Patent Publication Number: US-7723935-B2

Title: System and method for compartment control

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   The present application is related in general subject matter to pending U.S. patent application Ser. No. 11/510,779, filed on Aug. 25, 2006, entitled “System and Method for a Power-Assisted Compartment,” assigned to The Boeing Company, and hereby incorporated by reference in its entirety into the present application. The present application is further related in general subject matter to pending commonly assigned U.S. patent application Ser. No. 11/510,821, filed on Aug 25, 2006, filed concurrently herewith, entitled “System and Method for Pivot for Stowage Compartments or Rotating Items,” hereby incorporated by reference in its entirety into the present application. Additionally, the present application is related in general subject matter to pending commonly assigned U.S. patent application Ser. No. 10/905,502, filed on Jan. 7, 2005, entitled “Pivot Mechanism for Quick Installation of Stowage Bins or Rotating Items,” hereby incorporated by reference in its entirety into the present application. 
   The present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. 11/510,787, filed on Aug. 25, 2006, entitled “System and Method for an Electronic Indicative Switch,” hereby incorporated by reference in its entirety into the present application. In addition, the present application is related in general subject matter to pending commonly assigned U.S. patent application Ser. No. 11/510,788, filed on Aug. 25, 2006, entitled “System and Method for Compartment Control,” hereby incorporated by reference in its entirety into the present application. The present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. 11/510,780, filed Aug. 25, 2006, entitled “System and Method for Compartment Control,” hereby incorporated by reference in its entirety into the present application. The present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. 11/510,792, filed on Aug. 25, 2006, entitled “System and Method for Electronically Latching Compartments,” hereby incorporated by reference in its entirety into the present application. 
   FIELD 
   The present disclosure relates generally to stowage systems, and more particularly to a system and method for control of a movable stowage compartment on a mobile platform. 
   BACKGROUND 
   The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. 
   Many mobile platforms (such as trains, ships, aircraft and automobiles) employ stowage compartments in a cabin of the mobile platform to enable stowage of passenger items, such as carry-on baggage. With regard to commercial passenger aircraft, increased baggage stowage demands have required the stowage compartments to increase in size and load capacity. In addition, there is a drive to increase passengers “personal space” (i.e., headroom) in the cabin of the aircraft. The desire for increased “personal space” in the cabin has resulted in higher ceilings and the placement of storage compartments higher in the cabins. 
   The increased size and load capacity of the stowage compartments coupled with the higher cabin ceilings and higher stowage compartment placement in the cabins can make it difficult for some passengers to close the door on the overhead stowage compartments. Further, if the compartments are fully loaded, the weight of the overhead stowage compartments can cause strain on the passengers or crew who attempt to open or close the overhead stowage compartments. This is especially so if passenger carry-on baggage is to be placed on the inside surface of the open compartment door, in which case the user will need to lift the weight of the all of the baggage that is being supported by the compartment door as the user lifts the door to close it. In addition, current compartment stowage systems are not capable of being managed through a control panel such that crew members can operate the stowage compartments remotely and/or remotely assess various operating conditions affecting the individual compartments. Thus, it would be desirable to have a power-assisted overhead stowage compartment system to assist passengers and crew in opening and closing the overhead stowage compartments, and that is also capable of being controlled (and/or monitored) remotely by crew members. 
   SUMMARY 
   A system and method for controlling at least one moveable stowage compartment is provided. The method includes providing a motive device operably associated with the compartment and sensing a current supplied to the motive device to move the compartment. The method also includes determining if the current exceeds a threshold, and determining that the compartment is obstructed if the current exceeds the threshold. 
   In one embodiment, the present disclosure further provides a method for monitoring a movable stowage compartment on a mobile platform. The method includes providing a motor coupled to the compartment and sensing a current supplied to the motor. The method also includes sensing a position of the compartment, and computing the weight of the compartment based on the sensed position of the compartment and the computed required current. The method includes signaling if the weight of the compartment exceeds a weight limit threshold. 
   The present teachings also provide a method for controlling the operation of a moveable overhead stowage compartment on a mobile platform. The method includes sensing a position of the compartment from a location remote from the compartment, and determining a status of the compartment from the remote location. The method also includes generating signals from the remote location to a motive device associated with the compartment to move the compartment based on the sensed position and the status of the compartment. 
   Also provided is an aircraft including a fuselage. The aircraft also includes an overhead stowage compartment located within the fuselage, with the overhead stowage compartment being movable between an opened position and a closed position. The aircraft further includes a motive device operatively associated with the compartment for moving the compartment between the opened and closed positions, and a control system located remotely from the compartment and in communication with the motive device. The control system generates a current to drive the motive device, and includes a subsystem to sense the current driving the motor. The control system uses the computed required current to determine an operational status of the compartment. 
   Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein: 
       FIG. 1  is a perspective view of a portion of a mobile platform incorporating one exemplary embodiment of the system and method for a power-assisted compartment, and illustrating a plurality of power-assisted compartments according to the present disclosure; 
       FIG. 2  is a schematic diagram of a control system for the plurality of power-assisted compartments of  FIG. 1 ; 
       FIG. 3  is a perspective view of a single power-assisted compartment according to one embodiment of the present disclosure in an opened and unlatched position; 
       FIG. 4  is an exploded perspective view of the power-assisted compartment of  FIG. 3 ; 
       FIG. 5  is a side view of the power-assisted compartment of  FIG. 3  illustrating the power-assisted compartment in a closed and latched position; 
       FIG. 5A  is a detail side view of a portion of the power-assisted compartment of  FIG. 5 ; 
       FIG. 6  is a side view of the power-assisted compartment of  FIG. 3 , illustrating the power-assisted compartment in a partially opened and unlatched position; 
       FIG. 7  is a side view of the power-assisted compartment of  FIG. 3  in an opened and unlatched position; 
       FIG. 7A  is an exploded detail view of a pivot system employed by the power-assisted compartment of  FIG. 1 ; 
       FIG. 8  is a rear view of the power-assisted compartment of  FIG. 3 ; 
       FIG. 9  (System Control Module is a dataflow diagram illustrating an exemplary compartment control system of the present disclosure; 
       FIG. 10  (Compartment Initialization Procedure) is a flowchart illustrating a start-up method for the system of  FIG. 9 : (System Control Procedure); 
       FIG. 11  (Control Module Test Procedure) is a flowchart illustrating a first method for testing the control system; 
       FIG. 12  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 11  (Control Module Test Procedure) at A; 
       FIG. 13  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 12  (Control Module Test Procedure) at B; 
       FIG. 14  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 13  (Control Module Test Procedure) at C; 
       FIG. 15  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 14  (Control Module Test Procedure) at D; 
       FIG. 16 : (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 15 : (Control Module Test Procedure) at E; 
       FIG. 17  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 16  (Control Module Test Procedure) at F; 
       FIG. 18  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 17  (Control Module Test Procedure) at G; 
       FIG. 19  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 18  (Control Module Test Procedure) at H; 
       FIG. 20  (Control Module Test Procedure) is a continuation of the flowchart of  FIG. 19  (Control Module Test Procedure) at I; 
       FIG. 21  (Hardware Test Procedure) is a flowchart illustrating a second method for testing the system; 
       FIG. 22  is a continuation of the flowchart of  FIG. 21 : (Hardware Test Procedure) at A; 
       FIG. 23  (Control Module is a dataflow diagram illustrating a compartment control module for the system of  FIG. 9  (System (Control Procedure); 
       FIG. 24  (Compartment Status Procedure) is a flowchart illustrating a compartment monitoring method; 
       FIG. 25  (Obstruction Monitoring Procedure) is a flowchart illustrating an obstruction monitoring method; 
       FIG. 26  (Fasten Seatbelt (FSB) Procedure) is a flowchart illustrating a warning sign monitoring method; 
       FIG. 26A  (Volume Sensing Procedure A) is a flowchart illustrating a volume sensing method; 
       FIG. 27  (Speed (Current) Control Procedure) is a flowchart illustrating a method for determining a control current and speed of compartment movement; 
       FIG. 28  (“OPEN” Button Activation Procedure) is a flowchart illustrating a method for responding to a first input; 
       FIG. 29  (Power Management Procedure) is a flowchart illustrating a power management method; 
       FIG. 30  (“CLOSE” Button Activation Procedure) is a flowchart illustrating a method for responding to a second input; 
       FIG. 31  (Manual Close Procedure) is a flowchart illustrating a method for responding to a third input; 
       FIG. 32  (Compartment Activation Procedure) is a flowchart illustrating a first control method; 
       FIG. 33  (Halt Motion Procedure) is a flowchart illustrating a second control method; 
       FIG. 34  (Set Light/Indication Procedure) is a flowchart illustrating a first indicator status update method; 
       FIG. 35  Set Light/Indication Procedure (FSB ON and Timed Out)) is a flowchart illustrating a second indicator status update; 
       FIG. 36  Set Light/Indication Procedure (FSB ON and Not Timed Out)) is a flowchart illustrating a third indicator status update method; 
       FIG. 36A  (Compartment Range of Motion is a graph of the compartment direction and motion from the fully opened to the fully closed positions; 
       FIG. 37  (System Shutdown Procedure) is a flowchart illustrating a shutdown method; 
       FIG. 38  illustrates a “Bin Control” screen including a “Control” screen; 
       FIG. 39  illustrates a control system and an alternative control system; 
       FIG. 40  illustrates a “Bin Control” screen including a “Settings” screen; 
       FIG. 41  illustrates a “Bin Control” screen including a “Settings” screen with a “Zone Locator” selector displayed; 
       FIG. 42  illustrates a “Bin Control” screen including a “Security” screen; 
       FIG. 43  illustrates a “Password” prompt screen; 
       FIG. 44  illustrates a “Bin Control” screen including a “Configuration” screen; 
       FIG. 45  illustrates a “Bin Control” screen including a first “Configuration” screen; 
       FIG. 46  illustrates a “Bin Control” screen including a second “Configuration” screen; 
       FIG. 47  illustrates a “Bin Control” screen including a third “Configuration” screen; 
       FIG. 48  illustrates a “Bin Control” screen including a fourth “Configuration” screen; 
       FIG. 49  illustrates a “Bin Control” screen including a fifth “Configuration” screen; 
       FIG. 49A  is a graph of the position, velocity and acceleration according to an Automatic profile; 
       FIG. 50  illustrates a “Bin Control” screen including a sixth “Configuration” screen; 
       FIG. 51  illustrates a “Bin Control” screen including a seventh “Configuration” screen; 
       FIG. 52  illustrates a “Bin Control” screen including an eighth “Configuration” screen; 
       FIG. 53  illustrates a “Bin Control” screen including a ninth “Configuration” screen; 
       FIG. 54  illustrates a “Bin Control” screen including a tenth “Configuration” screen; 
       FIG. 55  illustrates a “Bin Control” screen including an eleventh “Configuration” screen; 
       FIG. 56  illustrates a “Bin Control” screen including a twelfth “Configuration” screen; 
       FIG. 57  illustrates a “Bin Control” screen including a first “Indicator” screen; 
       FIG. 58  illustrates a “Bin Control” screen including a second “Indicator” screen; 
       FIG. 59  illustrates a “Bin Control” screen including a third “Indicator” screen. 
