GB2585263A - Heavy assisted logic - Google Patents

Abstract

A computer monitor 3 screen reader system 2 is provided. The screen reader system 2 detects underlying pixel luminous intensity and colour which is sent through attached flat cables 1 to a microprocessor unit (7, Figure 5) for decoding as a character, number or shape. The screen reader material 2 comprises a thin, self-adhesive, transparent, flexible overlay onto the screen of the computer monitor 3 and can be cut to any size. The microprocessor unit communicates decision making logic to an operator via a 3 bar LED interface unit (see Figure 9).

Description

Computer monitor screen reader system This invention relates to the provision of reading the output display of any system utilising computer technology. The first design is to utilise cameras to detect and capture computer screen output and using character recognition software to intelligently interpret the data to enhance the original computer program and importantly to raise alarms should anything untoward be detected. This first design is one way of applying this new idea of computer output monitoring but a second design is also being proposed to accomplish the same result. This involves a plastic overlay screen that looks similar to a smart phone screen protector and comprises a thin, transparent flexible plastic sheet that is cut to fit exactly over any size of computer monitor screen or system output screen. The photo-sensitive plastic overlay screen (PSS) acts as a touch-sensitive screen in reverse. Instead of a touch being recognised as a voltage in a particular area of the screen on a smart phone, this new plastic overlay recognises the LCD light output from the smart phone screen or monitor and relays the result to a small attached computer unit (HAL). On the edges of the PSS there are flat cable wires that take the signals from the PSS to the central HAL processor. HAL stands for 'Heavy Assisted Logic' and is the function of the small computer that processes the information coming from the computer that is being monitored (target computer).

Heavy Assisted Logic' means that the outputs from the target computer monitor are being overseen by a Heavy, or extra monitoring system to assist in analysis. For example, a Heavy pilot is required to be part of the Flight Crew for in-flight rest purposes (heavily loaded crew -one more than legally required to fly the aircraft). This Heavy pilot also assists the operating pilots by feeding back any relevant information and particularly any safety matters. This 'Heavy' element refers to many diverse applications, as listed below, and is not limited to aviation.

Example 1: On a flight with no Heavy pilot, the flaps have been set incorrectly for take-off. This new HAL system will detect the flight deck flap readout from the EICAS (Engine Indication and Crew Alerting System) where the flap setting is displayed. At the appropriate time (utilising its independent GPS) HAL will raise an alert to the pilots. The physical transparency of the PSS permits the pilots to monitor the EICAS and other instruments in the normal way looking through the PSS. It is a live, in the moment, alerting system based upon optimum response and interaction from a virtual Heavy pilot.

Example 2: Air France 447 was flying from Rio de Janeiro, Brazil, to Paris, which crashed on 1 June 2009. A pitot tube froze over and fed false data into the flight computer. Without the airspeed data the crew falsely thought that they were in an over-speed situation. The aircraft low speed stalled all the way down to the ocean with multiple warnings annunciating and sounding in the flight deck. HAL would have sensed that the pilot's displays were indicating false information and would have supplied GPS speed data to prevent the stall as well as providing many other cues.

Linked to each HAL computer will be a personnel detector. It can utilise any of video, infrared, motion detection and image recognition analysis in order to ascertain how many people are present within its field of view. In a hospital setting, the personnel detector is positioned on the side of the monitor (on the flat cable) aimed at the patient to assist with the common problem of missing patients which can have serious consequences.

Example 3: A patient is lying in a hospital bed, hooked up to a monitor displaying their vital signs such as heart rate and blood pressure. Utilising PSS/HAL connected to the monitor, patients would be monitored 24/7 but now with an ability to analyse the outputs for known issues, like sepsis. It sends a text notification to a clinician if anything untoward is detected or if various combinations of the vital signs indicate an issue.

Example 4: A pilot has locked the Captain out of the flight deck using the current post 9/11 security door system. The HAL personnel detector will sense only one pilot present and so should there be an attempt to radically alter the flight path or cover over the detector, HAL will open the flight deck door allowing access to the Captain.

The HAL/PSS installation is totally independent from the existing 'tried and tested' technology with which it is working alongside. This is important because any additions, how ever minor, that are bolted on to the original design can have unexpected and undesirable consequences causing failures where there were none before. It prevents any negative backward interference into the target system. Separate specific software then enhances the original target system allowing for a more intelligent analysis.

