EP4327049A1

EP4327049A1 - System and method for monitoring route of vessel

Info

Publication number: EP4327049A1
Application number: EP22721413.7A
Authority: EP
Inventors: Kari Virtanen; Juuso HÄKLI; Petri AARNIO
Original assignee: AwakeAi Oy
Current assignee: AwakeAi Oy
Priority date: 2021-04-23
Filing date: 2022-04-20
Publication date: 2024-02-28
Also published as: WO2022223882A1

Abstract

Disclosed is a system (100) for monitoring route of a vessel (112, 202, 402, 404). The system comprises a first server arrangement (102, 208, 302) and a second server arrangement (104, 212, 304). The first server arrangement (102, 208, 302) is configured to implement first simulation model (312) to simulate operating parameters related to vessel based on actual operations data for the set of operating parameters and transmit the first simulation model (312). The second server arrangement (104, 212, 304) is communicatively coupled to the first server arrangement. The second server arrangement is configured to receive the first simulation model (312) from the first server arrangement, implement a second simulation model (314) pertaining to the vessel to simulate the said set of operating parameters related to the vessel based on predicted operations data for the said set of operating parameters, compare the first simulation model (312) and the second simulation model (314), and update the second simulation model (314) of the vessel based on the comparison to be in synchronization with the first simulated model (312).

Description

SYSTEM AND METHOD FOR MONITORING ROUTE OF VESSEL TECHNICAL FIELD

The present disclosure relates generally to vessel monitoring systems; and more specifically, to system for monitoring route of a vessel in near real-time. Furthermore, the present disclosure relates to a method for monitoring route of a vessel in near real-time.

BACKGROUND

Navigation of vessels in water bodies is inherently dangerous. Traditionally, navigators rely on aids like visual observation (e.g., binoculars, night vision etc.), audio exchange (e.g., whistle, horn, radio etc.) to prevent collision. Modern vessels instead rely on digital communication which may be performed between two vessels, or more preferably between vessels and the ports in order to guide the vessels in the water body. Such communication is critical in making decisions so as to avoid collision between vessels and avoid other dangers such as icebergs, high tidal waves, and the like.

Conventionally, the data between vessel and the port is normally exchanged via satellite communication systems. Once a vessel leaves the port, it needs to communicate a lot of information such as data regarding a route plan of the vessel, location of the vessel, fuel level and fuel consumption of different tanks, cargo volume, passenger data, weather forecast, engine speed, engine temperature and the like. Therefore, a massive amount of data needs to be sent out from the vessel to the port once the vessel is offshore. Such data is communicated through satellite communication. However, there are several problems associated with satellite communication systems for navigation of the vessels and monitoring the status of the vessels. One of the disadvantages of satellite communication is its unreliability and time delay in transmission of information to and from the vessel. This leads to problems and/or delay in processing information, and subsequently leads to lack of positive identification of objects for observing the status and response of nearby vessels. Henceforth, such inconsistencies in reception and processing of information may prevent a timely action, e.g., to avoid some danger or the like. There may be several reasons for causing the time delay in satellite communication. In some circumstances, external factors such as cloudy weather and/or sunspots may cause some disruption in sending or receiving signals which causes signal interference and hence introducing time delay between vessels and ports.

Furthermore, another disadvantage of satellite communication is that ports have to monitor vessel information of plurality of vessels at the same time. In some scenarios, there can be tens, hundreds, or thousands of vessels to be monitored. The vessel data is updated over satellite communication from vessel to the port and vice-versa. This can cause a jitter or lag in the system and important data or information may be lost within the bulk amount of data. Therefore, in light of the foregoing discussion, there exists a need to overcome the aforementioned drawbacks associated with monitoring the vessel and communication between vessels and the port in a reliable manner.

SUMMARY The present disclosure seeks to provide a system for monitoring route of a vessel in real-time. The present disclosure also seeks to provide a method for monitoring route of a vessel in real-time. The present disclosure seeks to provide a solution to the existing problems of time delayed transmission of crucial information between a vessel and a port. An aim of the present disclosure is to provide a solution that overcomes at least partially the problems encountered in prior art, and provides a reliable and efficient system for monitoring route and status of a vessel in real-time without a time delay.

In one aspect, an embodiment of the present disclosure provides a system for monitoring route of a vessel in real-time, the system comprising:

- a first server arrangement located in the vessel, wherein first server arrangement is configured to implement a first simulation model pertaining to the vessel to simulate a set of operating parameters related to the vessel based on actual operations data for the set of operating parameters, the first server arrangement further configured to transmit the first simulation model; and

- a second server arrangement located in a remote monitoring facility for the vessel, wherein the second server arrangement is communicatively coupled to the first server arrangement, wherein the second server arrangement is configured to:

- receive the first simulation model from the first server arrangement;

- implement a second simulation model pertaining to the vessel to simulate the said set of operating parameters related to the vessel based on predicted operations data for the said set of operating parameters, wherein

- upon receiving the first simulation model, the second server arrangement is configured to compare the first simulation model and the second simulation model;

- update the second simulation model of the vessel based on the comparison to be in synchronization with the first simulation model, and

- use the updated second simulation model in the remote monitoring facility to monitor the route of the vessel. In another aspect, an embodiment of the present disclosure provides a method for monitoring route of a vessel in real-time, the method comprising:

- implementing, by a first server arrangement located in the vessel, a first simulation model pertaining to the vessel to simulate a set of operating parameters related to the vessel based on actual operations data for the set of operating parameters;

- transmitting, by the first server arrangement, the first simulation model;

- receiving, by a second server arrangement located in a remote monitoring facility for the vessel, the first simulation model, from the first server arrangement;

- implementing, by the second server arrangement, a second simulation model pertaining to the vessel to simulate the said set of operating parameters related to the vessel based on predicted operations data for the said set of operating parameters;

- upon receiving the first simulation model, comparing by the second server arrangement the first simulation model and the second simulation model;

- updating the second simulation model of the vessel based on the comparison to be in synchronization with the first simulated model, and

- using the updated second simulation model in the remote monitoring facility to monitor route of the vessel.

In yet another aspect a method for monitoring route of a vessel is provided, the method comprising: obtaining a first simulation model, the first simulation model comprising a set of operating parameters related to the vessel; implementing a second simulation model pertaining to the vessel to simulate the said set of operating parameters related to the vessel; providing simulation results of the second simulation model rendering the simulation results in a user interface

Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments construed in conjunction with the appended claims that follow.

It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.

Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:

FIG. 1 is a block diagram of a system for monitoring route of a vessel in real-time, in accordance with an embodiment of the present disclosure;

FIG. 2 is a schematic illustration of an environment in which the system is implemented, in accordance with an embodiment of the present disclosure; FIG. 3 is a control flow diagram depicting steps involved in signal exchange between various components of the system, in accordance with an embodiment of the present disclosure;

FIGS. 4A, 4B and 4C are illustrations of graphical user interface at different moments in time, in accordance with various embodiments of the present disclosure; and

FIG. 5 is a flowchart of a method for monitoring route of a vessel in real time, in accordance with an embodiment of the present disclosure. In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.

DETAILED DESCRIPTION OF EMBODIMENTS

The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.

