U.S. patent application number 09/871986 was filed with the patent office on 2001-12-20 for proximity and sensing system for baggage.
Invention is credited to Zimmerman, Harry I..
Application Number | 20010052850 09/871986 |
Document ID | / |
Family ID | 27057716 |
Filed Date | 2001-12-20 |
United States Patent
Application |
20010052850 |
Kind Code |
A1 |
Zimmerman, Harry I. |
December 20, 2001 |
Proximity and sensing system for baggage
Abstract
A communication system is provided which can be realized in a
number of ways to facilitate baggage tracking and recovery. In the
most rudimentary realization, the traveler receives a signal from
transmitters placed in the baggage which can identify the presence
of each item of baggage by a code number which may show either as
the code number or as a user supplied personal designator for a
particular item of luggage. The transmitter is inexpensive and low
power but works well in the aircraft environment and causes no
interference with aircraft control, communication or navigation
equipment. Advanced versions of the invention include
programmability and transponder control as well as enhanced audio
signaling also include structure which can sense an aircraft
environment based upon pressure, vibration and acceleration to
provide control to portable electronic devices in response to
sensing the take-off, cruise and landing conditions. Especially
useful are aircraft takeoff and landing footprints as
pre-determined pressure profiles over time. The footprints insure
that the proper conditions are met for shutting down equipment,
reducing the activity level of the equipment, or turning the
equipment back on.
Inventors: |
Zimmerman, Harry I.; (Los
Angeles, CA) |
Correspondence
Address: |
Curtis L. Harrington
Suite 250
6300 State University Drive
Long Beach
CA
90815
US
|
Family ID: |
27057716 |
Appl. No.: |
09/871986 |
Filed: |
May 31, 2001 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
09871986 |
May 31, 2001 |
|
|
|
09512965 |
Feb 25, 2000 |
|
|
|
6265975 |
|
|
|
|
Current U.S.
Class: |
340/572.1 ;
340/568.1; 340/571; 340/8.1 |
Current CPC
Class: |
G06K 17/00 20130101 |
Class at
Publication: |
340/572.1 ;
340/568.1; 340/571; 340/825.49 |
International
Class: |
G08B 013/14 |
Claims
What is claimed:
1. A luggage tracking system comprising: a luggage location unit
having a transmitter for transmitting an identifying code and
having a housing for carriage inside a unit of luggage within a
fuselage of an aircraft; a flight profile detector in communication
with said transmitter for inhibiting operation of said transmitter
during at least part of a flight sequence; and an indicator unit
having a receiver for receiving said identifying code from within
said fuselage and for indicating receipt of said identifying code
to indicate a presence of said luggage location unit and thus the
unit of luggage within which it is carried.
2. The luggage tracking system of claim 1 wherein said flight
profile detector is programmed to sense at least one of vibration,
acceleration and pressure.
3. The luggage tracking system of claim 1 wherein at least one of
said luggage location unit and said indicator unit includes a
receiver and a transmitter respectively such that said at least one
of said luggage location unit and said indicator unit is capable of
transceiving.
4. The luggage tracking system of claim 3 wherein said luggage
location unit includes a receiver capable of receiving commands to
control said transmitter of said luggage location unit.
5. The luggage tracking system of claim 3 wherein said indicator
unit includes a transmitter capable of communicating with and
transmitting commands to said receiver of said luggage location
unit.
6. The luggage tracking system of claim 5 wherein said indicator
unit is capable of commanding said luggage location unit to alter
at least one of its transmitter timing, transmitter mode, antenna
phasing and transmitter frequencies.
7. The luggage tracking system of claim 1 and wherein said luggage
location unit is a first luggage location unit, and further
comprising at least a second luggage location unit, each of said at
least a second location unit having an associated transmitter for
transmitting an identifying code particular to each of said
respective first and said at least a second location unit.
8. A method of luggage tracking comprising the steps of: turning on
a luggage location unit having at least a transmitter which is
disabled based upon detection of flight profile so that said
transmitter will not operate over the majority of a flight cycle;
and inserting said luggage location unit inside a unit of luggage;
presenting said unit of luggage to be carried by an airline on an
aircraft; taking an indicator unit having at least a receiver on
board said aircraft; and receiving a signal from said luggage
location unit to verify a presence of said unit of luggage on board
said aircraft.
9. The method of luggage tracking as recited in claim 8 wherein
said flight profile is detected based upon at least one of
vibration, acceleration and pressure.
10. A method of luggage tracking comprising the steps of: turning
on a luggage location unit having at least a transmitter which is
disabled based upon detection of flight profile so that said
transmitter will not operate over the majority of a flight cycle;
and inserting said luggage location unit inside a unit of luggage;
presenting said unit of luggage to be carried by an airline on at
least one aircraft; taking an indicator unit having at least a
receiver to the vicinity of a luggage retrieval point once said
unit of luggage is taken off of said at least one aircraft; and
receiving a signal from said luggage location unit to verify a
presence of said unit of luggage in the vicinity of said luggage
retrieval point.
11. The method of luggage tracking as recited in claim 10 wherein
said unit of luggage is at least a first unit of luggage and at
least a second unit of luggage and wherein said luggage location
unit is at least a first luggage location unit and at least a
second luggage location unit wherein said at least a first luggage
location unit is inserted into said at least a first unit of
luggage and wherein said at least a second luggage location unit is
inserted into said at least a second unit of luggage wherein said
receiving a signal from said luggage location unit step is for
verifying a presence of said at least a first unit of luggage and
at least a second unit of luggage in the vicinity of said luggage
retrieval point.
Description
[0001] This is a continuation-in-part U.S. patent application based
upon co-pending U.S. patent application No. 09/512,965 filed on
Feb. 25, 2000, and also upon co-pending U.S. patent application No.
09/627,366 filed on Jul. 28, 2000.
FIELD OF THE INVENTION
[0002] The present invention relates to a system especially for
airline travelers whose travel articles, such as baggage and the
like, may be separated from the traveler and hidden from view and
which identifies the presence of the travel articles confirming for
the passenger that the articles have not been left behind or routed
on another aircraft, or in the alternative letting the traveler
know that his bags are in fact left behind or routed onto another
aircraft to give the traveler the ability to plan ahead and
compensate by making alternative plans such as the taking of early
action to insure that they are quickly located and to lessen the
time during which the articles are unavailable, and may
specifically relate to a system especially related to airline
travel, which utilizes an altimeter, programmed methodology, and
specific aircraft environment which may be known as a
pressurization fingerprint, or cabin altitude fingerprint, to
control power, including both inputs and outputs for portable
electronic devices, hereinafter PEDs, such as cell phones,
electronic luggage tags, luggage proximity systems, pagers,
messaging devices, transmitters and transceivers.
BACKGROUND OF THE INVENTION
[0003] One of the biggest problems frequent air travelers have, and
it is reflected in numerous surveys, is the fears and concerns
which airline travelers today have about their bags and packages,
which are turned over to the airlines to be carried as checked
baggage, is a delay or mis routing of baggage especially such that
the baggage is not traveling with the traveler. In addition,
today's air carriers use a hub system that many times forces a
traveler and his articles to change airplanes before reaching their
final destinations. Many times a passenger's articles will begin a
trip together only to be separated at a transfer point, especially
the airlines's hub, during the journey.
[0004] The fact that a traveler knows that there is a chance of
separation from baggage and checked articles causes concern, worry,
and a feeling of helplessness. If the traveler were to positively
have an indication that the bags were on the flight with him, the
traveler would be able to relax, have a more enjoyable flight and
concentrate all of his attention on working, reading, conversing or
other activities during the flight. If the traveler were to
positively have an indication that the bags were not on the flight
with him, the traveler would be able to take steps to remedy the
problem. For example if the traveler had knowledge that his bags
were in fact separated from the traveler, he would be able to plan
ahead by coordinating with the airline and others about replacing
necessary articles, clothing, and the like at his destination to
make up for any delay or ultimate loss of the articles and baggage.
In addition, if the traveler knew at what physical location the
separation of his articles and luggage occurred, especially in a
journey requiring multiple changes in aircraft, he would be able to
pass this superior knowledge on to the air lines to assist them in
locating the luggage and articles which were separated. This
information would be of value not only to the traveler, but to the
airlines as well in achieving an efficient recovery of the bag.
[0005] An ancillary problem is the wait and uncertainty faced by a
traveler in having to debark, walk to the baggage claim and locate
his luggage and articles. In some cases the luggage and articles
may already have been available for others to mistakenly take as
their own. In other instances, the traveler has to wait and compete
for his luggage and articles around a crowded carousel. Even when
the traveler arrives at the carousel before his luggage and
articles arrive, he may not see his checked belongings when they
first emerge or they may be mistakenly removed by someone else.
[0006] Further, a traveler who is forced to wait at a carousel to
defend possession of his luggage and articles will likely have to
wait a second time in order to arrange ground transportation.
