U.S. patent application number 16/941940 was filed with the patent office on 2020-11-12 for system and method for managing an aircraft personal safety device.
This patent application is currently assigned to AEROSENS LLC. The applicant listed for this patent is AEROSENS LLC. Invention is credited to Maria-Esther Martinez-Barreiro.
Application Number | 20200357267 16/941940 |
Document ID | / |
Family ID | 1000004986532 |
Filed Date | 2020-11-12 |
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United States Patent
Application |
20200357267 |
Kind Code |
A1 |
Martinez-Barreiro;
Maria-Esther |
November 12, 2020 |
SYSTEM AND METHOD FOR MANAGING AN AIRCRAFT PERSONAL SAFETY
DEVICE
Abstract
A system and method for managing an aircraft personal safety
device can include an RF signaling device configured to monitor a
state or condition of the aircraft personal safety device, and a
management device configured to determine the state or condition of
the aircraft personal safety device based on communication with the
RF signaling device. The method can include associating the RF
signaling device with the aircraft personal safety device, and
monitoring the state or condition of the aircraft personal safety
device by using the management device to receive information from
the RF signaling device.
Inventors: |
Martinez-Barreiro;
Maria-Esther; (Pinecrest, FL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
AEROSENS LLC |
Pinecrest |
FL |
US |
|
|
Assignee: |
AEROSENS LLC
Pinecrest
FL
|
Family ID: |
1000004986532 |
Appl. No.: |
16/941940 |
Filed: |
July 29, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
16103964 |
Aug 16, 2018 |
10748413 |
|
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16941940 |
|
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62546684 |
Aug 17, 2017 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08B 7/06 20130101; G08B
26/008 20130101; G08B 26/007 20130101; B64D 45/00 20130101 |
International
Class: |
G08B 26/00 20060101
G08B026/00; B64D 45/00 20060101 B64D045/00 |
Claims
1-12. (canceled)
13. An RFID tag for monitoring a state of an aircraft passenger
life vest, comprising: a switch configured to detect opening of a
container of the aircraft passenger life vest; a transceiver; and a
controller configured to, in response to detecting of the opening
of the container, cause the transceiver to transmit a signal
indicating a change in a state of the switch.
14. The RFID tag of claim 13, wherein the signal further identifies
the RFID tag and specifies a location of the RFID tag.
15. The RFID tag of claim 13, wherein the controller is configured
to transmit information regarding the state of the switch to a
management processor configured to monitor the state of the
switch.
16. The RFID tag of claim 13, wherein the RFID tag is affixable to
the container.
17. The RFID tag of claim 16, wherein a housing of the RFID tag is
separated into a main body and a portion housing the switch.
18. The RFID tag of claim 17, wherein the RFID tag is configured
to, when affixed to the container, transmit the signal indicating
the change in the state of the switch in response to a break in
contact of the switch with the main body of the housing due to the
opening of the container.
19. A system for monitoring a state of an aircraft passenger life
vest, comprising: a container containing the aircraft passenger
life vest; an RFID tag affixable to the container, the RFID tag
including a switch configured to detect opening of the container;
and a management processor configured to determine the state of the
aircraft passenger life vest based on communication with the RFID
tag.
20. The system of claim 19, wherein a housing of the RFID tag is
separated into a main body and a portion housing the switch.
21. The system of claim 20, wherein the RFID tag is configured to
transmit the signal indicating the change in the state of the
switch in response to a break in contact of the switch with the
main body of the housing due to the opening of the container.
22. A method, comprising: by an RFID tag, detecting opening of a
container of a life vest on an aircraft; and in response to the
detecting, generating a signal reporting on the opening of the
container and transmitting the signal to a management
processor.
23. The method of claim 22, wherein the generating the signal
further comprises reporting, to the management processor, an
identifier and location of the RFID tag.
24. The method of claim 23, further comprising: by the management
processor, in response to the signal, updating information
concerning the container, the updating the information concerning
the container including displaying a state of the container.
25. The method of claim 22, further comprising: by the management
processor, receiving signals from a plurality of RFID tags
respectively associated with a plurality of containers of life
vests arranged in a defined space of the aircraft; and based on the
received signals, updating information concerning the plurality of
containers; wherein the updating the information concerning the
plurality of containers includes displaying information indicating
a current state of each of the plurality of containers in the
defined space of the aircraft.
26. A non-transitory machine-readable medium storing
processor-executable instructions configured to perform the method
of claim 24.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a continuation, and claims the benefit
of the earlier filing date, of U.S. Ser. No. 16/103,964, filed Aug.
16, 2018 and claiming the benefit of the earlier filing date of
provisional application No. 62/546,684, filed Aug. 17, 2017. Each
of the noted applications is fully incorporated herein by
reference.
TECHNICAL FIELD
[0002] This application relates generally to an aircraft personal
safety device, and more specifically to a system and method for
tracking and managing aircraft personal safety devices.
