NL2032693B1

NL2032693B1 - Monitoring a vessel

Info

Publication number: NL2032693B1
Application number: NL2032693A
Authority: NL
Inventors: Maarten Bob Degroote Dirk
Original assignee: D M B Degroote Beheer B V
Priority date: 2022-08-05
Filing date: 2022-08-05
Publication date: 2024-02-09

Abstract

The invention provides a method for monitoring a vessel (100) comprising an engine (110); wherein the method comprises a data retrieval stage and a processing stage, and wherein the method is a continuous method; wherein the data retrieval stage comprises sensing an acoustic spectrum of sound provided by an eXhaust gas system (111) of the engine (110); and wherein the processing stage comprises: (i) determining a speed of the engine (110) based on dominant frequencies of the acoustic spectrum, and (ii) determining a load of the engine (1 10) based on sound pressure levels at dominant frequencies of the acoustic spectrum; wherein the processing stage further comprises determining one or more of- (ia) a fuel consumption of the engine (110) based on the speed of the engine (110) and the load of the engine (110); and optionally (ib) a C02 emission of the engine (1 10) based on the fuel consumption of the engine (110); and (ii) a power of the engine (110) based on the speed of the engine (110) and the load of the engine (110).

Description

Monitoring a vessel

FIELD OF THE INVENTION

The invention relates to a method for monitoring parameters of a vessel. The invention further relates to a system for monitoring a vessel.

BACKGROUND OF THE INVENTION

Methods and systems to analyze or monitor engines are known in the art. For instance, EP1908946 describes a method and system for reducing noise associated with an internal combustion engine comprising operating an engine at an initial speed. An exhaust system has a resonant cavity to attenuate exhaust noise. A microphone detects a sound level at or near an exhaust system of the engine operated the initial speed. A controller controls or adjusts the initial speed to a revised speed if the detected sound level does not meet or fall below a desired sound level. Further, also systems to monitor or track a vessel (ship), e.g., by monitoring a position of the vessel, are known in the art.

SUMMARY OF THE INVENTION

Known methods to monitor and/or analyze and/or track a vessel especially rely on systems that may at least partly already be present on the vessel or that may be used by the vessel. However, most of these systems are designed for specific task, require much human input or knowledge, and/or are complicated. Further, mostly known methods are configured for fault detection and/or for optimization parameters during maintenance of the vessel or, e.g, in the development of an engine. Alternatively, methods and systems may require integration with systems present on the vessel. It appears that there are no methods known for monitoring a vessel (such as its fuel consumption or its operational tasks) independently from the vessel (automation) systems and instruments. Yet using stand-alone or independently operated systems may be desired since unwanted or unexpected interference with standard operations and standard equipment may be prevented. Furthermore, there appears to be a need for methods and systems that may be used to monitor parameters of a vessel in real time, or to optimize operating the vessel based on prior monitoring, and/or for benchmarking.

Hence, it is an aspect of the invention to provide an alternative method for monitoring a vessel which preferably further at least partly obviates one or more of above- described drawbacks. It may be a further aspect of the invention to provide an alternative system for monitoring a vessel that at least partly obviates one or more above-described drawbacks. The present invention may have as object to overcome or ameliorate at least one of the disadvantages of the prior art, or to provide a useful alternative.

Therefore, in a first aspect the invention provides a method for monitoring a vessel. The vessel is especially a motorized vessel, especially a mechanically propelled vessel.

The vessel may e.g. be a towing vessel (for towing or tugging another vessel) or a transport vessel, such as for transporting goods. The vessel especially comprises an engine. Further, the method 1s especially a continuous method. Monitoring is especially performed over time.

Monitoring (or more in general the method) may especially be performed during operating the vessel. The method, especially, comprises continuous monitoring the vessel. The method may in embodiments comprise a (continuous) data retrieval stage. The method further especially comprises a (continuous) processing stage. In further specific embodiments, the data retrieval stage comprises (continuously/repeatedly) sensing an (instantaneous or temporal) acoustic spectrum of sound provided by the engine (of the vessel), especially sound provided by an exhaust gas system of the engine. Sensing the acoustic spectrum may especially comprise continuous sensing the acoustic spectrum. Further, the processing stage comprises, in embodiments, determining a speed (especially in rpm (revolutions per minute), the “speed” sometimes also directly indicated as “RPM”) of the engine. The speed of the engine may be determined based on the acoustic spectrum of the sound of (the exhaust system of) the engine.

In embodiments, the speed of the engine is determined based on dominant frequencies of the acoustic spectrum (sensed (and especially further process)), especially in combination with (or by comparing with) reference data. The speed of the engine is especially determined over time (or as a function of time). In further embodiments, the processing stage may (further) comprise determining a load of the engine. The load of the engine may (also) be based on the (sensed) acoustic spectrum. In specific embodiments, the load of the engine may be determined based on sound pressure levels at (the) dominant frequencies of the acoustic spectrum (especially in combination with reference data). In further embodiments, the processing stage may (further) comprise determining the load of the engine over (or “in”} time (or as a function of time). In further specific embodiments, the method may further comprise communicating one or more of (1) data/information (or parameters) sensed and/or optionally acquired (see below) in the data retrieval stage and (ii) data (or one or more parameters (values)) determined in the processing stage, to a monitoring device.

In a further aspect, the invention may also provide a system. The system may especially be configured for monitoring a vessel comprising an engine. The system may be configured for the method of the invention. The system may in embodiments comprise a housing. The system further especially comprises a control system. Further, especially, the system comprises a sensor system. The sensor system is in further specific embodiments functionally connected or functionally connectable to the control system. Further, especially, the sensor system may be an integrated sensor system, especially in embodiments comprising a plurality of sensors. The sensor system may at least comprise an acoustic sensor. In further embodiments, the acoustic sensor is configured for sensing (an acoustic spectrum of) sound provided by the engine, especially by an exhaust gas system of the engine. Further, the control system is in embodiments configured for determining parameters of the vessel at least based on sensor data from the sensor system (in combination with reference data), such as an acoustic spectrum of sound sensed by the acoustic sensor. In further specific embodiments, the control system is configured for determining parameters of the vessel based on sensor data from the sensor system (in combination with reference data) and optionally positioning data provided by a positioning system (especially functionally connected to the control system). The parameters may in embodiments comprise one or more of (especially all of) (i) a speed of the engine, (11) a load of the engine, (ii1) a fuel consumption of the engine, (iv) a power of the engine, and (v) a carbon dioxide emission of the engine ((all) as a function of time). In further specific embodiments, the housing may house at least part of the control system. The housing may further (optionally) comprise at least part of the sensor system. In further specific embodiments, the system may further comprise a communication device (especially functionally connected to the control system and) configured for communicating (especially wirelessly communicating)) (data / information) between the control system and an information device, for instance a remote information device. In embodiments, the housing (further) houses at least part of the communication device.

Such method and system may advantageously allow (continuously) monitoring parameters of the vessel in real time, based on (at least) an acoustic spectrum (or “sound™) of the engine. The parameters may be combined (for determining further information (parameters) of the vessel). The parameters may especially be monitored in time. In further specific embodiments, the parameters may further be linked to a position of the vessel (in time). For instance, in embodiments during operation of the vessel, the effects of the speed and/or the load of the engine on the change in position of the vessel may be followed. The method may be used to classify different types or modes of operation of the vessel (e.g. “towing a further vessel”, “transporting cargo” “steady sailing”, etc.). In further specific embodiments, the effect of a type or mode of operation of the vessel on the load and/or speed of the engine may be followed in real time. Moreover, in further specific embodiments, the processing stage may further comprise determining one or more of a fuel consumption of the engine, a power of the engine, and a CO: emission of the engine (over/in time). As such, a fuel consumption and/or CO: emission of the vessel may be determined and monitored as a function of a type (or mode) of operation. The method may further be used for emission reporting, e.g. related to the operation executed, or the cargo and/or people transported. The method may allow benchmarking the vessel (with historical data and/or with other vessels). The method may support optimization of the operation of the vessel. Moreover, in embodiments, the method may allow monitoring a general condition of the vessel and may facilitate condition-based maintenance (maintenance based on a change in condition of a part of the vessel, especially the engine of the vessel). The (determined) parameters may, in further embodiments, be provided to a (remote) information device. Further, the system may especially be provided as an integrated system (comprising multiple elements/sensors and/or devices) (or stand-alone system) that may be arranged at the vessel. The method and the system may further allow determining a classification of the operational conditions based only on the system of the invention. The system may be installed on existing vessels. Installation may take about an hour and may even take place during operating the vessel. A stand-alone system may further not require connections to known (automated) vessel systems or equipment (with perhaps the exception of a connection to a power supply). Communication with the system may not bring any (cyber) security risk for the standard vessel system and for the operation of the vessel

Hence, the invention provides in specific embodiments, a method, especially a continuous method, for monitoring a vessel comprising an engine; wherein the method comprises a (continuous) data retrieval stage and a (continuous) processing stage, wherein the data retrieval stage comprises (continuously) sensing an acoustic spectrum of sound provided by (an exhaust gas system of) the engine, wherein the processing stage comprises (continuously) (i) determining a speed (RPM) of the engine (as a function of time) based on dominant frequencies of the acoustic spectrum (sensed) (and reference data), and (ii) determining a load of the engine (as a function of time) based on sound pressure levels at dominant frequencies of the acoustic spectrum (and reference data).