Because people are so protective of their luggage and articles,
they will rarely leave the carousel to chance while taking the
opportunity for a rental car or shuttle transaction during the time
before the luggage and articles arrive.
[0007] The separation of an airline traveler from his lug Any time
that a traveler changes planes, and particularly when the
passenger's arrival time is close to the next departure time,
especially at a hub connection, there is a significant probability
that the baggage will not make the flight on which the passenger
has boarded. Also, depending upon the layout of the airport, and
especially at a large hub where the physical distance between the
arrival gate and the departure gate is large, a passenger making a
tight connection may miss the next flight even though his baggage
made it onto the plane.
[0008] Another danger which increases the worry of airline
travelers is the possibility that the identity ticket on the
checked baggage may become torn off inadvertently through ordinary
handling. In this event, the luggage is certain to miss transfer at
a hub, and even if it makes it way to a destination, the traveler
may have trouble identifying it as his own, may increase the
chances of being inadvertently claimed by someone else, and may
also have trouble convincing gate security that the luggage and
articles with the missing tag is his.
[0009] The baggage systems and airport security from air line to
air line varies greatly. Some air lines use a computer to keep up
with the baggage. Other air lines simply react only after a
passenger is unable to locate their baggage. Where the baggage
follows the passenger, the passenger can simply wait at the airport
and only hope that it arrives. Where the baggage travels ahead of
the passenger, there is some increased chance that it may be lost
or stolen. If the passenger could call ahead, either from an
aircraft phone or a personal phone, arrangements could be made to
have the baggage collected as soon as it is available and held for
later pickup after a positive identification of the owner.
[0010] The most overriding reason that it is valuable for the
traveler to know if his baggage is accompanying the traveler is
that many airports have such lax security that if the traveler is
not on hand to collect the baggage when it is first made available
to the passengers, there is a likelihood that it will be
stolen.
[0011] Further, with the problems associated with the air line
liability for lost baggage and the like, any system, no matter how
rudimentary, which gives the air lines the ability to cut losses,
would be welcome.
[0012] Another problem with baggage which does not travel in unison
with the traveler is that of location and transfer. Baggage which
travels on another flight is generally never separated from the
baggage made available to the travelers of the arriving flight. As
such, it becomes apparent that the baggage will maintain its
unclaimed status only after a long time has passed since it was
made available. This time period can be as long as an hour and a
half, and where only one or a few baggage output areas are
available, and during busy times, the baggage may not be identified
as unclaimed for hours. As a result of any of these delays, and
when the traveler makes inquiry at the destination location, the
baggage, not being immediately held by the baggage claim
department, is technically lost, and personnel have to be
dispatched to look for it.
[0013] Other problems may compound the initial problem of baggage
not traveling in unison with the traveler, including torn, damaged
or removed destination tags, additional opportunity for pilferage
by air line employees, and the like. Again, since most of the
problems associated with lost baggage begins with a separation of
the baggage from in-unison travel of the passenger, the most
rudimentary help would include an early notification of the air
line so that the baggage could be identified, located and
segregated in order that more complete control over the baggage can
be established. Secondarily, in transmitting the information to the
air line baggage department, it would be important to know how many
items of baggage were missing and if possible which items of
baggage were missing, including a description of the physical shape
and color of the baggage item.
[0014] What would be of even further help would be a device or
method to aid in physical location of an item of lost baggage. As a
beginning step, a system which would assist the owner of the
baggage in personally locating it, perhaps in assistance with air
line personnel would prove helpful. A system which is standardized
and in which the air lines also shared in data base identification
would even more greatly help as it would provide complete
coordination between the traveler and the air line and reduce the
instances of lost baggage to a minimum.
[0015] A significant problem identified for aircraft and aircraft
controls is the interference caused by PEDs such as the
aforementioned luggage location system, cell phones and computers.
Excessive interference can interfere with or in extreme cases cause
malfunction of aircraft systems. In general, all PEDs vary to such
a great degree that poorly designed PEDs can emit excessive
electromagnetic energy outside the frequency range and normal
emissions power. The less expensive devices tend to be more widely
available and used and these devices typically have much looser
emissions specifications.
[0016] In addition, even where the PEDs operate normally and within
specified limits the danger of interference on an aircraft is still
present and especially at a time when the PED is not normally in
use. New battery packs and more efficient operational electronics
have provided users with longer battery life between
charges/changes such that PEDs are typically left on to continue
operating even when they are either inaccessible or operation
inhibited. Cell phones are but one example. The typical use before
re-charge, even when cell phones are left on, is on the order of
several days. Due to this, users have developed the habit of
leaving them on, even in circumstances where use will not occur.
The most prevalent modes with regard to aircraft are with respect
to PEDs which are in checked luggage, or are on the person or in
personal carry on brief cases and bags. When traveling, the cell
phone is a roam mode and uses more power than when the cell phone
is neglected while within the home territory.
[0017] Another problem is power management. This problem exists in
all electronic equipment, regardless of whether it emits
potentially interfering electromagnetic signals. Although battery
management has improved, any system which shuts off PEDs which have
inadvertently been left on is highly desirable. In the area of
aircraft flight, where the average duration of a trip is hours, any
such saving would be extremely beneficial.
[0018] Generally, all devices carried by travelers should be shut
off while on the aircraft. This includes cell phones, radios, CD
players and tape recorders. Even where it is unintended, as in
equipment having no immediately cognizable electromagnetic signal,
unintended signals used on PEDs equipment can easily pass beyond
the equipment housing and into the surrounding environment. These
signals can combine to add to, subtract from and further modulate
other signals. When this happens with one passenger's equipment,
the outcome is unpredictable enough, but an aircraft filled with
miscellaneous equipment can produce a cacophony of signals which
can provide a real danger to the aircraft if the mix of output
matches one of the systems utilized by the aircraft enough to
interfere with it.
[0019] An even more useful is a power management system which may
be used independently of or integrally with the needed PED. The
independent operation is particularly useful where the logic
operation of the main device would itself produce a significant
power drain or spurious signal output. The needed system should
enable equipment to shut off to extent possible when the equipment
is on an aircraft. Even where equipment does not normally operate
to deliberately output electromagnetic signals, a power management
system can be used to insure that equipment inadvertently left on
will shut off, but only when it proper. Where equipment does
normally operate to deliberately output electromagnetic signals, a
power management system can be used to independently insure that
equipment inadvertently left on will either shut off, stop or
reduce emissions, or reduce the level of operation. Where a standby
mode is provided, the equipment may be instructed by an independent
circuit to go into standby mode. The needed equipment should be
programmable to sense the aircraft environment through a variety of
sensing attributes including pressure, electromagnetic signature,
signals particular to an airport, sounds such as are found on an
aircraft, as well as command and control signals which may be
applied within or appurtenant to the aircraft environment. The
problems associated with PEDs may also be acute in the field of
luggage location systems given the duration of flight.
SUMMARY OF THE INVENTION
[0020] A communication system is provided which can be realized in
a number of ways to facilitate baggage tracking and recovery, and
in which the problems associated with PED operation are solved.
[0021] In the most rudimentary realization, the traveler receives a
signal from transmitters placed in the baggage which can identify
the presence of each item of baggage by a code number which may
show either as the code number or as a user supplied personal
designator for a particular item of luggage. The transmitter is
inexpensive and low power but works well in the aircraft
environment and causes no interference with aircraft control,
communication or navigation equipment. A first aspect of a
preferred embodiment of the transmitter is programmable with an
identification code of sufficient length to avoid interference with
other codes. A second aspect is programmability as to transmitter
mode. Depending upon the length of the trip being undertaken,
pre-pro grammability can enable the user to instruct the
transmitter to transmit during time windows when the user wants to
know about the physical accompaniment of the baggage, such as times
surrounding departure of the initial flight and the times
surrounding the departure of the connecting flight. In addition, a
rescue mode is programmable into the transmitter for a beacon
signal at high power at given times and optionally a locator beacon
at other times. Programmability of the transmitter is highly
adaptable to (1) a custom receiver provided, (2) a custom control
transceiver provided, or (3) the use of other receivers and
transceivers through cloning or duplication of the send and receive
identification information.
[0022] The frequency mode of operation can be radio frequency
electromagnetic waves modulated with identity and information as
amplitude modulation, frequency modulation, pulse width modulation,
spread spectrum, the family radio frequencies at the 400-500
megahertz range, the cell and pager frequencies at 900 megahertz
and higher frequencies. The system may also use sonic transmission
and reception in addition to the radio frequency operating modes.
Preferably, the frequency mode of operation can be programmable to
include any number of frequencies at least sequentially.
[0023] As a result of the above, the invention can be provided to
the user as a simple transmitter for use in conjunction with a
user's pre-existing pager or pre-existing cell phone or receiver.
