U.S. patent application number 09/898498 was filed with the patent office on 2002-02-14 for deactivation of field-emitting electronic device upon detection of a transportation vessel.
Invention is credited to Forster, Ian J., Horrell, Peter Robert George, Puleston, David J..
Application Number | 20020017989 09/898498 |
Document ID | / |
Family ID | 24165219 |
Filed Date | 2002-02-14 |
United States Patent
Application |
20020017989 |
Kind Code |
A1 |
Forster, Ian J. ; et
al. |
February 14, 2002 |
Deactivation of field-emitting electronic device upon detection of
a transportation vessel
Abstract
An electronic device that includes a field-emitting device that
emits electric, magnetic and/or electromagnetic signals. The
electronic device is associated with includes one or more sensors
that are capable of detecting the proximity of a transportation
vessel. Upon detection of the proximity of a transportation vessel,
the electronic device deactivates and/or decouples power to the
field-emitting device and/or other systems of the electronic device
so that the components of the electronic device can no longer emit
signals that may interfere with the transportation vessel systems.
The electronic device may reactivate and/or re-couple power to the
field-emitting device if the sensor(s) no longer detects the
proximity of a transportation vessel. The electronic device may
also perform the reactivation and deactivation procedure if the
electronic device detects a hazardous area.
Inventors: |
Forster, Ian J.; (Essex,
GB) ; Horrell, Peter Robert George; (Essex, GB)
; Puleston, David J.; (Duluth, GA) |
Correspondence
Address: |
WITHROW & TERRANOVA, P.L.L.C.
P.O. BOX 1287
CARY
NC
27512
US
|
Family ID: |
24165219 |
Appl. No.: |
09/898498 |
Filed: |
July 3, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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09898498 |
Jul 3, 2001 |
|
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09542772 |
Apr 4, 2000 |
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6281797 |
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Current U.S.
Class: |
340/540 ;
340/573.1; 340/945 |
Current CPC
Class: |
G01S 5/0018 20130101;
G01S 19/42 20130101; G01S 2205/002 20130101 |
Class at
Publication: |
340/540 ;
340/573.1; 340/945 |
International
Class: |
G08B 021/00 |
Claims
What is claimed is:
1. An electronic device that detects a transportation vessel,
comprising: a control system; a field-emitting device coupled to
said control system; and a sensor coupled to said control system
wherein said control system deactivates said field-emitting device
when said sensor detects the proximity of the transportation
vessel.
2. The device of claim 1, further comprising a power system coupled
to said control system and said field-emitting device wherein said
control system decouples said power system from said field-emitting
device when said sensor detects the proximity of the transportation
vessel.
3. The device of claim 1, wherein said control system generates an
alarm when said sensor detects the proximity of the transportation
vessel.
4. The device of claim 1, wherein said sensor comprises an
environmental sensor.
5. The device of claim 4, wherein said environmental sensor
comprises a pressure sensor that senses pressure exerted on said
electronic device.
6. The device of claim 5, wherein said control system deactivates
said field-emitting device if said pressure signals exerted on said
electronic device exceeds a threshold value.
7. The device of claim 4, wherein said environmental sensor
comprises an altimeter whereby said control system determines the
three-dimensional location of the electronic device by using
altitude information from said altimeter and positioning
information received by a tracking device coupled to said control
system to determine if said field-emitting device should be
deactivated.
8. The device of claim 4, wherein said environmental sensor
comprises an acoustic sensor that detects acoustic signals
surrounding the transportation vessel.
9. The device of claim 8, wherein said acoustic signals represent
engine noise of the transportation vessel.
10. The device of claim 8, wherein said acoustics signals comprise
an acoustic signature of the transportation vessel.
11. The device of claim 8, wherein said acoustic signals represent
movement of the transportation vessel.
12. The device of claim 8, wherein said acoustic sensor includes a
first microphone that picks up acoustic signals from the air and a
second microphone that picks up vibrations from the structure of
the transportation vessel.
13. The device of claim 4, wherein said environmental sensor
comprises a frequency detector wherein said control system detects
frequency signals surrounding the electronic device.
14. The device of claim 13, wherein said frequency detector picks
up said frequency signals independent of orientation of said
electronic device and/or said frequency detector.
15. The device of claim 13, wherein said control system uses said
frequency signals to determine if the transportation vessel is
powered.
16. The device of claim 15, wherein said control system deactivates
said field-emitting device if the frequency signals indicate that
the transportation vessel is powered.
17. The device of claim 4, wherein said environmental sensor
comprises a motion sensor that detects movement and/or acceleration
of said electronic device and/or the transportation vessel.
18. The device of claim 17, wherein said control system deactivates
said field-emitting device if signals from said motion sensor
indicate that the electronic device is in proximity to the
transportation vessel.
19. The device of claim 1, wherein said sensor comprises a
cooperative marker sensor that detects marker information in
proximity to the transportation vessel.
20. The device of claim 19, wherein said cooperative marker sensor
comprises an optical marker sensor and wherein said marker
information comprises a code.
21. The device of claim 19, wherein said cooperative marker sensor
comprises an infrared beacon sensor and said marker information
comprises an infrared signal.
22. The device of claim 19, wherein said cooperative marker sensor
comprises a frequency beacon detector and said marker information
comprises a frequency signal.
23. The device of claim 22, wherein said frequency beacon detector
detects frequency signals independent of orientation.
24. The device of claim 22, wherein said frequency beacon detector
is adapted to detect frequency signals of substantially the same
frequency as naturally emitted by the transportation vessel.
25. The device of claim 24, wherein said frequency signals is
comprised of an AC 400 Hz signal.
26. The device of claim 4, wherein said environmental sensor is
comprised from the group consisting of a tracking device, a
capacitance sensor, and an imaging sensor.
27. The device of claim 19, wherein said cooperative marker sensor
is comprised from the group consisting of an ultrasonic marker
sensor, a capacitance sensor, and a magnetic marker sensor.
28. The device of claim 1, wherein said control system shuts down
in response to said sensor detecting the proximity of the
transportation vessel.
29. The device of claim 1, wherein said control system reactivates
said field-emitting device in response to said sensor no longer
detecting the proximity of the transportation vessel.
30. A system for automatically deactivating an electronic device in
proximity to a transportation vessel, comprising: a transportation
vessel; an electronic device, comprising: a control system; and a
field-emitting device coupled to said control system; and a sensor
coupled to said control system wherein said control system
deactivates said field-emitting device when said sensor detects the
proximity of said transportation vessel.
31. The system of claim 30, wherein said control system shuts down
in response to said sensor detecting the proximity of the
transportation vessel.
32. The system of claim 30, wherein said control system reactivates
said field-emitting device in response to said sensor no longer
detecting the proximity of said transportation vessel.
33. A method of deactivating a field-emitting device upon detection
of the proximity of a transportation vessel, comprising the steps
of: sensing the proximity of the transportation vessel; and
deactivating a field-emitting device in response to the sensing of
the proximity of the transportation vessel.
34. The method of claim 33, further comprising: sensing when the
transportation vessel is no longer in proximity to said
field-emitting device; and reactivating the field-emitting device
in response to no longer detecting the proximity of the
transportation vessel.
35. The method of claim 33, wherein said sensing comprises
detecting a frequency signal emitted by the transportation
vessel.
36. The method of claim 33, wherein said sensing comprises sensing
pressure signals.
37. The method of claim 33, wherein said sensing comprises
determining the altitude of said field-emitting device.
38. The method of claim 33, wherein said sensing comprises
detecting acoustic signals surrounding the transportation
vessel.
39. The method of claim 33, wherein said sensing comprises
detecting the movement and/or acceleration of the field-emitting
device and/or the transportation vessel.
40. The method of claim 33, wherein said sensing comprises
detecting a frequency signal emitted by a frequency beacon
associated with the transportation vessel.
41. The method of claim 33, wherein said sensing comprises
detecting marker information associated with the transportation
vessel using an optical marker sensor.
42. The method of claim 41, wherein said marker information is
comprised from the group consisting of positioning information,
capacitance, infrared signals, acoustic signals, magnetic
information associated with the transportation vessel using an
optical marker sensor.
43. The method of claim 33, wherein said sensing comprises
detecting an infrared signal emitted by an infrared beacon
associated with the transportation vessel.
44. The method of claim 33, wherein said disabling comprises
control shutting down said field-emitting device.