In further specific embodiments, the processing stage further comprises determining one or more of (ia) a fuel consumption of the engine based on the speed of the engine and the load of the engine (and reference data), and optionally (ib) a CO: emission of the engine based on the fuel consumption of the engine; and (ii) a power of the engine based on the speed of the engine and the load of the engine.

Monitoring the vessel (comprising the engine), especially relates to monitoring one or more parameters of the vessel (including parameters of the engine of the vessel). The one or more parameters are especially monitored over time (during operation of the vessel).

The one or more parameters may, e.g., comprise parameters based on (sensed and/or acquired) 5 data from the retrieval stage, such as a sensed parameter, or an acquired parameter (see below).

The one or more parameters may directly be retrieved from a sensor or from a further system such as a positioning system, a navigation system, or an identification system (see below) comprised by the system and/or functionally coupled to the system. The parameter may further be determined (such as estimated or calculated) (from other, e.g., sensed, data or e.g. further processed sensed data), especially in the processing stage. The (monitored) parameter may be a determined parameter (determined in the processing stage). In embodiments, the one or more parameters may comprise one or more of (especially both) the speed of the engine and the load of the engine.

The parameter may be given as a function of time (or as a series of values at a given times). The parameter(s) may in further embodiments (also) be given as a function of the position of the vessel (see further below). The term “parameter” may refer to one or more parameters. The term may especially refer to a plurality of (different) parameters. The (determined) parameters may especially be determined with the control system described herein.

In further embodiments, the (determined) parameter may comprise a fuel consumption of the engine. The (determined) parameter may further comprise a power of the engine. In yet further embodiments, the (determined) parameter further comprises a CO: emission of the engine. The system may therefore be configured for determining one or more of the fuel consumption, the power, and the CO: emission (all of the engine) based on the sound of the engine.

The term “load of the engine” relates to the “load factor” of the engine. The load factor of the engine is especially a ratio of the amount of (instantaneous) fuel burned to the full- power fuel burn for the engine. A load (factor) of 1 indicates that the engine is burning it theoretical maximum amount of fuel.

The fuel consumption of the engine may in embodiments be determined based on the speed of the engine and the load (factor) of the engine (and reference data). The fuel consumption is especially a function of the speed of the engine and (i.e. in combination with) the load of the engine. The fuel consumption at given loads and speeds of the engine may, e.g., be determined and/or measured once or a few times for the engine to obtain reference data (for the engine). Moreover, for a specific (“known”) engine, an engine specific fuel consumption (“SFOC”) for each speed/load combination may be known. For specific engines, e.g., the fuel consumption may be known in grams of fuel per kW load. Hence, in embodiments the reference data for the engine may comprise engine specific fuel consumption data (SFOC-data) at given speeds and loads of the engine. The fuel consumption may in embodiments be determined from the SFOC-data at the respective speed and load of the engine.

The power of the engine may in further embodiments (also) be determined based on the speed of the engine and the load of the engine. The power of the engine may be a function of the load of the engine and the speed of the engine. The power of the engine may be determined based on engine specific relations between the speed of the engine, the load of the engine and the power of the engine. Engine specific relations may be known (e.g. by the manufacturer of the engine or vessel builder) or may in embodiments be measured.

Further, the CO: emission of the engine may in embodiments be determined based on the fuel consumption of the engine. The CO: emission may especially be proportional to the fuel consumption. Based on the determined CO: emission of the engine, an emission report may automatically be generated. The emission report may e.g. describe the CO: emission of the vessel in relation to the operation executed, and/or the amount of cargo and/or number of people transported.

Further, the (determined) parameter may be presented, especially visually presented, with (or on) an information device, especially a remote information device. The information device may comprise any device for presenting information, especially any wireless device for presenting information. For instance, the information device may e.g. comprise a mobile phone, a tablet, or a laptop. The parameter(s) may in embodiments directly be presented with the information device. The information device may in further embodiments comprise an application (“app”) and/or program for presenting the parameter (over time). In further specific embodiments, the information device may comprise a processing element, especially for processing the data/parameters into further presentable data. The method may further comprise processing parameters (data) in the information device into further presentable data and presenting the further presentable data with (or on) the information device.

Sensing (the acoustic spectrum (or “spectrum”) of) sound provided by (the exhaust gas system of) the engine is an important aspect of the invention to determine a plurality of parameters of the vessel. The sound (especially the acoustic spectrum) may, e.g., provide relevant information not only about the speed of the engine, but also, for instance, the load of the engine. The sound/acoustic spectrum may further, e.g., provide relevant information about the fuel consumption and/or the CO: emission of the engine. Further, changes in one or more of these parameters (parameter values) in time may result in changes in the spectrum in time (and vice versa). The method, therefore, is especially a continuous method. The data retrieval stage may continuously or repeatedly be executed, especially retrieving (a series of) temporary/instantaneous data. The processing stage may (concurrently) be continuously (or repeatedly) be executed. Furthermore, the (determined) parameter may especially be determined (or sensed / acquired, etc.) over time/as a function of time (and/or position).

Herein, “sensing” may be regarded as an embodiment of “retrieving”. Data or information retrieved (in the data retrieval stage) may thus comprise data or information sensed.

The (sensed) (temporary / instantaneous) acoustic spectrum may be compared with known (for instance earlier determined or known engine-specific) acoustic spectrums to determine one or more of these parameters. To compare the spectrums, in embodiments, the entire spectrum may be compared. In other embodiments only specific aspects of the spectrums may be compared. In further embodiments, the acoustic spectrum may be manipulated and/or processed (e.g. using Fourier translation or specific mathematical filters, such as a Kalman filter) and the manipulated or processed spectrum is compared with a manipulated (or processed) reference spectrum.

The speed of the engine may in embodiments be determined by comparing dominant frequencies of the (sensed) acoustic spectrum with reference data comprising (known or predetermined) dominant frequencies of the engine as a function of the speed of the engine.

In embodiments, the sensed acoustic spectrum (data) is further processed to determine the dominant frequencies. Such further processing may be comprised in the processing stage.

Herein the term “sound” may especially refer to the acoustic spectrum of the sound.

The term “dominant frequencies of the spectrum”, especially refers to frequencies in the spectrum with relatively high amplitudes compared to an average amplitude over all frequencies. The amplitude may, e.g., be at least twice, such as three times, especially at least four times, or even at least 10 times as high as the average amplitude. The dominant frequencies may relate to eigenfrequencies or natural frequencies. The dominant frequencies may relate to actual combustions in each of the cylinders of the engine They may be the result of resonance and vibration. The frequencies that are dominant may depend on characteristics of the engine, such as a (total) number of cylinders and engine layout and the exhaust system layout (e.g. including silencer(s)). The dominant frequencies may further be affected by the speed of the engine.

Hence, in embodiments determining the speed of the engine may be based on comparing the dominant frequencies of the spectrum with dominant frequencies of a reference spectrum. Especially, the frequencies (in contrast to the amplitudes) are compared. In embodiments, a single dominant frequency is compared. In further embodiments a plurality of dominant frequencies are compared. The term “dominant frequencies” may in embodiments also refer to a single dominant frequency. For instance, the term may refer to a frequency with the maximum amplitude in the (sensed) spectrum. The term may also refer to a single dominant frequency that is the least overlapping with other sounds sensed by the acoustic sensor (such as background noise, or e.g. sound of a further engine). The term “frequency” may especially refer to a value of the frequency, such as given in Hz.

The sound of the engine may be combination of sounds provided by parts of the engine, e.g., moving cylinders, a rotating crack shaft, (vibrations in) the exhaust gas system, etc. Moreover, the sound sensed may further also comprise sound provided by other engines or mechanically rotating device, or an engine not used for propulsion of the vessel. The sound may, e.g., be provided by an engine of a wrench or a crane, or a power generator (set) of the vessel. Specific frequencies may relate to specific parts of the engine and/or to other engines and/or mechanically rotating devices not used for propulsion. In embodiments specific frequencies may be analyzed. Changed in these specific frequencies may further be used to monitor a general condition of the part of the engine and/or of a further engine not used for propulsion of the vessel. Based on monitoring the condition of the (specific) part (or specific further engine) condition-based maintenance may be facilitated.