At the next level, the system of the present invention can be
provided as a transmitter and receiver system where the user can
program the transmitters included with the baggage and then utilize
the receiver to get a more exact readout of the status of the
baggage. In addition, the receiver can carry a signal strength
indicator which is useful in indicating the proximity of the
baggage. At the next level, the transmitter which is placed with
the baggage is replaced with a transponder and the custom receiver
of the user becomes a transceiver. In this embodiment level,
maximum efficiency is obtained. The startup protocol can include:
(1) a timer in the transponder to turn on and off during a narrow
window during which the traveler's transceiver can bring the
transponder to full power and interrogate multiple transponders as
to their identity and presence.
[0024] The advantages of the ability of the traveler to use the
system of the invention are several. Where one piece of baggage is
missing, the user can then contact the air lines and notify them,
in some cases in time to correct a small routing problem and
include the baggage on the flight. In other cases, the airline may
be able to find the luggage early enough to then specially route
the luggage on another flight or even another carrier such that it
catches up with the traveler at the next stop.
[0025] Another advantage is at the arrival terminal. The traveler
will be notified by the system when his luggage and articles enter
the room. Thus, while others stand around the carousel, the
traveler using the system of the invention can transact business at
the rental car or ground transportation area, which is typically in
the same room or closely adjacent to the baggage carousel. As the
luggage or articles enter the room, the traveler's receiver will
indicate the arrival. This can be accompanied by a beep, a light
illumination, as well in a manner which will indicate which bags
have arrived. Even if the traveler is in the midst of transacting
business, it will be an easy matter to simply step over to the
carousel, retrieve the article and then return to a counter where
business was being transacted.
[0026] Using this system, the traveler saves not only piece of mind
but a tremendous time saving as well. Further, in any situation
outside of the aircraft, rather than fight the crowds around the
carousel, the traveler can observe his baggage arrive into the
room, on his hand held monitor, piece by piece.
[0027] Further, in the event that the traveler's baggage is lost,
he can accompany a baggage employee with the hand held monitor to
indicate the articles's presence. The traveler can further send a
signal to the bags to emit any of a number of sounds from a short
beep to a siren blast to facilitate finding the baggage.
[0028] As will be shown in the Figures and description, the system
of the present invention is realizable in a wide variety of levels
of complexity and communicative overlay. In general, a larger and
more sophisticated version of the invention will be initially
shown, followed by a more compact and simple version.
[0029] In one embodiment of the communications topology, the
transmitter associated with the luggage would emit a series of two
or three short pulses of from approximately about less than a
second each to about a second each and sent about every ten seconds
within a first period as a sending interval, and then followed by a
second period as a rest period of about one minute of rest. For
example, where two pulses are sent within twenty seconds, followed
by a one minute rest period, a one minute and twenty second minimum
length action cycle is created. Thus, an indicator unit would have
a listening period longer than the minimum length action cycle and
may have multiples of such cycle. Further, since the system of the
invention utilizes multiple transmitters, and although the
probability is small, to prevent doubling transmission signals from
consistently interfering with each other, at least one of the
length of the rest cycle and the minimum ten second transmission
spacing is randomized so that the rest cycle can be greater or less
than about a minute, and so that the transmission spacing can range
from the minimum ten seconds to about 30 seconds. It is preferable
that if one of the transmission spacing and rest period is
randomized that the other be complementarily shortened to give a
maximum operational window which does not exceed the maximum time
which the indicator unit of the invention is switched on and is
actively looking for the signal. Even with such complementary
randomization, a very low magnitude duty cycle is created and
allows for an extended battery life. In a larger version this
extends battery life such that the batteries are more likely to
fail from age and environmental effects than depletion of current.
In a smaller, more compact version, even coin sized batteries
supplying power supporting only a transmit function would enable a
battery life of two years or more.
[0030] The more sophisticated system would include a transceiver
which could communicate and command the transmitter and
contemplates a transmitter with other capabilities including
frequency band switching, frequency mode of transmission, audible
signaling and more. The simplest system would include a small,
preferably only simply programmable or of dedicated pre-specified
function and which could be clipped onto the belt, or carried in
the pocket or purse. The smaller version would preferably have a
diode or crystal display that would indicate that it has received
an identity signal from the luggage or other articles to show the
traveler that such luggage or other articles have been loaded
aboard the aircraft while the traveler is also on board. Even on
the small, lightweight version of the receiver, an indicator will
preferably be able to receive signals from four to six transmitters
located in from four to six separate units of luggage. Each of the
different transmitters, one for each unit of luggage, would
preferably carry its own code which would be modulated onto its
transmitter signal.
[0031] Regardless of complexity, the receiver of the invention
would have the capability for both a shutdown after several minutes
of operation, as well as a shutdown after receiving a signal from
the numbers of different units of luggage on the trip. For example,
if there are three codes to be detected, and all three are in fact
detected, the unit could shut itself down to conserve power. On
subsequent power-up, and before the circuit is cleared for another
probing of the transmitter's presence within the aircraft, the
receiver unit can simply indicate the presence of the transmitters.
This will conserve power by not having to keep the receiver on for
long periods of time, and the power necessary to store a simple
indication of having received the signal is de minimis. Low power
is an advantage both to the traveler and within the aircraft
environment. For example, smoke detectors have currently been
approved for aircraft use in a wireless system where the power is
of insufficient magnitude to interfere with aircraft electronics,
yet secure in communications to perform its important function. The
utilization of low power within an aircraft is especially
facilitated by modem aircraft internal barriers, floors, and
surroundings, which are made of composite material. The random
communicative aspect derives from a sparse number and location of
portals through which the signal could have passed if such were
available, as well as a concomitant high dependence upon
orientation toward such portals, on behalf of both the transmitter
and the receiver. Further, high power transmitters would be just as
likely to give a "presence" reading from 100 yards away on the
tarmac as they would inside the aircraft. Currently used composite
and fiberglass supports within the fuselage are transmissive of
electromagnetic radiation and contribute to the ability to
effectively utilize low power on the system of the invention. Other
issues include the use of a power and frequency which will not
interfere with the aircraft electronics. Smoke detectors now in
utilization on aircraft have a power output and frequency and
operating mode in conformity with those described for the present
invention and have shown to be compatible with the electronic
environment of the basic aircraft electronics. The preferred
embodiment may have ordinary single direction polarization or
circular polarization, particularly if there is enough room for a
phased array.
[0032] However, with regard to eliminating even further problems
which are generally associated with PEDs, a power management system
is provided which can be realized in a number of ways to facilitate
reduction of harmful emissions and to provide power conservation,
and which can be used with the luggage location system of the
invention to eliminate any PED based objections to its use onboard
an aircraft. The principles will be discussed in relation to PEDs
generally with the implicit understanding that the luggage location
system of the invention is but one such PED.
[0033] The problem of power management is addressed by one of the
many systems programmable to sense the aircraft environment through
a variety of sensing attributes including pressure, electromagnetic
signature, signals particular to an airport, sounds such as are
found on an aircraft, as well as command and control signals which
may be applied within or appurtenant to the aircraft environment.
In the system exemplified, a pressure transducer is used to sense
an aircraft's pressure/altitude profile and is utilized to
optionally manage internal or external controls for both shut down,
turn on, and reduced operation, especially electromagnetic
reception and transmission control in the case of a PED which
transmits or receives. This system can be applied to any device,
including cell phones, radios, CD players and tape recorders. The
system overcomes the fact that most travelers tend to be
inattentive to personal electronic equipment leaving such equipment
on, especially since the equipment battery usage has become so
efficient that users have accustomed themselves to long usage
periods. Advantage is taken of the fact that commercial aircraft,
whether pressurized or un-pressurized, tends to produce a
predictable profile, and this profile is made compatible with the
power consumption and transmitter behavior of the communications
system. Should standards be developed to apply to all personal
electronic equipment which are likely to be brought aboard
aircraft, air safety would be vastly improved. Further, the control
can be overridden where the user has manual access to the PEDs
where immediate cognitive usage is desired. This may be especially
useful for PEDs located in "carry on" luggage which is
involuntarily and in a rushed manner converted to "checked baggage"
at the last minute especially due to size and weight
restrictions.
[0034] The techniques of the invention also prevent unwarranted
shut off of PEDs such as when a user boards an elevator to a tall
building, or where the user drives an automobile up a mountain.
These types of conditions are a signal that an aircraft environment
may be about to be present, but are not fully proven as
present.
