WO2022084570A1

WO2022084570A1 - Method and apparatus for automated boil-off gas (bog) management of marine vessel

Info

Publication number: WO2022084570A1
Application number: PCT/FI2020/050684
Authority: WO
Inventors: Hans Marius WITH; Andrea GRECO; Nicholas Martin; Irene Gallici; Armin NARIMANZADEH; Roberto VARBARO
Original assignee: Wärtsilä Finland Oy
Priority date: 2020-10-20
Filing date: 2020-10-20
Publication date: 2022-04-28

Abstract

Apparatus and computer-implemented method for automated boil-off gas (BOG) management of a marine vessel, the method comprising: determining route plan information of the marine vessel for a dedicated route; determining boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generating dynamic boil-off gas (BOG) model using the route plan information and the boil-off gas (BOG) information; determining real-time boil-off gas (BOG) rates through the dedicated route; and automatically controlling boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model and the real-time boil-off gas (BOG) rates.

Description

METHOD AND APPARATUS FOR AUTOMATED BOIL-OFF GAS (BOG) MANAGEMENT OF MARINE VESSEL

TECHNICAL FIELD

[0001] The present application generally relates to automated boil-off gas (BOG) management of a marine vessel. Furthermore, the present application relates especially to marine vessels system configured to store, operate and transport of liquefied natural or petroleum gases, normally known as LNG or LPG.

BACKGROUND

[0002] This section illustrates useful background information without admission of any technique described herein representative of the state of the art.

[0003] The present invention relates to automated route management system. The present invention also relates to automation, operation management, optimization and navigation systems.

[0004] In today’s marine vessels, controlling energy management systems, power management systems, as well as navigation systems together requires still a more manual approach of the systems.

[0005] Modern vessels require integration and interaction of many on-board systems. Adoption of fuel-saving and low-emissions technologies is pushing towards more and more complex and expensive design solutions. In this scenario, modern simulation capabilities and digital options provide an essential tool in order to test feasibility of systems architecture keeping costs at an acceptable level. The adoption of a modular design approach covers a pivotal role for the analysis and optimization of innovative vessels.

[0006] On the other hand, the question of reducing fuel consumption from shipping is related to one of the most important challenges of today's society: global warming. In maritime industry, IMO has a clear route to implement regulations to reduce Sulphur Oxides (SOx) and NOx in the near-term, and further reduce CO2 emissions in the long-term.

[0007] The continued growth in trade was supported by increases in Liquefied Natural Gas (LNG) output from liquefaction plants ramping-up and coming online.

[0008] As proof of concept for proposed approach the simulation model for an LNG Vessel was developed and investigated, with the integration of a battery and the aim of exploiting in an efficient way the Boil of Gas (BOG) coming from the LNG tanks.

[0009] Even, when planning a voyage or dedicated route there are vast number of parameters and factors that affect the overall efficiency of energy management of the marine vessel due to complexity of the energy production, energy consumption, environmental conditions and restrictions as well as navigational matters. When considering gas solutions (e.g. LPG systems) as part of the equation, that makes optimal efficiency control and route management for a voyage extremely difficult and challenging.

[0010] Thus, a solution is needed to enable accurate, efficient, and reliable method for automated optimization for a marine vessel taking into consideration gas solutions installed on the vessel.

SUMMARY

[0011] Various aspects of examples of the invention are set out in the claims.

[0012] According to a first example aspect of the present invention, there is provided a computer-implemented method for automated boil-off gas (BOG) management of a marine vessel, the method comprising: determining route plan information of the marine vessel for a dedicated route; determining boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generating dynamic boil-off gas (BOG) model (BM) using the route plan information and the boil-off gas (BOG) information; determining real-time boil-off gas (BOG) rates through the dedicated route; and automatically controlling boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model and the real-time boil- off gas (BOG) rates.

[0013] In an embodiment, the method further comprises determining a first amount of boil-off gas (BOG) to be used as fuel for a vessel engine during the dedicated route.

[0014] In an embodiment, the first amount of boil-off gas (BOG) is configured to be used for operating a genset driven by the vessel engine.

[0015] In an embodiment, the genset has at least one generator which serves for generating electrical energy.

[0016] In an embodiment, the dynamic boil-off gas (BOG) model is configured to control usage of the generated electrical energy.

[0017] In an embodiment, the generated electrical energy is used for at least one of the following: propulsion unit(s); charging energy storage; cargo pump(s); compressor(s); expander(s); and

HVAC unit(s).

[0018] In an embodiment, the method further comprises determining a second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model and the first amount of boil-off gas (BOG).

[0019] In an embodiment, the method further comprises controlling reliquefication of the second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model.

[0020] In an embodiment, the method further comprises controlling burning of the second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model.

[0021] In an embodiment, the method further comprises determining environmental information associated with the route plan information; generating dynamic boil-off gas (BOG) model using the environmental information, the route plan information and the boil-off gas (BOG) information; and adjusting the route plan information based on the dynamic boil-off gas (BOG) model.

[0022] In an embodiment, the route plan information comprises at least one of the following: navigation information for a waypoint or a port; target time or arrival information for the waypoint or the port; and environmental information associated to at least one route of the route plan information.

[0023] In an embodiment, the navigation information comprises at least one of the following: destination information; remaining travel time information; remaining distance information; waypoint information; emission restricted area information; and environmental restriction information.

[0024] In an embodiment, the target time or arrival information comprises allocated berth time for the marine vessel at a destination port.

[0025] In an embodiment, the environmental information comprises at least one of the following: weather information; wind information; air pressure information; ice information; wave height, frequency or direction information; tidal data; and current information.

[0026] According to a second example aspect of the present invention, there is provided a marine vessel control apparatus, comprising: a communication interface for transceiving data; at least one processor; and at least one memory including computer program code; the at least one memory and the computer program code configured to, with the at least one processor, cause the apparatus to: determine route plan information of the marine vessel for a dedicated route; determine boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generate dynamic boil-off gas (BOG) model using the route plan information and the boil-off gas (BOG) information; determine real-time boil-off gas (BOG) rates through the dedicated route; and automatically control boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model.

[0027] According to a third example aspect of the present invention, there is provided a computer program embodied on a computer readable medium comprising computer executable program code, which code, when executed by at least one processor of an apparatus, causes the apparatus to: determine route plan information of the marine vessel for a dedicated route; determine boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generate dynamic boil-off gas (BOG) model using the route plan information and the boil-off gas (BOG) information; determine real-time boil-off gas (BOG) rates through the dedicated route; and automatically control boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model.

[0028] Different non-binding example aspects and embodiments of the present invention have been illustrated in the foregoing. The embodiments in the foregoing are used merely to explain selected aspects or steps that may be utilized in implementations of the present invention. Some embodiments may be presented only with reference to certain example aspects of the invention. It should be appreciated that corresponding embodiments may apply to other example aspects as well.

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] For a more complete understanding of example embodiments of the present invention, reference is now made to the following descriptions taken in connection with the accompanying drawings in which: [0030] Fig. 1 shows a schematic picture of a marine vessel and a system according to an example embodiment of the invention;

[0031] Fig. 2 presents an example block diagram of a control apparatus in which various embodiments of the invention may be applied;

[0032] Fig. 3 shows a schematic picture of a dynamic BOG model (BM) and related information flows according to an example embodiment;

[0033] Figs. 4a-b show schematic pictures of systems according to example embodiments; and

[0034] Fig. 5 shows a flow diagram showing operations in accordance with an example embodiment of the invention.

DETAILED DESCRIPTION OF THE DRAWINGS

[0035] In the following description, like numbers denote like elements.

[0036] Embodiments of the invention relate to automated boil-off gas (BOG) management of a marine vessel for a voyage between ports or waypoints, for example.

[0037] In a marine vessel or a ship, gas, such as Liquefied Petroleum Gas (LPG), may be used as an energy source for one or more combustion engines that operate generators or the main propellers of the marine vessel. LPG may be delivered to the marine vessel in the harbors or during the voyage by fuel tankers, for example. Hybrid solutions exist that provide battery-based backup or auxiliary energy source for the marine vessel as well.