Comparing sensed data with reference data, especially refers to finding the relevant value wherein the difference between the sensed data (optionally specific elements of the sensed data or manipulated sensed data) and the reference data is minimized. The term “determining”, such as in determining a speed of the engine based on dominant frequencies of the acoustic spectrum (and reference data), and the like, especially relates to comparing the sensed data (optionally aspects of the sensed data, such as dominant frequencies, and/or manipulated sensed data) with reference data and especially finding the specific value (of the parameter, e.g. of the engine speed) wherein the sensed data corresponds best with the reference data. Determining and comparing may in embodiments be performed by the control system.

Further, determining may relate to determining as a function of time. “Determining a parameter” may especially refer to determining a value of the parameter (in time).

Herein the phrase “an acoustic spectrum of the sound of (or provided by) engine” especially refers to the acoustic spectrum of sound provided by the exhaust gas system of the engine, especially the engine for propulsion of the vessel. In further embodiments, it may further refer to sound directly provided by the engine, e.g. sound provided by a generator or crane (at the vessel). The term “acoustic sensor” may further refer to a plurality of acoustic sensors or e.g. an acoustic sensor system comprising a plurality of sensors (see also below).

Furthermore, in embodiments, the vessel may comprise more than one engine.

Therefore, herein the term “engine” may also refer to a plurality of (different) engines. The vessel may e.g. comprise a starboard engine and a port engine. The vessel may comprise a first engine at the bow and a second engine at the stern. The term engine may especially refer to an engine for propulsion of the vessel. The term “engine” may in further embodiments (also) refer to a system for power generation (a power generator) and/or a system for operating the vessel (especially a secondary system), such an engine of a crane (see also above). In further embodiments, for each of the engines respective reference data may be known. Furthermore in embodiments, when sensing the spectrum of the engine(s) also a location of the engine(s) may be determined, e.g., when sensing with an acoustic sensor (system) comprising a plurality of acoustic sensors. Even if theses sensors are located at a small distance from each other, this may allow determining a direction of the sound (and a location of the engine) based on a difference in the acoustic spectrums sensed by the respective sensors. Hence, in further embodiments, the method may comprise determining a location of the engine (relative to the sensor and/or relative to the vessel). If each engine comprises its own exhaust system, this may further support determining the location of the sensor.

In further specific embodiments, the data retrieval stage (further) comprises acquiring positioning data of the vessel (especially from a positioning system). The data may be acquired continuously. Yet, in further embodiments acquiring the data may comprise acquiring the positioning data intermittently, e.g. every 1-2 seconds, or every 5-10 seconds, or even every 30 seconds — | minute. The positioning data may especially comprise a (global) position of the vessel at a given time (or “the position of the vessel as a function of time”).

Based on the positioning data, the position of the vessel and the time may directly be correlated.

Hence, determining (a parameter) (in the processing stage) may further relate to determining (the parameter) as a function of the position of the vessel. Determining (a parameter) may especially relate to determining (the parameter) as a function of one or more of the position of the vessel and time. Herein, phrases like "as a function of time” and “as a function of one or more of the position of the vessel and time” are mostly left out in the description, for readability reasons. As is indicated above, (and because the method is especially a continuous method) determining (a parameter) in the processing stage, though,

especially relates to determining (the parameter) as a function of time and/or as a function of the position of the vessel.

The load of the engine may in further specific embodiments be determined based on sound pressure levels at (one or more of the) dominant frequencies of the acoustic spectrum (and reference data). The load of the engine may be determined by relating the sound pressure levels at the dominant frequencies to the engine characteristics, such as using a load versus rpm curve, especially at given powers. The reference data in relation to the load of the engine may in embodiments comprise sound pressure levels at dominant frequencies for the engine at different loads of the engine.

The term sound pressure level, or “SPL” is known to the skilled person and refers to the pressure level of a sound, measured in decibels (dB). SPL is equal to 20 times the

Log!’ of the ratio of the Root Mean Square (RMS) of sound pressure to the reference of sound pressure (the reference sound pressure in air is 2 x 10° N/m? or 0.00002 Pa).

The acoustic spectrum may in embodiments be processed to determine the dominant frequencies (out of all frequencies), and especially to determine the sound pressure levels at the dominant frequencies (to determine one or more parameters from the acoustic spectrum).

Yet further examples of parameters of the vessel (that may be relevant to determine) are a heading of the vessel, a course of the vessel, an inclination of the vessel, a drift of the vessel, an acceleration of the vessel, a speed of the vessel, a draft of the vessel, a load factor of the vessel, and an operating condition of the vessel. Yet, a further parameter (of interest) of the vessel may be a velocity of the vessel.

The term “heading” refers to a direction the vessel is pointing. The term “course” relates to the direction the vessel is actually moving. The “drift” refers to a “drift angle” especially referring to the angle between the heading and the course. The term “inclination” may especially refer to a roll and/or a pitch movement of the vessel. The inclination may further comprise a yaw movement. Basically, with respect to the vessel, in the vessel there may be three imaginary axes: (i) a vertical or Z-axis (or “yaw axis”), is defined by an imaginary line running vertically through the vessel and through its center of mass; (i1) a transverse or Y-axis (also known as lateral axis, or pitch axis) is defined by an imaginary line running horizontally across the vessel and through the center of mass; (iii) a longitudinal or X-axis (also known as roll axis) may be defined by an imaginary line running horizontally through the length of the vessel, through its center of mass, and parallel to the waterline. Movements around the axis are known as roll, pitch, and yaw respectively. A roll motion is a side-to-side or port-starboard tilting motion of the vessel around the longitudinal axis. A pitch motion is an up-or-down movement of the bow and stern of the ship (around the transverse axis). Further, a yaw motion is a side-to side movement of the bow and stern of the ship. Further, the term “draft” (also known as draught) refers to the draft or draught of a vessel’s hull is a vertical distance between the waterline (surrounding the hull) and the bottom of the hull (or keel). The higher the load factor or mass caried by the vessel, the higher the draft of the vessel. The term “load factor of the vessel” refers to a ratio of a mass (of cargo) loaded in the vessel to a maximum allowable mass for the vessel. The term “maximum allowable mass” relates to the deadweight (tonnage) of the vessel. The “deadweight” or “deadweight tonnage” is a measure of how much weight a vessel can carry, i.e. the maximum loaded weight minus lightship weight. The lightship weight is the weight of the (empty) vessel, including normal inventory for operation, but excluding bunkers like fuel / water / etc.

In further specific embodiments, the processing stage may further comprise determining a heading of the vessel. Additionally, or alternatively, the processing stage may further comprise determining a course of the vessel. Additionally, or alternatively, the processing stage may further comprise determining a sailing path of the vessel Additionally, or alternatively, the processing stage may further comprise determining an inclination of the vessel. Additionally or alternatively, the processing stage may further comprise determining a drift of the vessel and/or an acceleration of the vessel. The processing stage may further comprise determining a speed of the vessel. In yet further embodiments, the processing stage may further comprise determining a velocity of the vessel. Especially, the determined parameter may be given at a specific time and/or as a function of time (and/or position) and/or over time. The sailing path of the vessel is especially a course of the vessel over time.

Hence, in embodiments, the one or more parameters may further comprise one or more of the heading of the vessel, the course of the vessel, the sailing path of the vessel, the inclination of the vessel, the (instantaneous) speed of the vessel, the drift of the vessel and the acceleration of the vessel. The one or more parameters may further comprise the velocity of the vessel (i.e. the vector comprising the speed and the direction of movement)).

The course of the vessel may in embodiments be determined based on the positioning data. In further embodiments (also) the speed of the vessel is determined based on the positioning data of the vessel (i.e. a change in location over time — a ratio of a (sailed) distance to a (sailed) time). The velocity of the vessel is in further embodiments determined from the speed of the vessel and the course of the vessel. The drift of the vessel may especially be determined based on the heading of the vessel and the course of the vessel. The sailing path of the vessel may be determined from the positioning data and/or the course of the vessel (over time).

Herein , the terms “speed” or “velocity” of the vessel relate to the speed and velocity “over ground”, i.e. relative to the global position, and is especially independently determined from the movement of the water.

Additionally or alternatively, parameters may be determined based on one or more of an angular motion of the vessel and a linear motion of the vessel. In further specific embodiments, the data retrieval stage may comprise sensing an acceleration of the vessel. The acceleration may be sensed in 1 dimension (“1D”) and/or in two dimensions (“2D”). In further embodiments the acceleration is sensed in 3D (three dimensions). The data retrieval stage may in further embodiments comprise sensing an angular motion of the vessel, especially an angular velocity (speed) of the vessel. The data retrieval stage may e.g. comprise sensing a rate of rotation of the vessel around two (perpendicular) axes, or especially around three perpendicular axes. The system, especially the sensor system, may in embodiments comprise a gyroscope for sensing the angular motion. The data retrieval stage may in further embodiments comprises sensing a linear motion, especially a linear acceleration. The linear acceleration may in embodiments be sensed along at least two (perpendicular) axes, especially along three (perpendicular) axes. The (sensor) system may in embodiments comprise an accelerometer to sense the linear motion. The data retrieval stage may further comprise determining a magnetic field (direction) at the vessel. The (sensor) system may especially comprise a magnetometer (sensor) for sensing (a direction of) the magnetic field. In further specific embodiments, the sensor system may further comprise a motion sensing system, especially for sensing motion parameters of the vessel. The motion sensing system may e.g. comprise one or more of the accelerometer, the gyroscope, and the magnetometer.

