ITBO20130513A1 - METHOD AND MANAGEMENT SYSTEM WITH CONTROL OF THE ACCESSES OF THE VESSEL TRAFFIC IN A AREA WITH CONTROLLED TRAFFIC - Google Patents

Description

DESCRIPTION

of the patent for industrial invention entitled:

"METHOD AND MANAGEMENT SYSTEM WITH ACCESS CONTROL OF VESSEL TRAFFIC IN A CONTROLLED TRAFFIC AREA"

TECHNIQUE SECTOR

The present invention relates to a method and a system for managing the traffic of boats in a restricted traffic area.

ANTERIOR ART

It is known that navigation in inland waterways, lagoons or water cities such as, for example, those of the city of Venice, can present critical crowding in areas characterized by the presence of stop stations for passenger transport boats or areas loading and unloading of goods, tortuosity of the routes, presence of buildings or embankments in the concave part or overhanging the canals, which mask the driver's vision of one part with respect to the other, even in conditions of full atmospheric visibility.

It is also known that in the aforementioned navigation waters there may be boats of considerably different dimensions, propulsion and maneuverability: motor boats for passenger transport (motor ships, water buses and motorboats), motor water taxis, motor boats for transporting goods (e.g. . mototopi), rowing boats for tourists (gondolas, sandals, etc.).

In the absence of traffic control, these boats may find themselves converging in an excessive number, or at certain times of the day, or in the presence in the same restricted area of public transport stops, crossings of canals and moorings of the aforementioned boats.

Particularly congested situations can lead to safety problems and even fatal accidents.

The problem of crowding in these areas, comparable in all respects to the ZTL (Limited Traffic Zones) of the mainland urban areas, is often answered by the administrations in charge by limiting access to only authorized boats that meet specified category requirements. of the boat itself and / or personal data of the driver or owner.

Among the methods used by the traffic control authorities are known those based on the use of light or sound traffic lights, similar to those used in urban land traffic, which intercept traffic lines according to programmed sequences or manually implemented by traffic operators. However, these traffic lights provide consent or prohibition to access a certain waterway or stretch of it indiscriminately, without distinguishing between boats of different types or different access priorities, according to a mere criterion of queuing of the boats, except those for the emergency services (fire brigade, ambulances, police). Furthermore, in historic cities or natural environments of aesthetic value, these traffic lights constitute a significant aesthetic disfigurement, also because, in order to be clearly visible throughout the navigable basin, they must be large in size.

It should also be considered that, unlike road traffic, it is not possible to create preferential lanes for public transport boats on the waterways; in fact, even if they can be viewed with buoys or other floating horizontal signals, they would create obstacles and significant problems of navigation and maneuvering safety, as well as the difficulty of crossing them at crossings by most boats, whose propeller propellers are they would easily snag on the anchoring or connecting ropes of such buoys. The only practical means of limiting access and direction of the water path by specific boats are the one-way prescriptions or traffic bans on specific waterways.

Ultimately, navigation in inland waters, even urban ones, normally takes place with the sharing of the same water space by boats of different types, sizes and uses, characterized by routes, stops, speeds, generated wave motion and notably maneuvering radii. different.

Patent application JP2010092245 describes a vessel traffic management system in which each vessel cyclically communicates its position to a central server (determined by means of a GPS localization system) by means of radio frequency communications; the central server estimates the routes of the vessels by processing the corresponding positions and sends an alarm signal to the vessels concerned in the event of a risk of collision. The vessel traffic management system described in patent application JP2010092245 finds advantageous application in large navigable spaces where the distances between the vessels are of the order of hundreds or miles of meters and therefore in case of collision risk reported by the central server there is plenty of time to intervene to correct the course; on the other hand, the vessel traffic management system described in patent application JP2010092245 is not applicable in narrow navigable spaces where the distances between the vessels are of the order of meters or at most a few tens of meters and therefore a risk signal collision by the central server is practically useless.

DESCRIPTION OF THE INVENTION

The purpose of the present invention is to provide a method and a system for managing the traffic of vessels in a limited traffic area, which method and system allow a simple and safe navigation of heterogeneous boats in a limited traffic area and, at the same time, are easy and inexpensive to make.

