11475 United States Patent [191
`
`Kuo
`
`[111
`[45]
`
`4,428,078
`Jan. 24, 1984
`
`[54] WIRELESS AUDIO PASSENGER
`ENTERTAINMENT SYSTEM (W APES)
`
`[56]
`
`References Cited
`U.S. PATENT DOCUMENTS -
`
`[75] Inventor: Chyi J. Kuo, Bellevue, Wash.
`
`[73] Assignee: The Boeing C0mpany,'Seattle, Wash.
`
`[21] Appl. No.: 406,683
`
`[22] Filed:
`
`Aug. 9, 1982
`
`[63]
`
`Related US. Application Data
`Continuation of Ser. No. 24,133, Mar. 26,1919, aban
`doned, and Ser. No. 239,930, Mar. 3, 1981, abandoned.
`
`[51] Int. c1.3 ............................................. .. H04B 5/00
`[52] us. c1. ........................................ .. 455/3;455/41;
`179/82; 340/310 A
`[58] Field of Search ..................... .. 455/3, 4, 6, 39, 41,
`455/49, 19, 53, 57, 66, 73, 89, 95, 98, 99, 343,
`127, 345, 77, 351; 340/310 R, 310 A, 310 CP;
`179/1 VE, 82
`
`2,567,431 9/1951
`2,851,592 9/1958
`2,908,766 10/1959
`3,162,726 12/1964
`3,553,675 1/1971 Shaver .................................. .. 455/3
`
`FOREIGN PATENT DOCUMENTS
`
`851281 9/1970 Canada ................................ .. 179/82
`666705 2/ 1952 United Kingdom ................ .. 179/82
`Primary Examiner-Tommy P. Chin
`Attorney, Agent, or Firm-Conrad O. Gardner; B. A.
`Donahue
`ABSTRACT
`[57]
`A wireless aircraft passenger entertainment system uti
`lizing simultaneous transmission of low frequency sig
`nals for power supply recti?cation and radio frequency
`signals for information demodulation between transmis
`sion lines parallel with seat tracks in an aircraft passen
`ger compartment and seat leg mounted pick up loops.
`
`2 Claims, 8 Drawing Figures
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`Petitioners' Ex. 1035 - Page 1
`
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`U.S. Patent
`
`Jan. 24, 1984
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`Petitioners’. Ex. 1035 - Page 2
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`Petitioners' Ex. 1035 - Page 2
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`U.S. Patent Jan. 24, 1984
`
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`Petitioners' Ex. 1035 - Page 3
`
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`Jan. 24, 1984
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`Petitioners’. Ex. 1035 - Page 4
`
`Petitioners' Ex. 1035 - Page 4
`
`

`
`5
`
`25
`
`1
`
`WIRELESS AUDIO PASSENGER
`ENTERTAINMENT SYSTEM (WAPES)
`
`_
`
`This is a continuation, of application Ser. No. 24,133,
`3-26-79 and Ser. No. 239,930, ?led Mar. 3, 1981, both
`abandoned.
`This invention relates to passenger entertainment
`systems and more particularly to a wireless audio pas
`senger entertainment system (WAPES) wherein a plu
`rality of aircraft seats comprising a seating unit are
`powered with energy derived from a vertically dis
`posed seat mounted pick up loop.
`Heretofore multiple seat communication systems as
`exempli?ed by US. Pat. Nos. 2,567,431 and 3,401,469
`have employed inductive signal coupling however not
`involving the simultaneous transmission of a low fre
`quency signal for power supply recti?cation. In this
`regard, FIG. 2 of US. ‘Pat. No. 2,851,592 shows intelli
`gence received and transmitted on a modulated carrier
`wave of frequency f; while operating energy is pro
`vided by a received and recti?ed wave of frequency f1,
`while US. Pat. No. 2,415,688 shows inductive coupling
`of radio operating energy.
`Passenger entertainment systems utilized in present
`aircraft include cables for transmission of signals and
`power to each seat receiver in an aircraft which cables
`impose additional weight penalty to an aircraft and
`further add to maintenance time requirements.
`It is accordingly an object of the present invention to
`provide a passenger entertainment system permitting
`complete seat mobility without power and entertain
`ment signal cable and wiring hook ups.