Moreover, in further embodiments, the system, especially the motion sensing system, may comprise an inertial measuring unit (IMU) sensor. The inertial measuring unit sensor may comprise the accelerometer, the gyroscope and optionally the magnetometer.

Herein the terms the “accelerometer”, “gyroscope”, “magnetometer”, and e.g. “IMU sensor” may refer to a plurality of accelerometers, gyroscopes, magnetometers, and IMU sensors. The plurality of sensors may especially be configured for sensing in 3D. In further embodiments each of the sensors may be configured for sensing in 3D, see also above.

The data sensed by the motion sensing system may be processed in the processing stage to determine one or more of the parameters like heading, drift, course, sailing path, speed, velocity etc. Additionally, or alternatively, the (sensor) system may comprise an inertial navigation system comprising the inertial measuring unit, and/or one or more of the accelerometer, the gyroscope the magnetometer. An inertial navigation system may comprise a computational element allowing to directly provide parameters like heading of the vessel, inclination (pitch and/or roll) of the vessel, and velocity (speed and direction) of the vessel. The inertial navigation system may be configured at the vessel.

In further specific embodiments the heading of the vessel is determined using the inertial navigation system configured at the vessel. Additionally, or alternatively, the course of the vessel and/or the acceleration of the vessel may be determined using the inertial navigation system. In yet further embodiments, the inclination of the vessel and/or the speed (and/or velocity) of the vessel may be determined using the inertial navigation system.

Hence, in further specific embodiments, the processing stage further comprises: determining one or more of (1) a heading of the vessel using an inertial navigation system configured at the vessel, (ii) a course of the vessel based on the positioning data and/or using the inertial navigation system configured at the vessel, (iii) an inclination of the vessel using the inertial navigation system configured at the vessel, (iv) a speed of the vessel based on the positioning data of the vessel, (v) a drift of the vessel based on the heading of the vessel and the course of the vessel, and (vi) an acceleration of the vessel using the inertial navigation system configured at the vessel. The processing stage may in further embodiments comprise determining the sailing path of the vessel using an inertial navigation system.

The inertial navigation system may comprise (be) a combination of an (one or more) inertial measuring units(s) and a global positioning system. Hence, herein the term inertial navigation system may refer to a combination of a global positioning system and one or more inertial measurement units.

The vessel may in embodiments be a towing vessel, especially for assisting another vessel. A towing vessel may also be known as a towing boat, tugboat, pushboat, or tug.

The vessel may assist other vessels by pushing or pulling them, with direct contact and/or using a tow line. These vessels typically tow other vessels that cannot move or maneuver well on their own, such as those in crowded harbors or narrow canals, or those that cannot move at all.

In further embodiments, the vessel may be a transport vessel. The term “transport vessel” may refer to any vessel configured for transporting, such as transporting goods or cargo and/or transporting people. A non-limiting list of transporting vessels comprises e.g. a cargo vessel, a dredging vessel, a fishing boat, a ferry, and a (river) cruise vessel.

During moving of the towing vessel or the transport vessel, not necessary the towing vessel is towing (or tugging) or the transport vessel is transporting goods. Therefore, in advantageous embodiments, the method may further comprise determining operating conditions of the vessel.

The term “operating condition” especially refers to a condition or classification of the operation of the vessel or "operational mode”, especially a condition that may be of interest, especially in combination with one or more of the parameters described herein, such as the fuel consumption, the speed the CO: emission, etc. For monitoring the vessel, it may in embodiments be of interest to characterize the operating conditions rather roughly, such as only by either “in operation” and “stand-by”, or “moving/sailing” versus “immobile”. In further embodiments, the operating condition may be further subdivided. For instance moving may in embodiments be subdivided in, or comprise the operating conditions “steady sailing”, “maneuvering”, “speeding up”, “slowing down”, etc. Further, especially for a transport vessel, conditions of interest may in embodiments comprise “sailing loaded” and “sailing empty” (such as without cargo and/or people). With respect to a towing vessel the operating condition may e.g. comprise “assisting (another vessel)”, “mobilized” (but not yet assisting a further vessel).

The operating condition mobilized may further e.g. comprise the operating condition “maneuvering” “steady sailing”, or “idle”. Further, “assisting” may in embodiments comprise one or more of the classifications “mooring”, “unmooring”, “tugging”, “towing”, “braking (the further vessel)”, “approaching” (e.g. a quay / lock / narrow passage, during an assistance (so maneuvering a further vessel safely through or towards this), “turning (a further vessel)”, “steering (the further vessel)”, “following (the further vessel)”. “Braking” may comprise “active braking” or “passive braking” as embodiments of the operating condition. During (un)mooring operating conditions of interest may be “positioning (the further vessel)”, “pulling or pushing (the further vessel)”.

Above a plurality of feasible operating conditions (“classifications”) are given.

It will be understood that this is only a subset of operating conditions that may be of interest.

Also many other operating conditions may be of relevance and are also covered by this invention. In contrast to that, for further embodiments, less operating conditions may be of relevance and, e.g. a subset of the operating conditions described above may be used for describing the operation of the vessel. Moreover, the definition of the operating condition may depend on the need to analyze a specific condition, especially in relation to other specific conditions. Moreover, in embodiments artificial intelligence may be used to define the (relevant) operating conditions, and especially also the parameters (including their (change in) values) to be used to determine the operating condition. Herein also the term “operational mode” may be used to refer to the operating conditions.

The operating condition may be determined based on parameters and/or data determined in the processing stage. Additionally, or alternatively, the operating condition may be determined based on further data acquired. Further data acquired may e.g. comprise one or more of data from the sensor system, data acquired in the data retrieval stage, data acquired from inertial measurements systems/units and/or an inertial navigation system, data/information of further vessels, and data about a draft of the vessel (see below).

The vessel, especially the system of the invention, may, e.g., comprise (an (element of) an automatic identification system (AIS), especially an AIS receiver (optionally being part of an AIS transponder) that may provide information of further vessels, like an identification number, position, velocity, and course of the further vessels. The method may use the information to determine if one of the further vessels is assisted by the vessel (or e.g. if one of the vessels is crossing the vessel).

In further specific embodiments, the data retrieval stage may further comprise acquiring (further) data of further vessels surrounding the vessel from an automatic identification system (AIS).

Further, the processing stage may in embodiments further comprise determining an operating condition of the vessel (or just “determining an operating condition”) .

Determining the operating condition may refer to classification of the operation, Determining the operating condition may in embodiments be based on at least the data of further vessels.

The operating condition may e.g. be determined (using algorithms) by analyzing a sailing path (“path”) and behavior of the further vessels compared with its own sailing path (i.e, the sailing path of the vessel). This way towing activities may be identified, including but not limited to start/end / duration / distance sailed and identification of the assisted vessel. The sailing path of the vessel may be determined based on the course of the vessel (over time).

Likewise sailing paths of further vessels may be determined based courses of the further vessels (over time). The course of the further vessel may be determined from positioning data of the further vessel (especially acquired from the AIS). Determining the operating condition may in embodiments comprise analyzing the sailing path of the vessel relative to sailing paths of further vessels. Determining the operating condition may further comprise analyzing a (minimal) distance between the vessel and one or more further vessels, especially over time.

Based on a substantially constant minimal distance between the vessel and a specific further vessel, especially in combination with a path of the vessel that agrees with a path of the further vessel an assisting activity of the vessel may be concluded in embodiments. It will be clear that based on the method further a start, stop and/or duration of the assisting activity may be determined. Furthermore, in embodiments the assisting activity may comprise, €.g., a mooring activity, a towing activity, a braking activity. These operating activities may e.g. be determined based on (an analysis) of positioning data of the vessel relative to positioning data of the further vessel. For instance if in the processing stage it is determined that both vessels sail the same path, whereas the speed of the vessel decreases, and especially also the inclination of the vessel changes, this may be indicative of a braking activity. Further, if the velocity (speed and direction) of the vessel shows much change in a short period and the position of the vessel only changes in a range of a few meters, whereas the position of the further vessel is substantially constant, this may be indicative for a mooring activity. The operating condition may in embodiments be determined based on (at least) the inclination of the vessel, especially based on a change of the inclination of the vessel. Further, the operating condition may be based on the sensed acoustic spectrum and especially also the positioning data.

