U.S. patent application number 15/715071 was filed with the patent office on 2018-01-25 for location-based, radio-device identification apparatus and method.
The applicant listed for this patent is J. Carl Cooper. Invention is credited to J. Carl Cooper.
Application Number | 20180027400 15/715071 |
Document ID | / |
Family ID | 59086979 |
Filed Date | 2018-01-25 |
United States Patent
Application |
20180027400 |
Kind Code |
A1 |
Cooper; J. Carl |
January 25, 2018 |
LOCATION-BASED, RADIO-DEVICE IDENTIFICATION APPARATUS AND
METHOD
Abstract
An apparatus and method is disclosed to receive location data
identifying the current location of a vehicle. A database, storing
radio device records, is then queried. Each radio device record in
the database identifies a radio device (e.g., a transmitter,
receiver, transceiver, transponders, etc.) and a location of the
radio device using a suitable coordinate system. Radio device
records associated with radio devices likely to be within
communication range of the vehicle may then be retrieved from the
database. These radio device records may be used to generate a
radio device list that may be presented to an occupant of the
vehicle.
Inventors: |
Cooper; J. Carl; (Reno,
NV) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Cooper; J. Carl |
Reno |
NV |
US |
|
|
Family ID: |
59086979 |
Appl. No.: |
15/715071 |
Filed: |
September 25, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15456012 |
Mar 10, 2017 |
9820137 |
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15715071 |
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13890077 |
May 8, 2013 |
9648482 |
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15456012 |
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Current U.S.
Class: |
455/67.13 |
Current CPC
Class: |
H04B 1/082 20130101;
H04H 60/43 20130101; H04W 8/005 20130101; H04H 60/51 20130101; H04W
24/08 20130101; H04H 60/25 20130101 |
International
Class: |
H04W 8/00 20060101
H04W008/00; H04H 60/43 20060101 H04H060/43; H04H 60/25 20060101
H04H060/25; H04H 60/51 20060101 H04H060/51; H04W 24/08 20060101
H04W024/08; H04B 1/08 20060101 H04B001/08 |
Claims
1. For use with a communications device having a location and
capable of wirelessly communicating with a radio device having a
location, one or both locations changing from time to time, an
apparatus operating to determine if the communications device is
likely within communications range of the radio device at a
particular time, said apparatus including: a) at least one
processor to receive and process current location data pertaining
to a communications device as the location changes; b) a database
storing a plurality of radio device records, each record including
a plurality of data fields, at least one data field storing the
identity and at least one other data field storing the location, of
the corresponding radio device; c) the at least one processor
operating in response to the current location of the communications
device and the radio device location records to identify one or
more radio device which is likely within communications range of
the communications device, the identification being updated in
response to changes in the current location data; d) a presentation
device responsive to the radio device records corresponding to the
identified one or more radio device of c) to visually present
information relative to the likelihood of being within
communications range superimposed and located in proximity to the
corresponding radio device location on the moving map.
2. The apparatus of claim 1 wherein the database stores obstruction
information for obstructions which may adversely affect
communications between the communications device and radio
devices.
3. The apparatus of claim 1 further including a scanner operating
to scan the communications frequency of the selected radio device,
wherein the corresponding radio device record is updated and/or
supplemented in response to the detection or failure to detect the
presence of the selected radio device on its communications
frequency.
4. The apparatus of claim 3 further including updating the
corresponding radio device record to indicate, for the current
communications device location, the presence of the selected radio
device on its communications frequency, as detected by the
scanner.
5. The apparatus of claim 1 further including the one or more
processors precluding a communications device operator from
attempting communications with the selected radio device when the
selected radio device is not within communications range of the
communications device.
6. The apparatus of claim 1 further including, when the selected
radio device is not likely to be within communications range of the
communications device, the one or more processors causes the
presentation device to inform a communications device operator when
the selected radio device is expected to be within communications
range.
7. The apparatus of claim 1 further including the current location
including the communications device AGL elevation, with the one or
more processors additionally operating in response the AGL
elevation to prevent or remove a radio device which is otherwise
determined as likely to be within communications range from being
the selected radio device.
8. An apparatus comprising: a location device to identify the
current location of a wireless communications device; a database
storing a plurality of radio device records, each radio device
record including a plurality of data fields identifying at least a
radio device and a location of the radio device and wherein the
current location and the locations of the plurality of radio device
records are each a three-dimensional location on or above the
earth's surface; one or more processors to receive the current
location from the location device and in response to at least
distance and direction of the wireless communications device's
current location relative to radio device locations in said
database, retrieve, from the database, one or more data fields of
selected radio device records associated with radio devices likely
to be within communication range of the wireless communications
device, wherein the one or more processors further: determine, in
response to the wireless communications device current location,
potential impairments which may affect communication with radio
devices corresponding to the selected radio device records, and in
response to the potential impairments and at least one of the data
fields, generate a list of radio devices which are likely to be
within communications range of the wireless communications device;
and a wherein the one or more processors causes a visual
presentation device having at least a moving map display showing
the location of the communications device thereon to present the
list of radio devices to a user of the wireless communications
device.
9. The apparatus of claim 8 further including the visual
presentation device notifying the user when attempting to select a
radio device for communications which is inappropriate in view of
the wireless communications device position.
10. The apparatus of claim 8 further including the visual
presentation device presenting information to the user that the
wireless communications device is potentially not capable of
communicating with a particular radio device.
11. The apparatus of claim 8 further including the visual
presentation device presenting information to a user that the
wireless communications device communication with a particular
radio device is potentially affected by an impairment.
12. The apparatus of claim 8 further including the visual
presentation device presenting information to the user that
includes a visual list of radio devices which are most likely
within communications range of the wireless communications
device.
13. The apparatus of claim 8 further including the visual
presentation device presenting information to the user that
includes a visual list of radio devices which may be within
communications range of the wireless communications device with a
visual indication associated with ones of those radio devices in
the list for which communications may be impaired.
14. The apparatus of claim 8 further including the visual
presentation device presenting information to the user that
includes a visual list of radio devices which may be within
communications range of the wireless communications device with a
visual indication associated with ones of those radio devices in
the list for which communications may be blocked by an
obstruction.
15. The apparatus of claim 8 further including the visual
presentation device visually presenting information to the user
which information is superimposed over a display and includes radio
devices which may be within communications range of the wireless
communications device.
16. The apparatus of claim 8 further including the visual
presentation device visually presenting information to the user
which information is superimposed over a display and includes radio
devices which may be within communications range of the wireless
communications device with a further visual indication associated
with ones of those radio devices in the list for which
communications may be difficult.
17. For use with a vehicle related communications device having a
location and capable of wirelessly communicating with a radio
device having a location, one or both locations changing from time
to time, an apparatus operating to determine if the communications
device is likely within communications range of the radio device at
a particular time, said apparatus including: a) at least one
processor to receive and process current three-dimension location
data pertaining to a vehicle communications device as the vehicle
location changes; b) a database storing a plurality of radio device
records, each record including a plurality of data fields, at least
one data field storing the identity and at least another data field
storing the three-dimension location, of the corresponding radio
device; c) the at least one processor operating in response to the
current location of the communications device vehicle and the radio
device location records to identify one or more radio device which
is likely within communications range of the communications device,
the identification being updated in response to changes in the
current vehicle location data; d) a moving map type presentation
device responsive to the radio device records corresponding to the
identified one or more radio device to visually present information
relative thereto to an operator of the vehicle, the information
relative thereto being superimposed over a moving map and located
at the radio device locations on the map.
18. The apparatus as claimed in claim 17 further including the
presentation device of d) operating in response to the at least one
processor to delete from the moving map display radio devices which
were previously in range but are no longer in range due to the
movement of the communications device.
19. The apparatus as claimed in claim 17 further including the
presentation circuit of d) operating in response to the at least
one processor to update radio devices in the moving map display in
response to the direction and speed of travel of the communications
device.
20. The apparatus as claimed in claim 17 wherein the current
location data includes communications device AGL elevation, with
the at least one processor further operating in response to the AGL
elevation to prevent or remove radio device records from those
which are otherwise identified as likely within communications
range.
21. The apparatus as claimed in claim 17 further including the
presentation device of d) operating in response to the at least one
processor to update radio devices in response to the travel of the
communications device to present radio devices in the order in
which they are likely to be needed.
22. An electronic communications system for use with a vehicle, the
communications system including: an electronic GPS based location
device including electronic circuitry to identify and update the
current location of a vehicle as it moves; an electronic database
including circuitry for storing a plurality of radio device
records, each radio device record identifying a radio device and a
location of the radio device; an electronic communications device
operated by a human operator and including electronic circuitry to
wirelessly communicate with a radio station which the operator
selects and which radio station may or may not be included as a
radio device in the database; an electronic presentation device via
which the operator selects the radio station, which presentation
device includes electronic circuitry to receive information from
and visually present information to the operator and further
includes showing the vehicle location on a moving map display; at
least one electronic processor including electronic circuitry
executing a program and performing operations to; i) determine if
the radio station is likely to be within communication range of the
vehicle in response to at least the three dimension distance and
direction of the current location of the vehicle relative to the
location of the radio station, in the corresponding database record
if present, and ii) causing a warning to be communicated to the
operator via the presentation device if the radio station is not
likely to be within communications range.
23. The communications system of 22 wherein in i) if a radio device
record corresponding to the radio station is not located in the
database the at least one processor causes the operator to be
alerted thereto via the presentation device moving map display.
24. The communications system of 22 wherein in i) the at least one
processor continues to determine if the radio station is likely to
be within communication range of the vehicle in response to updated
current locations of the vehicle, and in ii) the warning is given
via the moving map display and is maintained until the at least one
processor causes the warning to end when it is determined that the
vehicle is in a location where the radio station is likely to be in
communications range.
25. The communications system of 22 wherein in i) when the at least
one processor operates in response to the location of the radio
station and the current location of the vehicle when the operator
selects a radio station and determine the radio station is not
likely to be within communications range, the at least one
processor determines the predicted time until the vehicle moves to
a location where radio station will likely be in communications
range, and cause the predicted time to be communicated to the
operator via the presentation device.
26. The communications system of 22 wherein in i) the at least one
processor operates in response to the location of the radio station
and updated current locations of the vehicle as it moves with the
one of more processors from time to time updating the estimated
time until the radio station will likely be in communications
range, the at least one processor causing the estimated time
updates to be communicated to the operator via the presentation
device.
27. The communications system of 22 wherein in i) when the at least
one processor operates in response to the location of the radio
station and the current location of the vehicle when the operator
selects a radio station and determine the radio station is likely
to be within communications range, the at least one processor
determines the estimated time until the vehicle moves to a location
where radio station will likely not be in communications range, and
cause the estimated time to be communicated to the operator via the
presentation device.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a division of application Ser. No.
15/456,012 filed Mar. 10, 2017 and allowed Sep. 22, 2017 which is a
continuation in part of application Ser. No. 13/890,077 filed May
8, 2013 which issued as U.S. Pat. No. 9,648,482 on May 9, 2017,
which applications are incorporated in their entirety herein by
reference as if set out in detail below.
BACKGROUND OF THE INVENTION
Field of the Invention
[0002] This invention relates to communicating information (e.g.,
images, music, speech, text, data and other intelligent
information). More particularly the invention will find use with a
communications device which may incorporate or benefit from
apparatus and/or methods for identifying other communications
devices which are available for communicating such information
therewith. In this respect, the present invention recognizes that
it is desirable for a first communications device to communicate
with one or more other communications devices which are sometimes
referred to herein as radio devices (even though they may
communicate without use of radio waves or with combinations of
technologies) without impairment of communications and in
particular to identify when such communications would be
undesirably impaired, that is, the transfer or conveyance of
intelligent information is prevented, diminished, reduced,
weakened, lessened, decreased, hindered, slowed, degraded, and the
like.
