opened to route a portion of the air to the propeller and rudder or the rudder to provide steering below the waterline; (3) the steering in the high-speed mode of operation can be less sensitive by interacting with air relative to interacting with water; and/or (4) the propeller induced drag can be reduced by interacting with air in the high-speed mode of operation as opposed to water.

[0591] For paragraphs 49-67 and 90-97, 109-111 in the exemplary embodiments, the technical problem solved by the exemplary embodiments are at least one of: (1) how to facilitate steering control, buoyancy control, and/or hydrodynamic stability of the vessel in a high-speed mode of operation, a low-speed mode of operation, and/or one or more transitioning modes of operation; (2) how to limit drag while facilitating the steering control and/or the stability control; and (3) how to facilitate operation between modes. The technical solution to the technical problems are at least one of (1) control surfaces that are operable via a control system and configured to modify a force (e.g., a lateral force, a buoyancy force, a pitching force, or a yawing force), a moment (e.g., a roll) or the like by adjusting a freestream airflow over a respective wing associated with the control surface; (2) control surfaces that are operable via a control system and configured to modify a force (e.g., a lateral force, a buoyancy force, a pitching force, or a yawing force), a moment (e.g., a roll) or the like by adjusting a component interfacing with water, such as the cavitator; (3) altering thrust of one propulsion device relative to another propulsion device. The technical benefits of these technical solutions are at least (1) increasing hydrodynamic stability and/or steering capabilities across modes of operation; and/or (2) minimizing drag or potential sources of hydrodynamic instability during operation in various modes of operation.

[0592] Benefits, other advantages, and solutions to problems have been described herein regarding specific embodiments. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and/or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in a practical system. However, the benefits, advantages, solutions to problems, and any elements that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as critical, required, or essential features or elements of the disclosure. The scope of the disclosure is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean one and only one unless explicitly so stated, but rather one or more. Moreover, where a phrase similar to at least one of A, B, or C is used in the claims, it is intended that the phrase be interpreted to mean that A alone may be present in an embodiment, B alone may be present in an embodiment, C alone may be present in an embodiment, or that any combination of the elements A, B and C may be present in a single embodiment; for example, A and B, A and C, B and C, or A and B and C. Different cross-hatching is used throughout the figures to denote various parts but not necessarily to denote the same or dissimilar materials.

[0593] Systems, methods, and apparatus are provided herein. In the detailed description herein, references to various embodiments indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to affect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described. After reading the description, it will be apparent to one skilled in the relevant art(s) how to implement the disclosure in alternative embodiments.

[0594] Furthermore, no element, component, or method step in the present disclosure is intended to be dedicated to the public regardless of whether the element, component, or method step is explicitly recited in the claims. No claim element herein is to be construed under the provisions of 35 U.S.C. 112(f) unless the element is expressly recited using the phrase means for. As used herein, the terms comprises, comprising, or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0595] Finally, it should be understood that any of the above-described concepts can be used alone or in combination with any or all of the other above-described concepts. Although various embodiments have been disclosed and described, one of ordinary skill in this art would recognize that certain modifications would come within the scope of this disclosure. Accordingly, the description is not intended to be exhaustive or to limit the principles described or illustrated herein to any precise form. Many modifications and variations are possible in light of the above teaching.