In a further embodiment, determining the operating condition may e.g. comprise (based on the acquired data of the further vessels), identifying further vessels that are in a distance of less than 150 meter from the vessel as identified further vessels, wherein (1) the operating condition comprises (is) an assisted activity during an assisted period if the distance between one of the identified further vessels and the vessel is substantially constant during at least 10 minutes. Further, if the one of the identified further vessels is moved by the vessel, a total duration that the one of the identified further vessels is moved by the vessel may define a towing period. Determining the operating condition may further include determining if the vessel and the identified further vessel actually sail (move). If the position of both vessels does not change over a longer period (e.g. 15 minutes, or half an hour), the vessels may not be in operation, and are for instance anchored. The operating condition may further comprise a standby condition if the speed of the vessel equals zero m/s during at least 10 minutes.

Furthermore, in further embodiments, the operating condition may comprise (is) a moving (or mobilized) activity during a moving period if no further vessels are in the distance of less than 150 meter from the vessel, or if no further vessels are identified wherein the distance between the further vessel and the vessel is substantially constant during at least 10 minutes.

Hence a plurality of different operating conditions may be determined based on the method, especially based on the data sensed, acquired and/or determined. For instance, when towing a vessel, the drift of the vessel may differ relative to a drift of the vessel that does not tow or push the further vessel. Likewise, if the vessel is towing the further vessel, e.g. in a straight line, the inclination of the vessel may differ from the inclination of the vessel when it is not towing a further vessel. Further, turning the further vessel may also show a change in drift in combination with a change in inclination of the vessel.

Further, the parameters may be linked to the operating condition or operational mode. The processing stage may especially comprise determining an operating condition period based on a start (time) and an end (time) of the respective operating conditions. Further, the processing stage may in embodiments comprise determining one or more of the fuel consumption of the engine, the CO: emission of the engine, and the load of the engine during a predetermined operating condition duration and/or during a total of operating condition periods of a predetermined operating condition. This way e.g. these parameters may be determined over a total sitting period and/or a total towing period.

Additionally, or alternatively, the data retrieval stage may in embodiments comprise (1) sensing a minimal distance (dmin) between a waterline (of water surrounding the vessel) and a predetermined location at the vessel. Knowing the minimal distance may allow to determine the draft of the vessel and optionally the load of the vessel. Hence, in further embodiments, the processing stage further comprises determining (i) a draft of the vessel based on the minimal distance (dwin) and optionally (ii) a load factor of the vessel based on a combination of the draft of the vessel (and reference data). The reference data may comprise the draft of the vessel as a function of the load factor, or mass, that is loaded in or at the vessel.

In yet further specific embodiments, the processing stage further comprises determining one or more of the fuel consumption of the engine, the CO; emission of the engine and the load of the engine as a function of the load factor of the vessel and/or the sailing path of the vessel.

Further, the method may be used to determine operational conditions of the vessel, such as a total of operating hours of the vessel, a total of engine hours, a total travelled distance, etc. In embodiments, the processing stage may further comprise determining one or more operational conditions selected from the group consisting of operating hours of the vessel, (engine) running hours of the engine, travelled distance, fuel usage per travelled distance. The operational condition may further comprise travelled distance as a function of speed The operating hours of the vessel may e.g. be determined as a total of hours during which the engine, especially at least one (propulsion) engine of the vessel, was running (showing a non-zero speed of the engine). The running hours of the engine, especially a predetermined engine)may be determined as a total time that the speed of the engine is larger than zero. It is noted that an engine not necessarily is always on if the vessel comprises more than one engine. Moreover, the engine may be, replaced or overhauled. Operating hours of the vessel may differ from running hours of the engine. The travelled distance may be determined as a total of distance travelled based on the positioning data. Further, the fuel usage per travelled distance may be determined from the fuel consumption of the engine and the travelled distance. The travelled distance as a function of the speed may be determined from the travelled (sailed) distance and the travelled (sailed) time (for traveling the distance) of the vessel. The term operational condition and the like (operating condition, operating mode, etc.) may refer to a plurality of different (operational/operating) conditions, modes, etc.

In further specific embodiments, the method further comprises communicating one or more of (1) data sensed and/or retrieved in the data retrieval stage and (ii) data determined in the processing stage to a remote monitoring device.

For carrying out the method, the vessel may comprise the system as described herein. As is described above, the sensor system may in embodiments comprise a plurality of (different) sensors. Herein the term “sensor” may refer to a plurality of (different) sensors.

Moreover, a specific sensor described herein may (also) refer to a plurality of such specific sensors. For instance, the term “acoustic sensor” may refer to a plurality of acoustic sensors.

The term acoustic sensor may, e.g., refer to two acoustic sensors, or at least 4 acoustic sensors, at least 8 acoustic sensors, such as at 16 acoustic sensors or 32 acoustic sensors, or even 64 or 132 acoustic sensors. The acoustic sensors may further be arranged in a pattern, e.g. a circular pattern (e.g. having concentric circles), rectangular pattern, or any arbitrary pattern. The term may further refer to an array of acoustic sensors, e.g. comprising n*m acoustic sensors, wherein n is at least 1, such as at least 2, and m is at least 2, e.g. larger than 4, such as in the range of 2- 100, especially 2-64, more especially 2-32 or 4-64. Using such plurality of acoustic sensors may, e.g. allow sensing a direction of the sound and/or a location of the origin of the sound ((the exhaust of) the engine(s)). The acoustic sensors may in embodiments be all the same. In further embodiments at least one of the acoustic sensors may differ from the other acoustic sensors. Different acoustic sensors may in embodiments be configured for sensing different frequencies.

Moreover, the term “sensor system” may refer to a plurality of different sensor systems and/or to a combination of different sensor system units. The sensor system may e.g. in embodiments (further) comprise an automatic identification system (AIS) receiver, especially functionally connected to the control system. The sensor system may comprise a motion sensing system. The sensor system may e.g. in further embodiments further comprise a waterline sensor (see further below).

Hence, in embodiments, the term “sensor system” may refer to a combination comprising a first sensor system unit comprising the acoustic sensors and a further sensor system unit comprising a motion sensing system and/or an automatic identification system as described above. The different sensor systems or units especially are defining (or functioning as) an integrated sensor system. Yet, they are not necessarily structurally form a single system.

For instance, in embodiments, a part of the sensor system(s) and/or system units may be configured in the housing and another part may be configured for arranging remote from the housing (see also below). Furthermore, one or more of the sensors and/or sensor systems and/or sensor system units may comprise a processing unit and /or a control unit, e.g. for processing raw sensed data into sensed data that may be managed more easily such as in the processing stage, or into data that may be presented easily (e.g. on an information device).

As is described above, the control system is especially configured for determining parameters (of the vessel) based on sensor data from the sensor system and or further data acquired (in the data retrieval stage). The term “control system” may also refer to a plurality of different control systems, which especially are functionally coupled, and of which e.g. one control system may be a master control system and one or more others may be slave control systems. The control system may comprise a plurality of control system units.

In specific embodiments, the control system comprises a local control system and a remote control system. The local control system may especially be arranged in the housing. The remote control system may be configured for arranging remote from the vessel.

The remote control system may be configured everywhere, which may also be indicated as in “the cloud”. The communication device may then be configured for functionally connecting the local control system to the remote control system.

The control system is especially configured for determining parameters. Hence, the control system especially also comprises a processing or calculation element. The control system may further be configured for executing the method. The controlling system may be configured for controlling/determining a behavior or supervising running of an element of the system. Hence, herein “controlling” and similar terms may e.g. refer to imposing behavior to the (controllable) element (determining the behavior or supervising the running of the element), etc., such as e.g. measuring, displaying, transmitting, communicating, etc. Beyond that, the term “controlling” and similar terms may additionally include monitoring. Hence, the term “controlling” and similar terms may include imposing behavior on an element and also imposing behavior on an element and monitoring the element. The controlling of the element can be done with the control system. The control system and the (controllable) element may thus at least temporarily, or permanently, functionally be coupled. The element may in embodiments comprise at least part of the control system. For instance, one or more of the sensors and/or sensor systems and/or sensor system units may comprise a processing unit and /or a control unit, e.g. for processing raw sensed data into sensed data that may be handled more easily such as in the processing stage, or into data that may be presented easily (e.g. on an information device). In embodiments, the control system and element may not be physically coupled. Control can be done via wired and/or wireless control. The term “control system” may also refer to a plurality of different control systems, which especially are functionally coupled, and of which e.g. one control system may be a master control system and one or more others may be slave control systems.

In further specific embodiments, the system may further comprise a storage device for storing data related to one or more of the sensor data, the position data and the parameters determined. The storage device is especially functionally coupled to the control system. In embodiments, the control system comprises the storage device . The term “storage device” may refer to a plurality of storage devices.

