Patent Application
20090061897
The invention describes a tracking, security and status monitoring system (TSS) and modular tracking and security device (MTSD). The tracking and security system includes at least one MTSD adapted for containment within a shipment within a vehicle and for operative communication with a global navigation satellite system (GNSS) (such as the global positioning system (GPS)), cellular networks and a monitoring system. In various embodiments, the MTSD is modular allowing for different sensor systems to be configured to the system, is operative to optimize power consumption and network data usage in the absence of a security event or inquiry from the monitoring system and/or allows the MTSD to recognize when it is within an airborne aircraft to comply with aviation regulations with respect to the operation of RF devices within aircraft. In addition, the system, by using both GNSS and cellular technology (ie. assisted GPS) is effective in being able to determine the real time position of a shipment from a greater number of positions and from deeper within shipment containers or vehicles.
The shipment of cargo is a well-established, multi-billion dollar industry where all nature of goods are transported using almost any type of vehicle including bicycles, automobiles, vans, trucks and trailers, trains, planes, ships etc.
Cargo shipments are generally categorized as local or non-local. Local shipments will generally involve fewer handling steps and will likely utilize only large and small automobiles or trucks. Non-local shipments will generally involve a greater number of handling and transferring steps wherein the cargos will pass through one or more distribution or handling centers. Non-local shipments will often utilize a wider variety of shipment vehicles such as tractor trailers, trains, planes and ships. An example of a typical local shipping cycle of a cargo may be:
For many shipping customers, due to the value or nature of the cargo, it is advantageous and important to the customer that the precise location of the cargo and its status is known during shipping for a number of reasons including security, insurance, and investigative/auditing reasons.
Recently, in view of the development of tracking technologies, it has become technically and economically possible to monitor and report the location of cargos moving or being transported throughout the delivery chain from the sender to the recipient such that various forms of “real-time” monitoring of the location of the package are possible.
The technologies that enable such monitoring include Global navigation Satellite Systems (GNSS), such as the Global Positioning System (GPS), as well as wireless data communications systems, such as the cellular networks. These technologies acting individually can provide highly effective tracking for many shipments and cargoes. However, each of these technologies, when acting independently, are limited in that neither technology can provide position tracking of a shipment in a broad range of situations. For example, GNSS is limited by the surrounding packaging and containers because a GNSS signal will not be received through the thickness of normal containers. Cellular technologies, while having greater penetration, are limited by the availability of the cellular networks.
Recently, improvements in these basic capabilities through the introduction of such advanced techniques as aided-GPS or assisted-GPS have improved the overall effectiveness of tracking by overcoming certain problems including tracking of cargo inside sealed compartments, such as the compartments of truck trailers, rail cars or aircraft. These improved technologies can evaluate the relative signal strength from either a GPS type signal or cellular signal and determine position by either system or a combination of either system.
In addition, such technologies enable the security systems that have been used within a vehicle to respond to an inquiry from a monitoring system and report the location of the vehicle back to the monitoring system. In various past systems, the security systems will regularly report back to the monitoring system to provide a position report to the monitoring system. However, past systems have generally been limited to specific applications where, for example, specific data related to a particular function of interest is reported. For example, a trucking company may simply inquire, “Where is trailer X?” wherein the system will respond by reporting a specific location. Such systems do not enable a multitude of sensors to be configured to a security system so as to report on a broad range of customizable attributes concerning the status of the package or cargo.
As security events may be specific to a specific cargo, such that different cargos would require that different types of events be reported to a monitoring system, it is desirable that a security system is flexible to meet the specific security needs of a particular shipment. For example, for a perishable cargo, it may be desired to monitor security events such as threshold changes in temperature, moisture, vibration, atmosphere or time-delay events whereas for a non-perishable fine art cargo, it may be desired to monitor threshold events relating to package tampering, vibration, moisture, location and time-delay. For magnetically sensitive or radiation sensitive cargos, it may be desired to monitor magnetic and radiation thresholds.
Accordingly, there has been a need for security system that allows the security system to be adapted to a broader range of shipping situations whilst optimizing the performance of the system through appropriate management of resources including power and wireless network time as well as providing the user with the ability to readily adapt the system to incorporate a variety of sensor combinations to a base processor. Such a system would thus permit a shipper to readily configure the most appropriate combination of sensors to a specific package.