[0003] In particular, in one embodiment of the invention a first
communications device incorporates apparatus and/or methods such
that it operates to determine if another communications device may
or may not be available for communicating without, or with
impairments to such communications. These impairments may for
example occur or change with time, both due to changes in location
of one or both of the first and other communications devices
relative to an obstruction, or due to temporal changes affecting
one or more particular impairment, for example impairments from
Earth and Space weather e.g. atmospheric and solar storms. In one
aspect of the invention it is desired that estimates and/or
predictions (of various possible) impairments which could affect
communications between the first communications device and the
other communications device(s) be made.
[0004] By communicating without impairment, it is meant that the
communications are of substantially the same quality as if the
communications were not subject to any of the impairment factors
which are taken into account when making the impairment
determination. It will be seen from the teachings of the preferred
embodiment of the invention that it is desired to make the
impairment determination, or estimate the amount of impairment,
before attempting such communications or otherwise without
attempting such communications. In an embodiment of the invention a
determination of no, or an acceptable amount of impairment is made
and then such communications is attempted and if an unacceptable
amount of impairment is determined no communications is attempted.
By making the impairment determination first, efforts to
communicate with devices with little or no likelihood of successful
communications may be avoided.
[0005] In the particular example of the preferred embodiment of the
invention, impairments may occur due to the locations of geographic
features for example such as mountains and/or movement of the first
and/or the other communications device. In particular, for an
aircraft line of sight communications which will be discussed by
example therewith, such relative location and/or movement may cause
obstructions to partially or fully block that line of sight. The
invention will find particular usefulness in the field of mobile
wireless communications where communications may be impaired,
including for example to the point of preventing the transfer or
conveyance of information with no, or an acceptable level of
impairment.
[0006] It is noted at this point that as used herein, communicate
is defined as the transfer or conveyance of intelligent information
and does not include the mere transmission, reception or presence
of energy without such transfer or conveyance. Wireless
communications is defined as communications through the ether
(including space, atmosphere, water and terra firma) such as via
electromagnetic, optical and/or acoustical energy or quantum
technology and is intended to encompass such communications even if
a metallic or other conductive antenna or the like is utilized.
Also, as used herein, connected communications is defined as
meaning via connection using a solid physical thing, e.g., metallic
wire, metallic waveguides, optical fiber, optical waveguides and
other known connection technologies including quantum
communications over optical fiber or metallic conductors. Wired
communications is defined as using metallic or non-metallic
conductors of electrons, photons or waves such as drawn, rolled or
cast metallic or non-metallic threads, wires, rods, tubes, pipes,
waveguides and the like including traditional insulated metal wire,
cable and fiber optics.
[0007] Additionally, while the preferred embodiment will be
described herein substantially in respect to the particular
usefulness in wireless communications, the invention will also be
adaptable to, and useful for, connected and wired communications as
will be understood to the person of ordinary skill in the art from
the teachings herein. In another embodiment, the invention will
find use in recognizing when communications between a plurality of
devices, one or both of which may from time to time change its
location, may be substantially impaired or even not possible due to
one or more impairment factors, e.g., things, elements,
characteristics, effects and the like, which cause or contribute to
impairment of the desired communications, as discussed further
herein. Predictions of such impairment or lack thereof may also be
made and in particular in respect to the preferred embodiment such
predictions are preferred to be made in response to the location of
obstructions. Alternatively, while generally described below in
respect to the location of obstructions, such predictions of
impairment may be also be made in response to the location of
impairments and the occurrence or predicted occurrence of
impairments, e.g. thunderstorms impairing aviation RADAR and other
communications over a relatively short term or sunspots and solar
flares impairing communications over a longer term. As an example,
an 11 year sunspot cycle may be used for prediction of
impairment.
[0008] As used herein, obstructions include, but are not limited
to, physical things like mountain ranges or individual mountains
which obstruct line of sight communications by blocking the
propagation of energy used for the communications. It will be
recognized however that obstructions (unless a specific type is
named or described) will include any physical or non-physical
things, characteristics, activities, processes, effects or the
like, which causes undesired impairment to the communications. As
just one specific example, Rayleigh fading is a well-known effect
occurring in a propagation environment in the transmission of radio
signals which effect can cause impairment to that communication.
Rayleigh fading is considered herein to be an obstruction even
though it is not a physical thing (although it often occurs in
connection with a physical thing such as a reflector). As another
example, heavy precipitation in thunderstorms may impair aircraft
communications and in particular RADAR, Solar flares and sunspots
(which are often related) may impair radio frequency
communications.
Related Art
[0009] Some prior art radio receivers which incorporate signal
strength displays are known (e.g., signal strength meter on a radio
receiver or bars on a cell phone). As cell phone users come to
understand, a shortcoming of this type of display is that the
presence of several bars on the signal strength display is no
guarantee that calls can be placed or received, particularly in
densely populated areas such as sports arenas. The presence of only
a few bars is not always an indication that it is impossible to
place or receive calls, particularly at sparsely populated areas
with a clear line of sight to a cell tower. Other factors can
affect communications, some of which factors are not taken into
account by the signal strength display, These prior art signal
strength devices may be improved by incorporation of the present
invention.
[0010] As another prior art example, radio devices may incorporate
scanners which attempt to determine the presence of other desired
radio devices by scanning for radio frequency energy at particular
frequencies. This scanning is in one respect and attempt to receive
energy, but receiving such energy does not create communications as
defined herein. Nor do such devices make any determination of from
where, or from what, that energy comes. The energy present at a
particular frequency may or may not originate with a desired radio
device, it might for example be from some non-communications device
or harmonic interference from an unwanted communications device.
The energy may originate with a wanted device, but is received
during a short time frame because of various factors (e.g.,
temporary reflection from an aircraft) or the wanted device signal
is blocked (e.g., by temporary interference) and no information as
to where the wanted device is located, its distance, direction or
altitude is determined.
[0011] As another example, a user or user's radio device may for
example cause the FM broadcast spectrum to be scanned when the
radio receiver is at a given location. The radio receiver stores a
list of those frequencies which had energy present during the scan.
A shortcoming of this system is that even though energy was
available when the scan was performed it does not guarantee that a
station at that frequency will be available at a later time
Similarly, the absence of energy when the scan was performed does
not prevent later availability. Such prior art scanner devices may
be improved by incorporation of the present invention.
[0012] Prior art automobile broadcast entertainment radios often
include favorite station memories which may be programmed by an
operator such that a particular favorite broadcast station may be
selected by simply pushing a button. These radios often include
several sets of such memories, allowing an operator to manually
select a set of stations for each location where a driver travels
and thereby select the stations associated with that set. Drivers
who commute to different cities may manually program these sets to
include favorite stations associated with each such city by
listening to a station, deciding it is one to be programmed and
manually storing it in that memory. It is also well known that the
driver can cause the automobile radio to scan, up or down the
particular broadcast spectrum, for broadcast stations which can be
received. The scan can either stop on the first station that is
received, or can scan, one by one, to stations which can be
received, pausing at each station for a few seconds to allow the
driver to listen. The one by one scanning continues until the
driver causes the scan to stop on that station during the
pause.
[0013] It is well known however that broadcast entertainment radio
stations, be they AM, FM, Satellite or others, will all experience
dead spot locations where they cannot be received by a particular
radio. For example, broadcast radio station reception may be
blocked by buildings, tunnels, overhead traffic signals, street
lights and power lines. There is no guarantee that a preset station
can be received by these prior art automobile broadcast
entertainment radios for any of several reasons, including that the
driver forgets to change the set when driving from one city to the
other and that the vehicle is stopped in or moving through a dead
spot. Such prior art automobile entertainment radio devices may be
improved by incorporation of the present invention.
[0014] In the prior art devices described above, where bad or good
reception is indicated by some energy presence or strength (such as
cell phone bars or scanners detecting energy), permanent and
temporary factors such as reflections, interference, obstacles,
lack of channel availability, movement and others as will be known
from the teachings herein are not taken into account by the
indication. In devices where a radio station was or wasn't
available at a first scanning time but that information is no
longer accurate, or where a radio station should not be received
but is, or should be received but is not, as with those prior art
radios described herein, and other factors such as moving signal
reflectors, moving obstacles and/or moving radio devices may
facilitate or interfere with communications. These factors are not
taken into account by the prior art device mechanism which
indicates availability.
[0015] Impairment factors (or lack thereof) and other reasons which
cause a prior art radio device to not be able to communicate with
another radio device which would otherwise be available, or cause
it to be able to communicate with another radio device which would
otherwise not be available, is not determined or known from the
operation of the prior art radio device, or conveyed to the
operator. The operation of those prior art radio devices only
determines that a station on a particular broadcast frequency is or
is not being received at a particular moment time when located at
that particular location. Only that information is determined. No
information about impairment or impairment factors or predicted or
future impairment or factors (or lack thereof) is conveyed to the
user.
BRIEF SUMMARY OF THE INVENTION
[0016] A first object of the present invention is determining the
present and/or future ability of a first communications device to
wirelessly communicate with one or more other communications device
without unacceptable impairment, determined based on one or more
impairment factors which cause or relate to the (potential or
actual, present or future) impairment. For example, communications
impairment(s) may range from distortions, noise and/or errors in
the communicated information, to a total inability to communicate.
Impairment factors may include the relative locations of
communications device(s) which affect the path (or paths when more
than one is potentially available) the wireless communications take
between devices, orientation or bearing of one or more of the
devices, and/or obstructions and/or areas of impairment, which may
be located in, near or are otherwise related to such path(s). A
second object of the invention is that when determining impairment,
locations may be taken into account in respect to two (e.g., two of
latitude, longitude and altitude) or three (e.g., latitude,
longitude and altitude) dimensions as will be discussed herein.
Other objects include use of impairment factors, for example
characteristics of the communication devices such as the
communications technology and/or communications frequency being
used, may be utilized or otherwise taken into account. Details
thereof as well as other impairment factors and impairment
information will be known to the person of ordinary skill in the
art from the teachings herein.
[0017] The utilization of impairment information and/or factors to
facilitate safe vehicle operation, as well as for operator and/or
user convenience, are objects of the invention. It will be
appreciated that another object of the invention is making
impairment information and/or factors, available to one or more
user(s) of one or more communications devices. This is particularly
true when the devices convey important information to or between
one or more user, and one or more of those devices is tethered,
mobile, portable or otherwise not stationary. The user(s) may
benefit from use of the invention for one or more of the same
advantages described herein with respect to use by a vehicle
operator.
[0018] Still another object of the invention is making impairment
information and/or factors available to a portable wireless
communications device, or a user who carries about (e.g., without
operating a vehicle) a wirelessly connected portable communications
device including those such as a cell phone, and/or other portable
electronic device such as computing devices which are similarly
wirelessly connected. Other objects of the invention include making
communications impairment information and/or factors available to a
user who communicates (with a portable or stationary device) with
such portable devices carried by or otherwise associated with a
vehicle.