45. A method of deactivating a field-emitting device upon detection
of a hazardous area, comprising the steps of: sensing a hazardous
area; and deactivating a field-emitting device in response to the
sensing of the hazardous area.
46. The method of claim 45, wherein said hazardous area is
comprised of an intrinsically-safe area.
Description
RELATED APPLICATION
[0001] This application is a continuation-in-part application of
pending patent application Ser. No. 09/542,772, entitled "Method
and apparatus for detecting a container proximate to a
transportation vessel hold," filed on Apr. 4, 2000.
FIELD OF THE INVENTION
[0002] The present invention is directed to detection of the
proximity of a transportation vessel for the purpose of
deactivating and/or disabling a field-emitting device associated
with an electronic device to prevent any potential interference
between the field-emitting device and the systems of the
transportation vessel.
BACKGROUND OF THE INVENTION
[0003] Regulatory agencies, such as the United States Federal
Aviation Administration (FAA) for example, place restrictions on
use of certain electronic devices on an aircraft during its
operation. These electronic devices may emit electromagnetic fields
that could potentially interfere with the aircraft systems, such as
communication systems. Some electronic devices may emit fields
during their operation, but do not include communication systems,
such as a laptop computer. These devices are permitted to be used
on an aircraft after the aircraft reaches an altitude of ten
thousand feet. Other electronic devices that emit fields during
communication, such as cellular phones, are not permitted for use
on an aircraft at anytime during flight.
[0004] Aircrafts do not include automatic detection systems that
are capable of detecting when an electronic device having a
field-emitting device is being used on the aircraft. Airlines must
rely on the visual inspection flight attendant to ensure that
passengers are not using electronics devices in an improper manner.
Therefore, there exists a possibility that a passenger may use an
electronic device while on-board an aircraft that goes undetected
by the flight attendants and that may cause interference with the
aircraft systems in an unsafe manner. Electronic devices may also
cause undesired interference with other types of transportation
vessels, in addition to aircraft, if such electronic devices are
not deactivated or disabled.
[0005] Therefore, there exists a need to provide an automatic
detection system for electronic devices that detects the proximity
of a transportation vessel so that the electronic device is
automatically deactivated and/or disabled.
SUMMARY OF THE INVENTION
[0006] The present invention is directed to an electronic device
that is capable of detecting the proximity of a transportation
vessel, such as an aircraft or submarine. The electronic device
contains a field-emitting device that may interfere with the
transportation vessel systems. The electronic device is capable of
deactivating and/or decoupling power from the field-emitting device
when the transportation vessel is detected so that the
field-emitting device does not interfere with the transportation
vessel.
[0007] The electronic device may be coupled to one or more sensors
that are used to determine if the electronic device is proximate
to, being loaded into, or already loaded into transportation
vessels (hereinafter, collectively referred to as "proximate") so
that the field-emitting device can be deactivated and/or decoupled
from power. Other systems of the electronic device may also be
deactivated or decoupled from power if desired.
[0008] In one embodiment, the electronic device additionally
contains a tracking device and is associated with a container for
shipping of goods and/or materials. The tracking device receives
information regarding the location of the container, and the
electronic device communicates this information for tracking
purposes. The tracking device and/or any other communication system
associated with the electronic device may be a field-emitting
device that is deactivated and/or decoupled from power when the
proximity of a transportation vessel is detected.
[0009] There are many different types of sensors and methods that
the electronic device can use to sense the proximity of a
transportation vessel. One or more of these sensors may be
associated with the electronic device. If more than one sensor is
associated with the electronic device, the electronic device may be
capable of detecting the proximity of a transportation vessel using
the sensors either individually or in conjunction with each other.
These sensors may also be used to determine when the electronic
device is no longer in proximity to a transportation vessel so that
the field-emitting device can be reactivated or re-coupled to
power.
[0010] Environmental sensors may be associated with the electronic
device to sense environmental conditions synonymous with the
proximity of a transportation vessel. These environmental
conditions may include, but are not limited to, positioning
information, acoustics, frequencies, pressure, altitude, motion,
vibration, capacitance, and imaging.
[0011] Cooperative marker sensors may also be associated with the
electronic device to detect cooperative markers placed in proximity
to the transportation vessel in strategic locations such that the
cooperative marker sensors associated with the electronic device
are able to sense the cooperative markers to indicate the proximity
of a transportation vessel, so that the field-emitting device may
be deactivated and/or decoupled from power. Different types of
markers that may be used with the present invention include, but
are not limited to, optics, capacitance, acoustics, infrared,
frequency signals, and/or magnetic detection.
[0012] Transportation vessels may have cargo holds that are
shielded from reception of outside signals. In one environmental
sensor embodiment, the lack of reception of positioning information
by the electronic device inside such a cargo hold may be used to
indicate that the electronic device is inside a transportation
vessel.
[0013] In a second environmental sensor embodiment, acoustic
signals unique to a particular type of transportation vessel may be
sensed to indicate that the electronic device is in proximity to a
transportation vessel. The electronic device compares the sensed
acoustic signals to predetermined acoustics signals stored in
memory to determine if the electronic device is in proximity to the
transportation vessel.
[0014] In another environmental sensor embodiment, the electronic
device uses frequency detection to determine the proximity of a
transportation vessel. The transportation vessel may emit
particular frequencies that are representative of the natural
operation of the vessel.
[0015] In another environmental sensor embodiment, the electronic
device uses pressure readings to determine the height of the
electronic device above sea level. The height about sea level may
be indicative of an electronic device inside an airborne
transportation vessel. If pressure readings are used in combination
with positioning information, the electronic device can determine
height above ground level to further ensure that the electronic
device is actually airborne.
[0016] In another environmental sensor embodiment, the electronic
device measures motion and/or vibration to determine the proximity
of a transportation vessel.
[0017] In another environmental sensor embodiment, the electronic
device detects capacitance to determine the proximity of a
transportation vessel. Certain cargo holds of transportation
vessels may be constructed of unique materials of known thicknesses
that will couple with the electronic device, when the electronic
device is close to the inside of the transportation vessel, to form
a predetermined capacitance. Thus, by determining the capacitance
between the electronic device and the cargo hold, the electronic
device can determine if it is inside a transportation vessel.
[0018] In another environmental sensor embodiment, the electronic
device uses an imaging sensor to determine the curvature of its
surroundings. Certain cargo holds of transportation vessels may
have unique shapes, and, thus, identifiable curvatures, due to the
vessel's construction and design. By using an imaging sensor to
identify the curvature associated with the electronic device's
surroundings, the electronic device can determine whether it is in
proximity to a transportation vessel.
[0019] In a first cooperative marker sensor embodiment, the
electronic device uses an optical sensor to read a code marker or
other pattern strategically placed inside or proximate to the
transportation vessel. When the code is detected by the electronic
device, the electronic device recognizes the proximity of a
transportation vessel. The marker codes may also contain other
information, such as the itinerary of the transportation vessel or
its journey duration, so that the electronic device has the option
of tailoring the reactivation process of its field-emitting device
to occur after the transportation vessel reaches its
destination.
[0020] In a second cooperative marker sensor embodiment, the
electronic device uses a-capacitance marker sensor to detect a
capacitance marker placed in proximity to the transportation
vessel. By detecting the capacitance associated with the
transportation vessel, the electronic device can determine the
proximity of the transportation vessel.
[0021] In another cooperative marker sensor embodiment, the
electronic device uses an ultrasonic marker sensor to detect
ultrasonic marker signals signifying the proximity of a
transportation vessel. Ultrasonic markers that emit specific
ultrasonic signals are placed in proximity to the transportation
vessel.
[0022] In another cooperative marker sensor embodiment, the
electronic device uses an infrared beacon sensor to detect infrared
signals from an infrared marker placed in proximity to the
transportation vessel. The electronic device detects the proximity
of a transportation vessel when the electronic device detects an
infrared signal emitted by the infrared marker.
[0023] In another cooperative marker sensor embodiment, the
electronic device uses a frequency beacon detector to detect
frequency signals from a frequency beacon marker located in
proximity to a transportation vessel. The frequency beacon detector
may be the same detector as the frequency detector if the frequency
signals emitted by the frequency beacon marker and the
transportation vessel are of substantially the same frequency.