HAL acts like a synapse in the human brain which isolates nerves until they have sufficient potential to fire. If false data is being fed to a target computer, HAL is isolated so it won't be contaminated with the false data. By keeping HAL separated, it can crosscheck other parameters to see what has shutdown or what is now providing unintelligible data to come to a quasi human like conclusion of what has truly occurred. Just like when a computer is infected with a software virus, it can cause irreparable damage. The PSS/HAL setup allows it to act like a firewall between the 2 systems.

Any word or character output by the target computer LCD/Monitor interacts with the photo-sensitive plastic screen and is fed out through connections to the HAL processor. It works like a regular computer system but in reverse. Instead of the characters being sent out to the screen and the words, numbers and graphics displayed on the monitor, the PSS detects the exact shape and colour of the lit LCDs below and sends the pixel shape through the flat cable to the HAL processor. Any computer screen is comprised of hundreds of pixels and each character has a different layout and therefore a different set of codes. The P55 system will effectively read the intensity of each pixel and provide a grid of codes to be fed to the HAL processor to identify the letter, number or shape.

Power for HAL is supplied via the normal mains supply to the target computer but would be isolated by inductive charging so the HAL computer will remain active even if there is a mains power failure clinicians/operators will then be alerted of the power failure which could otherwise have gone unnoticed.

Aviation In the last 10 years around half of the worldwide accident fatalities on passenger aircraft have been caused by the flight crew not having the most pertinent, essential information presented to them at the right time. Although in most cases the information is there in front of the pilots, a modern flight deck needs to present a huge amount of data to the crew and the drawback of this is 'information overload'. Just about all of these accidents could have been avoided if an additional experienced pilot (Heavy) was present on the flight deck to provide the essential missing information that was not immediately obvious to the operating pilots, in an expeditious and urgent manner.

This invention proposes a photo-sensitive plastic overlay screen (PSS) that will read the flight deck instrumentation displays and then by real-time independent software analysis (HAL), alert the flight crew with the essential, sometimes hidden information that if left unattended could result in a fatal accident. The pilots fly the aircraft through the usual displays, visible through the PSS, and at the same time HAL interprets the very same display just as an experienced Heavy pilot would do to enhance the safety of the flight. It will also include an independent GPS system to measure the position and speed of the aircraft over the ground. It is unique in that it adds a parallel dimension to the many warning systems in a modern airliner that revolve around one main onboard central computer system. By offering a parallel 'virtual thought process' that mimics what another experienced pilot would observe, it greatly enhances the safety of the aircraft. Independent backup systems ensure that if false information is displayed to the pilots, the invention points the crew to the correct data.

It incorporates other detector systems that will analyse other hidden areas of the aircraft to provide essential information to the crew. These areas are flight deck side stick control sensors, detection of persons on the flight deck (secure area) and external cameras and sensors that are able to detect ice, fire, proximate personnel and damage (using image comparison). HAL will connect to a HAL interface unit on the flight deck to alert the crew which will be positioned close to the pilots main instruments. The computer linked to the cameras (HAL) will include amongst other things, an Independent GPS, worldwide terrain data, a worldwide airfield database and specific flight performance data for the aircraft type.

In the Air France 447 example above, this invention would immediately inform the crew that the aircraft was flying at an extremely slow speed and that both pilots were operating the side stick controller. If these two pieces of information were isolated amongst the myriad of other warnings, the aircraft would have recovered with no loss of life.

The HAL computer system provides: Independent GPS Trip Counter (detects if airborne or taxiing) World High Altitude Terrain map Specific TMA/STAR Terrain maps (Airport terrain maps) STAR/Approach Route tolerances (allowable flying errors on any specific approach) Runway length database Zero Fuel Weight/Gross Weight (The weight of the aircraft with no fuel) Blanking monitor of Personnel Detector/camera to check if the system is being purposefully interfered with

World Airfield Database

Stall Data Graphs Using these computations and inputs from HAL/PSS, the system will output warnings to the pilots to cover the many combinations of events that can cause serious difficulties on the flight deck. Over the last 10 years (2010 -2019) there have been 142 accidents that have resulted in 4,519 fatalities which are listed here in order of greatest cause of fatality and fall into 12 broad categories: 1) Flying the final approach lateral and horizontal acceptable flight path tolerances are programmed internally and track the descent, primarily monitored using independent GPS and altimeter readouts (Figure 6 -9,13). The independent GPS will detect if the aircraft is ever laterally displaced by more than a set distance in which case a warning will be issued. The same will happen with the vertical profile or the descent phase of the approach. Once the aircraft transits out of the safe approach path area, graded warnings are activated. Heading and Wind data (Figure 6 9, 13) provide meaningful data together with independent GPS to detect incorrect runway alignment. Flap setting is checked against independent performance database (Figure 6 -10).

