Air lubrication system for ship hulls

Abstract

A displacement vessel having a hull in which the design draft of the hull increases from bow to stern, wherein an air outlet is located on the bottom surface of the hull. The air outlet is in fluid communication with one or more compressors configured to release air bubbles onto the bottom surface. The vessel further includes at least two bubble guide surfaces located symmetrically on both sides of the hull's centerline on the bottom surface of the hull and extending along a longitudinal portion of the hull. The bubble guide surfaces project outward from the bottom surface of the hull, and the bubble guide surfaces and the air outlet define an air bubble distribution area on the bottom surface of the hull.

Description

Technical Field

[0001] The invention relates to a displacement ship comprising a hull having a designed draft increasing from the bow to the stern, wherein an air outlet is arranged on the bottom surface of the hull.

Background Art

[0002] With the rise in energy prices and the acceleration of climate change, the demand for highly energy-efficient solutions in the maritime transportation field is increasing. Reducing the energy required to power the world's displacement ship fleet is extremely important for suppressing the use of fossil fuels and introducing more environmentally friendly fuel alternatives.

[0003] One approach is the use of air lubrication systems. These known systems and methods make it possible to reduce the resistance between the hull and the water by capturing an air layer under the hull. There are various types of air lubrication technologies, ranging from systems that freely release air bubbles under the hull to systems that form cavities in the hull to capture air pockets under the hull. In large displacement ships, the bubble method is recognized as the most relevant technology.

[0004] Generally, for air lubrication systems using bubble technology, air bubbles are generated using a blower or a dedicated system and are continuously passed under the ship's surface. The air bubbles are released at different positions along the bottom of the hull, often symmetrically on both sides of the ship's centerline. The distribution of air bubbles across the hull surface reduces the drag force and resistance acting on the hull, resulting in an energy-saving effect. The air lubrication system continuously replenishes the lost air bubbles to ensure that a uniform air bubble layer is maintained under the ship to produce the desired effect.

[0005] Air lubrication systems using bubble technology are expected to achieve significant fuel savings and up to a 5 - 15% reduction in carbon dioxide emissions.

[0006] While air lubrication systems using bubble technology are promising, several concerns exist regarding their implementation and performance on ships, including the following: • Air escaping to the sides and stern of the hull reduces the friction-reducing effect. • Energy consumption by the compressor to continuously supply air reduces fuel savings. • Air entering the propeller can reduce power output, leading to decreased fuel savings and increased noise and vibration associated with air interference with the propeller.

[0007] To avoid these problems, various hull designs have been proposed in conventional technology, including those that induce bubble flow to keep them beneath the hull, and those that attempt to prevent bubbles from being sucked into the propeller. As can be seen, trapping air in a cavity beneath the hull can be counterproductive to preventing air bubbles from entering the propeller path.

[0008] Trapping bubble layers beneath a ship's hull is a challenging task. Conventional solutions that use cavities or special hull designs to trap air bubbles beneath the hull significantly increase ship construction costs. Furthermore, there are concerns regarding the maneuverability and stability of vessels with such cavities at sea.

[0009] The invention aims to overcome one or more of the problems and shortcomings of prior art solutions by providing a novel and inventive hull relating to a method for controlling such a system and a displacement vessel with an air lubrication system. [Overview of the Initiative]

[0010] The invention relates to a displacement vessel comprising the following: - A hull in which the design draft increases from the bow to the stern. - Air outlet located on the bottom of the hull, The air outlet is configured to be fluidly connected to one or more compressors and to release air bubbles over the bottom surface of the hull. - The ship is further equipped with the following: At least two bubble guide surfaces are symmetrically positioned on the bottom surface of the hull, opposite the centerline of the hull, and extending along a longitudinal portion of the hull. The bubble induction surface protrudes away from the bottom surface of the hull. The bubble induction surface and air outlet define the air bubble distribution area on the bottom surface of the hull.

[0011] Therefore, the invention solves at least some of the aforementioned problems of the prior art by more effectively trapping air beneath the hull of a ship, thereby reducing hull friction. The combined effect of the inclined hull that pushes the released air toward the hull, along with the bubble guide surface that encloses the air beneath the hull, ensures that the air is trapped beneath the hull for a longer period of time compared to the prior art.

[0012] According to the invention, bubble guide surfaces may be positioned such that they are distinct from bilge keels or other submerged surfaces that may protrude from the hull. Bilge keels are known in the art and provide roll damping. Bubble guide surfaces may also provide roll damping. However, bubble guide surfaces may be positioned so that they trap air below the bottom surface of the hull, in contrast to bilge keels, which are usually located on the sides of the hull.

[0013] The bubble guide surface may typically be located on the bottom surface of the hull and may extend longitudinally on both sides of the hull adjacent to the bilge radius. The bilge radius may be defined as a curved plate connecting the nearly vertical side plates of the hull to the flat bottom plates of the hull. In contrast, the bilge keel may typically be located at the bilge radius of the hull, so that it does not extend below the lowest draft of the hull or beyond the lateral extension of the side plates. For example, the bilge keel may extend from the bilge radius at an angle of 45 degrees to the horizontal plane.

[0014] The bubble guide surface may extend below the lowest draft of the hull. However, in some embodiments, the bubble guide surface does not extend beyond the lowest draft of the hull. The bubble guide surface may be positioned to extend in a substantially vertical direction perpendicular to the flat bottom surface of the hull. In one embodiment of the invention, the bubble guide surface and the bottom surface of the hull may be configured to form a cavity. Alternatively, a cavity may be located within the bottom surface of the hull, so that its side walls form the bubble guide surface.

[0015] Those skilled in the art will understand that the design draft may be the draft based on the ship's basic design parameters. Therefore, the design draft may be the draft at which the ship is designed to operate and may deviate from the ship's mold depth.

[0016] In one embodiment of the invention, the mold depth of the hull may increase from the bow to the stern of the hull.

[0017] In one embodiment of the invention, in order to compensate for the reduction in available draft resulting from the extension of the bubble guide surface below the bottom surface of the hull, the ratio of the beam of the vessel to the longitudinal of the vessel may be set to be greater than that for conventional vessels.

[0018] In one embodiment of the invention, the bubble guide surface may be positioned to align with the water flow along the bottom surface of the hull.

[0019] In one embodiment of the invention, the bottom surface of the hull may be defined as a planar surface substantially oriented horizontally, and may be located below the ship's design waterline. In several embodiments, the bottom surface may be the lowest surface of the hull. Here, substantially oriented horizontally means that the planar surface is at an angle of 0.1 to 10 degrees from the horizontal plane, and the planar surface may be aligned with the baseline of the hull. Thus, it will be understood that the hull may be defined excluding bubble guide surfaces, which are usually placed as additional components of the hull.