[0024] In another cooperative marker sensor embodiment, the
electronic device uses a magnetic marker sensor to detect magnetic
patterns located in proximity to the transportation vessel
signifying that the electronic device is in proximity to a
transportation vessel.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] FIG. 1 is a schematic diagram of an electronic device
according to one embodiment of the present invention;
[0026] FIG. 2 is a perspective view of a container having an
electronic device designed for transport in the cargo hold of an
aircraft;
[0027] FIG. 3 is a partial perspective view illustrating the
container illustrated in FIG. 2 being loaded into the cargo hold of
an aircraft;
[0028] FIG. 4A is a schematic diagram of a cellular phone
electronic device;
[0029] FIG. 4B is a schematic diagram of a personal digital
assistant electronic device;
[0030] FIG. 4C is a schematic diagram of a laptop computer
electronic device;
[0031] FIG. 5 is a schematic diagram of a global positioning system
used by a tracking device associated with the electronic device to
determine the geographic position of the electronic device;
[0032] FIG. 6 is a flowchart diagram describing the operation of
the electronic device using sensor information to determine the
proximity of a transportation vessel;
[0033] FIG. 7 is a flowchart diagram describing the deactivation
and reactivation processes of the electronic device when a
transportation vessel is no longer detected;
[0034] FIG. 8 is a schematic diagram of an acoustic sensor;
[0035] FIG. 9 is a schematic diagram of a frequency detector;
[0036] FIG. 10 is a flowchart diagram describing the use of a
pressure sensor used to determine if the electronic device is
inside an aircraft;
[0037] FIG. 11 is a schematic diagram of an imaging emitter and
detector;
[0038] FIG. 12 is a schematic diagram of a Snowflake.RTM. code;
[0039] FIG. 13 is a schematic diagram of capacitance marker
sensor;
[0040] FIG. 14 is a schematic diagram of an ultrasonic
transponder;
[0041] FIG. 15A is a schematic diagram of a magnetic marker sensor;
and
[0042] FIG. 15B is a schematic diagram of a magnetic marker
pattern.
DETAILED DESCRIPTION OF THE INVENTION
[0043] The following invention is a continuation-in-part
application of Pending Patent Application No. 09/542,772, entitled
"Method and apparatus for detecting a container proximate to a
transportation vessel hold," filed on Apr. 4, 2000, which is
incorporated herein by reference in its entirety. Referring now to
the drawings in general, it will be understood that the
illustrations are for the purpose of describing a preferred
embodiments of the invention and are not intended to limit the
invention thereto.
[0044] Before discussing the particular aspects of the present
invention wherein the electronic device detects the proximity of a
transportation vessel and deactivates its field-emitting device,
the electronic device 100 and its components are first described
below.
[0045] FIG. 1 is a schematic illustration of an electronic device
100 that may be used with the present invention. The electronic
device 100 includes a control system 102 to control the operation
of the electronic device 100. The control system 102 includes a
microprocessor 103 operatively connected with a memory 104, an
input/output interface 106, and a timer circuit 108. The
microprocessor 103 interfaces with devices outside the control
system 102 through the input/output interface 106. If the
microprocessor 103 needs to carry out instructions or operations
based on time, the microprocessor 103 uses the timer circuit 108.
Note that the microprocessor 103 may be any type of
micro-controller or electronic circuitry that is capable of
controlling the operation of the electronic device 100.
[0046] The electronic device 100 includes a field-emitting device
101. The field-emitting device 101 comprises electronics or other
circuitry that emits electric, magnetic and/or electromagnetic
signals. The field-emitting device 101 may emit a field by design
to carry out an intended function. For example, the field-emitting
device 101 may be communication electronics and an antenna (not
shown) that communicates information to and from a cellular phone
electronic device 100. Alternatively, the field-emitting device 101
may emit a field as a byproduct of a function. For example, the
field-emitting device 101 may be a computer display that emits a
field when a cathode ray tube directs electrons to a screen to
display information. Regardless of purpose and intent, the
field-emitting device 101 encompasses any electric, magnetic,
and/or electro-magnetic signals emitted by the electronic device
100.
[0047] The field emitted by a field-emitting device 101 may
interfere with systems on a transportation vessel during its
operation, potentially creating a dangerous condition. For example,
aircraft include communication systems for communication to a tower
for air traffic control and for navigational purposes. If a
field-emitting device 101 emits a field interferes with the
aircraft communication systems, the aircraft communication systems
may not operate properly, thereby jeopardizing the aircraft's
communication of information critical to the aircraft's safe
operation.
[0048] The electronic device 100 may also include a local access
port 122. A computing device, such as a laptop computer with the
proper software, may access the electronic device 100
electronically by connecting to the local access port 122.
[0049] A power system 110 supplies power to the electronic device
100 and its components, including the field-emitting device 101.
The electronic device 100 contains its own power system 110, but
the power system 110 may also be connected to an external power
source as well to conserve power. The control system 102 controls
which components within the electronic device 100 receive power for
operation by controlling the distribution of the power system 110.
The control system 102 can deactivate a particular component within
the electronic device 100 by decoupling the component from the
power system 110.
[0050] The electronic device 100 may be associated with one or more
sensors 118, 120 to determine if the electronic device 100 is in
proximity to a transportation vessel. The sensors 118, 120 are
coupled to the input/output interface 106.
[0051] The sensors 118, 120 may be divided into two types of
sensors: environmental sensors 118 and cooperative marker sensors
120. Environmental sensors 118 detect environmental conditions
surrounding the electronic device 100 to determine whether the
electronic device 100 is in proximity to a transportation vessel.
Cooperative marker sensors 120 detect cooperative markers
positioned within or in proximity to a transportation vessel so
that the electronic device 100 can determine when it is in
proximity to a transportation vessel. More information on examples
of sensors 118, 120 that may be used with the present invention are
described later herein.
[0052] The electronic device 100 deactivates the field-emitting
device 101 and/or other systems depending on the design and
operation of the control system 102. In the present invention, the
term "deactivation" and the like is defined as disabling the
field-emitting device 101 and/or other systems and elements of the
electronic device 100 that may cause interference with the
transportation vessel. Deactivation may include disabling, shutting
down, and/or decoupling power from one or all of the components of
the electronic device 100 depending upon the specifics of each
embodiment, as described below. The control system 102 may also
generate an alarm, which may be audio or visual, indicating the
proximity of a transportation vessel 50.
[0053] The electronic device 100 may also include a tracking device
118A. The tracking device 118A is characterized as an environmental
sensor 118 since the tracking device 118A senses environmental
information indicative of positioning information. In one
embodiment, the tracking device 118 is a global positioning system
(GPS) receiver that receives electronic signals containing
positioning information representing the location of the electronic
device 100. One example of the GPS receiver is described in U.S.
Pat. No. 5,648,763, entitled "Method and apparatus for global
position responsive security system," incorporated herein by
reference in its entirety.
[0054] The positioning information from the tracking device 118A is
received by the microprocessor 103 through the input/output
interface 106. The microprocessor 103 may store the positioning
information of the electronic device 100 in memory 104. The
microprocessor 103 may also send the positioning information of the
electronic device 100 to a remote communication device 112 via the
input/output device 106. The remote communication device 112 may
communicate the positioning information of the electronic device
100 to a remote site 130, such as a host computer system. The
remote communication device 112 may transmit the positioning
information by a wired communication, such as a telephone modem, or
through wireless communication, such as through a cellular phone
modem. Alternatively, the remote communication device 112 may send
out the positioning information to the remote site 130 in the form
of radio-frequency communication signals to a radio-frequency
reception device, such as a satellite.
[0055] The electronic device 100 may be associated with a container
10 that is designed to be transported on a transportation vessel,
as illustrated in FIGS. 2 and 3. A container 10 is provided that is
especially suited for the cargo hold of an aircraft, such as those
containers manufactured and distributed by Envirotainer Group
Companies. The electronic device 100 is associated with the
container 10 for determining its geographic position during the
shipping process. The electronic device 100 may be placed
internally within the container 10, or the electronic device 100
may be positioned on an outer surface for communication with a
cooperative marker 60 (FIG. 3) for detection by the cooperative
marker sensor 120. The electronic device 100 is placed in a
position such that it will not interfere with or be damaged by the
material handling system, generally designated 40 (see FIG. 3).