According to the present invention, a method and a system for managing the traffic of boats in a restricted traffic area is provided, according to what is claimed by the attached claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described with reference to the attached drawings, which illustrate some non-limiting examples of implementation, in which:

Figure 1 is a schematic view of a traffic management system for boats in a restricted traffic area made in accordance with the present invention;

Figures 2 and 3 are respectively a side view and a plan view of a vessel interacting with the traffic management system of Figure 1;

Figure 4 is a schematic view of a navigation basin in which the traffic management system of figure 1 is active;

Figure 5 is an enlarged scale view of a detail of figure 4;

Figure 6 is a schematic view of a screen which reproduces the traffic situation of vessels and is displayed in a screen of a central control unit of the traffic management system of figure 1;

Figure 7 is a schematic view of a screen which reproduces the traffic situation of vessels and is displayed in a screen of a transportable device which is on board a vessel which interacts with the traffic management system of figure 1; And

• Figures 8-20 are corresponding schematic views of possible architectures of the traffic management system of Figure 1.

PREFERRED FORMS OF IMPLEMENTATION OF THE INVENTION

In figure 1, the number 1 indicates as a whole a traffic management system for boats 2 in a generic ZTL zone with limited traffic (illustrated in figure 4) in which appropriate critical zones or ZTC zones with controlled traffic are defined ( one of which is illustrated in Figure 1), surrounded or flanked by suitable ZDR buffer zones (one of which is illustrated in Figure 4).

The management system 1 comprises a central control unit 3, which is arranged in any fixed position (on the mainland or in the vicinity of the limited traffic ZTL area or in a boat or on a floating platform moored outside or on the inside the ZTL area with limited traffic).

The central control unit 3 comprises a radio frequency communication device 4 which is able to send and receive radio frequency data on the whole ZTL zone with limited traffic, including the ZTC zones with controlled traffic and the adjacent ZDR buffer zones, and on its proximity. According to a preferred (but not exclusive) embodiment, the communication device 4 uses the "WiFi" communication technology, generating a "WiFi" signal over the entire ZTL zone with limited traffic and its proximity. Obviously, the management system 1 could comprise further antennas which are physically spaced from the communication device 4, are connected by cable to the communication device 4, and are arranged around (or even inside the) limited traffic zone. and / or to each ZTC area with controlled traffic to ensure adequate coverage of the ZTL area with limited traffic itself and, above all, of the ZTC areas with controlled traffic. The central control unit 3 also comprises a processing device 5, which is connected to the communication device 4 to exploit the communication capacity of the communication device 4 itself; normally, the processing device 5 consists of a server computer.

The management system 1 also includes for each vessel 2 a corresponding local control unit 6 which is located inside the vessel 2 itself. As illustrated in Figures 2 and 3, each local control unit 6 comprises a satellite locator device 7 (i.e. a GPS device) which detects the position, speed and course of the vessel 2 and a radio frequency communication device 8 which is connected (via cable or via radio frequency, for example using "bluetooth" technology) to the locator device 7 and is able to communicate with the communication device 4 of the central control unit 3. The local control unit 6 also comprises an interface device 9 (for example a "smartphone" and / or a "tablet" as schematically illustrated in Figures 2 and 3), which constitutes the user interface, or allows the user to interface with the management system 1; the interface device 9 is connected (via cable or radio frequency, for example using "bluetooth" technology) to the communication device 8, or integrated with the latter in a single electronic unit.

Each communication device 8 uses a unique identification code of the vessel 2 which allows the control unit 3 to identify the vessel 2. The identification code may be specific to the communication device 8 (for example the so-called "Mac Address" of the network card) and then associated at a later time to the vessel 2 which houses the communication device 8 itself. Alternatively, the identification code can be read inside the vessel 2 typically by the interface device 9; for example the vessel 2 could comprise an identification plate P (schematically illustrated in Figures 2 and 3) which is integral with the vessel 2 itself and allows the identification code to be read optically (i.e. the identification code is graphically represented on the plate P of identification for example by means of a preferably two-dimensional bar code or QR code) and / or by radiofrequency (ie the identification code is stored in an electronic device with "RFID" technology or similar applied to the identification plate P).