[0020] In one aspect of the invention, at least 50% of the bottom surface of the hull may have a flat or planar surface.

[0021] In one aspect of the invention, the bubble guiding surface may be provided on a flat section and / or a planar section of the bottom surface of the hull and may function as a side wall for preventing air from escaping from the side of the hull.

[0022] In one aspect of the invention, the bubble guiding surface may be perpendicular to the bottom surface of the hull.

[0023] In one aspect of the invention, the cross-section of the bubble guiding surface may be curved or inclined towards the center line of the hull in order to better capture air. At least a part of the cross-section of the bubble guiding surface may be inclined at an angle deviating from the vertical direction towards the center line direction. At least a part of the cross-section of the bubble guiding surface may be arranged horizontally.

[0024] In one aspect of the invention, the bubble guiding surface may extend from an air outlet, and the air outlet is preferably arranged in front of the ship. The front part of the bubble guiding surface closest to the bow may be arranged at a distance from the air outlet, so that when the ship moves forward at a predetermined speed, the air discharged from the outlet flows into the space between the bubble guiding surfaces. In other aspects, the front part of the bubble guiding surface closest to the bow may be arranged on the same straight line as the air outlet.

[0025] In multiple aspects of the invention, the bubble guiding surface may extend to the stern of the hull. In one aspect, the bubble guiding surface may be arranged to extend to the end of the stern, so that it is possible to capture air between the surfaces along the longitudinal direction of the bubble guiding surface, and it is possible to provide a friction reduction effect in a longer part of the hull.

[0026] In one aspect of the invention, the length of the bubble guiding surface may extend at least 80% of the length of the hull. In still other aspects, the bubble guiding surface may extend at least 60% of the length of the hull. In still other aspects, the bubble guiding surface may extend at least 40% of the length of the hull. In still other aspects, the bubble guiding surface may extend at least 30% of the length of the hull. In still other aspects, the bubble guiding surface may extend at least 20% of the length of the hull. In still other aspects, the bubble guiding surface may extend at least 10% of the length of the hull.

[0027] In one aspect of the invention, at least one bubble guiding surface may be made in an integral continuous length.

[0028] In one aspect of the invention, the bubble guiding surface may be made of multiple sections. In still other aspects, those surfaces may be offset from each other. Those sections of the bubble guiding surface may be oriented substantially parallel to the centerline of the hull. Preferably, the bubble guiding surface may be configured such that they are aligned with the local water flow in the area of the hull.

[0029] In one aspect of the invention, the bubble guiding surface may also provide roll damping for the ship.

[0030] In one aspect of the invention, the ship may be a displacement ship that supports its total weight hydrostatically at the design speed.

[0031] In one aspect of the invention, the ship may have a deadweight coefficient exceeding 0.3. In still other aspects, the ship may have a deadweight coefficient exceeding 0.7, and more particularly, may have a deadweight coefficient exceeding 0.8.

[0032] In one aspect of the invention, at least one bottom surface of the hull may be inclined from the horizontal plane with a bottom angle, the bottom angle of which may be 0.2 to 5 degrees. More preferably, the bottom angle may be 0.25 to 3 degrees. Even more preferably, the bottom angle may be 0.5 to 2 degrees. Even more preferably, the angle may be 1 to 1.5 degrees. A preferred embodiment of the invention may provide an optimal balance between capturing air beneath the hull and minimizing storage space loss.

[0033] The bottom angle may be measured between the bottom surface of the hull and a horizontal plane, which may be parallel to the water surface. The horizontal plane may also be parallel to the baseline of the hull.

[0034] In one embodiment of the invention, the reduction in the design draft of the hull from the stern to the bow may correspond to the bottom angle.

[0035] In one embodiment of the invention, the reduction in the mold depth of the hull from the stern to the bow may correspond to the bottom angle.

[0036] In one embodiment of the invention, a ship may have a single propeller and a single skeg.

[0037] In one embodiment of the invention, a ship may have twin propellers and twin skegs.

[0038] In one embodiment of the invention, the depth of the bubble induction surface does not have to be constant along the longitudinal direction of the hull.

[0039] In one embodiment of the invention, the depth of the bubble induction surface may taper towards the bow of the hull.

[0040] In one embodiment of the invention, the depth of the bubble induction surface may taper towards the stern of the hull.

[0041] In one embodiment of the invention, the depth of the bubble induction surface may taper towards the stern of the hull so as not to increase the draft of the vessel.

[0042] In one embodiment of the invention, the depth of the bubble induction surface may taper towards the stern and bow of the hull.

[0043] In one embodiment of the invention, the depth of the bubble guide surface at the position closest to the stern and / or the lowest draft position of the hull does not need to exceed 25% of the depth of the bubble guide surface in the central region of the hull. Preferably, the depth of the bubble guide surface at the position closest to the stern and / or the lowest draft position of the hull does not need to extend beyond the deepest draft of the hull. Therefore, the depth of the bubble guide surface may be smaller in the deepest part of the hull, thereby minimizing the additional draft generated by the bubble guide surface.

[0044] In one embodiment of the invention, the depth of the bubble guide surface closest to the bow and / or adjacent to the first air outlet does not need to exceed 25% of the depth of the bubble guide surface in the central region of the hull. Preferably, the depth of the bubble guide surface closest to the bow and / or adjacent to the first air outlet does not need to extend beyond the deepest draft of the hull. Since the air released from the first air outlet may adhere more to the hull immediately after release, the depth of the bubble guide surface in this region does not need to be the same as that in the central region further aft of the air outlet where the air is more likely to escape from the hull.

[0045] In one embodiment of the invention, the lower edge of the bubble guide surface may extend below the bottom surface of the hull at any position along the longitudinal direction of the hull.

[0046] In one embodiment of the invention, the lower edge of the bubble guide surface may protrude below the bottom surface of the vessel with respect to at least 50% of the vertical length of the bubble guide surface.

[0047] In one embodiment of the invention, the bubble induction surface does not need to include an enclosed space.

[0048] In one embodiment of the invention, at least a portion of the bubble guide surface may be positioned in alignment with the skegs to guide air from the bottom surface of the hull into the space between the skegs.

[0049] In one aspect of the invention, one or more air outlets may be located on the bottom surface of the forward part of the hull, preferably within the first 40% of the longitudinal portion of the hull. More preferably, the air outlets may be located within the first 10% of the longitudinal portion of the bottom surface of the hull, measured from the foremost part of the bottom surface. Even more preferably, the air outlets may be located within the first 5% of the longitudinal portion of the bottom surface of the hull.

[0050] The air outlets may typically include a number of vents arranged symmetrically on either side of the hull's centerline, and these vents may be spaced evenly across the width of the vessel. Each vent may be individually adjustable to control the airflow across the bottom of the hull. The air outlets may be arranged in a straight line across the hull, or they may be arranged in a V-shape, or they may be arranged along the forward edge of the bottom of the hull.