[0056] The container 10 may take a variety of forms depending upon
the type of materials and goods being shipped. The container 10 may
also be constructed to provide for temperature sensitive materials
that range from insulated packaging, refrigeration units using dry
ice, and thermostat equipped containers using aircraft power to run
refrigeration and heating systems. FIG. 3 illustrates the container
10 being loaded into the loading port 65 of an aircraft
transportation vessel 50. The container 10 is equipped to be
handled by a material handling system 40, and the container 10 may
include openings for mounting the blades of a forklift or a
protective outer layer allowing for moving the container 10 into
the aircraft 50. One skilled in the art will understand that there
are a plethora of containers 10 and many different types of
transportation vessels 50, such as aircraft 50, ships, and trains
that are all applicable to the present invention.
[0057] By way of example, FIGS. 4A, 4B and 4C illustrate other
types of electronic devices 100 that contain a field-emitting
device 101 and which may be used with the present invention. FIG.
4A is an illustration of a typical cellular phone. A cellular phone
100A contains a field-emitting device 101A in the form of
communication electronics that communicates data in the form of
radio-frequency signals. FIG. 4B is an illustration of a typical
personal digital assistant 100B that includes a field-emitting
device 101B in the form of a radio-frequency transmitter/receiver.
FIG. 4C is an illustration of a typical laptop computer 100C that
includes a field-emitting device 101C in the form of a monitor
display . All of the aforementioned electronic devices 100A, 100B,
100C contain field-emitting devices 101A, 101B, 101C that may be
used with the present invention and include a control system 102
similar to that illustrated in FIG. 1 to deactivate their
respective field-emitting devices 101A, 101B, 101C and/or other
systems upon detection of the proximity of a transportation vessel
50, such as aircraft transportation vessel 50.
[0058] FIG. 5 illustrates one embodiment of a GPS system 200 that
communicates with the tracking device 118A so that the electronic
device 100 can determine its position. The GPS system 200 is a
space-based radio positioning network for providing users equipped
with suitable receivers highly accurate position, velocity, and
time (PVT) information. The illustrated space-based embodiment of
the GPS system 200 includes a constellation of GPS satellites 201
in non-geosynchronous twelve-hour orbits around the earth. The GPS
satellites 201 are located in six orbital planes 202 with four of
the GPS satellites 201 in each plane, plus a number of "on orbit"
spare satellites (not shown) for redundancy.
[0059] GPS position determination is based upon a concept referred
to as time of arrival (TOA) ranging. Each of the orbiting GPS
satellites 201 broadcasts spread spectrum microwave signals encoded
with positioning data and satellite ephemeris information. The
signals are broadcast on two essential frequencies at precisely
known times and at precisely known intervals. The signals are
encoded with their precise time of transmission.
[0060] The tracking device 118A receives the signals from the GPS
satellites 201 and times the signals and demodulates the GPS
satellite 201 orbital data contained in the signals. Using the
orbital data, the tracking device 118A determines the time between
transmission of the signal by the GPS satellite 201 and reception
by the tracking device 118A. Multiplying this by the speed of light
gives what is termed the "pseudo range measurement" of that
satellite. If a clock within the tracking device 118A were perfect,
this would be the range measurement for that GPS satellite 201, but
the imperfection of the clock causes it to differ by the time
offset between actual time and receiver time. Thus, the measurement
is called a pseudo range, rather than a range. However, the time
offset is common to the pseudo range measurements of all the
satellites.
[0061] By determining the pseudo ranges of four or more GPS
satellites 201, the tracking device 118A is able to determine its
location in three dimensions, as well as the time offset. Thus, an
electronic device 100 equipped with a proper tracking device 118A
is able to determine its PVT with great accuracy. The tracking
device 118A of the present embodiment determines positioning
information accurately when three or more satellite signals are
received, but it is still possible for the tracking device 118A to
successfully determine location from positioning information from
two or less GPS satellites 201. This technology is well known, such
as that disclosed in U.S. Pat. No. 6,031,488, entitled "Method and
system for an efficient low cost PPS GPS receiver," incorporated
herein by reference in its entirety.
[0062] FIG. 6 illustrates the basic operation of the present
invention when sensors 118,120 are used to determine if the
electronic device 100 is in proximity to an aircraft 50. The
operation starts (step 300) and information from the sensor(s) 118,
120 are passed through the input/output interface 106 to the
control system 102 (step 302). The control system 102 determines,
based on the information received from the sensor(s) 118,120,
whether the electronic device 100 is in proximity to an aircraft 50
and/or its cargo hold (decision 304). In the embodiment where the
electronic device 100 includes a tracking device 118A, the control
system 102 determines that the electronic device 100 is not in
proximity to the aircraft 50 and/or its cargo hold, the positioning
information is then received by the tracking device 118A and is
communicated through the remote communication device 112 to the
remote site 130 (step 306) to allow tracking of the electronic
device 100 and the process returns to the beginning (step 300) and
the process is repeated. In an embodiment where the electronic
device 100 does not include a tracking device 118A, if the control
system 102 determines that the electronic device 100 is not in
proximity to the aircraft 50 and/or its cargo hold, the process
simply returns to the beginning (step 300) and the process is
repeated. If the control system 102 determines that the electronic
device 100 is in proximity to the aircraft 50 and/or its cargo
hold, the control system 102 performs a deactivation and
reactivation procedure (step 308). When the reactivation process is
completed, the process returns back to the beginning (step 300) and
the process is repeated.
[0063] The electronic device 100 may contain either a single sensor
118, 120 or multiple sensors 118, 120 for transferring information
to the control system 102 via the input/output interface 106 to
deactivate the field-emitting device 101 (step 308) when the
electronic device 100 is in proximity to the aircraft 50 and/or its
cargo hold. If the electronic device 100 is coupled to a second
sensor 118, 120 or a multitude of sensors 118, 120, the control
system 102 may wait until signals are received from more than one
sensor 118,120 prior to performing the deactivation and
reactivation procedure (step 308).
[0064] FIG. 7 describes the deactivation/reactivation procedure of
the field-emitting device 101 (step 308) illustrated in FIG. 6 for
an embodiment where the electronic device 100 includes a tracking
device 118A. The deactivation process begins (step 330), the
control system 102 directs the power system 110 to decouple power
from the field-emitting device 101 (step 332). The control system
102 then determines if the field-emitting device 101 has been
disabled due to lack of reception of positioning information
signals from the tracking device 118A (discussed below) (decision
333). If yes, the control system 102 reads memory 104 to determine
if any additional systems in the electronic device 100 should be
disabled (decision 335), and such disabling is carried out if
programmed (step 337). The control system 102 then continually
checks to see if positioning information has been received by the
tracking device 118A until positioning information signals are
received (decision 339). The electronic device 100 is able to
perform this function since the deactivation process may not
deactivate the reception of the tracking device 118A. When
positioning information is received successfully again by the
tracking device 118A, the electronic device 100 is reactivated and
resumes the transmission of positioning information concerning the
location of the electronic device 100 to the remote site 130 (step
308 in FIG. 5).
[0065] If the control system 102 determines that deactivation was
not a result of the tracking device 101 failing to receive
positioning information signals from the GPS system 200 (decision
333), the control system 102 determines if the electronic device
100 is to be disabled for a specified period of time (decision
334). If yes, the control system 102 reads the specified time from
memory 104 (step 342) and programs the timer circuit 108 (step
344). The control system 102 waits until the timer circuit 108
indicates the specified time has lapsed (decision 346) before the
electronic device 100 reactivates previously deactivated systems in
the electronic device 100, including the field-emitting device 101
(step 347), and ends (step 348), returning back to the process
illustrated in FIG. 6 (step 308).
[0066] If the control system 102 determines that the electronic
device 100 is not to be deactivated for a specified period of time
(decision 334), the control system 102 determines if the
deactivation period should be based on the itinerary of the
electronic device 100 (decision 338). For instance, the desired
period of deactivation may extend until the aircraft 50 is
scheduled to land and/or reach its final destination. If the answer
to itinerary-based deactivation is yes (decision 338), the control
system 102 calculates the arrival time (step 340) and programs the
timer circuit 108 (step 344). The control system 102 waits until
the timer circuit 108 indicates the arrival time has passed
(decision 346) before the electronic device 100 reactivates
previously deactivated systems in the electronic device 100,
including the field-emitting device 101 (step 347), and ends (step
348), returning back to the process illustrated in FIG. 6 (step
308).