BRIEF DESCRIPTION OF THE DRAWINGS
[0035] The invention, its configuration, construction, and
operation will be best further described in the following detailed
description, taken in conjunction with the accompanying drawings in
which:
[0036] FIG. 1 is a cross sectional view of an aircraft illustrating
the passenger compartment in which a traveler operates an indicator
unit and a baggage compartment having baggage unit containing a
baggage location unit;
[0037] FIG. 2 is a perspective view of one possible embodiment of a
full capability programmable transponding baggage location
unit;
[0038] FIG. 3 is a reverse view of a full function baggage location
unit seen in FIG. 2 and illustrating a possible configuration of
antenna and battery supply in phantom;
[0039] FIG. 4 is a schematic representation of a unit of baggage
and illustrating the potential placement of the baggage location
unit of FIGS. 2 and 3;
[0040] FIG. 5 is a view of a fully programmable indicator unit with
liquid crystal display, programmability, scanning and transponsive
activity capability;
[0041] FIG. 6 is a block diagram of the full capability
programmable transponding baggage location unit seen in FIGS. 2 and
3;
[0042] FIG. 7 is a block diagram of the full capability
programmable transponding display unit seen in FIG. 5;
[0043] FIG. 8 is a plan view of the internals of a minimalist
version of the indicator unit for indicating the proximity of a
minimalist baggage location unit within an aircraft;
[0044] FIG. 9 is a plan view of the internals of a minimalist
version of a baggage location unit which is specifically designed
for operation and use with the minimalist baggage location unit of
FIG. 8, within an aircraft;
[0045] FIG. 10 is a rear view of the baggage location unit of FIG.
9;
[0046] FIG. 11 is a side view of the baggage location unit of FIGS.
9 and 10.
[0047] FIG. 12 is a block diagram of a full capability programmable
equipment element which is shown with enough elements to be a cell
telephone or other PED, and including components to illustrate that
it may be any transceiver or any receiver, and further illustrating
integral or detached control operation; and
[0048] FIG. 13, as subdivided in to FIGS. 13A - 13D for size and
spacing, is a logic flow diagram illustrating one manner of
programming approximate aircraft pressure change profiles with an
altimeter input.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0049] Referring to FIG. 1, a luggage tracking system 19 is best
described beginning with a sectional view of an aircraft 21
indicates a passenger cabin area 23 having typical seating 25 and a
seated passenger 27. The passenger 27 holds an indicator unit 29
which may have an internal or an external antenna 31 for
facilitating reception or transmission and reception of an
electromagnetic signal.
[0050] The seating 25 is supported by a flooring structure 31 which
is attached to an air frame 33. The flooring structure 31 in older
model aircraft is typically metal with multiple openings and
conduit passageways which enable radio frequency signals to pass
through, especially adjacent points of attachment to the air frame
33. Below the flooring structure 31, and at certain lengths along
the aircraft fuselage, is a baggage hold space 35. Within the
baggage hold space 35 may be located one or more units of baggage
or baggage 37. Inside the baggage 37 is a baggage location unit 41.
As will be seen, the baggage location unit 41 can be available in a
variety of embodiments as can the indicator unit 29.
[0051] Referring to FIG. 2, a plan view of one embodiment of a
location unit 41 is seen as a location unit 45. It is clear that
the location unit 41 can be in any physical configuration, but to
help match the antenna length advantages, and for concealment an
elongate form has advantages. Shown on the location unit 45 is a
liquid crystal display 51 which can be made to show programming
status, output mode, output power, battery level and transmitter
mode and power output history. Other attributes which are of
interest in relation to the environment of the baggage can be
included, such as atmospheric pressure, temperature, humidity,
global positioning data and the like. These aspects enable the
traveler, on recovery, to examine the location and conditions of
the physical location and environment in which the baggage has been
kept.
[0052] The location unit 45 can include one or more light emitting
diodes 53 which can be useful for indicating power levels, charge
and programming assistance, as well as an input keypad 55 including
a series of command keys 57 and an alpha numeric keypad 59 assist
in programming.
[0053] Referring to FIG. 3, a reverse look at the location unit 45
enables the showing of additional details in phantom without
obscuring the input and output programmability features seen in
FIG. 2. An antenna 61 is shown in dashed line format as occupying
virtually the length of the location unit 45. The ability to
include an internal antenna having a length approaching no more
than half of the natural wavelength of the frequency selected is of
benefit not only in power efficiency but in the physical ability to
have the signal transmitted. In the Family frequency at the 400-500
megahertz range, the natural wavelength is about 2/3 of a meter.
This size may be a bit long for a full wave antenna and thus for
this frequency, a half wave dipole could be used as the antenna 61.
At the 900 megahertz band, the natural antenna length is about 1/3
meter. In the highest capability, the transmitter may have the
ability to transmit on several frequencies. Transmitter chips are
being standardized for multi-band operation in the amateur and
commercial services. For 1.5 gigahertz, for example, the antenna
length is about 0.2 meters and for 2.5 gigahertz about 0.12 meters.
As such, the antenna 61 may be trapped for half wave operation at
the 400-500 megahertz band and tuned for full wave operation on
frequencies at and above 900 megahertz. Such multi-band antennas
are commonly commercially available, or easily producible. An
overall length of about one foot or less for the location unit 45
is a convenient size. Also shown in phantom is a series of
batteries 63 placed end to end. A "AAA" battery size enables a
thickness of the location unit 45 of about {fraction (7/16)} of an
inch to about a half of an inch. This thickness lends to the
location unit 45 the ability to be easily concealed in any type of
baggage or baggage 37. However, it is preferable that the baggage
37 not provide a sealed completely surrounding conductor, such as a
completely metal suitcase. If such a suitcase or brief case is
provided, it can be retrofitted with an inside pickup antenna
connected to an outside antenna, such as a passive port antenna
used in buildings to enable weak cellular phone communication
signals to communicate outside of the building. Such a port antenna
would typically include an internal antenna not grounded to the
metal body, and electrically connected to an external strip of
material serving as an external antenna through the metal body in a
manner insulated from grounding with the metal body. However, most
baggage, packages and baggage are made from non-conductive
materials and the use of the location unit 45 without further
concern for outputting of an electromagnetic signal is believed to
be the norm for the vast majority of the time.
[0054] Referring to FIG. 4, a baggage unit 37 as an example is
shown in open position. The baggage unit 37 has a base 71 and a lid
73 with a compartment 75. A hinge cover flap 77 is seen extending
between the base 71 and the lid 73. As is shown in phantom, the
compartment 75 can easily and concealably fit the location unit 45.
The hinge cover flap 77 provides another venue for the location
unit 45 as it can be secreted into a location where it will likely
not be discovered. Another possibility is seen just inside the
front of the base 71 where it can be placed inside of a cloth
covering, a lining or other structure. The cover flap 77 location
and the location inside the front of the base 71 also provides
protective reinforcement for the location unit 45.
[0055] Referring to FIG. 5, one embodiment of an indicator unit 29
is seen as an indicator unit 81. Indicator unit 81 is seen to
possibly be of pocket size with a housing 83 and a baggage code/
display indicator 85 as a liquid crystal display. A numeric key and
auxiliary pad 87 includes numbers for input of codes, and
supplementary keys for controlling the input. A series of command
keys 89 are seen below the numeric key and auxiliary pad 87 and
form an input keypad 91. An antenna 93 is shown to the left of the
indicator unit 81 and is thus, when positioned internally, is
oriented so that the longest portion fits within the housing of the
indicator unit 81. Antenna 93 can have an external extendable
portion 95 wherein the user is enabled to extend the antenna 93 in
order to maximize the sensitivity of the indicator unit 81 in order
to either further make certain that the luggage or baggage
containing the luggage location unit 41 is not present, or to
simply increase the reliability of communications between the
transmitter and receiver. Also shown in dashed line format is a
battery 97 which may number several and are provided with due
consideration to the weight and long operation of the indicator
unit 81.
[0056] Referring to FIG. 6, one possible realization for the
location unit 41 is shown in block diagram format. A TRANSMITTER
101 is shown as being connected to the antenna 61 and to a TRANSMIT
CONTROLLER 103. The TRANSMIT CONTROLLER 103 can be of a type which
can modulate the TRANSMITTER 101 in order to control output
frequency, transmit mode, and also to select the method upon which
information is transmitted or modulated with respect to each mode.
The TRANSMIT CONTROLLER 103 is connected to a CENTRAL PROCESSING
UNIT 105 which in high end units may be completely programmable.
CENTRAL PROCESSING UNIT 105 is connected to the input keypad 55
seen in FIGS. 2 & 3 and to the battery 63 seen in FIG. 3.
CENTRAL PROCESSING UNIT 105 may have a connected MEMORY 107, and is
also connected to the display 51. A CLONING CIRCUIT 113 may also be
provided for automatic interrogative programming with respect to
analog and digital cellular phones, and pre-existing pagers. In the
case of a pager, a user provided numeric code can cause the cloning
circuit to monitor pager frequencies and perhaps automatically
subsume and record the pager identity which corresponds with the
user's pager. Thereafter, the combination of CENTRAL PROCESSING
UNIT 105, TRANSMIT CONTROLLER 103 and TRANSMITTER 101 can direct a
signal directly into a user's pager to identify proximity of the
luggage 37 while inside the aircraft fuselage.