`It is yet another object of the present invention to
`provide transmitter and receiver systems for utilization
`within the fuselage of an aircraft wherein a low fre
`quency signal coupled to a transmission line powers the
`receiver’ while a radio frequency signal coupled to the
`‘transmission line provides entertainment information to
`“the receiver.
`It iis'iafurther object of the invention to provide seat
`means in an aircraft having r.f. and low frequency cou
`' pling means for receiving r.f. and low frequency energy
`simultaneously from a transmission line disposed longi
`tudinally with respect to the center axis of the fuselage
`of the aircraft.
`'
`It is another object of this invention to provide an
`aircraft cabin passenger entertainment system providing
`receiver power transmission to a plurality of seat re
`ceivers forming a seating unit through an inductive loop
`disposed in one of the plurality of seats.
`Other objects, advantages and features of the present
`invention will become apparent from the following
`detailed description taken in conjunction with the
`drawings in which:
`FIG. 1 is a block diagram of an embodiment of the
`present wireless audio passenger entertainment system;
`FIG. 2 is a plan view of the cabin ?oor inside the
`fuselage of the aircraft showing transmitter transmission
`60
`line distribution along the longitudinal axis of the fuse;
`lage;
`FIG. 3 is a partial cross-sectional view of the cabin
`portion of the aircraft fuselage shown in FIG. 2 further
`illustrative of individual aisle way disposed twin lead
`transmission lines;
`1
`FIG. 3A is a side view of a seat showing seat leg
`disposed receiver pick up loop;
`
`4,428,078
`2
`FIG. 4 is a detailed partial cross-section of the inte
`rior cabin floor portion under the two abreast seats
`shown on the right hand side of the cabin shown in
`FIG. 3;
`FIG. 5 is a schematic diagram of a receiver system in
`accordance with an embodiment of the present wireless
`audio passenger entertainment system;
`FIG. 6 is a circuit schematic of transmitter including
`coupling networks utilized in driving the aisle disposed
`open wire twin lead transmission lines shown in FIG. 2;
`and,
`'
`FIG. 7 is a detailed receiver power supply schematic
`of the receiver power supply shown in FIG. 5.
`Turning now to the wireless audio passenger system
`of FIG. 1 wherein aircraft passenger seat mobility is
`enhanced, it can be seen that an inductive signal cou
`pling concept is developed to simultaneously transmit a
`low frequency signal from low frequency signal genera
`tor 10 for recti?cation within inductively coupled
`power supply 12, and radio frequency (r.f.) signals from
`r.f. signal generator 14 for demodulation at seat receives
`16, 18, and 20. Low frequency and r.f. signals provided
`respectively by low frequency signal generator 10 and
`r.f. signal generator 14 are coupled by transmitter cou
`pling network 22 (shown in more detail in FIG. 6) to a
`balanced twin lead transmission line 26 extending longi
`tudinally along cabin ?oor portion of the fuselage (as
`seen in FIG. 2) 28 of the aircraft viz. along the aisles
`between seat group locations. As seen in F 16.1, a single
`power suppl_y_1_2 provides DC power to all receivers 16,
`1§Land 20 forming a seat group. Mgiilgturgpick up/loop
`30 (arrangegisldescribedmin more detail hereinafter in
`connection with 'FIGS. 3 and 4) is utilized in there
`"c'eiver portionjof the present WAPES system to electro; ,
`rpgEligcjally couplerthe aforementioned low frequency
`35
`and r.f. signalsfor utilizationzby aseat groupofleceiv
`e‘rs‘i6, l8 and 20. The end of balanced twin lead't'ra'iis
`mission line 26 opposite signal generators l0 and 14 is
`terminated by load impedance 42.
`In FIGS. 2 and 3 showing passenger cabin floor
`transmitter and transmission line con?guration, it will
`be seen that where passenger cabin 50 includes two aisle
`passageways 51, then a transmitter 23 is arranged at one
`end of each of aisle passageways 51 and coupled (by a
`coupling network 22 described hereinafter in connec
`tion with FIG. 6 description) to a transmission line 26
`disposed in each of the respective passageways 51.
