JP2022088458A - Active container with data bridge - Google Patents

Abstract

PROBLEM TO BE SOLVED: To disclose a system for providing an active storage container with electric power during transit and data bridge.

SOLUTION: A container having a battery 103 and one or more active systems for maintaining a temperature or other characteristics of goods stored within the container, relies on a battery to maintain those active systems during transit. A size of the battery required for such applications may be reduced by providing access to external power during a shipment cycle. The container may also have data bridging capabilities that use short range wireless technology to communicate with nearby devices that have access to other data streams such as GPS data and internet connectivity. When bridged with a provider, the container may have access to new data streams, or may be able to disable internal devices providing those same data streams to conserve power.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2022,JPO&INPIT

Description

Contents of disclosure

〔priority〕
In this application, the title of the invention is "System for Providing In-Transit Power for Active Storage Containers". Claims priority in US Provisional Patent Application No. 62 / 540,099, filed August 2, 2017, with "Active Container with Data Bridging", each of which is disclosed herein by reference. Incorporated into the book.

[Field]
The disclosed technique relates to a system for providing in-transit power and a data bridge to an active storage container.

〔background〕
Goods shipped in containers may have thresholds for factors such as temperature, movement, humidity, and other characteristics of their storage environment. Fragile objects may require protection from contact with hard objects, or may require minimization of rapid forced acceleration, and pharmaceuticals and food products such as vaccines are within certain limits. Storage temperature may be required, and electronic devices and paper products may require storage humidity within a certain range. Unacceptable deviations from these properties may affect the quality or effectiveness of the shipping product or, in some cases, completely spoil the product when used for its intended purpose. Or even harmful. In some examples, goods can be properly shipped in passive containers, which can be, for example, ice sac, vacuum, or a heat-insulated and sealed container in which cooling air is stored. In other examples, passive mechanisms such as adiabatic and ice sac may not be sufficient, for example, during long transport times when the ice finally melts, or in products that may have a storage temperature range above the freezing point. ..

In these examples, an active vessel containing an active heating and / or cooling system can be used to meet the temperature requirements. This poses several problems other than cost and complexity, one is the need to ensure power supply to the active system of active vessels throughout the transport, which can last for more than 100 hours. .. When storage conditions fluctuate and transport lengths fluctuate, it can be difficult or impossible to determine accurate power demand throughout transport. As a result, the active container is equipped with a large battery that can be charged appropriately to regulate the temperature of the stored goods in transit. Providing a larger and more efficient battery provides some flexibility in transportation, but the added battery weight increases fuel usage and shipping costs, and the added battery size is simply Reduces the volume of goods that can be shipped within one active storage container. Batteries tend to be very poorly scaled for transport applications, so increasing their size and weight in this way is not ideal.

Each mechanism of the active container means additional battery charging requirements. As a result, active containers that can control the temperature of goods, track temperature, track location, and have other similar mechanisms may require large and heavy batteries, which is , Increase shipping costs and reduce the available space for goods in the container. Conversely, reducing the number of active mechanisms or reliance on existing active mechanisms may reduce battery requirements and allow additional goods to be shipped at lower cost.

Another limitation of many traditional active vessels is that the information collected from sensors such as temperature sensors and GPS systems identifies problems retroactively rather than actively identifying and resolving potential problems. It can only be used to do. It can be useful to know that a drug has been destroyed by being stored outside the acceptable temperature range when the drug arrives at its destination, but at the earliest opportunity to store it outside the acceptable range. It may be even more desirable to warn of the danger of being compromised so that the responsible party can intervene to prevent or address unacceptable storage conditions.

Devices such as GPS systems or communication systems may not always be available in transit and therefore cannot easily address the above limitations. For example, if an active container is placed in the cargo hold of an airplane for a long flight, government or airplane regulations will take long-range radio communications such as GPS to prevent interference with critical flight systems. It may be necessary to disable the mechanism. As another example, some warehouse or courier vehicles can be a radio communication dead zone due to their location or construction material, so that the active containers stored therein are long distance. The radio communication cannot be transmitted or received, which can prevent GPS data from being available while the container is in such an area.

Therefore, there is a need for improved systems to provide in-transit power and data bridges for active containers.

The drawings and detailed description below are intended to be exemplary only and are not intended to limit the scope of the invention.

It is a flow chart which shows the conventional active container transportation. It is a flow chart showing an exemplary improved active container transport using a system for providing power in transit. FIG. 6 is a side view of an exemplary set of vehicle shelves that can be used to store active containers. FIG. 3 is a front perspective view of an exemplary set of warehouse shelves that can be used to store active containers. FIG. 3 is a schematic representation of an exemplary active shelf for storing active containers. It is a schematic diagram of an exemplary active container. It is a flowchart of a series of steps that a system can perform to provide power and other functionality to an active vessel. It is a flow chart of an exemplary shipping cycle of an active container. FIG. 3 is an exemplary system diagram for an active container data bridge. It is a schematic diagram of an exemplary active container. It is a flow chart showing an exemplary sequence of steps that an active container can perform to bridge the available data connections. It is a front view of the exemplary keypad of an active container. FIG. 6 is a flow chart illustrating an exemplary sequence of steps that an active container may perform to provide information about an active container via an exemplary keypad.

[Detailed explanation]
For illustrative purposes, the novel techniques disclosed herein are described in the context of active container shipping and storage. Although the disclosed application of this technique meets long-standing unmet needs in the field of active container shipping and storage, this technique is practiced in the exact manner described herein. It should be understood that, in the light of this disclosure, it may be performed in other ways without undue experimentation by one of ordinary skill in the art. Therefore, the examples described herein should be understood as merely exemplary and should not be treated as limiting.

The disclosed system for providing in-transit power to an active container may be implemented by creating or modifying a storage point for an active container, such as a shelf, rack, or locker in a vehicle or warehouse. As a result, the storage point includes an external power source configured to power the active container when the active container is placed at the storage point. An active container configured to be used with this system has an internal battery, which powers one or more active systems such as temperature control systems, humidity control systems, or location tracking systems. It can be used to receive power from an external power source when the active container is placed at the storage point. Some implementations of the disclosed systems may require mechanical connections such as cabling or docking connections made between the external power supply and the active vessel, while other implementations are instead active. It relies on wireless power transfer so that the active container can be automatically connected to an external power source as a result of the operation of placing the target container at the storage point.

It should be understood that the teachings disclosed herein may apply to containers used in a variety of situations. For example, this includes reusable containers owned by the party sending or receiving the container, containers with limited reusability that are purchased and used for one or more shipments, and supplies. It can include containers that are rented or leased from a person and can be used by the party sending or receiving the container. Moreover, the teachings disclosed herein can be applied to containers with various mechanisms. For example, this includes a container with an active temperature control system (eg, an integrated compressor or thermoelectric device that can generate heat or cold and maintain or change the current temperature), a semi-active temperature control system. (For example, a container that does not generate heat or cold during transport, but has materials and devices that help maintain and maintain the initial temperature, such as a eutectic plate and circulation fan), and passively the temperature. It can include a controlled vessel (eg, a vessel that relies solely on the material or passive mechanical mechanism to maintain the initial temperature).

When the active vessel is connected to an external power source, the external power source can directly power the active system of the active vessel, charge the battery of the active vessel, or both. It can be performed. By connecting to an external power source at one or more storage points along the shipping cycle, the size and weight of the battery required to power the active vessel throughout the shipping cycle can be reduced, thereby reducing the size and weight of the battery. Reduce the total weight of active containers and increase the space available for storing goods.

It is also located in close proximity to the active container and used by the active container, using one or more short-range data transmission capabilities such as Wi-Fi, Bluetooth®, or physical data connections. Connected to another system or device that provides one or more data streams that can generate an analysis of the location of active containers, the state of various systems, the state of stored goods, and other information. Also disclosed is an active container with a data bridge. This includes receiving location data and connecting to a local wireless network while stored in a warehouse to exchange data with the system over the Internet, GPS for courier vehicles via Bluetooth®. It can include connecting with navigation and cellular data services, connecting with the aircraft's local wireless network to exchange data with the system over the Internet, and other similar bridging techniques and environments.