[0051] In one embodiment of the invention, the end of the bubble guide surface may be aligned with the air outlet or the area of ​​the air outlet, or it may be positioned further from the bow than the air outlet.

[0052] In one embodiment of the invention, a second air outlet may be located on the bottom surface of the hull, closer to the stern than the first air outlet described above. In a more preferred embodiment, the further second air outlet may be located preferably within 40-80% of the hull's longitudinal length from the bow. Furthermore, it will be understood that additional air outlets may be located along the longitudinal of the hull in addition to the first and second air outlets.

[0053] In one embodiment of the invention, one or more sensors may be arranged on the hull to detect the air layer thickness, and these sensors may be positioned in the air bubble distribution area on the bottom surface of the hull. In one embodiment of the invention, these sensors may be arranged to traverse the hull. In one embodiment of the invention, these sensors may be arranged at predetermined intervals along the longitudinal direction of the hull. Preferably, these sensors may be arranged symmetrically around the centerline of the hull. Thus, as will be described in more detail below, a symmetrical distribution of air on the bottom surface of the hull may be provided, optimized, and maintained through information from sensory measurements of air thickness.

[0054] In one embodiment of the invention, the sensor for detecting the air layer thickness may be positioned toward the stern of the hull bottom. For example, the sensor may not be positioned forward of 50% of the vertical length of the hull bottom as measured from the stern, or it may not be positioned forward of 50% of the vertical length of the bubble guide surface as measured from the stern. Preferably, the sensor may not be positioned forward of 20% of the vertical length of the hull bottom as measured from the stern, or it may not be positioned forward of 20% of the vertical length of the bubble guide surface as measured from the stern.

[0055] Typically, it is advantageous to position the sensor within the air bubble distribution area, at the maximum distance from the air outlet along the length of the hull bottom. This is because bubble loss is most likely to increase with increasing distance from the air outlet. Therefore, it is possible to compensate by detecting the thickness of the air layer toward the stern at the hull bottom and providing more air through the air outlet.

[0056] In one embodiment of the invention, sensors for detecting the air layer thickness may be positioned adjacent to the bubble guidance surface in the air bubble distribution region. Preferably, these sensors may be positioned closer to the bubble guidance surface than the centerline of the hull. The air bubble distribution region may be defined by the space between the bubble guidance surfaces.

[0057] Typically, it is advantageous to place sensors near the bubble guidance surface, as these are often positioned towards the periphery of the hull's bottom. This is because bubble loss tends to increase along the sides of the hull. Therefore, it is possible to compensate by detecting the air layer thickness at the bottom of the hull towards the lateral regions where air often escapes and adjusting which air outlets should provide more air. It may also be possible to recognize imbalances in the air distribution along the ship's centerline and compensate by individually adjusting the air outlets accordingly.

[0058] In one embodiment of the invention, the sensor may be a laser, a gas detector, a conductivity detector, and more preferably a sonar sensor.

[0059] In one embodiment of the invention, the vessel may include a control system configured to control one or more compressors and air outlets and a further second air outlet.

[0060] In one embodiment of the invention, the control system may be configured to adjust separate airflows with respect to individual air outlets. The present invention may also be applied to displacement vessels having a hull in which the design draft of the hull increases along at least a portion of the longitudinal part of the hull from bow to stern.

[0061] In one embodiment of the invention, a ship may be equipped with a suction sail, the air inlet of which may be in fluidic communication with one or more compressors. Thus, the energy consumed by the suction sail in the compressor power can provide a dual function of reducing the propulsion required for the ship.

[0062] Preferably, the control system may be configured to adjust the airflow from the air inlet of the suction sail. More preferably, the control system may be configured to adjust the airflow from the air inlet of the suction sail and to control the compressor and the air outlet in the hull. Thus, optimization of the air intake in the suction sail and the air outlet at the bottom of the hull may be achieved, resulting in a synergistic effect in greater reduction of propulsion power.

[0063] In one embodiment of the invention, a vessel may have multiple bottom surfaces. The first bottom surface may be located at the foremost position toward the bow, where the design draft may gradually increase toward the stern. Additional bottom surfaces may be located closer to the stern than the first bottom surface, and each additional bottom surface may have a more horizontal angle than the preceding bottom surface. At least one bottom surface may be horizontal.

[0064] The present invention also relates to a computer implementation method for operating an air lubrication system for a displacement vessel, and includes the following: - Receiving data representing the air layer thickness of the hull, measured by one or more sensors positioned to detect the air layer thickness in the air bubble distribution area on the bottom surface of the hull. - Receiving data representing the power consumption of one or more compressors. - To determine the distribution of air layer thickness in the air bubble distribution region, and - To generate data for controlling a control system to adjust the airflow of one or more compressors and the release of air bubbles through each air outlet in order to achieve a uniform distribution of air layer thickness in the air bubble distribution region.

[0065] In one embodiment of the invention, the method includes: - Receiving data on power consumption related to ship propulsion, - Optimizing power consumption related to ship propulsion in relation to the power consumption of one or more compressors.

[0066] In one embodiment of the invention, the speed and / or trim angle of the vessel may be adjusted to achieve a uniform distribution of air layer thickness in the air bubble distribution region.

[0067] In one embodiment of the invention, the trim angle may be different from the bottom angle of the hull.

[0068] In one aspect of the invention, the trim angle may be measured between the bottom surface of the hull and a horizontal plane, the horizontal plane may be parallel to the water surface.

[0069] In one embodiment of the invention, the trim angle may be changed by readjusting the ship's ballast.

[0070] In one embodiment of the invention, the computer implementation method further includes: - Receiving data representing the actual speed of the vessel and / or the airflow of one or more compressors and / or the actual trim angle and / or draft of the vessel. - In the air bubble distribution region, the water drag acting on the air bubbles and the forward thrust of the air bubbles are determined by the inclined bottom surface of the hull. - To generate data for controlling a control system to adjust the airflow of one or more compressors and the release of air bubbles through each air outlet, in order to achieve a uniform distribution of air layer thickness in the air bubble distribution region.

[0071] The present invention also relates to a machine learning model for operating an air lubrication system for a discharge vessel, and includes generating data for controlling a control system to adjust the airflow of one or more compressors and the release of air bubbles through each air outlet to achieve a uniform distribution of air layer thickness in the air bubble distribution region.

[0072] In one embodiment of the invention, the machine learning model is selected from the group including, but is not limited to, artificial neural networks, decision trees, regression models, k-nearest neighbor models, partial least squares models, support vector machines, linear regression models, random forest regressors, or combinations thereof.

