Forepart of a vessel

Abstract

The present invention relates to the design of seagoing vessels and can be used for most hull types from slow-moving ships and barges to high-speed ships and boats that are operated up to planing speed, and also for sailing boats. The invention relates to the design of the vessel's forepart and relates to a device that reduces the vessel's wave resistance within a wide speed range, and also reduces or eliminates spray and wave-breaking resistance. The device comprises a body that is fully or partly submerged in a mass of water and positioned at the bow area, the body working in interaction with the hull behind. The body is designed and positioned such that it essentially displaces oncoming water mass in the vertical plane and then leads the water mass that passes on the top surface of the body away from and/or essentially parallel to the bow area, such the hull itself, behind the body, displaces oncoming water masses to the least possible extent. A reduced resistance to forward movement from the vessel is thus obtained.

Claims

1. A vessel (1) comprising a hull (2) with a bow area (3) defined as the hull (2) surface area seen from in front below a water surface (5) when the vessel (1) is lying motionless and is floating in a mass of water; and a body (4) arranged at the bow area (3) wherein the body (4) further comprises: a leading edge (41); a trailing edge (42) located downstream of the leading edge (41); an underside (45); and a top surface (47) that further comprises a forward top surface (43) that extends from the body's leading edge (41) to an outer contour line (53) of the body (4) seen from in front; and where the body's (4) highest point, seen from in front, is located higher than half the vessel's (1) deepest draught when the vessel (1), without payload and without ballast, is lying motionless and is floating in a mass of water, characterised in that the body's (4) vertical section through the vessel's (1) direction of travel and the body's (4) extent in the transverse direction of the hull (2), in at least one of the vessel's (1) load conditions, is designed for displacing an oncoming water mass over the body's top surface (47) at a speed for the vessel (1) that is equal to or greater than a lower design speed defined as the lowest speed of the vessel (1) where the oncoming water mass that is primarily displaced in a vertical plane along the vessel's (1) direction of travel obtains an essentially laminar flow over the forward top surface (43) of the body, and where the configuration of the body's top surface (47) accelerates the oncoming water mass that is lowered in the gravitational field downstream of the contour line (53), such that the oncoming water mass reaches a velocity and direction at the body's trailing edge (42) which leads the oncoming water mass away from the bow area (3), or essentially parallel to the bow area (3), or a combination thereof, where the body's (4) area seen from in front, constitutes more than 20% of the part of the bow area (3) located behind the body (4) between two vertical planes in the vessel's (1) direction of travel with a spacing that corresponds to the body's (4) maximum width.

2. The vessel (1) according to claim 1, characterised in that the body's top surface (47) is further configured such that the oncoming water mass obtains a direction downstream of the contour line (53) which leads the oncoming water mass away from the bow area (3), or essentially parallel to the bow area (3), or a combination thereof.

3. The vessel (1) according to claim 1 or 2, characterised in that said acceleration comprises a lifting of the oncoming water mass in the gravitational field upstream of the contour line (53).

4. The vessel (1) according to one or more of the preceding claims, characterised in that the body's leading edge (41) extends out to the body's (4) largest width seen from above.

5. The vessel (1) according to one or more of the preceding claims, characterised in that the body (4) is arranged such that its leading edge (41) is below or at the water surface (5) in at least one of the vessel's (1) load conditions when the vessel (1) is lying motionless and is floating in a mass of water.

6. The vessel (1) according to one or more of the preceding claims, characterised in that the body (4) is positioned such that the highest point of the body (4), seen from in front, is positioned higher than 3/4 of the vessel's (1) deepest draught, reckoned from the lowest point of the vessel (1) when the vessel (1), without payload and without ballast, is lying motionless and is floating in a mass of water.

7. The vessel (1) according to one or more of the preceding claims, characterised in that the body's contour line (53) and the leading edge (41) of the body, in at least one of the vessel's (1) load conditions, is positioned such that more than 20% of the oncoming water mass is lifted above the water surface (5) at a speed of the vessel (1) that is equal to or greater than the lower design speed.

8. The vessel (1) according to one or more of the preceding claims, characterised in that the trailing edge (42) of the body, seen in one vertical section, has a shape identical to, or almost identical to, the trailing edge of a hydrofoil.

9. The vessel (1) according to one or more of the preceding claims, characterised in that the body's (4) vertical section in the vessel's (1) direction of travel and the extent of the body (4) in the transverse direction of the hull (2), in at least one of the vessel's (1) load conditions, is configured such that more than 20% of the oncoming water mass which passes over the body's top surface (47) at a speed of the vessel (1) that is equal to or greater than the lower design speed is led under the hull (2).

10. The vessel (1) according to one or more of the preceding claims, characterised in that the body (4) is arranged at a distance from the bow area (3), such that at least one passage (60) is formed between the body (4) and the bow area (3).

11. The vessel (1) according to one or more of the preceding claims, characterised in that the trailing edge (42) of the body is arranged at a distance from the bow area (3) such that the hull (2), in at least one of the vessel's (1) load conditions, prevents the part of the oncoming water mass that is led under the hull (2) from rising when the vessel's (1) speed is equal to or greater than the lower design speed.

12. The vessel (1) according to one or more of the preceding claims, characterised in that the maximum transverse extent (B) of the body (4) divided by the body's (4) maximum height (H), seen from in front, is greater than 1.5.

13. The vessel (1) according to one or more of the preceding claims, characterised in that body's (4) area, seen from in front, constitutes more than 20% of the bow area (3) at the vessel's (1) maximum draught.

14. The vessel (1) according to one or more of the preceding claims, characterised in that the body's (4) vertical section in the vessel's (1) direction of travel has a maximum extent in the vertical plane that constitutes at least 40% of the hull's (2) draught when the vessel (1) is neutrally trimmed and loaded with 10% of its maximum payload.

15. The vessel (1) according to one or more of the preceding claims, characterised in that the body (4) has a maximum transverse extent, seen from in front, that is at least ⅜ of the hull's (2) maximum width, seen from in front.

16. The vessel (1) according to one or more of the preceding claims, characterised in that the top surface (47) of the body comprises at least one convex portion that constitutes more than 10% of the body's top surface (47).

17. The vessel (1) according to one or more of the preceding claims, characterised in that the top surface (47) of the body downstream of the contour line (53) has a configuration that results in that the oncoming water mass that passes over the body's top surface (47) is lowered down to, or below, the height position of the body's leading edge (41) before the oncoming water mass strikes the hull (2).

18. The vessel (1) according to one or more of the preceding claims, characterised in that the transverse extent of the body (4) and its position in relation to the water surface (5) are selected such that, in at least one of the vessel's (1) load conditions, a major part of the oncoming water mass that passes over the body's top surface (47), at a speed of the vessel (1) which is equal to or greater than the lower design speed, is isolated from surrounding water masses.

19. The vessel (1) according to one or more of the preceding claims, characterised in that the underside (45) of the body, in at least one of the vessel's (1) load conditions, is shaped and/or angled to provide dynamic lift at a speed of the vessel (1) that is equal to or greater than the lower design speed such that the body (4) obtains unchanged, or virtually unchanged, buoyancy compared with when the vessel (1) is lying motionless and is floating in a mass of water.

20. The vessel (1) according to one or more of the preceding claims, characterised in that the vertical position of the body (4) relative to water surface (5) is, in at least one loading condition, such that the oncoming water mass at the body's top surface (47) downstream the maximum thickness of the body (4), measured along the vessel's (1) direction of travel and 90 degrees on the body's (4) chord line, obtains an essentially constant or increasing velocity, at a speed of the vessel (1) that is equal to or greater than the lower design speed.

21. The vessel (1) according to one or more of the preceding claims, characterised in that the vertical position of the body (4) relative to water surface (5) is, in at least one loading condition, such that the pressure in the oncoming water mass is essentially constant above the top surface (47), downstream of the outer contour line (53), at a speed of the vessel (1) that is equal to or greater than the lower design speed.