- a first server arrangement located in the vessel, wherein the first server arrangement is configured to implement a first simulation model pertaining to the vessel to simulate a set of operating parameters related to the vessel based on actual operations data for the set of operating parameters, the first server arrangement further configured to transmit the first simulation model; and

- receive the first simulation model from the first server arrangement;

- use the updated second simulation model in the remote monitoring facility to monitor the route of the vessel.

In another aspect, an embodiment of the present disclosure provides a method for monitoring route of a vessel in real-time, the method comprising:

- transmitting, by the first server arrangement, the first simulation model; - receiving, by a second server arrangement locating in a remote monitoring facility for the vessel, the first simulation model, from the first server arrangement;

- using the updated second simulation model in the remote monitoring facility to monitor route of the vessel. The present disclosure provides an automated system for monitoring a route of a vessel in an efficient and precise manner, mitigating any time delay or loss of crucial information that may have been caused due to improper or inadequate conventional systems. Term "a route of a vessel" refers to general information along the route including a geographical position of the vessel as well as operational parameters along the route of a vessel such as fuel and engine data along the route. The present disclosed systems and methods relate to monitoring a route of a vessel in real-time and communicating the route of the vessel and/or status of the vessel to a remote facility in real-time. Furthermore, the present disclosed systems and methods provide or utilize a time server for synchronizing a first simulation model stationed at the vessel and a second simulation model stationed at a remote monitoring facility such as ports and harbours in order to synchronize operations of the first simulation model and the second simulation model with respect to time. Such a simulation environment and selective update of status (e.g., route plan) is efficient, enhances reliability of the system and minimizes resource wastage such as energy and bandwidth that may otherwise have been used in case a constant transmission of data is performed. Such a system enables to accurately monitor route and/or status of the vessel in real-time without any loss of crucial information during transmission. Beneficially, such a system reduces communication traffic as the information is transmitted from the vessel in a periodic manner or in case of update of route plan. In this way monitoring route and/or status of the vessel in real-time is possible without a need for constant transmission of information from the vessel, thereby providing crucial information to a remote monitoring facility in a timely and hassle-free manner.

Throughout the present disclosure, the term " vessel " as used herein refers to a watercraft or any other contrivance used or capable of being used as a means of transportation on water. The vessel is a generic name of various ships, with the ship being a vehicle capable of sailing or berthing in water for transportation or operation, and has different technical performance, equipment and structural style according to different use requirements, mainly operating in geographic water. As discussed, the vessel is generally called a ship, and therefore the terms " vessel " and "ship" have been interchangeably used throughout the description. The term "vessels" encompasses manually controlled vessels, semi-autonomous vessels and fully autonomous vessels. It will be appreciated that though the present description is aligned towards monitoring the route of the vessel in real-time, present systems and methods are not limited to guiding vessels on water. The term "vessel" as used herein is intended to cover a wide range of transport, including vehicles that travel over/through land, water and/or air. A non- exhaustive list of examples includes boats, ships, and automobiles such as cars, motorbikes, trucks, buses, and aircrafts.

Further, throughout the present disclosure, the term "port" as used herein refers to a harbour or docketing area that is used for the vessels. Throughout the present disclosure, the term "remote monitoring facility" refers to a hub for monitoring route plans or geospatial location of different vessels in real time, and other status of one or more vessels in deep seawater. In an example, the remote monitoring facility may be a port, a harbour, an anchorage or a harbourage and the like. It will be appreciated that the remote monitoring facility is not limited to the above-mentioned examples but may generally relate to any facility from where the vessels are desired to be monitored in real-time. Optionally, the remote monitoring facility may comprise a user device having a graphical user interface for visualizing the route plan and statuses of a number of vessels in real-time.

Typically, the vessel may generally include a containing space, a supporting structure and a drainage structure, and is provided with a propulsion system utilizing external or self-contained energy, with the outer design being generally favourable for overcoming the linear envelope of flow resistance. Optionally, the vessels are equipped with automatic navigation systems (ANS). Herein the term "automatic navigation systems" refers to systems employed in the vessel that enables the vessel to plan a path and execute its plan without human intervention. In some cases, remote navigation aids are used in the planning process, while at other times the only information available to compute a path is based on input from one or more sensors aboard the vessel itself. The autonomous navigation systems use navigation aids when possible but can also rely on visual and auditory cues. There are many combinations of the remote controlled (semi-autonomous vessels) and autonomous vessel which provide for various autonomy levels.

Generally, the autonomous navigation system (ANS) of the vessels is the main software components on board the vessels that interfaces with the first server arrangement on the vessel. These two systems exchange messages and either themselves take action or pass on the message information for other systems to take action(s). In such autonomous vessels, once basic position information has been gathered in the form of triangulated signals or environmental perception, machine intelligence can be applied to translate some physical environmental conditions or requirements to generate a route plan. The route plan may have to accommodate the estimated or communicated route plans of other autonomous vessels in order to prevent collisions, while considering the dynamics of the movement of the vessel.

The system of the present disclosure comprises a first server arrangement and a second server arrangement. The first server arrangement is configured to implement a first simulation model pertaining to the vessel to simulate a set of operating parameters related to the vessel based on actual operations data for the set of operating parameters. In an embodiment, the first server arrangement is located in the vessel and the second server arrangement is located in the remote monitoring facility. Advantageously, two server arrangements (first server arrangement and second server arrangement) as disclosed herein are located at different geospatial locations and run independently in a time synchronized manner. This way one can implement a system for which the second server arrangement can be configured to enable running several simulation models associated with different vessels. Each vessel, first server arrangement, is running a simulation model of the vessel it is installed.

Throughout the present disclosure, the term " server arrangement " as used in "first server arrangement" and "second server arrangement" refers to a structure and/or module that include programmable and/or non-programmable components configured to store, process and/or share information. Optionally, the server arrangement includes any arrangement of physical or virtual computational entities capable of enhancing information to perform various computational tasks. Furthermore, it should be appreciated that the server arrangement may be both single hardware server and/or plurality of hardware servers operating in a parallel or distributed architecture. In an example, the server arrangement may include components such as memory, a processor, a network adapter and the like, to store, process and/or share information with other computing components, such as user device/user equipment. Optionally, the server arrangement is implemented as a computer program that provides various services (such as database service) to other devices, modules or apparatus.

Optionally, the first server arrangement and the second server arrangement further comprise a database arrangement respectively for structurally storing data relating to one or more sensors, pertaining to availability of static and dynamic resources at the port, data relating to incoming and outgoing of vessels, and other data pertaining to specifications of vessels, engine status, power consumption, weather conditions, manpower available and so forth. Throughout the present disclosure, the term " database arrangement " as used herein refers to an organized body of digital information regardless of the manner in which the data or the organized body thereof is represented. Optionally, the database may be hardware, software, firmware and/or any combination thereof. For example, the organized body of related data may be in the form of a table, a map, a grid, a packet, a datagram, a file, a document, a list or in any other form. The database includes any data storage software and systems, such as, for example, a relational database like IBM DB2 and Oracle 9. Optionally, the database may be used interchangeably herein as database management system, as is common in the art. Furthermore, the database arrangement refers to the software program for creating and managing one or more databases. Optionally, the database may be operable to support relational operations, regardless of whether it enforces strict adherence to the relational model, as understood by those of ordinary skill in the art. In an example, the set of operating parameters and updated set of parameters are stored in the database.