[0073] The present invention relates to a computer implementation method for training a machine learning model, particularly the aforementioned machine learning model, for operating an air lubrication system for a discharge vessel, and includes the following: - Receiving an input training dataset that includes data from previous voyages of displacement vessels, - Receiving data representing the air layer thickness of the hull, measured by one or more sensors positioned to detect the air layer thickness in the air bubble distribution area on the bottom surface of the hull. - Receiving data representing the power consumption of one or more compressors. - To determine the distribution of air layer thickness in the air bubble distribution region. - To generate data for controlling a control system to adjust the airflow from one or more compressors and the release of air bubbles through each air outlet in order to achieve a uniform distribution of air layer thickness in the air bubble distribution region.

[0074] The present invention also relates to the use of a method relating to at least one of the following: - Adjusting parameters related to the air lubrication system of a displacement vessel. - To optimize the energy consumption of air lubrication systems for displacement vessels. - Minimizing fuel consumption in displacement vessels by adjusting the parameters of the air lubrication system for displacement vessels.

[0075] The present invention also relates to a data processing device comprising means for performing steps of a computer implementation method for operating air lubrication of a ship.

[0076] In one embodiment of the invention, the control system may include a data processing device or a computer.

[0077] The present invention also relates to a computer program, which, when executed by a computer, includes instructions causing the computer to execute a computer implementation method for operating air lubrication of a ship.

[0078] In the following description, several specific details are introduced as examples solely to provide a thorough understanding of the embodiments of the methods, apparatus and systems described in the claims. However, those skilled in the art will understand that these embodiments can be implemented without one or more specific details, or using other components, arrangements, methods, systems, etc. In other examples, known structures or operations are not shown or described in detail to avoid obscuring aspects of those embodiments. [Brief explanation of the drawing]

[0079] The following drawings are attached to facilitate understanding of the invention. These drawings illustrate embodiments of the invention, which are described only as examples, and in them: [Figure 1A] Figure 1A is a side view of a vessel showing the location of the bubble induction system and air outlet, the vessel having a bottom with a gradually increasing draft extending toward the stern. [Figure 1B] Figure 1B is a side view of a vessel showing the location of the bubble induction system and air outlet, the vessel having a bottom surface with a gradually increasing draft extending toward the stern and a bubble induction surface that tapers toward the stern. [Figure 2] Figure 2 is a side view of a vessel, which has a bottom surface with a gradually increasing draft extending from the bow to the midship section, and a horizontal bottom surface extending along the midship section to the stern. [Figure 3]Figure 3 is a view of the bottom of the hull from below, showing the bubble induction surface, air outlet, and sensor. [Figure 4] Figure 4 is a cross-sectional view AA of the hull showing the air outlet and bubble induction surface. [Figure 5] Figure 5 is a flowchart of the control system and its components. [Modes for carrying out the invention]

[0080] General embodiments and specific exemplary embodiments of the invention are described below. The accompanying drawings are referenced. However, it should be noted that the drawings are merely illustrative embodiments, and other features and embodiments are also within the scope of the invention as described in the claims. Furthermore, references such as "a" and "an" should not be interpreted as excluding plural forms.

[0081] Unless otherwise specified, all technical terms, symbols, and other scientific or technical terms used herein are intended to have meanings that are generally understood by those skilled in the art relating to this invention. However, some technical terms, symbols, and other scientific or technical terms may be specifically defined as shown below.

[0082] The present invention relates to a displacement vessel 1. A displacement vessel 1 is a vessel 1 in which the weight of the vessel 1 is supported by hydrostatic force at the design speed.

[0083] As shown in Figure 1A, the hull 11 of vessel 1 has a design draft D that decreases from the stern 13 along the midship region 14 to the bow 12 of the hull 11. The stern 13 of the hull 11 may be defined as beginning at the point where the flat bottom surface 15 of the hull terminates and the midship region 14 begins to decrease. Although not visible in the side view in Figure 1, those skilled in the art will understand that the bottom surface 15 may refer to a substantially planar surface that constitutes most of the bottom of the hull. This planar surface is angled significantly downward toward the seabed and may also be known as a flat bottom. Thus, the midship region 14 may be defined here as beginning at the foremost point of the bottom surface 15 of the hull 11, where the bow 12 ends, and extending to the stern 13.

[0084] The bottom surface 15 of the vessel is not horizontal because the design draft D or mold depth Dm of the vessel 1 decreases from the stern 13 to the bow 12 of the hull 11. In the context of the invention, the horizontal plane is arranged parallel to the waterline and represents the state in which the vessel floats freely in the water. The bottom surface 15 of the hull 11 is inclined with respect to the horizontal plane at a bottom angle α, which is between 0.5 and 3 degrees, and more preferably between 1 and 2 degrees. The bottom angle α is measured between the bottom surface 15 of the hull 11 and the horizontal plane, which is parallel to the water surface (Figure 1A).

[0085] The design draft D is shown as extending vertically downward from the design waterline to the lowest point of the vessel 1. The lowest point of the vessel in Figure 1A is formed by a bubble guide surface 21. The bubble guide surface 21 is shown extending longitudinally along the hull 11 from the stern 13 to the bow 12 and protruding from the bottom surface 15 of the hull 11. As will be apparent to those skilled in the art, in the side view of Figure 1A, only one of at least two bubble guide surfaces 21 is visible.

[0086] Furthermore, the exemplary vessel in Figure 1A is shown to have a mold depth Dm that decreases from the stern 13 to the bow 12 of the hull 11. The mold depth Dm is illustrated as extending vertically from the top of the free upper deck to the lowest point of the bubble guide surface 21.

[0087] As shown in Figure 1A, the air outlet 31 is positioned parallel to the foremost part of the bubble guide surface 21 on the bow 12 side of the hull 11. The figure shows that the air bubble B is released at the air outlet 31 and moves downward along the hull 11, forming an air film. Although not shown in Figure 1A, it will be understood that a second bubble guide surface 21 helps to capture the air bubble B on the opposite side along the longitudinal side of the lowest point of the hull 11. Thus, the bubble guide surface 21, in conjunction with the inclination of the hull 11 and the forward speed of the vessel 1, continues to capture the air bubble B below the hull 11, thereby forming an air film and reducing friction of the hull. This air distribution region A1 is shown along the bottom of the hull in Figure 1A.

[0088] The bubble guide surface 21 is shown as extending from the bow 12 to the stern 13 of the hull 11. The stern 13 begins at the point of maximum design draft D and mold depth Dm in Figure 1A. At this point, the air bubbles B pass through to the stern 13 and can be seen moving upward along the hull 11 on the side of the skeg Sk as the draft at the stern 13 becomes shallower. As the bubbles B move along the stern 13, they generate a force that pushes the vessel 1 forward.