[0057] For really flexible operation, a TIMER/SWITCH block 115 is
connected to both the battery 63 as well as the CENTRAL PROCESSING
UNIT 105. In this connective configuration the TIMER/SWITCH block
115 can provide a very low battery drain and can initiate and
control a sleep mode of the CENTRAL PROCESSING UNIT 105 without
having to use the timer normally present in the CENTRAL PROCESSING
UNIT 105 in order to control the periodic on and off functions. For
example, in order to conserve energy, the TIMER/SWITCH block 115
can be set through programming provided to the the CENTRAL
PROCESSING UNIT 105 to turn on and initialize the the CENTRAL
PROCESSING UNIT 105 only during thirty seconds each hour.
Alternative programming may provide for the CENTRAL PROCESSING UNIT
105 operation for one minute every fifteen minutes during the
expected initial departure time, followed by a shut down for hours
until either the destination time arrives or until time to change
planes arrives at which time the traveler will want to know if his
checked baggage is still traveling on the flight with him.
[0058] A RECEIVER CONTROLLER 117 may also be connected to the
CENTRAL PROCESSING UNIT 105 to receive commands from a RADIO
RECEIVER 119, which is also preferably connected to the antenna 61.
The RADIO RECEIVER may be a pager receiver, or a receiver for
receiving signals on several frequencies from the indicator unit
29.
[0059] Referring to FIG. 7 a schematic block diagram illustrates
one possible operational configuration for the indicator unit 81.
The baggage code/display indictor 85 is seen as connected to a
CENTRAL PROCESSING UNIT 125. Where the indicator unit 81 has
transmitter capability, the CENTRAL PROCESSING UNIT 125 will be
preferably connected to a TRANSMIT CONTROLLER 127 which is in turn
connected to TRANSMITTER 129. The TRANSMITTER 129 is connected to
the antenna 93 seen in FIG. 5.
[0060] CENTRAL PROCESSING UNIT 125 is also connected to a RECEIVER
CONTROLLER 133. The RECEIVER CONTROLLER 133 is connected to a RADIO
RECEIVER 135. RADIO RECEIVER 135 is again connected to the antenna
93 seen in FIG. 5. CENTRAL PROCESSING UNIT 125 is also configured
for scanning and transponder operation. The luggage location unit
45 may be programmed to either (1) sequentially transmit over more
than one frequency or (2) more than one mode on such frequency, the
CENTRAL PROCESSING UNIT 125 may be programmed to scan all such
frequencies sequentially in order to pick up an indication of the
proximity of the luggage location unit 45. With programming in
transponder capability, the indicator unit 81 can put out a signal
to instruct the luggage location unit 45 to echo a signal on all of
the frequencies within their communication capability so that
communication could be had on the clearest of those frequencies. In
a pure scanner function, the luggage location unit 45 simply
transmits at given points in time at a signal duration longer than
the channel changing and listening duration of the scanning
indicator unit 81. In this mode of operation, the luggage location
unit 45 transmits at given times through each of its frequencies
and modulation modes simply as a matter of course. In this
configuration, it is simply up to indicator unit 81 to pickup a
code identifying the luggage location unit 45, and associated with
the baggage unit 37 in which it is located. As a result of this
mode of operation, and where three such baggage units 37 each
containing a luggage location unit 45 are located within the air
frame 33, one might be located so that it best communicates with
the indicator unit 81 on a first frequency at a first modulation
type, where as the others may be more readily identified on other
frequencies and at other modulations. The indicator unit 81 simply
scans through all common frequencies and modulation modes during
its receive cycle and until the coded signals from all three
luggage location units 45 are received. CENTRAL PROCESSING UNIT 125
may be programmed to shut down once either all of the requisite
signals are received, or upon the elapse of a given amount of time.
After all, at take off, as the aircraft is backing out of the
terminal, the baggage unit 37 containing the luggage location unit
45 has either made it to the baggage hold space 35 of the aircraft
21, or it has not. A scan limited to from between 3-5 minutes is
likely to exhaustively determined the presence of the baggage unit
37 luggage location unit 45 if it is present on the aircraft
21.
[0061] Indicator unit 81 also includes a CODE & PROGRAM MEMORY
135 so that the codes of the luggage location unit 45 can be stored
as well as enabled, as when a trip is taken where not all of the
luggage location units 45 are taken along.
[0062] Battery 97, seen in FIG. 5, is also seen in FIG. 7 and
connected to the CENTRAL PROCESSING UNIT 125. A TIMER/SWITCH 137 is
connected preferably to both the CENTRAL PROCESSING UNIT 125 and
the TIMER/SWITCH 137 so that the timer may operate independently
and so that the CENTRAL PROCESSING UNIT 125 can be shut down for
long periods of time and preferably automatically cause the CENTRAL
PROCESSING UNIT 125 to power up at the next time when a luggage
check is needed, if such function is programmed into the
TIMER/SWITCH 137 through the CENTRAL PROCESSING UNIT 125. Also
shown is a CLONING CIRCUIT 141 connected to the CENTRAL PROCESSING
UNIT 125 where either another existing indicator unit 81, or
another luggage location unit 45, or another component such as a
cell phone can be cloned, or where another component such as a
pager can be emulated. For cloning, another instrument, such as a
cell phone can be linked with a luggage location unit 45,
especially where the luggage location unit 45 doesn't have its own
cloning unit. Where a family purchases a second indicator unit 81,
the cloning feature of CLONING CIRCUIT 81 can be used to bring the
new indicator unit 81 up to date on the programming, codes,
frequencies, etc. of the first indicator unit 81. In the
alternative, where a family purchases a second luggage location
unit 45, and especially where the second luggage location unit 45
itself has no cloning feature, such as when the first indicator
unit 81 is used to program the luggage location units 45. With
these possibilities, it can be seen that a system can be used in
which either the indicator unit 81 or the cloning feature of
CLONING CIRCUIT 81 can be used to bring the new indicator unit 81
up to date on the programming, codes, frequencies, etc.
[0063] The fully user programmable luggage location unit 45 and
indicator unit 81 sacrifice some size, weight, battery size and
battery longevity advantages for full programmability and virtually
complete user flexibility in terms of satisfying a wide possibility
of operating modes. In terms of a single function, preferably
pre-programmed, and available with pre-programmed codes, many of
these advantages can be regained.
[0064] Referring to FIG. 8, a plan view of a small version of an
indicator unit 29 is seen as an indicator unit 151 having a housing
153, internal flat antenna 155 and main radio receiver chip 157.
Internal flat antenna 155 would, because of its small size and flat
profile, be especially amenable for configuring for alternative
orientational modes, such as circular polarization, with or without
the use of phase delay, as well as the use of different phased
polarization. A series of pulses can be output such that each may
be at a particular orientation with each subsequent transmission
having a changed angle. The use of a first polarization with
subsequent polarizations at forty five degrees difference would
produce a pulse set having four different phase orientations, the
fifth being omitted as simply a one hundred eighty degree or
inversion of the first pulse in the set. Other variations are
possible, including right and left hand polarization. However,
since the antenna 155 is associated with the indicator unit 151, an
automatic tuning or scanning function can be used, as well as a
"spread spectrum" arrangement for receiving, such as a multi path
logic array which enables the receiver or tuner to responds either
instantaneously or by detection to the best configuration for
maximizing the incoming signal.
[0065] A series of four surface mount light emitting diodes 161,
163, 165, and 167 each of which is set to light when a
corresponding transmitter carrying a pre-coded identity signal is
received. Although only four such emitting diodes 161, 163, 165,
and 167 are seen, it is understood that any number may be used.
Four such diodes 161, 163, 165, and 167 are seen as it is believed
that a traveler would probably have four or less checked items.
Other versions of indicator unit 29 may include more or less
indicators corresponding to different numbers of transmitters.
[0066] A set of pre-wired chips 169 and 171 may be provided which
operate the indicator unit 151 to accomplish tasks pertinent to
indicating the presence of luggage location units 41 as well as the
goals of achieving small size and simple operation, etc. The
indicator unit 151 is ideally provided with its associated
transmitting units such that the user need do nothing more than
turn the units on and place them within the units of luggage 37.
Tasks for the pre-wired chips 169 and 171 may include responding to
a powering up signal provided by a push button switch 175, turning
on the main radio receiver chip 157 for continuous listening
coverage of a single pre-specified radio frequency and modulation
mode. In order to conserve battery power, the indicator unit 151
should be pre-programmed to at least shut down after two to three
minutes.
[0067] Since the luggage location units 41 are out of manual
control range and since for a minimalist programmability the
transpondive operation has been eliminated, the preferable
communications protocol involves only periodic bursts of
electromagnetic signal from a luggage location unit in the position
of luggage location unit 41. This requires a continuous period of
radio frequency monitoring for at least the period necessary to
insure that a signal from a luggage location unit 41 has been
sent.
