SYSTEM FOR MANAGEMENT OF BRIDGE STATUS, OPENING, AND CLOSINGS

Abstract

A computerized bridge system in communication with computerized vehicle and vessel systems for receiving information on demand for a bridge and water channel, displaying the information in a graphical interface easy for a user to understand, and making recommendations about when to open a bridge, how long to leave it open, and when to close the bridge to achieve the optimal flow of vessels and vehicles. The system may also convey bridge status information to vessels and vehicles such that vessels and vehicles may alter routes accordingly for efficient travel.

Claims

1. A land and water-based traffic notification and actuation system comprising: a computerized water vessel system in communications with a computerized bridge system and configured to transmit an open bridge request to the computerized bridge system, transmit a water vessel position, receive a bridge status, and display the bridge status on a computerized water vessel system display; wherein the computerized bridge system is configured to receive the open bridge request, receive the water vessel position, display an open bridge information on a computerized bridge system display upon receiving the open bridge request, display the water vessel position; and, a computerized land vehicle system in communications with the computerized bridge system wherein the computerized land vehicle system is configured to receive the bridge status and display the bridge status on a computerized land vehicle system display.

2. The system of claim 1 wherein the computerized bridge system is configured to transmit a request rejection to the computerized water vessel system.

3. The system of claim 1 wherein the open bridge information includes a water vessel position vector associated with a water vessel and the computerized bridge system determines a time to open the bridge according to the water vessel position vector.

4. The system of claim 3 wherein the computerized bridge system determines the time to open the bridge according to the water vessel position vector if the water vessel position is within a predetermined distance from a bridge associated with the computerized bridge system.

5. The system of claim 3 wherein the computerized bridge system determines the time to close the bridge according to the water vessel position vector.

6. The system of claim 3 wherein the computerized bridge system determines a time to close the bridge according to the water vessel position.

7. The system of claim 1 wherein the computerized bridge system determines a time to close the bridge according to receiving an all-clear information from the computerized water vessel system.

8. The system of claim 1 including a bridge actuation system configured to place a bridge in an open position and a close position and the computerized bridge system communicates an open bridge instruction to the bridge actuation system according to a water vessel position vector.

9. The system of claim 1 including a bridge actuation system configured to place a bridge in an open position and a close position and the computerized bridge system communicates an open bridge instruction to the bridge actuation system according to the water vessel position.

10. The system of claim 1 including a bridge actuation system configured to place a bridge in an open position and a close position and the computerized bridge system communicates a close bridge instruction to the bridge actuation system according to the water vessel position.

11. The system of claim 1 wherein the water vessel position is transmitted as GPS coordinates.

12. A land and water-based traffic notification and actuation system comprising: a computerized water vessel system in communications with a computerized bridge system and configured to transmit an open bridge request to the computerized bridge system, transmit a water vessel position, receive a bridge status, and display the bridge status on a computerized water vessel system display; and, wherein the computerized bridge system is configured to receive the open bridge request, receive the water vessel position, display an open bridge information on a computerized bridge system display upon receiving the open bridge request, display the water vessel position, and display a land vehicle position provided by a computerized land vehicle system; and, wherein the computerized land vehicle system is in communications with a computerized bridge system wherein the computerized land vehicle system is configured to receive a bridge status and display the bridge status on a computerized land vehicle system display.

13. The system of claim 12 wherein the computerized bridge system transmits a bridge properties information to the computerized water vessel system and the computerized water vessel system displays the bridge properties information on a computerized water vessel system display.

14. The system of claim 13 wherein the computerized water vessel system transmits an open bridge request according to the bridge properties information indicating that an open bridge is needed for water vessel passage.

15. A land and water-based traffic notification and actuation system comprising: a computerized water vessel system in communications with a computerized bridge system and configured to transmit an open bridge request and a water vessel vector to the computerized bridge system; and, wherein the computerized bridge system is configured to receive the open bridge request, receive the water vessel vector, display the water vessel vector on a computerized bridge system display, and display an open bridge information on the computerized bridge system display upon receiving the open bridge request.