[0089] Furthermore, the stern 13 of the hull 11, as illustrated in Figure 1A, is configured to facilitate the movement of bubble B alongside the hull. Thus, the problem of bubble B escaping from the hull 11 and entering the path of the propeller P can be avoided. In addition, Figure 1A shows several forces acting on the vessel 1 from bubble B, which forms an air layer beneath the hull 11: - The buoyancy Fb of the released air bubble B acting in the vertical direction, - The forward thrust force Fft of air bubble B is generated by the buoyancy Fb of the air bubble in the inclined hull 11 and the action of water drag on the air membrane, and this force acts in a direction parallel to the bottom surface of the hull. - The resultant force Fab of the buoyancy of the air bubbles is that it acts in a direction perpendicular to the bottom surface of the hull.

[0090] Turning to Figure 1B, this shows a vessel 1 essentially similar to the vessel 1 in Figure 1A. However, the bubble guide surfaces 21 in the embodiment of Figure 1B do not protrude below the lowest point of the bottom surface 15 of the hull 11. Instead, the bubble guide surfaces 21 taper out from a point in the central region 14 of the hull, so that they never extend below the baseline of the hull 11. Thus, the embodiment of Figure 1B does not increase the overall draft of the vessel 1. This is illustrated in Figure 1B by shifting the bubble B, which moves across the deepest draft of the vessel 1, to clearly show the tapering bubble guide surfaces 21.

[0091] Turning to Figure 2, another displacement vessel 1 according to the invention is presented. As can be seen, the displacement vessel 1 in Figure 2 shares many of the same aspects as the vessel in Figure 1A, and is referred to in the description of that drawing. However, there are two important differences: - In Figure 2, the design draft D and mold depth Dm of the vessel increase from the bow 12 to the stern 13. However, at a certain point along the central hull region 14, the increase in the design draft D and / or mold depth Dm stops and remains the same up to the stern 13 of vessel 1.

[0092] Furthermore, the vessel 1 in Figure 2 is equipped with a rigid sail 50 at the bow 12 of the vessel 1. The rigid sail 50 may also be a suction sail, in which case the air sucked in by the sail 50 may be sent to air outlets 31 and 32 below the hull 11.

[0093] The entire bottom surfaces 15 and 15' of the hull 11 of the vessel 1 shown in Figure 2 roughly correspond in length to those in Figure 1A. In Figure 2, the entire bottom surfaces 15 and 15' of the hull are not located on a single plane, but rather there are two planes with different angles that define the bottom surfaces 15 and 15'. The first bottom surface 15 is located on the bow 12 side, where the draft D gradually increases toward the stern 13. The second bottom surface 15' is located in the central region 14 of the hull from the first bottom surface 15 and toward the stern 13 side, and in this range the draft D does not change significantly in depth.

[0094] In the example in Figure 2, only the first bottom surface 15 is inclined at an angle α. The second bottom surface 15' is parallel to the horizontal plane. As those skilled in the art will understand in the context of the present invention, there may be more than one bottom surface 15, 15', each of which may be planar, and each of which may have its own angle α, which typically decreases toward the stern 13.

[0095] The rigid sail 50 is preferably in the form of a suction sail as shown in Figure 2, and is any preferred embodiment. The suction sail 50 is a known technology and is operated by a compressor that sucks air on one side of the sail to increase the lift acting on the sail.

[0096] Those skilled in the art will also understand that the sail 50 may be combined with other hull bottom designs, such as those shown in Figure 1A or Figure 1B. There may also be multiple suction sails 50, preferably distributed in the bow section 12 of the vessel 1 in relation to first and / or second air outlets 31, 32. The advantage of combining the suction sail 50 with air outlets 31, 32 at the bottom of the hull 11 is that the same power consumption by the compressor for generating air bubbles B for release through the air outlets 31 in relation to the creation of an air layer below the hull can be used to drive the suction sail 50. These combined solutions can reduce the required propulsion power with less energy consumption than each could be used alone.

[0097] Next, looking at Figure 3, this figure shows that a row of first air outlets 31 and a row of second air outlets 32 are arranged on the bottom surface 15 of the hull 11. These air outlets 31 and 32 release bubbles B toward the bottom surface 15 of the hull 11. The first air outlets 31 and the second air outlets 32 are each in fluid communication with one or more compressors 41 (shown in Figures 4 and 5).

[0098] Figure 3 shows a vessel 1 having a row of second air outlets 32, but it will be understood by those skilled in the art that the vessel 1 according to the invention may have only a row of first air outlets 31. In the case of a vessel 1 having only first air outlets 31, these outlets 31 are usually located at the foremost end of the bottom surface 15.

[0099] Figure 3 shows an example of a hull 11 having two bubble guide surfaces 21 symmetrically arranged on both sides of the centerline C of the hull 11 at the bottom surface 15 of the hull 11. The bubble guide surfaces 21 project outward from the hull 11 and extend along at least a portion of the longitudinal direction of the hull 11, acting as a barrier to prevent air bubbles B from escaping from the sides of the vessel 1.

[0100] As shown in Figure 3, the bubble guide surface 21 and the air outlet 31 define an air bubble distribution area A1 on the bottom surface 15 of the hull 11. The example of the bubble guide surface 21 in Figure 3 is a plate-like element with a shape similar to a bilge keel. The bubble guide surface 21 can also provide roll damping for the ship, similar to a bilge keel, but is primarily configured to guide and trap bubbles B on the bottom surface 15 of the hull 11.

[0101] In Figure 3, the bottom surface 15 of the hull 11 is shown by a dashed line that roughly follows the outer shape of the hull 11. This dashed line represents the area of ​​the bottom surface 15, which is typically a planar area, as in the exemplary embodiment of Figure 1.

[0102] The bubble guide surface 21 is attached to the bottom surface 15 of the hull 11, which can increase the design draft D of the vessel 1. If the vessel 1 operates on a route where draft restrictions apply, this can be compensated for by increasing the beam of the vessel 1 while simultaneously decreasing the design draft D.

[0103] The deadweight coefficient of a vessel 1, that is, the ratio of the weight of the cargo carried by the vessel 1 to the weight of the volume of water it displaces, starts at 0.3 and usually exceeds 0.7, and further exceeds 0.8 in the case of oil tankers or ore carriers. For many displacement vessels 1, a flat bottom surface 15 is present in a portion of the bottom surface of the hull 11 that is greater than 50%. The bubble guide surface 21 is attached to the hull 11 in the flat section of the bottom surface 15 of the hull 11, as shown in Figures 1-4, and especially in Figure 3 where a dashed line surrounding the bubble guide surface 21 can be seen. The dashed line usually represents the area that forms a flat bottom surface 15.

[0104] Figure 3 shows a hull configuration having two propellers P and two skegs Sk. Furthermore, a configuration of vessel 1 in which the hull 11 has one propeller P and one skeg Sk is also possible.