BACKGROUND
[0003] Aircraft personal safety devices, such as life vests or
other kinds of emergency devices, are often deployed in large-scale
commercial transportation. Commercial passenger aircraft, for
example, are required to provide aircraft personal safety devices
and make them accessible to their passengers.
SUMMARY
[0004] This application relates to a system and method for managing
an aircraft personal safety device. The system can include an RF
(radio frequency) signaling device configured to monitor a state or
condition of an aircraft personal safety device. The system can
further include a management device configured to determine the
state or condition of the aircraft personal safety device based on
communication with the RF signaling device. The method can include
associating an RF signaling device with an aircraft personal safety
device, and monitoring a state or condition of the aircraft
personal safety device by using the management device to receive
information from the RF signaling device.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 shows an illustrative embodiment of a system for
managing an aircraft personal safety device;
[0006] FIG. 2 is a block diagram showing components of a management
device of the system;
[0007] FIG. 3 shows another view of the system;
[0008] FIG. 4 shows the system in use in one illustrative,
non-limiting application with a passenger life vest;
[0009] FIG. 5 is another block diagram showing components of the
management device;
[0010] FIG. 6 is a flowchart illustrating a process or method that
can be performed using the system;
[0011] FIG. 7 is another flowchart illustrating a process or method
that can be performed using the system;
[0012] FIG. 8 is still another flowchart illustrating a process or
method that can be performed using the system; and
[0013] FIG. 9 shows another illustrative embodiment of a system for
managing an aircraft personal safety device.
DETAILED DESCRIPTION
[0014] In various non-limiting embodiments, a system and method as
described herein can facilitate tracking and management of an
aircraft personal safety device. The system can include an RF
(radio frequency) signaling device and a management device that
communicate with each other.
[0015] The RF signaling device can be associated with the aircraft
personal safety device and be configured to generate or output a
signal or signals reporting on the state or condition of the
aircraft personal safety device. By generating or outputting the
signal or signals, the RF signaling device can register or report
or otherwise provide notification of an event that occurs in
connection with the aircraft personal safety device. The event can
be, for example, a container of the aircraft personal safety device
being opened, or the aircraft personal safety device or its
container being damaged or moved or mishandled or subject to
unauthorized access. The event can be an expiration of a service
life or period of utility of the aircraft personal safety device.
The event can be an inspection or interrogation of the RF signaling
device by the management device.
[0016] The management device can be configured to receive the
signal generated by the RF signaling device and generate at least
one of a visible or audible notification in response to the signal.
To this end, the management device can include a processor
configured to perform operations in response to the signal, and a
display device coupled to the processor and configured to, under
control of the processor, display information corresponding to the
signal.
[0017] The RF signaling device can be configured to generate or
output a signal or signals in response to a request or query or
interrogation by the management device, or independently of
interrogation by the management device. Either independently or in
response to the interrogation, the RF signaling device can output a
signal or signals indicating any one or combination of a unique
identifier, a current state or condition associated with the unique
identifier, and a location associated with the unique
identifier.
[0018] The aircraft personal safety device and its associated RF
signaling device can be provided in a defined space. In one
illustrative, non-limiting application, the defined space can be in
a vehicle of mass transportation, such as a commercial passenger
aircraft. In particular, a plurality of aircraft personal safety
devices and their respective associated RF signaling devices can be
provided in the vehicle of mass transportation, each of the
plurality of aircraft personal safety devices having an assigned
location. The management device can be used to monitor the
plurality of aircraft personal safety devices in the vehicle of
mass transportation. For example, the management device can
interrogate or issue a query or request to the respective
associated RF signaling devices of the plurality of aircraft
personal safety devices. In response, each of the RF signaling
devices can report back to the management device with a signal or
signals indicating at least one of a unique identifier, a current
state or condition, or a location. Additionally, or alternatively,
any one of the RF signaling devices can, independently of a query
or interrogation by the management device, report a change in a
state or condition associated with any one or a combination of an
identifier and a location. The change can be in response to an
event as described above, for example. The management device can
receive the report and display or otherwise indicate corresponding
information.
[0019] The above-described configuration provides several
advantages. For example, tampering or unauthorized access, or
damage, to an aircraft personal safety device can be automatically
detected and reported, and the appropriate measures taken in
response, such as inspecting and replacing the damaged or
tampered-with aircraft personal safety device. Additionally,
expiration of a service life or period of utility of an aircraft
personal safety device can be automatically detected and reported,
and the appropriate measures taken in response, such as replacing
the aircraft personal safety device having the expired service
life. Further, a safety inspection of a vehicle of mass
transportation, e.g., a commercial passenger aircraft, can be
quickly and efficiently performed, by using the management device
to interrogate a plurality of aircraft personal safety devices
arranged in a space of the vehicle, and based on the responses of
the plurality of aircraft personal safety devices, determine
whether all required aircraft personal safety devices are present
and whether any of the required aircraft personal safety devices
have been damaged, tampered with, or have aged out of their periods
of utility, and need to be repaired or replaced.
