Installation and method for total management of ships

[0012] Figure 1 shows schematically how the mobile communication platform 16 is installed on each equipped vessel. The embodiment consists of a central unit 1 with all necessary outputs and inputs (interfaces), wherein there is the possibility that the central unit 1 can be networked with some expansion modules 3 when required. In this way, the expansion modules 3 can for example be constructed as intelligent interfaces to connect to onboard systems so that active marine components such as the rudder and hydraulic components can be controlled with these intelligent interfaces. The second most important element of the communication platform 16 is the control panel 2 consisting of an LCD touch screen 13, a rotary head and input keys. The yacht captain communicates mainly through the control panel 2 which displays all the information on the screen 13 . In addition to this, the control panel 2 is also used for communication, wherein the yacht captain can enter data via a touch screen and input keys or via a connectable computer mouse. By connecting such as photos and cameras, telephones, etc., a complete multimedia station (e-mail, SMS, MMS, video telephony, etc.) is created. The central unit 1 can be connected to measurement sensors 8 and marine equipment 9, radar 11 or also with an external laptop 10 to all common interfaces (such as USB, serial, Ethernet, NMEA, CAN, etc.). The central unit 1 processes the available data and displays these on the display screen 13 of the control panel 2 . It is very important that they comprise different custom software modules 6 which, on the one hand, need to process the data available from the peripherals, and on the other hand ensure complete communication with the control panel 2 and via GSM, marine radio or satellite. Communications Complete communications with service contact centres on land. The central unit 1 prepares the necessary interfaces to connect various antennas 4 (such as GPS, VHF, ultrashort wave, Iridium network, Inmarsat C satellite communication equipment, marine radio, etc.). In addition, the central unit 1 is connected to the power supply unit 5 and to the alarm unit 7 to which it belongs. Alarm units are used for monitoring of systems and electronic circuits.

[0013] All components used for system operation are shown schematically in FIG. 2 . The onboard communication platform 16 is composed of a mobile central unit 1 and a control panel 2, and maintains contact with the remote contact center 15 on land through GSM 19, marine radio and satellite communication 18. The contact centre 15 consists of one or more service stations (call centres) 21 where employees receive, send and process questions, requests and problems from yacht captains at sea around the clock. Also, if all ships are in constant contact with the contact center, fleet management can also be done by that center. Preferably, several call centers 21 distributed around the earth are operated so that at least one can operate during the day. All important data for the fleet is received here and can be managed centrally in one place. Since ship-related data is transmitted all the time by systems installed on each ship in the fleet, the aggregated data provides fleet managers with important decision-making assistance as to when and what jobs are on hold on which ships. The method is implemented by the logic operation of the mobile communication platform 16 formed by the central unit 1 , the software modules 6 and the control panel 2 installed thereon, and the stationary contact center 15 constituted by the server 14 , the database, the software modules and the call center 21 . Another important part of the method is that the different ships of the fleet can communicate with each other via GSM, radio or satellite, which is useful for example when several ships of one charterer are sailing across the Atlantic in unison. Therefore, all participants are always aware of the status and location of other ships, and their crew's decisions, information and advice can be exchanged with each other at all times. Also, the fleet manager in the onshore contact centre has the relevant data and the position of each of his boats participating in the regatta. He was able to transmit important information to all ships together at the same time.