[0067] If the control system 102 determines that the deactivation
should not be based on the itinerary of the electronic device 100
(decision 338), the control system 102 determines if the electronic
device 100 is outside the proximity of the aircraft 50 (decision
345) by checking status of sensor(s) 118, 120 and waiting until the
electronic device 100 is actually outside the proximity of the
aircraft 50 at which time the electronic device 100 reactivates
previously deactivated systems, including the field-emitting device
101 (step 347), and ends (step 348), returning back to the process
illustrated FIG. 6 (step 308).
[0068] Please note that the control system 102 may determine to
perform the reactivation process based on a combination of events
occurring together rather than just relying on one event. The
combination of events may include, but is not limited to,
expiration of a time, the arrival of the electronic device 100 at
its final destination, and/or the electronic device 100 not being
in proximity to the transportation vessel 50.
[0069] During the deactivated state, the control system 102 may
deactivate all elements and only maintain enough power to
periodically detect the electronic device 100 position and/or its
proximity to the transportation vessel 50. Alternatively, the
control system 102 may deactivate only those elements that may
interfere with the aircraft's 50 systems, including the
field-emitting device 101, and maintain the activated state for the
other components.
[0070] Alternatively, the control system 102 may send a location
signal through the remote communication device 112 such that the
tracking party will know the last available geographic location of
the electronic device 100 prior to deactivation. The control system
102 may also remain in an activated state for a predetermined
period of time until deactivation. The predetermined period of time
provides for the assumption that the electronic device 100 will be
placed onto the aircraft 50 some time before takeoff and that there
will be spare time in which interference with aircraft 50 systems
is not an issue.
[0071] Environmental Sensors
[0072] There are various types of environmental sensors 118 that
may be coupled to the electronic device 100 to detect environmental
conditions indicative of the proximity of a transportation vessel
50. These environmental sensors include the tracking device 118A,
an acoustic sensor 118B, a frequency detector 118C, a barometric
pressure sensor 118D, a motion sensor 118E, a capacitance sensor
118F, an imaging sensor 118G, and a hazardous material sensor 118H.
Each of these environmental sensors 118 is capable of detecting the
proximity of a transportation vessel 50 when the electronic device
100 is placed onto the transportation vessel 50 or is about to be
placed onto the transportation vessel 50 and is used for executing
step 304 in FIG. 6, the logic of which has been previously
discussed above. Additionally, more than one type of environmental
sensor 118 may be used individually or in combination to make this
detection.
[0073] GPS System
[0074] When the electronic device 100 coupled to the tracking
device 118A is placed into the transportation vessel 50, the
satellite signals may be blocked by the transportation vessel 50
and may not reach the tracking device 118A. The tracking device
118A communicates to the control system 102 that the signals are
not being received, which the control system 102 via the
input/output device 106 equates to the electronic device 100 being
in proximity to or being placed into the transportation vessel 50.
As the electronic device 100 is being loaded into the
transportation vessel 50 as illustrated in FIG. 3, the tracking
device 118A may receive only a limited number of signals or
positioning information from the satellites 201. The "one-sided"
signal reception is a result of some of the satellite positioning
information being blocked by the transportation vessel 50, while
others still reach the tracking device 118A. Therefore, the control
system 102 may identify the electronic device 100 as being in
proximity to or being placed into the transportation vessel 50 if
only one or two satellite signals are received by the tracking
device 118A. The "one-sided" signal reception may be the primary
indication for the control system 102 to deactivate the
field-emitting device 102, or it may be a redundant check also
requiring a full loss of signals prior to deactivation.
[0075] Acoustic Sensor
[0076] The electronic device 100 is capable of detecting the
proximity of the transportation vessel 50 by detecting
characteristics of the sound and vibration in the transportation
vessel 50. For example, a transportation vessel 50 with jet
engines, for example, tends to produce a substantial amount of
vibration. This vibration is radiated in the form of sound waves
and is coupled to the transportation vessel 50 structure on which
the engines are mounted. Detection of the electronic device 100 in
the aircraft 50 may be accomplished by detecting this sound and
vibration. An example of such a sensor is described in U.S. Pat.
No. 5,033,034, entitled "Onboard acoustic tracking system,"
incorporated herein by reference in its entirety. An acoustic
sensor 118B allows the electronic device 100 to monitor the
operation of the transportation vessel 50 by detecting distinctive
sounds or a acoustic signature specifically made by transportation
vessel 50 using microphones to capture sounds made in the air and
through the body of the transportation vessel 50.
[0077] FIG. 8 illustrates a block diagram of an acoustic sensor
118B coupled to the electronic device 100 to detect the proximity
of a transportation vessel 50. An air microphone 400 is placed in
the transportation vessel 50 to detect the substantial engine
sounds when the transportation vessel 50 is operating, such as
during the pre-operation checks, taxi, and takeoff of an aircraft
transportation vessel 50. The signals from the air microphone 400
are coupled to a digital signal processor (DSP) 404 for processing.
Additionally, a contact microphone 402 may be provided and placed
in contact with the transportation vessel 50 structure to detect
vibrations within the transportation vessel 50, with the signals
from the contact microphone 402 also coupled to the DSP 404. The
DSP 404 is a processor especially suited for processing of numeric
applications. In the present embodiment, the DSP 404 takes the
signals from both the air microphone 400 and the contact microphone
402 and runs a Fast Fourier Transform (FFT) on the signals to
convert the signals from the time domain to the frequency domain. A
modified-FFT may also be used that achieves adequate results for
most purposes.
[0078] Once the signals are represented in the frequency domain,
this representation is communicated to the microprocessor 103 of
control system 102 via the input/output interface 106 to compare
the frequency and amplitude of the detected signal pattern with
that of a pre-defined jet engine and/or transportation vessel 50
engine signal pattern stored in memory 104. Deactivation results
when the signal patterns match or fall within a predefined
range.
[0079] Frequency Detector
[0080] The electronic device 100 is capable of detecting the
proximity of a transportation vessel 50 using a frequency detector
118C, as illustrated in FIG. 9, if the transportation vessel 50
emits frequency signals during its normal operation that are
detectable by the frequency detector 118C. An aircraft
transportation vessel 50 with jet engines, for example, may produce
specific frequencies during operations, such as take off, landing,
taxiing, and preflight checks. Detection of the electronic device
100 in the aircraft transportation vessel 50 may be accomplished by
detecting specific emitted frequencies that are unique to the
aircraft transportation vessel 50.
[0081] FIG. 9 illustrates a frequency detector 118C according to
one preferred embodiment for detecting a signal in the range of 400
Hz. Aircraft power systems use an AC 400 Hz power distribution
system that is somewhat unique to an aircraft 50 engine, as
described in U.S. Pat. No. 5,835,322, entitled "Ground fault
interrupt circuit apparatus for 400-Hz aircraft electrical
systems," incorporated herein by reference in its entirety. A
frequency detector 118C that detects a signal at approximately 400
Hz may indicate that the transportation vessel is power and/or that
the electronic device 100 is in proximity to the aircraft
transportation vessel 50 and that the field-emitting device 101
should be deactivated in accordance with the deactivation
process.
[0082] The preferred embodiment of the frequency detector 118C
includes three receiving elements 440 orthogonal to each other in
three dimensions. The receiving elements 440 may be coils with
tuned circuits to detect the desired frequency, or magnetometers
designed to sensitively measure AC field strengths, both of which
are well known and commonplace.
[0083] The purpose of including more than one receiving element 440
and placing a plurality of receiving elements 440 orthogonal to
each other is to create an orientation-independent receiving
structure to ensure that signals are picked up regardless of the
orientation of the electronic device 100 and/or the frequency
detector 118C. In a preferred embodiment, three receiving elements
440 are placed orthogonally to each other to create detection
devices in all three dimensions. A summer 441 sums the squares of
the signal patterns from the receiving elements 440 to eliminate
any nulls. In this manner, there is always a signal generated from
at least one receiving element 440 that is not null, thereby making
the frequency detector independent of orientation.
[0084] The summed signals from the summer 441 are received by the
control system 102 through the input/output interface 106. If the
control system 102 detects a significant signal from the receiving
elements 440 that are tuned to receive 400 Hz signals, the control
system 102 is programmed to recognize that the electronic device
100 is in proximity to the aircraft transportation vessel 50 and to
perform the deactivation procedure.