[0020] Referring to FIG. 1, a system 100 for managing an aircraft
personal safety device can include an RF signaling device 101 and a
management device 102. The RF signaling device 101 can be or
include, for example, an "RF tag" or "RFID tag" ("radio frequency
identification tag"), which is a known, commercially-available
product. The RF signaling device 101 can include an RF transceiver
101.1 configured to modulate and demodulate RF signals (e.g. in
wireless technologies such as Bluetooth.TM. and WiFi), coupled to
an antenna 101.6 configured to transmit and receive the RF signals.
The RF signaling device 101 can further include a battery 101.4
configured to provide power to the RF signaling device 101, and an
energy harvester 101.7 configured to harvest ambient energy, such
as RF energy, kinetic energy (e.g., vibration), thermal energy or
solar energy, to supplement the power provided by the battery
101.4. The battery 101.4 and the energy harvester 101.7 can each be
coupled to a power management unit 101.5 configured to manage and
optimize power usage by the RF signaling device 101, by controlling
aspects of the operations of the battery 101.4 and the energy
harvester 101.7. The RF transceiver 101.1 and power management unit
101.5 can each be coupled to a controller (or microcontroller)
101.2 configured to control operations of the RF transceiver 101.1,
the antenna 101.6, the power management unit 101.5, the battery
101.4 and the energy harvester 101.7.
[0021] In non-limiting embodiments, the RF signaling device 101 can
use, for example, Bluetooth.TM. Low Energy (BLE) technology. An
operating frequency of the RF signaling device 101 can be, for
example, approximately 2.402-2.480 GHz, and an operating
temperature of the RF signaling device 101 can be, for example,
between -20.degree. C. and +70.degree. C. Dimensions of the RF
signaling device 101 can be, for example, 45.times.34.times.14 mm
or 1.8.times.1.4.times.0.6 in. The RF signaling device 101 can
weigh, for example, 20 grams or 0.04 pounds (battery included). A
housing material of the RF signaling device 101 can be, for
example, ABS plastic. The RF signaling device can, for example, use
one coin-cell battery and have 4 dBm output power. The BLE
technology can have -93 dBm sensitivity.
[0022] The controller 101.2 can further be coupled to a detection
device, such as a switch 101.3. The switch 101.3 can be, e.g., a
magnetic or mechanical switch. The switch 101.3 can be configured
to detect an occurrence of an event, as described above, in
connection with an aircraft personal safety device associated with
the RF signaling device 101. For example, the switch 101.3 can
assume one of an off state or an on state based on or in response
to a container of the aircraft personal safety device being opened,
the aircraft personal safety device or its container being damaged
or moved or mishandled or subject to unauthorized access, or an
expiration of a service life of the aircraft personal safety
device. The controller 101.2 can receive a signal from the switch
101.3 indicating the state or condition of the switch 101.3 and can
perform operations in response to the signal. Specifically, for
example, in response to the detection device 101.3 detecting a
change in the state of the aircraft personal safety device based on
an occurrence of an event as described above, the controller 101.2
can cause the change to be reported to a management device.
[0023] To this end, the RF signaling device 101 can transmit and
receive information 103 under control of the controller 101.2. For
example, the RF signaling device 101 can transmit information 103
to, and receive information 103 from, a management device 102. The
information 103 can be in the form of modulated electromagnetic
radiation transmitted by the RF transceiver 101.1 and the antenna
101.6 in response to control signals from the controller 101.2, or
modulated electromagnetic radiation received by the antenna 101.6,
and processed and interpreted by the RF transceiver 101.1 and the
controller 101.2.
[0024] The management device 102 can include a display device 102.1
configured to generate display information 102.3 including any one
of, or a combination of, images and text. The management device 102
can further include an input device 102.2 configured to receive
input from a user to control operations performed by the management
device 102. The input device 102.2 can include any kind of device
or interface for communicating user input to the management device,
such as but not limited to a touch-sensitive display screen, a
keyboard, voice-activated control or the like. The management
device 102 can be or include, for example, a smartphone, a tablet
or other handheld device having a graphical user interface for
interactive user control of the management device 102.
[0025] FIG. 2 shows a functional block diagram of the management
device 102. As shown in FIG. 2, the management device 102 can
include a communication device such as an RF transceiver 102.4
coupled to an antenna 102.5. The RF transceiver 102.4 and the
antenna 102.5 can be configured to transmit and receive radio
waves. The RF transceiver 102.4 and the display device 102.1 can be
coupled to a controller 102.6. The controller 102.6 can be coupled
to the input device 102.2 and be configured to perform operations
in response to user input received by way of the input device
102.2. A power supply 102.7 of the management device 102 can
provide power to the management device 102.