[0014] Professional suppliers of charter yachts as well as charter customers require different additional data and other information than those already mentioned for active fleet management and remote maintenance of yachts or their direct operation at sea. These are obtained by means of the apparatus shown schematically in its entirety in Figure 2 and the communication box 16 installed on each ship, which consists of a central fixed service station 15 with a server 14 and corresponding software, using the communication box 16 Round-the-clock two-way data transfer via marine radio, GSM and satellite communications. The central unit 1 (interface) with control panel 2 (LCD display 13 with input functions via buttons and via touch screen) is connected to different Technology detection sensors 8 , ship electronics 9 and different transmit and receive antennas 4 (VHF, UHF, GPS, Inmarsat, etc.) and contain different software applications 6 . The result is a central communication unit 16 and enables the supplier to know the current location of all his ships at all times, whether they are currently being serviced in port, at sea or in a shipyard on land. The central unit 1 and the associated control panel 2 are all-in-one devices capable of allowing retrieval of all existing data for storage, analysis, calculation and graphical display. Such data are not limited to ship-related data, on the contrary, not only the data prepared by the service station 15 (contact center 21/server 14), but in principle all data materials displayed on the Internet can be accessed via GSM, marine radio station or satellite. The connection to the Internet of course also enables the use of services such as e-mail, multimedia, video telephony, SMS, MMS, MP3, etc. The supplier or crew can retrieve and display all relevant technical data via sensors 8 connected to the central unit 1 on board. These data may be, for example, remote sensing data such as the position, sailing and direction of the vessel, weather data such as air and water temperature, humidity, barometer readings and forecasts, wind speed and direction, data for fuel inventories and other project specific information, Data on fresh water stocks, state of charge of batteries, data on electricity supply, data on type and area of ​​voyage, sea depth, ship heeling, etc. Of course, the communication with the vessel or the crew can also take place at any time, this can be via email/Internet, GSM and satellite phone or via marine radio, depending on the position of the yacht at sea - this of course also applies to the crew at sea Reverse communication with land service station. The transmission of multimedia data (pictures, images and sounds) can also be carried out bidirectionally between the base station and the yacht without any problems with the device.

[0015] For the charter provider or the owner of the fleet, it is possible to ensure the data transmission between the ship 17 and the central server 14 through the mobile communication box 16 and the corresponding sensors 8 and detection equipment 9 and the corresponding transmission and antenna systems on board 4 smart connections to get an accurate overview of the technical condition of all his ships at any time. Through this intelligent fleet management, the owner always knows when and which ships must be technically maintained, refueled, overhauled, when the next service of the internal combustion engine is due, which units and equipment must be replaced after a certain working period, etc. . Pre-emptive, intelligent, economical and lean fleet management can be performed therethrough. Through it, yachts and ships in the current fleet are no longer satellites that cannot be grasped, but clearly defined and controlled units and to a certain extent "glass boats". The use of ships can be understood and planned, resulting in significant time savings, with little idle time between voyages and resulting in more efficient fleet management.

[0016]The use of the device and the method carried out with the device also provides a very valuable service to the customer from his arrival on board, if the planned voyage is properly prepared. The central unit 1 connected to the control panel 2, installed in the communication box 16 on the ship, provides the captain with all the important and necessary information that is needed to best prepare him for his solo voyage. On the other hand, the captain can retrieve all location-related data, such as information about the port the vessel is in, information about the local infrastructure, information about the opening hours of local shopping malls, shops, restaurants, etc. However, the captain must also be able to perform planning-related tasks prior to sailing, which are greatly simplified by the communication box 16 . The communication box 16 provides all the important information for the weather and forecast for the next day, creates weather maps and electronic charts, calculates possible routes, etc., and can access waypoints with a mouse click. By giving departure times and average speeds, travel plans are quickly drawn up, and the expected time to each stop along the way is automatically calculated. Dynamic display of weather images (wind, air pressure, wind sea, wave height, swell), weather conditions and weather alerts are also available 24 hours a day. Weather forecasts can be made up to five days in advance. The weather data is transmitted by the central service station 15 to the mobile central unit 1 by radio and displayed on the electronic chart. In this way, the route plan can be automatically calculated according to the weather conditions. All images and diagrams can be printed out with a connected output device such as a printer or plotter.