In particular, the unique identification code of each vessel 2 is inserted in each communication entering the central control unit 3 to identify its origin (i.e. to allow the central control unit 3 to identify the communication device 8 which sent the communication) and is inserted, when necessary, in an outgoing communication to the central control unit 3 to identify the recipient (i.e. to identify the communication device 8 to which the communication is directed).

According to a possible embodiment, the communications via radio frequency between the control unit 3 (or better the communication device 4 of the control unit 3) and the communication devices 8 of the boats 2, possibly connected or integrated with respective devices 9 interface, take place in encrypted mode so that only the actual recipients of the communications are able to read them.

According to what is schematically illustrated in Figures 2 and 3, the locator device 7, the communication device 8 and the interface device 9 are distinct, but it is evident that they could be combined either in the same device (for example a single "smartphone" or a single "tablet") that performs all the functions or in two devices, in the latter case according to two possible aggregations: in a first aggregation the locator device 7 and the communication device 8 are joined together and the interface device 9 is connects to them via cable or radio frequency; in another aggregation the interface device 9 is integrated with the locator device 7 while the communication device 8 connects to the device 9. It is important to underline that the interface device 9 could simultaneously include both a "tablet" (mainly used for its large screen), and a “smartphone” (mainly used for its portability).

As shown in Figure 4, one or more ZTC controlled traffic zones are defined within a ZTL limited traffic zone, and around each ZTC controlled traffic zone a ZDR of respect is identified, which completely surrounds the zone. ZTC with controlled traffic and constitutes an entrance “buffer” to the ZTC with controlled traffic; therefore, in order to access a specific controlled traffic ZTC area, a boat 2 must necessarily cross the corresponding buffer ZDR area. According to the example shown in Figure 4, on the one hand the ZTC area with controlled traffic is delimited by the mainland 10; obviously in other situations the controlled traffic ZTC area may not be delimited at all by the mainland 10 or it could be delimited by the mainland 10 (or by other fixed installations such as piers or dams) on two or three sides. On the mainland 10 there are jetties or jetties 11 for mooring at which the boats 2 can dock.

The operation of the traffic management system 1 of the boats 2 in a ZTC area with controlled traffic (which, as already mentioned, is surrounded by the ZDR zone of respect), belonging to the ZTL zone with limited traffic, is described below.

In use, the locator device 7 of each vessel 2 located in the controlled traffic ZTC area or in the vicinity of the controlled traffic ZTC area (i.e. in the ZDR area of respect) periodically detects the georeferenced position, the route and the speed of the vessel 2 itself; subsequently, the locator device 7 transmits the georeferenced position, the course and the speed of the vessel 2 to the communication device 8 which communicates such data to the central control unit 3 (or rather the communication device 4 of the control unit 3) . According to an alternative embodiment, the locating device 7 of a vessel 2 only determines the georeferenced position of the vessel 2 itself; in this case, the central control unit 3 estimates the route and speed of the vessel 2 as a function of the temporal evolution of the georeferenced position of the vessel 2 itself.

The central control unit 3 periodically determines a crowding parameter of the controlled traffic ZTC area which indicates the state of crowding (congestion, occupation) of the controlled traffic ZTC area. The crowding parameter is essentially determined according to the number of vessels 2 that are located within the ZTC area with controlled traffic itself. According to a preferred embodiment, the crowding parameter is determined as a function of the number of vessels 2 which are inside the controlled traffic zone ZTC and are in motion, i.e. they are not moored (in other words, the vessels 2 that are not in motion, that is, they are moored, are not considered to determine the crowding parameter). According to a possible embodiment, the crowding parameter, in addition to being a function of the number of vessels 2 in motion which are inside the controlled traffic zone ZTC, is also determined as a function of the size of the vessels 2 (for example their overall length) and / or the maneuvering capacity of the vessels 2 and / or the service importance of the vessels 2; in particular, the crowding parameter increases the more the larger a vessel 2 is, the crowding parameter increases the more the maneuvering capacity of a vessel 2 is limited, and the crowding parameter increases the more the higher the service importance of a vessel 2 (for example, if the vessel 2 is intended to perform an urgent rescue service, the corresponding service importance is maximum).