       FIG. 60  illustrates a “Bin Control” screen including a fourth “Indicator” screen; 
       FIG. 61  illustrates a “Cabin Settings” screen; 
       FIG. 62  is a perspective front view of a power-assisted stowage compartment including an electronic indicative switch in accordance with one embodiment of the present disclosure; 
       FIG. 62A  is a cross-sectional view of the electronic indicative switch of  FIG. 62  taken along line  62 A- 62 A of  FIG. 62 ; 
       FIG. 63  is a perspective view of a rear surface of the electronic indicative switch of  FIG. 62 ; 
       FIG. 63A  is a front view of the electronic indicative switch of  FIG. 62  illustrating an illumination of the electronic indicative switch according to the present disclosure; 
       FIG. 63B  is a cross-sectional view of the electronic indicative switch of  FIG. 63A  taken along line  63 B- 63 B of  FIG. 63A ; 
       FIG. 64  is a partially exploded view of the electronic indicative switch of  FIG. 62 ; 
       FIG. 64A  is a fully exploded view of the electronic indicative switch of  FIG. 62 ; 
       FIG. 65  is a detailed perspective view of the electronic indicative switch of  FIG. 62  in a first illuminated state; 
       FIG. 66  is a detailed perspective view of the electronic indicative switch of  FIG. 62  in a second illuminated state; 
       FIG. 67  is a detailed electrical schematic of a printed circuit board for the electronic indicative switch of  FIG. 62 ; 
       FIG. 68A  is a rear view of the printed circuit board from an interior of the power-assisted stowage compartment; 
       FIG. 68B  is a front view of the printed circuit board from an exterior of the power-assisted stowage compartment; 
       FIG. 69  is a detailed circuit diagram for the printed circuit board from a first perspective; 
       FIG. 70  is a detailed circuit diagram for the printed circuit board from a second perspective; 
       FIG. 71  is a side view of the power-assisted compartment of  FIG. 3 , including an electronic latch in accordance with one exemplary embodiment of the present disclosure; 
       FIG. 71A  is a detail side view of the electronic latch of the power-assisted compartment of  FIG. 71  in a first, engaged position; 
       FIG. 71B  is a detail perspective view of a portion of the latching system of  FIG. 71A  in a second, disengaged position; 
       FIG. 71C  is a detail perspective view of a portion of the latching system of  FIG. 71A ; 
       FIG. 72  is an exploded perspective view of the power-assisted compartment including the electronic latch of  FIG. 71 ; 
       FIG. 73  is a side view of the power-assisted compartment in a partially opened and unlatched position, including the electronic latch of  FIG. 71 ; 
       FIG. 74A  is a front view of a second alternative embodiment of an electronic indicative switch; 
       FIG. 74B  is a front view of a third alternative embodiment of an electronic indicative switch; 
       FIG. 74C  is a front view of a fourth alternative embodiment of an electronic indicative switch; 
       FIG. 74D  is a front view of a fifth alternative embodiment of an electronic indicative switch; 
       FIG. 74E  is a front view of a sixth alternative embodiment of an electronic indicative switch; 
       FIG. 75  is a perspective view of a portion of a mobile platform illustrating a plurality of alternative stowage compartments including an alternative electronic latch in accordance with one exemplary embodiment of the present disclosure; 
       FIG. 76  is a perspective view of the alternative stowage compartment of  FIG. 75  in a closed and latched position; 
       FIG. 77  is a partially broken away side view of the alternative stowage compartment of  FIG. 75  illustrating the latching system in the closed and latched position; 
       FIG. 78  is a partially broken away side view of the alternative stowage compartment of  FIG. 75  illustrating the latching system in a partially opened and unlatched position; and 
       FIG. 79  is a side view of the alternative stowage compartment of  FIG. 75  illustrating the latching system in an opened and unlatched position. 
   

   DETAILED DESCRIPTION 
   The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. Although the following description is related generally to a power-assisted compartment for a mobile platform (such as an aircraft, ship, spacecraft, train or land-based motor vehicle), it will be understood that the power-assisted compartment system, as described and claimed herein, can be used with any appropriate application where it would be useful to have a power-assisted storage area or storage device. Therefore, it will be understood that the following discussion is not intended to limit the scope of the appended claims to only mobile platforms. 
   With reference to  FIG. 1 , an exemplary mobile platform  10  employing a power-assisted compartment system  12  is shown. The mobile platform  10 , in this example, is a passenger aircraft including a cabin  14  and a crew area  16 . The mobile platform  10  includes two rows, seven abreast, of passenger seating  18  with one row of four power-assisted compartment systems  12 ; however, any number of power-assisted compartment systems  12  or rows of seating  18  could be employed. 
   With additional reference to  FIG. 2 , the power-assisted compartment system  12  includes a control system  20 , a support structure or system  22 , at least one or a plurality of compartments  24 , a pivot system  25 , an actuator system  26  and a latching system  28 . It will be understood that although the present disclosure illustrates a plurality of compartments  24 , the present disclosure could involve any number of compartments  24 , and may just include one compartment  24  if desired. Furthermore, it will be understood that although the description herein of the support system  22 , actuator system  26  and latching system  28  is directed towards an outboard compartment  24 , the principles disclosed herein can be applied to any suitable compartment  24  in any orientation, such as inboard. Generally, each of the compartments  24  is in communication with the control system  20 , and the control system  20  is responsive to each of the compartments  24 . The support system  22  supports the compartments  24  in the cabin  14 . The actuator system  26  is coupled to each of the compartments  24  to enable the compartments  24  to rotate into an opened position ( FIGS. 3 ,  6  and  7 ) and a closed position ( FIG. 5 ). It will be understood, however, that although the compartments  24  are described herein as rotating between an opened and closed position the compartments  24  could also pivot, articulate or translate between the opened and closed position depending upon how the actuator system  26  is coupled to the compartments  24 . The latching system  28  is also coupled to each of the compartments  24  and the support system  22  to secure the compartments  24  in closed positions, or to permit the compartments  24  to be rotated into their opened positions. In addition, it will be understood that although the actuator system  26  and latching system  28  are illustrated and described as separate components, these systems could be integrated if desired. 
   With reference to  FIG. 2 , a schematic of the control system  20  is illustrated. The control system  20  includes a plurality of first controllers or compartment controllers  30 , a plurality of first or amperage sensors  34  (shown in phantom), a plurality of second or obstruction sensors  36  (shown in phantom), a plurality of third or open sensors  37 , a plurality of fourth or position sensors  139 , a plurality of switch system(s)  40  each coupled to each of the compartments  24 , a plurality of fifth or volume sensors  41 , and a second controller or central controller  32  coupled to a multi-purpose control panel  33 . Each of the compartment controllers  30  are coupled to the compartments  24  at any desired location, but are preferably coupled to the compartments  24  at a location not visible to passengers within the cabin  14 . It should be noted that although the following discussion describes the compartments  24  as each having a compartment controller  30 , one compartment controller  30  could be in communication with and responsive to a plurality of compartments  24 . The compartment controllers  30  are in communication with and responsive to the amperage sensors  34 , obstruction sensors  36 , open sensors  37 , switch system(s)  40  and central controller  32 . The compartment controllers  30  are also responsive to and in communication with the actuator system  26  and the latching system  28  to move the compartment  24  from an open and a closed position, and also to latch and unlatch the compartment  24 , as will be described in greater detail herein. The compartment controllers  30  receive power from a main power source of the aircraft (not shown). The compartment controllers  30  manage and distribute energy to the actuator system  26  and the latching system  28 . The compartment controllers  30  are in communication with and responsive to the amperage sensors  34 , obstruction sensors  36 , open sensors  37 , position sensors  139 , switch system(s)  40 , volume sensors  41 , central controller  32 , actuator system  26  and latching system  28  through either a wired, wireless or plumbed connection or any combination thereof. 