Further, as aforementioned the first server arrangement is configured to implement the first simulation model pertaining to the vessel to simulate a set of operating parameters related to the vessel. Herein, the term "first simulation model" refers to a mathematical model of the vessel which could be used to virtually depicting a route plan and status of the vessel in real-time on a graphical user interface associated with the first server arrangement. The first simulation model refers to a simulation model which combines both mathematical and logical concepts that tries to emulate a real-life system through use of computer software. Furthermore, the present disclosed systems and methods provide a simulator in order to reliably determine validity of proposed route plans and other status as received from the vessels. Such a simulation environment and digital execution and validation of the proposed route plan is highly time efficient, enhances reliability of the system and minimizes resource wastage such as energy, fuel, labour, or any other loss of property that may have occurred in case a failed route plan may have been allowed to be executed. Beneficially, such a system reduces communication traffic as the first server arrangement is configured to transmit the data only when required to a second server.

Herein, the first server arrangement is further configured to simulate a physical behaviour of the vessel. In particular, the first server arrangement is configured to simulate a current location of the vessel, an ongoing route of the vessel, operational status of the vessel, vessel propulsion system status, engine status, fuel consumption, a physical environment of the area in and around the vessel and so forth. In an exemplary implementation, the first server arrangement is configured to initialize the first simulation model with the set of operating parameters. Throughout the present disclosure, the term "set of operating parameters" refers to parameters that define a behaviour of the vessel in real-time. Optionally, the set of operating parameters comprises at least one of: a route plan, geospatial location and status of the vessel. Non limiting examples of set of operating parameters that are received by the first server arrangement to implement the first simulation model are geospatial location of the vessel, speed of the vessel, cargo loading, information of other route plans from other vessels, passenger data, fuel consumption, filling levels of different tanks, air and sea weather forecast data, fairway characteristic data including depth information, salinity information and temperature information, data pertaining to geospatial location of other vessels and objects in the path followed by the vessel and the like. Status of the vessel can comprise physical readings of various sensors of the vessel such as temperature of engine, speed of propellers, tilting of the vessel etc. This enables to update the physics model to be more accurate.

Optionally, the system comprises sensing arrangement to acquire actual operations data for the set of operating parameters. Notably, the physical environment is simulated by acquiring data from the sensing arrangement disposed in communication with the first server arrangement associated with the vessel to obtain the actual operations data for the set of operating parameters. Herein, the actual operations data comprises at least one of: a current route plan of the vessel, a current geospatial location of the vessel, a speed and heading of the vessel and a current status of the vessel. Furthermore, the data acquired from the sensing arrangement and other sources includes data pertaining to dimensions of the vessel, an operating velocity of the vessel, technical specifications of the vessel, frequently updated sea and weather conditions, fairway characteristics (depth, salinity, temperature etc.), static infrastructure asset information (sea, land, air) that includes a structure and dimensions of the port and all the resources at the port including berthing areas, dynamic moving assets information on the sea & fairways, dynamic moving assets on the port such as other vehicles, machinery and equipment etc.

Throughout the present disclosure, the term " sensing arrangement " as used herein refers to an assembly of arrangement of a number of sensors and if necessary, any other peripheral devices or components required for operation of the sensors, and transmittance or communication of the sensor data Herein, the sensor is a device that detects (and possibly responds to) signals, stimuli or changes in quantitative and/or qualitative features of the port and/or the vessel, or the environment in general, and provides a corresponding output. The output is generally a signal that can be converted to human-readable format at the sensor location or transmitted electronically over a network for reading or further processing. Additionally, the sensor may include any device which can provide a form of perceived perceptual information. In particular, the one or more sensors are arranged in the vessel and/or the port, and the one or more sensors are configured to acquire data pertaining to a status of the vessel, port, and the environment and/or the vessels around the port and the vessel in consideration. In an example, the data acquired by the one or more sensors may be a current location of the vessel (for example by using Global Positioning System GPS), a number and location of other vehicles near the vessel, and the like. Optionally, the acquired data comprises real-time air and sea weather data, fairway characteristic data including depth information, salinity information and temperature information and so forth. The data acquired by the one or more sensors is used to determine whether the vessel is following a proposed route plan or not. Optionally, the one or more sensors comprise automatic identification systems, RADAR stations, LIDAR stations, laser range finders, transponders, direction detection sensors, speed detection sensors, marine environment quality sensors, PTZ cameras, automated drone sighting systems, and calibration sensors. Herein, the automatic identification system (AIS) receivers are employed acquiring high quality and robust AIS data pertaining to identification of vessels in the port and in the sea, the virtual AIS transponders acquire data from shore side to the sea (like virtual sea markers), the RADAR stations for all weather object range, accelerometers and odometers are employed for direction and speed detection and determination respectively, marine environment high quality sensors and pan-tilt-zoom (PTZ) cameras for high quality visual identification of approaching vessels, LIDAR and/or laser range finders are employed for close by (for example, 0-300 meters) precise vessel position tracking, automated drone sighting for hot objects or recurring flight byes, sensor calibration physical items and/or systems for incoming vessels, and long range vessel identification and tracking sensors (LRIT) may also be employed for higher accuracy and precision.

The first server arrangement is located on the vessel. The first server arrangement comprises a processor and a memory. In particular, the processor is configured to design a simulation model which is configured to simulate a physical environment of the area in and around the vessel and to monitor the geospatial location and other status of the vessel. The processor refers to a programmable and/or non-programmable electronic device that utilizes satellites, receivers and so forth to determine a current location of the vessel, determine location of the port and a berthing area or location of a destination berth, a route plan, cargo loading, information of other route plans from other vessels, passenger data, fuel consumption, filling levels of different tanks, air and sea weather forecast data, fairway characteristic data including depth information, salinity information and temperature information, data pertaining to geospatial location of other vessels and objects in the path followed by the vessel and the like.

Optionally, the first server arrangement is in communication with at least a global navigation satellite system (GNSS), and further comprises a global navigation satellite system (GNSS) receiver. The GNSS system utilizes satellites to provide autonomous geo-spatial positioning. Optionally, the fully operational GNSS includes, but not limited to, a global positioning system (GPS), a Global Navigation Satellite System (GLONASS), a Galileo Public Regulated Service (PRS), a BeiDou Navigation Satellite System (BDS), or other regional navigation satellite systems. More optionally, the vessel further comprises an inertial measurement unit (IMU) and a clock. The IMU refers to one or more electronic devices that track the location of the vehicle in the geographical area by employing a plurality of measurement sensors such as an accelerometer, a LIDAR sensor and the like. Optionally, the vessel further comprises a camera, such as a two-dimensional (2D) camera, a 3D camera, an infrared camera and the like. Further, the computing device is in communication with automatic navigation systems (ANS), collision avoidance systems, and global positioning systems, and other situational awareness systems and other systems that help in determining the route plan of the vessel. Notably, data from all the above systems and sensors are acquired by the computing device. The first server arrangement further processes the data to determine a route plan for the vessel.

As aforementioned, the transceiver is configured to send the proposed route plan containing information about a path to be followed by the vessel from a first geo-location to a second geo-location. The route plan can be considered to be part of the first simulation model. Herein, the term " route plan " refers to a geo-referenced travel plan to be followed by the vessel to transport from the first geo-location to a second geo location. The first geo-location refers to an initial position or a current position of the vessel, and the second geo-location refers to a final or destination location of the vessel as indicated in the route plan. Notably, the first geo-location is the location that is acquired from the one or more sensors in real-time, and the route plan is designed from the first geo location to the second geo-location. In an example, when the vessel is approaching the port, the first geo-location may be in a water body the vessel is sailing in, and the second geo-location may be at one of the ports that the vessel is destined towards.