[0068] As a result, an automatic cycle of the indicator unit 151
will preferably enable powering up, continuous reception for the
time necessary to hear one or more signals if present, followed by
a recordation of reception of a signal present on an associated one
of the four such diodes 161, 163, 165, and 167. Thus, if all four
luggage location units, such as luggage location unit 41 are
present, all four diodes 161, 163, 165, and 167 will light within
the luggage location unit 41 cycle period, the user will see the
lights and know which luggage items 37 are present. The user then
simply allows the indicator unit 151 to shut itself off once the
requisite number of diodes 161, 163, 165, and 167 are seen. Where a
traveler only takes two luggage location units 41, the traveler
will look only for two of the diodes 161, 163, 165, and 167 to
light to know that all of his luggage units 37 are on-board the
aircraft.
[0069] Also shown in FIG. 8 are a pair of coin shaped batteries 181
and 183 and which are held within battery clips 185 and 187
respectively. Using the battery saving short cycle time for active
reception, the indicator unit 151 is enabled to operate with such
small coin shaped batteries 181 & 183. The entire indicator
unit 151 can be about four inches long and about one and a half
inches wide. Again, it should ideally become commercially available
with as many luggage location units 41 as it is enabled to show
receipt of associated coded signals to show presence within an
aircraft.
[0070] Other programming features may include, in addition to the
confirmation of the presence of the location unit 41 by diodes 161,
163, 165, and 167, a beep at the time each of the by diodes 161,
163, 165, and 167 is illuminated. Another feature is preferably a
longer or different or two tone beep after a complete transmit
cycle of the location unit 41 (a time by which the location unit 41
should have been heard, if at all) to get the attention of the
traveler, to indicate to the traveler that the unit is about to
shut off and to have the traveler take stock of which location
units 41 have had signals associated with them received and which
have not. This should typically occur about thirty seconds before
shut down. Preferably, the indicator unit 151 may be set to receive
very short 9600 baud serial format bursts. The location unit 41
should conversely transmit such very short 9600 baud serial format
bursts within an active window of time, followed by a rest period.
The active window may include a ten second window during which two
or three of the transmission bursts occur, and then followed by a
fifty second rest period. This creates a one minute cycle time. The
one minute cycle time represents the minimum period during which
the indicator unit 151 should be on, and preferably the indicator
unit 151 will be programmed to stay on through at least two such
one minute cycle times.
[0071] Referring to FIG. 9, a minimalist luggage location unit 41
is shown as a luggage location unit 201 in plan view. Luggage
location unit 201 has a housing 203, internal flat antenna 205 and
a main radio transmitter chip 207. Internal flat antenna 205 has
the same potential and capability as was mentioned with respect to
internal flat antenna 155, including circular polarization, with or
without the use of phase delay, the use of different phased
polarization, and sequential changed angle transmission. Where the
luggage location unit 201 transmits automatically, it is possible
to program the device to step through phasing of the internal flat
antenna 155. Where transponding operation is had, where the luggage
location unit 201 can respond to the 151 indicator unit 151,
antenna phase is simply another aspect which can be probed for full
transpondence, along with frequency and operating mode, etc.
[0072] A logic chip 209 is also present as well as an LED (light
emitting diode) indicator 211 which may be used to show a power on
as well as a low battery condition. In order to save power, it is
preferable that the indicator 211 is lit only momentarily, such as
on for a period of several seconds to indicate that the luggage
location unit 201 is switched on. Where the indicator 211 indicates
a low battery condition, it should flash intermittently, such as
once every 10 seconds, so that if the low battery condition is
reached while it is in service, the luggage location unit 201 may
continue its transmit function for as long as possible under such
low battery condition.
[0073] Adjacent the logic chip 209 is a dip switch set 215 having a
set of four switches 217. Dip switch set 215 gives the additional
flexibility of being able to use 2.sup.N codes where N is the
number of dip switches 17. Dip switch set 215 is shown with four
switches 17 to give a total possibility of 16 codes. This is
optional, and as has been previously stated, the luggage location
unit 201 can be provided commercially along with the indicator unit
151 where both have codes hard wired. In hard wired fashion, the
numbers of codes available on manufacturing may be of a higher
number. In the configurations of the luggage location unit 201 and
indicator unit 151, the indicator unit 151 may be available with a
hard wired code and sold with at least one luggage location unit
201 for which the user sets the dip switches 17 of the dip switch
set 215. With the dip switch set 215 provided, additional units can
be purchased and added to the operating set from which the
indicator unit 151 will track and record signals.
[0074] Further, since each indicator unit 151 shown in the Figures,
for example, is to receive signals from up to four luggage location
units 201, the dip switch set 215 can have the first two switches
17 related to a setting matching the identity of the indicator unit
151 , while the last two switches 17 can indicate which of the four
indicator light emitting diodes 161, 163, 165, and 167 which the
user wants to associate with the luggage location unit 201. It will
be preferable to add dip switch set 215 having more such dip
switches 17 and positions to indicate more complex numeric
codes.
[0075] Also seen is a slide switch 219 which is used to turn the
luggage location unit 201 on and leave it on. Luggage location unit
201 may also have a program which causes power shut down after a
period of time, say either 12, 24, or 48 hours, in order to
conserve battery power. Such an option may be selectable by the
traveler, in an attempt to avoid battery depletion by simply
forgetting to turn the luggage location unit off.
[0076] Also shown in FIG. 9 are a pair of coin shaped batteries 221
and 223 and which are held within battery clips 225 and 227
respectively. Using the battery saving short cycle time for active
reception, the Luggage location unit 201 is enabled to operate with
such small coin shaped batteries 221 & 223. The entire
indicator unit 151 can be about four inches long and about one and
a half inches wide. Again, it should ideally become commercially
available with as many luggage location units 41 as it is enabled
to show receipt of associated coded signals to show presence within
an aircraft.
[0077] FIG. 10 is a rear view of the baggage location unit 201 of
FIG. 9 and illustrating the nondescript nature of the housing.
[0078] FIG. 11 is a side view of the baggage location unit 201 of
FIGS. 9 and 10 and showing the slimline construction and how
accessible the switch 219 is to the touch.
[0079] Referring to FIG. 12, schematic diagram of a PED 139
illustrates units which are sufficient to show cellular telephone
operation, but cover a wide range of PEDs especially those having
transmit and receive capability. Keep in mind that FIG. 12 is but
one possible realization for PED 139 and a wide number of other
variations are possible. A TRANSMITTER 241 is shown as being
connected to an antenna 242 and to a TRANSMIT CONTROLLER 243. The
TRANSMIT CONTROLLER 243 can be of a type which can modulate the
TRANSMITTER 241 in order to control output frequency, transmit
mode, telephonic roaming information and also to select the method
upon which information is transmitted or modulated with respect to
each mode in the case of a complex transceiver. The TRANSMIT
CONTROLLER 243 is connected to a CENTRAL PROCESSING UNIT 245 and
may be completely programmable. CENTRAL PROCESSING UNIT 245 may
have a variety of modes of operation including standby, sleep, and
may be able to selectively automatically operate in high and low
emissive modes. CENTRAL PROCESSING UNIT 245 is connected to the
input keypad 267 and to the battery 256. CENTRAL PROCESSING UNIT
245 may have a connected MEMORY 247, and is also connected to the
display 265. A CLONING CIRCUIT 253 may also be provided for
automatic interrogative programming with respect to analog and
digital cellular phones, and pagers.
[0080] For really efficient operation, the PED 139 may provide a
TIMER/SWITCH block 255 which is connected to both a battery 256 as
well as the CENTRAL PROCESSING UNIT 245. In this connective
configuration the TIMER/SWITCH block 255 can provide a very low
battery drain and can initiate and control a sleep or standby mode
of the CENTRAL PROCESSING UNIT 245 without having to use the timer
normally present in the CENTRAL PROCESSING UNIT 245 in order to
control the periodic on and off functions. This is an example of
hybrid control which is neither wholly external in its operation
with respect to the CENTRAL PROCESSING UNIT 245 but yet neither
wholly internal within the CENTRAL PROCESSING UNIT 245. Where
CENTRAL PROCESSING UNIT 245 may have a clock operating at a
frequency which is in danger of interfering with the aircraft
operations, for example, an internal control of standby, shut down
will not prevent emissions as the clock in the CENTRAL PROCESSING
UNIT 245 keeps on running.
[0081] For an example of the advantages of a hybrid control, in
order to conserve energy, the TIMER/SWITCH block 255 can be set
through programming provided to the CENTRAL PROCESSING UNIT 245 to
turn on or off the CENTRAL PROCESSING UNIT 245 in response to
signals, conditions, elapse of time and the like, and to initialize
the the CENTRAL PROCESSING UNIT 245 only during limited times and
the like, as in querying to pick up voice box messages, etc. The
aspects of the TIMER/SWITCH to be emphasized is that it operates
with no significant external input, but can energize the CENTRAL
PROCESSING UNIT 245 to enable it to intermittently go active and
gather inputs. Such functioning should be, within the discussion of
the invention, circumventable with a more external overriding
control.
[0082] A TRANSMIT RECEIVE CONTROLLER 257 may also be connected to
the CENTRAL PROCESSING UNIT 245 to receive commands from a RADIO
RECEIVER 259, which is also preferably connected to an antenna 261.