[0105] The bubble guide surfaces 21 are typically made of the same material as the hull 11, usually steel. They may also be formed from aluminum, composite materials, or a combination thereof. Preferably, the bubble guide surfaces 21 do not contain enclosed spaces, thereby avoiding inspection requirements. The bubble guide surfaces 21 may be attached to the hull 11 by welding. Alternatively, they may be joined by adhesive or may form part of the hull design. A further alternative is that the bubble guide surfaces 21 may be retractable or foldable within the hull 11.

[0106] The orientation of the bubble guide surface 21 is aligned with the water flow around the hull 11. As shown in Figure 3, the bubble guide surface 21 is aligned so that the air film is substantially guided between the two skegs Sk.

[0107] The bubble guide surface 21 may be positioned perpendicular to the bottom surface 15 of the hull 11, as shown in Figure 3. To enable better capture of air bubbles, the cross section of the bubble guide surface 21 may be curved or inclined toward the centerline of the hull, although this is not shown in the drawings.

[0108] Various configurations of the bubble guide surfaces are possible. They may be formed in a single continuous length, or they may be formed in multiple sections. In one embodiment, they may be offset from each other and oriented parallel to the centerline C of the hull 11. In one embodiment, the bubble guide surface 21 may extend over 60% or more of the longitudinal length of the hull, or over 40% or more of the longitudinal length of the hull 11.

[0109] The example in Figure 3 shows two main bubble guide surfaces 21 extending from a first outlet 31 located at the front of the bottom surface 15 toward the stern 13 of the hull 11. As can be seen, the main bubble guide surfaces 21 terminate on the flat bottom surface 15 side of the hull 11, indicated by the dashed line showing the periphery of the surface 15. Therefore, the main bubble guide surfaces 21 in Figure 3 extend beyond 80% of the bottom surface 15 of the hull 11 and beyond at least 60% of the total length of the hull 11. The region formed by the two main bubble guide surfaces 21 constitutes the air distribution region A1.

[0110] Furthermore, two auxiliary bubble guide surfaces 21' are positioned on the stern 13 side of the hull 11. Each of these auxiliary bubble guide surfaces 21' extends from the bottom of the skeg Sk. An example of an auxiliary bubble guide surface 21' is shown extending from the air distribution area A1 of the bottom surface 15 toward the propeller P. Thus, these auxiliary bubble guide surfaces 21' assist the movement of the bubble bags B between the skeg Sk and outside the skeg Sk, thereby preventing the bubbles B from being sucked into and coming into contact with the propeller P.

[0111] In one embodiment shown in Figure 2, the depth of the bubble guide surface 21 is not constant along the longitudinal direction of the hull 11. The depth of the bubble guide surface 21 may taper toward the bow 12 of the hull 11. Alternatively, the depth of the bubble guide surface 21 may taper toward the stern 13 of the hull 11. Tapping the bubble guide surface 21 toward the stern 13 of the hull 11 does not increase the design draft D of the vessel. In yet another embodiment, the depth of the bubble guide surface 21 may be tapered toward the stern 13 and bow 12 of the hull 11. The bubble guide surface 21 may taper to at least 25% of its depth at a point along the central region 14 of the hull.

[0112] Furthermore, the extension of the bubble guide surface 21 along the bottom surface 15 of the hull may be adapted to the bottom surface design, that is, primarily along the bottom surface 15 which is positioned at an inclined angle. For example, considering the embodiment in Figure 2, it is conceivable that the bubble guide surface 21 is provided only on the first bottom surface 15 and not on the second bottom surface 15'. In addition, the bubble guide surface 21 may taper towards the end of the first bottom surface 15 so that they do not extend beyond the lowest point of the hull 11.

[0113] As Figure 3 shows how the bottom surface 15 of the hull 11 tapers towards a narrow point at the bow 12 of the hull 11, the first air outlet 31 is thus provided in a V-shape along the leading edge of the bottom surface 15.

[0114] One or more air outlets 31 are located on the bottom surface 15 of the forward part of the hull 11, preferably within the first 40% of the longitudinal length of the hull 11. The forward end 21 of the bubble guide surface 21 is aligned with the air outlet 31 where the bubble guide surface 21 overlaps, as shown in Figure 2. Alternatively, the end of the bubble guide surface 21 is moved toward the stern 13 of the hull 11 to allow a gap between the air outlet 31 and the forward end 21 of the bubble guide surface 21.

[0115] In order to ensure a uniform air bubble distribution within the air bubble distribution region A1, the second air outlet 32 ​​may be located on the bottom surface 15 of the hull 11, preferably within 40-80% of the vertical length of the hull 11 when viewed from the bow 12.

[0116] Figure 3 shows multiple pairs of sensors 43 positioned on the bottom surface 15 of the hull 11 to detect the air layer thickness Tf (see Figure 4). The first pair of sensors 43 are positioned in the air distribution region A1 between the first air outlet 31 and the second air outlet 32, each between the centerline C and the bubble induction surface 21. Further second, third, fourth, fifth, and sixth pairs of sensors 43 are positioned sequentially behind the second air outlet 32 ​​toward the stern 13 of the hull 11. These sensors 43 are strategically positioned to measure the air distribution, thereby enabling improved control of the air outlets 31 and 32.

[0117] Those skilled in the art will understand that the number and arrangement of sensors 43 in the example of Figure 3 can be adapted to a specific ship hull. Typically, sensors 43 for measuring the air layer thickness Tf are positioned at least on the stern side 13 of the ship and adjacent to the bubble guide surface 21. The stern side is often susceptible to air loss, and therefore it may be advantageous to position sensors 43 in these areas to detect the air layer thickness Tf and the need to increase airflow from outlets 31, 32.

[0118] The sensors 43 are preferably arranged in pairs or rows to obtain the most accurate measurements along the width of the bottom surface 15 of the hull 11. However, those skilled in the art will notice that in a simpler configuration, a single sensor 43 may be used instead. These sensors 43 are preferably distributed in the area of ​​the bottom surface 15 of the hull 11 along the air bubble distribution layer A1 between the bubble induction surfaces 21.

[0119] Looking at Figure 4, a cross-section AA of the vessel from Figure 2 is illustrated. In the cross-section, it can be seen that the first air outlet 31 is connected to one or more compressors 41 that supply air to the air outlets 31 and 32. The compressors 41 are illustrated to be connected to suction vanes 50 located on the deck of the vessel 1. As those skilled in the art will understand, air may also be drawn into the compressor from a normal air intake rather than through the suction vanes 50. However, in the exemplary embodiment of Figure 4, there may be an additional advantage to having suction vanes 50, in which air is drawn in at the low-pressure side of the vanes and then introduced into the compressors 41 from where it is sent to the air outlets 31 and 32.

[0120] An additional advantage of the embodiment of the invention that combines the use of the suction vane 50 with the bubble guide surface 21 is the additional trajectory stability that can be provided by the bubble guide surface 21.