Further still, there has been a need for a system that enables greater deployment of a tracking technology that is independent of the shipping method and that enables “transparent” package tracking by a greater of interested parties. For example, there has been a need for a system that is able to adapt to the specific type of transportation method being utilized, be that a ship, truck, rail or shipping container or an aircraft container whilst providing useful data to an interested party. That is, it is desirable for those monitoring the location of the package that they can be advised of the location of the package or alternatively can be advised of the most up-to-date status data concerning the package. For example, if location cannot be provided because the package is known to have passed to a known trigger point that would have shut down the tracking system (ie because it is on an aircraft) or it is outside cellular range, this information can be provided.
More specifically, and in the particular case of cargos being carried by air, there has been a need for a system that can respond to particular regulations such as the requirement that RF devices be turned off during flight. While various technologies enable the tracking of packages traveling by aircraft, the operation of such security systems are in violation of current United States Department of Transportation Federal Aviation Authority (FAA) regulations that require that such devices are turned off whilst the aircraft is airborne.
More specifically, FAA regulations (Title 14 of the Code of Federal Regulations (14 CFR) part 91, section 91.21. Section 91.21) were established because of the potential for portable electronic devices (PED) to interfere with aircraft communications and navigation equipment. These regulations prohibit the operation of personal electronic devices (PEDs) aboard U.S.-registered civil aircraft, operated by the holder of an air carrier operating certificate, an operating certificate, or any other aircraft while operating under instrument flight rules (IFR). In addition, the United States Department of Transportation Federal Aviation Authority (FAA) Advisory Circular 91.21 provides guidelines requiring that portable electronic devices (PEDs) are not used during takeoff and landing, as well as inflight.
Further still, while there has been a need for a system that can intelligently determine that a security device is being transported in an aircraft, there has similarly been a need for a system that can intelligently determine between a truck container being subject to changes in air pressure (such as being carried over a high mountain pass) and an aircraft container such that the occurrence and reporting of false events is minimized.
In summary, it is desirable in the design and implementation of a security system, that the system and related security devices are:
A review of the prior art indicates that no previous tracking systems having considered or addressed the foregoing.
For example, US Patent Publication 2004/0194471 to Rickson discloses a container that maintains at least one environmental condition within the volume of the container within a predetermined range of values, a sensor for measuring environmental conditions within the container and a telecommunications device to transmit data relating to the environmental conditions via a telecommunications network to a monitoring system. However, Rickson does not teach an aided-GPS security system that is modular or independent of the shipping container or a security system having power saving and position enquiry features.
U.S. Pat. No. 6,281,797 to Forster et al. discloses a tracking device that is operatively contained with a shipping container including a Global Positioning System (GPS) for receiving positioning information and at least one sensor to monitor environmental conditions. The tracking device is able to receive sensor information and relay the information to a remote monitoring system or deactivate the tracking device when in close proximity or inside an aircraft. Forester does not disclose a modular design concept with which the components are added or removed or a system utilizing aided-GPS.
U.S. Pat. No. 6,342,836 to Zimmerman discloses a luggage location unit having a radio frequency transmitter intended to be carried inside a unit of luggage within the cargo hold of an aircraft including a flight profile detector in communication with the transmitter for inhibiting operation of said transmitter during at least part of the flight sequence. Zimmerman does not teach a device capable of using a Global Positioning System (GPS), Global Navigation Satellite System (GNSS) or aided-GPS to determine its geographic position and is unable to report its status to a remote monitoring system over a cellular telecommunications network.
U.S. Pat. No. 6,148,196 to Baumann discloses a remote control and location system comprising a remote unit, a mobile cell site for transmitting to and receiving data from the remote unit, a satellite for receiving and transmitting said data between a mobile cell site and master control facility and a master control facility for transmitting instructions to the remote until and for analyzing data returned by said remote unit. This technology is intended to be used in the training of soldier, monitoring of firefighters, police, prisoners etc. dispersed in large geographical areas.
U.S. Pat. No. 7,257,731 to Joao discloses an apparatus composed of a shipment conveyance device, a global positioning device, a processing device and a transmitter capable of reporting the geographical position of and environmental conditions within the shipping container to a remote monitoring system composed of any combination of computers belonging to the shipper, carrier, receiver or a central processing computer. The apparatus is able to respond to an enquiry of the shipment status. Joao does not teach a tracking device that is modular or that utilizes assisted-GPS.
In a first embodiment, the invention provides a modular tracking security device (MTSD) for determining the position of a shipment and reporting the position and status of the shipment to a monitoring system, comprising:
In one embodiment, the RF positioning system is an assisted-GPS system.