[0019] Yet other objects of the invention include providing more
accurate information to a communications device user as to the
timely ability to communicate with or without impairment. Here
timely ability includes not only the present, but may be time in
the future, such as by predicting, including estimating or
calculating, when a remotely located communications device may or
will become available for communications, and/or when it may or
will no longer be available. An additional object of the invention
is providing information as to why there may or may not be
impairment and/or to suggest how to avoid or reduce impairment. The
user may utilize part or all of the herein described information to
assist in timely obtaining reliable communications. Further
objects, advantages, capabilities and uses of the invention will be
apparent to the person of ordinary skill in the art from the
teachings below.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] That the invention's advantages will be readily understood,
particular descriptions will be given by reference to examples
illustrated in the appended drawings. Understanding that these
drawings depict only typical examples of the invention and are not
to be considered limiting of its scope, the invention will be
described and explained with additional specificity and detail
through the use of the drawings, in which:
[0021] FIG. 1 is a high-level map showing two aircraft and several
airports, all having radio devices associated therewith;
[0022] FIG. 2 is a high-level block diagram of one example of an
apparatus in accordance with the invention;
[0023] FIG. 3 is a high-level block diagram showing one
contemplated example of records that may be stored in a database in
accordance with the invention;
[0024] FIG. 4 illustrates one example of a display for presenting a
list of radio devices to a communications device user or an
occupant of a vehicle;
[0025] FIG. 5 illustrates another example of a display for
presenting a list of radio devices to a communications device user
or an occupant of a vehicle;
[0026] FIG. 6 illustrates yet another example of a display for
presenting a list of radio devices to a communications device user
or an occupant of a vehicle;
[0027] FIG. 7 illustrates one example of a method for generating
and maintaining a radio device list in accordance with the
invention; and
[0028] FIG. 8 illustrates another example of a method for
generating and maintaining a radio device list in accordance with
the invention
DETAILED DESCRIPTION OF THE INVENTION
[0029] FIG. 1 shows by way of example a map 100 (simplified and not
to scale for purposes of explanation) of an area in which two
aircraft 102 are flying. North is at the top. Elements 114a and
114b will be described below and will not be initially described
here. The area has several airports 104, communications
obstructions 108, in this instance mountains, a navigation aid the
Squaw Valley VOR 106 which transmits a continuous navigation
signal. Locations, for example those of obstructions and fixed
communications devices are preferred to be stored for recall, for
example in a database or map as will be discussed further below. It
will be understood for purposes of this example that each airport
104 has associated with it at least one radio station for various
types of communications with aircraft. FIG. 1 also shows a
calculated range 112 in which the communications and navigation
radios in aircraft 102a, flying at a given altitude, for example
10,000 feet, can be expected to communicate with ground located
radios such as those located at airports 104 and the VOR 106. The
calculated range 112 does not take into account obstructions such
as the mountains 108 which can block the line of sight
communications, areas of communications impairment or the altitude
of the various ground radios. It is noted here that altitude may be
in mean sea level (MSL) form meaning the altitude above sea level,
or above ground level (AGL) for. One may be converted to the other
if the ground elevation at the point is known. Another altitude,
flight level is commonly used, being the altitude shown on a
pressure altimeter which is adjusted to a standard pressure
setting. Flight levels will not be utilized herein.
[0030] Each of the communications devices has one or more
associated location, range and altitude at which communications is
expected to be reliable. This information can be stored in the
database. For example, there are three classes of VORs, T
(terminal), L (low altitude) and H (high altitude). The T type can
be received from 1000 feet up to 12,000 feet altitude above ground
level (AGL) and 25 nautical miles (NM) distance and the L type to
18,000 feet and 40 NM. The H type is somewhat more complicated
having different altitude and range combinations: (1) up to 14,500
feet AGL out to 40 NM; (2) 14,500 AGL up to 18,000 feet to 100 NM;
(3) 18,000 feet AGL up to 45,000 feet AGL out to 130 NM; and (4)
45,000 feet AGL up to 60,000 feet out to 100 NM. The Squaw Valley
VOR is an L type, located on the top of a mountain at approximately
9,000 feet and can be received from 1,000 to 18,000 feet to at
least 40 NM away. By contrast, the Reno/Tahoe airport is located in
a valley at 4,400 feet surrounded by mountains above 8,000 feet.
Radios actually located on the airport have a limited range because
of those surrounding mountains. Those mountains are not shown on
FIG. 1 for simplification.
[0031] The first aircraft 102a contains a plurality of
communications (com) radios for talking and a plurality of
navigations (nav) radios for receiving navigation data. A radio
which receives the SWR VOR is a nav radio. The aircraft attempts to
fly along a desired flight path 110 having a bearing (direction)
which in this case is (true as compared to magnetic) due west. The
aircraft heading (the direction the nose points) is not the same as
its desired flight path because of the effect of a wind from the
north (top of map). The aircraft might not actually fly the desired
flight path due to wind variations. Such variations often require
constant adjustment of the heading to achieve the desired flight
path, giving rise to need for an autopilot to assist the pilot in
keeping to the desired flight path.
[0032] The com radios are capable of bidirectional (two way)
communications via a single radio channel (or a plurality of radio
channels) as is known in the art. For example, the pilot of
aircraft 102a may use one of the com radios to communicate with the
pilot of aircraft 102b. The nav radios are capable only of one way
or unidirectional communications, also as known in the art. For
example, the pilot of aircraft 102a may use a nav radio to receive
the continuous navigation broadcast from Squaw Valley VOR 106, but
the nav radio is incapable of transmitting to 106 or any other
radio. Accordingly, the pilot both operates (flies) the aircraft
and uses the radios to facilitate such flight. Alternatively, the
pilot may allow an autopilot to operate (fly) the aircraft.
Further, the pilot may not even be in the aircraft but remotely
flying the aircraft with or without the aid of an autopilot as in
well-known drone operation.
[0033] Making communications impairment information available to an
operator of a vehicle (which incorporates or is otherwise
associated with a communications device) so that the operator is
able to quickly act on that information and in particular to act in
a manner which facilitates the safe operation of the vehicle in
part as a result having communications impairment information
available when needed, is an object of the present invention. For
example, with respect to FIG. 1, it is important that the pilot of
aircraft 102b be able to avoid a collision with aircraft 102a,
particularly when flying in instrument conditions when neither can
see the other from any appreciable distance. Here communications
accuracy and speed is vitally important.
[0034] Neither pilot wants to be delayed in determining their
position using a GPS or VOR, or delayed in communicating with the
airspace controller or other pilot to ensure that they are not on a
collision path. An object of the instant invention is to provide
communications impairment information, or lack thereof, to the
operator or user in order to facilitate such communications,
whether the communications are manually attempted by the user or
automatically presented to the user. For example, if the FIG. 1
pilot of either aircraft 102 needs to communicate, the invention
can automatically provide the pilot with a list of remote radio
devices which are actually available at that time to help reduce
pilot delays and errors and facilitate selecting an appropriate
radio to communicate with. It will also be useful to provide the
pilot with a warning that a particular radio, even one which is
automatically presented as being otherwise available for selection,
is not available.
[0035] Before proceeding, in order to facilitate full understanding
of the invention it will be useful to further explain, define and
give examples for, various terms which are utilized herein.
[0036] Communicate, communication and other various forms thereof
is used herein to mean the transfer or conveyance of more than a de
minimis quantity of intelligent information. In particular, as used
herein, including such transfer or conveyance between a plurality
of communications devices. In referring to communications, it will
be understood that such may include: unidirectional, e.g. one-way
communications, that is, only receiving (or sending) information
from one or more device at a time as in receiving a radio
broadcast; simplex bidirectional, e.g. two-way communications where
devices take turns receiving from the other(s) as in a two-way
radio conversation which frequently take place on a single
frequency (channel); duplex bidirectional, e.g. two-way
communications where each device can simultaneously send to and
received from the other as in communications via a plurality of
channels; and/or near simultaneous communications between multiple
devices e.g. networked communications utilizing various gateways,
servers, protocols and the like. Communications may be point to
point or any of the numerous types of networking technologies which
are known to, or become known to the person of ordinary skill in
the art from the teachings herein in order to achieve a desired
level of capability.
[0037] Of particular interest is drone operation wherein a pilot
communicates with the aircraft being flown via one or more radios,
and may remotely operate those radios located in the aircraft to
receive information therefrom as well as to communicate with other
radios, for example to communicate with other radio devices such as
those shown by example in FIG. 1, and to receive GPS information
from a GPS radio located in the aircraft permitting the pilot to
know the aircraft's location with good accuracy as the aircraft
travels.
[0038] Location as used herein refers to a point in space relative
to the Earth's surface, including points on, above or below the
Earth's surface. Location may be expressed relative to a defined
point on the Earth's surface (herein a spatial location) such as
the fictional null island, or relative to some other point in space
which may or may not be on the surface, such as the location of one
or more radio devices (also referred to as relative location),
including if desired the Deep Space Network (DSN). Location, (when
used without spatial or relative qualification) will encompass both
unless it is otherwise clear from the context. GPS coordinates in
particular use latitude and longitude, which reference the null
island at the intersection of the Equator and the Prime Meridian.
The intersection, and hence the null island, is defined as zero
degrees latitude and zero degrees longitude.
[0039] Locations as used in respect to the instant invention may be
expressed, identified and/or stored using any suitable coordinate
system, for example such as Cartesian, polar, cylindrical,
spherical and homogeneous which may be mixed as desired. Locations,
directions, headings and bearings may be expressed using or
including either the true or magnetic cardinal point system, or
degrees of latitude and longitude or any other suitable system. The
chosen system need not be uniformly used and different systems may
be used. For example, a radio device location may be stored as
latitude, longitude and altitude, but identified on a display to
the operator as direction (bearing) and distance (and if desired
altitude) relative to one or more of a vehicle's location,
orientation and bearing.
[0040] For clarity, as discussed in more detail below, operator, as
used herein, is meant to mean the human or non-human operator of a
vehicle and/or communications device(s). An operator may or may not
be physically located with the vehicle and there may be more than
one operator, for example a mechanical autopilot and a human pilot.
An operator may benefit from the information provided by the
instant invention. User, as used herein, is meant to mean human
(and only human) user of a communications device, unless
specifically stated otherwise. A user may or may not be physically
located with the communications device or a vehicle. A user may
also benefit from the information provided by the instant
invention. A human operator may also be a user when operating a
communications device. A user may also be an operator of a
vehicle.
[0041] Operator and user may be described with respect to the
particular type (e.g. human) and/or particular device being used or
operated, for example such as radio user or operator, or an
aircraft radio user or operator, thus meaning human or non-human
operator thereof. Or, a human or non-human operator or user thereof
may be specified. In those instances, the description is meant to
be limiting, for example an aircraft radio user, which means a
human who is using an aircraft radio device. This would not
encompass a non-human, or a non-aircraft radio or non-radio device,
although the user is not limited to local use or remote use.
[0042] It will be understood and appreciated that while the
invention may be utilized with or by human and non-human users and
operators, the distinction is not a trivial one and the transition
of use from one to the other involves considerable and non-trivial
changes. As just one example, consider the many differences and
difficulties in human and non-human operation of an automobile.
Nevertheless, it will be understood that the instant invention may
be adapted to either human or non-human use without undue
experimentation, particularly by those of ordinary skill in the
particular art, as will be known from the teachings herein.
[0043] The wording, terms, phrases, descriptions and the like used
herein in the specification, including the drawing and claims are
intended to have the plain and ordinary meaning to the person of
ordinary skill in the art to which the invention of the claim
pertains, as will be known from the teachings herein. The teachings
including scope of the invention described in the specification as
well as the advantages and distinctions of the invention which in
turn help to define the scope of the claim. It is intended that
teachings of the specification as well as the interpretation of the
claims take into account expressly defined terms of the invention
and expressly disavowed scope of the invention. It is intended that
the claims not be divorced from the specification or construed in
an unreasonably broad manner and that the interpretation reasonably
reflects the plain language of the specification including the
advantages and distinctions of the invention, as would be known to
the person of ordinary skill in the art.