[0038] Power production and propulsion system have been targets for continuous adjustment, control and monitoring to achieve optimal efficiency with respect to the vessel performance. Power control and operation optimization is a fundamental part of the control system of a vessel. Likewise, the propulsion system is controlled to produce the required power by using the available electric and/or primary energy. In practice, however, the sufficiency of energy has not been as critical as the efficiency of the devices and their control systems.

[0039] By controlling the power, optimization route, driving profile and operations of the separate devices on board, energy can be consumed efficiently and economically. This applies e.g. for gas system operations, such as reliquefaction, individual propulsion units, pumps, automation, lighting and heating equipment, as well as other auxiliary devices.

[0040] Many other factors affect the overall energy efficiency of the marine vessel and should be considered in the ship performance including optimization and configuration of the power plant of the ship, choice of fuel type, the trim and list of the ship and the planned route.

[0041] A computer software implemented simulation, or a computer software implemented model, is a computer program that is configured to simulate an abstract model of a system. Optimization of ship energy performance, like energy consumption, has been performed by creating such computer-implemented simulation models that describe relationships and dependencies between operational variable factors of the ship and parameters presenting input variables that these factors depend on. The models enable prediction of the behavior of the system from a set of parameters and initial conditions.

[0042] The reliability and the trust that can be put in such computer simulations depend on the validity of the simulation model.

[0043] Modeling the dependencies between the performance variable and the affecting input variables are complicated and based on empirical methods. Trustworthy model requires deep understanding on both energy production and consumption. Prior art methods require human effort and manual setting of parameters as well as manual system control based on the model output.

[0044] The object of this invention is to develop simulation models that give more detailed and reliable information about different factors affecting the ship energy performance and control vessel automation in accurate and efficient way.

[0045] In an embodiment, automation, power management and energy management systems are configured to be operated together so that a support tool and scheduler is developed that can either assist the chief engineer in optimizing the use of the on-board systems and schedule the activities for each system or control the board system automatically to support better autonomous marine vessels, for example. [0046] Different operating schedules may be defined, such as basic operation mode, electronic operation mode and automated operation mode, for example. Within the basic operation mode, schedule information can be provided in printed form or electronically to the engine crew and use for scheduling the use of equipment based on energy consumption and generation. Within the electronic operation mode, the schedule information can be provided as embedded into the main systems providing the schedule in electronic format along with a notification prior to every new task to be performed and a request for acknowledge. Within the automated operation mode, the schedule information can be provided embedded into the main systems scheduling and further executing the use of equipment and energy generation with a mere notification to the engine crew or remote-control station.

[0047] Currently it is still common that energy management systems and power management systems are operated separate from navigation systems, which requires a manual approach to the operation and management of the systems. Disclosed embodiments are configured to automate the interaction between the navigational route planning and the energy route planning. Such operation may include scheduling of energy consumption (use of equipment) and energy generation along with when to use different types of fuel/propulsion/exhaust gas cleaning system (e.g. SOx or NOx cleaning systems) to comply with local environmental requirements, for example.

[0048] By allowing an extended exchange of data between more systems, it makes it possible to create a better optimization and utilization of the on-board systems and it makes the work of the chief engineer easier to plan and perform.

[0049] Fig. 1 shows a schematic picture of a marine vessel 105 and a marine vessel system 110 according to an example embodiment.

[0050] The marine vessel system 110 comprises a control apparatus 120 configured to provide and operate a boil-off gas (BOG) model (BM) 121 .

[0051] When planning a voyage between ports or waypoints, for example, route plan information is determined. The dynamic boil-off gas (BOG) model (BM) 121 is maintained and operated by the control apparatus 120 and receives route plan information for a dedicated route. The route plan information may be generated by the control apparatus 120 or received by the control apparatus 120. The route plan information may be generated using information from navigation system 130 that is configured to provide route plan related information based on environmental information such as weather conditions, time schedule, safety aspects and fuel consumption (e.g. based on estimated fuel consumption and environmental information), for example. As part of the planning steps an estimate of the resources available and possible constraints to the voyage plan are needed as well. Environmental information associated to the dedicated route may also be determined using the route plan information. Furthermore, energy consumption information associated to the dedicated route may be determined using the route plan information. Operational characteristics of a gas solutions system may be determined. The gas solutions system may comprise a heat exchanger sub-system of the marine vessel, wherein the heat exchanger sub-system is configured to use seawater as a cooling medium, an intermediate medium or a heating medium, for example. Furthermore, characteristic information representing at least one operating characteristic of the marine vessel may be received.

[0052] In an embodiment, the dynamic boil-off gas (BOG) information associated to the dedicated route is determined using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases.

[0053] The dynamic boil-off gas (BOG) model (BM) 121 is generated using the route plan information and the boil-off gas (BOG) information.

[0054] In an embodiment, the route plan information may be adjusted based on the dynamic model (BM), the environmental information and the operational characteristic information, automatically.

[0055] In an embodiment, real-time boil-off gas (BOG) rates are then determined through the dedicated route. These rates can be measured by sensors providing mass flow rate, for example. Sensor value may indicate average mass flow rate of BOG coming from the tank [kg/h], and this value provides the mass flow rate of boil off gas generated. It can also be used as input to investigate BOG balance over the mission. This means potential application for BOG as well as fuel consumption analysis and battery strategy investigation.

[0056] The boil-off gas (BOG) usage can then be automatically controlled in vessel energy management based on the dynamic boil-off gas (BOG) model (BM) 121.

[0057] In an embodiment, a task may be generated based on the dynamic boil-off gas (BOG) model (BM) 121 , wherein the task may relate to vessel activities (maintenance of sub-systems, control of gas solutions, controlling gensets, control energy storage charging/discharging, control propulsion, control loads, etc.). By establishing an extended interface between the BM model 121 and other systems like the navigation system 130, automation system 190, power generation system 140, propulsion system 150, gas system 160, battery energy storage system (BES) 195, load system 170 and sensor system 180, for example, it is possible to automate the activities related to planning the energy production and consumption for the voyage and provide even an energy voyage plan determining when certain tasks are to be performed and when systems should be ready on standby or switched on/off. The energy voyage plan can be generated based on the BM 121 and can include schedules for changing from diesel oil to LPG, change of using BOG as fuel for engine, change of propulsion (electrical vs. combustion in hybrid ships), activating reliquefaction of LPG system, change of propulsion energy source (e.g. electric motor powering the propulsion wherein the energy source for the electric motor is changed), or for activating the exhaust gas cleaning system (e.g. SOx or NOx cleaning systems), for example. By establishing a BM 121 for communicating between systems 120-195 it is possible for the on-board systems to negotiate the optimal solution for the voyage. Top priority for optimization may be defined to be safety, and second and third priority can be set by the ship operator (energy efficiency, fuel consumption, speed/time, etc.), for example. The BM 121 operates as a virtual energy pilot for the voyage. The gas system 160 may be configured to select from at least one of the following energy sources: natural BOG, forced BOG, where the gas can be liquified natural gas (LNG), or liquified petroleum gas (LPG), for example. Other fuels that may be used within the vessel 105 are methanol, low sulfur heavy fuel oil (HFO), marine gas oil (MGO), and hydrogen, for example.

[0058] Propulsion system 150 may utilize power source to be selected from at least one of the following: combustion-engine based power source; hybrid power source; and full electric power source. An electric ship propulsion drive arrangement may comprise an electric motor and a propeller that is connected to the electric motor, and a frequency converter that is arranged to supply power to the electric motor.

[0059] The boil-off gas model (BM) 121 solution will allow different levels of automation within vessels. In first operation mode, BM 121 may be configured to provide an energy voyage plan, which the engineers can use for scheduling their activities. In second operation mode, BM 121 may be configured to provide an embedded solution, wherein the sub-systems can notify the operator based on the energy voyage plan, when to perform certain tasks or be switched on or set to standby. This notification is repeated on the main display in the engine control room or remote-control station. In third operation mode, BM 121 may be configured to provide a solution to be fully automated and automatically executing the energy voyage plan of the BM 121 with merely notification provided to the operator or remote-control station when performing different automated tasks.