`These two transmitters must be synchronized to elimi
`nate potential EMI problems between channels, or a
`single transmitter’should be designed to feed both trans
`mission lines 26 simultaneously. Each of lines 26 is seen
`(at FIG. 3) to comprise a pair of conductors 27 and 29
`extending along the lengths of aisle passageways 51 (as
`seen in FIG. 2), and each of conductors 27 and 29 are
`seen disposed at respective sides of aisle passageways 51
`adjacent the bottom end of seat legs de?ning the aisle
`passageways. As seen in FIG. 3A, seat 40 from FIG. 3
`(blown up side view thereof) includes pick up loop 30
`disposed between front and rear legs 31 and 32 (in a
`plane vertically disposed with respect to the cabin ?oor
`forming the plane containing transmission line 26 con
`ductors 27 and 29). Pick up loop 30 hereinafter de
`scribed in more detail is mounted directly above and
`closely adjacent to conductor 29 of twin lead transmis
`sion line 26 for increased coupling ef?ciency while the
`sea_t,legs-on.the opposite side of aisle passageway 51
`support a furtherwpick up loop (notrshown) above and
`Qesay' adjacent to" conductor 27 for servicing'the re
`
`45
`
`50
`
`55
`
`65.
`
`Petitioners' Ex. 1035 - Page 5
`
`

`
`3
`ceivers of the middle seat group. The amount of cou
`pled power is a function of several design parameters
`including amperage flow in the transmission line, the
`frequency of the signal, size of wire used, and distance
`between pick up loop and transmission line. The present
`system’s inductive signal coupling for receiver power
`can serve to also provide power for passenger service
`functions or provide for recharging of a rechargeable
`power pack disposed in a seat group. Further, the pres
`ent low frequency signals may also be utilized to pro
`vide precision synchronization between transmitter and
`receiver by use of the low frequency signal as a system
`clock source. The power output from inductively cou
`pled power supply 12 of FIGS. 1, 5, and 7 is somewhat
`proportional to the weight of pick up loop 30 since
`more power can be obtained by either using more turns,
`a largersize of wire or employing a permalloy core.
`Other alternatives consistent with pick up loop operat
`ing parameters discussed previously include feeding
`more current into the transmission line or increasing the
`signal frequency. Test results and calculations indicate
`that one to two watts usable power can be obtained
`from a lightweight pick up loop. Some representative
`values of what can be achieved in this regard may be
`seen from representative values listed in the following 25
`table:
`
`4,428,078
`4
`inches. With respect to electromagnetic ?eld dissipation
`outside the aircraft fuselage it should be noted that
`passenger windows on the aircraft fuselage can be con
`sidered the primary source of leakage, the passenger
`cabin windows presenting a periodically apertured con
`ducting plane through which electromagnetic waves
`can pass. Based on a calculation of the voltage transmis
`sion coefficient, the ratio of the output voltage to the
`input voltage for a present aircraft window structure
`e.g. Boeing Airplane Company type 747 aircraft, a com
`puter analysis indicates that frequencies below about 60
`MHz provide practically no leakage through windows.
`60 MHz was the cutoff frequency because at this fre
`quency the circumference of a window becomes a sig
`ni?cant part of a wavelength viz. about one fourth
`wavelength.
`With regard to spectrum availability it should be
`observed that to minimize interference possibilities, the
`WAPES r.f. frequency should be allocated within a
`spectrum not utilized by avionics equipment. The fol
`lowing table shows spectrum usage in MP, HF, and
`VHF bands for avionics:
`
`15
`
`Fmiucncy
`10-14 KHZ
`
`Mimi“ symm
`Omega
`
`CALCULATED VALUES FOR AN INDUCT IVE POWER SUPPLY
`PRIMARY
`INDUCT IVE LOOP PARAMETERS
`POWER SOURCE
`LOOP WIRE NO OF WT INDUCED _ MAX OUTPUT
`FREQ
`CURRENT
`SIZE‘
`SIZE TURNS (OZ) VOLTAGE
`POWER
`16 KHz
`10 AMP 20" X 12"
`#32
`I00
`3
`33 v
`3.1 w
`161(Hz
`10 AMP 20" X 12"
`#36
`100
`l
`33 v
`1.2 w .
`l6 KHz
`10 AMP 20" X 12"
`#32
`50
`1.5
`16.5 v
`1.5 w
`16 KHz
`SAMP 20" x 12"
`#32
`100
`3
`16.5 v
`0.78 w
`32 KHz
`5 AMP 20" X 12"
`#32
`50
`1.5
`33 v
`6.2 w
`20 KHz
`8 AMP
`20" x 12"
`#36
`100
`l
`33 v
`1.2 w
`‘With 20" Side Parallel to the Transmission Line and Separation by 0.5"
`
`.