2) Navigation error en-route Approach Terrain Map is programmed internally and tracks the descent, primarily monitored using independent GPS and altimeter readouts (Figure 6 -9,13). Once the aircraft descends out of the safe area, graded warnings are activated. En-route Terrain Map is programmed internally and the track is primarily monitored using independent GPS and altimeter readouts. Autopilot Mode (Figure 6 -9, 13) is also checked and warnings activated. For example, V/S Mode (Vertical Speed) activated and too low on approach. If activated, messages are sent -"Arrest Descent, Climb", and an escape route is suggested. Eventually guidance messages are sent to assist in the subsequent navigation -When able head 240, Climb to 4000 ft".

3) Runway Excursion Internal Runway length database referenced to check gross error on flap selection (Figure 6 -10) and speed, primarily monitored using independent GPS and wind readouts (Figure 6 -10). Tailwind component monitored and highlighted. Auto thrust monitored on PFD (Figure 6 -9, 13) to warn if Auto thrust connected and not at flight idle on touchdown. Independent GPS monitors runway remaining for wet conditions and reports "Caution wet", "Approaching critical wet" and then ''Critical wet". By repeatedly being informed of wet conditions, pilots will get a feel for the limitations of the runway when wet. These wet warnings would rarely be issued on a normal landing in dry conditions.

4) Engine Failure Power comparator (Figure 6 -10) detects engine failure. Below V1 (Stop/Go decision speed) (Figure 6 -9, 13) warning states, "Engine power". If fire or damage detected externally (Figure 8, 17), warning issued to assist decision making regarding possible passenger evacuation. After V1 warning states, "Engine power loss number 1 or 2". If fire or damage detected externally, warning issued to assist decision making regarding immediate return. Airspeed permanently monitored to ensure speed does not decay below V2 (Engine out minimum speed) (Figure 6 -9, 13) which could cause control loss.

5) External Fire and Icing If fire or excessive heat is detected externally (Figure 8, 17), warning issued to assist decision making regarding immediate return. If damage detected externally (using comparator software), warning issued to assist decision making regarding immediate return. If leading or trailing edge flaps damaged, the warning prevents aircraft speed change which could result in control loss. Ice build up detectors warn before the aircraft attempts to take-off. When airborne it warns of icing to alert the pilots to engage the anti-ice systems as soon as possible. Serious ice build up can result in control loss. Ground Personnel detected if dangerously close to engines during start or engine ground run.

6) Microburst, Windshear or Instrumentation fault Independent GPS speed and Wind data (Figure 6 -10) warn of "Significant Wind Changes" to act as a preliminary warning for the pilots before the Windshear system is activated. The alert would be useful in any phase of flight to ensure the aircraft is kept on the optimum flight path and particularly during the approach phase to ensure a stable approach. Monitoring of the Attitude indicators (Figure 6 -9, 13) indicates to the pilots which one has failed and which one should be followed. Similar monitoring would occur for the Altimeters (Figure 6 -9, 13), Heading indicator (Figure 6 -9, 13) and Airspeed indicators (Figure 6 -9, 13).

7) Go-Around with somatogravic illusion /Slow Go-Around Auto thrust status and EPR/N1 settings (Engine Pressure Ratio) (Figure 6 -10) are monitored to ensure Go-around power is set. Power comparator reminds pilots if an engine has failed to prevent against control loss. Altitude, Airspeed and Attitude indicators monitored to ensure Go-around manoeuvre is not delayed and is positively executed. Attitude indicators monitored to ensure pilot has not succumbed to somatogravic illusion (Vertigo caused by acceleration of aircraft whilst turning the head). If excessive pitch down is detected, "Follow Attitude, Vertigo" warning issued. Another vital prompt would be during a Go-around where it is very important to raise the undercarriage. Go-arounds normally occur where an unusual situation has developed and sometimes, due to the urgency of the event, raising the gear can be forgotten. This invention would assist the crew in avoiding a potential stall situation. Any other warnings indicating that the gear is stuck down would override the prompt.