In various embodiments, the sensors that may be configured to the MTSD may be selected from any one of or a combination of light, pressure, acceleration, temperature, moisture, radiation, vibration, sound, magnetism, strain, switch, camera, radio frequency identification (RFID), electromagnetic, wireless local area network (WLAN), gas and tunable frequency sensors.
In a preferred embodiment, the MTSD includes an enclosure for containing the base module that enables the selective attachment of one or more sensor enclosure modules for configuring additional sensors to the base module to enable ready customization of the MTSD to the specific requirements of a customer and/or shipping package. In this case, the BM CPU is operative to recognize the attachment of various sensor combinations to the base module.
In another preferred embodiment, the base module includes an aircraft detection system to detect the MTSD's presence within an aircraft. In this embodiment, the BM CPU switches the MTSD to an aircraft mode when the MTSD is within the aircraft prior to take-off and the RF positioning system is turned off. In addition, the aircraft detection system detects that the MTSD has landed (after being airborne) in which case the MTSD CPU switches the RF positioning system to the power save mode.
The aircraft detection system can utilize a variety of sensor inputs to determine when the MTSD is in an aircraft prior to take-off, is airborne, has landed and/or has been removed from an aircraft.
In one embodiment, the aircraft detection system detects an increase in air pressure relative to ambient pressure to signal the MTSD's presence in the aircraft prior to take-off. Similarly, the system can detect a decrease in air pressure relative to ambient pressure to signal that the aircraft has landed.
In another and preferred embodiment, the aircraft detection system includes at least one accelerometer configured to the MTSD for detection of acceleration or vibration that in conjunction with a pressure sensing system signals the MTSD's presence in the aircraft prior to take off and the MTSD's presence in the aircraft after landing.
In another embodiment, the aircraft detection system monitors an increase in pressure such that if a pressure increase is detected in excess of a threshold grade for a given acceleration, speed or vibration as determined by an accelerometer, this causes the MTSD to report its location to the monitoring system, wherein the monitoring system accesses an airport proximity database to determine if the MTSD is within a pre-determined distance of an airport. If the MTSD is determined to be within a pre-determined distance of an airport, the RF communication system is turned off. If the RF communication system is turned off, the MTSD continues to monitor pressure to determine if the MTSD has become airborne. If the MTSD determines that the aircraft has not become airborne after a threshold period of time, the RF communication system is turned on and the MTSD reports its position to the monitoring system to confirm that the MTSD is not at or near an airport.
In another embodiment, aircraft landing is detected by monitoring pressure below a pressure threshold and correlating pressure data to acceleration, speed or vibration data.
In yet another embodiment, the MTSD's presence in an aircraft is determined by monitoring RF emission presence of 400 Hz and an absence of RF emission of 60 Hz, wherein the presence of a significant 400 Hz spectral presence and the absence of a significant 60 Hz spectral presence indicates the MTSD's presence within an aircraft and the absence of a significant 400 Hz spectral presence and the presence of a significant 60 Hz spectral presence indicates the MTSD's presence outside an aircraft. In this embodiment, the system may further include a pressure sensing system used to correlate RF emission data with pressure data for enhancing recognition of MTSD presence within or outside an aircraft. Similarly, the aircraft detection system may also combine spectral data with location information received from the monitoring system to enhance recognition of the MTSD at or away from an airport. Similarly, the aircraft detection system may evaluate spectral data with acceleration/vibration data for enhancing recognition of MTSD presence within or outside an aircraft.
In yet another embodiment, the aircraft detection system may also include at least one audio sensor wherein spectral data is correlated with audio data from jet engine noise to enhance recognition of MTSD presence within or outside an aircraft.
In summary, the aircraft detection system may include any one of or a combination of a pressure sensor, spectral sensor, accelerometer and noise sensor and the data from these sensors with or without airport proximity data received from the monitoring system may be used to enhance recognition of MTSD presence within or outside an aircraft.
In another embodiment, sensor parameters can be dynamically updated during a shipment from inputs received from the monitoring system.
In another embodiment, the RF communication system includes a satellite phone transceiver for reporting location data to the monitoring system and receiving instructions from the monitoring system over a satellite phone network.
In another embodiment, a comparison of an actual position of an MTSD with permitted positions defined by a pre-determined geofence is made and the MTSD reports a security event if the pre-determined geofence is violated.
In other embodiments, the BM and CM local area network interfaces are wireless or wireless.
In another embodiment, an MTSD can communicate with an auxiliary MTSD wherein the MTSD includes a second local area network (LAN) modem for operative establishment of a LAN with the at least one auxiliary MTSD and wherein the auxiliary MTSD includes:
In a related embodiment, the MTSD and auxiliary MTSD communicate over a MESH network.