[0026] FIG. 3 shows another view of the system 100. As shown in
FIG. 3, the RF signaling device 101 can transmit a signal 103.1 to
the management device 102. The signal 103.1 can include a unique
identifier of the RF signaling device 101. In non-limiting
embodiments, the unique identifier can include a MAC address of a
Bluetooth.TM. device. The MAC address can include a status counter,
a firmware version and a battery status. The signal 103.1 can
further include information indicating a current state or condition
of the RF signaling device 101, or a change in the state or
condition of the RF signaling device 101. The controller 102.6 of
the management device 102 can be configured to process the
information to determine the state of the aircraft personal safety
device associated with the RF signaling device 101.
[0027] More specifically, the management device 102 can receive the
signal 103.1 and perform an operation in response. For example, the
controller 102.6 of the management device 102 can be configured to,
in response to the signal 103.1, process information in the signal
103.1 to determine the state of the RF signaling device 101 and
perform operations to cause the display device 102.1 to generate
display information 102.3 corresponding to the state or condition
of the RF signaling device 101, and thereby, the state or condition
of an aircraft personal safety device associated with the RF
signaling device 101. For example, if the state or condition of the
RF signaling device 101 is unchanged, the display information 102.3
can be unchanged. On the other hand, if the state or condition is
changed, the display information 102.3 can be changed to indicate
the changed state or condition.
[0028] The management device 102 can transmit a signal 103.2 to the
RF signaling device 101. The signal 103.2 can include an
interrogation signal that requests that the RF signaling device 101
respond with its current state or condition and other
information.
[0029] The display information 102.3 can include an image
representing a defined space. The display information 102.3 can
further represent a location of an RF signaling device 101 and an
associated aircraft personal safety device within the defined
space. The defined space can be in an interior of a structure, such
as an aircraft cabin. For example, the display information 102.3
can include graphical representations 102.31, e.g., shapes and
colors, respectively corresponding to a distribution or mapping of
a plurality of RF signaling devices 101 and their respective
associated aircraft personal safety devices with respect to a
coordinate system within the defined area, and a current state of
each of the plurality of RF signaling devices 101 and its
associated aircraft personal safety device. The graphical
representations 102.31 can, for example, represent the plurality of
RF signaling devices 101 and their associated aircraft personal
safety devices as being arranged in an organized fashion, such as
in row and columns.
[0030] The management device 102 can be configured to receive user
input by way of the input device 102.2. For example, in response to
the user input, the controller 102.6 can perform operations to
cause the RF transceiver 102.4 and the RF antenna 102.5 to transmit
the signal 103.2 to interrogate each of the plurality of RF
signaling devices 101 to determine their states. In response, the
plurality of RF signaling devices 101 can each transmit the signal
or signals 103.1 to the management device 102. In response to the
signal or signals 103.1 the controller 102.6 can perform operations
to cause the display information 102.3 to be updated to indicate
the current state of each of the plurality of RF signaling devices
101 and its associated aircraft personal safety device.
[0031] FIG. 4 shows the system 100 in use in one non-limiting,
illustrative application. The RF signaling device 101 can be
associated with an aircraft personal safety device 201, such as a
passenger life vest or other kind of emergency device. For example,
the RF signaling device 101 can be associated with (e.g., coupled
or connected or fastened or affixed to) a container 202 of the
aircraft personal safety device 201. In non-limiting embodiments,
the RF signaling device 101 can be attached to the container 202
with a high-performance acrylic adhesive, for example.
[0032] The aircraft personal safety device 201 and its associated
RF signaling device 101 be can be associated with a location within
a space of a vehicle of transport. For example, the aircraft
personal safety device 201, or a container 202 containing the
aircraft personal safety device 201, can be associated with a seat
203 in a cabin of an aircraft. The container 202, with the aircraft
personal safety device 201 inside, and the associated RF 101 can be
placed under the seat 203, for example.
[0033] After the aircraft personal safety device 201 and its
associated RF signaling device 101 are associated with the location
within the space in the vehicle of transport, the management device
102 can be used to track and monitor the state of the aircraft
personal safety device 201 by communicating with its associated RF
signaling device 101. For example, as discussed above, in response
to user input, the management device 102 can interrogate the RF
signaling device 101 to determine its state. Further, the
management device 102 can be used to track and monitor a plurality
of RF signaling devices 101, each associated with a location in the
vehicle of transport. Specifically, for example, the management
device 102 can interrogate a plurality of RF signaling devices 101,
each located under a seat in the cabin of an aircraft.
[0034] In response to the interrogation by the management device
102, each RF signaling device 101 can transmit a signal or signals
indicating its state or condition, and thereby indicate a state or
condition of an associated aircraft personal safety device 201. The
management device 102 can receive the signals and update its
display accordingly.
