WO2018050966A1

WO2018050966A1 - Marine vessel operation arrangement

Info

Publication number: WO2018050966A1
Application number: PCT/FI2017/050656
Authority: WO
Inventors: Esa JOKIOINEN; Kenneth SOLBERG
Original assignee: Rolls-Royce Oy Ab
Priority date: 2016-09-16
Filing date: 2017-09-14
Publication date: 2018-03-22
Also published as: FI20165693A; FI128297B

Abstract

An arrangement for operating marine vessels is disclosed. In the arrangement a plurality of marine vessels (100, 103) form a convoy. The convoy is organized so that one the marine vessels (100) acts as a lead vessel and sends navigation instructions to other vessels (103) of the convoy. Other vessels (103) receive the instructions and control their movement accordingly. The communication between vessels may be a local wireless communication or over a satellite link.

Description

MARINE VESSEL OPERATION ARRANGEMENT

DESCRIPTION OF BACKGROUND

The disclosure relates to an arrangement for operating marine vessels. Particularly the disclosure relates to operating a convoy of marine vessels.

Modern marine vessels include a plurality of automatic assistance systems on board. These systems help captains to operate in various conditions. Sometimes, when the conditions and environment are right marine vessels can operate automatically or partly automatically. For example, autopilots for maintaining the course and are commonly known for marine vessels of various type and size.

In some occasions marine vessels can also be towed as a convoy. In such convoy at least one tugboat is towing at least one marine vessel. Typically such convoys are towed in conditions where the route is relatively simple. Marine vessels are connected to each other by using towing ropes. Typically towing is used in coastal areas, rivers, channels and other areas where conditions are not as difficult as they are in open sea. In icy conditions convoys are sometimes used so that a plurality of marine vessels are following an ice breaker. In such convoy all vessels following the ice breaker are using their own propulsion and have staff for operating their vessels. Communication between convoy members and the ice breaker is typically organized over conventional VHF or similar radio channel. It is common that the convoy is used only in icy conditions and the vessels choose their own routes in the open water.

A drawback of existing solutions is that they are typically suitable only for limited conditions or require staff on each marine vessel so that they can take control. Appropriate staffing of each marine vessel causes costs. Thus, there is a need for solutions that can be used for reducing cost of transportation.

SUMMARY

An arrangement for operating marine vessels is disclosed. In the arrangement a plurality of marine vessels form a convoy. The convoy is organized so that one the marine vessels acts as a lead vessel and sends navigation instructions to other vessels of the convoy. Other vessels receive the instructions and control their movement accordingly. The communication between vessels may be a local wireless communication or over a satellite link.

A method for controlling a convoy of marine vessels comprising at least two marine vessels is disclosed. The method comprises generating operation instructions at a lead vessel for at least one other marine vessel in the convoy and transmitting operation instructions from the lead vessel to at least one other marine vessel in the convoy. In the method the operation instructions comprise instructions for operation of the at least one other marine vessel.

In another embodiment the method further comprises generating the operation instructions as a response to a request from at least one other marine vessel to switch into an autonomous mode. In another embodiment the method further comprises receiving a request to join to the convoy and the request switch into an autonomous mode is received as a response to an approval response to the request to join the convoy.

In a further embodiment the method comprises receiving operation instructions from a lead vessel at at least one other marine vessel and controlling the at least one other marine vessel according to the instructions. In the method the operation instructions comprise instructions for autonomous operation of the at least one other marine vessel. In another embodiment the method further comprises sending a request to the lead vessel to switch into an autonomous mode. In a further embodiment the method further comprises sending a request to join to the convoy and the request switch into an autonomous mode is sent as a response to a received approval response to the request to join the convoy. In another embodiment the method further comprises transmitting the operation instructions received from a lead vessel further to other marine vessel in the convoy.

In a further embodiment a computer program is configured to perform steps of any of the methods described above.

In a further embodiment an apparatus is disclosed. The apparatus comprises at least one processor configured to execute computer programs, at least one memory configured to store code and data for the computer programs and at least one network interface configured to communicate with external devices. The apparatus is configured to perform a method as described above. In another embodiment a network interface is configured to communicate with marine vessels in vicinity by using a wireless short distance transmission. In a further embodiment a network interface is configured to communicate with marine vessels in vicinity by using a satellite transmission. In another embodiment the network interfaces are configured to use the satellite transmission when the wireless short distance transmission fails.