`
`.
`
`.
`
`Implementation in the present WAPES system of
`inductively coupled power supply 12 not only achieves 40
`complete seat mobility without the weight and mainte-
`nance problems discussed but enables utilization to pick
`up loop for receipt of WAPES r.f. signals. This r.f.
`con?guration provides two unique features in the pres-
`ent WAPES system, viz. it provides a substantially 45
`uniform received signal level at each receiver so that
`the r.f. dynamic range requirement or the automatic
`gain control level is very minimal; in addition, the trans
`mitted r.f. signal level requirement is lower and presents
`less EMI (electromagnetic interference) to other avion
`ics aboard the aircraft than would transmission of the
`r.f. signal throughout the cabin to individual receiver
`antennas. This advantage of WAPES is afforded by the
`present con?guration providing close coupling between
`transmission lines 26 and individual seat group pick up
`loops 30.
`The present WAPES system operating frequency
`selection is based on EMI requirements, spectral avail
`_ability, and hardware designc911§i§¢rations
`With regard-to EMI requirements, assuming the low
`frequency carrier signal frequency is around 20 KHZ
`with a current of 10 amperes ?owing into the transmis
`sion line, an interference level 30 db above a permitted
`level might exist. Therefore, all sensitive systems
`aboard the aircraft which might respond in this fre
`quency range must be given an added 30 db of separa
`tion distance from the WAPES transmission lines 26.
`This 30 db additional separation distance is about 7 to 20
`
`90-112)?“
`90-50
`HZ
`165047501012
`1750-1950 KHz
`2-30 MHZ
`75 MHz
`
`Um" 7C"
`
`ADF
`
`Lenin "A"
`HF Cm"
`Marker Beacon
`
`Since 60 MHz as discussed is the WAPES maximum
`cutoff frequency, the available spectral windows then
`become:
`window I: 505 KHz to 1650 KHz
`window II: 30 MHz to 60 MHz
`However utilization of window I, viz. the band of 505
`KHz to 1650 KHz utilized for AM broadcasting could
`interfere pilot’s news acquisition by the ADF receiver;
`therefore, ADF receiver interference must be consid
`ered with respect to use of window I.
`With respect to WAPES system hardware design
`considerations it should be noted that generally speak
`ing, a lower frequency band is preferable on a receiver
`design based on lower power consumption and less
`parasitic components associated with circuit elements
`all ultimately resulting in cost savings. However, a
`higher frequency band is desirable for transmitter de
`sign so that the total bandwidth to carrier frequency
`ratio (Bw/fc) is small to simplify the ?nal power ampli
`?er (PA) design with respect to ampli?er distortion,
`intermodulation and linearity. Then, without impact of
`
`65
`
`Petitioners' Ex. 1035 - Page 6
`
`

`
`4,428,078
`5
`other factors, the lower band should be selected based
`w = signal frequency
`L,,=natural logarithm
`on the rationale that the WAPES receiver, due to the
`total number of units involved, is more important than
`p = permeability
`l=length of receiving antenna loop (see FIG. 3A)
`the system transmitter in terms of system costs. Since
`coupling power is proportional to the carrier frequency,
`I=current
`R1=distance between receiving antenna single turn
`utilization of a higher carrier frequency for the induc
`tive power supply system is preferred.
`loop and transmission line conductor 29.
`R1=R1=width of receiving antenna single turn loop.
`The utilization of twin lead transmission line 26 cou
`In the present WAPES system embodiment:
`pled to the output of transmitter 23 at the 40 MHz fre
`l=20 inches
`quency range results in considerable radiation from the
`kg: 10.5 inches
`transmission line based on the relatively large spacing
`R1=0.5 inch
`between conductors 27 and 29 since the equivalent
`The rms open circuit voltage is calculated to be (1.5)
`circuit of transmission line 26 at 40 MHz is a large loop
`volts. Mismatch due to receiving antenna VSWR will
`antenna. However, pick up loop 30 for the receivers
`reduce this ?gure, but a worst case input to the receiver
`when closely coupled to one of leads 27 and 29 domi
`should be 3 millivolts which is deemed a satisfactory
`nates the response of the receivers from the near ?eld
`signal strength for a V.H.F. receiver. Blocking capaci
`on one conductor of twin lead transmission line 26.
`Transmission lines 26 since completely surrounded by
`tors resonated by their lead inductive reactance at 40
`the fuselage will be prevented from providing signi?