In further embodiments, the control system is further configured for determining (the same and/or other) parameters based on positioning data, especially provided by a positioning system, for instance a Global Navigation Satellite System (“GNNS”), e.g., GPS or a Galileo based system. The system may in embodiments comprise a local part of the positioning system (or “a positioning system element”), whereas further parts of the positioning system (e.g. satellites) may be remote from the vessel. The positioning system element may e.g. comprise a positioning system receiver. The positioning system (element) may in further embodiments be comprised by the vessel. Especially, the positioning system (element) may be functionally coupled to the control system. The positioning system is especially configured for providing position data in combination with a time (stamp) (or position data as a function of time). In embodiments, the system comprises the positioning system, especially comprising a

GNNS receiver.

The control system is further especially configured for determining the (determined) parameters described above and below. In embodiments, e.g., the system comprises the magnetometer and the control system is further configured for determining the drift of the vessel based on a combination of a heading of the vessel and a course of the vessel, wherein the control system is configured (i) to determine the heading of the vessel from signal data (or sensor data) of the magnetometer and (ii) to determine the course of the vessel from positioning data of the positioning system.

The sensor system may further comprise a waterline sensor, especially for sensing a draft of the vessel (of a hull of the vessel). Examples of such waterline sensor are, e.g., a laser sensor, a pressure sensor, and a radar system. The pressure sensor may for instance be configured for mounting on a hull of the vessel. The pressure sensor is especially configured for arranging under the waterline, especially to sense a pressure of water between the sensor and the waterline. Furthermore, the housing may in embodiments comprise the laser sensor and/or radar system. Additionally, or alternatively, the laser sensor and/or the radar system may also be configured for mounting on the ship (at another location then the housing).

Hence, in further embodiments, the waterline sensor comprises one or more of a laser sensor, a pressure sensor, and a radar system.

Further, especially, the system is configured for arranging the housing on the vessel. The sensor system may be configured as a (rather) compact system. In embodiments, e.g., one or more of the sensors may be a Micro Electro-Mechnical System “MEMS” sensor.

For instance, the sensor system may comprise an MEMS IMU (Inertial Measuring Unit) sensor.

In further embodiments, the acoustic sensor comprises MEMS microphones. Further, one or more of the accelerometer, the gyroscope, and the magnetometer may be a MEMS. Further, especially, the housing comprises an at least partly plastic housing. The housing may e.g. easily be produced using a 3D printing technique. Moreover, the plastic material of the housing may be selected for allowing wireless communication between the housing, especially a communication device in the housing, and locations external of the housing.

The communication device may e.g. comprise one or more of a mobile phone network transceiver, a WIFI transceiver, and a Long Range Wide Area Network transceiver.

The housing may especially be configured for allowing radiation from such types of transceivers.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described, by way of example only, with reference to the accompanying schematic drawings in which corresponding reference symbols indicate corresponding parts, and in which Fig.l schematically depicts a vessel comprising the system of the invention, Fig 2 depicts an embodiment of the system, and Figs 3-4 depict some further aspects of the invention.

The schematic drawings are not necessarily to scale.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Fig. 1 schematically depicts a vessel 100 comprising the system 1. The Figure further depicts aspects of the method of the invention for monitoring a vessel 100 comprising an engine 110. The method especially comprises a data retrieval stage and a processing stage, and is further especially a continuous method. Further, Fig. 2 very schematically depicts an embodiment of the system 1.

The system 1 is configured for monitoring the vessel 100 comprising an engine 110. In the depicted embodiment, the engine 110 is an engine for propulsion of the vessel 100.

It is noted that the system may also be used for monitoring other engines 110 at the vessel 100.

In the figure, the housing 2 (arranged at the vessel 100), a control system 3, a sensor system 5 and a communication device 6 of the system 1 is depicted. The sensor system 5 is especially functionally connected to the control system 3. Likewise, the communication device 6 may be functionally connected to the control system 3. The communication device 6 is further especially configured for wireless communicating between the control system 3 and an information device 200. The housing 2 may especially at least house part of the control system 3 (such the local control system 31 as depicted in Fig. 2), at least part of the communication device 6, and optionally at least part of the sensor system 5.

The sensor system 5 in Fig. 1 comprises an acoustic sensor 51 configured for sensing sound provided by an exhaust gas system 111 of the engine 110 and a waterline sensor 59. In the method, especially in the data retrieval stage, the acoustic spectrum of sound provided by (the exhaust gas system 111 of) the engine 110 may be sensed with the acoustic sensor 51.

Based on the sound, the parameters of the vessel 100 may be determined, especially in the processing stage. Examples of the parameters are the speed of the engine 110 the load (factor) of the engine 110, the fuel consumption of the engine 110, the power of the engine 110, and the carbon dioxide emission of the engine 110 (as a function of time).

In embodiments, the speed of the engine 110 is determined based on dominant frequencies of the acoustic spectrum, and the load of the engine 110 is determined based on sound pressure levels at dominant frequencies of the acoustic spectrum. Furthermore, in further embodiments the fuel consumption of the engine 110 may be determined based on the speed of the engine 110, and the load (factor) of the engine 110 and the CO: emission of the engine 110 is determined based on the fuel consumption of the engine 110. Further, the power of the engine 110 may be based on the speed of the engine 110 and the load of the engine 110.

The control system 3 may especially be configured for determining parameters of the vessel 100 based on sensor data from the sensor system 5 and optionally positioning data provided by a positioning system 4. Hence, the data retrieval stage may further comprise acquiring positioning data of the vessel 100. The positioning data may at least comprise a position of the vessel 100 as a function of time.

Furter parameters of the vessel 100 are for instance the heading, the course, the inclination, the speed, the drift, and the acceleration of the vessel 100. In embodiments, also these parameters may be determined in the processing stage. The heading of the vessel 100 may be determined using an inertial navigation system configured at the vessel 100. The course of the vessel 100 may be determined based on the positioning data and/or using the inertial navigation system configured at the vessel 100. The inclination of the vessel 100 may be determined using the inertial navigation system configured at the vessel 100. In further embodiments the speed of the vessel 100 is determined based on the positioning data of the vessel 100. Further, the drift of the vessel 100 is especially determined based on the heading of the vessel 100 and the course of the vessel 100. Also using an inertial navigation system configured at the vessel 100, the acceleration of the vessel 100 may be determined.

The system 1, especially the sensor system 5, may in embodiments comprise or be functionally coupled to an inertial navigation system. Additionally, or alternatively, the system 1, especially the sensor system 5, may further comprise a motion sensing system 52, e.g. comprising an accelerometer 54, a gyroscope 55, and a magnetometer 56. Moreover, the motion sensing system 52 may comprise an Inertial Measuring Unit (IMU) sensor 520, comprising the accelerometer 54, the gyroscope 55, and optionally the magnetometer 56.

The embodiment in Fig. 2 further comprises an automatic identification system (AIS) 58. Especially, the sensor system 5 may comprise an automatic identification system (AIS) receiver 58. The method may further comprise a data retrieval stage further comprising acquiring data of further vessels surrounding the vessel 100 from the automatic identification system (AIS) 58. Moreover, the processing stage may further comprise determining an operating condition of the vessel 100, especially using the AIS 58. Based on the acquired data of the further vessels, further vessels that are close to the vessel 100, such as in a distance of less than 200 meter or less than 150 meter from the vessel 100 may be identified (as identified further vessels). Based thereon the operating condition may be defined as comprising a towing activity during a towing period, especially if the distance between one of the identified further vessels and the vessel 100 is substantially constant during at least 10 minutes. The one of the identified further vessels may then be assisted, especially moved by the vessel 100. Further, a total duration that the identified further vessel is moved by the vessel 100 may define the towing period. Alternatively, the operating condition may comprise a moving activity during a moving period if no further vessels are in the distance of less than 150 meter from the vessel 100, or if no further vessels are identified wherein the distance between the further vessel and the vessel is substantially constant during at least 10 minutes. Furthermore, the operating condition may comprise a standby condition if the speed of the vessel 100 equals zero m/s during at least 10 minutes. It is noted that the operating condition (or operational mode) may be defined case by case. The operating condition may be defined based on the classification that is desired for monitoring the vessel 100.

In further embodiments, it may be relevant to determine the draft of the vessel 100, e.g. for determining the fuel consumption as a function of the draft D of the vessel 100, or for instance, the acceleration of the vessel 100 as a function of the power of the engine 110 in combination with the draft of the vessel 100. Therefore, the data retrieval stage may further comprise sensing a minimal distance dmin between a waterline 160 and a predetermined location 150 at the vessel 100. The processing stage may further comprises determining the draft D of the vessel 100 based on the minimal distance dmin. Moreover, in further embodiments the processing stage may also comprise determining the load factor of the vessel 100 based on a combination of the draft D of the vessel 100 and reference data (relating the draft D to the load factor for the specific vessel 100. The processing stage may especially comprise determining one or more of the fuel consumption of the engine 110, the CO: emission of the engine 110 and the load (factor) of the engine 110, especially as a function of one or more of the load factor of the vessel 100, the position of the vessel 100, the operating condition of the vessel 100, and time.