The benefits of described embodiments include the possibility to operate a plurality of marine vessels with smaller crew. Furthermore, the security and efficiency of marine vessels in a convoy are increased then all necessary information is always exchanged and analyzed and needs to be relied on visual inspection of the staff. This will lead into cost saving both in energy costs and labor costs.

A further benefit of described embodiment include that vessels can exchange information about their surroundings (situation awareness info) giving other vessels more time to react. The increased reaction time will increase the safety of each marine vessel in the convoy. Furthermore, it is possible that the exchanged information is surprising and all vessels of the convoy may not follow to the route plan. In such cases it is beneficial to have the information in advance so that it is possible to prevent surprises with short reaction times, for example, by arranging the convoy so that the most agile vessel is in front and slower reacting vessels follow.

Correspondingly the exchange of the information will lead into energy savings as the shared information may be used for predictive control of a marine vessel. Furthermore, the form of the convoy can be chosen to be more energy efficient.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are included to provide a further understanding of the marine vessel operation arrangement and constitute a part of this specification, illustrate embodiments and together with the description help to explain the principles of the marine vessel operation arrangement. In the drawings:

Fig. 1 is a block diagram of an example embodiment,

Fig. 2 is a block diagram of an example embodiment,

Fig. 3a - 3d are examples of a convoy according to example embodiments,

Fig. 4 is a method according to an example embodiment, and Fig. 5 is a method according to an example embodiment .

DETAILED DESCRIPTION

Reference will now be made in detail to the embodiments, examples of which are illustrated in the accompanying drawings .

In the following embodiments using the marine vessel operation arrangement are disclosed. It should be understood that the following principles can be used also in other embodiments that share the key features of the following embodiments. The disclosed marine vessel operation arrangement does not depend on any specific vessel type or operation conditions. Furthermore, the marine vessels may be for different purpose even within one convoy.

In figure 1 an example arrangement showing a first marine vessel 100 and a second marine vessel 103 is shown. Marine vessels 100, 103 are in this example ordinary container ships having a plurality of containers 101, 104 as cargo. Both marine vessels comprise an operation apparatus 102, 105 that is able to communicate with other ships. The apparatus will be explained in more detail in below.

In the example of figure 1 the marine vessel

100 is acting as a master and the marine vessel 103 as a slave. Thus, marine vessel 100 sends instructions to the marine vessel 103 that is following the marine vessel acting as a master. This arrangement should be understood as an example only and the master-slave relationship may also be changed to be the opposite. Furthermore, the convoy of figure 1 comprises only two marine vessels, however, it is possible to have convoys comprising three or more marine vessels. In a typical configuration only one marine vessel of each convoy is acting as a master and the others are acting as slaves. In the example of figure 1 the data communication network is a wireless network. There are plurality of suitable network technologies and each marine vessel may have more than one data communication link. For example, there may be a direct wireless data transfer between marine vessels. This is convenient as marine vessels are located close to each other and so that networks with high bandwidth can be implemented. As the transmission is directed to the marine vessels with known locations a transmission technology with adjustable direction can be used for increasing the data communication performance.

In another embodiment marine vessels may also communicate over a satellite link. This, however, usually causes additional costs and typically the data bandwidth is limited when compared with direct communication. It is possible that both are used in a manner that the satellite communication is used if the direct communication fails for some reason. This may happen, for example, if the distance between two marine vessels increase too much.

As can be seen in figure 1 the second marine vessel 103 comprises an operation apparatus 105 that is configured to relay the data communication received from the first marine vessel 100. This kind of mesh network can be used for providing instructions from a master marine vessel to marine vessels that are located far behind in the convoy.

Figure 2 discloses a system to be used in a marine vessel. The system comprises a control apparatus 200, which is connected to at least one data communication network 207, 208 and to marine vessel control systems 209. An additional console 210 may be used for controlling the apparatus 200. The console may be, for example, an ordinary computer or any other suitable terminal station that may be used for also other purposes in the marine vessel. For example, the console 210 may be used for making journey plans. The console is an optional device and needs to be present only when a human is using the system. Thus, a marine vessel needs not have it permanently but a captain or any other person may bring one when it is needed. The console 210 does not need to have direct connection with the control apparatus 200 but may be connected by using any commonly known short distance networking arrangements wiredly or wirelessly. A connector 206 is arranged to the control apparatus for providing the required connection.