The first server arrangement is further configured to transmit the first simulation model. The first simulation model comprises typically a physics model of the vessel and its operations as well as set of parameters for the physics simulation model to the vessel. Depending on the implementation as the first simulation model is transmitted it can refer to transmitting the physics simulation model and related set of parameters or it can refer to transmitting only the physics simulation model or only the related set of parameters. As an example, in beginning of journey the first server might transmit merely the physics model and initial values to the second server as the first simulation model. Then during the journey, the first server might transmit updated parameters for the model. At some point the physical model might be also updated, for example if loosing part of the cargo on the deck then behaviour of the vessel in wind changes. Further benefit of splitting the first simulation model to the physics simulation model and/or a set of parameters for the physics simulation model is that, in case the vessel model is common and known, there is only need to inform the second server type or model (or identification) of the vessel. The second server can then use the related physics model of said vessel type. As an example, Roro type vessels are commonly used and there is group of Roro vessels which have a substantially similar physical properties thus a physical simulation model "Roro-Type X" could be associated with all of those. It will be appreciated that, in particular, the first server arrangement is configured to transmit the set of operating parameters for initializing or updating the second simulation model of the second server arrangement. The term " transceiver " refers to an electronic device or a collection of several electronic units that is a combination of both a transmitter and receiver in a single module. The term " transceiver " relates to wireless communications devices such as devices for transmitting and receiving radio signals over a communication network. Optionally, the transceiver may operate in both full-duplex mode and half-duplex mode. In a case, when the transceiver operates in half-duplex mode, the receiver is silenced while transmitting. An electronic switch allows the transmitter and receiver to be connected to the same antenna, and prevents the transmitter output from damaging the receiver. Notably, transmission and reception often are done on the same frequency. In a case when the transceiver operates in full-duplex mode, the signals are allowed to be received during transmission periods. Herein, the transmitter and receiver operate on substantially different frequencies so the transmitted signal does not interfere with reception. Herein, as mentioned the transceiver is associated with the vessel. Optionally, the transceiver is arranged in the vessel. In such a case, the transceiver is configured to send the updated geospatial location and status of the vessel. Optionally, the transceiver is arranged outside the vessel, may be at the port or may be at a control centre (remote of the vessel) of the autonomous vessel.

In an embodiment the first server arrangement is configured to transmit the first simulation model at fixed time intervals. In particular, the set of operating parameters are transmitted after fixed time intervals. In an example, the fixed time intervals may be 1 hour, 1 day, 7 days and so forth. Optionally, the time intervals may be fixed by a user in the remote monitoring facility. Usage of fixed time intervals is beneficial as it can be used as further information of the vessel status. As an example, if it is agreed to transmit the first simulation model (i.e., the physics model and/or parameters of the model) at full hour and the simulation model is not received at full hour the second server arrangement can issue a warning that something might be wrong with the vessel. This warning can be used to trigger rescue operations without receiving actual mayday call from the vessel. In another embodiment, the first server arrangement is configured to transmit the first simulation model when the set of operating parameters related to the vessel deviate from a predicted set of operating parameters over a predefined threshold. It will be appreciated that for example a current location of the vessel is continuously monitored and is compared with the results of the first simulation model. Based on the comparison between the predicted set of operating parameters and operating parameters determined from actual operations of the vessel, a deviation is computed. Further, the deviation is compared with a predefined threshold. The predefined threshold is a value of an offset of the deviation of set of parameters from an optimal value of operating parameters. The offset value may be defined in terms of distance or an angular value by which the vessel deviates from its defined route plan. In an example, the predefined threshold may be 2 nautical miles. Further, the determined deviation is compared with the predefined threshold. In a case when the deviation is above a predefined threshold, then an updated route plan is determined by the first server arrangement based on data acquired from the sensing arrangement. Further, updated set of operating parameters are computed for the first simulation model. Subsequently, the first simulation model is re-configured based on the updated set of operating parameters, and the alternate route plan and updated set of operating parameters are then transmitted to the second server arrangement for updating. In a case when the deviation is below a predefined threshold, then no data is communicated to the second server arrangement. Optionally, when the deviation is below a predefined threshold, the first server arrangement is configured to send a status update message (for example, "Status is as planned" or "No updates") to the second server arrangement indicating that everything is as planned. An additional example is fuel consumption of the vessel. The first simulation model is simulating the fuel consumption and comparing it with actual fuel consumption. If the fuel consumption deviates (for example 5% higher or 5% lower than predicted) from predefined threshold the fuel consumption (and optionally current fuel level) is transmitted to the second server. This status update message is thus considered as transmitting the first simulation model. Such a methodology ensures that there is minimum exchange of data between the vessels and the remote monitoring facility stationed at the port.

The system comprises the second server arrangement communicatively coupled to the first server arrangement. Notably, the first server arrangement and the second server arrangement are in communication with each other over a communication network. All the communications between a user device and the second server arrangement are exchanged over the communication network. In some examples, all the communications between the sensing arrangement and the first server arrangement may also be transmitted over the communication network. Herein, for example, the transceiver is configured to send the proposed route plan to the server arrangement for validation over the communication network. Throughout the present disclosure the term "communication network" as used herein refers to an arrangement of interconnected programmable and/or non-programmable components that are configured to facilitate data communication between one or more electronic devices and/or databases, whether available or known at the time of filing or as later developed. Furthermore, the network may include, but is not limited to, one or more peer-to-peer network, a hybrid peer-to-peer network, radio access networks (RANs), metropolitan area networks (MANS), wide area networks (WANs), all or a portion of a public network such as the global computer network known as the Internet, a private network, a cellular network and any other communication system or systems at one or more locations. Additionally, the network includes wireless communication that can be carried out via any number of known protocols, including, but not limited to, Internet Protocol (IP), Wireless Access Protocol (WAP), Frame Relay, or Asynchronous Transfer Mode (ATM). Moreover, any other suitable protocols using voice, video, data, or combinations thereof, can also be employed. Moreover, although the system is frequently described herein as being implemented with TCP/IP communications protocols, the system may also be implemented using IPX, AppleTalk, IP-6, NetBIOS, OSI, any tunnelling protocol (e.g., IPsec, SSH), or any number of existing or future protocols.

Optionally, the first server arrangement and the second server arrangement are independently time synchronized with a time server. Throughout the present disclosure, the term "time server" as used herein refers to a computational device that reads the actual time from a reference clock and distributes the time information to synchronize time with the second server arrangement using the communication network. Notably, the purpose of the time server is to reveal an offset of a local clock of the second server arrangement relative to a local clock of the time server. In particular, the second server sends a time request packet to the time server which is time stamped and the time server returns the time request packet to the second server arrangement. The second server arrangement computes the local clock offset from the time server and makes an adjustment to synchronize the second server arrangement with the first server arrangement. Alternatively, as a time server, a GPS (Global positioning system) time can be used. This is beneficial as GPS time is broadcast globally and is available to vessels off shore, and also can be obtained by the second server arrangement in easy way.