[0044] Applicant here sets forth the person of ordinary skill in
the art to which the claimed invention pertains as a person
possessing a four year degree in electrical (sometimes referred to
as electronics) engineering from an accredited U.S. college or
university, the study for which degree includes classes in:
physics, advanced electrical theory, analog circuit design at the
transistor level and higher, digital circuit design at the gate
level and higher, Boolean logic, wireless transmitters and
receivers, wireless radio frequency devices operating in the MF
(300 kHz) through mid EHF bands (100 GHz), radio frequency
modulation and demodulation techniques, mobile communications with
line-of-sight propagation radio frequencies and communication
theory (e.g., Shannon, Nyquist). Additionally, the person would
have four or more years of hands on experience in the design of or
installation, troubleshooting and/or repair of line-of-sight radio
frequency communications equipment and systems.
[0045] As used herein vehicle is intended to mean the thing used
for transporting people, goods or cargo or to movably provide
services (e.g., communications, surveillance or images) in space,
air, on land or in or under water. Vehicle operation is intended to
primarily pertain to the safe movement of the vehicle, but it will
be recognized that as part of that movement the safe operation of
vehicle systems, equipment and the like are necessary in order to
ensure safe operation, even when the vehicle is not moving.
[0046] For example, systems and devices such as automatic speed
controls, directional controls (in one or more dimensions or axes),
autopilots, motive power sources, and similar total and partial
vehicle operation apparatus whether located in or about the vehicle
or remotely are systems which pertain to operation, which systems
themselves require safe operation as part of the vehicle operation.
As simple examples, rotorcraft require a working engine to hover,
automobiles require a working engine to maintain power brakes and
for both, electrical (or other) power is required to communicate
while starting, moving, slowing or stopped. Thus, operation may
also encompass the proper control and functioning of those
supporting systems of the vehicle.
[0047] As used herein, operator is intended to incorporate human
and non-human or combinations thereof which control and/or are in
control such as by oversight of some or all aspects of a vehicle's
operation, e.g., movement in one or more dimensions. Operator is
further intended to incorporate one or more partially or entirely
automated or autonomous system or device in partial or total
control of a vehicle's operation. In particular, with remote
location control of the vehicle by an operator (e.g. flying a
drone), the invention described herein will find considerable
utility in ensuring safe and reliable communications between the
operator (whether human, non-human or a combination of the two)
which helps to ensure safe and reliable operation of the
vehicle.
[0048] As just one pertinent example of an operator, when line of
sight communication is used by a remotely located human operator to
control vehicle operation, the instant invention can help to ensure
that the vehicle is always in communications with the human
operator and vice versa. The invention will help to prevent the
vehicle from moving to a position where communications are impaired
by an obstacle. If for some reason the vehicle moves to a position
where communication are impaired, the situation is recognized by
the invention and that information may be utilized to provide safer
communications. Such safer operation may obtained for example by a
non-human operator moving the vehicle to a location such as a
higher altitude or to the outside of a building, or changing
communications such as using different communications channels or
technologies, thereby improving communications. Thus operator, as
in this example, is not mutually exclusive as to human and
non-human operators of the same vehicle.
[0049] The improving of communications may take place by the
operator controlling a vehicle or operator (or user) controlling a
communications device in response to the operator's (or user's)
receipt of the communications information such as about to be
impaired, impaired, about to be improved or other alert,
prewarning, warning, confirmation or the like of communications
impairment or absence thereof. Alternatively, the action to improve
communications may take place without operator (or user)
involvement such as by a backup operation or other automatic,
semiautomatic or completely autonomous action or operation of or by
the communications device or vehicle which action or operation will
be useful to (hopefully quickly) restore operations in the event of
impairment or loss of communications.
[0050] In particular, as contrasted with a user who upon
unexpectedly losing radio communications switches to another radio
in an attempt to restore communications, the invention may be
configured to provide useful information about the impairment and
may be configured to predict the upcoming impairment. This
information will assist the user in, or facilitate taking correct
action(s) to, prevent and/or remove the impairment. The invention
may also be configured to suggest and/or take corrective action.
For example, if a remotely controlled drone is allowed to fly, or
is blown by wind, toward or into a location where radio
communications is likely to be impaired, that possible or actual
impairment event may be determined by the instant invention. For
example, the prediction the impairment may be made utilizing the
current position of the drone as well as its trajectory, in order
to predict its upcoming path. The path is checked against
location(s) having potential communications problems such as caused
by obstructions. If the projected path of the drone passes through
such an area of potential communications impairment, an alert may
be provided to the operator.
[0051] In a situation where the drone communications are lost or
impaired, its present location can be checked against locations
which are known to suffer from impairment, or its current location
can be checked against obstacle locations to determine if an
obstacle could be causing the impairment. The probably or actual
reason for the impairment may then be made available to the drone
operator. Corrective action to improve communications may be
suggested to the operator. For example, the operator may be advised
to relocate the drone out of the affected area by climbing or
taking the shortest path out.
[0052] Alternatively, if the communications impairment causes the
drone's location device to fail, the last known location, along
with the drone's trajectory at that and/or later time(s) can be
utilized to estimate the drone's current location and that location
checked and a corrective suggestion given to the operator as above.
An additional capability which may be utilized includes using the
drone's current location and trajectory to project its expected
(upcoming) path which can then be checked against obstacles. If an
obstacle in the path could cause a future impairment an alert
and/or corrective suggestion can be given to the operator as above.
Further, locations which may or do cause impairment, and in
particular those which were previously unknown, can be stored in a
database or otherwise utilized for detecting impairments in future
travel.
[0053] In summary, in the instances above, an electronic map,
database or a listing of known, suspected or possible impaired
communications locations and/or obstacle locations can be used in
the determination. If it is found that the drone is approaching, or
is likely in such a location, that information is preferred to be
made available to the operator. Information suggesting or directing
proper action to improve communications may be provided. Quick,
proper and effective action may be then taken by the operator to
improve or correct the situation. That information can be used to
update the impairment location information. By contrast, an
operator who doesn't know what caused the impairment changes to
another radio which also doesn't work because the problem is the
location and not the radio. The operator is forced to waste time
and effort to troubleshoot the communications problem. The
communication problem may be repeated on another trip through the
same area. By comparison the above described embodiment of the
instant invention quickly provides useful information to the
operator, including the reason for the impairment and suggestion to
facilitate quickly restoring communications. This is a significant
improvement over the prior art.
[0054] Refer again to FIG. 1 for purposes of explanation of
operation of an embodiment of the invention is given by way of
example for a single pilot flying an aircraft and operating its com
and nav radios. Locations in the example include altitudes. The
pilot (operator) of aircraft 102b is flying in the location shown,
on a given bearing at a known speed. From that information, the
invention will calculate the flight path 110 and locate in a
database or map radio devices which will be near enough to the
aircraft to make communications possible (absent obstructions) in a
known number of minutes or distance. The amount of flight path time
or distance value over which the invention checks for radio devices
may include only those which are in ahead of the aircraft but may
include those behind the aircraft. Each amount of time or distance,
for those ahead and those behind if desired, may be known to the
pilot, such as one or more of a preset value, a value adjustable by
the pilot, a value dependent on the aircraft's ground speed, a
value responsive to the type(s) of the potential obstruction(s) and
a value responsive to the number of potential obstructions
found.
[0055] In the present example, the invention will identify radio
devices ahead at the BLU (104e) and GOO (104f) airports and may
also identify those behind, such as 104a, b, d and 106. The radio
frequencies of those radio devices (or just ones, or types on in
direction(s) which the pilot may desire or wish to communicate
with) are determined from a map or database by the invention.
Desired information for one or more of those radio devices will be
made available, including provided to the pilot, in various
formats, as will be explained in detail by example further below.
In response to the locations of the identified radio devices,
location of any potential obstructions and/or areas of
communications impairment near the flight path, which are stored in
a database and/or map, and flight path 110 the invention finds any
obstructions and/or areas of impairment which are in the area of
that flight path 110 that may impair communications with those
radio devices.
[0056] In this example, the invention determines there is a current
communications obstructions 108a affecting communications with VOR
106 and how long that will continue. The invention also determines
the flight path will put the mountain 108c in the aircraft radio
device communications line of sight first with radio devices at
airport 104f and later with radio devices at airport 104e and
determines when and how long that will continue. When and how long
may be determined in amounts of time or distance which amounts may
be set or adjusted as described above. In other words, the current
and projected locations of the aircraft along the projected flight
path 110, locations of the mountains 108a and 108c, as well as
locations of the radio devices, are utilized to determine whether
or not each obstruction (e.g. mountain) is or will be in the line
of sight communications path to, or otherwise will potentially
cause communications impairment with, each of the above identified
radio devices as the aircraft flies in the vicinity thereof. The
locations are determined using information from the aircraft GPS
and/or other flight instruments, an airport radio device database
or map showing radio devices and an obstruction database of map
showing obstructions. These maps and databases may be individual or
combined in various manners, including into a single map or
database as desired to practice a particular embodiment of the
invention.
[0057] Continuing the example, the invention will be seen to be
useful for any vehicle, that is to determine and makes obstruction
information available, for example to the vehicle operator (in the
example the pilot). The invention may also suggest to the operator
an action to prevent the impairment, (such as to increase altitude)
to reduce or remove the effect of the obstruction or take a
different path (toward the airport or other destination). The
information may also include when and for how long the obstruction
may start and continue to impair communications and make that
information available in any useful format, such as one or more of
location, time or distance, taking into account the locations of
the obstruction(s) and radio devices which are or will be within
possible communications range, as well as the heading, location and
speed of the vehicle. The invention may also check parameters of
the radio station and vehicle radio (for example such as frequency,
transmit power, receiver sensitivity, antenna orientation and the
like).
[0058] The above determinations are preferred to be updated or
determined again as the vehicle travels. Such update or
determination may be made whenever a parameter of the vehicle's
travel changes (e.g. speed, bearing, location) or periodically.
Each update, by one or more vehicle parameter or time, may be
performed as with the various time or distance values set forth
above. In the above example situation of an upcoming obstruction,
the pilot of aircraft 102b may be advised that communications will
start to be blocked by the mountains in a calculated number of
minutes, in a calculated distance or at a calculated location, and
similarly end in minutes, miles or location. This information is
preferred to be repeatedly updated as the aircraft travels.
[0059] In particular, in addition the updates suggested above, the
invention may provide updates for a single or related (for example
for a given airport) radio device communications impairment,
immediately before and/or after the area of communications
impairment starts and ends. This may be performed by determining
updates at a non-uniform rate, updates being made closer together
starting 30 seconds before the impairment is projected to start,
returning to slower updates after the impairment is confirmed,
followed by closer together starting 30 seconds before the
impairment is projected to end, again returning to slower updates
after the impairment ends. Upon entering and leaving an area of
impairment, the vehicle operator may be given particular advice of
that event, for example a highlighted message on a moving map
display, or an impaired radio device changing its normal color on
the map to another color signifying impairment and then back to
normal when the impairment ends.
[0060] Other starting and ending of faster updates may be utilized
as desired, including other time amounts or distances. It is also
preferred that updates be made whenever a significant change in
vehicle location (.gtoreq.1 mile horizontal or 100' altitude),
bearing (.gtoreq.3.degree.) or speed (.gtoreq.5%) is made. Other
values may be considered significant as desired. The information
obtained from the updates may be utilized to update the obstruction
and/or communications device information which is stored and made
available for these determinations. For example, the precise
locations where impairment starts and ends can be stored which will
be particularly useful for future trips via the same route, for
example a flight path such as a Victor airway or a highway. The
precise locations may be used to determine and update the effective
size and location of an obstruction (or area of impairment) at the
particular vehicle altitude and may also utilized to estimate the
effective size and location for other vehicle altitudes.