[0060] In an embodiment, computer-implemented method for automated boil-off gas (BOG) management of a marine vessel 105 is provided. The method comprises determining route plan information of the marine vessel 105 for a dedicated route, determining boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases, generating dynamic boil-off gas (BOG) model (BM) using the route plan information and the boil-off gas (BOG) information, determining real-time boil-off gas (BOG) rates through the dedicated route, and automatically controlling boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model (BM) and the real-time boil-off gas (BOG) rates. [0061] Fig. 2 presents an example block diagram of a control apparatus 120 in which various embodiments of the invention may be applied. The control apparatus 120 is configured to maintain and/or operate the dynamic boil-off gas model (BM) 121.

[0062] The general structure of the control apparatus 120 comprises a user interface 240, a communication interface 250, a processor 210, and a memory 220 coupled to the processor 210. The control apparatus 120 further comprises software 230 stored in the memory 220 and operable to be loaded into and executed in the processor 210. The software 230 may comprise one or more software modules and can be in the form of a computer program product, such as the BM 121 of Fig. 1. The control apparatus 120 may further comprise a user interface controller 260.

[0063] The processor 210 may be, e.g., a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), a graphics processing unit, or the like. Fig. 2 shows one processor 210, but the apparatus 120 may comprise a plurality of processors.

[0064] The memory 220 may be for example a non-volatile or a volatile memory, such as a read-only memory (ROM), a programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), a random-access memory (RAM), a flash memory, a data disk, an optical storage, a magnetic storage, a smart card, or the like. The apparatus 120 may comprise a plurality of memories. The memory 220 may be constructed as a part of the apparatus 120 or it may be inserted into a slot, port, or the like of the apparatus 120 by a user. The memory 220 may serve the sole purpose of storing data, or it may be constructed as a part of an apparatus serving other purposes, such as processing data. A proprietary application, such as computer program code for boil-off gas model (BM) 121 , voyage related data, vessel related data, environmental data, sensor data or weather data may be stored to the memory 220.

[0065] In an embodiment, the apparatus 120 is configured to perform a computer- implemented method for automated boil-off gas (BOG) management of a marine vessel, the method comprising: determining route plan information of the marine vessel for a dedicated route; determining boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generating dynamic boil-off gas (BOG) model using the route plan information and the boil-off gas (BOG) information; determining real-time boil-off gas (BOG) rates through the dedicated route; and automatically controlling boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model and the real-time boil- off gas (BOG) rates.

[0066] The user interface controller 260 or the user interface 240 may comprise circuitry for receiving input from a user of the control apparatus 120 (an operator), e.g., via a keyboard, graphical user interface shown on the display of the user interfaces 240 of the control apparatus 120, speech recognition circuitry, or an accessory device, such as a headset, and for providing output to the user via, e.g., a graphical user interface or a loudspeaker.

[0067] The communication interface module 250 implements at least part of data transmission. The communication interface module 250 may comprise, e.g., a wireless or a wired interface module. The wireless interface may comprise such as a WLAN, Bluetooth, infrared (IR), radio frequency identification (RF ID), GSM/GPRS, CDMA, WCDMA, LTE (Long Term Evolution) or 5G radio module. The wired interface may comprise such as universal serial bus (USB) or National Marine Electronics Association (NMEA) 0183/2000 standard for example. The communication interface module 250 may be integrated into the control apparatus 120, or into an adapter, card or the like that may be inserted into a suitable slot or port of the control apparatus 120. The communication interface module 250 may support one radio interface technology or a plurality of technologies. The control apparatus 120 may comprise a plurality of communication interface modules 250.

[0068] A skilled person appreciates that in addition to the elements shown in Fig. 2, the control apparatus 120 may comprise other elements, such as microphones, extra displays, as well as additional circuitry such as input/output (I/O) circuitry, memory chips, application-specific integrated circuits (ASIC), processing circuitry for specific purposes such as source coding/decoding circuitry, channel coding/decoding circuitry, ciphering/deciphering circuitry, and the like. Additionally, the control apparatus 120 may comprise a disposable or rechargeable battery (not shown) for powering when external power if external power supply is not available.

[0069] In an embodiment, the control apparatus 120 comprises speech recognition means. Using these means, a pre-defined phrase may be recognized from the speech and translated into control information for the apparatus 120, for example.

[0070] External devices or sub-systems (e.g. elements 130-195 of Fig. 1 ) may be connected to the control apparatus 120 using communication interface 250 of the apparatus 120 or using a direct connection to the internal bus of the apparatus 120.

[0071] Fig. 3 shows a schematic picture of a dynamic boil-off gas (BOG) model (BM) 121 and related information flows according to an example embodiment.

[0072] Elements 320-380 may have alternative ways to connect with each other and Fig. 3 only shows one example embodiment. Furthermore, only connections that relate somehow to dynamic BOG model (BM) 121 are illustrated. For example, environmental information 340 may also be used for route planning and thus for the route plan information 320 but direct connection between blocks 320 and 340 is not shown for simplifying the Fig. 3.

[0073] In an embodiment, a computer-implemented method for automated boil-off gas (BOG) management of a marine vessel is provided. The method comprises determining route plan information 320 of the marine vessel for a dedicated route, determining boil-off gas (BOG) information (BOG-R) 365 associated to the dedicated route using the route plan information 320, wherein the boil-off gas (BOG) information (BOG-R) 365 comprises reference boil-off gas (BOG) rates (BOGa-c) for different phases of the dedicated route including at least docking and cruising phases. The method further comprises generating dynamic boil-off gas (BOG) model (BM) 121 using the route plan information 320 and the boil-off gas (BOG) information (BOG-R) 365, determining real-time boil-off gas (BOG) rates (RT-BOG) 331 through the dedicated route, and automatically controlling boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model (BM) 121 and the real-time boil-off gas (BOG) rates (RT-BOG) 331 . [0074] The dynamic BOG model (BM) 121 can be configured to operate as a stand-alone solution or as an integrated part of the energy management system/voyage management system/power management system of the marine vessel. The dynamic BOG model (BM) 121 enables automation of the gas solution process, energy production and consumption, and further enables a higher degree of autonomous operation on board conventional marine vessels and paves the way for energy management for autonomous marine vessels.

[0075] In an embodiment, the dynamic BOG model (BM) 121 is interfaced with the navigation system, automation system, power management system and subsystems like gas solutions, engines and generators, as shown in Fig. 1 , for example. The dynamic BOG model (BM) 121 may further be configured to receive and manage information about the health status of sub-systems directly or through the power management and automation systems. The dynamic BOG model (BM) 121 can generate tasks and/or instructions for the automation and power management systems based on route plan information, environmental information and operational characteristics of the marine vessel, such as real-time BOG rates during the route.

[0076] The dynamic BOG model (BM) 121 is arranged to receive route plan information 320 including information like weather forecasts (temperature, wind, flute height etc.), navigation information for the dedicated route, waypoint information for the dedicated route, emission restricted areas, environmental restrictions and other relevant information. The route plan information 320 may be received from the navigation system of the marine vessel system or the route plan information 320 may be generated by the control apparatus 120. The route plan information 320 may comprise at least one of the following: navigation information; target time or arrival information for the waypoint or the port, and environmental information associated to at least one route of the route plan information. The navigation information may comprise at least one of the following: destination information of the dedicated route; remaining travel time of the dedicated route; remaining distance of the dedicated route; navigation information for the dedicated route; waypoint information for the dedicated route; emission restricted area information of the dedicated route; and environmental restriction information of the dedicated route. The target time or arrival information may comprises allocated berth time for the marine vessel at a destination port, for example.

[0077] Boil-off gas (BOG) information (BOG-R) 365 associated to the dedicated route may be determined using the route plan information 320, wherein the boil-off gas (BOG) information (BOG-R) 365 comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking (BOGa) and cruising (BOGb) phases. Other reference rates (BOGc) can be also defined, for example, for loading phase and maneuvering phases.