`MHz will provide the requisite isolation between the 20
`cant radiation outside of the aircraft fuselage with prin
`KHz power supply and the receiver input. Based on a
`15 db above 1 microvolt per meter noise level in the 40
`cipal radiation emanating from the slots and windows at
`to 42 MHz band, this signal will provide a 53 db signal
`40 MHz these being considered poor radiators. The r.f.
`skin depth of aluminum at 40 MHz is approximately 1
`to-noise ratio (S/N). A transmitter power at 10 to 50
`mil; thus, normal aircraft skin should provide high
`watts for an AM system is required if a S/N of 60 db is
`desired.
`shielding effectiveness. Because transmission line 26 as
`The single turn portion by a simple tap 130 (as seen in
`an antenna cannot radiate outside of the fuselage, its
`FIG. 1) of multiturn loop 30 provides the receiving
`driving point impedance will be largely reactive thus
`antenna for r.f. signals since the inductive reactance of
`requiring a transmitter output matching network to
`multiturn loop 30 at 40 MHz is too high for 40 MHz
`provide a ?at load. To compute the signal induced in
`application. While the receiving antenna is shown as a
`30
`the receiver antenna from a 40 MHz transmission low
`single turn tap from multitum inductive power supply
`loop current, an estimate is required for the radiation
`pick up loop 30, a?separatesmall single turn located
`over the length of passenger cabin portion of the fuse
`.withinvinductive powernsupply pick up loop 30 could be
`lage section used. A quantitative estimate of current
`_pti_l_i\z_e_dginstead to eliminate a high pass ?lter design
`reduction along the line by a factor of two is considered
`resonable for worst case conditions. Multitum pick up 35 requirement which ‘is necessary to block off the LP.
`signals into r.f. receiver. An alternate small receiver
`loop 30 (as seen in FIG. 1) shown is tapped at 130 to
`loop antenna with a rectangular shaped loop about 6
`provide a single turn antenna for r.f. signal coupling
`inches by 3 inches will have an induced r.f. open circuit
`from conductor 29 of balanced twin lead 26 to seat
`rms voltage about 290 millivolts. With the circuit reso
`receivers 16, 18, and 20. Such single turn receiving
`nated at 41 MHz, a minimum signal level of 3 millivolts
`40
`antenna with resonance at center a frequency of about
`can then be expected to feed to a receiver. A wave
`41 MHz with a maximum VSWR of 5:1 estimated over
`length at 40 MHz is approximately 300 inches and there
`a 2 MHz bandwidth should result in a mismatch loss of
`fore an efficient antenna such as a quarter wave mono
`2.5 db to a matched receiver. Assuming a 1 watt r.f.
`pole is impractical in the WAPES environment. An
`output from transmitter 23 spread uniformly over 24
`increased number of turns in the receiver antenna will
`channels desired in an aircraft passenger entertainment
`however produce a more efficient antenna.
`environment, the power in each signal channel is ap
`Turning now to FIG. 5 and transmitter 23 design it
`proximately 40 milliwatt which is applied at the input of
`can be noted that since few WAPES transmitters are
`twin lead transmission line 26. Assuming a terminated
`required compared to the number of WAPES receivers
`transmission line 26 resistance of 100 ohms with the
`required, their weight, cost, and packaging does not
`reactive components tuned out, the 40 MHz current in
`become a signi?cant drawback in WAPES system im
`the terminated transmission line becomes:
`plementation aboard passenger cabins of commercial
`aircraft. For the present WAPES the 40 MHz transmit
`ter signal source 14 and 20 KHz power supply signal
`source 10 will be located at the same body station
`aboard the aircraft and both are required to drive termi
`nated twin lead transmission line 26, a potential isolation
`problem must be addressed, however the frequency
`separation between power and r.f. frequencies lends
`itself advantageously to selective ?ltering with lumped
`circuit components. FIG. 6 is illustrative of an equiva
`lent circuit for providing the requisite isolation. 40 MHz
`r.f. power 14 is coupled to terminated twin lead trans
`mission line 26 by a pair of series resonant L/ C network
`210 which with appropriate component values is ex
`pected to provide (1) a sufficiently low Q so that reac~
`tance variation over the 2 MHz band from 40 to 42
`MHz will be small enough to present a constant load
`
`The current on a portion of the line may be as low as
`10 milliamperes due to radiation losses. Computing the
`voltage induced in the receiver antenna assuming the
`magnetic ?eld falls off at UK from the transmission line,
`the open circuit voltage in the receiving antenna be
`
`I =
`
`%- = 20 milliamperes
`
`comes:
`
`‘
`
`where
`
`6
`
`10
`
`20
`
`25
`
`45
`
`50
`
`55
`
`60
`
`65
`
`Petitioners' Ex. 1035 - Page 7
`
`

`
`15
`
`4,428,078
`8
`(1) Assuming that three seat receivers R1, R2, and R3
`shown at 16, 18, and 20 in FIG. 1 are under full load
`operating from the single power supply shown, each
`receiver requiring 4 milliamperes at 10 volts of well
`regulated voltage and 26 milliamperes at a total of 10
`volts of unregulated voltage.