[0061] Returning to the suggestion to the operator, a suggestion
may be made to the pilot to climb at a suitable rate (feet per
minute, feet per mile, etc.) to prevent the obstruction by ensuring
that the aircraft is at an altitude above the mountain before
mountain can block the line of sight from the aircraft to the radio
station. Or, simply the suggestion that a certain altitude is
needed to overcome the obstruction may be made. If the aircraft
flies into the area where the communication with the airport 104f
radio station is impaired, the invention may so advise the pilot,
for example by color change above, and may also provide information
as to how long the impairment will (or is expected to) last for
example in minutes or miles and further may advise the pilot with
updates of when the impairment will end in one or more of minutes,
miles or location. As another example an impairment area such as
114b (discussed below) may sweep over the impaired radio device as
the aircraft progresses which gives a quick visual indication of
where and when the impairment ends or will end. With the
information of when and for how long the mountain 108c will impair
communications, the pilot may take a suggested action, or other
than that suggested. The pilot may start communications sooner than
anticipated to avoid the impairment, or may elect to do nothing but
wait until the impairment is over.
[0062] Combinations of various parts of the above example may also
be utilized. Further, the information pertaining to when the
blockage will take place may be updated as the aircraft climbs. The
duration of the impairment may also be provided and updated. Of
particular usefulness, the present invention may operate in
conjunction with the autopilot of aircraft 102b in order to cause
the autopilot to begin climbing before passing mountains 108a in
order that communications between aircraft 102b and the radio at
the Reno/Tahoe airport 104c will not be impaired as the aircraft
passes the mountains. Such operation will be useful in preventing
loss of communications, particularly if the aircraft 102b is a
remotely operated drone where the pilot is located at the airport
and losing communications could have a serious impact on the
pilot's ability to control the aircraft.
[0063] Such communications impairment information may be
communicated to a presentation device for display (including
emitting sound) on any known type of audio device, display or
readout, for example as a sound, text message, or graphical display
using graphics, symbols, icons or combinations of text, graphics,
symbols, icons, and the like. Of particular interest are moving map
displays used for navigation and typically interfaced with a GPS in
a vehicle, although they may also interface with other navigation
technologies such as compass, inertial, radio, RADAR, LORAN and
numerous others which are known to the person of ordinary skill in
the art. The map (and or its database) contains information about
radio devices and potential obstructions (such as terrain
information and/or specific obstruction information) which may be
manually or automatically updated. The information can be recalled
from the map or a related map database and used by the invention to
make and perform the various actions described and suggested
herein, including determine impairments, create various
notifications and/or warning related to impairments, make
suggestions to the vehicle operator to reduce or avoid impairments.
Those impairments can then be identified and shown directly on the
moving map, along with desired messages, warnings, highlighting,
graphics and the like, which are updated in near real time on the
moving map display as the vehicle moves.
[0064] Referring again to FIG. 1, in aircraft 102a one of the Nav
radios is a GPS receiver with a moving map display which for
simplicity will be described as being similar to the map of FIG. 1
but may not display the calculated range 112. As the aircraft 102a
travels to the west along the desired flight path 110, an aircraft
icon stays in the center of the moving map (102a can be thought of
as the moving map in this example) and the map itself moves from
left to right at the ground speed of the aircraft 102a. Other types
of moving map displays which are known may be utilized as well. The
moving map display may show, and if desired highlights one or more
of, the positions of the aircraft and those airports (104),
navigation aids (106), mountains (108) and other obstructions to
aircraft flight such as tall buildings and radio towers. The
mountains may be specifically indicated, or may be shown as terrain
with elevations and/or elevation contours as is known, for example
particularly in aviation charts such as Sectional Charts and IFR
Navigation charts. Other types of moving map charts may be utilized
as well as are found suitable for use with the instant
invention.
[0065] The present invention may show, on a moving map display, the
line of sight from the aircraft 102a to one or more radio stations
as well as to and/or beyond mountains and other actual or possible
communications obstructions. For example, as shown in FIG. 1 the
line of sight 114a may be displayed from the aircraft to the
obstruction (mountain 108b) where it stops, or it may continue past
the obstruction and in particular it is desired that it be given
different colors or intensities for the clear and obstructed
conditions or areas. For example, an impairment area which shows
were communications with devices located therein may be or are
impaired may be shown, such as area 114b of FIG. 1 (there is no
radio device shown in respect to 114b). The line from the aircraft
to the obstruction 114a may be omitted as desired, leaving only the
obstruction area. Data such as one or more of altitudes, distances,
signal strengths, quality of communications and communications
impairment including messages, warnings and other desired
information as described herein, may be also included on the moving
map by use of text, graphics, symbols, icons, color and the like.
Suggested actions to improve and/or avoid communication
difficulties may also be displayed on the moving map. Such displays
may be made by use of text, symbols, icons, intensity, color, and
the like as are known to the person of ordinary skill in the art in
navigation display technology and its field of art.
[0066] Any or all of the above information may be displayed as
desired, and in addition it may be displayed repeatedly,
sequentially or simultaneously or combinations thereof, including
display of such information as it becomes updated. Such display may
be chosen for different types and/or combinations of communications
devices in the vehicle, which are or will potentially be within or
near communications range of remote devices as the vehicle travels.
Additionally displays of one or more of different potential
obstructions of communications, communications impairment and
suggested actions to reduce impairment may be provided along with
or instead of the above.
[0067] For example, a moving map similar to FIG. 1 may be displayed
for aircraft showing a line between the aircraft and every
obstruction, the line being manually or automatically updated as
the aircraft travels. Such obstructions would include for example
each mountain which has the potential to block line of sight
communications to selected or all ones or types of radio devices
potentially within communications distance 112 of the aircraft. The
area where the line would continue beyond the obstruction may be
displayed at a different intensity for example as a shadow or color
for example as red, or graphic, or different style for example
dashed. The area (e.g. beyond the obstruction) where communications
with devices located therein may be impaired may also be shown. For
example, in FIG. 1, one line 114a showing the line of sight
communications path from aircraft 102a to one obstruction 108b is
shown. The area blocked by 108b where communications may be
impaired for devices located therein shown as 114b (although no
such devices are shown). The display may be updated upon command of
the pilot. The display may be updated automatically such that as
the aircraft travels along the path 110, the line 114a and area
114b would rotate clockwise, smoothly or in steps, around the
obstruction 108b.
[0068] It will be understood that while area 114b has heretofore
been simply described and is shown as being relatively uniform, in
reality for many obstruction locations it will likely be a complex
polygon, particularly in mountainous terrain where the relative
locations (including altitudes) of the vehicle, obstruction(s) and
remote communications devices are taken into account. Additionally,
many obstructions have different effects on communications signals
of different frequencies, and there may be several shapes and types
of obstructions. To realize this one only has to consider the many
different shapes of mountains and plateaus which have the
possibility of being an obstruction to communications at some
frequency and at some location.
[0069] Wireless communications effects from various obstructions
are complex, and not as simple as blocking line of sight
communications which has been described above. It will be known
from the present teachings that obstructions may create or cause
complex effects on wireless communications including reflections,
Fresnel zones and diffraction, such as knife edge diffraction to
mention just a few. These complex effects take place for example at
various radio frequencies throughout the range of radio frequencies
suitable for communications as described herein. Simply stated,
some of these effects can cause what might be described as a
bending of the communications energy. For example, at some
frequencies, even though the direct or line of sight path between a
transmitter and receiver is blocked, some energy from the
transmitter can reach the receiver via the open space visible to
both communications devices. If plotted graphically, this can have
the appearance of the transmitted energy being bent over the
obstruction. These effects and others known to the person of
ordinary skill in the art can be taken into account in the
implementation of the instant invention for determining
communications impairment. Simply stated, a remote communications
device located the area behind and below a mountain peak which
blocks line of sight from the perspective of a vehicle
communications device (and vice versa), can be determined by the
invention to be available for communications without significant
impairment.
[0070] Referring now to FIG. 2, in selected examples of the
preferred embodiment, an apparatus 200 in accordance with the
invention may include various components. It is noted at the start
that the components may be collocated, that is they may all be
physically located together, e.g. in the same enclosure, nearby
e.g. in the same vehicle, remotely, e.g. at a remote location as
compared to a vehicle, or may not even all have physical
embodiments with identifiable locations, e.g. as in a software
defined system such as for example the cloud. Components may be
located in combinations of locations including some with physical
locations and non-hardware without identifiable physical locations.
By way of example, the preferred embodiment apparatus 200 will be
described herein as having collocated components as further
described herein, for example such as all components being located
in a vehicle, it being understood that colocation is not a
requirement for practicing the invention.
[0071] The apparatus 200 may include all of the illustrated
components, or fewer or additional components as needed and
desired. In certain examples, an apparatus 200 in accordance with
the invention may include a location device 202, a control module
204, a database 206, and a presentation device 208. The apparatus
200 may also, in certain examples, include a scanner 210 and a
communication device 212 which for traditional radio frequency
communications may be connected to an antenna 220 which is located
in, in close proximity to, or remotely from the communications
device 212.
[0072] It will be understood that the preferred embodiment is
described in respect to a radio frequency communications device 212
for example such as a common wireless communications receiver or
transceiver, however other types of communications devices may be
utilized for 212 such as optical, magnetic and quantum
communications devices and other devices which operate based on
quantum physics may also be utilized. Further, while the preferred
embodiment communications device 212 generally contemplates and is
in many respects herein described in respect to wireless
communications, 212 is not so limited. The invention will find use
in respect to wired and combinations of wired and wireless
communications devices.
[0073] The components described in FIG. 2 may be grouped together
in any suitable manner to provide the function and stated purpose
of the invention. For example, each of the components 204, 206,
208, 210, 212 may be included in a radio transceiver 214 whereas
the location device 202 may be embodied as a separate device. In
other embodiments 202 may be incorporated in a radio transceiver
214. In other examples, the components may be combined or grouped
together such that they are integrated or distributed across
different pieces of equipment. All combinations or groupings which
achieve the stated purpose and functionally of the invention are
intended to be within the scope of the invention. Accordingly, in
selected examples, several components may be combined into a single
component or individual components may be broken down into several
components. In other examples, the functionality of the components
may be isolated or overlap with other components, including being
shared or combined with components of separate devices. Each of the
components may be implemented in hardware, software, firmware, or
combinations thereof. With advancements in integrated circuit
technology it is envisioned that the invention described herein,
configured for a particular use in or with a particular
communications device with characteristics considered to be useful
and commercially desirable, may be implemented in one or more IP
cores or one or more integrated circuits or the cloud.
[0074] In certain examples, a location device 202 may be used to
detect or otherwise obtain the current location of a vehicle with
which the instant invention is used. Location device 202 and may
include, for example one or more of: a GPS receiver, or a LORAN,
VOR, ADF, VORTAC, RADAR, LIDAR, ILS navigation system or receive
location from remotely located tracking systems e.g. RADAR.
Communication or determination of location may be performed
directly in the vehicle or remotely communicated to the vehicle.
For example, location information may be sent from aircraft GPS
receivers to ground stations, satellites and other aircraft via
Automatic Dependent Surveillance-Broadcast (ADS-B) system which
collects various information. The collected information includes
e.g. aircraft location information from numerous aircraft GPS
receivers as well as from some ground based RADAR stations, weather
information and various notifications.