[0078] In an embodiment, a phase of the dedicated route (and reference BOG) may be determined automatically by the control apparatus and/or the dynamic BOG model (BM) 121 . Different input data may be used for determining the phase. Table 1 shows an example dataset for determining phase of the vessel. Available inputs, such as draft, speed on ground (SOG) + acceleration on ground (AOG) may be used.

Table 1 : Example dataset illustrating different inputs used to determine phase of the vessel

[0079] Draft may be used to understand if the voyage is Laden or ballast. SOG may be used to understand if the vessel is in Laden voyage or at port, and a combination of AOG and SOG may be used in order to understand if the vessel is maneuvering.

[0080] Energy consumption information 360 associated to the dedicated route may be determined using the route plan information 320. The energy consumption information 360 relates to predicted energy consumption of at least one of the following: gas solutions of the marine vessel, HVAC load of the marine vessel, propulsion system of the marine vessel, cargo pumps and automation system of the marine vessel. The HVAC load may represent load relating to at least one of lighting, heating, ventilation, air-conditioning and fresh water generation during the dedicated voyage. Thus, HVAC load may relate to any electrical load caused by all systems on a marine vessel other than propulsion. Energy consumption information 360 may comprise planned energy consumption in relation to different tasks and health status information and availability of the vessel systems during the voyage and can be used as an input for the dynamic BOG model (BM) 121 .

[0081] In case there are constraints in the access to power or a mismatch between production and consumption of energy (consumption exceeds the possible production), the dynamic BOG model (BM) 121 can generate dynamic change proposals to the route plan information 320 made by the navigation system, for example.

[0082] In an embodiment, the dynamic BOG model (BM) 121 may be configured to automate interaction between navigational route planning and energy route planning. Such operation may include scheduling of energy consumption (use of equipment) and energy generation.

[0083] The energy consumption information 360 may be configured to be defined using also other input information than only the route plan information 320. For example, characteristics information 330, environmental information 340 or operator input 380 may be used together with the route plan information 320.

[0084] The dynamic BOG model (BM) 121 is further arranged to receive operating characteristic information (OPER) 330 representing at least one operating characteristic of the marine vessel. The operating characteristic information 330 of the marine vessel may comprise real-time boil-off gas (BOG) rates (RT-BOG) 331 through the dedicated route. The real-time rates (RT-BOG) 331 may be measured, for example, using mass flow sensors arranged to the gas system on the vessel. The operating characteristic information (OPER) 330 may also comprise at least one of the following: operation mode and status of different sub-systems; information on currently active propulsion system; status information of energy generation sub- system; and status information of energy storage sub-system, such as a battery system.

[0085] BOG can be measured by calculating the total LNG consumed for a voyage by custody transfer measurement system (CTMS) or by flow meters (onboard), for example.

[0086] CTMS systems are typically available for all LNG carriers. They are used for determining the amount of cargo loaded or discharged and they have been universally accepted with commercial relevance and are typically third-party verified. This can be used to determine BOG reference values (BOG-R) 365, for example.

[0087] Cargo consumed on the passage is calculated by using the “CTMS closing” (final volume on board at the loading terminal upon completion of loading) and “CTMS opening” (total volume upon arrival at the discharge terminal just before commencement of discharging) figures.

[0088] CTMS measures the volume of cargo in the tanks and further calculations convert the volume to weight / mass at the reference temperature. Therefore, the BOG is calculated as the difference between “CTMS closing” figure at the loading port and the “CTMS opening” figure at the discharging port.

[0089] In case of cargo discharge at several locations in a port of call, the discharged volumes have to be aggregated. In case of further discharges in other ports of call (in other words: during the subsequent voyages), the volumes discharged in these ports have to be added to the discharged volume, until new cargo is loaded.

[0090] On the ballast passage LNG carriers may maintain a comparatively small amount of LNG called “the heel” which can be used as fuel and/or for maintaining the cargo tanks in cold state ready to be loaded at the next loading port, using the same methodology as for the laden passage consumption.

[0091] In an embodiment, BOG may be determined using quantity by flow meters. This can be used, for example, for determining real-time BOG (RT-BOG) 331 information.

[0092] In an embodiment, if it is chosen to measure the BOG with flow meters, the BOG may be measured either in volume and then converted to mass using appropriate density, pressure and temperature corrections or measured directly in mass (Coriolis type flow meters), for example.

[0093] Flow meters may be installed on the BOG supply lines to the main boilers, diesel engines and the Gas Combustion Unit (GCU) as the case may be. The sum of all such flow meters determines the total BOG.

[0094] In cases where the BOG is measured via onboard volume flow meters, the method to convert volume to weight (e.g. using the composition of the cargo at load port for deriving its density and converting volume to mass) will be decided the BOG used to fuel the ship during the voyage may be determined.

[0095] LNG vapour density may be determined for onboard flow meters using standard temperature of 15°C and at vapour space conditions pvt by the following calculation based upon ideal gas laws:

Where:

Ts is the standard temperature of 288 K (15°C)

Tv is the average temperature of vapour in degrees in Kelvin

Pv is the is absolute pressure of vapour space in bar

Ps is the standard pressure of 1 .013 bar

Mm is the molecular mass of vapour mixture in [kg/k mol] (provided from industry tables or from shore)

I is the ideal gaseous molar volume at standard temperature (288 K) and standard pressure (1.013 bar) = 23.645 [m3/k mol]

Note: An accurate knowledge of the vapour composition in deriving Mm is not necessary and the deviation of saturated liquid gas vapours from the ideal gas laws may be ignored.

[0096] The amount of BOG consumed at berth may be derived by the flow meters installed on the piping supplying gas to the consumers (engines, boilers, etc.).

[0097] However, for the consumption in ports, the CTMS (opening and closing) might not in all cases reveal the full picture. Therefore, flow meters are an alternative for port consumption. In particular, the shore meters of the Vapour Return line are useful to mention as they are accurate and typically verified by a specialized 3rd party.

[0098] In an embodiment, real-time boil-off gas (BOG) rates (RT-BOG) 331 may be determined by a direct measurement. There may be a mass flow meter of how much BOG has been turned into LNG from the liquefaction unit.

[0099] In an embodiment, real-time boil-off gas (BOG) rates (RT-BOG) 331 may be determined by an indirect measurement. BOG rates 331 may be determined based on liquefaction unit’s power usage to estimate the BOG that is turned into LNG. Another option is to determine BOG using tank weight.

[00100] In an embodiment, real-time boil-off gas (BOG) rates (RT-BOG) 331 may be determined automatically by the control apparatus and/or the dynamic BOG model (BM) 121. Different input data may be used for determining the real-time boil-off gas (BOG) rates (RT-BOG) 331. Table 2 shows an example dataset for determining the real-time boil-off gas (BOG) rates (RT-BOG) 331. Available inputs, such as mass flow rate at reliquefaction unit, power used by the reliquefaction unit (PWR-R), mass of the tank and weather, may be used.

Table 2: Example dataset illustrating different inputs used to determine real-time boil- off gas (BOG) rates (RT-BOG)

[00101] The operating characteristic information (OPER) 330 may comprise parameters for the model (BM) 121 , such as at least one of the following:

Battery_ref_kW, this is the load that the battery should cover according to the EMS logic.

Charge_current_limit, this is a parameter coming from a loop that permits to figure out what is the maximum charge current according to the size of the battery. Discharge current limit, this is a parameter coming from a loop that permits to figure out what is the maximum discharge current according to the size of the battery.

Battery_V, this represents the voltage of the battery coming from a loop. Bat_A, this is the current that the battery gives or receives.

SOC_pph, this is the state of charge of the battery in percentage.

Bat_kW, this is the load that the battery provides in order to follow the request coming from EMS.

Bat_losses_kW, this is the losses in the battery.