The second server arrangement is configured to receive the first simulation model from the first server arrangement. Further, the second server arrangement is configured to implement a second simulation model pertaining to the vessel to simulate the said set of operating parameters related to the vessel based on predicted operations data for the said set of operating parameters. Herein, the term "second simulation model" refers to a mathematical model of the vessel virtually depicting a route plan and status of the vessel in real-time on a graphical user interface associated with the second server arrangement. The second simulation model refers to a simulation model which combines both mathematical and logical concepts that tries to emulate a real-life system through use of computer software. Furthermore, the present disclosed systems and methods provide a simulator in order to reliably determine validity of proposed route plans and other status as received from the vessels. Such a simulation environment and digital execution and validation of the proposed route plan is highly time efficient, enhances reliability of the system and minimizes resource wastage such as energy, fuel, labour, or any other loss of property that may have occurred in case a failed route plan may have been allowed to be executed. Beneficially, such a system reduces communication traffic as the first server arrangement is configured to transmit the data only when required.

Herein, the second server arrangement is further configured to simulate a physical behaviour of the vessel based on the set of operating parameters received from the first server arrangement. In particular, the server arrangement is configured to simulate a current location of the vessel, speed of the vessel, an ongoing route of the vessel, a physical environment of the area in and around the vessel and so forth. In an exemplary implementation, the second server arrangement is configured to initialize the second simulation model with the received set of operating parameters. Optionally, the set of operating parameters comprises at least one of: a route plan, geospatial location and status of the vessel. Non-limiting examples of set of operating parameters that are received by the first server arrangement to implement the first simulation model are cargo loading, information of other route plans from other vessels, passenger data, fuel consumption, filling levels of different tanks, air and sea weather forecast data, fairway characteristic data including depth information, salinity information and temperature information, data pertaining to geospatial location of other vessels and objects in the path followed by the vessel and the like.

Further, the second server arrangement is configured to compare the first simulation model and the second simulation model. In an example, the comparison is made with set of operating parameters received from the first server arrangement. Further, the second server arrangement is configured to update the second simulation model of the vessel based on the comparison to be in synchronization with the first simulated model.

Further, based on comparison, the second server arrangement is configured to detect whether there is a change between the first simulation model and the second simulation model, and provided that said changes are detected, update the second simulation model to reflect the detected changes.

In an exemplary implementation, consider a vessel, and two ports namely a first port and a second port. Flerein, at a first moment in time tl the vessel is at a first geospatial location, at a second moment in time t2 the vessel is at a second geospatial location, and at a third moment in time t3, the vessel is at a third geospatial location. Further, the first server arrangement stationed on the vessel. The first server arrangement is configured to initialize the first simulation model to simulate a route plan and status of the vessel in real-time based on a set of operating parameters. In an example, the vessel departs from the first port to the second port along a route plan. The route plan comprises way points, planned speed, planned timings from one geospatial location to other geospatial location. In addition to the route plan, a vessel information of predicted diagnostic data, operational data of the ship such as engine speed, temperature, fuel consumption, fuel level, passenger data, money flow from the customers and the like is provided to the server arrangement. The set of operating parameters, and in particular, the route plan is communicated through communication signal to the second server arrangement via the communication network at the first moment of time tl. The second server arrangement receives the set of operating parameters and starts simulating the status of the vessel using the second simulation model. Notably, the first server arrangement and the second server arrangement are synchronized with each other with respect to time. Henceforth, the location of vessel in the first moment of time tl is depicted on the graphical user interface associated with the second server arrangement.

Further, at the second moment in time t2, the vessel is at the second geospatial location. The first server arrangement arranged on the vessel compares an actual or current location of the vessel with the route plan. In a case when no deviations are observed or the deviations are below predetermined threshold, then the first server arrangement of the vessel does not need to communicate the current status to the second server arrangement. Subsequently, the vessel departs from the second geospatial location at the second moment in time according to the route plan. Alternatively, the first server arrangement of the vessel can transmit a brief message such as "status okay" to the second server arrangement via the communication network.

Further, at the third moment in time t3, the vessel is at the third geospatial location. The first server arrangement arranged on the vessel compares an actual or current location of the vessel with the route plan. In this case, the vessel deviates from the original route plan and follows an alternate route plan. The first server arrangement of the vessel compares the data with the original route plan and determines a deviation. The first server arrangement detects the deviation is higher than a predetermined threshold. Subsequently, the first server arrangement reconfigures the first simulation model with an updated set of operating parameters to generate an alternate route plan and sends the update set of operating parameters pertaining to the vessel to the second server arrangement. The first server arrangement of the vessel communicates through a communication signal with the updated route plan of the vessel to the second server arrangement via the communication network.

In an exemplary implementation, the exchange of signals between various components of the system is described herein in greater detail. The various components of the system are the first server arrangement, the second server arrangement, the user device, the sensing arrangement and the navigation system. Herein, the first server arrangement is configured to host a first simulation model of the vessel and the second server arrangement is configured to host a second simulation model of the vessel. The first simulation model of the first server arrangement comprises a model which can be used to simulate operation and movement of the vessel to the future time based on a set of operating parameters pertaining to a route plan, geospatial location and status of the vessel. The set of operating parameters may be a route plan, cargo loading, information of other route plans from other vessels, passenger data, fuel consumption, filling levels of different tanks, air and sea weather forecast data, fairway characteristic data including depth information, salinity information and temperature information, data pertaining to geospatial location of other vessels and objects in the path followed by the vessel and the like. The first simulation model of the first server arrangement is a predictive model which runs as a function of time and can simulate where the vessel will be in any given moment of time in the future.

The first simulation model of the first server arrangement and/or corresponding set of operational parameters are communicated over the communication network to the second server arrangement associated with a remote monitoring facility such as port. Further, the second server arrangement is configured to receive the set of operating parameters and to run in a time synchronized manner with the first simulation model of the first server arrangement. It will be appreciated that the second simulation model of the second server arrangement runs independently from the first simulation model of the first server arrangement. Further, the user device is configured to access the second simulation model of the second server arrangement. The second simulation model of server arrangement provides a simulated position, simulated map coordinates and other status of the vessel on the user device. Further, the first server arrangement is configured to receive navigation data such as current geospatial location or status of the vessel from a navigation system. Further, the sensing arrangement is configured to obtain data such as cargo loading, information of other route plans from other vessels, passenger data, fuel consumption, filling levels of different tanks, air and sea weather forecast data, fairway characteristic data including depth information, salinity information and temperature information, data pertaining to geospatial location of other vessels and objects in the path followed by the vessel and the like. Such data obtained from the sensing arrangement is transmitted to the first server arrangement. Notably, the data received from the navigation system and the sensing arrangement is stored in database coupled with the first server arrangement.

The data received from the navigation system is compared with the data from the first simulation model of the server arrangement. If the data from navigation system and other sensors is within the predetermined threshold based on the comparison, then the set of operating parameters for the first simulation model remains the same and no change is made to the first simulation model. It will be appreciated that there is no need to communicate such data to the second server arrangement as the second simulation model is time synchronized with the first simulation model. Notably, if a deviation is observed between the data from the first simulation model and the data from the navigation system and the sensing arrangement, then a comparison is made with a predetermined threshold. If the observed deviation is more than the predetermined threshold, then the first simulation model is updated to reflect an updated set of operating parameters stored in a database associated with the first server arrangement. The updated set of operating parameters are transmitted to the second server arrangement and the updated set of operating parameters are stored in a database associated with the second server arrangement. Subsequently, the second simulation model is updated over the communication network to reflect the updated set of operating parameters as received in order to maintain synchronization of the first simulation model with the second simulation model. Furthermore, the user device accesses the updated set of operating parameters stored in the database associated with the second server arrangement. The updated geospatial location and other status of the vessel are reflected on a graphical user interface associated with the user device.