[0075] The ADS-B collected information is broadcast back to all
aircraft from ground stations and satellites, thus allowing the
receiving aircraft to have local weather information as well as
locations of nearby aircraft. Aircraft can also trade information
directly with other aircraft. The location device 202 may also, in
certain examples, include inertial, including one or more of
Micro-Electro-Mechanical Systems (MEMS which can calculate the
vehicle's position from its acceleration in various axes),
mechanical, piezoelectric and laser gyroscope (which can calculate
the vehicle's position using apparent light path distance changes
caused by movement), based position-determining devices, or use
technologies such as Decca, Omega, celestial observation,
compasses, or the like. Other devices and technologies which may be
utilized for 202 will be suggested or known to the person of
ordinary skill in the art from the teachings herein.
[0076] A control module 204 may receive the current location
information from the location device 202 and retrieve, from
database 206, those records associated with radio devices that are
within the communication range of the vehicle generically referred
to as 102a (FIG. 1) which will be understood is not limited to
aircraft. The retrieval thus may inherently take into account some
or all records (e.g. those affecting communications range described
above). In certain examples, the control module 204 may separately
retrieve from 206 individual record(s) such as (nominal) range
associated with the radio device and record(s) associated with one
or more obstructions, such as mountains, buildings, or the like,
areas of communications impairment and the like, that may affect
communication between the vehicle 102a and radio devices,
especially those radio devices which are remotely located such as
those near the outer (nominal) range or near an obstruction. In
particular, such records may also be retrieved for an entire area
which is potentially within communications range associated with
one or more communication devices 212.
[0077] It will be understood that for some applications the
database 206 may also access information from a map, in particular
a map database in a moving map display. Such information will be
useful to the invention, for example in determining AGL (above
ground level) altitude in aircraft which do not have a location
device which provides that information. Pressure type aircraft
altimeters are designed to display MSL altitude, that is the
altitude above sea level. They do not provide ground elevation
unless the aircraft is on the ground. AGL is provided with most, if
not all, aviation type GPS radios. The desirable information in the
moving map database may be shared with the database 206, assessable
to the control module 204, copied to or otherwise stored in the
database 206 or otherwise made available.
[0078] The use of ground elevation is useful to determine if a slow
flying aircraft is airborne and to determine if radio stations in
the database which are in range of the aircraft are otherwise not
needed for communications. The aircraft altitude may be compared
against the ground elevation at the aircraft's location to
determine if the aircraft is, or is about to be, on the ground or
airborne. This will be particularly useful for slow moving aircraft
such as slow fixed wing aircraft flying into a headwind, lighter
than air crafts e.g. balloons, blimps, dirigibles and various
rotary wing aircraft e.g. helicopters. Such aircraft are capable of
flying at slow airspeeds and thus whether the aircraft is airborne
is not known from its speed. Knowing if these slow aircraft are at
or near ground level is highly desirable in determining if they can
or need to communicate with various radio devices. For example, VOR
signals are often not usable at altitudes within a few hundred feet
of the ground. And, there is usually no need for an aircraft to
talk to an airport ground control or the fuel truck radio when
flying. Accordingly, using a vehicle altitude above ground level,
or AGL, is useful in determining if radio stations which are
otherwise in range due to distance are not suitable or desirable
for communications.
[0079] One or more of these radio device records or types of these
records in database 206 (as well as others therein) may be updated
manually or automatically as described above, and additionally may
be updated based on the operations of 204 described herein, e.g.
determining what obstructions or areas of impairment affect
communications when the vehicle is at particular locations. Radio
device records in database 206 are preferred to be updated
periodically, either manually such as by loading new database files
from memory devices or wirelessly connected portable computer, or
automatically such as in response to subscription or other service
which is wirelessly connected, or in any other desired manner
Individual radio device records or types of records may be updated
in relatively fast fashion, including those for moving radio
devices such as in other aircraft.
[0080] Updates to the database 206 may for example utilize
information supplied via ADS-B and related technologies such as
Traffic Information Services-Broadcast (TIS-B) Flight Information
Service-Broadcast (FIS-B), Next Generation Air Transportation
System (NexGen), or other technologies as will be suggested to,
known or come to be known in the future to the person of ordinary
skill in the art from the teachings herein. Further, database 206
may also include data related to the aforementioned predictions of
communications impairment e.g. scheduled and unexpected out of
service conditions for one or more communications devices, actual
and predicted thunderstorms, sunspots and solar flares affecting
geographic areas. In particular, it will be appreciated that some
or all of the information which is desired to be stored in the
database 206 may be obtained from, stored in, and/or updated from,
the cloud.
[0081] Using the radio device and/or obstruction and/or impairment
information retrieved from the database 206, a list generation
module 222 may then generate a list, by identifier, of radio
devices that are likely to be within the communication range of the
vehicle 102a, or a more comprehensive list showing additional
information such as corresponding frequencies, radio devices that
may be in range. For the latter, the list may be augmented with
further information, for example such as a notation of likely in
range, possibly in range, previously found to be in range, etc. for
various radio devices. In selected examples, this radio device list
or portions thereof may be output to a presentation device 208 such
as a display device 216 and/or audio device 218 for presentation to
an operator, radio device user or occupant of the vehicle 102a. It
will be understood that presentation device 208 is intended to
inform and communicate to the operator using suitable sounds and
images, and may also incorporate the ability for the operator to
communicate to and from the control module 204 and/or other
components of 200 directly or via 204 including in particular
communications device 212. Thus 208 may serve as a single point of
contact with the operator.
[0082] Areas of impairment may be utilized instead of individual
locations of obstructions. In particular areas of obstructions
create areas where communications impairment occur. Either or both
may be stored and utilized to determine communications impairment.
For example, instead of storing the location of all individual
mountains in a mountain range, such as the Sierra Nevadas, it is
known that for vehicles located in areas of lower elevations
anywhere for several miles on either side of the range,
communications will be blocked by the range. Thus, the area of the
entire range may be stored, rather than storing every mountain in
the range. Exceptions may be stored, such as those mountains with
high elevations which impair communications from high vehicle
altitudes and low altitude passes in the range through which
communications is possible may be stored. It will be understood
herein that although not specifically mentioned, with respect to
determining communications impairments with respect to the location
of obstacles, such discussion is meant to include the use of areas
of communications impairment and exceptions. Such area may for
example be expressed as an area in which a vehicle located therein
is substantially unable to communicate in one or more directions,
or an area of obstruction.
[0083] In certain examples, the apparatus 200 may also include a
scanner 210 to scan the communication frequencies of radio devices
in the radio device list. Alternatively the apparatus may include
an ADS-B in (or in/out) type device or receiver in place of or
along with the scanner 210 to determine the presence of radio
devices, and in particular those devices in other vehicles such as
aircraft, which are or may come within range. Radio devices that
are not detected by the scanner 210 may then be deleted from or
identified in the radio device list to show that communication with
these radio devices is unlikely to be unsuccessful. Thus, the
scanner 210 may be used to verify that radio devices in the list
are actually within communication range of the vehicle 102 and are
not inoperative or blocked by an obstruction or area of impairment.
Thus, the scanner 210 may be used to weed out radio devices that
are within the radius 110 but are nevertheless unable to
communicate with the vehicle 102. Scanning only those radio devices
in the radio device list will permit faster scanning than by
scanning all possible frequencies which could be in use.
Additionally, when the scanner 210 verifies communications with a
radio device such information can also be used to modify the radio
device list as above to indicate such verification.
[0084] In certain examples, the control module 204 may also
interface with a communication device 212. This may allow an
operator (e.g., human, machine, etc.) to select, and thereby
communicate with, a radio device in the radio device list, e.g.
those known to have a high probability of successful communications
when the vehicle 102a is at its present location. For example, if
the radio device list identifies a voice communication channel that
is within the communication range of the vehicle 102a, a selection
module 224 may allow the operator to select the radio device from
the list and thereby establish communication with the radio device
over the appropriate communication frequency. The communication
device 212 may communicate with the radio device by way of one or
more antenna 220 as is known in the art.
[0085] In selected examples, a notification module 226 may be
provided to notify an operator, through an audio or visual
indicator, that the operator, radio user or occupant is attempting
to communicate with a radio device that is out of the communication
range of the vehicle 102, not detected by the scanner 210, or
potentially affected by an obstruction. This can be of particular
usefulness when for example aircraft 102a is communicating (or
attempting to communicate) with aircraft 102b because of the
quickly changing relative locations. For example, the relative
location of 102b can be known to 102a, and vice versa, via
communication of the coordinates from the location device 202 (e.g.
a GPS receiver) in the other's aircraft, or via communication of
location coordinates from an onboard anti-collision system, or an
offboard anti-collision system. Such systems may include RADAR,
LIDAR and other known collision avoidance and anti-collision
technologies.
[0086] The communications of coordinates may be made directly or
indirectly such as for example via an onboard collision warning
radar, a ground radar and/or ADS-B communications. As shown in FIG.
1, and assuming aircraft 102a is traveling at a much faster speed
than 102b they will be increasing their relative distance. The
location of each aircraft can be frequently updated in or via the
location device 202 and database 206 (or their equivalents as
described herein) thus allowing a quick determination of when the
aircraft 102a and 102b are about to be, or have traveled, beyond
communications range. The orientations (e.g., direction of flight,
altitude, distance) of the aircraft relative to the other can also
be frequently updated. This information is useful when one or both
aircraft is using a directional antenna. In an additional
embodiment, control module 204 may determine when the two aircraft
will be out of communications range and provide that information
(e.g., in time or miles) via presentation device 208, or in a
situation when the aircraft distance is narrowing such as if the
ground speed of 102b is greater than that of 102a, when
communications will be possible.
[0087] In other examples, the control module 204 may preclude a
user from selecting radio devices that are not in the list or are
not available, or at least notify the operator that he or she is
attempting to communicate with a radio device that is out of range
and/or not in the list, affected by obstructions, or is not
accessible due to the altitude of the aircraft 102a or other
problems. Such a feature may save valuable pilot time and reduce
operator errors caused by misunderstanding frequency assignments,
transposing numbers, misreading charts, or the like. This feature
may also reduce the chance that a pilot will unintentionally
attempt to communicate over legitimate frequencies that may be
reserved and not normally used such as those for emergency or
distress signals. This feature may also be used to ensure that
selected communication frequencies are only utilized in certain
areas. As just one example, in closely located municipalities, this
feature may be used to ensure that an emergency vehicle is
communicating with the municipality it is located in or traveling
toward.
[0088] In yet other examples, the notification module 226 may be
configured to notify a pilot that selecting a radio device is
inappropriate in view of the aircraft's location. For example, such
situations may occur if a pilot attempts to select airport ground
control while in the air, or select departure control while
approaching an airport, select approach control while departing or
on the ground, or select a particular sector approach or departure
control from the wrong sector. In some cases, the appropriateness
of the radio device may depend on whether the aircraft is airborne
or not, which may be determined by checking the aircraft's altitude
and location against a database of terrain elevations. Similarly,
the appropriateness of a sector frequency may be determined by
including sector information in the database 206 along with
approach and departure frequencies.
[0089] Referring to FIG. 3, as mentioned, the control module 204
may retrieve radio device and obstruction records from a database
206. In certain examples, the database 206 may store data in one or
more tables 300, although other methods for storing and structuring
radio device and obstruction data may be used and is within the
scope of the invention, including but not limited to separate
databases, maps, charts and lists. In certain examples, records in
the database 206 may be automatically or manually updated as
necessary (or downloaded and used as needed). For example, it is
known to update GPS-based flight displays by communicating with an
available radio device at particular locations to download current
data. As shown, the tables 300 may, in certain examples, include a
radio device table 302 and an obstruction table 304, although only
one may be used or the two (or more) may be combined. Other
configurations for storing and managing data utilized by control
module 204 may be known to the person of ordinary skill in the art
from the teachings herein.