   With additional reference to  FIGS. 3 and 4 , the amperage sensors  34  generally monitor a weight of the compartment  24 . Typically, the first amperage sensors  34  are mounted with the actuator system  26  such that the amperage sensors  34  receive accurate measurements associated with the weight of the compartment  24 . The amperage sensors  34  are in communication with the compartment controller  30  through either wired, wireless or plumbed communication to transmit the data regarding the weight of the compartment  24  to the compartment controller  30 . The amperage sensors  34  receive power from the compartment controller  30 . The amperage sensors  34  can be any appropriate sensor for measuring weight or load on the compartments  24 , such as, a strain gage, power sensor or load sensor. If an amperage sensor is used, the amperage sensor is coupled to the actuator motor system  126 , as will be discussed in greater detail herein. If the weight of the compartment  24  received from the amperage sensors  34  is greater than a predetermined acceptable loading weight, the compartment controller  30  can either prevent the movement of the compartment  24  and/or issue a warning that the compartment  24  is overloaded, as will be discussed in greater detail herein. Primary obstruction detection is also accomplished by a combination of the amperage sensors  34  and the position sensor  139 . In particular, the amperage sensors  34  provide an accurate data measurement associated with the load on the compartments  24 , and a sudden increase in the load with reduced movement of the compartments  24  indicates an obstruction in the movement of the compartment  24 . The position sensor  139  will be discussed in greater detail herein with reference to the pivot system  25 . 
   The obstruction sensors  36  are in communication with the compartment controllers  30  to provide the compartment controllers  30  with a signal if the movement of the compartment  24  is obstructed, as best shown in  FIG. 5 . The obstruction sensors  36  provide secondary obstruction detection. Generally, the obstruction sensors  36  are pinch strips that, as generally known, include two separated conductive surfaces that transmit a signal when they are forced together. The obstruction sensors  36  receive power from the compartment controller  30 , and alternatively through the pivot system  25 , as will be discussed in greater detail herein. It will be understood, however, that any other electro-mechanical device could be used to generate a signal based on an obstruction, and further, the actuator system  26  can be configured to further monitor for an obstruction, as will be discussed herein. The obstruction sensors  36  are generally coupled to the support system  22  and the compartment  24 , as will be discussed in greater detail herein. It should be noted that although three obstruction sensors  36  are illustrated, any number of obstruction sensors  36  could be employed. 
   The open sensors  37  are coupled to the support system  22  and are adapted to be in communication with the compartment  24 . The open sensors  37  are in wired and/or wireless communication with the compartment controllers  30  to provide the compartment controllers  30  with a signal if the compartment  24  is in the full opened position. Generally, the compartment  24  rests on the open sensors  37  when the compartment  24  is in the full open position, as will be described in greater detail herein. 
   The switch system(s)  40  can be coupled to each of the compartments  24 , and are generally mounted on a front surface  44  of the compartments  24 , such that the switch system(s)  40  face into the cabin  14  of the mobile platform  10 . The switch system(s)  40  includes a first, or “OPEN”, or “DOWN,” switch contact or button  46  and a second, or “CLOSE” or “UP,” switch contact or button  48  arranged about an indicator surface  50 . It should be noted, however, that the switch system(s)  40  shown are for illustrated purposes, as any appropriate switch with any appropriate number of buttons could be employed. In addition, the OPEN button  46  and CLOSE button  48  could be placed in any appropriate orientation with respect to each other, and with respect to the indicator surface  50 , such as adjacent to each other. Typically, the switch system(s)  40  is in wired and/or wireless communication with the compartment controllers  30 . The switch system(s)  40  receive power from the compartment controller  30 , and alternatively through the pivot system  25 , as will be discussed in greater detail herein. In addition, the switch system(s)  40  can be energy harvesting switches such that the switch system(s)  40  do not require an external source of power from the mobile platform  10  to function. 
   When the OPEN button  46  is depressed by a user, it sends a signal to the compartment controller  30  to appropriately operate the compartment  24 . For instance, if the compartment  24  is already in the fully closed position, depressing the OPEN button  46  or CLOSE button  48  will cause the compartment controller  30  to lower the compartment  24 . Further, if the OPEN button  46  or CLOSE button  48  is depressed while the compartment  24  is in the process of moving from the opened to the closed position or vice versa, a signal will be sent to the compartment controller  30  to stop the operation or movement of the compartment  24 . In order to resume operation or movement of the compartment  24 , the user can then press either the OPEN button  46  or the CLOSE button  48  for the respective movement of the compartment  24 . In addition, the OPEN button  46  and CLOSE button  48  could each be programmable to send a series of signals to the compartment controller  30 , so that the compartment controller  30  performs a specific operation, such as preventing the operation of the compartment  24 . 
   The indicator surface  50  is disposed between the OPEN button  46  and the CLOSE button  48 , and comprises at least one or a plurality of light emitting diodes (LEDs)  52 . Generally, the indicator surface  50  comprises three LEDs  52 , each of which are in communication with and responsive to the compartment controller  30 . The LEDs  52  can be in wired and/or wireless communication with the compartment controller  30 . Typically, the LEDs  52  can be different colors to indicate the status of the compartment  24 , such as latched, unlatched, overloaded, available for operation, operating, delayed, disabled, and if the movement of the compartment  24  is obstructed. A first LED  52   a  can be red in color and a second LED  52   b  can be blue in color. Alternatively, an LCD monitor type display could be used. Optionally, the indicator surface  50  includes a speaker  54  in communication with and responsive to the compartment controller  30  to announce an audible status condition and/or audible messages regarding the compartment  24  and/or the mobile platform  10 , such as “Warning: Compartment Overloaded,” “Obstruction,” “Wait for Attendant Assistance,” or “Operation Pending, Please Stand By,” for example. The indicator surface  50  receives power from the compartment controller  30 , or alternatively through the pivot system  25 , as will be discussed in greater detail herein. 