The RADIO RECEIVER 259 may be a pager receiver, cell phone receiver
or a receiver for receiving signals on several communication
frequencies.
[0083] Also seen in FIG. 12 is a DISPLAY 265, and an input keypad
267 as is normally also connected to the CENTRAL PROCESSING UNIT
245.
[0084] At the top of FIG. 12, also seen is a POWER TRANSMIT &
CONTROL block 291. POWER TRANSMIT & CONTROL block 291 is
connected straight back into the battery 256, and is also connected
to a switch 293 which controls the power line between the battery
256 and the CENTRAL PROCESSING UNIT block 245. This accomplishes
two objectives. First, it insures that the control which can
control the remainder of the circuit will not have its power
interrupted and second it insures that it will have the ability to
shut down what may in many instances be a CENTRAL PROCESSING UNIT
block 245 which may be otherwise consuming too much power because
of its programming instructions to perform tasks which might either
controvert the programming for shut down or may not have an ability
to shut down. This may be particularly necessary where a PED has no
external access to accept standby, or shut down commands. Even
where a CENTRAL PROCESSING UNIT 245 is programmable to be
consistent with the shutdown routine, it may have other tasks and
protocols which are not conserving of power. This enables the POWER
TRANSMIT & CONTROL block 291 to be constructed with a hard
wired microprocessor which can operated over extended times with
minimum power.
[0085] An ALTIMETER PRESSURE SENSOR block 295 is connected to the
POWER TRANSMIT & CONTROL block 291 to provide direct pressure
date to the POWER TRANSMIT & CONTROL block 291 without any
interference.
[0086] A VIBRATION SENSOR block 296 is also connected to the POWER
TRANSMIT & CONTROL block 291 to provide vibration data to the
POWER TRANSMIT & CONTROL block 291 typically based upon an
aircraft engine's output, wind noise, and airframe natural
harmonics. All major vibrational footprints are pre-programmed,
including the vibrational characteristics when the flaps are down,
as well as the vibrational signature produced by thruster reverse
and braking.
[0087] ACCELERATION SENSOR block 297 is also connected to the POWER
TRANSMIT & CONTROL block 291 to provide acceleration data to
the POWER TRANSMIT & CONTROL block 291 typically based upon an
aircraft's upward, downward and turning acceleration. All major
acceleration footprints are pre-programmed, including ranges
expected to be encountered on takeoff, landing, and in holding
pattern. The signatures may even be so specific that they are
correlated to identifiable acceleration vibrational characteristics
of known aircraft in terms of their ability to assume positive and
negative acceleration over time, as well as the acceleration on
takeoff and deceleration on landing.
[0088] ALTIMETER PRESSURE SENSOR block 295, VIBRATION SENSOR block
296, and ACCELERATION SENSOR block 297, are all flight profile
detectors and may be used singly or in combination with each other
for even more specific profiles. They may also be used in
combination to identify the type of aircraft on which they are used
and thus select from a pre-programmed routine which has the best
fit for the characteristics likely to be encountered.
[0089] The POWER TRANSMIT & CONTROL block 291 is also directly
connected to the transmitter 241 in order to control the times
during which the transmitter transmits. The POWER TRANSMIT &
CONTROL block 291 can be configured to enable non-interfering
operation so long as no control is needed. The advantage of the
configuration of FIG. 12 is that where the CENTRAL PROCESSING UNIT
block 245 is provided as a preprogrammed unit, the POWER TRANSMIT
& CONTROL block 291 can achieve its objectives without having
to be back integrated into the CENTRAL PROCESSING UNIT block 245
with regard to either circuitry or programming code.
[0090] As has been stated above, a main problem with electronic
equipment, and particularly communication systems, is both power
management, transmit management, and emissions management.
Depending upon the type of emissions present, some personal
electronic equipment can only be effectively danger neutralized by
complete power shut off. Others can have both their power managed
as well as emissions managed where they have any sort of transmit
mode, intended or unintended.
[0091] For personal equipment carried aboard an aircraft, causing
such equipment to become responsive to the aircraft flight cycle is
but one way to provide a "soft" management technique. The "soft"
management technique is applicable when there exists times during
any operational cycle where there is an indication that the cycle
has begun, but that the danger prone part of the cycle is not
present. At this time in the cycle, and given that the next portion
of the cycle, for example, is the danger prone part of the cycle,
emissions and power operation may be curtailed while probing for
the initiation or appearance of the fully danger prone part of the
cycle.
[0092] As by example only, aircraft are pre-pressurized to a
pressure equivalent to about two hundred feet below the airport
elevation, then once the aircraft ascends, the cabin pressure will
reduce equivalent to a climb in altitude. How fast and high the
cabin equivalent altitude becomes depends upon a variety of factors
such as departing airport elevation, reuse altitude and landing
elevation. Put another way, all aircraft do not start out or end up
landing in the lower altitudes.
[0093] For example, takeoff from Denver will cause the cabin
pressure equivalent altitude to climb much slower than a departure
from Los Angeles because the cabin already has or starts with a
pressure equivalent to about a five thousand foot altitude. Also if
the aircraft is cruising at twenty six thousand feet, the cabin
will not climb as high as it otherwise would if the aircraft was
flying at forty one thousand feet in altitude.
[0094] The one constant factor, within the variations mentioned, is
that all pressurized airplanes will land with the cabin at two
hundred feet below field elevation so that if the aircraft lands at
an airport with a field elevation of eight hundred sixty feet, the
cabin will be at about six hundred sixty feet at touchdown.
[0095] There are three different options for shut off within a
first footprint sequence. One is a pressure change equivalent to a
climb after takeoff of about 3500 feet within 15 minutes. This will
occur nowhere else other than an aircraft. For example, three
thousand five hundred (3500) feet is equivalent to a 350 story
building. A second option, within the first sequence, for shutoff
is a pressure change equivalent to a one thousand foot climb within
a 30 minute time period while at a cabin ambient pressure
equivalent to an altitude of at least six thousand (6000) feet
during any part of the 30 minute time period. Both conditions take
to account take offs from high altitude airports such as Denver
where the cabin pressure may not change equivalent to a climb of
3500 feet because the cabin starts over five thousand feet, the
Denver elevation. A third condition is a static cabin pressure
equivalent to an altitude of 7100 feet as this is a condition which
most certainly indicates fully a flight condition. All altitudes
stated are approximate.
[0096] At the fringe of the onset of either of these conditions,
the mathematical probability is that the condition may not fully
fit a 3500 foot altitude change over a full 15 minutes, or the
condition may not fully fit a 1000 foot altitude change over 30
minutes along with an overall static pressure equivalent to a 6000
foot elevation during the 1000 foot altitude change, or the
condition will not yet arrive at the static pressure equivalent to
a 7100 foot elevation. Thus a measurement or computation made at
the onset of this condition may miss the condition as all of the
elements necessary to measure the condition may not yet be present.
All condition testing is step independent.
[0097] One or more secondary measurements can be made to reduce
activity at a condition at which there is a likelihood of the
initiation of the flight sequence. One secondary measurement is the
detection of any change in altitude of approximately one hundred
forty feet (140 ft.) Within a two minute period. When this
condition is reached, the operation may change. For example, where
a controller on the PED may take measurements every twenty seconds,
a change in altitude of one hundred forty feet may extend a cycle
of the PED or delay its measurement by an additional minute. All
modes are possible, including the ability to simultaneously monitor
multiple phases and altitude rates at the same time.
[0098] The communication system can still come on again, albeit
later, and can be typically overridden by the shutoff
condition.
[0099] Another secondary measurement effect is that a change in
pressure representing a change in altitude of about six hundred
feet (600 ft.) in a time period of about 7 minutes is used to shut
off transmitter activity, or other pertinent activity in the PED
139 for 5 minutes.
[0100] Another secondary measurement effect is that a change in
pressure representing a change in altitude of about sixty feet (60
ft.) in a time period of about 2 minutes is used to shut off
transmitter activity, or other pertinent activity in the PED 139
for thirty seconds.
[0101] All of the three described secondary measurement effects may
be overridden by any of the shutoff conditions described, such as
the 3500 feet increase in altitude within 15 minutes. All of the
shutoff conditions can be programmed to be overridden if the user
has manual access and control of the personal electronic equipment.
In some cases, where equipment are absolutely forbidden to be
operated, such as cell phone operation on an aircraft, it may be
mandated that the most severe condition may not be overridden. This
may be mandated by law, where so chosen, to prevent unauthorized
and likely covert operation of cell phones on aircraft. This is not
to say that most conventional cell phones work on high altitude
aircraft, but passengers are likely to experiment, attempt, etc.
Some laws and rules have provided for incarceration for use of a
cell phone while a commercial aircraft is en route. However, it is
believed that allowing user override of the activity reduction and
shutoff conditions is perfectly permissible.