By using the data stream made available by such bridging techniques, the active vessel can disable an independent GPS or cellular data system to save power, or an independent connection. Is unavailable (eg, the active container does not have equipment that allows independent connection, or the active container is stored in an area where connection is not possible), or for some reason. If prohibited by, a data stream can be received and data can continue to be exchanged with the data stream. When operating in this way, the active container experiences a number of blind spots during the shipping cycle (ie, points in transit where the active container cannot receive or exchange information with the data stream). And the duration can be reduced or eliminated.

The disclosed description of power in transit and data bridges can be implemented separately or in combination in an active container, as desired for a particular implementation.

I. Exemplary In-Transport Charging Systems and Methods With reference to the drawings here, FIG. 1 shows a conventional shipping cycle (100) of an active container. In such a cycle, the active container may be a warehouse or packing center that produces the goods being shipped, or a warehouse or packing center that specializes in preparing active containers for shipping, its departure. At point (102), the battery may be charged to full capacity or near full capacity. When the active container is packed and initiates its transport, the active container maintains any active system that the active container has, which may include a temperature control system, a humidity control system, or an active vibration control system. A battery (103) will be used for power. The container may be moved from its storage point in the warehouse (102), which may be a shelf or packaging area, for example, and placed in a ground vehicle (104) for transport to the airport warehouse (106), throughout this period. Depends on the battery (103) for its power. After a period of time at the airport warehouse (106), the container can be loaded onto the plane (108) and moved to another location by plane, where it is removed from the plane (108) and for a period of time another airport warehouse (108). Can be placed in 110). The ground vehicle (104) can then arrive at the airport warehouse (110), retrieve one or more containers and transport them to the distribution center (112), where the containers are home or It may be mounted on another ground vehicle (104) for delivery to a final destination such as a company (114). As can be seen from FIG. 1, at each point along this transport, the active vessel relies on the battery (103) to power any required active mechanism.

In the example number of steps in the shipping cycle, if the package is misplaced in the storage area (106, 110, 112), or if the ground vehicle (104) or plane (108) has mechanical problems, or not. Thus, there are many opportunities for delays when delayed by weather, customs clearance, or other uncontrollable or unexpected events. As a result, there is little room for error in some shipments, and external forces such as mechanical failure, extreme temperature, or other delays can cause the battery to completely discharge, which can damage or use the goods. It may be impossible. As mentioned earlier, larger batteries can provide a larger initial charge to prevent certain levels of unexpected delay or power needs, but batteries are not heavy enough for transport applications. There is a problem that due to the size of the battery, there is not enough space left for the product inside the active container.

FIG. 2 is a flow chart illustrating an exemplary active container shipping cycle (101) using a system for supplying in-transit power to an active container (500) as shown in FIG. As shown in FIG. 2, the individual steps of the shipping cycle are similar: initial charging of the battery at a starting point such as a warehouse (102), transportation by several ground vehicles (104) and airplane (108). , And storage in various locations (106, 110, 112), but in this process, at some stage of the shipping cycle, the active container (500) has an internal power supply or "IPS" at all stages. It differs in that it may use an external power source or an in-transit power source, which may also be called "EPS" (105), rather than relying on a battery, which may be called (103). If EPS (105) is present in transit, the active container (500) can power its active system from EPS (105) or its IPS (103) from EPS (105). It can be charged, or both. As shown in the exemplary shipping cycle of FIG. 2, the active container (500) is the following exemplary location: (105) One or more ground vehicles in transit at the warehouse (105) of origin (105). In 104), have EPS available in one or more of the airport warehouses (106) or distribution centers (112).

This ability to reduce reliance on IPS (103) at several stages of the cycle or recharge IPS (103) in the middle phase maintains functionality comparable to that of larger IPS (103). However, a smaller IPS (103) can be used in the active container (500), thereby reducing the overall weight of the container and without compromising the safety of the goods in transit. It means increasing the availability of space for. For example, assuming that the transport shown in FIG. 1 is expected to be 100 hours long from the starting point to the destination, IPS (103) in FIG. 1 is based on the predicted ambient temperature during transport. In order to keep the temperature of the goods within an acceptable range, the temperature control system should be able to operate for at least 100 hours. Now consider FIG. 2 and assume that the duration of transport is 100 hours, but only 10 hours of which is spent on an airplane (108) where EPS (105) may not be available. In this case, the battery should allow the temperature control system to operate for at least 10 hours in order to keep the temperature of the goods within acceptable limits based on the predicted temperature of the cargo area of the airplane (108). The minimal charge mentioned above may not be ideal, but they serve as a useful comparison between FIGS. 1 and 2 and in some situations are required for IPS (103) to withstand. It is shown that the maximum charge made can be reduced by 90% by using the systems described herein. The implementation of a system as shown in FIG. 2 is specific to both the active container used with such a system and the storage area of such a system, as described in more detail below. Note that changes or mechanisms may need to be present.

FIG. 3 shows a side view of an exemplary set of vehicle shelves (200) and FIG. 4 shows a front perspective view of an exemplary set of warehouse shelves (300), each of which is there. An active shelf system (400) as shown in FIG. 5 may be fitted to provide the EPS (105) to the active container (500) stored in. Referring to FIG. 3, a set of vehicle shelves (200) that may be configured to provide EPS (105) is one of length and width for holding one or more active containers (500). Each shelf (202) of a set of shelves (200) can include one or more shelves (202), a bottom surface (204) and a surface (206) on which an active container (500) can be placed. ), The rear wall (208) on which the active container (500) can be leaned against, and the front edge of the shelf, which can prevent the active container (500) from slipping or falling off the shelf. With a lip (210). A set of warehouse shelves (300) that may be configured to provide EPS (105) is one or more shelves (302) of length and width for holding one or more active containers (500). ), Each shelf (302) of the set of shelves (300) has a surface (304) for holding the active container (500), and the surface (304) is a lower surface (not shown). Can include a shelf (302) and a frame (306) that holds the shelf (302) and the active container (500) in place.

FIG. 5 is an exemplary active for storing an active container (500) that can be mounted as a shelf (202, 302) on one of the shelf systems (200, 300) shown in FIGS. 3 and 4. It is a schematic diagram of the target shelf (400). The shelf frame (402) extends horizontally and can hold one or more active containers (500). The shelf frame (402) provides a place such as a mounting point or enclosure in which additional components of the active shelf (400) can be mounted or installed. Additional components can include EPS (404), container identifier (408), warehouse management system (410), network device (412), and power supply (414). Each EPS (404) can supply external power to one or more active containers (500), and power to each individual EPS comes from a power source (414). EPS (404) is a direct connection such as a cable or docking connection, or other similar short-field and long-range technology for inductive coupling, capacitive coupling, magnetic coupling, laser, or wireless power transfer. Power can be delivered to the active container (500) via a wireless power delivery method such as. As seen in FIG. 6, each active container (500) has an EPS receiver (504) configured to receive power from the EPS (404), a particular form of such a component. Is based on a particular form of power delivery.

For example, if the EPS (404) delivers power via a cable or other mechanical connection, the EPS receiver (504) can be the corresponding cable or mechanical connection, resulting in an active container. When (500) is placed on a shelf with EPS, the cable is EPS as a separate action or as part of the action of placing the active container (500) (eg, by the action of placing the container). The receiver (504) can be manually connected (if docked to EPS (404) or socketed) for its respective placements on shelves and containers. When delivering power wirelessly, such as when EPS (404) is an induction, capacitance, magnetic dynamics, or optical transmitter, the EPS receiver (504) is with an induction, capacitance, magnetic dynamics, or optical receiver. can do. The radio EPS (404) can start automatically supplying power to the active container (500) as a result of the operation of placing the active container (500) on the shelf having the radio EPS. For example, in an implementation in which induction techniques are used, the active vessel comprises an EPS receiver (504) such as an induction strip or plate on the bottom or side of the vessel (500) and an EPS-enabled shelf (202, 302) has an induction transmitter strip or plate installed as EPS (404) on the wall (208), bottom surface (204), surface (206), or frame (306) of the shelves (202, 302). Therefore, when the active vessel (500) is placed on the shelf (202, 302), it rests within a distance from EPS (404) where the induced transmission of power can be automatically initiated. The physical shape and properties of the vessel, shelf, or both can be selected to ensure the positioning and distance of the vessel and shelf relative to each other to allow inductive transmission, rails, notches, tabs, or It may include the use of other physical mechanisms that can be guided or interlocked to ensure proper placement when the active container (500) is placed on the shelves (202, 302).