   A fifth or volume sensor  41  is coupled with the compartment  24  which monitors the occupied volume within the compartment  24 . Information from this sensor is transmitted to compartment controller  30  which then transmits a signal to the LEDs  52  on the indicator surface  50  to indicate the bin is full. This information may only be displayed when the compartment  24  is closed at certain times of utilization. The volume sensor  41  can be any sensor capable of sensing a volumetric capacity, and can employ an infrared, laser or sonic device to determine a volume of the compartment  24 . The volume sensor  41  is coupled to the compartment  24  such that it can monitor the volume of the compartment  24 , and is preferably recessed or mounted flush with respect to the surface of the compartment  24 . 
   With reference to  FIGS. 1 and 2 , the central controller  32  is in communication with and responsive to the compartment controllers  30  and the control panel  33 . It should be noted that although two central controllers  32  and two control panels  33  are shown, the two central controllers  32  could be combined into one subassembly, as could the two control panels  33 . In addition, the central controllers  32  and the control panels  33  could be combined into a single unit. The central controller  32  relays signals from its associated compartment controllers  30  to its associated control panel  33 , and potentially wireless crew devices (not specifically shown), as well as from the control panel  33  to the compartment controllers  30 . The control panel  33  comprises at least one or a plurality of user input devices  56 , such as buttons or a touch screen, to enable a crew member C to control the operation of the compartments  24  ( FIG. 1 ). In addition, the central controller  32  is capable of notifying crew member C via the control panel  33  that certain compartments  24  should be disabled due to performance issues such as system faults. It will be understood that the user input devices  56  are shown as buttons for illustration purposes only, as any number of user input devices (such as a laptop computer or an integrated attendant panel running a software system) could be employed. In addition, if a software system is employed, the software system could control the calibration of the actuator system  26  by use of the position sensor  139 , as will be discussed herein. Through the control panel  33 , the crew member C can send a signal to the central controller  32 , which sends the signal to the compartment controllers  30 , to unlatch and move the selected compartments  24 . 
   In addition, the control panel  33  can include at least one or a plurality of user input devices  56   a , which correspond to a selected area A 1 , A 2  . . . A n  of the cabin  14  of the mobile platform  10 , as best shown in  FIG. 1 . Thus, when the crew member C activates the user input devices  56   a , a signal is sent to the central controller  32 , which sends the signal only to the compartments  24  in the selected area A 1 , A 2  . . . A n  in the cabin  14 . Further, the control panel  33  can include a plurality of user input devices  56   b  that correspond to each of the compartments  24 . The control panel  33  can also include at least one or a plurality of functional user input devices  56   c , such as “LATCH,” “UNLATCH,” “DISABLE,” and the like, which can be used with the user input devices  56   a  and  56   b  to control specific functions for specific compartments  24  to the central controller  32 . In addition, the control panel  33  can also include user input devices  56   c , which are capable of controlling the operation of all of the compartments  24 , such as an “ALL CLOSED” OR “ALL OPEN” user input device (not specifically shown). It should be noted that the above control panel  33  could also comprise a computer-based software program that allows user input in this fashion. The control panel  33  can also be an access panel for maintenance purposes including retrieving built-in test equipment data, deactivation of specific compartments  24  if required, and retrieval of data log information as a history of performed operations. 
   With continuing reference to  FIGS. 1 and 2 , and with additional reference to  FIGS. 3-5 , the support system  22  includes a frame  58  and a plurality of housings  60 . The frame  58  is preferably a rigid, strong structural member that forms a portion of the frame of the mobile platform  10 , and is typically arcuate. The frame  58  may be comprised of a lightweight material, such as aluminum, a composite material, or any other lightweight, suitably strong material. The frame  58  spans the cabin  14  of the mobile platform  10  and includes various mounting points or apertures  62  for coupling the housings  60 , the actuator system  26  and the latching system  28  to the frame  58  ( FIG. 4 ). The housings  60  are generally rectangular and include a mating ledge  64 , a shell  66  and a pair of sidewalls  68 . The mating ledge  64  is coupled to the shell  66  and provides a surface for the obstruction sensor  36 . The mating ledge  64  is preferably configured to aesthetically corresponding to the cabin  14 , and also serves to seal the compartment  24  against the housing  60  when the compartment  24  is in the closed position, as will be discussed further herein. 
   The shell  66  typically defines a cabin forward panel  70  and a rear panel  72 . The cabin forward panel  70  is preferably not visible to passengers within the cabin  14  and supports the mating ledge  64 . The cabin forward panel  70  also provides a mounting point for a ceiling panel  71  as shown in  FIGS. 5 and 6 . The ceiling panel  71  substantially covers the cabin forward panel  70 . The cabin forward panel  70  is coupled to or integrally formed with the rear panel  72 . The sidewalls  68  are coupled to or integrally formed with the cabin forward panel  70  and the rear panel  72 . 
   Each of the sidewalls  68  includes a first end  78  and a second end  80 . The first end  78  of the sidewall  68  is coupled to the shell  66 . The first end  78  also includes a flange  89 . The flange  89  is generally triangular, with a base  93  and a shelf  95 . The base  93  is generally integrally formed with the shelf  95  and can define apertures to couple the flange  89  to the first end  78  via mechanical fasteners, however, any other mechanism could be used such as adhesives and/or welding. The shelf  95  extends generally perpendicular to the base  93  to form a surface for possible receipt of the open sensor  37 , while also providing a catch for stopping the compartment  24  once the compartment  24  has reached the full opened position. Generally, only one open sensor  37  is required per compartment  24 . The first end  78  and the second end  80  each include a mounting point or apertures  84  and a mounting flange  86 . The mounting flange  86  includes a first end  88  and a second end  91 . The first end  88  of the mounting flange  86  is coupled to the first end  78  of the sidewall  68  through at least one or a plurality of mechanical fasteners, such as screws, which are received through corresponding apertures in the first end  88  of the mounting flange  86  and into the apertures  84  in the sidewall  68 . It should be understood that any suitable fastener could be used and, in the alternative, the mounting flange  86  could be coupled to the sidewall  68  by welding and/or adhesives. 
   The second end  91  of the mounting flange  86  is coupled to apertures  62  in the frame  58 . Generally, the second end  91  of the mounting flange  86  is coupled to the frame  58  via a plurality of fasteners, such as screws, linkages, brackets, bridges and/or pins; however, it will be understood that any suitable fastener could be used and, in the alternative, the mounting flange  86  could be coupled to the frame  58  by welding and/or adhesives. The second end  80  of the sidewall  68  also includes a plurality of apertures  84  for coupling a mounting flange  86  to the sidewall  68  to further couple the housing  60  to the frame  58 . As the mounting flange  86  of the second end  80  is substantially similar to the mounting flange  86  of the first end  78 , it will not be discussed further herein with regard to the second end  80 . The pivot system  25  is coupled to the sidewall  68 , typically adjacent to the second end  80  of the sidewall  68 . 