16. The system of claim 15 wherein the computerized bridge system transmits a bridge information to the computerized water vessel system.

17. The system of claim 15 wherein the computerized bridge system transmits a bridge status information to the computerized water vessel system.

18. The system of claim 15 wherein the computerized water vessel system transmits water vessel information to the computerized bridge system and the computerized bridge system displays the water vessel information on a computerized bridge system display.

19. The system of claim 15 wherein the computerized water vessel system transmits water vessel information to the computerized bridge system and the computerized bridge system determines if a bridge needs to be open according to the water vessel information.

20. The system of claim 19 wherein the computerized bridge system opens a bridge according to the determination that the bridge needs to be open.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0017] The construction designed to carry out the invention will hereinafter be described, together with other features thereof. The invention will be more readily understood from a reading of the following specification and by reference to the accompanying drawings forming a part thereof, wherein an example of the invention is shown and wherein:

[0018] FIG. 1 is a schematic of aspects of the system.

[0019] FIG. 2 is a schematic of aspects of the system.

[0020] FIG. 3 is a schematic of components of the system

[0021] FIG. 4 is a flow chart of the operation of aspects of the system.

DETAILED DESCRIPTION OF THE INVENTION

[0022] With reference to the drawings, the invention will now be described in more detail. This system provides a method for vessels to efficiently signal a request to open a bridge, and for bridge operators to be able to track the precise location of the vessel that sent the signal in live time via Global Positioning System (GPS) tracking in on embodiment. This method also provides bridge operators the ability to notify vehicle traffic on the roadways of the bridge status. This system improves traffic flow around moveable bridges for vehicles on roadways, and vessels on waterways. Traffic is improved on roadways by providing motorists with the status of a moveable bridge that they will encounter on their route. This gives motorists an early warning of bridge status that will allow them to plan to take an alternate route.

[0023] Referring to FIG. 1, the various components of a land and water-based traffic notification and actuation system are shown in relation to the physical objects they control or inform. A computerized bridge system 100 is in communication with a bridge 110 and a bridge actuation system. The bridge actuation system can control the motors, electronics, and components necessary to open and close the bridge 110. Upon receipt of communication, such as an open bridge instruction or a close bridge instruction, from the computerized bridge system, the bridge actuation system can initiate the required functions to affect the bridge. The bridge can be moved from a closed position to an open position and then back again.

[0024] The computerized bridge system 100 is in communication with a computerized vessel system 116. Said communication may be through a cellular or other communication tower 106, a satellite communication system 108, the internet, other wireless communication means, and any combination thereof. The computerized vessel system can collect data and information about a water vessel 102 and then convey the same to the computerized bridge system. The computerized bridge system can display in graphical form the water vessel information collected from a computerized vessel system such that a bridge operator can readily assess and understand the position and direction of the vessel in relation to the bridge.

[0025] Water vessel information collected and conveyed by the computerized vessel system may include vessel type, vessel size (including width, height, weight, and draft), vessel speed, vessel position, and vessel direction. Direction, position, and speed may be expressed as a water vessel position vector (or water vessel vector or vessel vector for short) describing the location and direction, with force, of the vessel. The computerized bridge system can use the vessel size information to determine if the bridge must be opened for the vessel to pass through. In the case of vessel 102, bridge 110 must be opened to allow the vessel to pass through. In the case of vessel 112 and vessel 114, bridge 110 may remain shut and vessel 112 and vessel 114 may pass under the bridge. Vessel 112 and vessel 114 may determine this on their own and thus not communicate information to the computerized bridge system. Once it is determined the bridge must be opened for a vessel to pass through, the computerized bridge system can initiate opening of the bridge. In one embodiment, the height of the vessel can be used to determine the need to open the bridge.

[0026] Location may be expressed in terms of GPS (global positioning system) or any other system, data, or description sufficient to inform the computerized bridge system or the user thereof of the vessel or vehicles location.