[0017] Ship-related data are also continuously determined with the central unit 1 and displayed on the control panel 2 . The captain can thus get the current state of the technical state of the ship at any moment. He knows the current full set and loading location, he knows immediately where the life-saving safety equipment is, knows where the fresh water and diesel stocks are now, and can withdraw at any moment the operation and maintenance orders for all the technical equipment on board if he wants to. Do so. Further, he can contact the central service station 15 on land by radio to solve problems and answer questions with the help of experts. Medical care is thus guaranteed around the clock. The communication box 16 provides the captain with important information for this purpose and establishes a direct contact with the doctor if required or shows where to find the nearest hospital and doctor in the local area. Food resource management can also be monitored and controlled through the central unit 1 . Purchases are registered with a barcode reader prior to storage, and the same method is used for retrieval and consumption. In this way, the information box 16 can indicate the location of the inventory of things at any time, prompt expiration data or also suggest meal times and recipes that are particularly suitable for sailing. Therefore, the consumption expenditure of food can also be directly entered and calculated online. Of course, an alert can also be generated if the food's stock falls below a certain value or if the shelf life date has passed. Thus, it is possible for the captain or ship owner to participate extensively in the service and safety regulations via the communication box 16 on board.

[0018] When all preparations are complete, a checklist can be made through dialogue using the communication box 16 before going to sea, so that the captain is assured that nothing critical has been forgotten. Once the yacht sails, the central unit 1 on the boat continues to detect important relevant data, keeps in touch with the central 15 fixed on the mainland, that is, the server 14 in the service station 21 through GSM, satellite or marine radio, and continues to communicate with The captain transmits all required information. The central unit 1 on board monitors all safety-relevant data and is programmed so that the control function triggers an alarm if a certain value is exceeded or undershot. This information is clearly displayed on the control panel 2 . Engine data, such as diesel inventory, oil level, operating hours, consumption, next maintenance service, etc., can be displayed by pressing a key. The central unit 1 can be connected to different detection sensors 8, and monitoring, but also monitoring of ships or cargo, for example in the case of cargo ships, can also be ensured. In this way, with regard to cargo shortage, inert gas pressure, steam line pressure, cargo temperature, cargo pipe pressure and temperature, airflow, trim and incline position of the ship, ballast and service tanks The detection data of the storage space, the pressure of the inert gas in the empty space, the pressure of the ballast pump and the pipe, the control of the important valves and the pump can be continuously monitored. Also a fire alarm system consisting of smoke alarms, ionization alarms, thermal alarms, flame alarms, optical alarms and manual alarms can be connected to the central unit 1, enabling early identification of fires - especially in flameless fires (smouldering fire) - made possible and guaranteed an alarm.

[0019] Other technical equipment and detection sensors can also be controlled and extracted directly via the central unit, as shown in Figure 1. In this way, for example, radar 11 (with distance, orientation, electronic cursor, echo amplification, surveillance mode, with receiver for AIS signals), echometer 9 (with shallow and deep water alarms, fish finding devices ( fish finder) and anchor monitoring) and a compass 9 (eg a magnetic gate controlled compass with a digital display and a fully gimbal-mounted sensor). Meteorological data can also be displayed by the central unit 1 on the control panel 2, such as internal and external temperature, humidity and dew point, wind chill, wind direction and speed (for significant wind), barometer and weather forecast, moon phase, rainfall and Rain frequency, hygrometer and tide display.

[0020] The role of the central unit 1 is also for example a portable computer to process sm/km indication, speed, travel speed in water (Log), completed and remaining (calculated) travel time (nautical miles per day, total nautical miles) ), which displays Gregorian/Lunar time and calculates real-time tide data and currents for the current location, especially important near the coast. There are other functions and alerts such as tracback, MOB (man over board), GOTO. Weather data like the navigation warning system (Navtex) can be displayed on the control panel 2 from the central unit via a separate information system that sends storm and high wind warnings in addition to navigation warnings, search notifications, rescue notifications. Trace display is done automatically by the storage capacity of thousands of waypoints, and the position of the vessel 17 using WAAS-enabled GPS (WAAS is a wide area augmentation system according to American standards) and/or EGNOS-enabled GPS ( EGNOS (European Geostationary Navigation Overlay Service) is continuously recorded for precise position determination. The central unit 1 calculates the necessary course according to the captain's goal from all the existing data. The central unit 1 records data and generates an electronic logbook which is continuously transmitted to the central service station. In addition, the logbook can be read and printed by the crew at any time, and there is redundancy if the logbook can be taken directly from onboard storage or from a central service station. All data from the integrated 14-band GPS receiver is displayed on the display screen 13 of the control panel and can be represented on electronic charting systems based on the latest technology for on-screen charts (such as C-Map for example). TM NT Plus or NT MAX) and are printed on a chart plotter when required.