   The compartments  24  are rotatably coupled to the housing  60  via the pivot system  25 . Each of the compartments  24  includes a cabin forward panel  102 , a rear panel  104 , a stop  105 , and sidewalls  106  disposed between the cabin forward panel  102  and the rear panel  104 . The compartments  24  form a structure for receiving passenger items through an aperture  107  defined between the cabin forward panel  102  and the rear panel  104 . Each of the compartments  24  also includes an adjustable ledger  108  for coupling the compartments  24  to the actuator system  26  and the latching system  28 . The cabin forward panel  102  and rear panel  104  are generally mounted to each other and the sidewalls  106  through a plurality of mechanical fasteners, such as screws or rivets (not shown); however, any suitable technique could be used to form the compartments  24 , such as molding, welding and/or adhesives. 
   The cabin forward panel  102  includes the front surface  44  and an interior surface  110 . The front surface  44  includes a mounting point for the switch system(s)  40 , such as at least one or a plurality of apertures (not shown). The interior surface  110  provides a surface for receiving passenger items. The interior surface  110  is also coupled to the sidewalls  106  such that the interior surface  110  extends a distance beyond the sidewalls  106  for receipt of one of the obstruction sensors  36 . Generally, two of the obstruction sensors  36  are mounted opposite each other on the portion of the interior surface  110  that extends beyond the sidewalls  106 . The rear panel  104  includes an interior surface  112  and the rear surface  42 . The interior surface  112  also provides a surface for receiving passenger items, and with the interior surface  110  of the cabin forward panel  102  forms an interior of the compartment  24 . An edge  114  of the rear surface  42  provides a mounting point, such as apertures  116 , for coupling the stop  105  and the adjustable ledger  108  to the rear panel  104 . The stop  105  includes a housing  109  and a lever  111 . The housing  109  includes a slot  113  for receipt of the lever  111 . The lever  111  includes a handle  115  coupled to or integrally formed with a base  117 . The handle  115  extends from the housing  109 , while the base  117  of the lever  111  is sized to slidably engage the slot  113  such that the base  117  translates within the slot  113  from an extended position to a retracted position upon the movement of the handle  115 . In the extended position, the base  117  can contact the shelf  95  of the flange  89  of the housing  60  to stop the movement of the compartment  24  when the compartment  24  reaches the full opened position. In the retracted position, the base  117  is retained within the housing  109  of the stop  105  such that the compartment  24  is able to rotate beyond the full opened position. When the compartment  24  rotates beyond the full opened position, the compartment  24  can be removed from the pivot system  25  of the housing  60  of the support system  22 . 
   The sidewalls  106  are generally configured to mate with the cabin forward panel  102  and the rear panel  104 . The sidewalls  106  also couple the pivot system  25  to the compartment  24  to enable the compartment  24  to pivot with respect to the housing  60 . The adjustable ledger  108  is coupled to the edge  114  of the rear panel  104  via at least one or a plurality of fasteners, such as screws or rivets. It should be understood, however, that the adjustable ledger  108  could be coupled to the rear panel  104  via any suitable technique, such as molding, welding and/or adhesives. The adjustable ledger  108  includes a first surface  122  and a second surface  124 . The first surface  122  is coupled to the rear panel  104  of the compartment  24 . The second surface  124  preferably includes rails  127  to couple the actuator system  26  and latching system  28  to the compartment  24 . 
   With reference to  FIG. 4 , the pivot system  25  is coupled to each of the sidewalls  68 ,  106  of the housing  60  and compartment  24 , respectively. The pivot system  25  includes at least one conductor  131 , a housing pivot  133 , a compartment pivot  135 , a bushing  137 , and a position sensor  139 . The conductor  131  is in communication with and receives power from the compartment controller  30 . The conductor  131  is preferably an embedded foil conductor, available from 3M. The conductor  131  is coupled to the housing  60  and enables the pivot system  25  to transfer power between the housing  60  and the compartment  24 . Preferably, one of the conductors  131  of the two pivot systems  25  coupled to the housing  60  and compartment  24  has a positive charge, while the other conductor  131  of the opposite pivot system  25  has a negative charge. The housing pivot  133  is disposed on the conductor  131  and is coupled to the sidewall  68  of the housing  60 . The housing pivot  133  is generally composed of a conductive material, such as a metal or metal alloy, to transfer power from the conductor  131  to the compartment pivot  135 . The housing pivot  133  is generally annular and includes a radial space for a bushing  137 , which includes a slot  141 . Between each moving component (from the housing pivot  133  to the bushing  137  to the compartment pivot  135 ) at least one conductive spring plunger  143  is used. The slot  141  is sized to slidably engage the compartment pivot  135 , and the spring plunger  143  is disposed within the housing pivot  133  to maintain electrical contact between the housing pivot  133 , the bushing  137  and the compartment pivot  135 . 
   The compartment pivot  135  includes an annular base  145  with a T-shaped protrusion  147 . The annular base  145  couples the compartment pivot  135  to the sidewall  106  of the compartment  24 , while the T-shaped protrusion  147  is sized to slidably engage the slot  141  of the pivot bushing  137  of the housing pivot  133 . The compartment pivot  135  is generally composed of a conductive material, such as a metal or metal alloy, to enable the transmission of power from the housing pivot  133  to the compartment pivot  135  via the pivot bushing  137 . The compartment pivot  135  is also coupled to various conductors  131   a  to enable the transmission of data and/or power to the obstruction sensor  36  and the switch system(s)  40 . 
   The pivot bushing  137  enables the compartment pivot  135  to rotate within the housing pivot  133  to allow the compartment  24  to pivot with respect to the housing  60 . The pivot bushing  137  is generally rotatably engaged to the inside of the housing pivot  133 . The position sensor  139  is installed on the housing  60  such that the spring plunger  143  contained in the pivot busing  137  applies a pressure to the position sensor  139  to send a signal to the compartment controller  30  regarding the degree of rotation of the compartment  24 . Only one of the two pivot systems  25  on each compartment  24  requires this position sensor  139 . The position sensor  139  can be a radial potentiometer, but any other suitable position sensor could be employed. Further detail regarding the pivot system  25  is outside the scope of the current disclosure, but is disclosed in greater detail in pending commonly assigned U.S. patent application Ser. No. 11/510,821, filed on Aug. 25, 2006, entitled “System and Method for Pivot for Stowage Compartments or Rotating Items,” which is incorporated by reference herein in its entirety. 