[0102] So for example, where an aircraft has a cabin equivalent
pressure elevation of 1000 feet and just begins its climb, it will
not meet either of the two complete shutdown measurement quantity
conditions. Once it changes altitude one hundred forty feet (140
ft.) within 2 minutes, one minute suspension of system activity,
such as transmitter output or receiver tuning, etc. will be added
to the equipment activity. Altitude measurements, however, are not
suspended. If, in addition, the aircraft has attained a change in
pressure equivalent to an altitude change of six hundred feet (600
ft.) within this seven minute span, the system will go off for five
minutes. Thus, the second secondary measurement effect will
generally override the first. If during the five minute shut off
period, either of the complete shutdown measurement quantities are
measured, the system will shut off and stay shut off until it is
either (1) manually re-activated or (2) a landing sequence,
hereinafter described, is sensed. It is preferable that the
controller and altimeter derive its power independently and be
enabled to run either continuously or intermittently during the
time that the system is shut off, especially so that the landing
sequence can be sensed.
[0103] The landing sequence, when measured using pressure which may
be equivalent to altitude is preferably a combination of three
conditions all of which must be met in order to turn the device of
the invention, or any personal electronics device, back on. Thus it
may also be though generally better that the equipment stay off
than to come on prematurely during the main part of flight.
[0104] The desired landing sequence involves occurrence of all
three of the following conditions. First, a pressure rise
equivalent to a descent of two hundred feet (200 ft.) or more
within a seven minute (7 minute) time period. If this condition is
met, a second condition, following in time after the first
condition is tested for which is a reduction in pressure equivalent
to a climb or increase in altitude from about one hundred forty
feet (140 ft.) to about two hundred eighty feet (280 ft.) within a
span of four minutes. If the first and second conditions occur, a
third condition, generally temporally following, but potentially
allowing some overlap of temporal extent, which is a fairly
constant pressure equating to generally level flight and within the
altitude limits of .+-.one hundred feet (100 ft.) for a time period
of three minutes. If all three of these conditions occur, the PED
turns back on. A cancellation of a landing sequence will not permit
all three conditions to be satisfied. If the PED comes back on and
the aircraft begins to climb again, the system of the invention
will again begin sensing for shut down as completely described
above.
[0105] For cell phones, a profile may be selected to shut off such
equipment, followed by the landing sequence requiring all three
steps as set forth above. This is a second footprint which may be
used as an alternative shut down condition, especially for cell
phones, and may ideally include a pressure reduction equivalent to
a cabin altitude climb of about three thousand five hundred feet
(3500 ft.) within a fifteen minute time span. A second alternative
shut down condition, within this second footprint, for cell phones
may ideally include a pressure reduction associated with a one
thousand foot (1000 ft.) climb within a time of about thirty
minutes combined with a static cabin altitude of greater than about
six thousand feet (6000 ft.). The cell phone would then shut off
until the landing sequence.
[0106] Referring to FIG. 13, including the sub elements 13A, 13B
and 13C, a block diagram illustrating the process above is seen,
From a START block 301, the logic flows to a PRESSURE EQUATING TO
3500 FEET ALTITUDE RISE WITHIN A 15 MINUTE TIME PERIOD decision
diamond 303. A YES result leads to a SHUT DOWN block 305, and then
to a LANDING SEQUENCE block 307 where the logic of the POWER &
TRANSMIT CONTROL 251 waits for a landing sequence of events, if
such ever occurs. A NO result leads to a PRESSURE EQUATING TO 1000
FEET ALTITUDE RISE WITHIN 30 MINUTES WHILE AT AN ALTITUDE OF 6000
FEET OR HIGHER decision diamond 309. A YES result leads to leads to
a SHUT DOWN block 305, and then also to a LANDING SEQUENCE block
307 where the logic of the POWER & TRANSMIT CONTROL 291 waits
for a landing sequence of events, if such ever occurs.
[0107] A NO result from PRESSURE EQUATING TO 1000 FEET ALTITUDE
RISE WHILE AT ALTITUDE OF 6000 FEET OR HIGHER decision diamond 309
leads to a PRESSURE EQUATING TO AN ALTITUDE OF ABOUT 7100 FEET
ALTITUDE decision diamond 310. A YES result leads to leads to a
SHUT DOWN block 305, and then also to LANDING SEQUENCE block 307. A
NO result leads to a PRESSURE EQUATING TO ANY CHANGE IN ALTITUDE OF
140 FEET WITHIN A TWO MINUTE TIME PERIOD decision diamond 311. A
YES result leads to a DELAY TRANSMITTER ACTIVITY FOR AN ADDITIONAL
MINUTE block 313 where the transmitter or other operational
activity is time delayed, followed by a return of the logic flow
back to the START block 301. A NO result leads to a PRESSURE
EQUATING TO A CHANGE IN ALTITUDE OF 600 FEET WITHIN A SEVEN MINUTE
TIME PERIOD decision diamond 315. A YES result leads to a HALT
TRANSMITTER ACTIVITY FOR 5 MINUTES block 317 where the transmitter
or other operational activity of the PED 139 is stopped for five
minutes, followed by a return of the logic flow back to the START
block 301.
[0108] A NO result leads to a PRESSURE EQUATING TO A CHANGE IN
ALTITUDE OF 60 FEET WITHIN A TWO MINUTE TIME PERIOD decision
diamond 319. A YES result leads to a HALT TRANSMITTER ACTIVITY FOR
30 SECONDS block 320 where the transmitter or other operational
activity of the PED 139 is stopped or delayed for thirty seconds,
followed by a return of the logic flow back to the START block 301.
A NO result also leads to a return of the logic flow back to the
START block 301, where the cascade of logic may start again.
[0109] From the LANDING SEQUENCE block 307 where the logic pointer
arrives from the SHUT DOWN block 305, the logic strobes a series of
three underlying decision diamonds with a NO result leading back to
the LANDING SEQUENCE block 307. The first decision diamond is A
PRESSURE RISE EQUIVALENT TO A DESCENT OF 200 HUNDRED FEET OR MORE
IN WITHIN A SEVEN MINUTE TIME PERIOD decision diamond 321. Only a
YES result leads to the next decision diamond, A PRESSURE REDUCTION
EQUIVALENT TO A CLIMB OR INCREASE IN ALTITUDE FROM 140-280 FT.
WITHIN ABOUT FOUR MINUTES decision diamond 323. From decision
diamond 323, a YES result leads to A PRESSURE EQUIVALENT TO A
GENERALLY LEVEL FLIGHT & WITHIN ALTITUDE LIMITS OF ABOUT
.+-.100 FT. FOR ABOUT THREE MINUTES decision diamond 325. Only a
YES result at decision diamond 325 sends the logic to a TURN
EQUIPMENT BACK ON command block 327.
[0110] TURN EQUIPMENT BACK ON command block 327 can also be reached
from a manual override block 329 which is typically accessed by
turning on and off a power button, or from a reset button, or the
like. From TURN EQUIPMENT BACK ON command block 327 the logic
proceeds directly to an END block 331 where the logic may either
end, carry some protocol to restart or may lead back to the START
block 301.
[0111] Referring to FIG. 13C, an alternative starting point
describes a second profile especially useful with cell phones, and
which preferably shows an example of parallel processing, where the
shut down conditions are sought without any intervening PED delay
conditions. From a START block 351, the logic flows to a PRESSURE
EQUATING TO 3500 FEET ALTITUDE RISE WITHIN A 15 MINUTE TIME PERIOD
decision diamond 353. A YES result leads to a SHUT DOWN block 355,
and then to a LANDING SEQUENCE block 307 seen at FIG. 13B. A NO
result leads to a PRESSURE EQUATING TO 1000 FEET ALTITUDE RISE
WITHIN 15 MINUTES AT AN ALTITUDE OF 6000 FEET OR HIGHER decision
diamond 359. A YES result leads to leads to a SHUT DOWN block 355,
and then also to LANDING SEQUENCE block 307. A NO result leads to a
PRESSURE EQUATING TO AN ALTITUDE OF ABOUT 7100 FEET decision
diamond 361. A YES result leads to leads to a SHUT DOWN block 355,
and then also to LANDING SEQUENCE block 307. A NO result leads back
to START block 351.
[0112] While the present invention has been described in terms of a
proximity communication system and power control system and
structure as well as structures and methods for verifying the
proximity and location of baggage in order to enable early
notification and action to avoid loss as well as to recover same
after some loss has occurred, one skilled in the art will realize
that the structure and techniques of the present invention can be
applied to many similar devices. The present invention may be
applied in any situation where proximity, identification and
location of objects is needed.
[0113] Although the invention has been derived with reference to
particular illustrative embodiments thereof, many changes and
modifications of the invention may become apparent to those skilled
in the art without departing from the spirit and scope of the
invention. Therefore, included within the patent warranted hereon
are all such changes and modifications as may reasonably and
properly be included within the scope of this contribution to the
art.
* * * * *