[0121] Additionally, the air layer thickness Tf shown in Figure 4 is measured using one or more sensors 43. The sensors 43 may be, for example, a laser, a gas detector, a conductivity detector, and more preferably a sonar sensor positioned to detect the air bubble distribution.

[0122] Next, looking at Figure 5, an exemplary control system 45 installed on a ship 1 for controlling airflow is shown.

[0123] The vessel 1 preferably includes a control system 45. The control system 45 is configured to control one or more compressors 41 and a first air outlet 31 and any other second air outlets 32. The control system 45 includes a computer and / or data processing device 46. The control system 45 adjusts the airflow for each individual air outlet in the first air outlet 31 and / or second air outlets 32. In this way, the air film thickness Tf in the air distribution region A1 can be controlled.

[0124] Figure 5 shows how the sensor 43 for measuring the air film thickness Tf is signal-wise connected to the data processing unit 46. Furthermore, data representing the actual trim angle β and velocity of the vessel 1 is provided to the data processing unit 46. The data processing unit 46 is further configured to receive inputs from the compressor 41, optionally the suction vanes 50 and the air outlets 31, 32. These received inputs may relate to factors such as the power consumption of the air compressor 41, the control of the air outlets 31, 32 below the hull 11, and the suction control at the suction vanes 50. In addition, the data processing unit is shown to provide outputs to the air outlets 31, 32, the compressor 41 and the suction vanes 50, thereby controlling the airflow throughout the various devices.

[0125] The air lubrication system of vessel 1 is controlled by the following computer implementation method, which includes the following steps: - Receive data on the air layer thickness Tf of the hull measured by one or more sensors 43 located in the air bubble distribution region A1. - Receive data representing the power consumption Pc of one or more compressors 41. - The distribution of the air layer thickness Tf in the air bubble distribution region A1 is determined from the received data measured by sensor 43. - The control system 45 controls the airflow of one or more compressors 41 and generates data to adjust the release of air bubbles through the first air outlet 31 and the second air outlet 32, thereby achieving a uniform distribution of the air layer thickness Tf in the air bubble distribution region A1.

[0126] Furthermore, the control system can be configured to receive data regarding the power consumption of the ship's propulsion system. Therefore, it may be possible to provide a method and system that can optimize the use of compressor power, which is used for ship propulsion, in order to achieve effective energy utilization.

[0127] In a further embodiment of the method, additional parameters are introduced to consider the external forces on the air membrane in the air bubble distribution region A1. These include: - Buoyancy Fb of the released air bubble, - The buoyancy Fb of the air bubble in a tilted hull and the forward thrust Fft of the air bubble generated by the effect of water drag on the air membrane.

[0128] Therefore, the computer implementation method further includes the following: - Receive data representing the actual speed V of vessel 1 and / or the airflow of one or more compressors 41 and / or the actual trim angle β and / or the draft of vessel 1. - Determine the water drag Fd and the forward thrust Fft of the air bubbles due to the inclined bottom surface 15 of the hull 11 in the air bubble distribution region A1. - To control the control system 45 to generate data for adjusting the airflow of one or more compressors 41 and the release of air bubbles through each of the air outlets 31 and 32, thereby achieving a uniform distribution of the air layer thickness Tf in the air bubble distribution region A1.

[0129] The trim angle β is measured between the bottom surface 15 of the hull 11 and a horizontal plane, the horizontal plane being parallel to the water surface. The measured trim angle β may differ from the bottom angle α of the hull. The trim angle β is primarily influenced by the load distribution of the cargo in the vessel 1. In some cases, the trim angle β may be altered by ballast adjustment of the vessel 1.

[0130] The air lubrication system for the displacement vessel 1 can also be operated by a machine learning model. This may include controlling a control system 45 to adjust the airflow of one or more compressors 41 and the release of air bubbles through each air outlet 31, 32 to generate data for achieving a uniform distribution of air layer thickness Tf in the air bubble distribution region A1.

[0131] The machine learning model may be selected from a group of methods such as artificial neural networks, decision trees, regression models, k-nearest neighbor models, partial least squares models, support vector machines, linear regression models, random forest regression, or combinations thereof.

[0132] The machine learning model may be trained using a training dataset containing data from previous voyages of displacement vessel 1, and may be trained using the following method steps: - Data representing the air layer thickness Tf of the hull 11, measured by one or more sensors 43 provided to detect the air layer thickness Tf located on the bottom surface 15 of the hull 11 in the air bubble distribution region A1, is received. - Receive data representing the power consumption of one or more compressors 41. - Determine the distribution of the air layer thickness Tf in the air bubble distribution region A1. - The control system 45 controls the airflow of one or more compressors 41 and the release of air bubbles through each air outlet 31, 32 to generate data for achieving a uniform distribution of air layer thickness Tf in the air bubble distribution region A1.

[0133] The machine learning model may also take into account operational ship parameters that typically affect power consumption, such as the ship's speed, draft, and trim angle.

[0134] A method for operating an air lubrication system for a displacement vessel 1 may be used for the following: - Adjusting parameters for the air lubrication system for a displacement vessel 1, - To optimize the energy consumption of the air lubrication system for a displacement vessel 1, - To minimize fuel consumption for the displacement vessel 1 by adjusting the parameters of the air lubrication system for the displacement vessel 1.

[0135] The present invention also relates to a data processing device 46 equipped with means for performing steps of a computer implementation method for operating an air lubrication unit of a ship.

[0136] The present invention also relates to a computer program including instructions, which, when the program is executed by a computer, cause the computer to execute a computer implementation method for operating air lubrication of a ship.

[0137] The present invention is subject to computational fluid dynamics (CFD) modeling. CFD test results show that a vessel 1 with an inclined hull captures air more effectively and for a longer period of time beneath the vessel's hull 11.

[0138] Therefore, the present invention solves at least some of the aforementioned problems of the prior art by more effectively capturing air below the hull 11 and thereby reducing friction against the hull 11.