[0090] The radio device table 302 may store radio device records
306 associated with radio devices. In selected examples, these
records 306 may store various data fields to provide information
about a radio device. For example, the data fields may include an
identifier 308 uniquely identifying a radio device, an airport
identifier 310 identifying an airport or ground station associated
with a radio device, an airport name 312, a type 314 associated
with the radio device, a communication frequency 316 used by the
radio device, a location 318 (e.g. GPS coordinates) of the radio
device, and a range 320 associated with the radio device, as well
as other desired information 322. The records 306 may contain all
of the data fields, or may contain more or fewer fields than those
listed. For example, the data fields for the Squaw Valley VOR 106
might contain only one or more of the types call sign: SWR,
frequency: 113.2, name: Squaw Valley any of which types may be used
as an identifier. The data may also include the type: VOR.
[0091] In selected examples, instead of providing the range 320 as
a fixed value, the range 320 may be calculated from other fields or
criteria. For, example the range may be calculated by taking into
account the radio device's transmitting power, communication
frequency, variations in the radio device's transmitting power as a
function of the time of day or day of week, the antenna type and
orientation, relative elevations of transmitter and receiver,
weather conditions, or the presence of sun spots. Some of this
information may be stored in fields of the records 306 and may
allow the range to be calculated dynamically instead of being
provided as a fixed value 320.
[0092] Similarly, an obstruction table 304 may store obstruction
records 324 associated with obstructions that can potentially
affect communication between a vehicle 102 and a radio device. Such
obstructions may include, for example, mountains, plateaus, towers,
buildings, power lines, or the like. In selected examples, the
obstruction records 324 may store data fields such as an identifier
326 uniquely identifying an obstruction, a name 328 associated with
the obstruction, a type 330 associated with the obstruction, a
location 332 of the obstruction, and a height 334 or other
dimensions associated with the obstruction, as well as other
information 336. As with the radio device records 306, the
obstruction records 324 may contain more or fewer fields than those
listed. In certain embodiments, obstructions may also be recognized
by scanning where an intermittent loss of contact vs. location of
the aircraft is observed. In such instances, the computed location
of the obstruction and/or the location of the aircraft when contact
was lost may be stored in the database 206.
[0093] Data such as that in FIG. 3 related to radio devices and
obstructions may also be obtained from, shared with or otherwise
made available from another device, one such example being a
location device 202 which has maps and associated data for
providing a moving map of terrain, airports, obstructions,
altitudes, etc. Such devices are for example GPS based moving maps
and flight systems utilized in aircraft and vehicles. For example,
the location device 202 can provide vehicle current position
including altitude, the location and altitude of airports and
navigation aids, the altitudes of terrain surrounding the vehicle,
airports and navigation aids (from which the presence of mountains
or other potential blocking of line of sight communications can be
determined), and other obstructions such as tall buildings which
have the potential of blocking communications.
[0094] It will be recognized that frequently airport radios and
other communications radios with which a vehicle may wish to
communicate are remotely located, for example on high towers and
mountains. If desired, such locations and elevations may be
included in the radio device records 306, or alternatively such may
be determined by control module 204 and stored for future use. Such
determination may include for example noting the availability of a
particular radio device as the vehicle travels in the area of the
device and using triangulation or other well-known methods of
determining or computing the device's location. For example, in
FIG. 1, the aircraft 102b can determine the location (at some
degree of accuracy) of the Squaw Valley VOR 106 by storing the
aircraft's locations in the area including altitude when the signal
is lost. Assume aircraft 102b flies from its present position,
keeping to the west of mountain 108a and 108, to Sierraville
Dearwater, at an altitude below those mountains, the signal from
VOR 106 will be lost when the mountains are in the line of sight.
Comparing those signal losses with the position of mountains 108,
108a and the one shown between the aircraft and the VOR 106 when
the signal is lost, the location of the VOR can be
triangulated.
[0095] Referring to FIG. 4, while continuing to refer generally to
FIG. 1, in selected examples, a list of radio devices within the
communication range of a vehicle 102a may be presented to an
operator on a display device 216, such as an LED, LCD, plasma, or
CRT display. The list may show only a single identifier from a data
field for each radio device, for example its call sign (e.g. SWR
for VOR 106) or frequency (113.2 for 106) or more information as
desired (e.g. as in FIGS. 4-6). The list may be presented
alphanumerically by itself or may be superimposed over a
flight-related display such as a moving map. Furthermore, the
display device 216 may be integrated into a radio, navigation
computer, or other device, as needed, or may be a stand-alone
device. In particular, a moving map flight display may have the
information of FIG. 4 superimposed on it with that information
located at or near the radio device on the map.
[0096] When the aircraft 102a illustrated in FIG. 1 comes within
communication range of certain airports 104a-f, ground stations
106, or the like, the control module 204 may retrieve the
appropriate radio device records 306 from the database 206 and
present a list to the pilot. For example, a list similar to that
illustrated in FIG. 4 may be displayed on the pilot's radio or
navigation computer. Or, as above, a moving map flight display may
have the information of FIG. 4 superimposed on it with that
information located at or near the radio device on the map.
Further, when the actual radio device is located remotely from the
facility which communicates by the device, for example when an
airport communications radio is remotely located on a mountain, the
display of information may be located on or near the facility
rather than the actual location of the remote radio device.
[0097] In this example, BLU, GOO, 002, 079, TRK and RNO are codes
or identifiers associated with the Blue Canyon Nyack, Nevada
County, Nervino, Sierraville Dearwater, Truckee, and Reno airports,
respectively. ASOS and AWOS identify automated weather broadcasts
located at the airports that are listed. UNICOM identifies voice
communication channels at the airports that are listed. FSS
identifies a flight service station, a manned Federal Aviation
Administration service to aid pilots in safe flying and navigation.
These flight service stations often receive communication signals
on one frequency and transmit on another. VOR identifies a VHF
Omnidirectional Radio Range navigation aid and SWR identifies the
Squaw Valley VOR. The numeric entries (e.g. 120.075) identify
communication frequencies for each of the respective radio devices
in MHz. In this example, a "Mn" following the communication
frequency indicates possible obstruction by mountains. A "Rg"
following the communication frequency indicates that a radio device
is at or near the outer limit of the aircraft's communication
range.
[0098] Thus, the entries on the display 400 would have the
following meanings to the pilot:
TABLE-US-00001 BLU ASOS 120.075 Blue Canyon Nyack airport automated
weather report at 120.075 MHz BLU UNICOM 122.9 Blue Canyon Nyack
airport voice communication at 122.9 MHz GOO AWOS 121.325 Rg Nevada
County airport automated weather report at 121.325 MHz and near the
limit of the range GOO UNICOM 122.725 Rg Nevada County airport
voice communication at 122.725 MHz and near the limit of the range
O02 UNICOM 122.8 Mn Rg Nervino airport voice communication at 122.8
MHz, near the limit of the range and may be obstructed by mountains
O79 UNICOM 122.9 Sierraville airport voice communication at 122.9
MHz TRK AWOS 118.0 Mn Truckee airport voice communication at 118.0
MHz and may be obstructed by mountains TRK UNICOM 122.8 Mn Truckee
airport voice communications at 122.8 MHz and may be obstructed by
mountains RNO FSS 122.25 via SWR Reno flight service station
receives at frequency 122.25 MHz and transmits over the Squaw
Valley VHF Omnidirectional Radio Range navigation aid SWR VOR 113.2
Squaw Valley VHF Omnidirectional Radio Range navigation aid
transmits at 113.2 MHz
[0099] It should be recognized that the format and type of
information provided in FIG. 4 is presented only by way of example
and is not intended to be limiting. Indeed, different types of
information may be provided and the information may be arranged,
grouped, or formatted in a variety of different ways. For example,
the radio device frequency, although represented in MHz in this
example, could also be represented by a channel number, mnemonic,
or other identifier. In selected examples, the information may be
completely spelled out, abbreviated, or coded. In certain examples,
the type and/or format of the information may be selected to fit a
particular application or the preference of an operator. As just
one example, if planning to land, the pilot may prefer to have all
radio services related to an airport identified in chart form and
located at or near the airport on the moving map display.
[0100] Or, the pilot may prefer to have a list of available radio
services which are associated with an approach and landing at Reno
displayed on the communications device 212 or alternatively
presentation device 208. The list can be automatically generated
and displayed by the control module 204, for example in response to
the aircraft position flying toward the airport and descending at a
rate which will put the aircraft in position for landing. At a
distance from the airport, for example 30 miles, such a list would
automatically pop up on the display and might look like the one
below.
Reno:
TABLE-US-00002 [0101] ATIS 135.8 Approach 126.3
(220.degree.-035.degree.) Approach 119.2 (036.degree.-219.degree.)
Ctl. Tower 118.7 Ground 121.9
The list showing radio frequencies for the ATIS (weather advisory),
two approach control frequencies (one of which is used depending on
which direction the pilot is approaching from), the control tower,
and the ground control. These frequencies are generally required to
be used in succession when landing. It is possible that only the
single appropriate approach frequency is displayed based on the
position and heading of the aircraft. In certain examples, the
apparatus 200 may allow a user to select, and thereby communicate
with, one or more radio devices in the list. Of course, as
described above, the location of these devices, along with the
location of the aircraft, can be checked in respect to obstructions
in the obstruction database to determine if there are, or will be
based on the aircraft's projected flight path, any impairments to
communications with suitable indications being made on the display.
This checking may be updated, periodically or substantially
continuously, as the aircraft progresses. Upon automatic, or the
pilot selecting a radio device, the radio device may appear as a
highlighted region 402 on the display 400, or be identified by a
cursor, arrow, different color text, or the like. Similarly, the
operator may select a radio device from the list using a knob,
buttons, scrolling device, touch screen, or the like, the likes of
which are well known in the art.
[0102] As the pilot is approaching the Reno/Tahoe Airport and then
landing, the ATIS frequency of the list above is first selected by
the pilot which causes "ATIS" or "135.8" or both to be highlighted
and the communications radio to tune to that frequency.
Alternatively, that frequency may be automatically selected by
control module 204 which prompts the pilot to listen to the ATIS.
The pilot then receives the automated weather information from the
ATIS radio. The pilot needs to have this weather information before
contacting approach control, and approach control should be
contacted when the aircraft is 20 miles out. Next the pilot selects
the approach frequencies, if two are shown it is the one selected
depending on the direction the pilot is approaching the airport
from. That "Approach" or `frequency` or both is highlighted as
above and the ATIS frequency dims (similar to GOO AWOS in FIG. 5).
Alternatively, the approach control frequency may be automatically
selected by the control module 204 when the aircraft is a little
more than 20 miles out. At 20 miles (which may be automatically
signaled to the pilot by the highlighted approach control frequency
changing, for example such as a different color or flashing), the
pilot communicates over the radio with the air traffic controller
responsible for directing air traffic in that section of airspace.
The air traffic controller directs or assists the pilot in lining
up with the appropriate runway for landing. When the pilot is lined
up and ready to land he selects the control tower frequency which
lights up, and the approach frequency dims. The pilot communicates
with the control tower operator. When the pilot lands and exits the
runway, he selects the ground control which similarly lights and
tower dims. Ground control directs or assists the pilot in parking
the aircraft.