[0085] A spectrum analyzer may be used as a frequency detector 118C
to determine the presence of a particular frequency signal in a
manner such as that described in U.S. Pat. No. 3,418,574,
incorporated herein by reference in its entirety. The spectrum
analyzer scans a band of signal frequencies in order to determine
the frequency spectrum of any signal emitted by the aircraft
transportation vessel 50. There are other methods of detecting
particular frequency signals so as to provide a frequency detector
118C, and the preferred embodiments are not intended to limit the
present invention from using such other methods.
[0086] It is also noted that other frequency signals may be emitted
when the electronic device 100 is in proximity to an aircraft
transportation vessel 50, such as at an aircraft field. Aircraft
towers or other communication devices may emit FM signals that can
be detected by the frequency detector 118C to indicate that the
electronic device 100 is either in an aircraft transportation
vessel 50 or proximate to an aircraft transportation vessel 50 such
that the deactivation process should be performed. Therefore, the
present invention is not limited to detection of any specific
frequency signals and the signals do not necessarily have to be
emitted from the transportation vessel 50 itself.
[0087] Pressure Sensor
[0088] A barometric pressure sensor 118D may be used in combination
with the tracking device 118A for determining when the electronic
device 100 is positioned within a transportation vessel 50. The
barometric pressure sensor 118D determines the air pressure being
exerted on the electronic device 100 as it moves during the
shipping process. The air pressure reading sensed by the barometric
pressure sensor 118D is received by the control system 102 through
the input/output interface 106. If the air pressure reading
received from the pressure sensor 118D exceeds a certain threshold
value, the control system 102 can use this information as
indicative of the electronic device 100 traveling at a height or
depth above or below the height relative to the threshold value.
The term "exceed" may be the pressure sensor 118D reading falling
either below a threshold value or going above a threshold value.
Various types of pressure sensors 118D to determine altitude are
available, such as that described in U.S. Pat. 5,224,029, entitled
"Power factor and harmonic correction circuit including ac startup
circuit," incorporated herein by reference in its entirety, and the
present invention is not limited to any particular type of pressure
sensor 118D.
[0089] The positioning information received by the tracking device
118A indicates the geographic position of the electronic device
100, but does not indicate the height of the electronic device 100
above sea level. A barometric pressure sensor 118D may be used to
ascertain the height of the electronic device 100 above sea level,
but it cannot by itself determine whether the height above sea
level is still on the ground or in the air. For instance, the city
of Denver, Colo. has a ground level that is already approximately
one mile above sea level. A reading by the barometric pressure
sensor 118D attached to the electronic device 100 will not by
itself indicate the height above ground level. Therefore, it is
advantageous to use the altitude indication from the barometric
pressure sensor 118D, in combination with the positioning
information from the tracking device 118A, to ascertain the height
of the electronic device 100 above ground level and, thereby, to
determine whether the electronic device 100 is in proximity to a
transportation vessel 50.
[0090] FIG. 10 illustrates the process used by the control system
102 to determine height of the electronic device 100 above ground
level using the barometric pressure sensor 118D. The operation
begins (step 370), and the control system 102 determines the
reading from the barometric pressure sensor 118D to correlate such
reading to altitude and stores such in memory 104 (step 372). The
control system 102 next reads the positioning information from the
tracking device 118A to ascertain the geographic location of the
electronic device 100 (step 374). The control system 102 determines
the approximate ground level value by correlating the particular
geographic region determined by the positioning information
received from the tracking device 118A to data either stored in
memory 104 or also received remotely by the tracking device 118A,
and the control system 102 stores the approximate ground level
value in memory 104 (step 376). The control system 102 subtracts
the ground level from the altitude previously stored in memory 104
to determine the height of the electronic device 100 above ground
level (step 378). If this value is greater than zero, the
electronic device 100 is above ground level value and may be in a
transportation vessel 50. The process ends (step 380) and returns
back to FIG. 6 in which the electronic device 100 detects the
proximity of the transportation vessel 50 (decision 306) by
determining if the electronic device 100 is above ground level.
After deactivation (step 308) due to detecting the electronic
device 100 above ground level, the control system 102 may perform
the deactivation/reactivation procedure (step 308) when the
difference (i.e. altitude less ground level value) reaches some
minimal value since topologies can vary in any given area. In one
embodiment, this minimal value is 200 feet.
[0091] Motion Sensor
[0092] A movement or motion sensor 118E may be used for determining
when the electronic device 100 is either being moved, jostled, or
placed at an angle. There are many different motion and
acceleration sensors 118E that may be used to detect movement
and/or acceleration of the electronic device 100 and/or the
transportation vessel 50. For instance, U.S. Pat. No. 5,033,824,
entitled "Convertible analog-digital mode display device,"
incorporated herein by reference in its entirety, describes a
vibration/acceleration sensor that is fixed to a casing to measure
the vibrations. Such a sensor could be mounted to the body of the
transportation vessel 50 to perform the same functionality. A
piezoelectric device is used to detect mechanical vibration and to
generate an electrical charge representative of such vibration. The
electrical charge is read by the control system 102 through the
input/output interface 106 and compared with a predetermined value
in memory 104 to determine whether the electronic device 100 is in
proximity to the transportation vessel 50 and, thus, whether the
deactivation function should be performed as described above in
FIG. 7.
[0093] Alternatively, or additionally, a mercury switch may be used
as a movement sensor 118E to indicate if the electronic device 100
is positioned at an angle. When the electronic device 100 is loaded
into the transportation vessel 50, the electronic device 100 is
placed at an angle with respect to the ground when placed on the
conveyor system 40, as illustrated in the embodiment of FIG. 2
where the electronic device 100 is associated with a container 10.
The mercury switch tilts and causes the mercury liquid to either
become open or closed, thereby indicating movement of the
electronic device 100. The control system 102 receives this signal
from the movement sensor 118E through the input/output interface
106, thereby indicating that the electronic device 100 is at an
angle and being loaded into a transportation vessel 50. The control
system 102 can then initiate the deactivation and reactivation
procedures as previously described in FIG. 7.
[0094] Capacitance Sensor
[0095] The electronic device 100 can detect the proximity of a
transportation vessel 50 by using a capacitance sensor 118F to
detect a change in capacitance. For example, when the electronic
device 100 is placed into an aircraft transportation vessel 50, the
electronic device 100 may be associated with a container 10 that is
placed into the cargo hold. The container 10 may be constructed to
conform to the dimensions of the cargo hold to reduce or eliminate
any non-usable space. As such, the containers 10 are often placed
in proximity to or against the inner walls of the cargo hold. The
body of the transportation vessel 50 may be made out of special
materials with defined thicknesses and other characteristics that
affect the capacitance of the container 10 when placed in close
proximity thereto. The electronic device 100 may include a
capacitance sensor 118F to sense the capacitance of the container
10. One such sensor is described in U.S. Pat. No. 4,219,740,
entitled "Proximity sensing system and inductance measuring
technique," incorporated herein by reference in its entirety, that
describes using a variable inductance/capacitance measuring device
to monitor the proximity of a target object.
[0096] In the present invention, the transportation vessel 50
itself is the target object. In one embodiment, the container 10 is
constructed out of steel and is therefore conductive. The value
sensed by the capacitance sensor 118F is received by the control
system 102 via the input/output interface 106. The capacitance of
the capacitance sensor 118F changes in accordance with the
proximity of the container 10 to the body of the transportation
vessel 50. This change is compared by the control system 102 to
values stored in memory 104 representative of the conductance of an
transportation vessel 50 body (to which the container 10 would be
proximate if loaded onto the transportation vessel 50), to
determine when the container 10 with the associated electronic
device 100 is loaded onto the transportation vessel 50 so as to
initiate the deactivation and reactivation procedures as described
above in FIG. 7.
[0097] Imaging Sensor
[0098] The electronic device 100 can also detect the proximity of a
transportation vessel 50 by detecting the curvature of its cargo
hold. For example, aircraft 50 cargo holds have distinctive shapes
due to the curvature of the body of the aircraft 50. An imaging
sensor or light sensor 118G may emit a spectrum of light during the
shipment of the electronic device 100 and read the reflection to
determine if the electronic device 100 has been placed in an area
containing a curvature like that of the cargo hold.