22. The vessel (1) according to one or more of the preceding claims, characterised in that the body's (4) cross sectional area, seen from in front, is decreasing in height towards the peripheries in the body's transverse direction such that the pressure built up at the body's (4) underside (4) and the pressure built up at the body's (4) top surface (47) is essentially equalized at the body's (4) peripheries.

23. The vessel (1) according to one more of the claims 1-21, characterised in that the periphery at each transverse side of the body (4) comprises a plate extending over a major part of the body (4) along the vessel's direction of travel, the geometrical shape of the plate being designed such that the pressure at the body's (4) underside (45) has no or insignificant effect on the pressure at the body's (4) top surface (47).

Description

BRIEF DESCRIPTION OF FIGURES

[0161] Preferred embodiments of the present invention will now be described with reference to the attached figures, wherein:

[0162] FIG. 1 is a graph indicating the different resistance coefficients as a function of Froude's number [F.sub.N] which act on a typical prior art vessel moving at the surface of a water mass;

[0163] FIG. 2 is a graph indicating the resistance to forward movement as a function of speed for model tests that use: [0164] A: a vessel with a conventional bow according to the prior art; [0165] B: a vessel with a modified bow according to a third embodiment of the invention without a V-wedge; and [0166] C: a vessel with a modified bow according to a seventh embodiment of the invention without a V-wedge;

[0167] FIG. 3A is a side view of a vessel with a bulb according to the prior art, which vessel is operated at design speed;

[0168] FIG. 3B is a side view of the vessel according to FIG. 3A, which vessel is operated above the design speed;

[0169] FIGS. 4A, B and C are front views of a prior art vessel with different bulb shapes, showing how the bulb shapes displace oncoming water masses;

[0170] FIG. 5A is an illustration of a foil profile showing a typical underpressure distribution above its top surface when fully submerged and when a mass of water is flowing toward and across the foil with an initial velocity V.sub.0 in the direction of the double lined arrow;

[0171] FIG. 5B is a graph illustrating the corresponding velocity distribution of a water mass passing the top surface of the foil profile having the underpressure distribution shown in FIG. 5A;

[0172] FIG. 6A is an illustration showing the velocity vectors of a ball rolling in air over a profile similar to the foil profile shown in FIG. 5A;

[0173] FIG. 6B is a graph illustrating the velocity of the ball rolling in air shown in FIG. 6A at different positions along the profile;

[0174] FIGS. 7A, B and C show a body, having the same angle of attack, and the resulting flow pattern of water flowing towards and above the body in the direction of the double-lined arrow when the body is located at different depths under the water surface. FIG. 7A shows the flow pattern when the body is located deep under the water surface. FIG. 7B shows the flow pattern when the body is located at an intermediate depth and FIG. 7C shows the flow pattern when the body is located close to or at the water surface;

[0175] FIGS. 8A, B and C is showing a foil seen from above, from the side and from in front respectively. A water mass is flowing towards the foil in the direction of the double lined arrow. The curved arrows are illustrating the vortex generated at each side of the foil;

[0176] FIG. 9A is a schematic vertical longitudinal section of a body according to the invention and shows waves created by the body alone when the vessel is moving above the lower design speed in a water mass;

[0177] FIG. 9B shows schematically the interactions between the body and a hull according to the invention when the vessel is moving above the lower design speed in a water mass;

[0178] FIGS. 10A, B, C and D show the forepart of a vessel according to a first embodiment of the invention, where FIG. 10A is a top view of the forepart, FIG. 10B is a vertical longitudinal section of the forepart, FIG. 10C is a front view of the forepart and FIG. 10D is a bottom view of the forepart;

[0179] FIGS. 11A, B, C and D show the forepart of a vessel according to a second embodiment of the invention, where FIG. 11A is a top view of the forepart, FIG. 11B is a side view of the forepart, FIG. 11C is a front view of the forepart and FIG. 11D is a bottom view of the forepart;

[0180] FIGS. 12A, B, C and D show the forepart of a vessel according to a third embodiment of the invention, where FIG. 12A is a top view of the forepart, FIG. 12B is a side view of the forepart, FIG. 12C is a front view of the forepart and FIG. 12D is a bottom view of the forepart;

[0181] FIGS. 13A, B and C show the forepart of a vessel according to the first embodiment of the invention (also shown in FIGS. 10A-D) which to a greater degree illustrate the mode of operation of the invention, where FIG. 13A is a top view of the forepart, FIG. 13B is a vertical longitudinal section of the forepart and FIG. 13C is a front view of the forepart;

[0182] FIGS. 14A, B, C and D show the forepart of a vessel according to the second embodiment of the invention (also shown in FIGS. 11A-D) which to a greater extent illustrates the mode of operation of the invention, where FIG. 14A is a top view of the forepart, FIG. 14B is a side view of the forepart, FIG. 14C is a front view of the forepart and FIG. 14D is a bottom view of the forepart;

[0183] FIGS. 15A, B, C and D show the forepart of a vessel according to the third embodiment of the invention (also shown in FIGS. 12A-D) which to a greater extent illustrates the mode of operation of the invention, where FIG. 15A is a top view of the forepart, FIG. 15B is a side view of the forepart, FIG. 15C is a front view of the forepart and

[0184] FIG. 15D is a bottom view of the forepart;

[0185] FIG. 16A shows a photograph of a model boat used in model tests seen at an angle from astern, with a conventional bow according to the prior art;

[0186] FIG. 16B shows a photograph of a front view of the model boat in FIG. 16A;

[0187] FIG. 16C shows a photograph of a front oblique view of the model boat in FIG. 16A;

[0188] FIG. 17A shows photograph of a front view of the model boat where the bow section has been replaced by a modified bow according to the seventh embodiment of the invention.

[0189] FIG. 17B is a photograph of a front oblique view of the model boat in FIG. 17A;

[0190] FIG. 18A is photograph of a front view of the model boat where the bow section has been replaced by a modified bow according to the third embodiment of the invention, with a V-wedge;

[0191] FIG. 18B is a photograph of a front oblique view of the model boat in FIG. 18A;

[0192] FIG. 19A is a photograph where the model boat has a conventional bow according to the prior art as shown in FIGS. 16A-C, and where the measured speed is 1.25 m/s;

[0193] FIG. 19B is a photograph where the model boat has a modified bow according to the third embodiment of the invention, as shown in FIGS. 18A and B, but without a V-wedge, and where the measured speed is 1.25 m/s;

[0194] FIG. 19C is a photograph where the model boat has a modified bow according to the third embodiment of the invention, as shown in FIGS. 18A and B, but without a V-wedge, and where the measured speed is 1.34 m/s;

[0195] FIGS. 20A and B are photographs of the bow portion of the model boat with a modified bow according to the third embodiment of the invention, as shown in FIGS. 18A and B, but without a V-wedge, at a speed respectively below and above the lower design speed of the model boat;

[0196] FIGS. 21A, B, C and D show the forepart of a vessel according to a fourth embodiment of the invention, where FIG. 21A is a top view of the forepart, FIG. 21B is a side view of the forepart, FIG. 21C is a front view of the forepart and FIG. 21D is a bottom view of the forepart;

[0197] FIGS. 22A, B, C and D show the forepart of a vessel according to a fifth embodiment of the invention, where FIG. 22A is a top view of the forepart, FIG. 22B is a side view of the forepart, FIG. 22C is a front view of the forepart and FIG. 22D is a bottom view of the forepart;

[0198] FIGS. 23A, B, C and D show the forepart of a vessel according to a sixth embodiment of the invention, where FIG. 23A is a top view of the forepart, FIG. 23B is a side view of the forepart, FIG. 23C is a front view of the forepart and FIG. 23D is a bottom view of the forepart;

[0199] FIGS. 24A, B, C and D show the forepart of a vessel according to a seventh embodiment of the invention, where FIG. 24A is a top view of the forepart, FIG. 24B is a side view of the forepart, FIG. 24C is a front view of the forepart and FIG. 24D is a bottom view of the forepart;

[0200] FIGS. 25A and B are side views of the forepart of a vessel according to the invention where the trailing edge of the body is located higher than the hull bottom and deeper than the hull bottom, respectively;

[0201] FIGS. 26A, B, C, D, E and F show different configurations of how the vertical longitudinal section of the body can be formed according to the invention, FIG. 26E shows examples of two bodies where one of the bodies is placed above the other, and FIG. 26F shows a body comprising two parts;

[0202] FIGS. 27A, B, C, D and E are vertical longitudinal sections of different embodiments according to the invention and show how the dynamic lift of the body can be changed, where FIGS. 27B, C and D show how the flow at the trailing edge of the body can be changed by means of flaps/control surfaces; and

[0203] FIGS. 28A, B, C, D, E, F, G, H, I and J are top views of different configurations showing how the body can be configured, according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

[0204] Definitions

[0205] Throughout this document, the following definition shall apply:

[0206] Vessel 1: [0207] All displacement vessels and vessels that operate up to planing speeds.