[0103] The actual landing of an aircraft may be as simple as
described above, or may be more complex, particularly for
instrument landings in bad weather. The example given will
nevertheless serve to explain the utility of the instant invention
and in particular the ability to ensure that the vehicle operator
is presented with, or otherwise is informed of, radio devices which
are within communications range and in this example are appropriate
for the vehicle communications throughout its travel. One of
ordinary skill in the art will understand and recognize from the
teachings herein, including the above example, how to practice the
invention for a particular set of needs, performance, costs and
other desired factors. In the example above, the radio devices were
presented in the order they will likely be selected. This order was
presented for the particular landing of the example but generally
the order may be based on a vehicle's position, direction, speed,
altitude, or the like, and may facilitate manual selection of the
frequencies, or automatically select one or more frequencies (as
well as one or more vehicle radios) in the order they will be
needed.
[0104] In the example above when approaching and landing at an
airport, the display 400 presented ATIS, approach, tower and ground
radio devices in order, assuming a normal visual flight rules or
VFR landing. This greatly assisted the pilot by avoiding the
possibility of having to fumble through a radio menu to find the
correct frequencies or the pilot selecting a wrong frequency, not
getting the expected response, and then having to troubleshoot that
problem. The example can be adapted to many different vehicle
scenarios, such as a flying a drone (e.g. an order delivery which
relies on phoning the buyer when the drone arrives), a truck, train
or boat approaching a river bridge (which is unexpectedly in the
wrong position for the vehicle to pass and calling the bridge
operator to have the bridge moved so the vehicle can pass), a
marine vessel approaching a port (calling the harbor master for
docking permission and instructions), simple situation awareness
(knowing where the vehicle is and obtaining broadcast or specific
instructions). In all of these situations, as well as numerous
others which will be known from the instant teachings, the
invention assists the vehicle operator by helping to ensure
communications are possible and made on the correct channel, to the
correct radio device and in the correct sequence and manner.
[0105] Referring to FIG. 5, in selected examples, a display 500 may
differentiate between radio devices that are most likely within
communication range, from radio devices that may be affected by an
obstruction, are out of range, or are at or near the limit of the
vehicle's communication range. For example, radio devices that may
be obstructed by mountains or are out or near the limit of the
vehicle's communication range may be displayed in a different color
or with different highlighting, or be marked by an identifier such
as a symbol, word, or abbreviation. This may allow a pilot to
quickly differentiate between radio devices that are likely within
range and those that may not be in range. Alternatively, the
display 500 may differentiate between radio devices that may be
technically within range (e.g., falling within a determined radius
110 and/or not obstructed), and radio devices that are actually in
range as detected by a scanner.
[0106] Referring to FIG. 6, as mentioned, a display 600 may, in
certain examples, provide a more detailed or descriptive list of
radio devices. For example, a full name of an airport or ground
station may be displayed to a pilot in addition to the radio device
information illustrated in FIG. 4. This may reduce the need to look
up or memorize the airport or ground station codes and may provide
additional readability or be helpful to a novice pilot or other
vehicle operator. In some embodiments, the display is made as
described in respect to FIG. 5, and if the vehicle operator desires
a more verbose description the operator may select one or more of
the items to cause more detail to be provided. Differing degrees of
detail may also be provided as selected or directed by the
operator.
[0107] In selected examples, an audio device 218 of FIG. 2 may
operate in conjunction with the display devices 400, 500, 600 of
FIGS. 4 through 6 to present information to an operator of a
vehicle. For example, an audible indicator stating "ground control
selected" may be announced over a pilot's headset or an operator's
audio system along with a visual indicator stating "ground control
frequency selected" which may be highlighted on the display. As
another example the audio indicator may state "bridge attendant
frequency selected" to the operator of a truck locomotive or boat
to facilitate communications with that operator to request the
bridge be moved, or verify that it is in the proper position to
allow the vehicle to pass. Alternatively, simple audible sounds
such as a beep or buzz may be utilized to assist the operator in
communications. If desired, audible presentations may accompany or
be substituted for other visual presentations of information as
described herein.
[0108] Referring to FIG. 7, in selected examples, a method 700 in
accordance with the invention may include initially receiving 702 a
vehicle's current location. This location may be expressed in any
suitable coordinate system and may include, for example, GPS
coordinates, coordinates relative to another location as the
location of the vehicle relative to a radio device. Radio device
records corresponding to radio devices that are likely within the
communication range of the vehicle may then be retrieved 704 from a
database 206. This step 704 may include returning records of radio
devices that are located within a determined radius 110 of the
vehicle. In certain examples, the communication range of the radio
devices, as stored in the radio device records 306 or calculated
from data stored in the radio device records 306, may also be
considered. This will ensure that not only is a radio device within
the vehicle's communication range but also that the vehicle is
within the radio device's communication range. Nevertheless, in
selected examples, and for reasons of simplicity, it may be assumed
that a vehicle and a radio device will be able to communicate with
one another if the radio device is within a selected radius 110 of
the vehicle 102. Such lists at any step of the method may be
provided before any attempt is made to communicate with one or more
listed radio stations either by a scanner, operator or user.
[0109] Once the radio device records 306 are retrieved from the
database 206, the method 700 may optionally determine 706 if there
are obstructions that may block or affect communication between the
vehicle 102 and the radio devices. This may be performed by
retrieving obstruction records 324 from the database 206. Once the
radio device records are retrieved and the obstructions are
determined, a list of radio devices that are likely to be within
range of the vehicle 102 may be generated 708. This may include
deleting 710 or identifying 710 radio devices in the list that may
be affected by obstructions. This may also include deleting 712
radio devices from the list that were previously in range but are
no longer in range. After waiting 714 a selected period, the
process 700 may be repeated, if desired without attempting
communications, to ensure that the list remains current and
up-to-date. The process 700 may also be repeated upon operator
request or after the vehicle travels a selected distance and/or
altitude.
[0110] Referring to FIG. 8, in another example, a method 800 in
accordance with the invention may include initially receiving 802 a
vehicle's current location and retrieving 804, from the database
206, radio device records associated with radio devices that are
likely to be within the communication range of the vehicle 102.
Once these radio device records have been retrieved 804, the
communication frequencies of the radio devices may be scanned 806
to determine which radio devices are actually in range. The
scanning step 806 may be performed in place of or in addition to
the step 706 of accounting for obstructions, as described in FIG.
7. Once the scanning is performed, a list of radio devices that are
likely to be within range of the vehicle 102 may be generated 808.
This may include omitting 810 or identifying 810 radio devices in
the list that were not detected during the scanning step 806. This
may also include deleting 812 radio devices from the list that were
previously in range but are no longer in range. After waiting 814 a
selected period, the process 800 may be repeated to ensure that the
list remains current and up-to-date. The process 800 may also be
repeated upon operator request or after the vehicle travels a
selected distance.
[0111] It should be understood that apparatus and methods in
accordance with the invention may be practiced with other types of
vehicles, such as spacecraft, automobiles, watercraft, trucks,
trains or other heavy machinery. The apparatus and methods may also
be practiced with portable radios not attached to a vehicle, for
example smart phones, tablets, computers and the like which
communicate wirelessly with the invention facilitating or directing
the user's movement to locations where communication impairments
are reduced or eliminated. As another example, automotive radios
may be coupled to a location device 202 and may include a database
206 of radio stations that the radio is configured to receive. The
database 206 may store radio station records which may include a
unique name or identifier, a type (e.g., AM, FM, TV, Satellite,
NOAA weather, public service, etc.), a format (e.g., police, fire,
animal control, country, rock, classic, talk, shopping, news,
etc.), a communication frequency, transmitting power including
variations in transmitting power as a function of time or day, and
location. The database 206 may also store records associated with
potential obstructions, which records may be updated or appended in
response to attempts to communicate with particular radio devices
from particular locations. The radio may then use the current
position information and the database records to provide a list of
radio stations that are likely within range of the automobile or
other vehicle or user. Such list may be provided before any attempt
is made to communicate with one or more listed radio stations.
[0112] For example, the vehicle or user radio may present one set
of radio stations when an automobile or user is on one side of a
mountain range and present a second set of radio stations when the
automobile or user is on an opposite side of the mountain range.
Similarly, the first and second sets may be displayed when the
automobile or user is at or near the top of the mountain range,
since both sets of stations may be in range. As another example, as
an automobile or user travels from one city to another, the radio
may be configured to display stations from an originating city
before reaching a midpoint between the two cities, and display
stations from a destination city after passing the midpoint between
the two cities. Again, such list(s) may be provided before any
attempt is made to communicate with one or more listed radio
stations.
[0113] The invention may be embodied in other specific forms
without departing from its spirit or essential characteristics. The
described examples are to be considered in all respects only as
illustrative and not restrictive. The scope of the invention is,
therefore, indicated by the scope of the appended claims as
properly interpreted without being divorced from the specification,
in further view of the teachings specification. All changes which
come within the meaning and range of equivalency of the claims are
to be embraced within their scope.
[0114] As explained above, embodiments of the system and method
described herein provide a way to present a list of radio devices
to an occupant of a vehicle and if desired to do so without first
attempting communications with one or more radio devices on the
list. Various tasks or modules described herein may be implemented
using a central processing unit (CPU), a graphics processing unit
(GPU), a microprocessor, or the like. The microprocessor may be a
specialized or dedicated microprocessor configured to perform tasks
by executing machine-readable software code that defines the tasks.
The microprocessor also may be configured to operate and
communicate with other devices such as direct memory access
modules, memory storage devices, internet-related hardware, and
other devices configured to transmit data. Software code may be
configured using software formats such as Java, C++, XML
(Extensible Mark-up Language), or the like to define functions
required to carry out the functional operations described herein.
The code may be written in different forms and styles, the likes of
which are known to those skilled in the art. Different code
formats, code configurations, styles, and forms of software
programs may be implemented. The invention may be embodied in one
or more IP cores and may be embodied in one or more integrated
circuits.
[0115] Where a computer is used to implement the present invention,
different types of memory devices may be used to store or retrieve
information while performing some or all of the functions described
herein. In some embodiments, the memory/storage device may be a
separate device that is external to the processor, or may be
incorporated into a monolithic device, where the memory or storage
device is located on the same integrated circuit, such as
components connected on a single substrate. Cache memory devices
are often included in computers for use by a CPU or GPU as a
convenient storage location for information that is frequently
stored and retrieved. Cloud technology including one or more of
storage, processing, computing and platform(s) may also be utilize
to implement part or all of the invention.
[0116] Similarly, persistent memory may be used by a computer to
store information that is frequently retrieved by a CPU, but is not
often altered. Main memory may be used to store and retrieve larger
amounts of information such as data and software applications
configured to perform certain functions when executed by a CPU.
These memory devices may be configured as random access memory
(RAM), static random access memory (SRAM), dynamic random access
memory (DRAM), flash memory, and other memory storage devices
accessible by a CPU to store and retrieve information.
[0117] Embodiments of the invention may be implemented using memory
and storage devices, as well as any suitable protocol for storing
and retrieving information in these memory devices. Although the
operations or steps of the methods 700, 800 are shown and described
in a particular order, the order may be altered such that certain
operations or steps are performed in an inverse order and such that
selected steps or operations are performed, at least in part,
concurrently with other steps or operations. It will also be
appreciated that the various elements of the preferred invention
including but not limited to those of FIG. 2 may be rearranged,
separated and/or combined and may also be implemented and/or shared
as part or portions of other components and devices. In particular,
the invention may be implemented with or combined with vehicle
systems including one or more of control, navigation and
communications systems. While the preferred embodiment and its
various specific features and enhancements have been described
herein it will be appreciated that the subject matter of the
preferred embodiment is not provided by way of limitation and
numerous variations, modifications and alternative embodiments,
will be apparent to those of ordinary skill in the field of the
teachings herein.
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