Enginejoad, this is the sum of the "Load_meas_kW" of the engines, coming from the engines blocks

SOC_bat, this is the state of charge coming from the battery block.

Failure, with this parameter we can choose to make an engine fall down through a simple switch port within the block at the top left.

Mean_profile_load, this is the external load without the high frequency variations.

Externaljoad, this is a mission profile that has been provided to us.

Load_eng, this is the load needed from each engine according to the logic of the EMS. These parameters are connected with the engines block input.

Eng run, according to the EMS there will be some engines actives and others not actives, defining them with this parameter. Even these parameters are connected directly with the engines block input.

Batjoad, this parameter is the load needed from the battery according with the EMS and it is directly connected with the battery.

[00102] The dynamic BOG model (BM) 121 may further be arranged to receive environmental information 340 separate or in addition to possible environmental information included in the route plan information 320. The environmental information 340 may represent at least one current environmental characteristic of the marine vessel, such as weather information; wind information; air pressure information; ice information; wave height, frequency or direction information; tidal data; current information; and roll or pitch information. [00103] In an embodiment, the control apparatus 120 is configured to schedule gas solutions related operations, such as reliquefication process that may use seawater as coolant in heat exchangers, energy consumption operations, energy generation operations or energy storage operations using a determined task automatically based on the dynamic BOG model (BM) 121 .

[00104] For example, the route planning system may carry out following procedures: A) Calculate and balance to what degree a route deviation will benefit the overall economy. B) Generate an operational plan for when to run the LPG processing system (such as reliquefication) during the planned route. C) If the preferred port arrival time is known, calculate the optimal speed profile including staying longer in cold waters and avoiding waiting time in warm waters. Additionally, the system may collect real operating data, compare it with the original BOG prediction/recommendation, and automatically improve the recommendation for later voyages operated by BM 121 .

[00105] In an embodiment, the automation of the marine vessel automation system 350 may further be configured to control at least one of the following: power management system of the marine vessel and navigation system of the marine vessel. The automation element may be configured to control, for example, power management system of the marine vessel for at least one of the following: determining a first amount of boil-off gas (BOG) to be used as fuel for a vessel engine during the dedicated route; scheduling the first amount of boil-off gas (BOG) to be used for operating a genset driven by the vessel engine for generating electrical energy; control usage of the generated electrical energy; and controlling usage of the generated electrical energy for at least one of the following: propulsion unit(s); charging energy storage; cargo pump(s); compressor(s); expander(s); and HVAC unit(s).

[00106] In an embodiment, the automation of the marine vessel automation system 350 may further be configured to determine a second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model and the first amount of boil-off gas (BOG). The automation element may be configured to control, for example, reliquefication of the second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model.

[00107] The automation element may also be configured to control, for example, power management system of the marine vessel for schedule for changing operating modes of combustion engine(s) or other power sources (in so far, these operating modes influence efficiency of the power generation, for example).

[00108] In an embodiment, if there has not been identified any violations of possible constraints, the dynamic BOG model (BM) 121 may generate energy voyage plan (EVP) 370 and utilize the energy voyage plan (EVP) 370 for determining control tasks relating to gas solutions systems, energy production, energy consumption or energy storage within the marine vessel automatically based on the dynamic BOG model (BM) 121.

[00109] While cruising and performing transit during the voyage, the dynamic BOG model (BM) 121 maintains a dynamic and up-to-date situational awareness in relation to the executed route (navigation) and energy route plan and the continued health status from all energy consumers and producers. If the situation changes and a system changes health status, the dynamic BOG model (BM) 121 may be configured to update the energy voyage plan 370 including tasks and automatically notifying the navigation system to allow the navigation system to modify the route plan information accordingly.

[00110] Because the dynamic BOG model (BM) 121 has access to information about optimal operation conditions of the sub-systems, the model can help to avoid stressing engines, generators and other subsystems, as the safety limit parameters are known to the dynamic BOG model (BM) 121. An operating mode may be used wherein only confirmed request from the operator is needed, and the dynamic BOG model (BM) 121 may allow running sub-systems outside the optimal operation conditions.

[00111 ] The energy voyage plan 370 information can be provided in a first mode as a schedule made available to the engineers to follow. The engineers may perform the scheduled tasks for the automation system 350 based on the energy voyage plan 370. In a second mode, the energy voyage plan 370 may be embedded in the main display of the engine control room and the power management system, for example. The automation system may be further configured to provide an integrated guidance tool to prompt the operator when a task should take place and by acknowledgement from the operator enable and perform the task and end the task when performed. A third mode allows a fully automated solution, where the operator may only be informed about the energy voyage plan 370 or the tasks determined by the dynamic BOG model (BM) 121. Optionally, current status of the model and next steps may be informed to the operator but the dynamic BOG model (BM) 121 is configured to control automation elements automatically. In such embodiment the energy voyage plan 370 may be optional.

[00112] It is possible to override the dynamic BOG model (BM) 121 by changing it to standby mode and allowing a manual operation of the power management and automation systems and the sub-systems. At the third mode, the dynamic BOG model (BM) 121 can operate autonomously together with the navigation system and all the sub-systems. Instead of notifying the operator, the dynamic BOG model (BM) 121 may log (e.g. using the energy voyage plan 370) the activities and events and will only request assistance from the mission controller or a human operator in case the dynamic BOG model (BM) 121 is facing a situation it cannot handle or it is not available for operation.

[00113] In an embodiment, the energy voyage plan 370 may also comprise automatic information being sent to port authority system for approaching arrival. The information being sent may relate to, for example, estimate of LPG, water, power and/or energy required while staying at berth. By doing that the harbor authorities can make a better estimate how much LPG, water and electricity they need to buy on the spot market for the vessel about to be docked.

[00114] The dynamic BOG model (BM) 121 is configured to control sub-systems and fuel operations via the automation and power management systems and the dynamic BOG model (BM) 121 can e.g. automatically negotiate the planned route with the navigation system based on the availability of energy producers and their health status (able to operate 0-100%), gas solutions sub-systems, energy (battery) storage, environmental information, and the planned energy consumption in relation to ship operation, time and ship position, for example.

[00115] In an embodiment, the dynamic BOG model (BM) 121 is configured to receive input from an operator (USR) 380 either on-board the vessel or remote at other vessel or ground station, for example. In certain pre-defined operating modes or tasks, it may be required that operator acknowledgement is received from the operator (USR) 380 for the determined task the dynamic BOG model (BM) 121 before controlling an automation element of the marine vessel based on the determined task in response to the received operator acknowledgement.

[00116] In an embodiment, in autonomous vessel operation mode, automatic route planning may be executed to provide the route plan information 320 for a safe and optimized route taking into account planned destination and ETA, up to date chart data from the ECDIS, draft of the vessel, predicted environmental conditions (ocean current, wind and sea state) as well as status information's from the gas system and real-time BOG rate, power, energy storage and propulsion plant. Furthermore, a contingency plan to stop the vessel safely in case of emergency is generated along the route for every leg or even leg segment, for example. The approval mechanisms of the route plan 320 may vary depending on autonomy level in use, authority rule sets and customer specifications. Once the route plan is activated and being executed by the Integrated Navigation / DP System (Trackpilot, Speedpilot, DP), the control system is permanently monitoring and adapting the route execution with regards to track- and schedule keeping) if necessary. Reasons for adaptation can be, for example: new destination and/or new ETA, differences between predicted and real environmental conditions, collision avoidance maneuvers, and unexpected changes in the propulsion / power plant (i.e. unforeseen equipment failure).

[00117] In an embodiment, the route plan information 320 comprises at least one of the following: navigation information for a waypoint or a port; target time or arrival information for the waypoint or the port; and environmental information associated to at least one route of the route plan information.

[00118] In an embodiment, an operational plan 370 may be determined comprising tasks to control at least one of the following: time and location to run gas solution system related processes along a route of the route plan information; and time and location to control electrical energy generated by the genset along a route of the route plan information.