[0139] In the above description, various aspects of the vessels and methods relating to the invention have been described with reference to exemplary embodiments. For the sake of convenience of explanation, certain numbers, systems, and configurations have been given to provide a full understanding of the vessels and methods and their operation. However, this description is not intended to be constrained. Various modifications and variations of the exemplary embodiments, and other embodiments of the vessels and methods that are apparent to those skilled in the art in which the disclosed subject matter relates, are considered to be within the scope of the invention. [Explanation of Symbols]

[0140] 1-Displacement type vessel 11-Hull 12 - Bow 13-Stern 14-Mid-hull area 15 - Bottom 21-Bubble induction surface 31-Air outlet 32 - Second air outlet 41-Compressor 43. Sensor for detecting air layer thickness (Tf) 45-Control System 46-Data Processing Device 50. Rigid sails, e.g., suction wings A-section A1 - Air bubble distribution area B-Air Bubble C-center line D-Design Draft Dm - Mold depth Fab-Airbubble's Apparent Buoyancy Fb-Airbubble Buoyancy Water resistance against Fd-air bubbles Fft - Forward thrust from air bubbles created by the inclined bottom surface of the hull P-Propeller PC-Power Consumption Compressor Sk-Skeg Tf-Air layer thickness α-base angle β-Trim angle (not shown in the figure)

Claims

1. Displacement vessel (1), - A hull (11) wherein the design draft (D) of the hull (11) increases from the bow (12) to the stern (13), - A first air outlet (31) is located on the bottom surface (15) of the hull (11), The first air outlet (31) is configured to be fluidly connected to one or more compressors (41) and to release air bubbles onto the bottom surface (15) of the hull (11). The aforementioned vessel, - At least two bubble guide surfaces (21), further comprising at least two bubble guide surfaces (21) that are symmetrically arranged on both sides of the centerline (C) of the hull (11) on the bottom surface (15) of the hull (11) and extending along a longitudinal portion of the hull (11), The bubble induction surface (21) protrudes away from the bottom surface (15) of the hull (11), The bubble induction surface (21) and the first air outlet (31) are located on the bottom surface (15) of the hull (11) and form an air bubble distribution region (A １ ) to be established A displacement vessel (1) characterized by the following:

2. The vessel (1) according to claim 1, wherein the bottom surface (15) of the hull (11) is inclined from the horizontal plane at a bottom angle (α), and the bottom angle (α) is 0.2 degrees to 5 degrees, preferably 0.5 degrees to 1 degree.

3. The vessel (1) according to claim 1, wherein the hull has a single propeller (P) and a single skeg (Sk).

4. The vessel (1) according to claim 1, wherein the hull has two propellers (P) and two skegs (Sk).

5. The vessel (1) according to claim 1, wherein the depth of the bubble induction surface (21) is not constant along the longitudinal direction of the hull (11).

6. The vessel (1) according to any one of claims 1 to 5, wherein the lower edge of the bubble guide surface (21) extends below the bottom surface (15) of the hull (11) at any position along the longitudinal direction of the hull (11).

7. The vessel (1) according to claim 4, wherein at least a portion of the bubble guide surface (21) is aligned with the skeg (Sk) and guides air from the bottom surface (15) of the hull (11) into the space between the skegs (Sk).

8. The vessel (1) according to claim 1, wherein one or more air outlets (31) are located on the bottom surface (15) of the front part of the hull (11).

9. The vessel (1) according to claim 1, wherein a further second air outlet (32) is located on the bottom surface (15) of the hull (11) at a position closer to the stern than the air outlet (31).

10. One or more sensors (43) are placed on the hull (11) to detect the air layer thickness (Tf), and the sensors (43) detect the air bubble distribution area (A) on the bottom surface (15) of the hull (11). １ The vessel (1) according to claim 1, which is positioned in ).

11. The vessel (1) according to claims 1 and 10, further comprising a control system (45) configured to control the compressor (41) and the first air outlet (31) and / or at least a further second air outlet (32).

12. The vessel (1) according to claim 11, wherein the control system (45) is configured to adjust separate air outflows for individual air outlets (31, 32).

13. A ship (1) according to any one of claims 1 to 12, comprising a suction sail (50), wherein the air inlet of the suction sail (50) is in fluid communication with one or more compressors (41).

14. A computer implementation method for operating an air lubrication system for a displacement vessel (1) as described in claim 1, - Data representing the air layer thickness (Tf) of the hull (11), and the air bubble distribution area (A １ ) to receive data measured by one or more sensors (43) which are positioned on the bottom surface (15) of the hull (11) and are provided to detect the air layer thickness (Tf), - Receiving data representing the power consumption of one or more of the compressors (41), - The aforementioned air bubble distribution region (A １ To determine the distribution of the air layer thickness (Tf) in ) - Control the control system (45) to adjust the airflow of one or more compressors (41) and the release of air bubbles through each air outlet (31, 32) to control the air bubble distribution area (A １ To generate data to achieve a uniform distribution of air layer thickness (Tf) in ) Computer implementation methods, including those mentioned above.

15. - Receiving data representing the actual speed (V) of the vessel (1) and / or the airflow of the one or more compressors (41) and / or the actual trim angle (β) and / or the draft of the vessel (1), - To optimize the thickness of the air distribution layer and power consumption used for ship navigation and forward propulsion by adjusting ship parameters such as ship speed, ship trim angle, ship draft, or one or more of the airflows of one or more of the compressors, The computer implementation method according to claim 14, further comprising:

16. - The aforementioned air bubble distribution region (A １ To determine the forward thrust (Fft) of the air bubble and the water drag (Fd) on the air bubble caused by the inclined bottom surface (15) of the hull (11) in the above-mentioned vessel, - Control the control system (45) to adjust the airflow of the one or more compressors (41) and the release of air bubbles through each air outlet (31, 32) to control the air bubble distribution area (A １ To generate data to achieve a uniform distribution of air layer thickness (Tf) in ) The computer implementation method according to claim 14 or 15, further comprising:

17. A machine learning model for use in any one of claims 14 to 16, for operating an air lubrication system relating to a displacement vessel (1), wherein the model controls a control system (45) to adjust the airflow of one or more compressors (41) and the release of air bubbles through each air outlet (31, 32) to control the air bubble distribution area (A １ A machine learning model that includes generating data to achieve a uniform distribution of air layer thickness (Tf) in a vessel, with the optional adjustment of one or more of the vessel's speed, trim angle, and draft.

18. A computer implementation method for training a machine learning model for operating an air lubrication system for a displacement vessel (1), particularly the machine learning model described in claim 17, - Receiving an input training dataset containing data from previous voyages of the aforementioned displacement vessel (1), and - Controlling the control system (45) to adjust the air flow of one or more compressors (41) and the release of air bubbles through each air outlet (31, 32) to generate data for achieving a uniform distribution of the air layer thickness (Tf) in the air bubble distribution region (A １ ) A machine learning model that includes this.

19. A use of the method according to any one of claims 14 to 16, - Adjusting the parameters of the air lubrication system of a displacement vessel (1), - To optimize the energy consumption of the air lubrication system of the aforementioned displacement vessel (1), - By adjusting the parameters of the air lubrication system of the displacement vessel (1), fuel consumption related to the displacement vessel (1) is minimized. Use for at least one of the following.

20. A data processing device (46) comprising means for performing a step of the method according to any one of claims 14 to 16 and 18.

21. A computer program including instructions, wherein, when the program is executed by a computer, the instructions cause the computer to execute the method of any one of claims 14 to 16 and 18.

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