As an example, the crowding parameter could be calculated as a function of the sum (possibly weighted) of the overall length of the vessels 2 in motion that are located within the controlled traffic ZTC area; any weights of this weighted sum increase as the maneuvering capacity of the vessels 2 decreases and increase as the service importance of the vessels 2 increases.

Once the crowding parameter has been determined, the central control unit 3 compares the crowding parameter with a saturation threshold to assess whether the crowding parameter is (adequately) below the saturation threshold or if the crowding parameter is above the saturation threshold. According to a preferred embodiment, the saturation threshold is not constant, but is varied (typically by means of a predetermined table) as a function of the time of day (i.e. the saturation threshold is greater in the hours of light and progressively decreases as the sun), and / or the date (on certain days the saturation threshold may be lower, for example coinciding with dates in which cleaning / maintenance work is carried out in the controlled traffic ZTC area) and / or atmospheric conditions (the worse the atmospheric conditions, the lower the saturation threshold with particular attention to the wind that hinders the maneuvers of the boats 2 and to rain and fog that worsen visibility), and / or wave motion (the saturation threshold decreases at increase of the wave motion).

When the crowding parameter is (adequately) lower than the saturation threshold, then the control unit 3 allows access to the controlled traffic ZTC area to further vessels 2 which are currently located in the vicinity of the controlled traffic ZTC area (i.e. are located in the ZDR area of respect). On the other hand, when the crowding parameter is higher than the saturation threshold, then the control unit 3 prevents, by sending access prohibition signals from the central control unit 3 to the corresponding local control units 6, the access to the ZTC area with controlled traffic to further boats 2 which are currently located in the vicinity of the ZTC area with controlled traffic (i.e. they are located in the ZDR area of respect). In this case, the central control unit 3 can store in a non-volatile memory any "undue" access, or without authorization, to the controlled traffic ZTC area for any subsequent sanctions.

According to a preferred embodiment, the central control unit 3 identifies as boats 2 entering the controlled traffic zone ZTC all the boats 2 which are in proximity to the controlled traffic zone ZTC (i.e. they are located in the ZDR zone of respect ) and have a direct route to the controlled traffic ZTC area itself (or at least have a route that is not departing from the controlled traffic ZTC area). Consequently, the central control unit 3 communicates, by sending a radio frequency message from the central control unit 3 to the corresponding local control units 6, to the boats 2 entering the controlled traffic zone ZTC a signal of free access when the parameter crowding is below the saturation threshold or a no-entry sign when the crowding parameter is above the saturation threshold. The no-entry sign can be "definitive" (that is, it cannot be revoked in a short time and therefore discouraging a wait in the ZDR area of respect), or "temporary" (that is, it can be revoked in a short time and therefore allowing a wait in the ZDR area of respect ).

Obviously, in deciding whether to send a free access signal or a no access signal to a vessel 2 entering the controlled traffic zone ZTC, the central control unit 3 also takes into account the priority of the service performed by the vessel 2. same; for example, a rescue boat 2 in action is always allowed to enter the controlled traffic zone ZTC, while a public transport boat 2 has priority access with respect to boats 2 for private use. As previously mentioned, the central control unit 3 is able to identify each vessel 2 that connects with the central control unit 3 itself and therefore for each vessel 2 it is able to determine (for example by using a database of vessels 2 previously stored) the corresponding physical and operational characteristics. In other words, the central control unit 3 is equipped with a database of all the boats 2 allowed to navigate in the limited traffic ZTL area and in each controlled traffic ZTC area belonging to it; for each vessel 2 the physical characteristics of the vessel 2 can be stored (the overall length, the maximum width, the engine, the tonnage, the photographs ...), the functional characteristics of the vessel 2 (essentially the type of service performed by the vessel 2), the authorizations of the vessel 2 (for example if the vessel 2 can always enter the ZTL area with limited traffic and in each respective ZTC zone with controlled traffic or only at certain times and / or dates, or for how long the vessel 2 can remain within the ZTL zone with limited traffic and in each respective ZTC zone with controlled traffic).