The control apparatus of figure 2 has two network connections, 207 and 208, which are also provided by arranging an appropriate connectors 204, 205 to the control apparatus 200. Thus, the control apparatus 200 may be located at a distance, for example, from the antennas used for communication. Another option is to share the connectivity means of the marine vessel, however, principles similar to described in the following can be used also in that case.

In figure 2 the control apparatus 200 is connected to a local wireless data communication device 207 and to a satellite data communication device 208. The local wireless data communication device 207 is such that it can be used to communicate with at least one other marine vessel as it was shown in figure 1. A person skilled in the art knows several options and may choose the technology according to the need. Typically the communication distance is less than few kilometers and in many cases the distance is only the necessary safety distance between two marine vessels. The transmitter is typically aware of the location of the receiver and thus directional transmissions may be used, however, it should be remembered that there may be a need to have more than one directional antenna as the marine vessel may be in communication with more than one marine vessel . Thus, communication device 207 is configured to communicate directly with other marine vessels in the vicinity. Communication device 207 acts as a primary communication channel between a plurality of marine vessels. The control apparatus 200 of figure 2 further comprises a satellite data communication link 208. In the embodiment of figure 2 the satellite data communication link 208 is used on as a backup connection. Communication device 207 is preferred as it typically has better bandwidth, lower latency and does not cause additional costs. Thus, the control apparatus 200 may be controlled so that satellite data communication link 208 is used only if communication apparatus 207 fails for some reason for a predetermined time.

The control apparatus 200 further comprises at least one connector 203 for connecting to the marine vessel control systems 209. The control systems are commonly in place in current marine vessels and are not explained in more detail. The control systems include systems for observing environment and systems for providing correct movements of the marine vessel.

The control apparatus 200 comprises at least one processor 201 and at least one memory 202 that are configured to execute and store computer programs so that the control apparatus 200 is able to control the marine vessel according to the instructions and to transmit observed data as a response other marine vessels belonging to the same convoy. Thus, using an apparatus similar to the apparatus described above a lead vessel of a convoy can control the operation of the convoy .

Figures 3a - 3f show a convoy of three marine vessels. The number of marine vessels is not limited to three but the convoy may have more than three marine vessels and the principles can be used also for a convoy with only two marine vessels. In the figures the marine vessels are of same type, however, this is not necessary and marine vessels may be of different type.

In figure 3a a basic setting is illustrated. The basic setting is suitable for many operating conditions but are typical particularly for easy conditions. For example, open sea with little traffic and good weather conditions. In such conditions the lead vessel 300 may instruct other marine vessels 301, 302 to keep distance. The distance may be even several kilometers so that other marine vessels crossing the route of the convoy may safely navigate between the marine vessels of the convoy.

Figure 3b is another example the convoy setting. In figure 3b distances between marine vessels are reduced so that the marine vessels are as close each other as possible. The change may be organized so that the lead vessel 300 instructs other marine vessels 301, 302 to reduce the speed slowly. The moment of speed reduction may be instructed by marine vessel basis or the speed reduction rate may be different for each of the marine vessels so that in the end distances between marine vessels are at desired level. The instruction can be given based on marine vessel specific properties, for example the stopping distance. Thus, the actual distances between marine vessels need not to be the same. The lead vessel 300 knows properties of each marine vessel in the convoy so that it can provide the correct instructions. This reduces the length of the convoy and can be important in areas with navigation limitations and/or heavy traffic.

Figure 3c illustrates a further arrangement, wherein distances between marine vessels are even shorter than in figure 3b. Thus, the length of the convoy is even shorter and it does not require so much space. In the arrangement of figure 3c the marine vessels are not directly following each other so that in case of emergency breaking the safety margin between marine vessels can be set shorter.

Figure 3d illustrates a further arrangement wherein the form of the convoy is based energy efficiency. The energy efficiency may be depended on various aspects, such as, wave forming and streams. The optimal form of the convoy may be decided the captain in charge or the instructions may be received by using a data communications channel. For example, a command center situated at the premises of the shipping company may have computers with high computing power for computing an optimal shape on given conditions.