Other mechanisms of the active shelf can include an inventory management mechanism including a container identifier (408) and an inventory management system (410). The container identifier (408) may be a physical data connection such as, for example, a cable capable of connecting to EPS (404) or a cable that may be part of the connection or other mechanical connection, or an optical scanner. Alternatively, it may be a device for wirelessly capturing data, such as a wireless transceiver such as Wi-Fi, Bluetooth®, RFID or NFC. The container identifier (408) can be placed in or near the active shelf (400), such as on a wall (208) or frame (306), with the active container (500) on the active shelf (400). It is configured to identify the active vessel (500) when placed in or connected to EPS (404). For example, this may include using a radio transceiver to read a unique RFID number from a chip placed on an active container.

This identification can then be passed to the warehouse management system (410) and stored so that various details of the transport of the active container (500) can be determined. This is identified via a dynamic data stream such as, for example, the length of time the container is in a particular location, the temperature during that period, the estimation of the container or the actual battery charge (eg, NFC or Bluetooth®). In the system where the actual battery charge may be available), the time spent to be powered by EPS (105), the time spent to be powered by IPS (103). It can include time, and other information. Such information is on a warehouse management system (410), which can be a processor and memory, a single board computer, or other computing device that can be installed in or near an active shelf (404). Can be stored locally. Such information may include, for example, wireless network devices, Bluetooth® devices, cellular data devices, or other wireless data transmitting devices, network devices installed inside or near an active shelf (404). It can also be transmitted to remote locations and servers via (412). For example, a cellular data network device (412) can periodically send data from an inventory management system (410) to a cloud-based system or remote server and is associated with a single active container (500). Data from multiple active shelf systems (400) can be aggregated and used to determine the details of container transport. In another embodiment, the network device (412) uses a long-range wireless data connection available via the driver's mobile phone or the built-in data connection of the ground vehicle (104) to achieve such communication. It can be Bluetooth® or other short-range wireless connection.

The power source (414) that supplies power to each individual EPS (404) is supplied, for example, from a high-capacity battery used in an electric ground vehicle (104), a generator or an alternator of the ground vehicle (104). It may be a current supplied from a solar panel installed outside the ground vehicle (104) or the warehouse (106), or a standard current supplied by an outlet or electrical equipment in the warehouse (106).

The power supplied to the active vessel can be drawn and used by the active vessel (500) on demand, depending on the characteristics and mechanism of the particular active vessel (500), or IPS (103). It can be used to recharge, or both. FIG. 6 shows a schematic of an exemplary active container (500) with some exemplary mechanism. The active container (500) includes a storage compartment (512), EPS receiver (504), battery (506), temperature control system or "TMS" (508), transport tracking system (510), and network device (514). Has a case (502) including. The case (502) may be durable and insulated and may have a physical connection for connecting to the EPS (404) via the EPS receiver (504), or of wireless transmission of power. In some cases, the case (502) made of a material that allows wireless transmission of power, data, or both through an externally mounted EPS receiver (504), or that section of the case (502). May have some. The storage compartment (512) in the case (502) can be accessed, for example by a door or lid, and is used to store goods shipped in an active container (500). Because the battery (506) acts as an IPS (103) for the active system of the active container (500) and EPS (105) is available during one or more parts of the shipping cycle (200). , The size and capacity can be reduced compared to the conventional system.

The active system of the active container (500) can include a temperature control system (508), a transport tracking system (510), air conditioning, active vibration control, or other mechanisms. In the container of FIG. 6, the TMS (508) responds to the temperature sensor data generated by the sensor of the TMS (508) in order to regulate the temperature of the goods in the storage compartment (512), the storage compartment (512). ), Or the air or material in contact with the storage compartment (512) can be actively cooled and heated. The TMS (508) includes a variety of compressor cooling, stored energy in both heating plates and cooling plates, resistance heating elements, solid state heating and cooling such as thermoelectric cooling, phase change heating and cooling, and other similar techniques. Conventional heating and cooling devices can be used. The TMS (508) typically operates without stopping to maintain the desired temperature range, but the active container (500) is the cargo hold of the airplane (108), or electric heating, cooling, Alternatively, it may be configured to be deactivated under certain conditions, such as when stored in other areas where the use of the system may be restricted for the circulation of air volume.

The transport tracking system (510) is the location of the active container (500) via GPS, the temperature and humidity of the storage compartment (512) in transit, the movement and acceleration of the container (500) in transit, the battery in transit. Use, charge and condition of (506), use and availability of EPS (404) in transit, and other in transit generated that may be useful in determining the outcome or current condition of transport. Can be used to track and store information. Such information may be stored in a transport tracking system (510) and accessed manually, or may be cellular data, Wi-Fi, Bluetooth®, or NFC transceivers, or another communications transceiver, etc. It may be transmitted to one or more remote systems or devices via the network device (514). Such information may be, for example, whether the goods were always stored within an acceptable temperature range during shipping, whether any abnormal impact or movement of the container could damage the goods inside, or other similar. It can be used to determine decisions. When such information is available in real time, it can be used to intervene in transport and reduce or prevent the risk of damage to goods within the active container (500). For example, if the TMS (508) produces data indicating that the battery (506) has only sufficient charge for temperature control for another 5 hours, then the transport tracking device (510) is a network device (514). ), Such information may be reported to the remote server. The remote server facilitates delivery of the container so that it arrives before the battery (506) is exhausted, or EPS (105) is available and the battery (506) is available before continued transportation. A determination may be made by a person or software application to delay transport in a warehouse (106) that can be used to recharge the battery. Other examples of measures that can be taken in response to real-time data from the active container (500) will be apparent to those of skill in the art in light of the disclosure herein.

FIG. 7 is a flow chart of a series of steps that a power system in transit can perform to provide power and other functionality to an active container. When the active container (500) is placed on the shelf (202, 302), the active container is the battery, in the absence of EPS (602), either in the vehicle (104) or in the warehouse (106). Continue to power any active system via IPS (103) such as (506) (602). If present, any transport information generated by the transport tracking system (510) will continue to be stored locally (604). When EPS is available (600), EPS can be directly powered (606) to operate one or more active systems of the active vessel (500) (605). This may include, for example, supplying power directly to the TMS (508) and other systems of the active vessel (500) to reduce or disable the withdrawal of power from the battery (506). However, in some cases, the EPS, active vessel (500), or both may not be configured to power the active system directly (606), or power the active system directly. Supplying may not be desirable in other situations. If the system is not configured to power directly (606), the EPS may be configured to provide charge to the battery (608), with the battery receiving charge from the EPS (610). At the same time, it continues to power the active system. In this way, the EPS can indirectly power the active system, which is required to allow the EPS to power the active system directly. The complexity or need for some additional equipment can be reduced.

In some configurations, the EPS and active vessel (500) are to supply power directly (606) to operate the active system from the EPS (605) and to charge the battery (506) from the EPS. It should also be understood that it can be configured for both providing power (608). The power output of the EPS can be higher in such a configuration, but may be desirable in situations where the goal is to maximize the charge received by the battery (506) while connected to the EPS. An implementation that has the ability to send data to a remote server while connected to the EPS as described above will remote the transport details when an active shelf system (400) with network capability is available. Can be recorded at (612).

II. Exemplary Active Containers and Methods with Data Bridges With reference to the drawings here, FIG. 8 is a flow chart of an exemplary shipping cycle (700) through which an active container (900) as shown in FIG. 10 can pass. Is shown. The active container (900) can be used in a variety of situations, for example, a reusable container owned by the party sending or receiving the container, purchased and used for one or more shipments. Can include containers with limited reusability, as well as containers that are rented or leased from the supplier and can be used by the party sending or receiving the container. During the shipping cycle, active containers (900) can be stored in a variety of locations, including storage and delivery warehouses (702), courier vehicles (704), airport warehouses (706), and planes (708). All before arriving at the destination (770). Each of these locations can affect the ability of the active vessel (900) to track the location, report the location, or perform other tasks related to inbound and outbound communications. Can have different properties and storage conditions.