[0027] If bridge 110 must be opened, the computerized bridge system can use a vessel vector to determine when a bridge opening sequence should be initiated to allow a vessel to pass through the bridge unimpeded. Such calculations consider, among other items, the vessel vector, the arrival time of the vessel, and the time necessary to complete the bridge opening sequence to achieve an open bridge. The computerized bridge system can further use the vessel vector to determine when a vessel will clear the bridge, and the bridge closing sequence can be safely initiated. The time to initiate opening and closing of the bridge can be associated with each vessel graphic. The computerized bridge system can continue to receive vessel data from the computerized vessel system and use the same to update the calculated times to initiate opening and closing of the bridge. The computerized bridge system can initiate opening and closing sequences through the bridge actuation system. In the alternative to a vessel vector, the water vessel position (or vessel position) can be used to determine when a bridge must open and close to allow a vessel to pass through. Such an alternative may be used to set a minimum distance at which safety requires opening the bridge or as a way to function the system with less-than-ideal information.

[0028] Closing time can be determined in a manner using the vessel position vector or just the vessel position to determine when it is safe and appropriate to close the bridge. In an alternative, the computerized vessel system may convey an all-clear or a closing signal to the computerized bridge system which the computerized bridge system may use to convey a bridge close instruction to the bridge actuation system.

[0029] The computerized bridge system may also display information related to the bridge and its location. For instance, the display may include a graphical representation of the body of water which the bridge spans and through which vessels are passing. Such depiction may include the common channels used and may include approach channels that are out of line of site allowing a graphical depiction of approaching vessels before they can be visually observed. The depiction may also include a water height measurement that is reflective of physical conditions. Such information may be collected from a water level sensor attached to the bridge itself. The water level sensor may record and convey the water level to the computerized bridge system. The computerized bridge system may then display the water level, or via some calculations, may display the clearance height available under the bridge at that time. In a bridge over intercoastal waterways and other saltwater channels, rivers, and bodies of water the water level may change on a regular basis and the ability to record, depict the water level, and make calculations therefrom is important for determining when (or if) a bridge needs to open. Bridge information, or bridge properties information, may include the bridge height, span, location, water level, bridge open or close status, time for bridge to open from initiation of opening, and time for bridge to close from initiation of closing. Open bridge information includes when a bridge will be open, how long it will be open, and when a bridge closing sequence will be initiated.

[0030] The computerized bridge system may convey bridge information, including open bridge information, to the computerized vessel system such as the location of the bridge, the span of the channel, the depth of the channel, the water level, current bridge clearance with the bridge closed, the bridge status information (i.e. whether the bridge is open, closed, opening, or closing), and the time it takes the bridge to transition from close to open once an opening sequence is initiated.

[0031] The computerized vessel system may receive the information conveyed by the computerized bridge system and display the same on display attached to the computerized vessel system. Further the conveyed information may be used to determine if the bridge open request needs to be conveyed to the computerized bridge system. If it is determined that the bridge needs to be opened, the computerized vessel system may send a bridge open request to the computerized bridge system. The request may be initiated by a user, or the request may be initiated by the computerized vessel system itself upon receiving the necessary data to determine a request is appropriate. The request may include a suggested time to initiate the opening sequence which the computerized vessel system may calculate using the information it has collected, such as vessel vector, and the information conveyed by the bridge computerized system. The computerized vessel system may include a display for displaying the information received and conveyed such that a user can determine the status of the bridge, whether a request has been transmitted, and other information conveyed by the bridge.