[0099] FIG. 11 illustrates one example of an imaging sensor 118G
which comprises an imaging emitter 506 and detector 509. The
imaging sensor 118G uses an imaging emitter 506 to scan the area of
interest with a beam 500. The scanning is achieved by moving a
mirror, such as a reflector 502 that is rotated about a rotational
axis 504. The light source emitted by the imaging emitter 506 may
be a laser or laser diode. An optical lens 508 converts the light
into a beam 500. The beam 500 scans the aircraft surface 501 and
the reflected light passes through an imaging detector 509 that is
comprised of an optical lens 510 that produces an image of the
scanned area on photo detectors 512, which generate electrical
signals representing the surface 501. A detecting system 514 then
determines the pattern or width of the electrical signals to
translate such signals to information.
[0100] The imaging emitter 506 continues to emit a spectrum of
signals, such as infrared signals, from the electronic device 100
during shipment. The imaging detector 509 receives the reflection
of the light emitted by the imaging emitter 506. Bends or curves in
a reflected surface bend or curve the light received from by the
imaging detector 509. The control system 102, via the input/output
interface 106, continually monitors the reading from the imaging
detector 509 and compares it to a predefined reading stored in
memory 104. If the image received by the imaging detector 509
indicates that the electronic device 100 is in proximity to the
transportation vessel 50 cargo hold, the control system 102 carries
out the deactivation and reactivation process as described above in
FIG. 7.
[0101] Cooperative Marker Sensors
[0102] Cooperative marker sensors 120 detect markers purposefully
placed within or proximate to the transportation vessel 50. For
example, as illustrated in FIG. 3, a cooperative marker 60 may be
positioned immediately within or proximate to the aircraft loading
port 65. A number of cooperative markers 60 may be positioned
within the transportation vessel 50 at various positions.
Additionally, more than one type of cooperative marker 60 may be
used in combination within a single transportation vessel 50.
Cooperative marker sensors 120 are associated with the electronic
device 100 to detect the cooperative markers 60, which are
typically placed within the transportation vessel 50, but may be
placed slightly away from or proximate to the transportation vessel
50 to be encountered by the electronic device 100 before the
electronic device 100 is carried onto or loaded into the
transportation vessel 50.
[0103] The cooperative marker sensors 120 may be active devices
that pick up signals from emitters placed purposely in proximity to
the transportation vessel 50 and/or its cargo hold. Alternatively,
the cooperative marker sensors 120 may be passive devices that
differ from active devices in that emitters are not placed in or
proximate to the transportation vessel 50 or its cargo hold.
Instead, for passive devices, cooperative markers 60 are placed in
or proximate top the transportation vessel 50 or its cargo hold
that are not active devices, such as emitters, but simply represent
codes or markings that are detected by passive cooperative marker
sensors 120 to relay information.
[0104] Cooperative marker sensors 120 may include an optical marker
sensor 120A, a capacitance marker sensor 120B, an ultrasonic marker
sensor 120C, an infrared beacon sensor 120D, a frequency beacon
detector 120E, and/or a magnetic marker sensor 120F. Each of the
cooperative markers 60 sensed are used for executing step 304 in
FIG. 6, the logic of which has been previously discussed above.
[0105] Optical Marker Sensor
[0106] An optical marker sensor 120A may be used by the electronic
device 100 to sense the presence of a cooperative marker 60
positioned in proximity to the transportation vessel 50. In one
embodiment, the optical marker sensor 120A includes an infrared
illuminator using a bank of LED's or a laser similar to that
described above with respect to FIG. 11. A cooperative marker 60 is
positioned in proximity to the transportation vessel 50 that
contains specific coded information indicating that the electronic
device 100 is being loaded into the transportation vessel 50 or is
about to be loaded into a transportation vessel 50. This
cooperative marker 60 code could be a bar code or the
two-dimensional code illustrated in FIG. 12 marketed under the
trademark Snowflake.TM. 520 owned by the assignee of the present
invention. The article entitled "The Marconi Data Systems Snowflake
Code" discusses the advantages and features of the Snowflake.RTM.
code 520 and is incorporated herein by reference in its
entirety.
[0107] The optical marker sensor 120A may also distinguish reading
the cooperative marker 60 from left to right or top to bottom
depending on the alignment of the cooperative marker 60 to indicate
the direction of movement of the electronic device 100 with respect
to the cooperative marker 60.
[0108] Similar to that illustrated in FIG. 11 above, the optical
marker sensor 120A emits spectrum signals such as an infrared
signal or laser signal from the electronic device 100 during
shipment. The optical marker sensor 120A receives the reflection of
the light emitted to determine if the optical marker sensor 120a is
picking up information from the relevant cooperative marker 60,
such as a Snowflake.RTM. code 520. When information is detected by
the optical marker sensor 120A from the Snowflake code 520, the
optical marker sensor 120A passes such information to the control
system 102 through the input/output interface 106. The control
system 102 determines whether the information read from the
Snowflake code 520 indicates that the electronic device 100 is in
proximity to the transportation vessel 50, in which case the
control system 102 carries out the deactivation and reactivation
process, as described above in FIG. 7.
[0109] Capacitance Marker Sensor
[0110] FIG. 13 illustrates metal plates or markers 530 that are
placed on the transportation vessel 50 proximate to the electronic
device 100, with associated container 10, when the container 10 is
loaded into the transportation vessel 50 cargo hold. In this
manner, a capacitance marker sensor 120B can detect the change in
capacitance to indicate that the electronic device 100 is proximate
to or being loaded into the transportation vessel 50. The sensing
process for this method is the same as that described above for
capacitance sensor 118F. In this particular method, plates 530
placed into the transportation vessel 50 may allow better
determination of the change in capacitance proximate to the
electronic device 100 by the control system 102.
[0111] Ultrasonic Marker Sensor
[0112] The ultrasonic marker sensor arrangement 120C senses the
presence of a cooperative marker 60 that resonates at particular
frequencies. In one embodiment, the ultrasonic marker sensor 120C
associated with the electronic device 100 includes is an ultrasonic
transponder 602 that receives ultrasonic signals at certain defined
frequencies. The ultrasonic marker sensor 120C also includes an
ultrasonic emitter 600. The ultrasonic marker sensor 120C emits
frequencies using the ultrasonic emitter 600 and picks up response
frequencies received by the ultrasonic transponder 602. If specific
frequencies indicative of a transportation vessel 50, such as an
aircraft ,are received by the ultrasonic transponder 602 in
response to frequencies emitted by the ultrasonic emitter 600, then
the electronic device 100 is in proximity to the transportation
vessel 50. The control system 102 of the electronic device 100
communicates with the ultrasonic marker sensor 120C via the
input/output interface 106.
[0113] In one embodiment, pipes 604 with specific resonant
frequencies are placed in proximity to or within the transportation
vessel 50. The control system 102, via the input/output interface
106, causes the ultrasonic emitter 600 to transmit frequencies
across a band in which resonant frequencies are expected to occur.
The control system 102 receives response frequencies from the
ultrasonic transponder 602 in response to signals emitted by the
ultrasonic emitter 600 and compares them in memory 104 to signals
expected to be received when the electronic device 100 is in
proximity to the transportation vessel 50 with pipes 604. If the
control system 102 receives signals from the ultrasonic transponder
602 that are expected when the electronic device 100 is in
proximity to the transportation vessel 50, this indicates that the
electronic device 100 is in proximity to the transportation vessel
50, in which case the control system 102 carries out the
deactivation and reactivation process. Although the reactivation
procedure for this method (i.e., the detection of when the
electronic device 100 is no longer in proximity to the
transportation vessel 50) requires transmission of an ultrasonic or
sonic acoustic, these signals are considered similar to the
acoustic emissions from parts of the transportation vessel 50, such
as from pumps, motors and engines, and therefore will not effect
the transportation vessel 50 systems. Transportation vessels 50 are
designed to operate properly in the presence of vibration or
noise.
[0114] Alternatively, the control system 102 may cause the
ultrasonic emitter 600 to transmit bursts of acoustic noise
covering the desired band of frequencies. When the transmitted
signals are stopped, the pipes 604 will continue to resonate at
their resonant frequency and the control system 102 will be able to
continue to receive their response signals through the ultrasonic
transponder 602.