In an exemplary implementation, consider two vessels namely a first vessel and a second vessel, and two ports namely a first port and a second port which may be depicted as graphical objects in the graphical user interface associated with the second server arrangement, such as in the remote monitoring facility. Notably, the positions of the graphical objects such as the first vessel, the second vessel, the first port, and the second port are updated on the graphical user interface in real-time based on the data received from the second server arrangement in synchronization with the first server arrangement. In a scenario, it may be observed that the second vessel is in line of collision with the route plan of the first vessel. Such a condition may be predicted by the simulation model and may be reflected as a potential threat on the graphical user interface. Notably, the route plan communicated from the vessel to the second server arrangement comprises speed of the vessel i.e. the second server system can display vessel positions in a fluent way in the user interface without any jitter or lag. Since, the second server arrangement is time synchronized with first server arrangement the second simulation model is run efficiently on the second server arrangement without any time delay. In an example, the first server arrangement can simulate a possible collision between the first vessel and the second vessel. Such a threat is identified by the first server arrangement and an alternate route plan is generated based on actual operations of the first vessel and the second vessel. Subsequently, the first server arrangement guides the vessel to follow the alternate route plan. Furthermore, the alternate route plan is communicated to the second server arrangement in real-time and the second simulation model is re-configured based on the alternate route plan. It will be appreciated that as soon as the second simulation model is reconfigured, the position of the first vessel and second vessel is updated on the graphical user interface associated with the user device. Beneficially, such a system reduces amount of communication exchange between the vessel and the remote monitoring facility as the first server arrangement is time synchronized with the second server arrangement, thereby reducing the amount of data to be exchanged between the vessel and the port.

According to additional embodiment the system comprises at least one a user interface or application program interface (API), provided by the second server arrangement, wherein the user interface or application program interface is configured to display the said set of operating parameters related to the vessel based on the second simulation model. The application program interface can be used to implement arbitrary user interface or to provide information to 3^rd party server systems. The user interface can be for example a map user interface displaying locations of the vessels. One particular benefit of using data from the second simulation model to render the user interface is that objects presented in the user interface can be made to move smoothly based on the simulation time increments. As an example, the second simulation can run every one second and thus it can provide simulated location of the vessel every one second to the user interface (or via API to 3^rd party user interface). This way objects appear to move smoothly on the user interface. If the user interface would be implemented using only updates of information from vessels the user interface objects would not move as smoothly. For example, if vessel information would be sent with frequency once a hour the user interface would not appear smooth (as it is updated 1 time / hour only) and would be more difficult to use.

Furthermore, a method for monitoring route of a vessel is provided, the method comprising: obtaining a first simulation model, the first simulation model comprising a set of operating parameters related to the vessel; implementing a second simulation model pertaining to the vessel to simulate the said set of operating parameters related to the vessel; providing simulation results of the second simulation model rendering the simulation results in a user interface.

The first simulation model can be obtained from a server of a vessel or it can be obtained from a third party. The first simulation model comprises physical model of the vessel and the set of operating parameters related to the vessel. A second simulation model is implemented for example in a second server. The second simulation model comprises a physical model and a set of operating parameters related to the vessel. The simulation results of the second simulation model are provided for example via application program interface. The provided simulation results are rendered in a user interface. This way the second simulation model can be run in an effective way. Further this enables a third party to aggregate information from several vessels and provide those to the simulation model. Furthermore, the first simulation model can be obtained from two different sources. A physical model of the vessel can be obtained from a first source and operating parameters related to the vessel from a second source. This way a physical model for a group of similar vessels can be provided once and used for multiple vessels of the said group. According to further embodiment the user interface is configured indicate change in the said set of operating parameters based on updating of the second simulation model of the vessel due to the comparison. This way an alert can be presented for the users if something is not going as planned. As aforementioned, the present disclosure also provides the method for monitoring route of the vessel in real-time. The embodiments and details disclosed above apply mutatis mutandis to the said method for monitoring route of the vessel in real-time.

Optionally, the method further comprises transmitting, by the first server arrangement, the first simulation model at fixed time intervals. Pre agreed fixed time intervals is beneficial as lack of communication can be used to trigger alert. Lack of communication can indicate that something is wrong with the vessel in which the first server arrangement is. Further benefit of fixed time intervals is to pre allocate computing resources in the second server to perform updates of the second simulation model.

Optionally, the method further comprises transmitting, by the first server arrangement, the first simulation model when the set of operating parameters related to the vessel deviate from a predicted set of operating parameters over a predefined threshold. Technical effect to of this is that we only send information when there is sufficient deviation between prediction and reality. Indeed, this enables one to render for example on the user interface status and location of vessels based on information from the second simulation model without communication from the vessel at all for a long period of time. As an example, if the vessel has provided the first simulation model to comprise information that the ship will arrive to a destination in 4 weeks of time there is no need to send additional information provided that the said 4 weeks is reachable. If for example, based on the sensor data of the vessel it is apparent that vessel will be delayed 1 week that information is send to the second server.

Optionally, the first simulation model is implemented in the vessel by the first server arrangement, and wherein the second simulation model is implemented in a remote monitoring facility for the vessel by the second server arrangement. This way (simulated) vessel data can be accessed via Internet for example from the second server.

Optionally, the method further comprises independently time synchronizing the first simulation model and the second simulation model with a time server. The time server can be for example a separate server providing common time base. The time server can be for example GPS time from GPS system. Synchronization is important to have impression of real time updating on the user interface.

Optionally, the method further comprises providing at least one of a user interface or an application program interface to display the said set of operating parameters related to the vessel based on the second simulation model, and to indicate change in the said set of operating parameters based on updating of the second simulation model of the vessel due to the comparison. DETAILED DESCRIPTION OF DRAWINGS

Referring to FIG. 1, illustrated is a block diagram of a system 100 for monitoring route of a vessel in real-time, in accordance with an embodiment of the present disclosure. As shown, the system 100 comprises a first server arrangement 102, a second server arrangement 104, a sensing arrangement 106, a communication network 108 and a user device 110. Herein, the first server arrangement 102 and the sensing arrangement 106 are arranged in a vessel 112; and the second server arrangement 104 and the user device 110 are arranged in a port 114. Herein, the second server arrangement 104 is communicatively coupled with the first server arrangement 102 via a communication network 108. Further, the system 100 comprises a user device 110 providing a graphical user interface. The user device 110 is communicatively coupled to the second server arrangement 104.

FIG. 1 is merely an example, which should not unduly limit the scope of the claims herein. It is to be understood that the specific designation for the system 100 is provided as an example and is not to be construed as limiting the system 100 to specific numbers of server arrangements, transceivers, and one or more sensors. A person skilled in the art will recognize many variations, alternatives, and modifications of embodiments of the present disclosure.