[0035] The RF signaling device 101 need not transmit the signal to
indicate its state or condition only in response to interrogation
by the management device 102. Instead, the RF signaling device 101
can continually or periodically transmit the signal indicating its
state independently of the interrogation, and the management device
102 or other monitoring device can be configured to continually or
periodically perform an operation, such as polling, to detect a
change in the state or condition.
[0036] The state or condition of the RF signaling device 101 can
change, for example, by an operation of the switch 101.3. The
switch 101.3 can, in response to manipulation of the container 202
of the aircraft personal safety device 201, change in state from
off to on, or from on to off. The change in state of the switch
101.3 can be caused, for example, by a break or interruption in
electrical contact of the switch 101.3 with a main body 101.8 of
the RF signaling device 101 due to opening of the container 202. In
response to the change in state of the switch 101.1, the controller
101.2 can perform an operation to cause the RF transceiver 101.1
and the antenna 101.6 to transmit the signal 103.1 indicating the
change in state of the switch 101.3. In response to detecting the
signal 103.1, the management device 102 can update its display
information 102.3. Other events that can cause the switch 101.3 to
change state include, for example, mishandling of or damage to the
container 202 or the aircraft personal safety device 201, or
expiration of a time period corresponding to a service life of the
aircraft personal safety device 201.
[0037] Referring to FIG. 5, the controller 102.6 of the management
device 102 can include a processor 102.9 and a memory or other
electronic storage device 102.10. The memory/storage device 102.10
can store operations 102.8. The processor 102.9 can communicate via
signals 302 with the memory/storage device 102.10 to perform the
operations 102.8 to implement the methods and operations described
herein. The processor 102.9 can include, for example, a
general-purpose CPU (central processing unit) configured to fetch
and execute instructions, corresponding to operations 102.8, stored
in the memory 102.10 to implement the methods and processes.
Additionally, or alternatively, the controller 102.6 can include
any other hardware, firmware or software combinations 102.11
configured or configurable to carry out the methods and processes,
such as one or more ASICs (application-specific integrated
circuits) configured to carry out the methods and processes. In
light of the foregoing, the term "processor" as used herein is
intended to encompass standalone processors, as distinct from
memory, as well as the combination of a processor and a memory,
typically referred to as a computer, as well as any other hardware,
firmware or software combinations configured or configurable to
carry out the methods and processes described herein. The
memory/storage device 102.10 can include any kind of
machine-readable medium configurable to store information
electronically, such as RAM (random access memory) or ROM
(read-only memory). The management device 102 can communicate with
a memory/storage device 102.10 internal to the management device
102 or the controller 102.6 but is not limited in this regard. The
management device 102 can also communicate, for example, via
signals 302E with an external memory/storage device 102.10E storing
processor-executable operations 102.8E to carry out the methods and
processes described herein. The memory/storage device 102.10 and
the external memory/storage device 102.10E can include any kind of
machine or computer-readable media. Examples of
machine/computer-readable storage media include, but are not
limited to, RAM, ROM, EEPROM, flash memory or other memory
technology, CD-ROM, digital video disk (DVD) or other optical disk
storage, magnetic cassettes, magnetic tape, magnetic disk storage
or other magnetic storage devices, or any other medium which can be
used to store information electronically and which can be accessed
by a processor or computer.
[0038] The management device 102 can communicate with a database
301 external to the management device 102 by electronically
exchanging signals 303 with the database 301. The database 301 can
be a machine/computer-readable storage medium along the lines
described previously. The database 301 can store historical
information 301.1. The historical information 301.1 can include
information collected over a period of time concerning RF signaling
devices 101 and their associated aircraft personal safety devices
201. For example, the historical information 301.1 can indicate an
initial distribution of the aircraft personal safety devices in a
defined space, an initial state of each of RF signaling devices 101
associated with the aircraft personal safety devices, and an
initial service life of each of the aircraft personal safety
devices 201. In response to a request from the management device
102, the database 301 can provide the historical information 301.1
to the management device 102. Further, the management device 102
can write or update or otherwise record new or changed historical
information 301.1 to the database 301 at various intervals of time,
thus collecting historical information regarding the RF signaling
devices 101 and their associated aircraft personal safety devices
201.
[0039] FIG. 6 is a flowchart showing a non-limiting, illustrative
process or method 600 that can be carried out by the system 100. As
shown in block 601, in response to an event that occurs in
connection with an aircraft personal safety device 201, an RF
signaling device 101 associated with the aircraft personal safety
device 201 can generate a signal or signals and transmit the signal
or signals. As shown in block 602, a management device 102 can
receive the signal or signals transmitted by the RF signaling
device 101 and, in response to the signal or signals, update
information associated with the aircraft personal safety device
201. The updating the information concerning the aircraft personal
safety device can include displaying a state and a location of the
aircraft personal safety device.