[0208] Hull 2: [0209] The part of the vessel 1 that is, or can come, in contact with water while at speed and which makes the vessel seaworthy, but not including the body 4 according to the invention, or bulb and the like for conventional vessels 1.

[0210] Bow area 3: [0211] The area of the hull 2 seen from in front under the water surface 5 when vessel 1 is floating in a mass of water, but not including the body 4 according to the invention, or bulb and the like for conventional vessels 1.

[0212] The body 4: [0213] The body that is arranged at the bow area 3.

[0214] Water surface 5: [0215] A straight surface that the surface of the sea or the water forms when there are no waves.

[0216] Forepart of a vessel 6: [0217] From amidships in the vessel's 1 longitudinal direction up to the vessel's 1 most forward point, i.e., including the body 4 according to the invention, or bulb and the like for conventional vessels 1.

[0218] Bow wave: [0219] A wave crest formed ahead of the bow area 3 because of the hull's 2 deceleration of the oncoming water mass.

[0220] The body's leading edge 41: [0221] The foremost edge of the body 4, equivalent to “the leading edge” of an air plane wing.

[0222] The body's trailing edge 42: [0223] The defined rearmost edge of the body 4, where the water masses from the body's top surface 47 leave the body 4, equivalent to “the trailing edge” of an air plane wing.

[0224] Forward top surface 43 of the body: [0225] The top surface area of the body 4 that extends from the body's leading edge 41 to a contour line 53 of the body 4 seen from in front.

[0226] Rear top surface 44 of the body: [0227] The top surface area of the body 4 that starts where the body's forward top surface 43 ends and extends back to the trailing edge 42 of the body.

[0228] Underside 45 of the body: [0229] The underside area of the body 4 that extends from the leading edge 41 of the body to it's trailing edge 42.

[0230] Forward part 46 of the body: [0231] The volume of the body 4 that extends from the leading edge 41 of the body and backwards to a vertical cross-section through the contour line 53.

[0232] Top surface 47 of the body: [0233] The top surface area of the body 4 that extends from the leading edge 41 of the body and backwards to its trailing edge 42.

[0234] Contour line 53: [0235] A line that extends across the width of the body 4 on the body's top surface 47, formed by the highest visible point of the body 4 along the body's transverse direction when the body 4 is seen from in front. The tangent to the body 4 in the vessel's 1 direction of travel is thus horizontal at points of intersection along the whole contour line.

[0236] Interface 54: [0237] The boundary between the body's leading edge 41 and its trailing edge 42.

[0238] Interface 55: [0239] The boundary between the top surface 47 of the body and the bow area 3 or V-wedge 65.

[0240] Interface 56: [0241] The boundary between the hull 2 bottom and the bow area 3.

[0242] V-wedge 65: [0243] A device for securing the body 4 to the hull 2 and/or to improve the flow conditions at the trailing edge 42 of the body, where the device seen from above has a V-shape or approximate V-shape.

[0244] Lifted water mass 80: [0245] The total water mass, including escaped water mass 80A, that is lifted above the water surface 5 as a result of the body's 4 displacement of oncoming water masses when the vessel 1 is at speed.

[0246] Escaped water mass 80A: [0247] The part of the water mass that is lifted above the water surface 5 as a result of the body's 4 displacement of oncoming water masses when the vessel 1 is at speed and which escapes as waves to the surrounding water masses.

[0248] Velocity vector 85: [0249] The water mass that passes over the top surface 47 of the body has at the trailing edge 42 of the body a velocity and a direction that can be given in the form of a velocity vector. This velocity vector is in turn the resultant of the velocity vector of each individual water molecule.

[0250] FIGS. 9A and B show the general mode of operation of the invention for the particular embodiment in which the oncoming water masses are led under the hull. The position of the water surface 5 is shown with broken line. FIG. 9A shows the wave 31 formed behind the body 4 when only the body 4 is passed through a water mass above a lower design speed. FIG. 9B shows the interaction between the body 4 and the hull 2 and how the hull 2 prevents the wave 31 from rising when the vessel 1 is operated above a lower design speed.

[0251] The invention can be configured in several ways, but the main principles of the mode of operation are common to all the embodiments.

A First Embodiment

[0252] This section describes the structure and mode of operation of a first embodiment of a vessel 1 according to the invention. See FIGS. 10A, B, C and D and FIGS. 13A, B and C.

[0253] FIGS. 10A-D and FIGS. 13A-C show the forepart 6 of a vessel 1 comprising a hull 2 with a bow area 3 and a body 4 according to the invention, with the body 4 partly submerged in a water mass when the vessel 1 is lying motionless. The position of the water surface 5 is indicated in FIGS. 10B and C and in FIGS. 13B and C. The body 4 is located at a distance from the bow area 3 such that a passage 60 is formed between the body 4 and the bow area 3. As best shown in FIGS. 10A-D, the body 4 comprises a leading edge 41, a trailing edge 42, a forward top surface 43, a contour line 53, a rear top surface 44, an underside 45 and a forward part 46. The sum of the forward top surface 43 and the rear top surface 44 constitutes the body's top surface 47. The contour line 53 indicates the boundary between the forward top surface 43 and the rear top surface 44. The broken lines for the body's trailing edge 42, the contour line 53 and interface 56 in FIG. 10A are not visible from above, but are shown in order to better illustrate the configuration of the hull 2 and the body 4.

[0254] With particular reference to FIGS. 13A-C, when the vessel 1 is at speed, and moves faster than a lower design speed, a water mass is displaced with laminar flow across the body's forward top surface 43. The body's 4 curved top surface 47, with tapering profile towards the trailing edge 42 of the body, accelerates the water mass and allows it to be lowered in the gravitational field. At the body's trailing edge 42, the water mass has a high velocity that results in the water mass having a smaller vertical extent. This, together with the velocity vector 85 of the water mass at the body's trailing edge 42, leads the volume of water under the bow area 3, such that the bow area 3 does not displace oncoming water masses. The bow area 3 is thus dry or basically dry while at speed.

[0255] Ahead of or upstream of the body 4, the water masses will be slowed down in the same way as ahead of a conventional skip's bow. This results in a lifted water mass 80 ahead of the body 4. The transverse extent of the body 4, and side plates 70 located on each side of the body 4 (cf. FIGS. 13A-C), lead a major part of the lifted water mass 80 in over the body 4, such that only a minor proportion 80A of the lifted water mass 80 ahead of the body 4 escapes as waves to the surrounding water masses. The lifted water mass 80 that is formed by the body 4, including the escaped water mass 80A, is illustrated in FIGS. 13A-C.

[0256] As the body 4 has a large transverse extent, delimited by side plates 70, and lifts oncoming water masses in the vertical plane, the water mass on the body's top surface 47 is isolated from the surrounding water masses, such that few or no waves are produced in surrounding water masses when the water mass is accelerated on the top surface 47 of the body. A water mass can thus be accelerated from point 200 to point 400 and here give the water mass a favourable velocity vector 85 (cf. FIG. 13B) without significant waves being produced in the surrounding water masses.

[0257] Parts of the energy that help to lift the water mass 80 ahead of the body 4 accompany the water mass as potential energy in over the top surface 47 of the body, where the water mass is lowered in the gravitational field at the body's rear top surface 44. Thus, parts of the increased potential energy in the lifted water mass 80 are utilised for forward movement, or to give the water mass on the top surface 47 of the body increased speed at the trailing edge 42 of the body, instead of being lost to the surrounding water masses as waves.