Hence, in embodiments, the system 1, especially the sensor system 5 further comprises a waterline sensor 59 configured for sensing the draft D of the vessel 100. The waterline sensor 59 may e.g. comprise one or more of a laser sensor, a pressure sensor, and a radar system. In Fig. 2, the waterline sensor 59 may be a pressure sensor arranged at the hull of the vessel 100 under the waterline.

Based on data obtained with the method, also (relevant) operational conditions of the vessel 100 may be determined. Relevant operational conditions are for instance operating hours of the vessel 100, running hours of the engine 110, travelled distance (of the vessel 100), fuel usage per travelled distance. The number of operating hours of the vessel 100 may be determined (calculated) as the total of hours of during which the engine has been running. The engine hours of the engine 110 may be determined as a total time that the speed of the engine 110 is larger than zero. Further, the travelled distance may be determined as a total of distance travelled, especially based on the positioning data. Further, based on the determined fuel consumption of the engine 100 and the travelled distance, the fuel usage per travelled distance may be calculated. Moreover, based on the determined speed also the travelled distance of the vessel 100 as a function of speed may be determined. Likewise, also other relevant operational conditions of the ship may be determined.

Moreover, it may be advantageous to have the information and data sensed, retrieved, and/or determined with the method accessible at remote locations, such as at a remote information device. Therefore, the method may especially comprise communicating data sensed and/or retrieved in the data retrieval stage and/or data determined in the processing stage to a remote information device 200.

Fig. 2, further very schematically depicts an embodiment of the system 1 wherein the control system 3 comprises a local control system 31 and a remote control system 32. The local control system 31 is arranged in the housing 2. The remote control system 32 may be arranged remote from the vessel 100. In the depicted embodiment the communication device 6 1s configured for functionally connecting the local control system 31 to the remote control system 32. The communication device 6 may further (also) communicate one or more of (1) data sensed and/or retrieved in the data retrieval stage and (i1) data determined in the processing stage to the remote information device 200.

The communication device 6 may especially communicate data wireless as 1s indicated by the schematic antennas. The communication device 6 may e.g. comprise a mobile phone network transceiver, a WIFI transceiver, and/or a Long Range Wide Area Network transceiver. The housing 2 may therefore be configured for allowing radiation/radio waves to pass from the communication device 3 to the remote information device 200 and/or from the local communication device 31 to the remote communication device 32. The housing 2 may e.g. comprise an at least partly plastic housing. In Fig. 4 a possible classification, especially for a towing vessel 100 is schematically depicted. The classification comprises four levels of operating conditions (operational modes). Herein, this may also be indicated that the operating condition (e.g. of the top level, or the second level) may be further subdivided. At the top level the conditions “in operation” and “standby” are given. The conditions may e.g. be defined as in operation: at least one (propulsion) engine 110 is turned on (determined by the speed of the engine 110); standby: no (propulsion) engine is turned on (speed of the engine 110 is zero).

The “in operation” condition may be subdivided in a “mobilize” operating condition and an “assist” operating condition. The assist condition may e.g. be defined as the vessel 100 is in close proximity (e.g. less than 200 m) of a further vessel 100 assisting the further vessel or preparing to assist the further vessel. The mobilize condition may be defined as in operation but not assisting a further vessel (e.g. because no further vessel in close proximity or the vessel 100 sails another course than further vessel that are in close proximity). Further, the operating condition “mobilize” may comprise operating conditions “idle” (vessel 100 is in operation but its position is not changing for a predetermined period); “steady sailing” (vessel 100 is in mobilize condition sailing at a non-zero speed (e.g. at least 3 km/hr), and especially according to a substantially steady course; “maneuvering” (in mobilize operating condition and not idle and not steady sailing). Because the operating condition “assist” may be more relevant, this operating condition may be subdivided into more detail as is depicted in the figure. The operating condition “assist” may e.g. comprise the operating conditions “(un)moor” (vessel 100 1s with a distance of less than 150 meter, such as less than 100 m of the further vessel and is mooring or unmooring), “transit” (vessel 100 is moving the further vessel at a velocity of the vessel 100 being larger than a predetermined value, such as at least 3.5 km/hr ), and “special maneuver” (speed of vessel 100 is less than said predetermined value and vessel 100 is not mooring or unmooring). Further, in the depicted classification, the operating condition “transit” is further subdivided in relevant operating condition, such as “following”, “passive braking”, “active braking”, and “steering”. Likewise, the “special maneuver” condition may be subdivided, such as in “approaching” and “turning”. As is described herein, the given operating conditions are one of many possible conditions. The classification may be defined based on the requirements for monitoring the vessel 100.

In Fig. 3 an example is given of a validation of the method. In the figure four types of graphs are given, indicated with 1, II, HI, and IV, on top of each other. For all graphs, the x-axis is the same; the x-axis corresponds with the time. Graph IV shows the acoustic spectrum of the engine 110 of a towing vessel 100 sensed with the acoustic sensor 51. At the left y-axis, the frequency is given, and in the graph the sound pressure level is given as a function of the frequency. Herein, red indicates a high sound pressure level and green a minimal sound pressure level as is indicate by the bar under the graph. It is noted that the most obvious horizontal lines defined by the color changes correspond to high sound pressure levels. The graph shows that a clear difference is found in the dominant frequencies, as well as the sound pressure levels at the left hand side, the middle and the right hand side of the plot. The graph further pictures the speed of the vessel 100 as a continuous line. The vessel speed is given in arbitrary units at the second Y-axis and is determined based on positioning data. The speed of the vessel is depicted to visualize the relation between the other parameters like the speed of the engine (Graph I), the fuel consumption (Graph II), and the operating condition (Graph III).

In Graph number III the change of the determined inclination of the vessel 100 is given (at the y-axis) versus the time at the x-axis. Based on the (change in) inclination and the sensed acoustic spectrum (graph IV), different periods are identified with the references a to f. The references a to f correspond to 6 different predetermined operating conditions, comparable to the classification given in Fig. 4. For instance b corresponds to “steady sailing”.

As is depicted in the figure, at the beginning as well as at the end, the operating condition of the tow vessel 100 is determined as “steady sailing”. After the steady sailing at the start, the tow vessel 100 is positioning, indicated with reference ¢, with intervals being “idle” indicated with reference d. After this period, the operational mode is classified as “special maneuver”, indicated with e, and successively the operating condition comprises “transit”, indicated with f. After the transit, some further periods are given as “positioning” (c) and “idle” (d).

Graph II depicts the fuel consumption verses time as determined using the method (from the acoustic spectrum in graph IV) in graph Ila versus the fuel consumption obtained from the standard system present at the vessel 100 in graph IIb. In the bottom graphs, graph la depicts the speed of the engine 110 as determined by the method (from the acoustic spectrum in graph IV) versus the speed of the engine 110 as indicated by the standard equipment of the vessel 100. The graphs show that parameters of the vessel determined using the stand-alone system | and the method of the invention agree with values obtained from the standard systems of the vessel. Hence, in embodiments (especially for a towing vessel 100) the classification of the vessel 100 in operating conditions may be determined with the method and with the stand-alone (dedicated) system 1. No further coupling with vessel equipment may be required. The classification may in these embodiments be based on data from an AIS 58 (to define further vessel), positioning data (in time), data about the inclination of the vessel 100 in time and the acoustic spectrum (in time).

The terms “upstream” and “downstream” relate to an arrangement of items or features relative to the propagation of an element such as a device, data, light or a fluid in a channel, (flow) path, or e.g. a circuit, wherein relative to a first position within the channel, path or circuit, a second position in the channel, path or circuit, an inlet or beginning of the channel, path or circuit is “upstream”, and a third position within the channel, path or circuit further away from the inlet or beginning is “downstream”. For instance, in embodiments wherein sensor data is provided (by the sensor system) to the control system and processed data is provided by the control system to the information device, the sensor system is especially arranged upstream of the control system and the information device is arranged downstream of the control system.

The term “plurality” refers to two or more. Furthermore, the terms “a plurality of” and “a number of” may be used interchangeably.

The terms “substantially” or “essentially” herein, and similar terms, will be understood by the person skilled in the art. The terms “substantially” or “essentially” may also include embodiments with “entirely”, “completely”, “all”, etc. Hence, in embodiments the adjective substantially or essentially may also be removed. Where applicable, the term “substantially” or the term “essentially” may also relate to 90% or higher, such as 95% or higher, especially 99% or higher, even more especially 99.5% or higher, including 100%.