[0021] The central unit 1 on the ship is connected to a modern ultra-short wave marine radio station, thereby realizing modern ultra-short wave communication and the global GMDSS emergency call system (GMDSS is a global emergency call system) in one device using an integrated DSC-D controller (Digital Selective Calling). Safety of the Global Maritime Distress and Safety System. Digital Selective Calling enables direct radio connections to vessels, shore radio stations, and emergency calls including an indication of location and vessel identity (MMSI is Maritime Mobile Service Identity) in case of a shipwreck. Combined with the existing GPS, the exact position of the vessel is determined automatically with the help of ATIS and DSC functions (Digital Selective Calling) as well as emergency calling. Nautical radios enable not only terrestrial radio communications, but also the transmission of private and marine information via satellite between radio stations on land and those on board ships and between radio stations on board ships. Navigational radio services make an important contribution to ensuring the safety of ships and preserving the lives of people at sea. It is the basis of the Global Maritime Distress Radio System and the Radio Security System (GMDSS). Life-saving equipment radio stations and radio buoys for marking the location of disasters are part of this radio service. The existing communication box 16 and the central unit 1 enable communication from ships via GSM, marine radio and satellite (Iridium network), as well as the licensing specification (SOLAS) for radio beacons (radio beacons, nautical beacons). ) is satisfied. Shipwreck beacons are based on EPIRP (Emergency Position Indicating Radio Beacon), a safety system placed on board that indicates the position of a ship in an emergency. The transmitted signal is received by the Global Satellite-Supported Search and Rescue System (COSPAS-SARSAT), and the position is determined and transmitted to a land site. In addition, aircraft and ships can receive signals and navigate emergency positions (Homing). The Emergency Position Indicating Radio Beacon (EPIRP) is activated either manually or by a water pressure trigger.

[0022] The central unit 1 can also be connected to a satellite phone using the Iridium network. The Iridium network guarantees true global radio network coverage for satellite phones, and additionally provides an additional unique means for many existing phone systems. In addition, the central communication box 16 also has a corresponding interface for connection to a fully GMDSS compliant GMDSS-C transceiver capable of connecting via a "Satellite Earth Station" (SES) compliant with GMDSS C system standards and GMDSS requirements Make fast and reliable communication connections. Fast, reliable and worldwide two-way telegram, e-mail and data transmission is thus guaranteed.

[0023] It is common for crew members to become ill or injured while sailing. Until now, the crew had largely relied on themselves or had to laboriously gather medical knowledge from books on board. Medical assistance can be received quickly and in particular through the permanent communication path via the central unit 1 to the fixed contact center 15, since the service center 21 provides all the necessary medical information and, if required, also works directly with the doctor. It is also possible to instruct the ship's crew on a one-to-one basis for complex medical situations (eg broken legs) via multimedia communication using video telephony, so that the best approach is implemented in this current situation, i.e. within the onshore contact centre 15 The doctor showed the crew step by step how to splint a broken leg and all the rest to get the casualty safely to the next port. Even life-saving emergency interventions are possible, which would not be possible or would be extremely risky without the device of the present invention. Of course, all the measures necessary to quickly save the patient can already be activated on the high seas. The central unit 1 transmits the information together with the pre-calculated optimal route, distance (GOTO function/route detector) and approximate travel and arrival time to the next port that can be called. The contact center 21 can call an ambulance and a doctor immediately after the yacht arrives and notify the hospital in advance.

[0024] Minor average damages and technical flaws on board unfortunately become part of almost every long high seas voyage. With the best preparation and high quality materials, engines can fail, equipment no longer works, leaks occur, bilge pumps fail, masts or poles can break, etc. In these cases, assistance is guaranteed through the system presented here, so that all necessary information can be retrieved via the contact center 15 . Operation and maintenance of all existing equipment and engines on board can be viewed, depicted and printed. Just like in medical emergencies, in these cases it is also possible to analyze the situation with a specialist via videophone and guide the next step in solving the problem. If damage cannot be ruled out by the crew, the system provides information on how and where repair is possible. The device here also provides the best, preferred route as well as the calculated travel time and time to the next port. Required replacement parts can be ordered in advance. If needed, organize a replacement boat or book hotel rooms and planes while still at sea.