[0258] As the body 4 is located close to the water surface 5, a lift is not obtained as is done with a sufficiently submerged lifting foil. The weight of the water masses on the body's top surface 47 will weigh the forepart 6 of the vessel 1 down. To counter this, the body's underside 45 can be shaped and/or angled to give a dynamic lift that balances the weight of the whole or parts of the water mass on the body's top surface 47. As can be seen from FIG. 13B, the dynamic lift is created in that the body's underside 45 forms the angle of attack a to the horizontal plane. As the trailing edge 42 of the body is thus lowered, the velocity of the water mass on the body's top surface 47 increases further.

[0259] The distance between the trailing edge 42 of the body and the area in which the water masses strike the hull 2 is adapted such that the water mass flows with as much laminar flow as possible over the body's rear top surface 44 and further with as much laminar flow as possible to below points 500 and 600 (FIG. 13B) where the hull 2 behind prevents wave formation. Points 100 and 300 are the location of the water masses respectively upstream of the leading edge 41 (i.e., upstream of point 200) and at the body's 4 highest point, along a flow line. Points 100, 200, 300, 400, 500 and 600 are also marked in FIG. 13A.

[0260] The invention has thus reduced the formation of waves from the vessel 1 that spread to the surrounding water masses.

[0261] At increasing speed, the velocity of the essentially laminar flow on the body's top surface 47 will increase proportionally to the increase in the vessel's 1 speed, and thus prevent further accumulation of water masses 80 ahead of the body 4. The percentage 80A of the lifted water mass 80 ahead of the body 4 that escapes as wave will remain relatively constant. Similarly, the height of the lifted water mass 80 ahead of the body 4 will remain relatively constant, and thus the wave height formed by the forepart 6 of the vessel 1 will not increase as in the case of a conventional vessel 1.

[0262] The water mass on the top surface 47 of the body will, because of the Coanda effect, follow the body's top surface 47 also at high speeds.

[0263] The invention thus reduces the wave resistance of the vessel 1 within a wide speed range.

[0264] The laminar flow on the body's forward top surface 43 prevents spray and wave-breaking resistance and will therefore also reduce or eliminate these resistance components.

[0265] In this first embodiment, the body 4 can be secured to the hull 2 by means of the side plates 70 as shown in FIGS. 13A-C. The body 4 may also be secured to the hull 2 by one or more V-wedges 65 (see for example FIGS. 12A-D) between the bow area 3 and the body's top surface 47. At lower speed of the vessel 1, model tests have shown that it may be favourable to have a certain width of the V-wedge 65. This is because the turbulence that easily arises when the water mass is to be led under the hull decreases, and/or that the area in which the turbulence is formed decreases. At higher speeds, the fastening means can be configured such that they slow down as little as possible the water masses flowing on the body's top surface 47.

A Second Embodiment

[0266] This section describes the structure and mode of operation of a second embodiment according to the invention. See FIGS. 11A, B, C and D and FIGS. 14A, B, C and D.

[0267] As the main principles for the mode of operation are common to all the embodiments, the following description will be similar to the explanation given in the section above.

[0268] FIGS. 11A-D and FIGS. 14A-D show the forepart 6 of a vessel 1 comprising a hull 2 and a body 4 according to the invention where the body 4 is incorporated in the bow area 3. Furthermore, the body 4 is partly submerged in a water mass when the vessel 1 is lying motionless. The position of the water surface 5 is indicated in FIGS. 11B and C and in FIGS. 14B and C.

[0269] As best shown in FIGS. 11A-D, the body 4 comprises a leading edge 41, two trailing edges 42, a forward top surface 43, a contour line 53, an interface 55, a rear top surface 44, an underside 45 and a forward part 46. The sum of the forward top surface 43 and the rear top surface 44 constitutes the body's top surface 47. The contour line 53 indicates the boundary between the forward top surface 43 and the rear top surface 44 and interface 54 indicate the boundary between the body's leading edge 41 and the body's trailing edges 42. The broken lines in FIG. 11A that indicate the body's trailing edges 42, the contour line 53 and the interface 55 are not visible from above, but are shown in order better to illustrate the design of the hull 2 and the body 4.

[0270] With particular reference to FIGS. 14A-D, when the vessel 1 is at speed, and operates faster than a lower design speed, a water mass is displaced with laminar flow in over the body's forward top surface 43. The body's curved top surface 47 accelerates the water mass. As the body's rear top surface 44 is configured with a tapering cross-section out towards the periphery of the body 4 in the transverse direction, the water mass will be lowered in the gravitational field out at the body's trailing edges 42 without coming in contact with the bow area 3, such that undesired slowing down of the water mass on the body's top surface 47 is prevented. The configuration of the bow area 3 can, like the V-wedge 65, help to control the water mass at the body's top surface 47. At the body's trailing edges 42, the water mass has a high velocity that results in the water mass having a smaller vertical extent. This, together with the velocity vectors 85 of the water mass at the body's trailing edges 42, leads the water mass under the bow area 3 and/or out towards the sides of the hull 2. This means that the bow area 3 will only displace a small proportion of the oncoming water masses the forepart 6 of the vessel 1 must displace; cf. FIG. 14C showing the front view of the vessel 1.

[0271] If the whole or parts of the water mass from the body's top surface 47 are not led under the bow area 3, the body 4 can be configured such that the velocity vectors 85 of water masses at the body's trailing edges 42 and the velocity vector of the oncoming water masses that are not displaced by the body 4, obtain a velocity vector that is as parallel as possible to the bow area 3.

[0272] Ahead of, or upstream of, the body 4, the water masses will be slowed down in the same way as ahead of a conventional ship's bow. This results in a lifted water mass 80 ahead of the body 4. The forward top surface 43 of the body has a tapering cross-section out towards the periphery of the body 4 in a transverse direction. This causes primarily a lifting of water masses 80 towards the middle of the body 4 and to a small extent out towards the body's 4 periphery, seen from in front. The transverse extent of the body 4 thus leads a major portion of the lifted water mass 80 in over the body 4, such that only a minor proportion 80A of the lifted water mass 80 ahead of the body 4 escapes as waves to surrounding water masses. The lifted water mass 80 and 80A formed by the body 4 is illustrated in FIGS. 14A and B.

[0273] As the body 4 has a large transverse extent, and also lifts oncoming water masses in the vertical plane, the water mass on the top surface of the body 47 is to a large extent isolated from the surrounding water masses, such that significant waves are not produced in surrounding water masses as a result of the water mass being accelerated on the body's top surface 47. A water mass can thus be accelerated from point 200 to point 400 (cf. FIGS. 14A-D) without significant waves being produced in the surrounding water masses. The water masses flow with as much laminar flow as possible under the hull 2 to point 500. Point 100 and point 300 are the location of the water masses respectively upstream of the leading edge 41 (i.e., upstream of point 200) and at the highest point of the body 4, along a flow line.

[0274] Parts of the energy that helped to lift the water mass 80 ahead of the body 4 accompany the water mass as potential energy in over the body's top surface 47 and is lowered in the gravitational field at the rear top surface 44 of the body. Thus, parts of the increased potential energy in the lifted water mass 80 are utilised for forward movement, or to give the water mass on the body's top surface 47 increased velocity at the trailing edges 42 of the body, instead of being lost to surrounding water masses as waves.

[0275] As the body 4 is located close to the water surface 5, a lift is not obtained as is done with a sufficiently submerged lifting foil. The weight of the water masses on the body's top surface 47 will weigh the forepart 6 down. To counter this, the body's underside 45 can be shaped and/or angled to give a dynamic lift that balances the weight the whole of or parts of the water mass on the body's top surface 47. As can be seen from FIGS. 14B and C, the dynamic lift is produced in that the body's trailing edge 42 is positioned lower than its leading edge 41. Thus, the velocity of the water mass on the body's top surface 47 increases further.

[0276] The invention has thus reduced the formation of waves from the vessel 1 that spread to the surrounding water masses.