According to a preferred embodiment, the central control unit 3 communicates, together with the access prohibition signal, also the number of boats 2 awaiting entry to the controlled traffic zone ZTC and having precedence (i.e. that have already queued previously and / or have preferential access for service reasons). In addition, for each vessel 2 awaiting entry to the controlled traffic zone ZTC, the central control unit 3 could also estimate the corresponding waiting time for the reception of the free access signal and therefore together with the no entry signal it could also communicate the estimated waiting time; normally, the waiting time mainly depends on the number of boats 2 that are located on the edge of the controlled traffic ZTC area and have a direct route outside the controlled traffic ZTC area, or on the number of boats 2 that are leaving the area ZTC with controlled traffic.

In other words, the central control unit 3 can send a free access signal ("green light"), a "definitive" no access signal ("red light "), Or a" temporary "no-entry sign (" yellow traffic light "). Both in the event of a "definitive" access prohibition signal ("red traffic light"), and in the event of a "temporary" access prohibition ("yellow traffic light"), the central control unit 3 can also communicate the number of boats 2 awaiting entry to the ZTC area with controlled traffic and having precedence.

According to a preferred embodiment, the central control unit 3 does not limit itself to determining the current crowding parameter, but also estimates a future evolution of the crowding parameter as a function of the routes of the boats 2 located in the ZTC traffic zone. controlled or near the controlled traffic ZTC area (or in the ZDR area of respect); in other words, considering the 2 boats that are about to leave the controlled traffic ZTC area (i.e. the 2 boats that are on the edge of the controlled traffic ZTC area and have a route that is taking them out of the controlled traffic ZTC area) and considering the boats 2 that are about to enter the controlled traffic ZTC area (i.e. the 2 boats that are in the ZDR area of respect and have a route that is leading them into the controlled traffic ZTC area) the central control unit 3 estimates (obviously in an approximate but still reliable way) what will be the future evolution (obviously with a limited time horizon) of the crowding parameter. Consequently, the central control unit 3 prevents the access of additional vessels 2 to the controlled traffic ZTC area when the crowding parameter is higher than the saturation threshold or is about to become higher than the saturation threshold.

According to a possible embodiment, the central control unit 3 compares the speed of each vessel 2 with the corresponding maximum speed allowed to determine any vessels 2 in excess of speed and then communicates the excess speed to any vessels 2 in excess speed by sending warning signals from the central control unit 3 to the corresponding communication devices 8. According to a possible embodiment, the central control unit 3 initially limits itself to signaling excess speed to a vessel 2, avoiding penalties (in particular when the excess speed is not serious) and sanctions the excess speed. only after a certain time or distance traveled if the infringement is continued despite the report. To allow for the sanctioning of excesses of speed, the central control unit 3 records in a non-volatile memory all the excesses of speed of the vessels 2 (storing, in addition to the maximum speed kept, also the date, time, place, time interval and distance traveled for which the infringement continued). It is important to note that the speed limit allowed may be different from boat 2 to boat 2; for this reason, the control unit 3 determines the maximum speed allowed for each vessel 2 in the previously stored vessel database 2.

According to a possible embodiment, the central control unit 3 verifies that each vessel 2 entering the limited traffic ZTL area and / or the controlled traffic ZTC area is actually authorized to access the limited traffic ZTL area and / or to the ZTC zone with controlled traffic in the time slot and / or on the current date; obviously, if a boat 2 entering the ZTL zone with limited traffic and / or the ZTC zone with controlled traffic is not authorized to access the ZTL zone with limited traffic and / or the ZTC zone with controlled traffic in the time slot and / or in the current date, the central control unit 3 signals to the vessel 2 itself the prohibition of access regardless of the crowding parameter in the specific controlled traffic ZTC zone. In this case, the central control unit 3 can store in a non-volatile memory any "undue" access, or without authorization, to the ZTL area with limited traffic and / or the ZTC area with controlled traffic for any subsequent sanctions.