For example, some warehouses (702) may be constructed from concrete, metal, or other materials, which block the quality of radio data transmission in and out of the structure, either alone or in combination with each other. Or can be reduced. The delivery vehicle (704) can also be constructed from metal or other material that can passively block radio transmission to and from the storage area, and in some cases other passive or active radio transmission blockages. By using the technique, it may even be deliberately shielded against such transmissions. As in the previous example, airport warehouses (706) and airplanes (708) may resist radio transmission by material or active shielding, and are also unsuccessful attempts to transmit data wirelessly. Can also be banned or regulated by law or agreement requiring that any device capable of wireless transmission be completely powered off.

The active container (900) can include a device for transmitting and receiving data. It is a location tracking system (908) that receives GPS data from satellites and provides that location data to remote servers and devices in the form of tracking information, an active container (900) in response to communications from the remote server. It can include a keypad (914) and security mechanism that can be remotely locked or unlocked, a battery (904) management system that reports battery status and charge to a remote server, and other similar mechanisms.

For example, a tracking system (908) that may receive GPS or other location data to determine the current location, which may later be stored locally in memory during the trip. Such information may be used later to reproduce the route taken during shipping, or enable or disable various mechanisms of the active container (900) based on the geographical location of the container. May be used for. This includes enabling or disabling certain types of radio transmission when the active vessel (900) is in or near the airport, in a particular storage area or outside a particular predicted route. The active container (900) can be automatically locked, or other similar measures can be included. If the tracking system (908) cannot independently determine the position of the active container (900), GPS data reception is blocked, banned, or disabled to save power. Therefore, such a mechanism may not be available.

As another example, some active containers (900) can exchange data with remote systems on a regular basis. It reports the current location to allow real-time tracking of shipments, reports the temperature or humidity of goods stored in the storage compartment (912), reports the battery (904) charge level. , Reporting attempts to access the container via the keypad (914), reporting the status of one or more active systems (906), including temperature and humidity control systems, and preferably remote. It can contain other information that can be sent to the server, aggregated, or used otherwise. A container that exchanges data with a remote system is, for example, a container having an active temperature control system (eg, an integrated compressor or thermoelectric device that can generate heat or cold and maintain or change the current temperature). Containers with a semi-active temperature control system (eg, containers that do not generate heat or cold during transport but have materials and devices that help maintain and maintain the initial temperature, such as eutectic plates and circulation fans), and , Can include containers whose temperature is passively controlled (eg, vessels that rely solely on the material or passive mechanical mechanism to maintain the initial temperature).

The specific content of the data generated and exchanged for containers with active, semi-active, and passive temperature control systems varies, but the teachings herein may apply to each. In addition, the active container (900) comprises one or more of the active system (906), tracking system (908), communication device (910), or other device or component of the active container (900). It should be appreciated that it is possible to have a controller such as a processor (918) configured to control. The processor (918) may be a single processor capable of controlling one or more components of the active container (900) or operating such that it can be used by it, or each one. It may be a plurality of processors accessible by the above components or dedicated to it. For example, in some embodiments, the processor (918) can include a main processor capable of controlling information and operating to exchange information with a tracking system (908) and a communication device (910), tracking. It can also include a processor that is dedicated to the system or is contained within the tracking system and is configured to receive and interpret positioning signals, trigger events associated with the positioning signals, and other similar tasks. Other similar variants and embodiments will be apparent to those of skill in the art in light of the disclosure herein.

The exchange of information may take place via one or more communications in an active vessel (900) or a network device (910), which is a device capable of communicating independently with a remote server such as a cellular data modem. , But other similar short-range radio technologies that may be installed inside or outside the case (902) of a Bluetooth®, Wi-Fi, or active container (900). , Or may include devices that can be bridged to other locally available data connections, such as USB, Ethernet, or wired communication options such as broadband over power. If the network device (910) is unable to communicate with the remote system, such a mechanism may not be available because the communication is cut off, prohibited or disabled to save power. be.

The inability to receive or send certain types of data because the transmission is completely or partially blocked, or because the device is shut off or prohibited from use, is an active container ( It can affect one or more of the above-mentioned mechanisms of 900). Devices that consume very little power, if possible, to save limited battery (904) charging of the active container (900), even when complete and independent connectivity is possible (eg, length). It may be desirable to limit the use of such connectivity to low energy Bluetooth® rather than long range cellular data.

Independent communication with remote servers or devices via GPS receivers or cellular data modems, although sometimes prevented or prohibited, is short via Bluetooth®, Wi-Fi, or other techniques. Ranged radio communications can circumvent such prohibitions, or are not blocked by a metal or concrete exterior, but successfully within a warehouse (702), delivery vehicle (704), or airplane (708). Can work. By establishing a local connection to a device capable of connecting to a remote server, the active container (900) will rely on any connection with the remote device when an independent connection is unavailable or undesired. It is effectively possible to bridge and use that data stream to maintain the mechanics.

As an example, FIG. 9 shows a diagram of a system capable of data bridging to maintain transmission and reception of various data when wireless transmission is prevented or prohibited. In the illustrated example, the bridge provider (802) may store, for example, a warehouse (702), a delivery vehicle (704), an airplane (708), or an active container (900) during the shipping cycle, and also a server (702). Required by an active container (900), such as GPS data (804) or wide area network internet connection (806), via a cellular data modem that may allow communication with remote devices such as 808) or mobile devices (810). It may be elsewhere to access one or more data streams. The bridge provider (802) may provide a data stream that can be bridged in various ways. For example, in the case of a warehouse (702) or an airport warehouse (706), wireless communication from within the warehouse directed to a destination outside the warehouse (702) is the cement used to build the warehouse (702) and It can be completely or partially blocked by a metallic material.

However, the computer system within the warehouse (702) itself can access the wide area network (806) via an externally mounted antenna or cable. The reception of GPS signals may also be unreliable within the warehouse, but the computer system within the warehouse (702) is the GPS location of the warehouse (702), or the active container (900) stored in the warehouse (702). It may store information that can be used to determine even the GPS position of. In this example, the active vessel (900) uses Wi-Fi, Bluetooth® or other network device (910) to send and receive information to and from the computer system of the warehouse (702). You can connect to devices or local area networks available within the warehouse (702). By establishing such a connection, the active container (900) can receive information indicating its current location, such as location recording, product temperature and condition recording, battery charging, or other information. Such information can be exchanged with a server (808) or a mobile device (810). Such information is provided to ensure that the active container (900) arrives in the expected state at the expected time, or that the active container (900) has been misplaced or active. It can be used to intervene if the information provided indicates that the system (906) or battery (904) has failed or failed.

The bridge provider (802) is a delivery vehicle (704) and independent communication with a GPS data stream (804) or wide area network (806) is not possible or prohibited, at least for the reasons mentioned above. In an example where it is not desirable, or otherwise unavailable, the courier vehicle (704) itself can receive the GPS data stream (804) or communicate with the wide area network (806). May have an integrated device that can. This is often the case for vehicles used for mass transportation of packages and goods for both retail location and home and business deliveries, and even many private vehicles are now GPS. Equipped with navigation and cellular data modem. Even if such a device is not integrated with the delivery vehicle (804), the vehicle driver can have a mobile device with such capabilities, such as a mobile phone or mobile hotspot. If such capabilities are available, as in the example above, the active vessel (900) will be bridged using Wi-Fi, Bluetooth®, or another network device (910). Connect to the provider (802) (whether it is an integrated device of the delivery vehicle (704) or a device owned by the driver or occupant), GPS data stream (804) and wide area via the bridge provider (802). You can access the network data stream (806).