Moreover, the terms “about” and “approximately” may also relate to 90% or higher, such as 95% or higher, especially 99% or higher, even more especially 99.5% or higher, including 100%. For numerical values it is to be understood that the terms “substantially”, “essentially”, “about”, and “approximately” may also relate to the range of 90% - 110%, such as 95%-105%, especially 99%-101% of the values(s) it refers to.

The term “comprise” also includes embodiments wherein the term “comprises” means “consists of”.

The term “and/or” especially relates to one or more of the items mentioned before and after “and/or”. For instance, a phrase “item 1 and/or item 2” and similar phrases may relate to one or more of item 1 and item 2. The term "comprising" may in an embodiment refer to "consisting of" but may in another embodiment also refer to "containing at least the defined species and optionally one or more other species".

Furthermore, the terms first, second, third and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances and that the embodiments of the invention described herein are capable of operation in other sequences than described or illustrated herein.

The devices, apparatus, or systems may herein amongst others be described during operation. As will be clear to the person skilled in the art, the invention is not limited to methods of operation, or devices, apparatus, or systems in operation.

The term “further embodiment” and similar terms may refer to an embodiment comprising the features of the previously discussed embodiment, but may also refer to an alternative embodiment.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims.

In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim.

Use of the verb "to comprise" and its conjugations does not exclude the presence of elements or steps other than those stated in a claim. Unless the context clearly requires otherwise, throughout the description and the claims, the words “comprise”, “comprising”, “include”, “including”, “contain”, “containing” and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is to say, in the sense of “including, but not limited to”.

The article "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.

The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In a device claim, or an apparatus claim, or a system claim, enumerating several means, several of these means may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

The invention also provides a control system that may control the device, apparatus, or system, or that may execute the herein described method or process. Yet further, the invention also provides a computer program product, when running on a computer which is functionally coupled to or comprised by the device, apparatus, or system, controls one or more controllable elements of such device, apparatus, or system.

The invention further applies to a device, apparatus, or system comprising one or more of the characterizing features described in the description and/or shown in the attached drawings. The invention further pertains to a method or process comprising one or more of the characterizing features described in the description and/or shown in the attached drawings.

Moreover, if a method or an embodiment of the method is described being executed in a device, apparatus, or system, it will be understood that the device, apparatus, or system is suitable for or configured for (executing) the method or the embodiment of the method, respectively.

The various aspects discussed in this patent can be combined in order to provide additional advantages. Further, the person skilled in the art will understand that embodiments can be combined, and that also more than two embodiments can be combined. Furthermore, some of the features can form the basis for one or more divisional applications.

Claims

CLAIMS:

A method of monitoring a vessel (100) comprising an engine (110), the method comprising a data acquisition stage and a processing stage, and the method being a continuous method; wherein the data acquisition stage includes sensing an acoustic spectrum of sound provided by an exhaust system (111) of the engine (110); and wherein the processing stage includes: - determining a speed of the motor (110) based on dominant frequencies of the acoustic spectrum, and - determining a load on the motor (110) based on sound pressure levels at dominant frequencies of the acoustic spectrum acoustic spectrum; wherein the processing stage further includes: determining one or more of - (1) a fuel consumption of the engine (110) based on the speed of the engine (110) and the load on the engine (110), and optionally (ii ) a CO: emission of the engine (110) based on the fuel consumption of the engine (110); and - a power of the engine (110) based on the speed of the engine (110) and the load on the engine (110).

The method of claim 1, wherein the data acquisition stage further includes acquiring positioning data of the vessel (100), the positioning data comprising a position of the vessel as a function of time; wherein the processing stage further includes: determining one or more of - a heading of the vessel (100) using an inertial navigation system configured on the vessel (100), - a heading of the vessel (100) based on the positioning data and/or using the inertial navigation system configured on the vessel, - an inclination of the vessel (100) using the inertial navigation system configured on the vessel (100), - a speed of the vessel (100) based on the positioning data of the vessel (100), - a drift of the vessel (100) based on the direction of the vessel (100) and the course of the vessel (100), and

- an acceleration of the vessel (100) using the inertial navigation system configured on the vessel (100).

The method of claim 2, wherein the data acquisition stage further includes obtaining data from further vessels surrounding the vessel (100) from an automatic identification system (AIS) (58); wherein the processing stage further includes determining an operating state of the vessel (100), comprising: - based on the data obtained from the additional vessels, identifying additional vessels that are at a distance of less than 150 meters from the vessel ( 100) as identified additional vessels, in which - the operating condition includes a towing activity during a towing period, if the distance between any of the identified additional vessels and the vessel (100) is essentially constant for at least 10 minutes, where one of the identified additional vessels additional vessels are moved by the vessel, where a total duration that the identified additional vessel is moved by the vessel (100) defines the towing period; - the operating condition includes a movement activity during a movement period if no further vessels are within 150 meters of the vessel, or if no further vessels are identified and the distance between the further vessel and the vessel (100) is approximately constant for at least 10 minutes; - the operating state includes a standby state if the speed of the vessel (100) is zero m/s for at least 10 minutes.

The method of any preceding claim, wherein the data acquisition stage further includes sensing a minimum distance (dwn) between a waterline (160) and a predetermined location (150) at the vessel (100); wherein the processing stage further comprises: determining: - a draft (D) of the vessel (100) based on the minimum distance (dmin); and optionally - a loading factor of the vessel (100) based on a combination of the draft (D) of the vessel (100) and reference data.

The method of claim 4, wherein the processing stage further determines one or more of the fuel consumption of the engine (110), the CO2 emissions of the engine (110) and the load of the engine (110), as a function of one or more of the vessel's load factor (100), the vessel's position (100), the vessel's operating condition (100), and time.

The method of any one of the preceding claims, wherein the processing stage further includes determining one or more operating conditions selected from the group consisting of vessel operating hours (100), engine operating hours (110), distance traveled, and fuel consumption per distance traveled, where: - the operating hours of the vessel (100) is a total of hours during which at least one engine (110) of the vessel (100) has been running, - the number of engine hours of the engine (110) is determined as a total time that the engine speed (110) is greater than zero, - the distance traveled is determined as a total of the distance traveled based on the positioning data, and - the fuel consumption per distance traveled is determined from the fuel consumption of the engine (100) and the distance traveled.

The method according to any one of the preceding claims, wherein the method further comprises communicating one or more of (i) data observed and/or acquired at the data acquisition stage and (ii) data determined at the processing stage, to an external information device (200).

8. A system (1) for monitoring a vessel (100) comprising an engine (110); wherein the system (1) includes a housing (2), a control system (3), a sensor system (5) functionally connected to the control system (3) and a communication device (6) functionally connected to the control system (3 ) and configured for wireless communication between the control system (3) and an information device (200), wherein: - the sensor system (5) comprises at least an acoustic sensor (51) configured to detect sound emitted provided by an exhaust system (111) of the engine (110);

- the control system (3) is configured to determine parameters of the vessel (100) on the basis of sensor data from the sensor system (5) and possibly positioning data provided by a positioning system (4), wherein the parameters (i) are a speed of the engine (110), (ii) a load of the engine (110), (iii) a fuel consumption of the engine (110), (iv) a power of the engine (110), and (v) a carbon dioxide emission of the motor (110) as a function of time; - the housing (2) houses at least part of the control system (3), at least part of the communication device (6) and possibly at least part of the sensor system (5).

The system (1) of claim 8, wherein the sensor system (5) further comprises a motion sensing system (52) including an accelerometer (54), a gyroscope (55) and a magnetometer (56).

The system (1) of claim 9, wherein the motion detection system (52) includes an inertial measurement unit (IMU) sensor (520), including the accelerometer (54), the gyroscope (55) and optionally the magnetometer. (56).

The system (1) of any one of claims 8 to 10, wherein the sensor system (5) further comprises an Automatic Identification System (AIS) receiver (58).

The system (1) of any one of claims 8 to 11, wherein the sensor system (5) further comprises a waterline sensor (59) configured to sense a draft of the vessel (100).

The system (1) of claim 12, wherein the waterline sensor (59) comprises one or more of a laser sensor, a pressure sensor and a radar system.

The system (1) according to any of the preceding claims 8-13, wherein the housing (2) comprises an at least partially plastic housing.

The system (1) according to any one of claims 8 to 14, wherein the communication device (6) comprises one or more of a mobile telephone network transceiver, a WIFI transceiver and a Long Range Wide Area Network transceiver.

The system (1) according to any one of claims 8 to 15, wherein the operating system (3) has a local operating system (31) and a remote operating system

(32), wherein the local control system (31) is arranged within the housing (2) and the remote control system is configured to be arranged remotely from the vessel (100), wherein the communication device (6) is configured to functionally connect the local operating system (31) to the on-board operating system

distance (32).