8) Flight Deck Lock Out/Suicide Personnel detector senses only 1 person in the locked flight deck. The flight deck door is automatically unlocked in these situations: Abnormally large altitude change commanded through autopilot system or autopilot disconnected and large rate of descent detected (Figure 6 -9, 13). The aircraft descends even at a low rate through 20,000 ft above the area safety altitude. An engine or further engines shutdown. Fuel Jettison is selected JETT NOZ ON (Figure 6 -10). The Outflow valves are opened to depressurise the aircraft. OUTFLOW VLV and/or CABIN ALTITUDE (Figure 6 -10). The detector/camera is blocked (Figure 6 -14).

9) Total Engine Power Loss Power comparator detects total power loss (Figure 6 -10). Independent GPS, altitude data and internal Route Terrain Map calculates closest airfield and steers aircraft away from high ground. Appropriate messages sent, "Airfield available, when able head 350". "No Airfield available, when able head 240 for landing". Approach charts and TMA Terrain data provide headings and altitudes. Altitude and Wind data provide cues for speed reduction and flap selection for successful engine out landing.

10) Stall Independent GPS speed, Wind data (Figure 6 -10), Airspeed (Figure 6 -9, 13), Altitude Figure 6 -(9, 13), Performance data and Flap position (Figure 6 -10) detect impending stall condition. If at or below stall speed, messages are sent, "Potential Low Speed Stall -100 Kts detected". If too fast, " Potential Over speed -400 kts detected". Both side sticks monitored for hands-on pressure (Figure 6 -1,3). "Double Side Stick Input".

11) Insufficient Fuel, Fuel leak Fuel quantity is detected every 10 minutes (Figure 6 -10) and a fuel burn rate calculated. Fuel burn rate should decrease as the flight progresses. If in the next 10 minute time period total fuel quantity left in tanks is less than the calculated amount a warning to "Check fuel" is initiated. The check is reset when the altitude is changed due to climb or descent as the fuel flow rate will naturally change. The check is reset when Fuel Jettison is taking place. Minimum Fuel can be registered for each aircraft type and if close to the minimum a warning is initiated.

12) Wrong Flap The flap position detection (Figure 6 -10) and independent GPS will ensure the correct flap is set as the aircraft approaches the start of the runway. Independent GPS will ensure the aircraft is lined up with the correct runway for take-off to prevent low visibility taxiing errors. It will also ensure the aircraft does not cross a runway that could be active by warning, "About to cross Runway 34L". Independent databases check that the flap selected is sufficient for the runway ahead when power is applied and initiate a warning if not. Same logic is used for Landing flaps.

HAL ik.: Wie:,HHaHe Nu Type of Accident NAV:GAT;ON 46 Navigational Error L'\ PPROACH 27) r.R.

Rt'Yli tt 24 Runway Excursion yt it L. 19 Engine Failure External Fire Microburst or Windshear related 6 Ins Instrumentation fault 6 Not de-iceoiced up C/A & -cc) 6 Go-Around then somatooravic illusion Suicide CHE F-7 i.URE 4 Double Engine Failure C"Al 0/A 4 On Approach with late Go-Around 2 Stall Insufficient. Fuel. Fuel leak Wrong Flap rEtItt 6 Technical fault on aircraf or II error 6 LoadsheetiLoading problem ty S Hijack Terrorist attack N Take Off Performance Alt error Medical With a photo-sensitive plastic overlay screen (PSS) connected to HAL, patients would be monitored 24/7 but now with an ability to analyse the outputs for known issues, like sepsis. It would send a text notification to a clinician if anything untoward was detected or if various combinations of the vital signs indicate an issue. Alarm fatigue is sensory overload when clinicians are exposed to an excessive number of alarms, which can result in desensitisation to alarms and missed alarms. Patient deaths have been attributed to alarm fatigue and so by sending a notification to a manned centralised monitoring unit, alarms won't be ignored -[Notification 12:33am -Sepsis Check Bed 9].

Independent programming within HAL would set graded limits to warn of a patient's specific vulnerabilities. E.g. a 10% high/low warning of blood pressure -[Notification 13:17 -Blood Pressure 10% Inc 160/90, Bed 7]. A personnel detector is positioned on the side of the monitor aimed at the patient to assist in this common problem in hospitals whereby patients sometimes go missing which can result in serious consequences. A time delay would be set to allow for regular bathroom visits -[Notification 18:24 -Missing Patient Bed 5].