[0032] The computerized bridge system may receive data from multiple computerized vessel systems. The computerized bridge system display may include visual depictions of each vessel and associate therewith the data received, including open bridge requests, and any calculations made from the data received. A user of the bridge computerized system can view the bridge status, the information of each vessel in communication with the computerized bridge system, any bridge open requests, and a suggested time when the bridge opening sequence should be initiated for each vessel to pass through unimpeded. In another display mode, the computerized bridge system may ordinally rank the vessels based upon when a bridge opening sequence must be initiated for each. Such ranking may include when a bridge closing sequence could be initiated and overlapping bridge opening times could be shown for multiple vessels passing through the bridge at the same time. Consider vessel 102 and vessel 114. If each required the bridge open to pass through, the computerized bridge system could determine that there is not sufficient time to close the bridge after vessel 102 passes through without interrupting the travel of vessel 114. In such instance, the computerized bridge system may recommend to the bridge operator, or may automatically, maintaining the bridge open until vessels 102 and 114 pass through.

[0033] The computerized bridge system may reject, delay, postpone or take any other negative or delaying action with a particular vessel request to open the bridge. Such action may be conveyed to the computerized vessel system and displayed upon the display of said system.

[0034] A user of the computerized bridge system can quickly determine if a vessel has requested the bridge to open, which vessel has made the request, the speed and direction of the vessel, and when the bridge opening sequence needs to be initiated to open the bridge. Further, using the ordinal ranking view, the user may view vessels in the order which they will reach the bridge and may see when multiple vessels are approaching to pass through the bridge. A user can compare multiple requests to determine the optimal time to open the bridge and for how long to keep it open. For instance, if multiple vessels (102 and 114) are approaching the bridge with one vessel (102) in lead by several minutes and the other (114) approaching later (or as a group), the bridge operator may choose to make the first vessel 102 wait until the second vessel 114 or multiple vessels have arrived and all can pass through at once with the least disruption of vehicle traffic flow.

[0035] Using electronically conveying information between the computerized bridge system and the computerized vessel system, the distance of communication can be lengthened beyond the line of sight. Electronic communications may include cellular, satellite, radio, internet, other communication methods, or any combination thereof. Information received may be displayed in graphical form including on a map overlay to show location and direction of vessels still out of site. Vessels not yet appearing on the graphical overlay may show in a list or other side note with approximate times of arrival on the depicted map. It is possible that a vessel could convey hours in advance its intention to arrive at a particular bridge. While normally not necessary, such functionality may be useful in extreme scenarios such as a vessel transporting sensitive cargo such as explosives, military equipment, or important persons.

[0036] A computerized vehicle system 118 may be introduced into the communications of systems above to convey to and collect information from a vehicle 104 approaching the bridge on land. The computerized bridge system may convey to the computerized vehicle system bridge status (i.e. whether a bridge is open, or closed, or opening soon, or closing soon), vehicular flow information, and other data. Of course, the functionality for vehicles is opposite that for vessels, and an open bridge cannot be driven over. Thus drivers may receive an alert when a bridge is open and not available for use. The alert may be a graphical display of the bridge status. The computerized vehicle system may then suggest alternative routes to avoid the bridge. Or the driver may decide to use the time for a detour or stop such as fueling the vehicle, dining, or stretching his legs.

[0037] The computerized vehicle system may also convey information to the computerized bridge system. Like the computerized vessel system, the computerized vehicle system may convey information about the vehicle, its location, its direction, and its speed. The computerized bridge system may receive said information and display the same on its graphical display. A graphical display may include the location of a vehicle(s), speed, direction, and approximate time of arrival to bridge. In some cases, the approaching vehicle information may be used to determine when to open a bridge and when to leave it closed. For instance, if an approaching vehicle is an emergency vehicle 120 in response and traveling at a high rate of speed, the bridge operator may choose to leave the bridge closed even though in a normal situation it may be time to open.

[0038] When the computerized bridge system is in communication with multiple computerized vehicle systems, the computerized vehicle systems data may be aggregated into traffic data and depicted visually for the bridge operator to assess approaching vehicular demands for the bridge. When a multitude of cars are observed coming, the bridge operator may choose to delay a bridge opening. In contrast, where few cars are approaching, the bridge operator may choose to leave the bridge open for a lagging vessel rather than close and reopen again shortly.