[0277] If the vessel 1 is to be designed to travel at high speed, it will be expedient to allow the transverse extent of the body 4 to decrease from the body's 4 largest width and backwards, seen from above (i.e. downstream of interface 54), so as thus to lead a larger proportion of the water mass that passes through on the top surface 47 of the body under the bow area 3 instead of out towards the sides of the hull 2.

[0278] The laminar flow on the body's forward top surface 43 prevents spray and wave-breaking resistance and will therefore also reduce these resistance components.

[0279] The body 4 in this second embodiment is incorporated in the bow area 3 and secured to the hull 2 in that the hull 2 beams and support system are extended and continue on the interior of the body 4. This embodiment thus does not require any form of external strut or other form of external attachment.

A Third Embodiment

[0280] This third embodiment according to the invention, shown in FIGS. 12A, B, C and D and FIGS. 15A, B, C and D, has a structure and mode of operation that is somewhere between the two embodiments described above. The model boat, described later in this document under the section entitled Model tests is, in Tests B, made according to this third embodiment; cf. FIGS. 18A and 18B, but without the V-wedge 65.

[0281] FIGS. 12A-D and FIGS. 15A-D show the forepart 6 of a vessel 1 comprising a hull 2 with a bow area 3 and a body 4 according to the invention with the body 4 partly submerged in a water mass when the vessel 1 is lying motionless. The position of the water surface 5 is indicated in FIGS. 12B and C and in FIGS. 15B and C.

[0282] The body 4 is located at a distance from the bow area 3 such that passage 60 is formed between the body 4 and the bow area 3. As best shown in FIGS. 12A-D, the body 4 comprises a leading edge 41, a trailing edge 42, a forward top surface 43, a contour line 53, a rear top surface 44, an underside 45 and a forward part 46. The sum of the forward top surface 43 and the rear top surface 44 constitutes the body's top surface 47. The contour line 53 indicates the boundary between the forward top surface 43 and the rear top surface 44 and the interface 54 indicates the boundary between the body's leading edge 41 and its trailing edge 42. The body 4 is located a distance from the bow area 3 such that passage 60 is formed between the body 4 and the bow area 3. The broken lines for the body's trailing edge 42, the contour line 53, the interface 55 and the interface 56 in FIG. 12A are not visible seen from above, but are shown in order better to illustrate the configuration of the vessel 1.

[0283] With particular reference to FIGS. 15A-D; when the vessel 1 is at speed and operates faster than a lower design speed, a water mass is displaced with laminar flow in over the body's forward top surface 43. The body's curved top surface 47, with tapering profile towards the trailing edge 42 of the body, accelerates the water mass and allows it to be lowered in the gravitational field. At the body's trailing edge 42, the water mass has a high velocity that causes the water mass to have a smaller vertical extent. This, together with the velocity vector 85 of the water mass at the trailing edge 42 of the body, leads the water mass under the bow area 3, such that the bow area 3 only displaces a small proportion of the oncoming water masses at the sides of the bow area 3; cf. FIG. 15C. Large parts of the bow area 3 are thus dry or basically dry during motion.

[0284] Ahead of or upstream of the body 4, the water masses will be slowed down in the same way as ahead of a conventional ship's bow. This causes a lifted water mass 80 ahead of the body 4. The forward top surface 43 of the body has a tapering cross-section out towards the periphery of the body 4 in the transverse direction. This causes primarily a lifting of water masses 80 towards the middle of the body 4 and only to a small extent out towards the periphery of the body 4 in the transverse direction. The transverse extent of the body 4 thus leads a major part of the lifted water mass 80 in over the body 4, such that only a small proportion 80A of the lifted water mass 80 ahead of the body 4 escapes as waves to surrounding water masses. The lifted water mass 80 that is formed by the body 4, including escaped water mass 80A, is illustrated in FIGS. 15A and B.

[0285] As the body 4 has a large transverse extent and lifts oncoming water masses in the vertical plane, the water mass on the body's top surface 47 will to a large extent be isolated from the surrounding water masses, such that significant waves are not produced in surrounding water masses when the water mass is accelerated on the body's top surface 47. Thus, a water mass can be accelerated from point 200 to point 400, and here the water mass can be given a favourable velocity vector 85, (cf. FIGS. 15A-D) without significant waves being produced in the surrounding water masses.

[0286] Parts of the energy that help to lift the water mass 80 ahead of the body 4 accompany the water mass as potential energy in over the top surface 47 of the body, the water mass being lowered in the gravitational field at the rear top surface 44 of the body. Thus, parts of the increased potential energy in the lifted water mass 80 are utilised for forward movement, or to give the water mass on the body's top surface 47 increased velocity at the trailing edge of the body 42, instead of being lost to surrounding water masses as waves.

[0287] As the body 4 is located close to the water surface 5, a lift is not obtained as is achieved with a sufficiently submerged lifting foil. The weight of the water masses on the body's top surface 47 will weigh the forepart 6 down. To counter this, the body's underside 45 can be shaped and/or angled to give a dynamic lift that balances the weight of the whole or parts of the water mass on the body's top surface 47. As can be seen from FIGS. 15B and 14C, the dynamic lift is produced in that the body's trailing edge 42 is positioned lower than its leading edge 41. Thus, the velocity of the water mass on the body's top surface 47 increases further.

[0288] The distance between the body's trailing edge 42 and the area where the water masses meet the hull 2 is adapted such that the water mass flows with as much laminar flow as possible over the body's rear top surface 44 and further with as much laminar flow as possible under the hull 2 to points 500 and 600 (FIG. 15A-D) where the hull 2 behind prevents wave formation. Points 100 and 300 are the location of the water masses respectively upstream of the leading edge 41 (i.e., upstream of point 200) and at the body's 4 highest point, along a flow line.

[0289] The invention has thus reduced the formation of waves from the vessel 1 that spread to surrounding water masses.

[0290] With rising speed, the velocity of the essentially laminar flow on the body's top surface 47 will increase proportionally to the increase of the vessel's 1 speed, and thus prevent further accumulation of water masses 80 ahead of the body 4. The percentage 80A of the lifted water mass 80 ahead of the body 4 that escapes as wave will remain relatively constant. Similarly, the height of the lifted water mass 80 ahead of the body 4 will remain relatively constant at increasing speed, and thus the wave height formed by the forepart 6 will not increase as for a conventional vessel 1; cf. FIGS. 19A-C from the model tests.

[0291] The water mass on the body's top surface 47 will, because of the Coanda effect, follow the body's top surface 47 also at higher speeds.

[0292] Thus, the invention reduces the wave resistance within a wide speed range.

[0293] The laminar flow on the body's forward top surface 43 prevents spray and wave-breaking resistance and will therefore also reduce or eliminate these resistance components. This can be seen clearly from FIGS. 20A and B, which show respectively non-laminar and laminar flow characteristics of a displaced water mass that is lifted over the body's forward top surface 43.

[0294] The body 4 can in this third embodiment be secured to the hull 2 by means of one or more V-wedges 65, seen from above, as shown in FIGS. 12A-D, as also can be seen in FIGS. 18A and B. At lower speed of the vessel 1, model tests have shown that it may be favourable to have a certain width of the V-wedge 65. This is because the turbulence that easily arises when the water mass is to be led under the hull diminishes, and/or that the area where the turbulence is formed diminishes. At higher speeds, the body 4 can be fastened to the hull 2 using struts or plates so that the water masses on the top surface 47 of the body slow down as little as possible.

[0295] General Design Criteria—Miscellaneous

[0296] The body 4 and the hull 2 are configured so that the total resistance for the vessel 1 is as low as possible. The configuration and location of the body 4 is determined to a large extent by the hull's 2 draught, width/draught ratio, variation in draught (load/ballast) and speed range. In addition, regard must be had to seagoing characteristics and to what otherwise is a practical design in relation to the use of the vessel.

[0297] The body 4 should be configured such that maximum laminar flow is achieved at the body's top surface 47 from a lower design speed.