[0040] Information in the signal or signals transmitted by the RF
signaling device 101 can include a current state or condition, an
identifier and a location. The management device 102 can interpret
the information in various ways to generate or output updated
information about the aircraft personal safety device 201
associated with the RF signaling device 101.
[0041] For example, if the RF signaling device 101 transmitted the
information independently of an interrogation by the management
device 102, the management device 102 can interpret the information
as reporting a tampering or damage event and generate an alert so
that appropriate measures can be taken.
[0042] On the other hand, the RF signaling device 101 can transmit
the information in response to an interrogation by the management
device 102 as part of a regular, scheduled inspection, for example,
an inventory. In this situation, the information can indicate, for
example, a normal or unchanged condition, if the information from
the RF signaling device 101 is unchanged from a previous time that
an inspection was performed.
[0043] FIG. 7 is another flowchart showing a non-limiting,
illustrative process or method 700 that can be carried out by the
system 100. The process of FIG. 7 can occur as part of a regular,
scheduled inspection, such as a pre-flight inspection of a
commercial passenger aircraft. As shown in block 701, a management
device 102 can generate or issue or transmit a signal or signals to
each of a plurality of RF signaling devices 101 associated with a
respective aircraft personal safety device 201 in a defined space,
such as an aircraft cabin. The signal can be an interrogation or
request that each of the plurality of RF signaling devices 101
report its identifier, current state and location.
[0044] As shown in block 702, the management device 102 can receive
a response (or non-response) from each of the plurality of RF
signaling devices 101. As shown in block 703, the management device
102 can compare the responses with previously-stored historical
information, such as historical information 301.1 retrieved from a
database 301 and stored in a memory/storage device 102.10 or
102.10E.
[0045] The previously-stored historical information 301.1 can
contain records, collected and updated over a period of time,
regarding each of the plurality of RF signaling devices 101. For
example, the historical information 301.1 can indicate an
identifier, a state and location of each RF signaling device 101 at
a time of its initial installation or deployment in a defined
space, such as under the seat of an aircraft. The historical
information 301.1 can further indicate a remaining service life of
an associated aircraft personal safety device 201. The historical
information 301.1 can, for example, indicate the location of the RF
signaling device 101 and its associated aircraft personal safety
device 201 within the defined space in terms of a corresponding row
and column in an arrangement of seats, or a seat number or other
seat identifier, or the like. However, the location information is
not limited in this respect and can be recorded and indicated in
other ways, such as by GPS coordinates.
[0046] As shown in block 704, by comparing the responses (or
absence of responses) from the plurality of RF signaling devices
101 in the defined space with the historical information 301.1, the
management device 102 can determine the state or condition of the
aircraft personal safety devices 201, and more particularly whether
the state or condition of any of the aircraft personal safety
devices 201 has changed. For example, based the response of one or
more of the RF signaling devices 101, the management device 102 can
determine that the container(s) 202 of the associated aircraft
personal safety device(s) 201 may have been opened or tampered with
or mishandled or damaged. Additionally, the management device 102
can determine that all of the aircraft personal safety devices 201
that are expected or required to be present within the defined
space are in fact present and in good or satisfactory condition. On
the other hand, an absence of a response from an RF signaling
device 101 can indicate that an associated aircraft personal safety
device 201 that is expected or required to be present within the
defined space is not present. Another kind of response can indicate
that one or more of the aircraft personal safety devices 201 is not
in the location where it was previously, indicating that the
personal safety 201 device(s) may have been improperly moved or
mishandled. The management device 102 can further determine, for
example, that one or more of the aircraft personal safety devices
201 has exceeded its service life.
[0047] As shown in block 705, the management device 102 can update
the information concerning the aircraft personal safety devices
201. The updating can include displaying information indicating a
current state and location of each of the plurality of aircraft
personal safety devices 201 in the defined space, for example in a
representation of a distribution of the plurality of personal
devices 201 in respective locations in the defined space. The
representation can correspond to the interior of an aircraft, for
example. In particular, the updating of the information concerning
the aircraft personal safety devices 201 can include, based on
determining that there has been a change in the state of any of the
plurality of aircraft personal safety devices 201, generating a
corresponding visible indication of the change.
[0048] As shown in block 706, the updating of the information
concerning the aircraft personal safety devices 201 can further
include saving or storing the result of the interrogation by the
management device 102, including a record of any changes in
previous states of the aircraft personal safety devices 201, in the
memory/storage device 102.10 and to the database 301. This
information can then be retrieved at a later time, for example, a
next pre-flight inspection, to again determine the condition of the
aircraft personal safety devices 201 on the aircraft so that
appropriate action can be taken if needed.