In the example where the bridge provider (802) is an airplane (708), the situation is similar, but the airplane may be more likely to ban certain types of radio transmission. Thus, for example, Bluetooth® or other short range radio options may be the preferred options for bridging, but Wi-Fi with a longer range is usually banned or utilized. It can be impossible. If the plane (708) is a bridge provider (802), the bridge may only be allowed at certain times during the flight, which indicates that the plane (708) is taking off or landing, an altimeter or Network device (910) when a sensor in an active container (900) such as an altimeter indicates, or when a signal is received from the bridge provider (802) indicating that the network device (910) should be turned off. May need to be turned off. The network device (900) used to connect to the bridge provider (802) is a physical cable, or any other mechanical connection made when the active vessel (900) is placed at the bridge provider (802). It can also be the case for airplanes (708) or other bridge providers (802). Such physical cables or other mechanical connections also benefit power, heating or cooling ventilation, and active containers (900), or to internal active systems (906) or batteries (904). It may provide other resources that may make it possible to reduce dependence.

Then referring to FIG. 11, this figure shows a flow chart of a series of steps that can be performed by the active vessel (900) to utilize the data stream from the nearby bridge provider (802). The step in FIG. 11 assumes that the active vessel (900) does not have independent access to GPS and wide area network data streams, which is forbidden, such connections are blocked. It is assumed that the active vessel (900) is not equipped for independent GPS and wide area network access. In such a scenario, the active vessel (900) may have temperature, humidity, battery status, vibration or movement conditions, or other properties configured to detect and determine, eg, network device (910). , Standalone that communicates with the memory (916) of the active container (900), which can be a component of the tracking system (908), the active system (906), or other components of the active container (900). Record locally in memory (916) (1000). Such information is in a form that is compressed or encrypted to be desirable when it is generated, and the data is later aggregated or graphed to be desirable for a particular application. It can be recorded locally in any format or data structure that can be recreated in any other way (1000). When the GPS bridge is in close proximity to a bridge provider (802), where the active vessel (900) is configured to access the GPS data stream (804) or otherwise provide location data. When available (1002), the active vessel (900) connects to the bridge provider (802) via the network device (910) and is available via GPS information, or the bridge provider (802). The reception of other information obtained can be initiated, which can be recorded locally in the memory (916) of the active container (900) (1004).

When a wide area network bridge becomes available (1006), such as when the active container (900) is in close proximity to a bridge provider (802) that accesses the wide area network data stream (806), the active container (900) becomes , Can connect to the bridge provider (802) via a network device (910) to access the wide area network data stream (806). A wide area network data stream (806) may be, for example, a broadband internet connection in a warehouse (702), a cellular data connection in a delivery vehicle (704) or an airplane (708), a cellular data connection in a mobile phone, or other similar device or connection. May be accessible through. When the active container (900) is connected via a WAN bridge (1006), information exchange with the server (808) and mobile device (810) can be initiated, which is the active container (900). ) May include providing information indicating the location and status, or preferably other information that can be recorded on remote devices (1008), to those devices. Other types of information that can be recorded locally and remotely, as well as their use, will be apparent to those of skill in the art in light of the disclosure herein.

One component of the active container (900) described above is the keypad (914) shown in FIG. The keypad (914) has several mechanisms that can work with the data bridging capabilities described above. A set of buttons (1102) can be used by the operator to interact with the active container (900) and the user can, for example, lock, unlock, or configure the active container (900). May be possible to change. The keypad can also have one or more indicators, including a critical indicator (1104), a safety indicator (1106), and a warning indicator (1108). The illustrated indicator (1104, 1106, 1108) can be, for example, a light emitting diode that can be activated to emit various colors. The critical indicator (1104) may emit red light, for example, to indicate a fatal failure of any aspect of the active container (900) that may affect the usefulness of the goods stored therein. A safety indicator (1106), for example, a green light to indicate that the active container (900) is operating as expected and the goods stored in it should be in the expected state. It may be a light emitting diode capable of emitting light. The warning indicator (1108), for example, has a low risk error that the active container (900) is unlikely to affect the usefulness of the goods stored therein, but should be investigated. To show that, for example, it may be a light emitting diode capable of emitting orange or amber light.

One or more indicator lights (1104, 1106, 1108) may be lit by an active container (900) in some circumstances. FIG. 13 shows a flow chart of an exemplary set of steps that can be performed to turn on the indicator light on the keypad (914) in a series of situations. One or more systems or components of an active container can generate diagnostic messages and alerts during use. This can be, for example, undercharging or malfunctioning of the battery (904), failure or unpredictable behavior of an active system (906) such as a temperature control system, storage compartment (912) that is out of safe storage range for the goods inside. Temperature or humidity readings from, or other similar events, may generate local alerts (1200).

Remote alerts can also be generated when the active container (900) is communicating with a remote system such as a server (808) (1202). Remote alerts can occur when a server (808) or mobile device (810) provides information or instructions to generate an alert to an active container (900) (1202). This may be due to, for example, that the active container (900) was shipped to the wrong destination, that the active container (900) contains the wrong goods, or that the goods in the container were improperly packed. Or that the item has been recalled by the manufacturer and that the goods are unusable even though some information provided by the active container (900) has not generated a local alert (1200). It can include indications from the server (808) in other similar situations where the indication or determination that the active container (900) should be placed in a particular alert mode is made remotely.

If there are no local or remote alerts, or if previous alerts have been cleared or resolved, enable the safety indicator on the keypad (914) (1204) and the active container (900) works as expected. And can provide a visual indicator that the goods contained therein have been properly stored and maintained. After a local or remote alert is generated, a determination can be made as to whether it is critical (1206). This determination may be made by the system or component that generates the alert and may be included in the electronic signal that generates the alert, may be determined by the remote server (808) and delivered as part of the remote alert, or It may be determined by the processor (918) and the memory (916) of the active container (900). The determination of whether an alert is critical (1206) may depend on factors such as the goods stored in the storage compartment (912), the nature and severity of the alert, or other factors. For example, one alert may indicate that the temperature at which the goods were stored in the active container (900) was 5% above the safe range for 5 minutes. For some products, this can be a critical alert (1206), in which case the critical indicator is enabled (1210) to visually warn someone that the internal product should not be used, and also. , The active container (900) can be locked out (1212) to prevent attempts to access the storage compartment (912) via the keypad (914) without an access code or other remote authorization. The same set of situations may be determined to be non-critical for different types of goods (1206), in which case the warning indicator is enabled (1208), something goes wrong during shipping and further inquiries are approved. Indicates that it can be done, but that the goods may be accessed and used if necessary.

There are other examples of situations that can generate alerts. For example, if the active container (900) is reported stolen, or with location data available locally or remotely, it may be located outside the expected route or delivered to the wrong destination. If indicated, a local or remote alert may be generated (1200, 1202), considered critical (1206), and provide a critical alert indicator (1210) and lockout (1212). As a result, the contents of the storage compartment (912) are not easily accessible by someone who accidentally or maliciously owns the active container (900). Such alerts are, for example, when the active vessel (900) is disconnected from the bridge provider (802) outside the expected geofence area (eg, the destination where the active vessel (900) is expected). May be triggered by a bridge provider (802) loss of connection while exceeding 91.44 m (100 yards) from, which causes the active vessel (900) to deliver to the wrong area. This is to indicate that it has been, has been stolen, or otherwise deviated from its expected course. In such situations, the keypad (914) may be configured to automatically lock out (1212) based on being outside the geofence delivery area when the bridge connection is lost. In addition, the lockout (1212) may be configured to be automatically released when the bridge connection is restored within the geofence delivery area.

As another example, the delivery vehicle (704) with the active container (900) inside, as indicated by the information provided, for example, from the bridge provider (802) or the accelerometer in the active container (900). If a local or remote alert is generated indicating that the item has been suddenly stopped or involved in a traffic accident (1200, 1202), the item is likely to be available, but the physics caused by vibrations (jarring movements). Warning lights can be enabled to indicate that rigorous inspection should be performed for damage to the target (1208). Further examples will be apparent to those of skill in the art in light of the disclosure herein.

III. Example Example 1
In an active container, (a) a storage compartment, (b) a set of active mechanisms, (c) a battery configured to power a set of active mechanisms, and (d) power reception. A power source that includes a machine, (i) receiving power from an external power source when the power receiver is coupled to an external power source, and (ii) recharging the battery when the power receiver is coupled to an external power source. The power receiver, including the power source, is configured to couple to the external power source when the active container is placed on a surface close to the external power source. container.