In yet another embodiment, the invention provides a modular tracking security device (MTSD) for determining the position of a shipment and reporting the position and status of the shipment to a monitoring system, comprising:
a base module, the base module including
In a still further embodiment, the invention provides a modular tracking security system for determining the position of a shipment and reporting the position of the shipment to a monitoring system, comprising:
Further still, the invention provides a method for automatically turning a radio frequency device having a radio frequency communication system on or off when the radio frequency device is inside or outside an aircraft comprising the steps of:
Still further, the invention provides a tracking and security system (TSS) comprising:
The invention is described by the following detailed description and drawings wherein:
In accordance with the invention and with reference to the figures, a tracking and security system (TSS) 10, modular tracking and security device (MTSD) 12 and method of monitoring the MTSD are described.
In the context of this description, assisted- or aided-GPS is generally described as technologies that utilize both GNSS data and cellular data that in combination can enhance the ability to determine an accurate position in a greater number of circumstances. Generally, the ability to obtain and utilize GNSS data is limited by any interfering structures/objects (such as trees, buildings or other structures) between the GNSS receiver and GNSS satellites. The ability to obtain and utilize cellular data is less limited by such interfering structures but is limited by the availability of the cellular networks. Assisted GPS (such as GPSOne™, (Qualcomm) technology) generally operates in one of four modes. These include:
As shown in
In operation, the MTSD 12 receives and interprets either or both of GNSS data from two or more GNSS satellites 14a and cellular network data from two or more cellular towers 16a to determine the geographical location of the MTSD in accordance with assisted-GPS methodologies. In each case, the MTSD CPU receives and optionally stores the position data. The position data as obtained by the MTSD CPU 20, is reported to the monitoring system 18 over the cellular network and internet 30 a) when queried by the monitoring system, b) when a threshold event is detected and/or c) at pre-programmed time intervals.
In a preferred embodiment, the MTSD is modular and includes a base module 50 as shown in
Within the MTSD, the power module 50b provides power to all sensors, the GNSS receiver and cellular network transceivers. The power module delivers power as determined by the operating status of the base module. That is, if the base module is operating in the power-save mode, minimal power is consumed to maintain the CPU functions of receiving cellular network data and sensor operation. The MTSD will switch to full power mode if and when a position enquiry is received, a security event is to be reported to the monitoring system or in accordance with a pre-established schedule.
The serial interface 50i allows different sensors and sensor combinations to be configured to the base module 50 through bus 26.
The LED Output module 50c functions to provide visual output regarding the status of the battery and MTSD.
As shown in
light sensors
pressure sensors
acceleration sensors
temperature sensors
moisture sensors
radiation sensors
vibration sensors
magnetism sensors
strain sensors
switch sensors
camera
radio frequency identification (RFID) sensors
sound sensors
electromagnetic sensors
Wireless LAN
gas sensors
tunable frequency sensor
For most cargos, the detection of light and/or the violation of a Geofence are utilized as the two primary indicators of a security event. That is, the opening of a package to expose the contents of a shipment to light and/or the detection of movement of the package to an unauthorized position, both singularly and/or collectively, provide the most definitive indicator(s) of a security event(s) for most cargos. However, as noted above, depending on the specific security requirements of a particular cargo, the system may be adapted to monitor any combination of security events as would be understood by one skilled in the art.
As shown in
As shown in
For each of the embodiments as shown in
In order to provide the greatest flexibility to enable the MTSD to be adapted to the specific security requirements of a particular shipment, the base module 50 (as described schematically in
As shown in
As shown in
It is preferred that the enclosure is transparent or translucent to enable those MTSDs configured with light sensors to allow light penetration within the enclosure.
As shown in
In a preferred embodiment, the MTSD is specifically adapted to ensure that the transceiver/receiver functions of the MTSD are turned off whilst inside a pressurized aircraft. As shown in
The process to pressurize the aircraft is usually initiated by the position of the throttles of the aircraft. The pressurize signal is generally a throttle position higher than the throttle position that would normally be used on the taxiway. During the take-off roll, the pressure increase will normally correspond to an approximately 0.1 to 0.3 pounds per square inch (PSI) increase above the air pressure on the ground before the aircraft doors were closed. The purpose of the slight pressurization is to reduce the ‘pressure bump’ that would otherwise occur during climb and also for safety reasons, wherein, should a fire occur; the slightly pressurized cabin may delay the entry of fire into the cabin.