In a large hospital it may be better to have a centralised unit where one person would monitor all notifications and then contact the relevant clinician. This way, if a nurse was dealing with an emergency, the alert notification would not be overlooked. Hospitals worldwide wouldn't necessarily need to replace existing monitors so regularly to stay up to date with functions like the aforementioned analysis and communications features. Provided the current equipment is working, HAL/PSS can be integrated to deliver the updated functionality of a new state-of-the-art monitor. This should cut down the cost of buying in the latest model of monitor which could be very expensive for large hospitals, and would certainly be a good option for less affluent parts of the world that cannot afford to regularly upgrade.

The PSS is fitted over the monitor screen to read the vital signs output from the patient. The data is connected to the HAL computer on the rear of the monitor via flat cable wires (Figure 2 -4). A small webcam video camera/detector is attached to the flat cable, facing forward to check the patient is still in bed. The HAL/PSS computer receives patient vital signs data as well as data from the webcam. Bluetooth, Wi-Fi, USB and Text connectivity allow for easy update and transmission of notifications. Password protection ensures HAL remains synchronised with the specific monitor. Power would be supplied via the monitor mains supply but would be isolated by inductive charging so the HAL computer will remain active even if there is a mains power failure clinicians will be alerted.

Railways The functionality for the railways, both signalling and powered rolling stock, would be very similar to the application in aviation. In 2013, a train derailed on a bend at 'Santiago de Compostela' in Spain and the driver was overheard on his mobile phone saying, "'I'm at 190 kmph and we're going to derail'. HAL working in unison with the independent GPS would have warned the driver at a much earlier stage to reduce speed.

Control Rooms (Power Stations) Any control room where serious overloads could be damaging to people, infrastructure or the environment would benefit from an extra layer of protection using the HAL/PSS quasi human/computer analytical backstop.

Automatic Cars Safety is a real risk as we transition towards automatic cars. HAL/PSS will provide an extra layer of safety especially when onboard systems become vulnerable as a result of natural wear and tear over time.

Scientific Research Where a scientific experiment is running for purposes of research, a detector may be outputting data to a screen to log results. Researchers can use HAL/PSS as a separate programming tool, to look for the desired result rather than trying to add extra code to an older computer system running with the detector. There could be an arrangement where several inputs are connected to one monitoring screen and now we only need to program HAL to look for the specific combinations required. Notifications would be sent to indicate progress as well as success. Minimal reprogramming would then be required to set up HAL to monitor a completely different experiment.

Air Traffic Control Secondary radar returns contain data pertaining to each aircraft in the sector being controlled by the Air Traffic Controller. An example would be the aircraft's altitude display which is obviously vital for other traffic crossing in the area. HAL/PSS would again be an ideal addition to further enhance safety.

Space missions The application of HAL/PSS would be in line with the Heavy Aircrew Logic discussed in connection with aviation. It would be specifically useful as a monitoring tool on an eight month flight to Mars where the small crew will not be able to effectively monitor the ship's systems for those massively extended periods compared to an earthbound long haul flight.

The invention will now be described solely by way of example and with reference to the accompanying drawings in which: Figure 1 shows a computer monitor and the PSS system attached with the computer switched Off.

Figure 2 shows the same computer monitor and the P55 system attached with the computer switched On and displaying data.

Figure 3 shows a close up of the flat cable PSS attachment.

Figure 4 shows a close up of the pixels beneath the PSS overlay.

Figure 5 shows the rear of the computer monitor and the HAL processor.

Figure 6 shows a typical modern day airliner flight deck layout.

Figure 7 shows the HAL/PSS fitted to a typical flight deck.

Figure 8 shows an airliner exterior, specifically the wing area and the invention detector/camera placements.

Figure 9 shows the HAL Interface for communication with the pilots, placed adjacent to the pilot's flight instruments.

Figure 1 shows a computer monitor (3) and the PSS system attached (2) and the flat cable wires (1) that take the signals to the central HAL processor behind the computer. The PSS plastic overlay is designed to adhere to the computer screen.

Figure 2 shows the same as above, as well as the housing for the attachable Personnel detector/camera (4) on the flat cable. The data from Lhe monitor is fed through Lhe flat cable to Lhe HAL computer behind.