`Total Regulated: l2 milliamperes at 10 v
`Total Unregulated: 78 milliamperes at 10 v
`(2) Regulation power loss. Assuming MLM voltage
`regulator S00 is utilized which draws 0.8 milliamperes
`at no load, and has an input voltage of 18 volts, then:
`Total current ?ow through voltage regulator 500 is
`12.8 milliamperes at 18 v.
`(3) Recti?er loss. Assuming single phase full wave
`center tapped recti?cation 503 is utilized with conven
`tional diodes (0.7 v voltage drop), voltages required are
`18.7 VDC and 10.7 VDC.
`(4) Secondary power required (neglecting 1R loss in
`transformer 506 and ?lter circuit 508):
`18.7 v at 12.8 milliamperes +10.7 volts at 78 milliam
`peres= 1.07 watts
`at 18.7 VDC VRM$:l3.2 VAC RMS at 18.1 ma
`RMS
`at 10.7 VDC VRMsz7.6 VAC RMS at 110 ma RMS
`(5) With an ef?cient step down transformer 506, pick
`up loop 30 requires 1.19 watts of induced power (assum
`ing 10% transformer secondary winding power loss).
`(6) Based on 1.19 watts of power, a load impedance of
`4 ohms and an interval impedance of 42 ohms, the turns
`ratio ‘of transformer 506 should be 1.64:1 for the inner
`winding provided between taps 601 and 603 and 2.82:1
`for the outer winding provided between taps 605 and
`607.
`
`25
`
`30
`
`7
`impedance to the transmitter, and (2) a high impedance
`at 20 KHz power frequency to isolate and prevent the
`panel frequency signal from entering the r.f. transmitter.
`To prevent the 40 MHz signal from entering the 20
`KHz audio ampli?er, parallel resonant (40 MHz) L/C
`networks 212 are placed in series with each lead of the
`20 KHz power supply lines, the inductors being re
`quired to carry the full load current of 20 KHz power
`and therefore may comprise air core coils of copper
`wire capable of carrying 10 amperes constant current at
`20 KHz. These two transmitters should be properly
`synchronized to eliminate potential co-channel interfer
`ence, or a single transmitter should be designed to feed
`both transmission lines.
`Turning now to FIG. 5, a receiver 300 (providing
`product AM demodulation) is shown coupled to tap 130
`of multiturn loop 30. This type receiver is shown for use
`in a WAPES system utilizing r.f. transmitter 14 trans
`mission of double sideband (DSB) or single sideband
`(SSB) suppressed carrier modulation. Such transmitter
`mode permits direct demodulation of the r.f. spectrum
`for receiver 300 design since a precision system fre
`quency reference (power frequency signal) is readily
`available. Power supply 12 provides the desired voltage
`, for receiver 300 operation, and this V developed at a
`common joint seat location is seen in FIG. 7 to provide
`power to the several receivers R1, R2, and R3 common
`to the joint seat location. An exemplary power supply
`12 schematic is shown in more detail in FIG. 7, and it
`should be noted further that a high pass ?lter 400 is
`coupled in series between the receiver antenna (pro
`vided at tap 130 of multiturn loop 30) and the mixer
`inputs of receiver 300 (to extract the r.f. spectrum from
`the 20 KHz voltage) while a low pass ?lter 402 is con
`nected from tap 130 to the frequency synthesizer since
`receiver 300 (providing product AM demodulation)
`requires the 20 KHz reference signal.
`Exemplary channel selection provisions of receiver
`300 are as follows:
`
`35
`
`.