   The actuator system  26  includes an actuator  125  and a motor  126  coupled to the actuator  125 . The actuator  125  is produced by M-Mac of Vancouver, British Columbia, Canada. The motor  126  is produced by Maxon Motors of Burlingame, Calif., USA. The motor  126  coupled with the actuator  125  comprise an electro-hydraulic linear actuator. As will be appreciated, the actuator system  26  provides a direct drive system for moving the compartment  24  and does not require additional cables or rigging of the compartment  24 . The actuator system  26  is pivotably coupled to the adjustable ledger  108  of the compartment  24  via a first mounting flange  128 , and is pivotably coupled to the frame  58  via a second mounting flange  130 . The first mounting flange  128  comprises a car which slidably engages the rails  127  of the adjustable ledger  108 . The first mounting flange  128  includes a U-shaped flange for receipt of a mechanical fastener for pivotably coupling the actuator  125  to the first mounting flange  128 . The first mounting flange  128  is secured to the adjustable ledger  108  via a quick release fastener, such as a pin  129 . By slidably engaging the adjustable ledger  108 , the first mounting flange  128  enables the actuator system  26  to be positioned such that the actuator system  26  can be coupled to the compartment  24  generally perpendicular to the rear panel  104  in cases when the attachment of the actuator system  26  to the frame  58  is offset from the compartment  24  centerline, such as in tapered sections of the mobile platform  10 . The second mounting flange  130  is generally triangular, with a first end  134  for pivotably coupling the second mounting flange  130  to the actuator system  26  and a second end  136  defining at least one or a plurality of apertures  138  for receipt of mechanical fasteners, such as screws or rivets, to couple the second mounting flange  130  to the frame  58  via the apertures  62 , as best shown in  FIGS. 5-7 . It will be understood, however, that any appropriate mechanism or technique could be employed to couple the actuator system  26  to the compartment  24  and the frame  58 , such as welding and/or adhesives. 
   The actuator  125  includes a rod  140  and a hydraulic pump  142 . The rod  140  includes a first end  144  and a second end  146 . The first end  144  includes a bearing (not specifically shown) that defines an aperture (not specifically shown) for receipt of a mechanical fastener to couple the rod  140  to the first mounting flange  128 . Typically, the fastener that couples the rod  140  to the first mounting flange  128  is a quick-release fastener. The use of a quick-release fastener enables the rod  140  to be disconnected from the compartment  24  without additional disassembly. The second end  146  of the rod  140  is affected by the hydraulic pump  142  (specific attachment not shown). The hydraulic pump  142  drives the second end  146  of the rod  140  linearly upon the receipt of pressure from the hydraulic pump  142  as a result of torque from the motor  126 , as is generally known in the art. It should be noted, however, that in the case of a power outage, for example, the rod  140  can act as a traditional snubber to enable the compartment  24  to be manually opened or closed, if necessary. The hydraulic pump  142  forms a closed loop system such that the actuator  125  is not affected by changes in the pressure of the cabin  14  and is a low pressure hydraulic system. 
   The motor  126  is coupled to the hydraulic pump  142  and communicates with and receives power from the compartment controller  30 . The compartment controller  30  provides signals to the motor  126  upon the receipt of a signal to operate the compartment  24 , as will be discussed in greater detail herein. More specifically, the compartment controller  30  signals the motor  126  so that the motor  126  drives the linear actuator as needed to manage the compartment  24  movement. A software system may be employed to enhance the operation of the power-assisted compartment system  12 . When the motor  126  is energized, the motor  126  drives the hydraulic pump  142 , which in turn drives the rod  140  to extend or retract the rod  140 , depending upon the rotation of the motor  126 , as is generally known in the art. The motor  126  further includes the amperage sensor  34  for monitoring an amperage, as described herein. The amperage sensor  34  is in communication with the compartment controller  30  such that the compartment controller  30  can determine, based on the motor amperage, if there is an obstruction to the movement of the compartment  24 . If there is a rapid change in the sensed motor amperage, the compartment controller  30  senses that an obstruction to the movement of the compartment  24  has occurred, and the compartment controller  30  can then reverse and/or stop the motor  126  in a predetermined fashion. 
   If the motor amperage exceeds a predetermined maximum during initial closing efforts, the compartment controller  30  senses excessive load or weight in the compartment  24  and commands the actuator to reverse and/or stop the motor  126  while also sending signals to the indicator surface  50  of the switch system(s)  40  and the control panel  33  to indicate an overloaded or obstructed condition as applicable. 
   The latching system  28  includes a latch  154  and a latch sensor  156 , and is in communication with and responsive to the compartment controller  30 . The latching system  28  is in either wired and/or wireless communication with the compartment controller  30 . The latch  154  can be formed by any suitable latch mechanism. Briefly, however, the latch  154  includes a pin  158 , a receiver assembly  160 , a solenoid  162 , and a manual release  163 . The pin  158  is coupled to the adjustable ledger  108  of the compartment  24  via mechanical fasteners (not specifically shown), such as screws; however, the pin  158  could be coupled to the compartment  24  and/or adjustable ledger  108  via molding, welding and/or adhesives. The receiver assembly  160  is coupled to the housing  60  through a mounting flange  161  via mechanical fasteners (not specifically shown); however, any suitable technique could be employed to couple the receiver assembly  160  to the housings  60  or frame  58 . The receiver assembly  160  is configured to secure the pin  158  to the receiver assembly  160  to hold the compartment  24  in the closed position. The receiver assembly  160  is responsive to the solenoid  162  via a lever (not shown). The lever is pivoted by the solenoid  162  to release the pin  158  from the receiver assembly  160 , as will be discussed herein. 