Example 2
It further includes a set of placement guides arranged around the outside of the active container and adapted to guide the active container to the coupling position when the active container is placed on the surface, (a) outside. The power supply includes a radio power source located close to the coupling position, (b) the power receiver includes a radio power receiver, and (c) the radio power receiver is when the active container is in the coupling position. The active container according to Example 1, which is arranged in an active container so as to be automatically wirelessly coupled to a wireless power source.

Example 3
It further comprises a set of placement guides arranged around the outside of the active container and adapted to guide the active container to the coupling position when the active container is placed on the surface, (a) outside. The power supply includes a wired power source located close to the coupling position, (b) the power receiver includes a wired power receiver, and (c) the wired power receiver is when the active container is in the coupling position. The active container according to one or more of Examples 1 and 2, wherein the active container is automatically and mechanically connected to the wired power source and is arranged on the active container so as to be coupled with the wired power source.

Example 4
(A) The power supply is further configured to power a set of active mechanisms when coupled to an external power source, and (b) the battery is only when the power source is not coupled to an external power source. The active vessel according to one or more of Examples 1 to 3, further configured to power a set of active mechanisms.

Example 5
Whether (a) the expected transport of the active container and (b) the active container is placed on the surface and coupled with an external power source during any portion of the expected transport of the active container. The active container according to one or more of Examples 1 to 4, wherein the maximum charge capacity of the battery is determined based on somehow.

Example 6
The surface is a shelf within the storage area of the vehicle, and the shelf is adapted to hold the active container in place and to maintain coupling between the active container and an external power source during transport. The active container according to one or more of Examples 1 to 5.

Example 7
A set of active mechanisms includes a temperature control system, the storage compartment contains a sensitive material that must be maintained at the first temperature for the first duration, and the battery contains the storage compartment for the second duration. 1 of Examples 1-6, adapted to power the temperature control system to maintain at the first temperature over, and the second duration is less than half of the first duration. Active containers described in one or more.

Example 8
A set of active mechanisms can operate to (a) a transport tracking system configured to track and store the position and condition of the active vessel and (b) maintain the storage compartment at a set temperature. The temperature control system, including the temperature control system, (i) receives the restricted position signal from the transport tracking system and (ii) disables the operation of the temperature control system in response to the restricted position signal. The active vessel according to one or more of Examples 1 to 7, further configured to.

Example 9
Further including network devices, a set of active mechanisms includes a transport tracking system capable of tracking and storing the position and condition of an active container, the transport tracking system being (a) one over the duration of transport. To store a set of transport data, that set of transport data includes the location of the active container, the temperature of the storage compartment, the acceleration of the active container, and the battery status of the battery throughout the transport period. And (b) if the active container is coupled to an external power source, it is configured to connect to the receiver via a network device and send a set of transport data to the receiver. The active container according to one or more of Examples 1 to 8.

Example 10
The active container according to Example 9, wherein the network device is a first wireless transceiver, the receiver is a second wireless transceiver, and the receiver is located close to the surface.

Example 11
In a system for powering multiple active containers during transport, the system includes a set of placement positions, where each placement position in the set of placement positions is (a) selective for the active container. A set of arrangements, including a structure adapted to hold in and (b) an external power source configured to be coupled to the active container when placed in the placement position. The location includes a vehicle placement position located within the vehicle, the system accommodating multiple active containers over a portion of the transport.

Example 12
(A) The structure comprises a set of placement guides that are placed outside the structure and adapted to guide the active container to the coupling position when placed on the structure. (B) The external power supply includes a power transmitter that is located close to the coupling position and is configured to automatically couple with the power receiver of the active vessel when the active vessel is in the coupling position. , The system according to the eleventh embodiment.

Example 13
The system according to a twelfth embodiment, wherein the power transmitter is configured to wirelessly supply power to a power receiver.

Example 14
The system according to one or more of Examples 11 to 13, wherein the set of placement positions comprises a storage placement position placed within the structure, wherein the structure contains a plurality of active containers over a portion of the transport. ..

Example 15
14. The system of Example 14, wherein the set of placement positions comprises a delivery placement position placed at the destination of the active container, where the destination receives the active container at the end of transport.

Example 16
A container identifier that can operate to receive information that identifies the active container when the active container is on the structure, and an inventory management system configured to store data related to the transport of the active container. And, further including, the inventory management system (a) receives an identifier from the container identifier and (b) creates a transport record containing a description of the time and position of the active container while on the structure, ( c) The system according to one or more of Examples 11-15, which is configured to send transport records and identifiers to a remote server and associate the transport records with the transport history of an active container.

Example 17
Communication devices configured to receive a set of transport data from the active container when the active container is on the structure, and (a) the time and position of the active container while on the structure. Embodiments 11-16, further comprising an inventory management system configured to create a transport record containing a description as well as a set of transport data and (b) provide the transport record to a remote transport management server. One or more of the systems described.

Example 18
The inventory management system (a) determines that the battery in the active container has insufficient power based on a set of transportation data, and (b) provides the remote transportation management server with an indication of insufficient battery. 17. The system according to Example 17, further configured to indicate an inadequate battery display, which is configured to cause the remote transport management server to modify the transport plan associated with the active container.

Example 19
In a system for powering an active vessel in transit, (a) a structure adapted to hold the active vessel, including an external power source, and (b) an active vessel. A container that includes (i) a storage compartment, (ii) a temperature control system, (iii) a battery configured to power the temperature control system, and (iv) a power receiver. The power receiver comprises an active container, including a power source, which is configured to recharge the battery from the external power source when the power receiver is coupled to an external power source. A system that is arranged to couple with an external power source when the container is placed on the structure.

Example 20
The active vessel further comprises a set of placement guides that are placed outside the active vessel and adapted to guide the active vessel to the coupling position when the active vessel is placed on the structure. (A) The external power source includes a wireless power source located close to the coupling position, (b) the power receiver includes a wireless power receiver, and (c) the wireless power receiver is an active container coupled. 19. The system of Example 19, which is located in an active container so that it automatically couples to a wireless power source when in position.

Although various embodiments of the invention have been shown and described, further adaptation of the methods and systems described herein can be achieved by appropriate modification by one of ordinary skill in the art without departing from the scope of the invention. .. Some of these potential amendments have been mentioned and others will be apparent to those of skill in the art. For example, the above-mentioned examples, embodiments, geometric shapes, materials, dimensions, ratios, steps, etc. are exemplary and not essential. Accordingly, it is understood that the scope of the invention should be considered with respect to the following claims and is not limited to the structural and operational details shown and described herein and in the drawings. To.

Example 21
In active vessels, it operates to (a) store compartments adapted to store materials in transit, (b) bridge-connected devices, and (c) information related to active container transport. It includes possible memory and (d) a controller configured to control the operation of the bridge-connected device, the controller (i) bridging that the bridge provider is within the connectable range of the bridge-connected device. Establishing a connection between the bridge-connected device and the bridge provider when the device detects it, and (ii) receiving a set of transport data from the bridge provider through the bridge-connected device, a set. The transport data is further configured to originate from a data stream accessible by the bridge provider and (iii) store at least a portion of the set of transport data in memory. , Active container.

Example 22
Further including a temperature control system capable of operating to control the temperature of the storage compartment and a battery configured to power the temperature control system, the data stream is an internet connection and the controller is (a). ) By sending a set of temperature data from the temperature control system to the remote server via a bridge-attached device, the set of temperature data describes the measured temperature of the storage compartment in transit. , (B) Sending a set of battery data to a remote server via a bridge-connected device, wherein the set of battery data describes the measured battery charge of the battery in transit. 21. The active vessel according to Example 21, further configured to do so.

Example 23
The active container according to Example 21 or 22, wherein the data stream is output from the global positioning device and a portion of the set of transport data is global positioning coordinates.

Example 24
23. The active vessel of Example 23, further comprising a tracking system capable of operating to generate global positioning coordinates independently of the data stream.

Example 25
13. Active container.