[0039] The functionality of the computerized bridge system, computerized vessel system, and computerized vehicle system may be enhanced through the introduction of a server. A server may facilitate communications directing information conveyed from the conveyor to appropriate recipients. Communications from each end user, such as a computerized bridge system or a computerized vessel system, may be conducted initially through a wireless communication and then through the internet or similar such networking equipment to link the end user with the Server. Wireless communications include cellular 106, data wireless IP such as 802.11a format, standard broadcast radio signals, satellite-based signals 108, or any other suitable method of communicating data in real time without wires. The inclusion of a server may be helpful where a vessel communicating information is approaching multiple bridges in succession. In such a scenario, the vessel information can be conveyed to every bridge and not just the closest. Information conveyed by the computerized bridge system may be made available for request by any computerized vessel system. In this manner, the computerized bridge system is broadcasting its information to the server, and any vessel in the vicinity can pull this information from the server at request.

[0040] A computerized vehicle system can receive from the server bridge information on multiple bridges in a planned or alternative route. As the vehicle progresses on the highway, and as additional feedback becomes available from each bridge over time, the computerized vehicle system may update its suggested route based on observed patterns in bridge opening and closing for any given bridge.

[0041] The server may collect and convey information from any number of computerized bridge systems, computerized vessel systems, or computerized vehicle systems. Such information may be made available to a stationary user through a computerized traffic analysis system. A user of a computerized traffic analysis system may be a state transportation department, a waterway engineer, traffic engineer, or another user with responsibility for maintaining and improving the flow of vehicles, vessels, or the functioning of travel ways. The computerized traffic analysis system may graphically display the demands on bridges and the vessels and vehicles using the same. Historical data may also be displayed to determine peak times, user patterns, and other information of help to the operator in conducting his duties and managing the bridge. The information that this system collects can be used for determining when to upgrade or replace a bridge, when to build alternate routes, when to dredge a channel, and other such infrastructure maintenance and improvement projects.

[0042] The computerized vehicle system, computerized vessel system, and computerized bridge system may be either standalone devices or applications integrated into other devices. In one embodiment, the computerized systems can be applications installed on existing computers such as cellular phones, tablets, or desktop computers. Such computerized systems can be co-located with the vessel, vehicle, or bridge without being integrated as a part of the vessel, vehicle, or bridge. In another embodiment, the computerized system can be an application integrated into already existing infotainment systems or control modules currently existing on a vessel, vehicle, or bridge.

[0043] In on embodiment, the term vessel refers to a water vessel and vehicle refers to a land vehicle. A vessel may be thought of as a boat, but it should also include a yacht, barge, and any other means of conveyance through water. A vehicle may be thought of as a car, but it should also include a truck, motorcycle, tractor trailer, and any other means of conveyance over land.

[0044] Referring to FIG. 2, the travel ways of FIG. 1 are depicted with bridge 110 open. Vessel 102 is passing through the opening made by swinging bridge 110 to the open position. Vessel 114 is approaching the opening and is next in line to use the same. The ambulance from FIG. 1 has disappeared indicating it was allowed to cross the bridge before initiating the bridge opening sequence. Vehicles 204 and 202 stop at light 206. Vehicle 202 is in communication with the computerized bridge system via computerized vehicle system 200 and can receive information on when bridge 110 will be closed and ready for vehicular traffic again. Knowing how many minutes the bridge is unavailable to vehicle 202 allows the occupants of the vehicle to use this time to read, text, or even exit the vehicle and stretch.

[0045] Referring to FIG. 3, a server 300 which can communicate with the computerized vessel system 302, computerized bridge system 304 and computerized vehicle system 306. The server can also be in communications with a third-party system 308. In one example, a third-party system generate a real-time traffic map with traffic information such as accidents, congestion, construction and the like. The third-party system (e.g., smart phone) can access server 300 to provide real time bridge status to third party subscribers systems 310 and 312. The third-party system 308 can also access vehicle and vessel information to provide congestion information associated with bridge information to third party subscribers.