[00119] In an embodiment, the dynamic BOG model 121 may determine arrival time for a waypoint based on the route plan information; optimal speed profile for the marine vessel to optimize BOG generation for genset electrical energy generation; and adjusting the route plan information 320 using the optimal speed profile. Warmer waters may increase generation of BOG compared staying at colder waters.

[00120] In an embodiment, environmental information may be determined and associated with the route plan information, dynamic boil-off gas (BOG) model 121 may be generated using the environmental information, the route plan information and the boil-off gas (BOG) information, and further adjusting the route plan information based on the dynamic boil-off gas (BOG) model 121.

[00121] Furthermore, the BOG model 121 may be configured for receiving actual operating data; comparing the actual operating data with predicted data generated by the BOG model 121 to provide error data; and adjusting the BOG model 121 based on the error data.

[00122] In an embodiment, the dynamic BOG model 121 may be updated in realtime based on the route plan information, the energy consumption information and the characteristic information such as real-time BOG. Scheduling of energy consumption or energy generation relating the route plan information may be automatically arranged based on the dynamic BOG model 121. The scheduling may be based on the dynamic BOG model generated using at least one of the following: emission restricted area information of a dedicated route; and environmental restriction information of a dedicated route.

[00123] Not all elements in Fig. 3 are mandatory for embodiments. At simplest form, route information 320, reference BOG values 365, BOG model 121 and realtime BOG rate 331 are enough. Other elements may be optionally included.

[00124] Figs. 4a-4b show schematic pictures of systems 400, 450 according to example embodiments. [00125] In Fig. 4a, a marine vessel system 400 comprises a control apparatus 120 with a dynamic boil-off gas (BOG) model (BM) 121 for controlling automated boil-off gas (BOG) management system 405 of the marine vessel.

[00126] The control apparatus 120 is capable of downloading and locally executing software program code. The software program code may be a client application of a service whose possible server application is running on a server apparatus of the system 400. The control apparatus 120 may comprise a capturing device, such a sensor device, for providing vessel related signals and data. The sensor device may comprise a mass-flow meter for BOG, an accelerometer, an inclinometer, a gyroscope, a wind sensor, a positioning sensor, a temperature sensor, a pressure sensor, or a camera, for example. The camera may also be used to provide video data and a microphone may be used for providing audio data, for example. The sensor device may also provide environmental signals and data.

[00127] In an embodiment, in a system 400, there are at least one LNG-fueled Genset (ENG+G) 420-421 , connected via Gas Valve Unit (V) 416 to a Fuel Gas Supply System (FGSS) 413. The Fuel Gas Supply System (FGSS) 413 may receive both Natural BOG 412 and Forced BOG 41 1 from the LNG tank 410 to be processed. The Genset(s) (ENG+G) 420-421 generate electrical energy to common bus 422 that can power propulsion systems 424 via converters 423, as well as other loads 426 and cargo pumps 425, for example. The system 400 also comprises energy storage 427 such as a battery pack connected to the common bus 422 via an inverter 428. All the elements of the system 400 can be controlled based on the BOG model 121 to determine how much BOG 411 -412 is generated and how the available BOG 411 -412 is used in different energy consumption sub-systems, loads and energy storages. The automated boil-off gas (BOG) management system 405 may also comprise a Gas Combustion Unit 415 for burning second amount of BOG 414, such as Excess BOG that is not used as fuel for LNG-fueled Genset(s) (ENG+G) 420-421. Instead or alternative to the unit 415, a reliquefication plant may be used to reliquefy at least part of the second amount of BOG 414 (Excess BOG) back to LNG into the tank 410. [00128] In Fig. 4b, a marine vessel system 450 comprises a control apparatus 120 with a dynamic boil-off gas (BOG) model (BM) 121 for controlling automated boil-off gas (BOG) management system 406 of the marine vessel.

[00129] In an embodiment, a marine vessel control apparatus 120 is configured to determine route plan information of the marine vessel for a dedicated route, determine boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases, generate dynamic boil-off gas (BOG) model (BM) 121 using the route plan information and the boil-off gas (BOG) information, determine real-time boil-off gas (BOG) rates through the dedicated route, and automatically control boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model (BM) 121.

[00130] In an embodiment, a first amount of boil-off gas (BOG) 417 is determined to be used as fuel for a vessel engine (ENG) 420, 460, 462 during the dedicated route. The first amount of boil-off gas (BOG) 417 is configured to be used for operating a genset (G) 421 driven by the vessel engine (ENG) 420. The genset may have at least one generator which serves for generating electrical energy for a common bus 422. The dynamic boil-off gas (BOG) model (BM) 121 may be configured to control usage of the generated electrical energy. The first amount of boil-off gas (BOG) 417 may be determined by the dynamic boil-off gas (BOG) model (BM) 121 , based on reference BOG information (see Fig. 3), route information (see Fig. 3) , real-time BOG (see Fig. 3) or any of their combination, for example.

[00131] The generated electrical energy of the common bus 422 may be used, for example, for at least one of the following: propulsion unit(s) 424, charging energy storage 427; cargo pump(s) 425; or other loads 426, such as compressor(s); expander(s); and HVAC unit(s). Furthermore, first amount of BOG 417 may also be used as fuel for at least one engine 462 to provide power for propulsion system 464 via a powertrain 463.

[00132] In an embodiment, the dynamic boil-off gas (BOG) model (BM) 121 .is configured to determine a second amount of boil-off gas (BOG) 414, 418 using the dynamic boil-off gas (BOG) model (BM) 121 and the first amount of boil-off gas (BOG) 417. Reliquefication 452 of the second amount of boil-off gas (BOG) 414, 418 may be controlled using the dynamic boil-off gas (BOG) model (BM) 121.

[00133] In an embodiment, in a system 450, there are at least one main engine (ENG) 462 using at least one of LNG and/or fuel oil (FO) as fuel to provide power for propulsion system 464 via a powertrain 463, at least one LNG-fuelled Auxiliary Genset (AUX+G) 460-461 connected to a Fuel Gas Supply System 413 via a valve 416. The Fuel Gas Supply System (FGSS) 413 may receive both Natural BOG 412 and Forced BOG 411 from the LNG tank 410 to be processed. A valve unit 453 may be used to provide either FO or LNG as fuel for the engine(s) (ENG) 462. A reliquefication plant 452 processes controlled part of the BOG back to LNG tank 410. A fuel oil (FO) tank 451 provides fuel for engines (ENG) 462 using FO. The Genset(s) (AUX+G) 460-461 generate electrical energy to common bus 422 that can power external loads, reliquefication plant 452 and cargo pumps, for example. The system 450 also comprises energy storage 427 such as a battery pack connected to the common bus 422 via an inverter 428. All the elements of the system 450 can be controlled based on the BOG model 121 to determine how much BOG is generated and how the available BOG is used in different energy consumption sub-systems, loads and energy storages. Not all valves, converters and inverters are shown in Fig. 4b for simplicity.

[00134] LNG vessels carry liquefied gas within insulated tanks in order to preserve the liquid state as long as the time the ship is sailing. Heat flux from the surroundings increases the temperature inside the tank leading to the evaporation of a certain amount of LNG. This gaseous portion is known as boil-off gas (BOG). Gas formation increases the tank pressure and it requires proper actions to be handled. Different options for actions can be for example following.

[00135] First option is that extraction of gas from the tank to be burnt into a flare system. This solution is the worst both from efficiency point of view and as far as costs are concerned.

[00136] Second option is that extraction of gas from the tank to be re-liquefied and recirculated to the tank by suitable on-board systems. This solution reduces the loss of gas and it ensures savings in terms of emissions. In addition it has high efficiency. Nevertheless, re-liquefaction process is complicated. It requires a large number of components to be installed on board and the capital cost is high. Furthermore, the design of the re-liquefaction system is extremely sensitive to BOG conditions variations. The high efficiency and high investment cost make this solution suitable for large land based liquefaction plants.

[00137] Third option is that extraction of gas from the tank to be exploited as fuel for vessel engines. This solution allows proper usage for boil-off gas and it does not require high capital costs. It ensures cost saving and emissions reduction since engines can be fed directly with gas. Nevertheless, proper evaluation about technical aspects such as gas availability and engines fuel consumption have to be performed as disclosed in various embodiments.