Figure 3 shows a close up of figure 1 and the positioning of the flat cable attachment (1) Figure 4 shows a close up of the pixel structure of the computer monitor (5) from which the PSS system will sense the underlying letter or shape. Effectively PSS will read the intensity and colour of each pixel and provide a grid of codes (6) to be interpreted by the HAL computer at the rear of the monitor.

Figure 5 shows the rear of the computer monitor (3) and the flat cable connection (1) to the HAL computer (7). The HAL computer will further communicate via any of Bluetooth, Wi-fi, USB or Text notification.

Figure 6 shows a typical modern day airliner flight deck layout. The monitors/displays that the pilots primarily use are the PFD -Primary Flight Displays (9, 13), ND -Navigation Display (8, 12), Upper EICAS -Engine Indication and Crew Alerting System (10) and Lower EICAS (11). The Personnel detector/camera is shown on the overhead panel (14) used to detect the number of people on the flight deck at any one time. HAL/PSS will read existing data off the flight instruments (8, 9, 10, 11, 12, 13) and independently process the flight status. An Independent Trip Counter (detecting if airborne or taxiing etc.) will take in several cues and work out the phase of flight. Any failures or warning would be issued to the pilots via the HAL interface (15, 16) -see also Figure 9.

Figure 7 shows the PSS/HAL installation on a typical modern day airliner flight deck layout. All six flight displays are fitted with P55 and they are all integrated with the HAL computer. The Personnel detector/camera is also linked into the HAL computer together with the external detectors and the flight deck door locking switch.

Figure 8 shows the exterior of the aircraft and the area notated as (17) is the detection zone for fire, ice, panel damage and people (ground personnel around the aircraft). The camera/detector placements are shown at (18) and will be fitted either side.

Figure 9 shows the HAL Interface which is positioned adjacent to the pilot's flight instruments (Figure 6 -15, 16). The unit consists of 3 LED information bars (19, 20, 21) and a Serviceability Indicator (22) on the right. Written colour coded messages together with a chime sound inform the pilots of any malfunctions or general warnings.

Claims (13)

1. Claims (13) 1. A computer monitor screen reader system that detects underlying pixel luminous intensity and colour which is then sent through attached flat cables to a microprocessor unit for decoding as a character, number or shape.
2. 2. A computer monitor screen reader system according to claim 1, in which the element that covers the computer monitor screen can detect characters, numbers and shapes no matter what the system of computer monitor or digital output device or display device whether it is CRT (Cathode Ray Tube), LCD (Liquid Crystal Display), PDP (Plasma display panel), OLED (Organic Light-Emitting Diode), TV (Television) or any other type of output screen used to display visual information.
3. 3. A computer monitor screen reader system according to claim 1, in which the element that covers the computer monitor screen is transparent enough to allow for normal use of the computer monitor.
4. 4. A computer monitor screen reader system according to claim 1, in which the element that covers the computer monitor screen is constructed of a flexible material.
5. S. A computer monitor screen reader system according to claim 1, in which the element that covers the computer monitor screen adheres to the same computer screen.
6. 6. A computer monitor screen reader system according to claim 1, in which the element that covers the computer monitor screen is able to be cut to the shape of any computer screen.
7. 7. A computer monitor screen reader system according to claim 1, in which the element that reads the data off the computer monitor screen can be a video camera which sends the data through flat cables or via radio link to a microprocessor unit for decoding as a character, number or shape.
8. 8. A computer monitor screen reader system according to claim 1, in which the attached microprocessor unit is linked to a personnel detector/camera utilising any of video, infrared, motion detection and image recognition analysis in order to ascertain how many people are present within the detector/camera field of view.
9. 9. A computer monitor screen reader system according to claim 1, in which the attached microprocessor unit contains an independent Global Positioning System.
10. 10. A computer monitor screen reader system according to claim 1, in which the attached microprocessor unit is linked to a series of independent detectors for the detection of ice formation, fire, proximate personnel and significant damage, the latter of which will work by image comparison.
11. 11. A computer monitor screen reader system according to claim 1, in which the attached microprocessor unit is connected to a 3 bar LED interface unit with a 3 light Serviceability Indicator which will be the primary source of communication and alert between an operator and the computer microprocessor unit, the secondary source being aural chimes.
12. 12. A computer monitor screen reader system according to claim 1, in which the attached microprocessor unit is linked to a door lock/unlock mechanism.
13. 13. A computer monitor screen reader system according to claim 1, in which the attached microprocessor unit has built in Bluetooth, Texting, Wi-Fi and USB capability.