[0025]Now, if the yacht captain wants to moor at a nearby island after a successful voyage, or sail to a boat port, the central communication box 16 provides invaluable assistance. The yacht captain can contact the service center 15 at any time and obtain the real-time information and data he needs, so that he does not have to laboriously collect data in (outdated) books for a long time, which is unsafe and time-consuming. In particular, he can book moorings well in advance of his arrival in port. A programmable chip card is available from the charterer, which enables access to all facilities at the terminal. This means that the rental moorings no longer have to visit the Capit?nerie in order to get the keys or chip cards to the sanitary areas on the dock. These cards are allocated on-line by direct programming of the call center granting the parking lot of the corresponding time. This provides great benefits: there are no more language problems in comprehension, and the crew is no longer bound by the office hours of any Capit???nerie. In many terminals, various locking devices have been replaced by such chip card systems. If this is not the case, the call center assists in obtaining the appropriate equipment for conversion, thereby enabling personnel savings. If the yacht captain wants to moor at an island, the required details can be downloaded to the operation part 2 along with a relatively safe mooring location that is good, taking into account relevant current meteorological and marine data. The system includes automatic mooring monitoring, recording every change in position of the moored vessel and alerting on selectable larger changes. Parking spot finding and wayfinding can be graphically represented, thereby making it possible to traverse difficult routes more safely. The contact centre 15 also provides all the information the captain needs about the island, thus ensuring a safe berth. In addition, tourism data about the island (its inhabitants and culture, restaurants, etc.) are also available. The same method can also be applied when entering the port. The central unit 1 provides important technical data about the port equipment, shows where there are free berths for new arrivals (vessels), shows the space status of the port, where the customs are, it provides a detailed list of the corresponding entry forms to be filled, And there may also be automatic guidance to the berth if needed or desired.

[0026] If the yacht is safely parked in port, then all needed and required information can be obtained, graphically depicted and printed out using the central unit 1 and the control panel 2 as if the sailing was started at the port of registry (port of origin). Hotel, taxi, rental car or plane reservations can be made easily and quickly. The captain can do this alone by retrieving the internet, or can call the contact centre 15 and raise his expectations, which are then appropriately fulfilled. It is also possible to order replacement parts for the vessel, new sails, repair services, etc., as long as these are not done on the high seas before entering port. Reservation, purchase, payment and loading of new food and fresh water are carried out in the same elegant manner as they have been loaded for the home port before the voyage begins. With the central communication unit 1, all these tasks are greatly simplified. Cost management is also transparent at all times, as all service costs incurred during the voyage are always ready to be captured. The communication box 16 also provides information on the technical status of the vessel, such as operating hours of all important technical equipment, required waiting services or repairs. This information is especially important for fleet managers who must get the next crew and next sailing vessel on the road again. The central unit 1 provides him with accurate data for this and recommends all necessary measures. Note also that the fleet manager does not have to be on site, but can be anywhere on Earth 20, as technical data can be obtained via GSM, marine radio or satellite communications. As a result, the technical management of a fleet is facilitated, as the data of all existing ships is processed centrally, regardless of the individual ships and where the center is located. The central unit and the methods carried out by it are fully global and can be implemented spatially independent of each other, forming a whole, thereby enabling the business model of the Teleservice System (TCS). The associated service services are billed to the customer - the customer can retrieve the spend on board at any time as long as the voyage continues. After the voyage, the relevant data including all expenses incurred by the voyage can be retrieved and paid online by entering the customer number and password. The charterer settles the corresponding part of the security deposit in advance.

[0027] By monitoring all vital data of moving vessels, the method enables a vastly improved fleet management through better utilization and shorter idle and repair times in port or dock Reasonable, simple and economical fleet management. The method thus greatly increases the added value of the fleet and on the other hand provides a greatly improved service and a new form of safety at sea.