[00138] As a matter of fact, the boil-off rate on a LNG carrier can vary significantly depending on many factors. These include weather conditions, sea states, ambient temperature, shipboard operations, vessel operations, etc. Therefore, over the course of the voyage, the temperature and pressure of the BOG can vary significantly and BOG composition can also change from voyage to voyage, even.

[00139] Generation of the dynamic BOG model 121 enables controlling BOG usage, and also developing an Energy Voyage Plan (EVP) (see e.g. Fig. 3) based on the simulation of vessel mission phases. This way BOG availability over the voyage time can be better exploited in order to enhance vessel operating strategy.

[00140] In an embodiment, BOG model (BM) 121 may utilize reference BOG information (see 365 in Fig. 3) that comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases, for example.

[00141] This paves the way towards the development of a computer-implemented methodology for on board management of boil-off gas production. Basic principle is automatically define an operating strategy for the vessel based on BOG generation rates according to planned route. The BOG model 121 can be exploited in order to test different operating strategies for handling real vessel operating profiles in order to define an energy management system that automatically control on board BOG usage.

[00142] In an embodiment, the reference BOG information (see 365 in Fig. 3) that comprises reference boil-off gas (BOG) rates for different phases of the dedicated route may be generated based on history real-time data collection or testing from different vessel installations (engine/reliquefication/battery/route/weather etc.). Also, simulations and digital twins can be used to provide the reference data for the BOG model 121 .

[00143] In an embodiment, integration of batteries onboard may rise different challenges for operating strategy definition.

[00144] Typically, large vessels are equipped with multiple engines. They can be grouped between main engines, for propulsion requirements, and auxiliary engines, for external load requests as illustrated in system 410 of Fig. 4b. One solution is to integrate auxiliary gensets of a LNG vessel with a battery pack. In such layout charging of the storage system is ensured by auxiliary engines. These generators can be fed with BOG whenever it is available.

[00145] The dynamic BOG model (BM) 121 enables the real-time analysis of correlations between BOG availability and battery state of charge over the vessel planned route. The BOG model 121 allows controlling different scenarios with different targets like:

A) Load profile optimisation for auxiliary engines relying on battery pack power availability.

B) Minimisation of auxiliary gensets running hours exploiting battery pack as much as possible.

C) Identification of optimal operating strategy for battery pack according to BOG availability and vessel needs during planned route.

[00146] Above scenarios are just examples of a computer-implemented BOG model 121 for optimal control strategy of auxiliary gensets as well as battery state of charge. Proposed approach could be based on LNG tank pressure. As a matter of fact, this parameter reflects BOG availability on board. By setting a suitable threshold on pressure level in the tank, it is possible to optimise charging strategy for battery pack over planned route.

[00147] Seawater temperature changes depending on different areas and time. The temperature of the ocean, especially the surface, varies from place to place and from season to season. Ocean temperature depends on the amount of solar energy absorbed. The amount of sunlight that hits the temperate regions (between the tropics and the poles) varies between summer and winter. The variation in solar energy absorbed means that the ocean surface can vary in temperature from a warm 30°C in the tropics to a very cold -2°C near the poles.

[00148] Seawater temperature changes diurnally, like the air above it, but to a lesser degree. There is less seawater temperature variation on breezy days than on calm days. In addition, ocean currents such as the Atlantic Multidecadal Oscillation (AMO), can affect seawater temperature on multi-decadal time scales, a major impact results from the global thermohaline circulation, which affects average seawater temperature significantly throughout most of the world's oceans.

[00149] Coastal seawater temperature can cause offshore winds to generate upwelling, which can significantly cool or warm nearby landmasses, but shallower waters over a continental shelf are often warmer. Onshore winds can cause a considerable warm-up even in areas where upwelling is fairly constant, such as the northwest coast of South America.

[00150] In an embodiment, between waypoints or ports, the marine vessel may choose different routes over sea and depending on the route there may be a plurality of areas or regions with different seawater temperatures. The marine vessel route may be optimized using the BOG model 121 so that the vessel stays longer periods on areas with cooler seawater to improve energy efficiency for LPG reliquefaction process, for example. Cooler water used in heat exchangers improve the efficiency. The vessel may even park and wait on cooler areas if there is no free berth slot in next port.

[00151] In an embodiment, the control apparatus 120 may be operated in an autonomous mode, wherein the control apparatus 120 operates the BOG model 121 to autonomously control the marine vessel to follow and execute precise energy plan on the voyage between ports.

[00152] The transit operation between ports and the automated energy management operation may be performed using separate control modes. Alternatively, they may be combined as a single mode.

[00153] In the present description, by marine vessel are meant any kinds of waterborne vessels, typically marine vessels. Most typically the marine vessel is a ferry, a cargo ship or large cruise vessel operating with LPG, but the present disclosure is also applicable for yachts, for example.

[00154] The control apparatus 120 is configured to be connectable to a public network, such as Internet, directly via local connection or via a wireless communication network over a wireless connection. The wireless connection may comprise a mobile cellular network, a satellite network or a wireless local area network (WLAN), for example.

[00155] The wireless communication network may be connected to a public data communication network, for example the Internet, over a data connection. The apparatus 120 may be configured to be connectable to the public data communication network, for example the Internet, directly over a data connection that may comprise a fixed or wireless mobile broadband access. The wireless communication network may be connected to a server apparatus of the system 400, over a data connection.

[00156] In an embodiment, the control apparatus 120 may set up local connections within the marine vessel system 400-410 with at least one capturing device and at least one automation device. The capturing device, such as a sensor, may be integrated to the apparatus 120, attached to the hull of the vessel and connected to the vessel control system or arranged as separate sensor device and connectable to the network over separate connection.

[00157] The apparatus 120 and its client application may be configured to log into a vessel data service run on a server, for example. The server apparatus may be used to maintain any data, such as receiving route plan information of the marine vessel for the dedicated route, reference BOG information, environmental information such as temperature, energy consumption information associated to the dedicated route, characteristic information representing at least one operating characteristic of the marine vessel, dynamic energy management model related data, or task related information, for example.

[00158] In an embodiment, real-time interaction may be provided between the apparatus 120 and the server to collaborate for dynamic energy management model related data over a network.

[00159] In an embodiment, a service web application may be used for configuration of a system. The service web application may be run on any user device, admin device, or a remote-control device, such as a personal computer connected to a public data network, such as Internet, for example. The control apparatus may also be connected locally to the apparatus 120 over a local connection and may utilize the network connections of the apparatus 120 for configuration purposes. The service web application of the control apparatus may provide searching/adding instruments, determining attributes, device setup and configuration, for example. The service web application of the control apparatus 460 may be a general configuration tool for tasks being too complex to be performed on the user interface of the apparatus 120, for example.

[00160] In an embodiment, precondition for an automatic route planning is the availability and the meaningful incorporation of all relevant data for an intended voyage. At least the following items must be considered: 1 ) the condition and state of the vessel, its stability, any operational limitations; its permissible draught at sea in fairways and in ports; its maneuvering data, including any restrictions; 2) up-to-date ECDIS charts to be used for the intended voyage, as well as any relevant permanent or temporary notices to mariners and existing radio navigational warnings; 3) seawater characteristics, climatological, hydrographical, and oceanographic data as well as other appropriate meteorological information; 4) existing ships' routing and reporting systems, vessel traffic services, and marine environmental protection measures; 5) status of gas (e.g. LPG) power plant, in particular the reliquefaction sub-system, maximum available propulsion power over the time of executing the voyage, energy consumption information associated with the voyage; and 6) volume of traffic likely to be encountered throughout the voyage.