[0049] As noted earlier, the signal or message or report output by
the RF signaling device 101 or plurality of RF signaling devices
101 can be received by a management device 102. In response to
receiving the signal or message or report, the management device
102 can generate or output corresponding information. The
information generated by the management device 102 can include a
visible display indicating the state or condition, and the
location, of the RF signaling device 101 issuing the signal or
message or report.
[0050] For example, referring to FIG. 3, a visible alert can be in
the form a change in appearance associated with a graphical
representation of an RF signaling device 101 and its associated
aircraft personal safety device 202. Referring to graphical
representations 102.31 in FIG. 3, for example, an icon 102.311 in a
particular row and column can be caused to change color, to blink,
to change in opacity or transparency, to indicate text information,
or to give any other kind of visible indication of a change. For
example, a normal state for a given RF signaling device 101 and its
associated aircraft personal safety device 201 can be indicated by
an icon 102.311 corresponding to the RF signaling device 101 and
its associated aircraft personal safety device 201 being a
particular color, such as green. If an aircraft personal safety
device 201 is absent from a location where it is expected, its
corresponding icon 102.311 can be made to blink or be transparent,
for example. Similarly, other states such as "change" or "alert" or
"expired" or "tamper" or "damage" or "malfunction" or "no response"
state could each be assigned a color code or other appearance,
and/or a text code. Alerts can be audible as well as visible.
[0051] FIG. 8 is another flowchart showing a non-limiting,
illustrative process or method 800 that can be carried out by the
system 100. As shown in block 801, a plurality of RF signaling
devices 101, each associated with a respective aircraft personal
safety device 201, can be arranged in a defined space, such as
under the seats of a cabin in a passenger aircraft.
[0052] As shown in block 802, after the plurality of RF signaling
devices 101 and associated aircraft personal safety devices 201 are
so arranged, information regarding their respective states,
locations and service lives can be in recorded in a database, such
as database 301.
[0053] As shown in block 803, subsequently to arranging the
plurality of RF signaling devices 101 and their associated aircraft
personal safety devices 201 in the defined space and recording the
information regarding their respective states, locations and
service lives, an inspection can be performed using a management
device 102. The inspection can be a pre-flight inspection, for
example. Inspections can be performed regularly and periodically at
scheduled intervals.
[0054] The inspection can include performing a process or method
such as 700, as described previously in connection with FIG. 7.
Based on the result of the inspection, appropriate action can be
taken, such as undertaking a more detailed inspection of RF
signaling devices 101 reporting anomalous results, replacing or
repairing defective RF signaling devices 101 and/or aircraft
personal safety devices 201, or providing aircraft personal safety
devices 201 when the inspection indicates that they are required
but absent.
[0055] FIG. 9 illustrates another non-limiting embodiment 900.
System 900 can include aircraft information 901. The aircraft
information 901 can include LOPA (Layout of Passenger
Accommodations) information, for example. LOPA information can
include an engineering diagram of an aircraft's cabin interior
indicating, for example, locations of passenger and flight
attendant seats, emergency equipment, exits, lavatories, and
galleys. The aircraft information 901 can further include such
information as aircraft number, seat location information such as
row number and seat letter, and all related personal safety
equipment information such as manufacturer, part number, serial
number, expiry date, and unique identifier for equipment. The
aircraft information 901 can be in CSV (comma separated file)
format, for example.
[0056] The aircraft information 901 can be uploaded 903 to a
network 904 of interconnected servers accessible through a
telecommunications system. Such a network can be referred to as
"the cloud," and can be or include, for example, the Internet or
World Wide Web. A server or servers, and associated storage
devices, of the network or cloud 904 can be or include one
non-limiting embodiment of the database 301 discussed previously in
connection with FIG. 5. The aircraft information 901 can be
downloadable to a mobile device 902 such as a smartphone configured
to function as a management device 102 (i.e. the mobile device 902
can be one non-limiting embodiment of the management device 102).
The mobile device 902 can include application software that
performs operations based on or using the aircraft information 901.
The application software can be one non-limiting embodiment of the
operations 102.8 or 102.8E discussed previously in connection with
FIG. 5.
[0057] The mobile device 902 can connect to the network/cloud 904
and download 905 the aircraft information 901 to the mobile device
902. The aircraft information 901 can include a list or lists of
aircraft by number, for example. Via an interface of the mobile
device 902, an aircraft identifier, such as a number, can be
selectable by a user. In response to the selection, the application
software of the mobile device 902 can download 905 information 901
from the network/cloud 904 for the specific aircraft corresponding
to the selection. The downloaded information 901 can be cached on
the mobile device 902.