Aircraft in flight are typically pressurized to the equivalent pressure of 8,000 feet (10.91 PSI) or less. Some aircraft use 6,000 feet (11.78 PSI), for example. The lower the equivalent altitude the more comfortable it is for passengers.
Aircraft are also automatically slightly pressurized upon landing. The increased pressurization during landing is usually automatically initiated by the engagement of the landing gear. Again, the pressure increase generally corresponds to approximately a 0.1 to 0.3 PSI increase above the air pressure on the ground of the landing field. The air pressure on the ground at the landing field is automatically provided to the aircraft by the air control system. The reasons for increasing the air pressure during landing are the same as for take-off, namely to minimize the ‘pressure bump’ and for fire safety reasons.
In a preferred embodiment, the MTSD is configured to determine when a pressurized aircraft has initiated takeoff and has landed in order to ensure that the MTSD is operating only when the aircraft is not airborne. Within this embodiment, the system is programmed to detect an increase in air pressure during take-off and a decrease in air pressure during landing to provide an appropriate on or off signal to a configured MTSD. The pressure signals are filtered and integrated such that scaling, trend monitoring and integration periods are dynamically altered and compared to an appropriate configurable threshold either above or below that threshold.
Such features are particularly important to ensure that changes in atmospheric pressure to the sensors are not falsely interpreted to be aircraft take-off or landing events in other situations. For example, the filtering and processing of pressure data is made to exclude pressure events that could be experienced within a truck container driving along roads (particularly mountain roads) with particular rises and drops that result in discernable pressure changes within particular periods of time.
As such, in another preferred embodiment, the sensor array includes an accelerometer to detect the acceleration of take-off or deceleration of landing which if combined with detection of air pressure provides greater certainty in activation or deactivation of the MTSD.
More specifically, in a preferred embodiment, detected motion triggers a higher rate of pressure sensor sampling. That is, the typical pressure sampling rate will be at a less frequent rate (such as 20 seconds) but is adjusted to a faster rate (such as 5 seconds) in the presence of motion. The 5 second rate continues for a settable period wherein the system is hunting for a rate of pressure change in excess of a threshold value that corresponds to the pre-lift off pressurization change as shown in
This rate threshold approach works best in smaller aircraft where the volumetric capacity of the aircraft fuselage does not filter the rapid pressure change. In the smaller aircraft, rates in excess of 24 pa/sec or 0.0035 PSI/sec (equivalent to vehicle traveling at 100 km/hr or 62 MPH—on a road way with a grade of 8%) are detectable. In larger aircraft, the fuselage volumetric capacity acts as a filter and pressure changes are significantly subdued. As a result, rate of pressure change and or depth of the change as detection variables is usually insufficient to distinguish pre-takeoff and post landing status.
Accordingly, to improve take off detection and landing status, any of the following combinational sensory inputs can be used to determine airborne status and shutting down the communications module (modem):
It should also be noted that one issue associated with proper landing detection is a situation where aircraft are requested to maintain a holding pattern as a result of airport congestion in and about and above or near an airport. In some instances, a holding profile looks much like a normal landing profile at an airport of higher elevation than the airport the aircraft is planning to land at. As such, it is generally insufficient to rely on a sustained descent to determine landing and or ascent after the 1st detectable landing stage. As a result, correct landing detection should be accompanied by a period of sustained motionless inactivity. Similarly other irregularities include in flight pressure adjustments which can likewise give rise to an incorrect conclusion of airborne status.
As is understood the pressure sensing system may be adapted for use with other electronics devices such as personal electronic devices (PEDs).
In further embodiments, the MTSD may include additional processing and memory capabilities to enhance the functionality of the MTSD. Such embodiments may incorporate additional hardware/software to enable increased data storage and processing, local area networking of various MTSDs, additional interfaces for retrieving data or updating system software, etc.
With reference to
As shown, a separate position module 100 may be located near or on the exterior of a shipment container. The position module includes a CPU 20a together with a cellular transceiver 22 and GNSS receiver 24 and optional sensor(s). In this embodiment, the MTSD would also include a WLAN modem 102 for operative communication with the position module 100 with hardware known to those skilled in the art. Suitable WLAN protocols would include those such as 802.15.4 and others as known. The position module CPU 20a operates to relay all security event data received from each MTSD and/or all other status data back to the monitoring system together with position data the position module has determined. Similarly, the position module relays all commands directed to specific MTSDs received from the monitoring system to the individual MTSDs.