In another embodiment the form of the convoy is determined based on pollution, exhaust gases or similar. Even if these are often related to the energy efficiency it must not be always exactly the same. Thus, instead of energy efficiency it is possible to choose the form and order of the marine vessels so that the generated pollution is minimized. Such form may be preferred over energy efficiency, for example, near natural conservation areas or big cities.

There are also other possible uses that are not illustrated in figures. For example, in arctic conditions the convoy may be operating in icy conditions. It is possible that there is an ice breaker as a first ship of the convoy. It is further possible that this ice breaker acts as a lead vessel for the convoy, however, it is also possible that one of the following vessels act as a lead vessel. In ice channel the speed of the convoy needs to be set according to the capabilities of convoy members. The same applies to other limited passages

In a further embodiment the lead vessel needs not to be the first vessel in the convoy. Thus, the staff operating the convoy can take turns. It is possible that the shape of the convoy does not need to be changed, however, it may also be changed. For example, when changing the lead from the first to the second vessel, it is possible that the distance between the first and second is reduced so that the captain of the second vessel may observe the first vessel better. It is also possible to send instructions so that the new lead vessel will overtake the old lead vessel.

A convoy can be formed by several ways . For example, the instructions to form a convoy according to the principles described above may be received from a service center operating the marine vessels. Another example of forming is to first decide the lead vessel and then other vessels will join the convoy by negotiating with the lead vessel. Joining negotiations includes data exchange with regard the vessel and route properties. The vessel joining the convoy does not need to be similar with other marine vessels and the route does not need to be the same. However, lead vessel must know if the joining vessel has some limitations. For example, a small difference in draught may be critical.

It is possible that based on the joining negotiations the permission to join the convoy is denied. For example, if the joining vessel is not able to sail as fast as the rest of the convoy and there is a need for speed the permission to join may be denied.

There are several ways of performing these negotiations. For example, there may be a requirement list set by a captain or other convoy operator. If the requirements are not fulfilled the request is automatically denied. Furthermore, if the request is automatically rejected it can still be transmitted to a person responsible for the convoy. The person can review the request and then make a decision whether accept or not. The acceptance may even require change of requirements, however, if a person responsible of the operation considers it acceptable the join may be approved. There may be one or more requirements that need to be fulfilled and the requirements need not to be the same for the whole route. For example, any dimension requirement may change during the journey and a vessel that cannot sail the whole route may be able to do part of it. The initial requirement list may be generated automatically according to the route plan and known data of the route or at least partially by the person responsible for the convoy operation. Furthermore, it is possible that there is no minimum criteria for joining the convoy but the convoy is configured always to adjust the operation so that all members can sail in the convoy without problems. In such case the joining vessel will indicate in the negotiations that what it is capable of. For example, if the joining vessel cannot keep the speed of the convoy the convoy may slow down.

Figure 4 discloses a method according to an embodiment. In the method a marine vessel is joining to the convoy. This process is initiated by sending join request, step 400. The sending of join request may include setting of data communication connection as it is not necessarily set up. The lead vessel receives the request. It is not necessary to send the join request directly to the lead vessel but it is possible that the request is relayed by other convoy vessels. If the lead vessel accepts the requesting marine vessel it will send an approval, step 401.

The staff at the requesting vessel now know that they can join the convoy. This is actuated by sending a request to switch autonomous mode, step 402. The autonomous mode means in this case that the requesting vessel will be able to follow the instructions given by the lead vessel. The degree of required autonomous operations depend on how detailed the instructions are. Again, the lead vessel will respond with an approval message that the control is assumed, step 403. Then the lead vessel starts sending instructions that are received at the marine vessel, step 404. When the instructions are received the marine vessel switches into an autonomous mode, step 405. The instructions are processed and the marine vessel is operated based on the instructions, step 406. By using this order the marine vessel always has instructions or a person in charge during the joining process.

In figure 5 the same method is disclosed in view of a lead vessel. Thus, first a request for joining the convoy is received, step 500. The lead vessel determines if it is possible and sends an approval if the requesting vessel can join, step 501. Then the lead vessel receives a request to switch into an autonomous mode, step 502. The lead vessel responds again by sending an approval, step 503. Then it generates necessary instructions and sends the instructions to the requesting vessel, step 504.