[0298] In general, an attempt can be made to lead a major proportion of oncoming water mass over the body's top surface 47. The proportion of water mass that must be displaced by the body's underside 45 and/or by the hull 2 is thus smaller. This can be advantageous as the water mass that is displaced by the body's underside 45 and/or by the hull 2 causes increased water velocity, which in turn causes negative pressure and loss of buoyancy, and also wave formation.

[0299] In the case of vessel 1 that operates at low to moderate speed, typically F.sub.N 0.1-0.25, it may be the dynamic pressure in oncoming water masses that limits the proportion of the oncoming water masses that is lifted over the forward top surface 43 of the body.

[0300] To obtain laminar flow over the body's forward top surface 43 at lower design speed, the body 4 can therefore be configured such that the body's 4 profile has little fullness at the body's forward part 46, and where the body's 4 forward underside may have a small angle of attack; cf. FIGS. 26B, 26C, 26D and 26F. This gives little deceleration of water masses ahead of the body 4. The rear underside of the body 4 may have a gradually increasing angle of attack to more easily lead water masses under the vessel 1; cf. FIGS. 26C, 26D and 26F.

[0301] FIG. 26F has a gap that allows some water from the body's underside 45 to flow through the gap and up onto the body's rear top surface, so as thereby to improve the flow conditions in the area around the body's trailing edge 42, thereby reducing any turbulence problems. Such gap in the body 4 is prior art that is, inter alia, used in the aircraft industry.

[0302] FIG. 26E shows an example of two bodies 4 that are located at different heights. A configuration of this kind can be used when a vessel 1 operates in different load conditions. When the vessel 1 operates with light load or ballast, the upper body 4 can be placed so high that water masses are not led over this body, but that the lower body 4 functions as otherwise described in this document. When the vessel 1 is heavily loaded, the water masses can pass over both bodies 4 and the effect of the bodies 4 here too will be as otherwise described in this document.

[0303] At higher speeds, where dynamic pressure is higher, it may be expedient to let a larger proportion of oncoming water be led over the body's top surface 47.

[0304] In the case of vessel 1 that operates at medium to higher speeds, typically from F.sub.N=0.25 to over F.sub.N=1.0, it may be expedient to give body 4 about the same width as the hull 2.

[0305] In the case of hull 2 with a larger width compared to draught, typically barges, it may also be expedient to give the body 4 a width about the same as the width of the hull 2 so that the lifted water mass 80 in front of the hull is essentially led under the hull 2.

[0306] At a low width/draught ratio for the vessel 1, the body 4 can be configured to displace a larger proportion of oncoming water masses laterally than is the case with a larger width/draught ratio.

[0307] The cross-section of the body 4 out towards the periphery of the body 4 in the transverse direction can be made slimmer and thus reduce lifting of water masses 80 upstream of the body's 4 periphery; cf. FIGS. 11C, 12C, 21C, 22C and 23C.

[0308] For another embodiment, the trailing edges 42 of the body can also be configured parallel to the sides of the hull 2, so that more water is led out towards the sides of the hull 2.

[0309] The body 4 can be adapted such that its underside 45 or its leading edge 41 is positioned just above the water surface 5 when the vessel 1 is ballasted, such that the body's underside 45 physically prevents formation of a bow wave; cf. FIGS. 21A, B, C and D. When the vessel 1 is in loaded condition, the body 4 will be fully or partly submerged as otherwise described in this document.

[0310] The body 4 can be secured to the hull 2 in a fixed position. The attachment can also be effected such that the position of the body 4 in the vertical plane, horizontal plane and/or the angle of attack can be changed during motion. Furthermore, the body 4 can be equipped with one or more passive or active flaps at the trailing edge 42 of the body to minimise the total resistance for the vessel 1 to different depth/speed. Furthermore, active flaps can be used to reduce the vessel's 1 motions in waves.

[0311] The underside 45 of the body can be shaped and/or angled such that at speed a dynamic lift is generated from the body's underside 45, where the dynamic lift balances the whole or parts of the extra weight the water masses at the body's top surface exert on the body 4 when the vessel 1 is at speed. Since the weight from the water masses in the flow at the body's top surface 47 is essentially constant above a lower design speed, whilst the dynamic lift from the body's underside 45 increases with increasing speed, higher speed will require a smaller angle of attack. It may therefore be advantageous to construct a vessel 1 according to the invention where said angle of attack of the body 4 can be adjusted at speed, as indicated by arrows in FIG. 27A. Furthermore, FIG. 27B shows a body 4 fitted with one or more remote controlled flaps able to move as indicated by the arrow. The dynamic lift and the flow picture at the trailing edge 42 of the body will thus be capable of being changed at speed. FIG. 27C shows body 4 fitted with one or more remote controlled flaps able to move as one or more of the arrows indicate. The dynamic lift and the flow picture at the trailing edge 42 of the body will thus be capable of being changed at speed. FIG. 27D shows a body 4 fitted with one or more remote controlled flaps able to move as indicated by one or more of the arrows. The dynamic lift and the flow picture at the trailing edge 42 of the body will thus be capable of being changed at speed. The dynamic lift can also be provided by fitting the body 4 with one or more fixed and/or movable lifting foils at the underside 45 of the body. This is illustrated in a possible embodiment in FIG. 27E. The arrows indicate how the angle of attack of the lifting foil can be changed at speed.

[0312] The underside 45 of the body can also be mounted at a small or no angle of attack, where necessary lift at the body's underside is generated by increase in pressure at the bow area 3 under body 4 as a result of displacement of oncoming water masses; cf. FIGS. 21B-D. The underside 45 of the body will thus also suppress formation of bow wave in at least one load condition.

[0313] FIGS. 21A-D show a forepart 6 of a vessel 1 comprising a hull 2 and a body 4 according to a fourth embodiment of the invention. As can be seen here, the body 4 comprises a leading edge 41, two trailing edges 42, a forward top surface 43, a contour line 53, a rear top surface 44, an underside 45 and a forward part 46. The sum of the forward top surface 43 and the rear top surface 44 constitutes the body's top surface 47. The contour line 53 indicates the boundary between the forward top surface 43 and the rear top surface 44, and the interfaces 54 indicate the boundary between the body's leading edge 41 and its trailing edges 42. The vessel water surface 5 is indicated in two load conditions, which also thus defines the bow area 3 for the two load conditions. The broken lines for the body's trailing edges 42, the contour line 53 and the interface 55 in FIG. 21A are not visible from above, but are shown in order better to illustrate the configuration of the hull 2 and the body 4.

[0314] Sufficient water masses should be led over the body's top surface 47 with resulting velocity vector 85 at the trailing edge 42 of the body so that least possible turbulence is created between the body's trailing edge 42 and the bow area 3.

[0315] Increasing distance between the body's trailing edge 42 and the bow area 3 can lead to increasing turbulence problems, especially at lower speeds. The distance between the bow area 3 and the body's trailing edge 42 must also not be so small that the water masses from the body's top surface 47 are prevented from flowing under the hull 2.

[0316] The passage or channel 60 between the body 4 and the bow area 3 should be dimensioned so that the water mass that passes over the body 4 flows freely (i.e., with little or no deceleration) with maximum laminar flow further under the hull 2 and optionally out to the sides of the bow area 3. At deepest draught, there should be sufficient distance from the body's top surface 47 and the body's trailing edge 42 to the bow area 3 to allow the water masses on the body's top surface 47 to flow freely.

[0317] To counteract turbulent flow behind a body 4 that laterally displaces water masses at the body's trailing edge 42, (cf., for example, FIG. 14A), it may be advantageous that water masses are also laterally displaced in a similar manner by the body's underside 45; cf., e.g., FIG. 14D in which the broken lines illustrate flow lines at the body's underside 45.

[0318] The body 4, cf. e.g. the first embodiment, can be configured with or without side plates 70. The side plates 70 can be extended to the leading edge 41 of the body, or they can be extended further forward past the body's leading edge 41. In general, it can be said that the further forward the side plates 70 are extended, the smaller the proportion 80A of the lifted water mass 80 ahead of the body 4 will escape as wave in the surrounding water masses. If the body 4 is configured without side plates 70, the body 4 can be fastened to the bow area using struts or plates that are not secured right out at the sides of the body 4, seen from in front. Furthermore, the body 4 can be secured using one or more V-wedges 65 as described in the first and the third embodiment. The body 4 can with these attachments also be configured with a tapering cross-section out towards the sides of the body 4 seen from in front, as shown in FIGS. 22A, B, C and D.