According to a possible embodiment, the central control unit 3 calculates for each vessel 2 the navigation and / or stay time in the ZTL zone with limited traffic and / or in the ZTC zone with controlled traffic, compares for each vessel 2 the navigation time and / or stay in the ZTL area with limited traffic and / or in the ZTC area with controlled traffic with respective time thresholds (for example contained in the previously stored database of boats 2), and communicates, by sending warning signals from the central control unit 3 to the corresponding local control units 6, the eventual exceeding of the time thresholds to the corresponding boats 2.

According to a possible embodiment illustrated in Figures 10-11, 13-14, 16-17, 19-20, in at least one vessel 2 there is a personal signaling device 12 which is connected (via cable or radio, for example using "bluetooth" technology) to the corresponding interface device 9, is worn by a user, and is able to generate sounds and / or vibrations to warn the user of the receipt of a signal by the central control unit 3 (by means of vibrations or warning sounds) or to communicate to the user a signal from the central control unit 3 (by, for example, reading the signal with vocal synthesis or generating sequences of pulses that can be associated with the different types of signaling) . In particular, the signaling device 12 could be a headset (as illustrated in Figures 10, 13, 16 and 19), a bracelet / watch that is worn on the wrist (as illustrated in Figures 11, 14, 17 and 20), a collar, or glasses.

According to what is illustrated in Figures 6 and 7, the central control unit 3 periodically processes a digital map 13 of the controlled traffic ZTC area and of the relative ZDR area comprising a graphic representation of each vessel 2 located in the ZTC area a controlled traffic or near the controlled traffic ZTC area. The central control unit 3 periodically transmits to the boats 2 a copy of the digital map 13 by sending a radio frequency message from the communication device 4 of the central control unit 3 to the corresponding communication devices 8 of the local control units 6 of the boats 2. The digital map 13 is normally displayed in one (or more) screens 14 of the central control unit 3 for the benefit of the vessel traffic controllers as illustrated in Figure 6 and can be displayed in each vessel 2 using for example the screen 15 of its own interface device 9 (i.e. in a screen 15 which is connected to its communication device 8 and is located in the vessel 2) as illustrated in Figure 7.

It is important to note that the digital map 13 always includes the graphic representation of each vessel 2 and may or may not also include a graphic representation of the territory (i.e. of the mainland navigation waters and the adjacent mainland). According to a preferred embodiment which allows to minimize the dimensions of the digital map 13 (which must be periodically transmitted by radio frequency to the vessels 2), the digital map 13 comprises only the graphic representation of each vessel 2; in this case, each interface device 9 superimposes on the digital map 13 received in radiofrequency from the central control unit 3 a graphical representation of the territory typically stored previously (and substantially unchangeable). According to a possible embodiment, the unit 3 for the central control together with the digital map 1 also transmits information on the characteristics of the vessels 2 (for example overall length, type of engine and function) represented in the digital map 13 itself; in this case, on the screens 15 of the vessels 2 it is possible to view information on the characteristics of the vessels 2 represented in the digital map 13 (for example by "clicking" on the graphic representation of a vessel 2 to open a window showing the characteristics of the vessel 2 itself ).

According to a possible embodiment, the central control unit 3 transmits together with the digital map 13 also the route and the speed of the boats 2 represented in the digital map 13 itself; in this case, on the screens 15 of the vessels 2 it is also possible to display the route and the speed of the vessels 2 represented in the digital map 13 (for example by “clicking” on the graphic representation of a vessel 2 to display the route and speed of the vessel 2 itself).

It is important to underline that the same central control unit 3 could simultaneously supervise multiple ZTL zones with limited traffic and / or multiple ZTC zones with controlled traffic adjacent to each other or even spaced apart; in any case, each ZTL zone with limited traffic and / or ZTC zone with controlled traffic is generally managed independently, that is, independently from the other ZTL zones with limited traffic and / or ZTC zones with controlled traffic.

The method of managing the traffic of vessels 2 described above has numerous advantages.

In the first place, the traffic management method of vessels 2 described above allows to control in a simple, efficient and effective way the traffic of vessels 2 within the ZTL area with limited traffic and / or ZTC area with controlled traffic.