In the above method joining to a convoy is disclosed. The vessel may also leave the convoy before the final destination. In such event another convoy or staff on board may take the control of the vessel leaving the convoy. The leaving procedure may cause additional communication between other vessels in the convoy, for example, how the empty space of the leaving vessel is occupied again. It may be agreed, for example when joining, that a permission to leave is required before a vessel can leave the convoy. For example, when long distances are used between vessels it may be possible that the space between two vessels is too long for reliable communications. In such cases the space may be first occupied using temporarily shorter distances before issuing a permission to leave.

The above mentioned method may be implemented as computer software which is executed in a computing device able to communicate with other computing devices. When the software is executed in a computing device it is configured to perform the above described inventive method. The software is embodied on a computer readable medium so that it can be provided to the computing device, such as the apparatus 200 of figure 2.

The arrangement described above may be used also for other purposes and is not limited to the example disclosed above. For example, it is possible that one or some of the marine vessels in the convoy have better data communication connection than others. In such case it is possible to route all communications from vessels having less capable data communication connection to the vessel having better data communication connection. Similar communication may be used also in case of defect communication means. For example, if the satellite communication link of a vessel breaks down it can still communicate through other vessels in the convoy while the communication link is being repaired.

As stated above, the components of the exemplary embodiments can include computer readable medium or memories for holding instructions programmed according to the teachings of the present embodiments and for holding data structures, tables, records, and/or other data described herein. Computer readable medium can include any suitable medium that participates in providing instructions to a processor for execution. Common forms of computer-readable media can include, for example, a floppy disk, a flexible disk, hard disk, magnetic tape, any other suitable magnetic medium, a CD- ROM, CD±R, CD±RW, DVD, DVD-RAM, DVD1RW, DVD±R, HD DVD, HD DVD-R, HD DVD-RW, HD DVD-RAM, Blu-ray Disc, any other suitable optical medium, a RAM, a PROM, an EPROM, a FLASH-EPROM, any other suitable memory chip or cartridge, a carrier wave or any other suitable medium from which a computer can read.

It is obvious to a person skilled in the art that with the advancement of technology, the basic idea of the marine vessel operation arrangement may be implemented in various ways. The marine vessel operation arrangement and its embodiments are thus not limited to the examples described above; instead they may vary within the scope of the claims.

Claims

1. A method for controlling a convoy of marine vessels comprising at least two marine vessels, which method comprises:

generating operation instructions at a lead vessel for at least one other marine vessel in said convoy, characterized in that generating said operation instructions as a response to a request from at least one other marine vessel to switch into an autonomous mode; and

transmitting operation instructions from said lead vessel to at least one other marine vessel in said convoy;

wherein said operation instructions comprise instructions for operation of said at least one other marine vessel.

2. A method according to claim 1, wherein the method further comprises receiving a request to join to the convoy and said request switch into an autonomous mode is received as a response to an approval response to said request to join the convoy.

3. A method for controlling a convoy of marine vessels comprising at least two marine vessels, characterized in that the method comprises:

sending a request to said lead vessel to switch into an autonomous mode;

receiving operation instructions from a lead vessel at at least one other marine vessel;

controlling said at least one other marine vessel according to said instructions;

wherein said operation instructions comprise instructions for autonomous operation of said at least one other marine vessel.

4. A method according to claim 3, wherein the method further comprises sending a request to join to the convoy and said request switch into an autonomous mode is sent as a response to a received approval response to said request to join the convoy.

5. A method according to any of preceding claims 3 or 4, wherein said method further comprises transmitting said operation instructions received from a lead vessel further to other marine vessel in the convoy .

6. A computer program, wherein said computer program is configured to perform steps of any of preceding claims 1 - 5 when executed in a computing device .

7. An apparatus for controlling a convoy of marine vessels comprising:

at least one processor (201) configured to execute computer programs;

at least one memory (202) configured to store code and data for said computer programs;

at least one network interface (204, 205)

configured to communicate with external devices

wherein said apparatus is configured to perform a method according to any of preceding claims 1 - 7.

8. The apparatus according to claim 7, wherein a network interface is configured to communicate with marine vessels in vicinity by using a wireless short distance transmission.

9. The apparatus according to claim 7 or 8, wherein a network interface is configured to communicate with marine vessels in vicinity by using a satellite transmission.

10. The apparatus according to preceding claims 8 and 9, wherein said network interfaces are configured to use said satellite transmission when said wireless short distance transmission fails.