[0046] Communications between the Sever 300 and the computerized vessel system, computerized bridge system, computerized vehicle system and third-party system can occur through the internet or other network. Initial communications from each system may occur either by wired communication or wireless communication. For stationary computer systems, such as the server, third party serve, and computerized bridge system, a wired communication is a preferred embodiment. Where wired communication is not available, such as with the computerized vessel system and the computerized vehicle system, communication can be via wireless means to connect to the internet or other network and from there to the server. Wireless communication can include satellite communication which may be most beneficial in remote locations with fewer communication options.

[0047] Referring to FIG. 4, a flow chart shows a basic function of the computerized bridge system. The logic flow begins with the assumption that the bridge is closed as this is the default state of most bridges. If the bridge were default open, the logic flow would be different.

[0048] At step 400 the computerized bridge system receives information from a vessel or a vehicle. From the receipt of information, the computerized bridge system determines at 402 whether a vessel is approaching. If a vessel is not approaching, the computerized bridge system takes no action at 410. If a vessel is approaching, the computerized bridge system determines if the bridge needs to open at 404. If the vessel is sufficiently small, the bridge would not need to open, and no action would be taken at 410. If the bridge must open for the vessel to pass through, the computerized bridge system will determine if there are multiple requests for use of the bridge or channel at 406. If there are not multiple requests, the computerized bridge system will open the bridge at the appropriate time 412.

[0049] If there are multiple requests for use of the bridge or channel, the computerized bridge system will consider the requests at 408 and determine the optimal time to open the bridge. The intended open time is communicated to vessels and vehicles at 414. The computerized bridge system continues to receive updated or additional information from vessels and vehicles at 416. Such information is again considered at request 408 to determine the optimal time to open the bridge. When optimal time is reached, the bridge opens at 412.

[0050] Once the bridge is opened at 412, the computerized bridge system will continue to receive updated and additional vessel and vehicle information at 418. With use of the updated information, the computerized bridge system will determine the optimal time to close the bridge at 420. When the optimal time is reached, the bridge will close at 422. In a common scenario, when vessels have cleared, and no further communications are received for an open bridge the system will close the bridge. In another scenario, when the optimal time to open is at a time in the future after considering all information received from vessels and vehicles, the bridge will be closed. In a less common scenario, the computerized bridge system may determine that the flow of vessels need to be stopped and vehicles allowed to pass through and may initiate bridge closure upon this information. Once the bridge is closed the cycle will start over.

[0051] While the specification refers to the computerized bridge system acting directly, it should be understood that the computerized bridge system may only recommend actions leaving final decision making in the hands of a bridge operator. Ultimately, the computerized bridge system may fully automate the function of a bridge tender removing the need for human input. However, the system is designed to provide information to a graphical display and to make recommendations on what the system determines as optimal open and closing times. The operator may then make the final call on opening, closing, and functioning the bridge. The same is true for the computerized vessel system and computerized vehicle system which are designed to automate the functions of the user while still allowing the user ultimate decision-making authority.

[0052] In one embodiment, a user can access a website of another online information system and receive the activity of the bridge and vessels for a particular travel route. Referring to FIG. 3, a user using device 312 can view the location of one or more vessels, the status of the bridge (e.g., opened, closed, to be opened, to be closed) can be displayed. The user can use this information to plan a travel route or to determine if a planned travel route is desirable.

[0053] In one embodiment, the bridge open and close activity can be provided for access or can be broadcast to the access device of a user. For example, a user can receive information about the bridge status, open and close schedule, vessel status including vessel location=allowing the user to make, view or alter travel plans.

[0054] It is understood that the above descriptions and illustrations are intended to be illustrative and not restrictive. It is to be understood that changes and variations may be made without departing from the spirit or scope of the following claims. Other embodiments as well as many applications besides the examples provided will be apparent to those of skill in the art upon reading the above description. The scope of the invention should, therefore, be determined not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes. The omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventor did not consider such subject matter to be part of the disclosed inventive subject matter.