Example 26
Further includes a wireless device capable of operating to access the data stream directly and a battery configured to operate the wireless device and a low energy Bluetooth® transmitter / receiver, (a) the wireless device is low energy. It consumes more electricity during operation than a Bluetooth® transmitter / receiver, and (b) the controller is wireless when a connection is established between the low energy Bluetooth® transmitter / receiver and the bridge provider. 25. The active vessel according to Example 25, which is further configured to disable the device.

Example 27
The controller (a) receives an altitude indicator from the sensor of the active vessel, and (b) determines that the active vessel is located on the airplane during the communication restricted portion of the flight based on the altitude indicator, and (c). ) The active container according to any of Examples 21 to 26, further configured to disable a set of restricted devices during the communication restricted portion of the flight, the bridge-connected device is within the set of restricted devices. ..

Example 28
Further including a wired bridge connection device, the controller can (a) establish a connection between the wired bridge connection device and the bridge provider when a set of restricted devices is disabled, and (b) the bridge provider. Receiving a set of transportation data from a wired bridge-connected device results in a set of transportation data, and (c) a set of local transportation data to a remote server via a bridge provider. 27. The active vessel according to Example 27, which is further configured to transmit and perform.

Example 29
It also includes a keypad located outside the active container and an automatic lock configured to selectively prevent or allow access to the storage compartment, which is a user input device and an alert indicator. The controller determines if an alert state exists based on (a) a set of transport data, and (b) provides an alert display via an alert indicator if an alert state exists. And if the alert condition is critical, it activates an automatic lock to prevent access to the storage compartment, (c) receives a set of inputs from the user input device, and (d) sets of transport data. Determines if a set of inputs is valid based on a portion of (e) Access to the storage compartment if the set of inputs is valid and if the alert state is not a critical alert state. The active container according to any one of Examples 21 to 28, further configured to operate an automatic lock to allow.

Example 30
Further including an automatic lock configured to selectively prevent or allow access to the storage compartment, the controller (a) determines the current location of the active container based on a portion of the set of transport data. , (B) Access a set of geofence data in memory to see if the current location is within a set of geofence data when the connection between the bridge connection device and the bridge provider is lost. Embodiments 21-29, which determine and (c) are further configured to activate an automatic lock to prevent access to the storage compartment when the current location is outside a set of geofence data. The active container described in any.

Example 31
A method for bridging an active vessel to a bridge provider, in which (a) the steps of placing the active vessel in the vehicle including the bridge provider and (b) connecting the active vessel's bridging device to the bridge provider. The step of connecting the bridge-connected device is automatically based on at least partly that the bridge-connected device is within the threshold distance from the bridge provider, and (c) the bridge connection from the bridge provider. The steps of receiving a set of transport data in the controller of the active vessel through the device, the set of transport data resulting from a data stream accessible by the bridge provider, and (d) the active vessel. A method, including a step of storing at least a portion of a set of transport data in memory.

Example 32
(A) A step of identifying an alert associated with an active container based on a portion of a set of transport data, the alert for the safe transport of the material stored in the active container to the recipient. 31. The method of Example 31, further comprising a step indicating the associated risk and (b) providing the user with an alert display via an alert indicator located outside the active container.

Example 33
The method of Example 32, further comprising disconnecting the bridge-attached device from the bridge provider, wherein the step of identifying an alert associated with the active vessel is performed after the step of disconnecting the bridge-attached device from the bridge provider.

Example 34
32. The method of embodiment 32 or 33, further comprising (a) determining that the alert is a non-critical alert and (b) providing a non-critical alert to the user via an alert indicator.

Example 35
To (a) determine that the alert is a critical alert, (b) provide the user with a critical alert via an alert indicator, and (c) prevent access to the active container storage compartment. The method according to any of Examples 32 to 34, further comprising the step of activating the automatic locking of the active storage container.

Example 36
The steps to determine that an alert is a critical alert are: (a) determining the current location of the active container based on a portion of the set of transport data, and (b) between the bridge-connected device and the bridge provider. A step to access a set of geofence data in memory to determine if the current location is within a set of geofence data and (c) a set of current locations when the connection is lost. 35. The method of Example 35, further comprising a step of determining that the alert is a critical alert when it is not in the geofence data of.

Example 37
In a data bridge system, (a) an active container, a storage compartment adapted to store material in transit, a bridge-attached device, and a controller configured to control the operation of the bridge-attached device. And a memory configured to store a set of local data associated with the active container, the set of local data including the container identifier, and (b) the bridge provider. And (i) receive data from the global positioning data stream and the internet data stream, (ii) provide the data to the active container via the bridge-connected device, and (iii) be active via the internet data stream. A bridge provider configured to send data received from a target container and (c) a user device including a display that receives data from an internet data stream and (ii) a container identifier. The controller includes the user device, which is configured to store, and the controller (i) bridges with the bridge-attached device if the bridge-attached device detects that the bridge provider is within the connectable range of the bridge-attached device. Establish a connection with the provider, (ii) receive a set of location data from the global positioning data stream, store a set of location data in memory, (iii) a set of location data and one. It is configured to create a container state based on a set of local data and (iv) send the container state to the user device based on the container identifier, and the container state is to the user device via the display of the active container. A data bridge system that is configured to display location.

Example 38
(A) The active vessel further includes a temperature control system that can operate to track and maintain the temperature of the storage compartment, and (b) a set of local data is a set of temperatures generated by the temperature control system. 37. The system of Example 37, comprising data, (c) the container state being configured to cause the user device to display the position of the active container and the temperature of the storage compartment via a display.

Example 39
The bridge provider (a) receives a set of geofence data associated with the active container via the Internet data stream and (b) is active in response to the bridge-attached device being disconnected from the bridge provider. Determine the current position of the target container, (c) determine if the current position is in a set of geofence data, and (i) if the current position is in a set of geofence data, the active container Provides the user device with an indication that it has arrived at its destination, and (ii) provides the user device with an indication that there is a problem with active container delivery if the current location is not within a set of geofence data. 38. The system according to embodiment 37 or 38, which is further configured as described above.

Example 40
The active vessel further includes an automatic lock configured to selectively prevent or allow access to the storage compartment, and the controller (a) determines the current location of the active vessel based on a set of location data. Determine if (b) access to a set of geofence data in memory and the current location is within a set of geofence data when the connection between the bridge connection device and the bridge provider is lost. Determine if, (c) if the current location is outside a set of geofence data, activate an automatic lock to prevent access to the storage compartment, and (d) activate a set of geofence data with the current location. The system according to any of embodiments 37-39, further configured to activate an automatic lock to allow access to the storage compartment when inside.

Any one or more of the teachings, expressions, embodiments, examples, etc. described herein is any of the other teachings, expressions, embodiments, examples, etc. described herein. It should be understood that it can be combined with one or more of. For example, any of Examples 1-20 may be adapted and combined with any one or more of Examples 21-40 in addition to the other exemplary combinations as described above, and vice versa. The same is true. Therefore, the teachings, expressions, embodiments, examples, etc. described below should not be considered separate from each other. Various suitable methods that can be combined with the teachings herein will be readily apparent to those of skill in the art in light of the teachings herein. Such modifications and modifications are intended to be included within the claims.

[Implementation mode]
(1) In an active container
(A) A storage compartment adapted to store materials in transit,
(B) Bridge connection device and
(C) A memory that can operate to store information related to the transport of the active container, and
(D) A controller configured to control the operation of the bridge-connected device, and
The controller includes:
(I) Establishing a connection between the bridge-connected device and the bridge provider when the bridge-connected device detects that the bridge provider is within the connectable range of the bridge-connected device.
(Ii) Receiving a set of transport data from the bridge provider via the bridge-connected device, wherein the pair of transport data originates from a data stream accessible by the bridge provider. ,
(Iii) To store at least a part of the set of transportation data in the memory.
An active container that is further configured to do.
(2) The data stream is an internet connection, further comprising a temperature control system capable of operating to control the temperature of the storage compartment and a battery configured to power the temperature control system. , The controller
(A) Transmission of a set of temperature data from the temperature control system to a remote server via the bridge-connected device, wherein the set of temperature data is the measured temperature of the storage compartment in transit. To describe, and
(B) transmitting a set of battery data to the remote server via the bridge-connected device, wherein the set of battery data describes the measured battery charge of the battery in transit. That and
The active container according to embodiment 1, further configured to perform the above.
(3) The active container according to embodiment 1, wherein the data stream is output from the global positioning device, and the part of the set of transport data is the global positioning coordinates.
(4) The active container according to embodiment 3, further comprising a tracking system capable of operating to generate global positioning coordinates independently of the data stream.
(5) The bridge-connected device is a low energy Bluetooth® transceiver, wherein the bridge provider is located in a vehicle adapted to carry the active container, according to embodiment 1. Active container.