[0058] The application software of the mobile device 902 can
generate a display on the mobile device 902 corresponding to the
downloaded information 901. In generating the display, the
application software can process the information 901 to, for
example, recognize or determine such information as classes or
types of seat locations (e.g., whether a seat is in the business
class section of the aircraft or in the economy section), whether
the seat is a passenger seat, a crew seat, is in the cockpit or
adjacent to overhead bin space. The application software can
recognize or determine a row number and seat letter (corresponding
to a column, e.g.) of a seat. Based on processing of the downloaded
information 901, the application software can map a position of
each seat of the selected aircraft to a display presented on a
screen of the mobile device 902. The display can correspond to a
physical layout of the selected aircraft.
[0059] The application software can execute operations to cause the
mobile device 902 to interrogate 907 RF signaling devices 101
assumed to be present in the interior of an aircraft. Each RF
signaling device 101 can respond 908 to the interrogation 907 by
the mobile device 902 with information including a unique device
identifier, a location and a status (e.g., whether a corresponding
container 202 is open or closed, or has been tampered with). The
interrogation 907 and response 908 can correspond to signals 103.2
and 103.1, respectively, discussed previously in connection with
FIG. 3. Based on the response 908 received by the mobile device 902
from each RF signaling device 101, a color or other indication of a
location corresponding to the responding RF signaling device 101 in
the display of the mobile device 901 can be changed to indicate the
status reported by the responding RF signaling device 101. In
non-limiting embodiments, before interrogation by the mobile device
902, the application software can assume that there are no RF
signaling devices 101 installed on the aircraft and can create an
original or base data file that specifies an initial distribution
of the RF signaling devices 101 installed on the aircraft, by
identifier, location and status, by processing and storing the
information collected by interrogation of the RF signaling devices
101 installed on the aircraft. This original or base data file can
be compared with information collected by subsequent interrogation
to detect any changes or irregularities.
[0060] The data files collected by the interrogation can be
uploaded 906 by the application software executing on the mobile
device 902 to the network/cloud 904, where any authorized user can
easily and conveniently access the data files to quickly determine
the status of the containers 202 on any selected aircraft. The
download 905 and the upload 906 can correspond to signals 303
discussed previously in connection with FIG. 5.
[0061] In view of the foregoing, the system 100 can provide
significant improvements to the field of safety technology. In
particular, for example, in the application of managing large
numbers of aircraft personal safety devices in large-scale
commercial transportation such as in commercial aviation, the
system 100 can provide fast response, convenience, accuracy and
ease.
[0062] In more detail: commercial passenger aircraft include safety
devices for use by passengers in case of a crash or ditching; the
safety devices are, for example flotation devices. Some flotation
devices are simple members of buoyant material. Inflatable life
vests, packed in a folded condition, are also used. Such life vests
must be stored in a manner and location so that they will not be
damaged during normal operations but can be easily and quickly put
into use during an emergency. Accordingly, many modern aircraft
seating units include a pouch or container underneath the seat
cushion where the life vest is readily accessible to the
passenger.
[0063] Unfortunately, life vests stored in such an easily
accessible location are subject to tampering and theft. Government
regulations also require airlines to visually inspect each life
vest pouch prior to operation of the aircraft. In conventional
systems, the regulation requires each pouch to be opened,
inspected, closed and then resealed. This requires a significant
amount of man-hours to inspect each aircraft before every flight,
which is an enormous financial drain for the airlines. To ensure
the presence of each required life vest, at least two types of
inspection are often conducted. The first is a pre-flight
inspection, which is typically made by the flight attendant or gate
mechanic. This pre-flight inspection confirms the presence of a
life vest under each aircraft seat or in places where life vests
are otherwise required. If any given live vest is missing, the life
vest is replaced or the seat is not used during the flight. The
second is a more comprehensive inspection, which is made by
mechanics as part of routine maintenance. In this type of
inspection, the mechanics or other authorized personnel not only
inspect the life vests for their presence but also their expiration
dates, that is, the expiration of their service lives or period of
utility. All these activities are time consuming and error
prone.
[0064] Airlines report hundreds of life vests go missing from its
planes. Airlines believe that they are illegally removed but it is
impossible for them to confirm that.
[0065] In light of the above, significant improvements over
conventional systems and method are achieved using the system 100.
For example, in contrast to a time-consuming and expensive
seat-by-seat manual inspection of aircraft personal safety devices
in an aircraft, in an aircraft equipped with the system 100 a
comprehensive report on the aircraft personal safety devices can be
nearly instantaneously obtained by simply using a management device
102 to interrogate RF signaling devices 101. The report can then be
saved in a database and made available for the next pre-flight
inspection, which can be conducted just as easily. Further,
aircraft personal safety devices can be constantly monitored on an
ongoing basis to ensure safety is provided in a timely manner.
[0066] It will be understood that the foregoing description is
provided for illustration only, and not for limitation of the
appended claims and their equivalents. It will further be
understood that the above-described exemplary embodiments are
susceptible to various modifications, changes and adaptations, and
the same are intended to be comprehended within the meaning and
range of equivalents of the appended claims.
* * * * *