Furthermore, the method of managing the traffic of vessels 2 described above is particularly simple and economical to implement, since the central control unit 3 is substantially constituted by a server computer (the processing device 5) and a router (the communication device 4) designed to generate a "Wifi" network in the ZTL area with limited traffic and, in particular, in the ZTC areas with controlled traffic belonging to the aforementioned ZTL area with limited traffic, while the local control units 6 can also be constituted from commercial "smartphones" or "tablets" that are brought on board the boats 2 (even if only temporarily for the time strictly necessary for navigation) and on which an appropriate software is previously loaded in a very simple way (or a so-called "application" or “App”), which also provides for the univocal recognition of the vessel 2 within which said “smartphone” or “tablet” are located.

The traffic management method of vessels 2 described above is substantially "invisible", that is, it has no significant aesthetic impact, since the only elements that are added near the controlled traffic ZTC area are the antennas of the communication device 4 of the central control units 3 which are generally small in size and can be easily masked.

Thanks to the vessel traffic management method 2 described above, it is possible to create and disseminate the digital map 13 of the ZTL zone with limited traffic and / or of the ZTC zones with controlled traffic and of the respective ZDR zones of respect adjacent to the ZTC zones with controlled traffic , actually creating a "virtual radar" without the cost of traditional radar systems, without the high level of electromagnetic pollution of traditional radar systems, and without the high aesthetic pollution of the antennas of traditional radar systems.

The vessel traffic management method 2 described above allows to detect and memorize all the accesses to the ZTL area with limited traffic and / or to the ZTC areas with controlled traffic and also the corresponding stays (during navigation and mooring) in the ZTL area. limited traffic and / or in controlled traffic ZTC areas; in this way, the traffic management method of boats 2 described above also allows you to charge "according to consumption" for access to the limited traffic ZTL area and / or controlled traffic ZTC areas and / or stay in the ZTL area. limited traffic and / or in controlled traffic ZTC areas.

Finally, the vessel traffic management method 2 described above works correctly and reliably at any time (i.e. in any external lighting condition) and in any weather condition, as it is completely independent of the visibility present in the traffic restricted zone. limited and / or in the ZTC area with controlled traffic.

Claims (16)