Referring to FIG. 2, shown is a schematic illustration of an environment 200 in which the system (such as the system 100 of FIG. 1) is implemented, in accordance with an embodiment of the present disclosure. Herein, the environment 200 comprises a vessel 202, a first port 204 and a second port 206. As may be seen in FIG. 2, the vessel 202 is illustrated with reference 202A at a first moment in time 'tl' at a first geospatial location. Similarly, the vessel 202 is illustrated with reference 202B at a second moment in time 't2' at a second geospatial location. Furthermore, the vessel 202 is illustrated with reference 202C at a third moment in time 't3' in a third geospatial location. Further, the environment 200 comprises a first server arrangement 208 stationed on the vessel 202. The first server arrangement 208 is configured to initialize the first simulation model to simulate a route plan and status of the vessel 202 in real-time based on a set of operating parameters. As shown, the vessel 202 departs from the first port 204 to the second port 206 along a route plan 210. The set of operating parameters, and in particular, the route plan 210 is communicated through communication signal Cl to a second server arrangement 212 via a communication network 214 at the first moment of time 'tl'. The second server arrangement 212 receives the set of operating parameters (herein the route plan 210) and simulates the second simulation model. The first server arrangement 208 and the second server arrangement 212 are synchronized with each other with respect to time. Henceforth, the location of vessel 202 is shown as 202A at the first moment of time 'tl' on a graphical user interface associated with the second server arrangement 212.

Further, at a second moment in time 't2', the vessel 202 is at the second geospatial location 202B. The first server arrangement 208 arranged on the vessel 202 compares an actual or current location of the vessel 202 with the route plan 210. In a case when no deviations are observed or the deviations are below predetermined threshold, then the first server arrangement 208 of the vessel 202 does not transmit the current status to the second server arrangement 212. Subsequently, the vessel departs from the second geospatial location 202B at the second moment in time 't2' according to the route plan 210. The location of vessel 202 is shown as 202B at the second moment of time 't2' on the graphical user interface associated with the second server arrangement 212.

Further, at a third moment in time 't3', the vessel 202 is at the third geospatial location 202C. The first server arrangement 208 arranged on the vessel 202 compares an actual or current location of the vessel 202 with the route plan 210. In this case, the vessel 202 deviates from the original route plan 210 and follows the route plan 216 as indicated with the dashed line. The first server arrangement 208 of the vessel 202 compares the data with the original route plan 210 and determines a deviation. The first server arrangement 208 detects the deviation is higher than a predetermined threshold. Subsequently, the first server arrangement 208 reconfigures the first simulation model with an updated set of operating parameters to generate an alternate route plan 218 and sends the update set of operating parameters pertaining to the vessel 202 to the second server arrangement 212. The first server arrangement 208 of the vessel 202 communicates through a communication signal C2 with an updated route plan 218 of the vessel 202 to the second server arrangement 212 via communication network 214. Hence, the location of vessel 202 is shown as 202C at the third moment of time 't3' on the graphical user interface associated with the second server arrangement 212.

Referring to FIG. 3, there is shown a control flow diagram 300 depicting steps involved in signal exchange between various components of the system (such as the system 100 of FIG. 1), in accordance with an embodiment of the present disclosure. As shown, the different components of the system are a first server arrangement 302, a second server arrangement 304, a user device 306, a sensing arrangement 308, and a navigation system 310. Herein, the first server arrangement 302 is configured to host a first simulation model 312 of the vessel and the second server arrangement 304 is configured to host a second simulation model 314 of the vessel.

At step SI, the first simulation model 312 of the first server arrangement 302 and/or corresponding set of operational parameters are communicated over a communication network to the second server arrangement 304 associated with a remote monitoring facility such as port. The second server arrangement 304 is configured to receive the set of operating parameters. Furthermore, the second simulation model 314 of the server arrangement 304 is configured to run in a time synchronized manner with the first simulation model 312 of the first server arrangement 302. Moreover, the second simulation model 314 of the second server arrangement 304 is configured to run independently from the first simulation model 312 of the first server arrangement 302. At step S2, the user device 306 is configured to access the second simulation model 314 of the second server arrangement 304. The second simulation model 314 of server arrangement 304 provides a simulated position, simulated map coordinates and other status of the vessel on the user device 306. At step S3, the first server arrangement 302 is configured to receive navigation data such as current geospatial location or status of the vessel from the navigation system 310. At step S4, the sensing arrangement 308 is configured to obtain data such as cargo loading, information of other route plans from other vessels, passenger data, fuel consumption, filling levels of different tanks, air and sea weather forecast data, fairway characteristic data including depth information, salinity information and temperature information, data pertaining to geospatial location of other vessels and objects in the path followed by the vessel and the like. Such data obtained from the sensing arrangement 308 is transmitted to the first server arrangement 302. Notably, the data received from the navigation system 310 and the sensing arrangement 308 is stored in database 316 coupled with the first server arrangement 302. At step S5, data stored in the database 316 is compared with the data from the first simulation model 312 of the server arrangement 302. If the data from navigation system 310 and other sensors 308 is within the predetermined threshold based on the comparison, then the set of operating parameters for the first simulation model 312 remains the same and no change is made to the first simulation model 312. It will be appreciated that there is no need to communicate such data to the second server arrangement 304 as the second simulation model 314 is time synchronized with the first simulation model 312. At step S6, if a deviation is observed between the data from the first simulation model 312 and the data from the navigation system 310 and the sensing arrangement 308, then a comparison is made with a predetermined threshold. If the observed deviation is more than the predetermined threshold, then the first simulation model 312 is updated to reflect an updated set of operating parameters stored in a database 318 associated with the first server arrangement 302. The updated set of operating parameters are transmitted to the second server arrangement 304 and the updated set of operating parameters are stored in a database 320 associated with the second server arrangement 304. Subsequently, the second simulation model 314 is updated over the communication network to reflect the updated set of operating parameters as received from the first simulation model 312 in order to maintain synchronization of the first simulation model 312 with the second simulation model 314. At step S7, the user device 306 accesses the updated set of operating parameters stored in the database 320 associated with the second server arrangement 304. The updated geospatial location and other status of the vessel are reflected on a graphical user interface associated with the user device 306.

Referring to FIGS. 4A, 4B and 4C, are illustrations of graphical user interfaces at different moments in time, in accordance with various embodiments of the present disclosure. Referring to FIG. 4A, shown is a schematic illustration of a graphical user interface 400A at a first instance of time, in accordance with an embodiment of the present disclosure. As shown, the user interface 400A illustrates graphical objects such as a first vessel 402, a second vessel 404, a first port 406, and a second port 408. The positions of the graphical objects such as the first vessel 402, the second vessel 404, the first port 406, and the second port 408 are updated on the graphical user interface 400A based on the data received from the second server arrangement in synchronization with the first server arrangement. Referring to FIG. 4B, shown is an illustration of the user interface 400B at a second instance in time, in accordance with another embodiment of the present disclosure. In the scenario, there is shown that the second vessel 404 is on a trajectory of the route plan followed by the first vessel 402.