[00161] The input for an automatic route plan may come from a Remote Control Centre (RCC), the Remote Operation Centre (ROC) or the Fleet Operation Centre (FOC), depending on the level of autonomy. A mission manager process may receive the order and provide it to the route planning and execution process of the apparatus 120. The mission order contains at least destination port and planned arrival time. Additional parameters i.e. driven by cargo (avoiding of areas with predicted sea state above a certain level) can be part of it. Based on input from 1 ) and 2) above and defined safety precautions / margins (i.e. safety corridor) an automatic routing algorithm will find in the first instance a geometrically optimal route from A to B. Geometric adaptations as well as the generation of the schedule by means of considering information's from 3), 5) and 6) will be performed by an optimization engine afterwards.

[00162] In an embodiment, the voyage plan (e.g. information 320 in Fig. 3) finally consists of the following information: waypoint sequence incl. planned radius from berth to berth; route corridor around the route; additional information for harbor and docking maneuvering with regards to pivot points, max. speed per leg (speed limits) as well as planned trajectory of planned RPM (rotational speed), planned schedule (arrival) at every waypoint, an energy optimization plan for each leg (e.g. save "parking" position or area for optimal seawater temperature), and required reporting points which have to trigger a system performing automatic reporting. After approval of the voyage plan (depending on the autonomy level to be carried out by RCC, ROC or FOC) the voyage plan may be made public for the fleet as well as for public use, e.g. a maritime cloud.

[00163] After activation of the planned route the relevant subsystems of the control apparatus 120 (Track Control, Speed Control and DP) will perform the automatic route execution. In case relevant changes of input data described under 3) and 5), new planned arrival time or extensive collision avoidance maneuvers apply, a recalculation of the route (geometry) and schedule (rpm trajectory) will be triggered. The adapted voyage plan will be reported as described and the adapted route will be executed. The route planning and execution system should provide permanent input for the Electronic Logbook. Beside logging of standard navigation data, the active voyage plan as well as deviations from route and schedule must be logged at least. Furthermore, all reasons for voyage plan adaptation need to be recorded. During passing of defined reporting points of a voyage an internal reporting system will be triggered.

[00164] In an embodiment, an engine 420, 460, 462 is configured to be operated in selected engine run mode of Idle mode, Load mode, and Speed mode.

[00165] Fig. 5 shows a flow diagram showing operations in accordance with an example embodiment of the invention.

[00166] In step 500, the computer-implemented method for automated boil-off gas (BOG) management of a marine vessel, is started. In step 510, route plan information of the marine vessel for a dedicated route is determined. In step 520, boil-off gas (BOG) information associated to the dedicated route is determined using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil- off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases. In step 530, dynamic boil-off gas (BOG) model is generated using the route plan information and the boil-off gas (BOG) information. In step 540, real-time boil-off gas (BOG) rates are determined through the dedicated route. In step 550, boil-off gas (BOG) usage in vessel energy management is automatically controlled based on the dynamic boil-off gas (BOG) model and the realtime boil-off gas (BOG) rates. The method is ended in step 560.

[00167] Various embodiments have been presented. It should be appreciated that in this document, words comprise, include and contain are each used as open-ended expressions with no intended exclusivity. If desired, the different functions discussed herein may be performed in a different order and/or concurrently with each other. Furthermore, if desired, one or more of the above-described functions may be optional or may be combined. Although various aspects of the invention are set out in the independent claims, other aspects of the invention comprise other combinations of features from the described embodiments and/or the dependent claims with the features of the independent claims, and not solely the combinations explicitly set out in the claims.

[00168] Without in any way limiting the scope, interpretation, or application of the claims appearing below, a technical effect of one or more of the example embodiments disclosed herein is improved method and apparatus for automated marine vessel energy management. Another technical effect of one or more of the example embodiments disclosed herein is improved method and apparatus for autonomous marine vessel control.

[00169] Another technical effect of one or more of the example embodiments disclosed herein is that it enables performing the marine vessel energy production/consumption or energy storage related tasks automatically in the safest and most efficient way possible. Optionally, while the operator may have oversight, the BOG model based automation may be principally handled by software in autonomous mode.

[00170] Another technical effect of one or more of the example embodiments disclosed herein is that safety is improved since there is less likelihood of human error, less wear and tear since the energy management related devices and systems are efficiently utilized, and greater efficiency that allows reduced operating costs.

[00171] Although various aspects of the invention are set out in the independent claims, other aspects of the invention comprise other combinations of features from the described embodiments and/or the dependent claims with the features of the independent claims, and not solely the combinations explicitly set out in the claims.

[00172] It is also noted herein that while the foregoing describes example embodiments of the invention, these descriptions should not be viewed in a limiting sense. Rather, there are several variations and modifications, which may be made without departing from the scope of the present invention as defined in the appended claims.

Claims

38 CLAIMS

1 . Computer-implemented method for automated boil-off gas (BOG) management of a marine vessel, the method comprising: determining route plan information of the marine vessel for a dedicated route; determining boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generating dynamic boil-off gas (BOG) model using the route plan information and the boil-off gas (BOG) information; determining real-time boil-off gas (BOG) rates through the dedicated route; and automatically controlling boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model and the real-time boil- off gas (BOG) rates.

2. The method of claim 1 , further comprising: determining a first amount of boil-off gas (BOG) to be used as fuel for a vessel engine during the dedicated route.

3. The method of claim 2, wherein the first amount of boil-off gas (BOG) is configured to be used for operating a genset driven by the vessel engine.

4. The method of claim 3, wherein the genset having at least one generator which serves for generating electrical energy.

5. The method of claim 4, wherein the dynamic boil-off gas (BOG) model is configured to control usage of the generated electrical energy.

6. The method of claim 5, wherein the generated electrical energy is used for at least one of the following: 39 propulsion unit(s); charging energy storage; cargo pump(s); compressor(s); expander(s); and

HVAC unit(s).

7. The method of claim 2, further comprising: determining a second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model and the first amount of boil-off gas (BOG).

8. The method of claim 7 , further comprising: controlling reliquefication of the second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model.

9. The method of claim 7 , further comprising: controlling burning of the second amount of boil-off gas (BOG) using the dynamic boil-off gas (BOG) model.

10. The method of any claim 1 to 9, further comprising: determining environmental information associated with the route plan information; generating dynamic boil-off gas (BOG) model using the environmental information, the route plan information and the boil-off gas (BOG) information; and adjusting the route plan information based on the dynamic boil-off gas (BOG) model.

11. The method of any claim 1 to 10, wherein the route plan information comprises at least one of the following: navigation information for a waypoint or a port; target time or arrival information for the waypoint or the port; and 40 environmental information associated to at least one route of the route plan information.

12. The method of claim 11 , wherein the navigation information comprises at least one of the following: destination information; remaining travel time information; remaining distance information; waypoint information; emission restricted area information; and environmental restriction information.

13. The method of claim 11 , wherein the target time or arrival information comprises allocated berth time for the marine vessel at a destination port.

14. The method of any claim 11 , wherein the environmental information comprises at least one of the following: weather information; wind information; air pressure information; ice information; wave height, frequency or direction information; tidal data; and current information.

15. A marine vessel control apparatus, comprising: a communication interface for transceiving data; at least one processor; and at least one memory including computer program code; the at least one memory and the computer program code configured to, with the at least one processor, cause the apparatus to: determine route plan information of the marine vessel for a dedicated route; determine boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generate dynamic boil-off gas (BOG) model using the route plan information and the boil-off gas (BOG) information; determine real-time boil-off gas (BOG) rates through the dedicated route; and automatically control boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model.

16. A computer program embodied on a computer readable medium comprising computer executable program code, which code, when executed by at least one processor of an apparatus, causes the apparatus to: determine route plan information of the marine vessel for a dedicated route; determine boil-off gas (BOG) information associated to the dedicated route using the route plan information, wherein the boil-off gas (BOG) information comprises reference boil-off gas (BOG) rates for different phases of the dedicated route including at least docking and cruising phases; generate dynamic boil-off gas (BOG) model using the route plan information and the boil-off gas (BOG) information; determine real-time boil-off gas (BOG) rates through the dedicated route; and automatically control boil-off gas (BOG) usage in vessel energy management based on the dynamic boil-off gas (BOG) model.