Alternatively the system in
With reference to
Multiple MTSDs may exist within a transport entity. Importantly, the relationship between these devices may be that they are not related to each other as the shipments are customer centric and belong to different customers.
Alternatively, a shipment containing two MTSD's from the same customer could be further optimized in a similar configuration as that related to the scenario in
In the specific case of shipments by sea, where a cargo may be out of range of a cellular network for long periods of time, one embodiment of the invention incorporates the use of satellite phone technology to report position and/or security data back to the monitoring system. In this case, the embodiment as shown in
The user interface enables each of the consignors, consignees and shipping company to intelligently monitor the movement of a specific cargo by enabling:
location queries on demand;
status inquiries on demand;
dynamic adjustment of sensing parameters;
status reports in the event of a threshold event.
Table 1 shows a representative transaction report that can be generated from the system.
The system enables the owner of a package to track the location and status of a package during all phases of the shipping cycle over a wide area network across all regular forms of shipping including rail, truck, air and sea transportation. As such, the subject system is highly adaptable in that the system does not care what form of transportation is being utilized at a given moment during the shipping cycle because the system has the ability to adapt to specific carrier conditions to save power and/or turn on or turn off features upon recognition of specific conditions.
As such, the system has the ability to be adapted to any number of cargos and provide considerably greater flexibility and hence, information to interested parties. These interested parties include consignors, consignees and shipping companies and various third parties having an interest in the shipment. This ultimately contributes to an enhanced level of security for such cargos as a greater number of potential events can be established and monitored for a specific cargo. Moreover, the system is adaptable to a number of other applications besides shipping such as law enforcement and insurance.
The flexibility and capabilities of the system are illustrated by means of the following representative examples.
In one cargo-monitoring scenario, temperature-sensitive loads of pharmaceutical products are shipped from a manufacturing warehouse by truck, inside a trailer equipped with a refrigeration unit that ensures the load is maintained within an acceptable temperature range. The cargo is taken to, and unloaded at, a storage area or transportation hub/depot. In this instance, with the use of an MTSD having temperature sensors, the cargo temperature is monitored during the shipment, and notifications to the customer are generated for any temperature deviations outside of the acceptable temperature range. For every notification generated, the location of the device is also determined via assisted-GPS methods utilized by the tracking device despite the severe wireless coverage impairment caused by the enclosure unit (i.e., refrigerated trailer). By knowing the location of the cargo/trailer and the type of notification received, the customer is then able to act upon the event accordingly, should this type of event take place.
In another cargo security monitoring scenario, the invention is discretely placed inside a trailer-load of cartons of cigarettes. In this instance, ensuring that the trailer doors remain closed until it arrives at the destination address is critical, as premature opening of the doors would most likely indicate a theft is occurring. With the use of the tamper detection feature of the invention (eg. light and/or door switch sensors), any and all events where the trailer doors are opened would cargo-tamper trigger notifications to the user. For every notification, the location of the device is also determined via assisted-GPS methods utilized by the tracking device despite the severe wireless coverage impairment caused by the enclosure unit (i.e., trailer) and its contents (foil wrapped cigarette packages). Knowing the location of the trailer and the type of notification received, the customer is then able to act upon the event accordingly, should this type of event take place. Likewise, MTSDs can be located within individual boxes within the shipment such that, should a theft occur, will enhance the ability to recover of stolen product.
In another cargo-security monitoring scenario, the invention is placed inside an empty cardboard box or package (that is, a “bait” package) that would otherwise contain valuable jewelry or personal electronic equipment. In this instance, ensuring that the box remains unopened until it has arrived at the destination address is critical, as premature opening of the box would most likely indicate that there is intent to steal the perceived contents of the box. With the use of the tamper detection feature of the invention, any and all events where the package is opened shall trigger package-tamper notifications to the user. For every notification, the location of the device is also determined via autonomous-GPS or assisted-GPS methods utilized by the tracking device. Knowing the location of the package and the type of notification received, the customer is then able to act upon the event accordingly, should this type of event take place.
Although the present invention has been described and illustrated with respect to preferred embodiments and preferred uses thereof, it is not to be so limited since modifications and changes can be made therein which are within the full, intended scope of the invention.
This application is related to and claims the benefit under 35 U.S.C. §119(e) of U.S. provisional application No. 60/943,349, filed Jun. 12, 2007 and titled “Tracking and Security System”, the entire contents of which are fully incorporated herein for all purposes.
| Number | Date | Country | |
|---|---|---|---|
| 60943349 | Jun 2007 | US |