(6) Further includes a wireless device capable of operating to access the data stream directly and a battery configured to operate the wireless device and the low energy Bluetooth® transceiver.
(A) The wireless device consumes more electricity during operation than the low energy Bluetooth® transceiver.
(B) The controller is further configured to disable the wireless device when a connection is established between the low energy Bluetooth® transceiver and the bridge provider. 5. The active container according to 5.
(7) The controller is
(A) The altitude indicator is received from the sensor of the active container, and the altitude indicator is received.
(B) Based on the altitude indicator, it is determined that the active container is located on the airplane during the communication restricted portion of the flight.
(C) The active according to embodiment 1, further configured to disable a set of restricted devices during the communication restricted portion of the flight, wherein the bridge-connected device is within the set of restricted devices. container.
(8) The controller further includes a wired bridge connection device.
(A) Establishing a connection between the wired bridge-connected device and the bridge provider when the set of restricted devices is disabled.
(B) Receiving the set of transport data from the bridge provider via the wired bridge connection device, and the set of transport data is generated.
(C) Sending a set of local transport data to a remote server via the bridge provider.
7. The active container according to embodiment 7, further configured to perform.
(9) The keypad further comprises a keypad located outside the active container and an automatic lock configured to selectively prevent or allow access to the storage compartment, wherein the keypad is a user. The controller comprises an input device and an alert indicator.
(A) It is determined whether or not an alert state exists based on the set of transportation data, and it is determined.
(B) When the alert state is present, an alert display is provided via the alert indicator, and when the alert state is critical, the automatic lock is operated so as to prevent access to the storage compartment. Let me
(C) Receive a set of inputs from the user input device and
(D) It is determined whether or not the set of inputs is valid based on the part of the set of transportation data.
(E) Further configured to activate the auto-lock to allow access to the storage compartment when the set of inputs is valid and when the alert state is not a critical alert state. The active container according to embodiment 1.
(10) The controller further comprises an automatic lock configured to selectively prevent or allow access to the storage compartment.
(A) The current position of the active container is determined based on the part of the set of transport data.
(B) When the connection between the bridge connection device and the bridge provider is lost, the set of geofence data in the memory is accessed and the current position is in the set of geofence data. Determine if there is,
(C) The first embodiment is further configured to operate the automatic lock to prevent access to the storage compartment when the current location is outside the set of geofence data. Active container.

(11) A method for bridging an active container to a bridge provider.
(A) The step of placing the active container in the vehicle including the bridge provider, and
(B) In the step of connecting the bridge connection device of the active container to the bridge provider, the connection of the bridge connection device is at least partially that the bridge connection device is within a threshold distance from the bridge provider. Steps and steps that are automatically performed based on
(C) A step of receiving a set of transport data from the bridge provider via the bridge connection device in the controller of the active container, wherein the set of transport data is data accessible by the bridge provider. Steps and steps that arise from the stream,
(D) A step of storing at least a portion of the set of transport data in the memory of the active container.
Including, how.
(12) (a) A step of identifying an alert associated with the active container based on said portion of the set of transport data, wherein the alert is of material stored in the active container. Steps and steps that indicate the risks associated with secure shipping to the recipient,
(B) A step of providing the user with an alert display via an alert indicator located outside the active container.
The method according to embodiment 11, further comprising.
(13) The step of further including disconnecting the bridge-connected device from the bridge provider and identifying the alert associated with the active vessel is performed after the step of disconnecting the bridge-connected device from the bridge provider. , The method according to embodiment 12.
(14) (a) A step of determining that the alert is a non-critical alert, and
(B) A step of providing the non-critical alert to the user via the alert indicator.
The method according to embodiment 12, further comprising.
(15) (a) A step of determining that the alert is a critical alert, and
(B) A step of providing the critical alert to the user via the alert indicator, and
(C) A step of activating the automatic locking of the active storage container to prevent access to the storage compartment of the active container.
The method according to embodiment 12, further comprising.

(16) The step of determining that the alert is a critical alert is
(A) A step of determining the current position of the active container based on the portion of the set of transport data.
(B) When the connection between the bridge connection device and the bridge provider is lost, the set of geofence data in the memory is accessed and the current position is in the set of geofence data. Steps to determine if there is,
(C) A step of determining that the alert is a critical alert when the current position is not within the set of geofence data.
15. The method of embodiment 15, further comprising.
(17) In the data bridge system
(A) An active container, a storage compartment adapted to store material in transit, a bridge-connected device, a controller configured to control the operation of said bridge-connected device, and said active. An active container, including a memory configured to store a set of local data associated with the target container, said set of local data including a container identifier.
(B) A bridge provider
(I) Receive data from the Global Positioning Data Stream and the Internet Data Stream,
(Ii) Data is provided to the active container via the bridge-connected device.
(Iii) transmit data received from the active container via the internet data stream.
With a bridge provider, which is configured to
(C) A user device including a display.
(I) Receive data from the Internet data stream and
(Ii) Store the container identifier,
User devices and are configured to
Including
The controller
(I) When the bridge-connected device detects that the bridge provider is within the connectable range of the bridge-connected device, the connection between the bridge-connected device and the bridge provider is established.
(Ii) A set of position data is received from the global positioning data stream, and the set of position data is stored in the memory.
(Iii) Create a container state based on the set of position data and the set of local data.
(Iv) transmit the container state to the user device based on the container identifier.
Is configured as
The container state is a data bridge system configured to cause the user device to display the position of the active container via the display.
(18) (a) The active container further comprises a temperature control system capable of operating to track and maintain the temperature of the storage compartment.
(B) The set of local data includes a set of temperature data generated by the temperature management system.
(C) The system of embodiment 17, wherein the container state is configured to cause the user device to display the position of the active container and the temperature of the storage compartment via the display.
(19) The bridge provider
(A) Receive a set of geofence data associated with the active container via the internet data stream.
(B) In response to the bridge-connected device being disconnected from the bridge provider, the current position of the active vessel is determined.
(C) Determine if the current position is within the set of geofence data.
(I) If the current position is within the set of geofence data, provide the user device with an indication that the active container has arrived at its destination.
(Ii) provide the user device with an indication that there is a problem with the delivery of the active container if the current position is not within the set of geofence data.
17. The system according to embodiment 17, further configured as such.
(20) The active container further comprises an automatic lock configured to selectively prevent or allow access to the storage compartment, the controller said.
(A) The current position of the active container is determined based on the set of position data, and the position is determined.
(B) When the connection between the bridge connection device and the bridge provider is lost, the set of geofence data in the memory is accessed and the current position is in the set of geofence data. Determine if there is,
(C) If the current position is outside the set of geofence data, the automatic lock is activated to prevent access to the storage compartment.
(D) If the current location is within the set of geofence data, activate the automatic lock to allow access to the storage compartment.
17. The system according to embodiment 17, further configured as such.

Claims (1)

In an active container
(A) A storage compartment adapted to store materials in transit,
(B) Bridge connection device and
(C) A memory that can operate to store information related to the transport of the active container, and
(D) A controller configured to control the operation of the bridge-connected device, and
The controller includes:
(I) Establishing a connection between the bridge-connected device and the bridge provider when the bridge-connected device detects that the bridge provider is within the connectable range of the bridge-connected device.
(Ii) Receiving a set of transport data from the bridge provider via the bridge-connected device, wherein the set of transport data originates from a data stream accessible by the bridge provider. ,
(Iii) To store at least a part of the set of transportation data in the memory.
An active container that is further configured to do.

Images