R I V E N D I C A Z I O N I 1) Method of managing the traffic of vessels (2) in a controlled traffic zone (ZTC); the management method includes the phases of: periodically detect the georeferenced position of each vessel (2) located in the controlled traffic zone (ZTC) or in the vicinity of the controlled traffic zone (ZTC) by means of a locator device (7) which is placed on board the vessel (2) same; And periodically transmit the georeferenced position of each vessel (2) to a central control unit (3) by means of a radio frequency communication device (8) which is placed on board the vessel (2) itself and is connected to the locator device (7) ; the management method is characterized by the fact that it includes the further phases of: periodically determine, by means of the central control unit (3), a crowding parameter of the controlled traffic zone (ZTC) according to the number of boats (2) that are inside the controlled traffic zone (ZTC) ; compare, through the central control unit (3), the crowding parameter with a saturation threshold; and prevent, by sending access prohibition signals from the central control unit (3) to the corresponding communication devices (8), the access of further vessels (2) to the controlled traffic zone (ZTC) when the parameter crowding is above the saturation threshold or is about to become above the saturation threshold. 2) Management method according to claim 1 and comprising the further steps of: determine the route and speed of the vessels (2); identify as vessels (2) entering the controlled traffic zone (ZTC) all the vessels (2) that are near the controlled traffic zone (ZTC) and have a direct route to the controlled traffic zone (ZTC) ; And communicate, by sending a radio frequency message from the central control unit (3) to the corresponding communication devices (8), to the vessels (2) entering the controlled traffic zone (ZTC) a free access signal when the crowding parameter is below the saturation threshold or a no-entry signal when the crowding parameter is higher than the saturation threshold. 3) Management method according to claim 2 and comprising the further step of communicating together with the no-entry signal also the number of vessels (2) awaiting entry to the controlled traffic zone (ZTC) having precedence. 4) Management method according to claims 2 and 3 and comprising the further steps of: estimating, when the crowding parameter is higher than the saturation threshold and for each vessel (2) entering the controlled traffic zone (ZTC), a waiting time to receive the free access signal; And communicate, together with the no-entry signal, also the waiting time to receive the free-access signal. 5) Management method according to one of claims 1 to 4 and comprising the further step of determining the crowding parameter as a function of the number of vessels (2) which are located within the controlled traffic zone (ZTC) and are in motion, i.e. they are unmoored. 6) Management method according to one of claims 1 to 5 and comprising the further step of determining the crowding parameter as a function of the size and / or the maneuvering capacity and / or the service importance of the vessels (2) which they are located within the controlled traffic zone (ZTC). 7) Management method according to one of claims 1 to 6 and comprising the further step of estimating a future evolution of the crowding parameter according to the routes of the vessels (2) located in the controlled traffic zone (ZTC) or in proximity of the controlled traffic zone (ZTC). 8) Management method according to one of claims 1 to 7, in which each communication device (8) uses a unique identification code that identifies the corresponding vessel (2) and is entered in an incoming communication to the unit (3) central control unit to identify its origin and / or is inserted in an outgoing communication to the central control unit (3) to identify the recipient. 9) Management method according to claim 8, in which each communication device (8) is connected to an interface device (9) which is placed on board the vessel (2) and reads the unique identification code optically or by radio frequency of the vessel (2) by an identification plate (P) integral with the vessel (2) itself. 10) Management method according to one of claims 1 to 9, wherein at least one communication device (8) is connected to a personal signaling device (12) which is worn by a user and is adapted to generate sounds and / or vibrations. 11) Management method according to one of claims 1 to 10 and comprising the further steps of: determine for each craft (2) the corresponding maximum speed allowed; comparing the speed of each vessel (2) with the corresponding maximum speed allowed to determine any vessels (2) in excess of speed; And communicate the excess speed to any vessels (2) in excess of speed by sending warning signals from the central control unit (3) to the corresponding communication devices (8). 12) Management method according to one of claims 1 to 11 and comprising the further steps of: determine for each craft (2) the corresponding maximum speed allowed; comparing the speed of each vessel (2) with the corresponding maximum speed allowed to determine any vessels (2) in excess of speed; And record in a non-volatile memory all the excesses of speed of the vessels (2). 13) Management method according to one of claims 1 to 12 and comprising the further step of varying the saturation threshold as a function of the time of day, and / or date and / or atmospheric conditions and / or wave motion . 14) Management method according to one of claims 1 to 13 and comprising the further steps of: calculate for each vessel (2) the navigation and / or stay time in the controlled traffic zone (ZTC); compare for each vessel (2) the navigation and / or stay time in the controlled traffic zone (ZTC) with respective time thresholds; And communicate, by sending warning signals from the central control unit (3) to the corresponding communication devices (8), any exceeding of the time thresholds to the corresponding vessels (2). 15) Management method according to one of claims 1 to 14 and comprising the further steps of: periodically process, by means of the central control unit (3), a digital map (13) including a graphic representation of each vessel (2) located in the controlled traffic zone (ZTC) or in the vicinity of the zone (ZTC) controlled traffic; and periodically transmitting to the boats (2) a copy of the digital map (13) by sending a radio frequency message from the central control unit (3) to the corresponding communication devices (8). 16) Traffic control system (1) for vessels (2) in a controlled traffic zone (ZTC); the control system (1) includes: a central control unit (3) adapted to receive radio frequency data; a locator device (7) which is placed on board each vessel (2) located in the controlled traffic zone (ZTC) or in the vicinity of the controlled traffic zone (ZTC) and periodically detects the georeferenced position of the vessel (2) same; and a radio frequency communication device (8) which is placed on board each vessel (2), is connected to the locator device (7) and periodically transmits the georeferenced position of the vessel (2) itself to the central control unit (3); the control system (1) is characterized by the fact that the central control unit (3): periodically determines a crowding parameter of the controlled traffic zone (ZTC) according to the number of vessels (2) that are within the controlled traffic zone (ZTC); compare the crowding parameter with a saturation threshold; and prevents the access of further vessels (2) to the controlled traffic zone (ZTC) when the crowding parameter is higher than the saturation threshold or is about to become higher than the saturation threshold by sending no access signals from the central control unit (3) to the corresponding communication devices (8).