[0319] FIGS. 22A-D show the forepart 6 of a vessel 1 comprising a hull 2 and a body 4 according to a fifth embodiment of the invention with the body 4 completely submerged in a water mass when the vessel 1 is lying motionless. The position of the water surface 5 is indicated in FIGS. 22B and C. The body 4 is placed at a distance from the bow area 3 such that passage 60 is formed between the body 4 and the bow area 3. The body 4 comprises a leading edge 41, a trailing edge 42, a forward top surface 43, a contour line 53, a rear top surface 44, an underside 45 and a forward part 46. The sum of the forward top surface 43 and the rear top surface 44 constitutes the body's top surface 47. The contour line 53 indicates the boundary between the forward top surface 43 and the rear top surface 44. The broken lines for the body's trailing edge 42, the contour line 53, interface 56 and the fastening means in FIG. 22A are not visible from above, but are shown in order better to illustrate the configuration of the hull 2 and the body 4.

[0320] FIGS. 23A-D show the forepart 6 of a vessel 1 comprising a hull 2 and a body 4 according to a sixth embodiment of the invention with the body 4 completely submerged in a water mass when the vessel 1 is lying motionless. The position of the water surface 5 is indicated in FIGS. 23B and C. The body 4 is placed at a distance from the bow area 3 such that passage 60 is formed between the body 4 and the bow area 3. The body 4 comprises a leading edge 41, a trailing edge 42, a forward top surface 43, a contour line 53, a rear top surface 44, an underside 45 and a forward part 46. The sum of the forward top surface 43 and the rear top surface 44 constitutes the body's top surface 47. The contour line 53 indicates the boundary between the forward top surface 43 and the rear top surface 44, and the interfaces 54 indicate the boundary between the body's leading edge 41 and its trailing edge 42. The broken lines in FIG. 23A that indicate the body's trailing edge 42, the contour line 53 and the interfaces 55 and 56 are not visible from above, but are shown in order better to illustrate the configuration of the hull 2 and the body 4.

[0321] FIGS. 24A-D show the forepart 6 of a vessel 1 comprising a hull 2 and a body 4 according to a seventh embodiment of the invention. The model boat, described later in this document under the section entitled Model tests, is in Test C made according to this seventh embodiment; cf. FIGS. 17A and B. This embodiment combines the properties as described in the first embodiment with the properties of a pointed conventional bow. The position of the water surface 5 is indicated in FIGS. 24B and C. The body 4, seen from in front, does not in this embodiment extend out to the largest width of the vessel 1. The body 4 is positioned at a distance from the bow area 3 behind such that passage 60 is formed between the body 4 and the bow area 3, as described in the first embodiment of the invention. The body 4 comprises a leading edge 41, a trailing edge 42, a forward top surface 43, a contour line 53, a rear top surface 44, an underside 45 and a forward part 46. The sum of the forward top surface 43 and the rear top surface 44 constitutes the body's top surface 47. The contour line 53 indicates the boundary between the forward top surface 43 and the rear top surface 44. The broken lines for the body's trailing edge 42, the passage 60, the contour line 53 and interfaces 56 in FIG. 24A are not visible from above, but are shown in order better to illustrate the configuration of the hull 2 and the body 4. Further, the broken lines in FIG. 24D mark the boundary between the body 4 and the hull 2.

[0322] In heavy sea, the top surface 47 of the body will flatten out oncoming waves and lead them under the hull 2 such that the bow area 3 to a lesser extent encounters resistance from waves. It may therefore be advantageous with sufficient distance between the body's top surface 47 and the bow area 3 to allow waves of a certain height to pass freely in the passage 60 between the top surface 47 of the body and the bow area 3, and then be led under the hull 2.

[0323] Furthermore, it may be an advantage in a higher sea that the hull 2 is given a bow configuration as shown in FIGS. 23A-D and FIGS. 24A-D where oncoming high sea that cannot pass freely in the passage 60 between the body 4 and the bow area 3 thus can as freely as possible be displaced laterally.

[0324] In a high sea slamming may also occur at the body's underside 45. To counteract this, the body's underside 45 can be made curved or V-shaped, seen from in front; cf. respectively FIGS. 14B-C and FIGS. 23B-C. Furthermore, the body's leading edge 41 can be rounded (cf. FIGS. 14A and D), or the body 4 can be made with a “sweep back” configuration; cf. FIGS. 23A-D. The body's 4 area at the underside may also be critical since smaller area can give less slamming. By positioning the body 4 deeper in the water mass, the body's underside 45 may also be less exposed to slamming.

[0325] FIGS. 25A and B show the forepart 6 of a vessel 1 comprising a hull 2 and a body 4 according to the invention where the highest point of the body 4 is located at the water surface 5. The body's trailing edge 42 is located higher and lower than the hull 2 bottom, respectively. At low speed, it may be an advantage that the body's trailing edge 42 is located lower than the hull 2 bottom, in part because the turbulence problems that may arise when the water mass from the body's top surface 47 is to be led under the hull 2 will thus be smaller.

[0326] The body's 4 radius, seen in a vertical section in the vessel's 1 direction of travel, at the leading edge 41 of the body may be important for the body's 4 seagoing characteristics. If the radius of the body 4 here is unduly sharp, i.e., with small radius at the body's leading edge 41 (cf., e.g., FIGS. 26B, C and D), cavitation and turbulence may occur when the vessel 1 is at speed and/or is exposed to waves. A configuration of the body's leading edge 41 as shown in FIG. 26A may be more advantageous as regard cavitation. Furthermore, cavitation problems may occur if there are other areas on the top surface 47 and/or underside 45 with a small radius of curvature. By small here is meant substantially smaller than typical dimensions for the body 4, for example, a radius of curvature of less than 20% of the body's length.

[0327] Since a vessel 1 designed according to the invention has reduced wave resistance at increasing speed compared to a conventional vessel 1, and since the vessel's 1 wave resistance is less dependent on the length of the vessel 1, it may be advantageous to design the vessel 1 according to the invention with larger width and smaller length compared with a conventional vessel 1. A vessel 1 according to the invention with the same load capacity as a conventional vessel 1 can thus be less costly to build.

[0328] The top surface 47 of the body may have a single, double or triple curvature, as illustrated respectively in FIGS. 26A, B and C. The top surface 47 may also have one or more straight portions. Furthermore, the body's 4 contour line 53 can be moved forwards or backwards in the longitudinal direction of the body 4 with reference to what is shown in FIGS. 26A-D. The body 4 may have different profiles and profile thicknesses across the transverse extent of the body 4. The body's underside 45 can be straight (cf. FIG. 26B) or have a single curvature (cf. FIGS. 26A and D) or have a double curvature (cf. FIG. 26C). The body 4 can be made as one or more combinations of FIGS. 26A-D.

[0329] However, the configurations shown in FIGS. 26A-D are not exhaustive as regards showing all possible configurations of the body 4.

[0330] If it is desirable to steer the water masses in towards the middle of the body 4, the body 4 can in an alternative embodiment be made with most fullness out towards the periphery of the body 4 in the transverse direction and least fullness about the centre axis, seen from in front.

[0331] Furthermore, the rear top surface 44 of the body can be made with a defined/marked trailing edge 42, for example, pointed or almost pointed, where the defined trailing edge 42 can be located lower than the body's leading edge 41.

[0332] The body's leading edge 41 seen from above can be made straight, concave, convex, “sweep back”, “forward sweep” or a combination thereof. The same applies to the body's trailing edge 42. FIGS. 28A-J illustrate examples of these and show the body's top surface 47, seen from above. The arrow indicates the direction of flow of the water mass. The body's leading edge 41, trailing edge 42 and interface 54 are indicated. However, FIGS. 28A-J are not exhaustive as regards showing all possible configurations of the body 4.