Referring to FIG. 4C, shown is a schematic illustration of a graphical user interface 400A at a first instance of time, in accordance with an embodiment of the present disclosure. Flerein, the first vessel 402 is following the route plan 410 from the first port 406 to the second port 408. The first vessel 402 is represented as 402A at a first instance of time and as 402B at a second instance of time. Similarly, the second vessel 404 is following the route plan 412 from the first port 406 to the second port 408. The second vessel 404 is represented as 404A at a first instance of time and as 404B at a second instance of time. The route plan 410 and the route plan 412 are transmitted to the second server arrangement when the first vessel 402 and the second vessel 404 commence their respective journeys. The real-time location of the first vessel 402 and the second vessel 404 are represented on the graphical user interface associated with a user device. Furthermore, the first server arrangement associated with the first vessel 402 and the second vessel 404 can simulate a possible collision between the first vessel 402 and the second vessel 404. Such a threat is identified by the first server arrangement and an alternate route plan is generated based on actual operations of the first vessel 402 and the second vessel 404. Subsequently, the first server arrangement guides the first vessel 402 to follow the alternate route plan. Furthermore, the alternate route plan is communicated to the second server arrangement in real-time and the second simulation model is re-configured based on the alternate route plan. It will be appreciated that as soon as the second simulation model is reconfigured, the position of the first vessel 402 and second vessel 404 is updated on the graphical user interface associated with the user device.

FIG. 5 is a flowchart 500 of a method for monitoring route of a vessel in real-time, in accordance with an embodiment of the present disclosure. At step 502, a first simulation model is implemented by a first server arrangement pertaining to the vessel to simulate a set of operating parameters related to the vessel based on actual operations data for the set of operating parameters. At step 504, the first simulation model is transmitted by the first server arrangement. At step 506, first simulation model is received by a second server arrangement from the first server arrangement. At step 508, a second simulation model is implemented by the second server arrangement, the second simulation model pertaining to the vessel to simulate the said set of operating parameters related to the vessel based on predicted operations data for the said set of operating parameters. At step 510, the first simulation model is compared with the second simulation. At step 512, the second simulation model is updated to be in synchronization with the first simulation model based on the comparison.

The steps 502 to 512 are only illustrative and other alternatives can also be provided where one or more steps are added, one or more steps are removed, or one or more steps are provided in a different sequence without departing from the scope of the claims herein.

Modifications to embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as "including", "comprising", "incorporating", "have", "is" used to describe and claim the present disclosure are intended to be construed in a non exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

Claims

1. A system (100) for monitoring route of a vessel (112, 202, 402, 404) in real-time, the system (100) comprising: a first server arrangement (102, 208, 302) located in the vessel (112, 202), wherein the first server arrangement is configured to implement a first simulation model (312) pertaining to the vessel to simulate a set of operating parameters related to the vessel based on actual operations data for the set of operating parameters, wherein the first server arrangement is further configured to transmit the first simulation model; and a second server arrangement (104, 212, 304) located in a remote monitoring facility for the vessel (112, 202, 402, 404), wherein the second server arrangement is communicatively coupled to the first server arrangement, wherein the second server arrangement (104, 212, 304) is configured to: - receive the first simulation model (312) from the first server arrangement (102, 208, 302); implement a second simulation model (314) pertaining to the vessel to simulate the said set of operating parameters related to the vessel based on predicted operations data for the said set of operating parameters; wherein upon receiving the first simulation model, the second server arrangement is configured to compare the first simulation model (312) and the second simulation model; and update the second simulation model (314) of the vessel based on the comparison to be in synchronization with the first simulation model (312), and

- use the updated second simulation model (314) in the remote monitoring facility to monitor the route of the vessel (112, 202, 402, 404).

2. A system (100) according to claim 1, wherein, based on said comparison, the second server arrangement (104, 212, 304) is configured to detect whether there is a change between the first simulation model (312) and the second simulation model (314), and provided that said changes are detected, update the second simulation model (314) to reflect the detected changes.

3. A system (100) according to claim 1, wherein the first server arrangement (102, 208, 302) is configured to transmit the first simulation model (312) at fixed time intervals. 4. A system (100) according to any one of preceding claims, wherein the first server arrangement (102, 208, 302) is configured to transmit the first simulation model (312) when the set of operating parameters related to the vessel (112, 202, 402, 404) deviate from a predicted set of operating parameters over a predefined threshold. 5. A system (100) according to any one of preceding claims, wherein the first server arrangement (102, 208, 302) and the second server arrangement (104, 212, 304) are independently time synchronized with a time server.

6. A system (100) according to any of the preceding claims, wherein the vessel is an autonomous vessel (112, 202, 402, 404).

7. A system (100) according to any one of preceding claims, wherein the set of operating parameters comprises at least one of: a route plan, geospatial location and status of the vessel (112, 202, 402, 404).

8. A system (100) according to any one of preceding claims, wherein the first server arrangement (102, 208, 302) is disposed in communication with a sensing arrangement associated with the vessel to obtain the actual operations data for the set of operating parameters, and wherein the actual operations data comprises at least one of: a current route plan of the vessel, a current geospatial location of the vessel and a current status of the vessel (112, 202, 402, 404).

9. A system (100) according to any one of preceding claims further comprising at least one a user interface or application program interface, provided by the second server arrangement (104, 212, 304), wherein the user interface or application program interface is configured to display the said set of operating parameters related to the vessel (112, 202, 402, 404) based on the second simulation model (314).

10. A system (100) according to claim 9, wherein the user interface is further configured to indicate change in the said set of operating parameters based on updating of the second simulation model (314) of the vessel (112, 202, 402, 404) due to the comparison.

11. A system (100) according to any of the preceding claims, wherein the first simulation model comprises at least one of: a physics simulation model and/or a set of parameters for the physics simulation model.

12. A method for monitoring route of a vessel (112, 202, 402, 404) in real-time, the method comprising: implementing, by a first server arrangement (102, 208, 302) located in the vessel, a first simulation model (312) pertaining to the vessel to simulate a set of operating parameters related to the vessel based on actual operations data for the set of operating parameters; transmitting, by the first server arrangement (102, 208, 302), the first simulation model (312); receiving, by a second server arrangement (104, 212, 304) located in a remote monitoring facility for the vessel, the first simulation model (312), from the first server arrangement (102, 208, 302); implementing, by the second server arrangement (104, 212, 304), a second simulation model (314) pertaining to the vessel to simulate the said set of operating parameters related to the vessel based on predicted operations data for the said set of operating parameters; upon receiving the first simulation model (312), comparing by the second server arrangement the first simulation model (312) and the second simulation model (314); updating the second simulation model (314) of the vessel based on the comparison to be in synchronization with the first simulated model (312), and

- using the updated second simulation model (314) in the remote monitoring facility to monitor route of the vessel (112, 202, 402, 404).

13. A method according to claim 12 further comprising transmitting, by the first server arrangement (102, 208, 302), the first simulation model (312) at fixed time intervals.

14. A method according to any one of claims 12 or 13, transmitting, by the first server arrangement (102, 208, 302), the first simulation model

(312) when the set of operating parameters related to the vessel deviate from a predicted set of operating parameters over a predefined threshold.

15. A method according to any one of claims 12 to 14, wherein the first simulation model (312) is implemented in the vessel by the first server arrangement (102, 208, 302), and wherein the second simulation model (314) is implemented in a remote monitoring facility for the vessel by the second server arrangement (104, 212, 304).

16. A method according to any one of claims 12 to 15 further comprising independently time synchronizing the first simulation model (312) and the second simulation model (314) with a time server.

17. A method according to any one of claims 12 to 16 further comprising a providing at least one of a user interface or an application program interface to display the said set of operating parameters related to the vessel based on the second simulation model (314), and to indicate change in the said set of operating parameters based on updating of the second simulation model (314) of the vessel due to the comparison.