[0115] Additional ultrasonic marker sensors 120C and sensing
systems, such as that described in U.S. Pat. No.4,779,240, entitled
"Ultrasonic sensor system," incorporated herein by reference in its
entirety, can be used to sense the frequency response of emitted
signals to markers placed purposely in proximity to a
transportation vessel 50, and the present invention is not limited
to any particular type of ultrasonic marker sensor 120C or sensing
system.
[0116] Infrared Beacon Sensor
[0117] The infrared beacon sensor 120D is an active sensor that
senses the presence of a cooperative marker 60 that emits a
specific beacon of light like that described in U.S. Pat. No.
5,165,064, entitled "Mobile robot guidance and navigation system,"
incorporated herein by reference in its entirety. The electronic
device 100 is associated with an infrared beacon sensor 120D that
detects infrared signals emitted by an infrared beacon marker
placed in the transportation vessel 50.
[0118] The cooperative infrared beacon marker 60 placed in the
transportation vessel 50 emits a light in the cargo hold area. The
infrared beacon sensor 120D detects light emitted in its path and
transmits signals to the control system 102 of the electronic
device 100 through the input/output interface 106. If the control
system 102 receives signals from the infrared beacon sensor 120D
associated with the detection of light from a cooperative infrared
beacon marker 60 placed in proximity to a transportation vessel 50,
this indicates that the electronic device 100 is proximate to a
transportation vessel 50, in which case the control system 102
carries out the deactivation and reactivation procedure as
previously described in FIG. 7.
[0119] Frequency Beacon Detector
[0120] The electronic device 100 may determine if the electronic
device 100 is in proximity to a transportation vessel 50 by using a
frequency beacon detector 120E that detects frequencies emitted by
a frequency beacon (not shown) in proximity to the transportation
vessel 50. The frequency beacon detector 120E may be the same as
that described for the frequency detector 118C. In one embodiment,
the frequency beacon emits a signal frequency of 400 Hz, which is
the same frequency emitted by the aircraft transportation vessel 50
AC power distribution systems. In this manner, a redundancy is
built into the system automatically. The frequency beacon detector
120E will detect 400 Hz signals whether they are from the frequency
beacon or from the transportation vessel 50 AC power distribution
system, as described previously, thereby adding an extra measure of
reliability and accuracy. However, it should be noted that a
frequency beacon may be used that does not emit frequencies that
are the same as those emitted naturally by a transportation vessel
50 and/or its systems as the sole method of determining whether or
not an electronic device 100 is in proximity to a transportation
vessel 50.
[0121] A frequency beacon detector 118E that detects 400 Hz signals
could indicate that the electronic device 100 is in proximity to
the transportation vessel 50 so that the electronic device 100 can
perform the deactivation procedure. Three receiving elements 440,
as previously illustrated in FIG. 9, that are orthogonal to each
other in three dimensions may be used as the frequency beacon
detector 120E for detecting the desired frequency signals. The
receiving elements 440 may be tuned circuits to detect the desired
frequency, or magnetometers designed to sensitively measure AC
field strengths, both of which are well known and commonplace.
[0122] The control system 102 of the electronic device 100 receives
signals from the frequency beacon detector 120E via the
input/output interface 106. If the control system 102 reads a
signal from the frequency beacon detector 120E that is known to be
the frequency of the frequency beacon, the microprocessor 103 of
the control system 102 will know that the electronic device 100 is
in the transportation vessel 50 and will initiate the
deactivation/reactivation procedure as previously described in FIG.
7.
[0123] Magnetic Marker Sensor
[0124] As illustrated in FIGS. 15A and 15B, a magnetic marker
sensor 120F may be used by the electronic device 100 to sense the
presence of a cooperative marker 60 that is positioned in proximity
to or within the transportation vessel 50. Information is placed in
the cooperative marker 60 in the form of magnetic patterns 642.
Such a cooperative magnetic marker 60 is then placed in proximity
to or within the transportation vessel 50, as illustrated in FIG.
15A. The magnetic patterns 642 may contain information in a pattern
like that of the Snowflake code 520 previously discussed above and
illustrated in FIG. 12. The magnetic marker sensor 120F may also
distinguish reading the cooperative magnetic marker 60 from left to
right or top to bottom, depending on the alignment of the
cooperative magnetic marker 60 to indicate the direction of
movement of the electronic device 100 with respect to the
cooperative magnetic marker 60.
[0125] The magnetic marker sensor 120F receives magnetic signals
from an array of magnetically charged patterns 642 made out of
conductive material, as illustrated in FIG. 15A. The magnetic
marker sensor 120F is in the form of an array of coils 643 that
receives magnetic signals of the patterns 642. The magnetic marker
sensor 120F passes the magnetic information to the microprocessor
103 of the control system 102 through the input/output interface
106. Based on the information read from the cooperative magnetic
marker 60, the control system 102 determines whether the electronic
device 100 is proximate to a transportation vessel 50, in which
case the control system 102 carries out the deactivation and
reactivation process.
[0126] When more than one sensor 118, 120 is coupled to the
electronic device 100 for detection of the proximity of the
transportation vessel 50, the control system 102 may determine
deactivation upon receiving signals from one or more sensors 118,
120. In a configuration in which the control system 102 deactivates
upon receiving only one signal, the sensors 118, 120 work as
redundant systems to reduce the likelihood that the electronic
device 100 could be placed on the transportation vessel 50 without
deactivation. A redundant system allows for one of the sensors to
be miscalibrated or damaged without impacting the deactivation
process. Conversely, when the control system 102 requires more than
one signal, the field-emitting device 101 is not deactivated by a
sensor transmitting false proximity readings.
[0127] Within both the environmental sensor 118 and cooperative
marker sensor 120 embodiments, the control system 102 is sent
signals that are interpreted as requiring deactivation. Immediately
upon receiving a signal, the control system 102 may deactivate the
tracking system as previously described in FIG. 7.
[0128] The sensors 118, 120 may also be used for determining when
the electronic device 100 enters an intrinsically safe area. If the
electronic device 100 is prohibited from entering areas that
require intrinsic safety, this could restrict routes available for
the electronic device's 100 travel and may further restrict the
utility of the electronic device 100 for shipping applications.
[0129] Section 500-2 of the National Electrical Code Handbook
(NEC), incorporated herein by reference in its entirety, indicates
that "intrinsically safe" equipment is electrical equipment that
"operates at a low voltage and are designed safe, regardless of
short circuits, ground, over-voltage, equipment damage, or
component failure." A wide range of industries such as, for
example, electric utilities, power plants, oil refineries, off
shore oil rigs, gas ethylene companies, chemical plants, coal
mining operations, coal prep plants and transfer stations, gas
pipelines, plastic manufacturers, granaries, etc. present very
hazardous environments in which electrical equipment must be used.
Because of these dangerous environments, various standards have
been imposed by the NEC and by Underwriters Laboratories (UL) for
the design of electrical equipment for hazardous areas.
[0130] The hazardous material sensor 118H is an environmental
sensor 118 that senses when the electronic device 100 is in the
presence of hazardous materials, including gas, liquids, or solids,
and deactivates the field-emitting device 101. One type of
hazardous material sensor 118H for sensing hydrocarbons that are
present in fuels is disclosed in U.S. Pat. No. 5,782,275, entitled
"Onboard vapor recovery detection," incorporated herein by
reference in its entirety.
[0131] Additionally, the electronic device 100 may use cooperative
marker sensors 120, described above, to detect when it is in or
proximate to an intrinsically safe area. Cooperative markers 120
such as the optical marker sensor 120A, the ultrasonic marker
sensor 120C, the infrared beacon sensor 120D, the frequency beacon
detector 120E, and the magnetic marker sensor 120F all may be used
individually or in combination to provide such functionality.
[0132] Certain modifications and improvements will occur to those
skilled in the art upon a reading of the foregoing description. It
should be understood that the present invention is not limited to
any particular type of electronic device 100, field-emitting device
101, sensors 118, 120 and transportation vessel 50. For the
purposes of this application, couple, coupled, or coupling is
defined as either a direct connection or a reactive coupling.
Reactive coupling is defined as either capacitive or inductive
coupling.
[0133] One of ordinary skill in the art will recognize that there
are different manners in which these elements can accomplish the
present invention. The present invention is intended to cover what
is claimed and any equivalents. The specific embodiments used
herein are to aid in the understanding of the present invention,
and should not be used to limit the scope of the invention in a
manner narrower than the claims and their equivalents.
* * * * *