`__ Total Ewer to Loads
`(7) Power supply efficiency -_
`Input Power
`
`0.9 Watts
`(assuming 10% transformer __
`primary winding power loss) T 1.32 Watts = 68%
`
`CHANNEL NO.
`1
`2
`3
`4
`5
`6
`7
`8
`9
`10
`11
`12
`
`A CHAN. FREQ.
`42.0 MHz
`41.92
`41.84
`41.76
`41.68
`41.60
`41.52
`41.44
`41.36
`41.28
`41.20
`41.12
`
`B CHAN. FREQ.
`40.5 MHz
`40.46
`40.42
`40.38
`40.34
`40.30
`40.26
`40.22
`40.18
`40.14
`40.10
`40.06
`
`Receiver 300 power consumption is as follows:
`
`COMPONENT
`20 KHZ ampli?er limiter 407
`frequency synthesizer 409
`audio ampli?er 411
`
`POWER CONSUMPTION
`l milliwatt
`100 milliwatts
`240 milliwatts
`
`Total power consumption receiver M!) = 300 milliwatts
`Power supply 12 It 60% efficiency, total power = 420 milliwatts
`for 2 seats, total power = 840 milliwltts
`for 3 saLs, total power = 1260 milliwltts
`
`Turning now to FIG. 7 showing a detailed schematic
`of joint seat location power supply 12 of the receiving
`system of FIG. 5, calculations of powers and ef?cien'
`cies thereof are shown in the following:
`
`45
`
`50
`
`55
`
`The installation of the present WAPES system
`should preclude closed electrical loops such as seat
`tracks, etc. nearby which could couple away power
`from transmission line 26. To provide decoupling of
`undesired loops nearby, a piece of dielectric material
`can be inserted in such loops such as seat tracks, etc. at
`about every ten feet to break up DC continuity. Utiliza
`tion of the present WAPES system environment is ex
`emplary of deployment of the present system which
`also be deployed in lecture rooms, conference rooms or .
`other meeting or entertainment areas having need for
`user selection of multi-channel information transmis
`sions.
`~While ‘an audio (W APES) embodiment of the present
`entertainment system is shown, video information and
`receiver power transmission embodiment (VIPES) of
`the present'entertainment system will now become ap
`parent to those skilled in the art practicing the hereinbe
`“fore described teachings of the present invention.
`What is claimed is:
`~
`1. A passenger entertainment system for transmission
`by simultaneous inductive coupling of receiver power
`and intelligence information signals to a plurality of seat
`units disposed on a ?oor support, said system compris
`ing:
`transmitter means for generating said receiver power
`and intelligence information signals;
`
`Petitioners' Ex. 1035 - Page 8
`
`

`
`5
`
`9
`receiver means and power supply means for power
`ing said receiver associated with each of said plu
`rality of seat units;
`a transmission line comprising a pair of spaced apart
`conductors coupled to said transmitter means, said
`pair of spaced apart conductors disposed substan
`tially in the plane of said ?oor support;
`a multiturn pick up loop disposed adjacent to said
`?oor support, said multiturn pick up loop coupled
`to said receiver means and said power supply
`means; and,
`wherein said receiver power signal has a frequency of
`around 20 KHZ, and said intelligence information
`signal has a frequency of around 40 MH,.
`2. A wireless audio passenger entertainment system
`(WAPES) for transmission by simultaneous inductive
`coupling of receiver power and intelligence information
`
`4,428,078
`10
`signals to a plurality of seat units disposed on a ?oor
`support, said system comprising:
`transmitter means for generating said receiver power
`and intelligence information signals;
`receiver means and power supply means for power
`ing said receiver associated with each of said plu
`rality of seat units;
`a transmission line comprising a pair of spaced apart
`conductors coupled to said transmitter means, said
`pair of spaced apart conductors disposed substan
`tially in the plane of said ?oor support;
`a multitum pick up loop disposed adjacent to said
`?oor support, said multiturn pick up loop coupled
`to said receiver means and said power supply
`means; and
`wherein said receiver power signal has a frequency of
`around 20 KHZ, and said intelligence information
`signal has a frequency of around 40 MHZ.
`it
`Ill
`* it
`it
`
`15
`
`20
`
`25
`
`30
`
`35
`
`45
`
`50
`
`55
`
`65
`
`Petitioners' Ex. 1035 - Page 9