[0333] The body's top surface 47 and underside 45 can be configured with a V or U shape, seen from in front, when the vessel 1 is lying motionless in order to be adapted for heeling. This will be particularly relevant for sailing boats.

[0334] The width of the body 4 seen from in front should normally be between 50 and 100% of the hull 2 width for the first, second, third, fourth, fifth and sixth embodiment. For the seventh embodiment, the width of the body 4 seen from in front can also be smaller than 50% of the width of the hull 2.

[0335] Seen from in front, the body 4 should preferably have a width/height ratio greater than 1.5.

[0336] Model Tests

[0337] To document the invention and its mode of action, and to verify change of resistance to forward movement, the inventor has carried out tests using a model boat.

[0338] To be able optimally to compare the resistance to forward movement for different configurations of the forepart 6 of a vessel 1, the model boat has interchangeable bow sections. It is thus easy to switch between different bow sections whilst the rest of the model boat has the same structure. Repeated runs can thus be carried out under otherwise identical conditions.

[0339] The model boat is radio-controlled using an electric propulsion engine. The battery is well dimensioned so that the voltage loss is insignificant. The propeller shaft of the model is mounted horizontally or close to horizontally, and is supported by simple brass bearings which does not absorb thrust forces. The propeller shaft is mounted directly on the electric motor, which in turn is mounted in a carriage which rolls smoothly in the direction of the propeller shaft. The carriage does absorb the torsional moment of the propeller and the electric motor, but not the propellers thrust-forces. The carriage impinges a pressure sensor so that the propellers thrust-force in Newton [N] may be logged. When the model boat is driven with constant speed the thrust-force from the propeller is equal to the propulsion resistance of the model boat. The speed of the model boat is measured by a GPS logger. The test results of achieved speed [m/s] and the propulsion resistance [N] are for each of the three model tests plotted in FIG. 2 as tests A, B and C. Based on the length and speed of the model the models Froude number [F.sub.N] is also provided along the x axis. For each measuring point the average thrust-force is registered through a time period of 5-10 seconds and correspondently plotted against the speed during the same time period.

[0340] In Test A the model boat is driven using a conventional bow configuration according to the prior art, as shown in FIGS. 16A, B and C.

[0341] In Test B the model boat is driven using a modified bow configuration according to the third embodiment of the invention without a V-wedge 65, as described earlier in this document. The bow sections in Test B is the same as shown in FIGS. 18A and B with the exception that the modified bow configuration in FIG. 18A and B is shown with a V-wedge 65. The body 4 is in Test B secured to the model boat using a thin plate, as can be seen in FIG. 20A.

[0342] In Test C the model boat is driven using a modified bow configuration according to the seventh embodiment of the invention as shown in FIGS. 17A and B, and as described earlier in this document, cf. FIGS. 24A, B, C and D.

[0343] The model boat with a conventional bow in Test A is built as a typical displacement hull. The model has a maximum length of 154 cm and a width of 33 cm. The transition between the model boat's hull sides and bow area 3 is about 115 cm from the stern of the model boat. During the model tests the model boat weighed 34.5 kg, which gave a draught of about 9.7 cm. The model boat was trimmed such that it had almost neutral trim when it lay motionless and floated in the water. Neutral trim means to say that the model boat is oriented such that the bottom of the model boat is parallel to the water surface 5.

[0344] The model boat in Tests B has a maximum length of 153.5 cm. The width, weight and trim of the model are otherwise unchanged from Test A. The draught of the model boat was about 10.2 cm. The maximum width of the body 4, seen from in front, is 33.0 cm and the body's 4 maximum length, seen from the side, is 31.0 cm. The maximum vertical thickness of the body 4 is 8.0 cm and is located about 13 cm from the foremost point on the body's leading edge 41. The body's trailing edge 42 is positioned 1.0 cm above the bottom of the model boat. The foremost point on the body's leading edge 41 in the vessel's 1 direction of travel is located 4.9 cm higher than the bottom of the model boat. The curvature in the transition between the model boat's bottom and the bow area 3 has a radius of about 15.0 cm. The distance of the passage 60 between the body's trailing edge 42 and the hull 2, measured in the horizontal plane, is about 11.0 cm. The distance of the passage 60 between the body's top surface 47 and the hull 2, measured perpendicular to the body's top surface 47 is about 6.0 cm. The radius of the curvature in the transition between the sides of the model boat and the bow area 3 is about 5.5 cm.

[0345] The model boat in Test C has a maximum length of 154 cm. The width, weight and trim of the model are otherwise unchanged from Test A. The draught of the model boat was about 9.8 cm. The width of the body 4, seen from in front, is 16 cm and the body's 4 length, seen from the side, is 26.5 cm. The body's 4 maximum vertical thickness is 4.0 cm and is located 12 cm from the body's leading edge 41. The trailing eedge 42 of the body is located at the same height as the model boat's bottom. The foremost point on the body's leading eedge 41 is located 4.7 cm higher than the model boat's bottom. The curvature between the model boat's bottom and the bow area 3 forming the passage 60 has a radius of about 10 cm. The distance of the passage 60 between the body's trailing eedge 42 and the hull 2, measured in the horizontal plane is about 7.0 cm. The distance of the passage 60 between the body's top surface 47 and the hull 2, measured perpendicular to the body's top surface 47, is about 8 cm. The transition between the model boat's hull sides and the bow area 3 is about is about 110 cm from the stern of the model boat, where the bow area 3 begins with a convex shape and then a concave shape as can be seen in FIG. 17A.

[0346] As can be seen from the estimated curves in FIG. 2, the modified bow in Test B has lowest resistance to forward movement at speeds above about 1.23 m/s, whilst the modified bow in Test C gives lower resistance to forward movement in the speed range between about 1.03 m/s and 1.23 m/s. The propulsion resistance for the conventional bow in Test A is lower than the two alternatives with modified bow below about 1.03 m/s

[0347] FIGS. 19A, B and C show photographs taken during model tests. FIG. 19A is taken when the model is fitted with the conventional bow configuration as in Test A, whilst

[0348] FIGS. 19B and C are taken when the model is fitted with the modified bow configuration, as in Test B. Measured speed for FIGS. 19A, B and C is respectively 1.25 m/s, 1.25 m/s and 1.34 m/s. It is shown visually in FIGS. 19A, B and C that the wave formation from the model with a modified bow according to the invention is substantially smaller than the same model with a conventional bow configuration.

[0349] From the estimated curves in FIG. 2 at a speed of 1.25 m/s, which is the speed of the model boat in FIGS. 19A and B, it can be read that the model boat with a conventional bow configuration in Test A is given about 38.3% more propulsion resistance than the model boat with a modified bow in Test B (the estimated propulsion resistance is respectively 10.44 N and 7.55 N).

[0350] If the model boat is scaled up 50 times, a full-scale ship will be obtained that is 77 metres long. A speed of the model boat of 1.25 m/s will correspond to a speed of 8.84 m/s for the full-scale ship by using the equation (1) given above, corresponding to 17.2 knots. At this speed, the model test indicates that the full-scale ship built with a conventional bow according to the model used in Test A will be given 47.1% more propulsion resistance than the full-scale ship built with a modified bow according to the model used in Test B (the calculated propulsion resistance is respectively 1,158 KN and 787 KN). The measurement data were translated from the model to full scale according to procedure described by Havard Holm and Sverre Steen—Motstand og framdrift—NTNU (Norway). It is assumed that the model boat with conventional and with modified bow will have a wetted surface of S.sub.m=0.71 m.sup.2, and further that both will have a length in the water line L.sub.vl,m=1.54 m.

[0351] In the preceding description, different aspects of the vessel according to the invention have been described with reference to the illustrative embodiments. For the purpose of providing a thorough understanding of the vessel and it's mode of operation, explanations, specific numbers, systems and configurations have been presented. However, this description is not intended to be interpreted in a limiting manner. Different modifications and variations of the illustrative embodiments, as well as other embodiments of the vessel that will be obvious to those of skill in the art regarding the described content, will be within the scope of the present invention.