   The solenoid  162  is in communication with and responsive to the compartment controller  30  to receive power from the compartment controller  30 . When the solenoid  162  receives power from the compartment controller  30 , the pin  158  is released. When the pin  158  re-engages the receiver assembly  160 , the pin  158  is recaptured and secured. An exemplary latch is disclosed in greater detail in U.S. Pat. No. 4,597,599, assigned to and commercially available from Southco., Inc. of Concordville, Pa., and incorporated by reference herein in its entirety. The solenoid  162  is also coupled to the manual release  163 . The manual release  163  includes a push-button  165  and a cable  167 . The push-button  165  can be accessible by a crewmember C in the cabin  14  to enable the release of the compartment  24  in cases of a power outage or system failure, for example. The push button  165  is coupled to the cable  167 . The cable  167  is in turn coupled to the receiver assembly  160 . In the case where manual release of the compartment  24  is necessary, the depression of the push-button  165  causes the cable  167  to release the pin  158 . 
   Based on the position of the pin  158 , the compartment controller  30  also determines whether the latching system  28  is latched or unlatched. The latch sensor  156  is comprised of multiple micro-sensors (not shown) to verify that the pin  158  has securely entered the latch engagement device (not shown) of the receiver assembly  160 . In addition, the latch sensor  156  is in wired and/or wireless communication with the compartment controller  30  to send a signal if the pin  158  is not fully engaged and secured in the receiver assembly  160 . 
   In order to operate one of the compartments  24 , when the compartment  24  is in the closed and latched position, an operator in the cabin  14  depresses the switch system(s)  40  or applicable control panel  33  button, as shown in  FIGS. 1 and 4 . This sends a signal to the compartment controller  30  that a request to open the compartment  24  has been made. The compartment controller  30  then supplies power to the solenoid  162 , which causes the pushrod  166  of the solenoid  162  to release the pin  158 . Once the compartment  24  is unlatched, the compartment controller  30  provides power to the motor  126  of the actuator system  26 . The torque from the motor  126  then drives the hydraulic pump  142 , which drives the actuator  125  to extend the rod  140  and, thus, lower the compartment  24  into the full opened position ( FIG. 7 ). When the compartment  24  reaches the full opened position, the open sensor  37  sends a signal to the compartment controller  30  to indicate that the compartment  24  has reached the full opened position. When the compartment  24  is in the opened position, the operator may then place his/her items into the compartment  24 . 
   When the compartment  24  is in an opened position, the compartment  24  is commanded to close by pressing the appropriate switch system(s)  40 . This sends a signal to the compartment controller  30  that a request to raise the compartment  24  has been made. Alternatively, the compartment  24  can be commanded to close by the user pressing up on the compartment  24 . By pressing up on the compartment  24  when in the full open position, the open sensor  37  sends a signal to the compartment controller  30  that the compartment  24  is no longer in the full opened position. Based on the signal from the open sensor  37 , the compartment controller  30  signals the actuator system  26  to raise the compartment  24 . If the compartment  24  is not fully open or closed, pressing up or pulling down on the compartment  24  would transmit a signal via the one or a combination of many sensors, such as the amperage sensor  34  or position sensor  139 , to signal the compartment controller  30  to send a signal to the actuator system  26  to raise or lower the compartment  24 , respectively. 
   In any event, when the compartment controller  30  determines that the compartment  24  should be raised, the compartment controller  30  supplies power to the motor  126  of the actuator system  26  ( FIG. 2 ). The torque from the motor  126  drives the hydraulic pump  142 , which drives the actuator  125  to retract the rod  140  and thus raise the compartment  24 . If the load of the items contained in a single compartment  24  exceed a predetermined threshold as determined by the amperage sensor  34 , then a signal is sent to the compartment controller  30  to reverse and/or stop the motor  126  and indicate that the allowable weight of the compartment  24  has been exceeded. The compartment controller  30  then sends a signal to the speaker  54  of the indicator surface  50  to announce that the weight has been exceeded, and a signal to the LEDs  52  on the indicator surface  50  to illuminate to signal a compartment overloaded condition ( FIG. 4 ). In addition, a notification will be provided to the control panel  33  for annunciation. 
   Once the passenger has loaded his/her personal items, the operator depresses the switch system(s)  40  ( FIGS. 1 and 4 ). This sends a signal to the compartment controller  30  that a request to raise the compartment  24  has been made. The compartment controller  30  then supplies power to the motor  126  of the actuator system  26  ( FIG. 2 ). The torque from the motor  126  drives the hydraulic pump  142 , which drives the actuator  125  to retract the rod  140  and thus raise the compartment  24 . As the compartment  24  is moved into the closed position, the pin  158  of the latching system  28  enters into the receiver assembly  160  ( FIG. 5 ). The pin  158  moves into the receiver assembly  160  until the latch sensor  156  detects a closed position, then the compartment controller  30  discontinues the supply of power to the motor  126  of the actuator system  26 . If, however, the pin  158  is not fully secured in the receiver assembly  160 , then the latch sensor  156  will send a signal to the compartment controller  30  that the compartment  24  is not properly latched. Based on this signal from the latch sensor  156 , the compartment controller  30  will then send a signal to the speaker  54  of the indicator surface  50  to announce that the compartment  24  is not properly latched, and send a signal to the LEDs  52  on the indicator surface  50  to illuminate to signal an incorrectly latched compartment condition ( FIGS. 2 and 4 ). In addition, a notification will be provided to the control panel  33  for annunciation. 
   If, during travel of the compartment  24 , the compartment  24  encounters a sudden change in loading (primary obstruction detection) as determined by the amperage sensor  34 , a signal is sent to the compartment controller  30  to reverse and or stop the direction of the motor  126 . The compartment controller  30  then reverses or stops the motor  126  by altering or discontinuing the supply of power to the motor  126 . Based on the signal from the amperage sensor  34 , the compartment controller  30  will then send a signal to the speaker  54  of the indicator surface  50  to announce that the compartment  24  has encountered an obstruction, and a signal to the LEDs  52  on the indicator surface  50  to illuminate signaling an obstructed condition of the compartment  24  ( FIGS. 2 and 4 ). In addition, a notification will be provided to the control panel  33  for an appropriate annunciation. If, during travel of the compartment  24 , the compartment  24  encounters an object as determined by one of the obstruction sensors  36 , the obstruction sensor  36  will send a signal to the compartment controller  30 . The compartment controller  30  then briefly reverses the direction of the motor  126  and then discontinues the supply of power to the motor  126  to stop the movement of the compartment  24 . The compartment controller  30  also sends a signal to the speaker  54  of the indicator surface  50  to announce that there is an obstruction, and sends a signal to the LEDs  52  on the indicator surface  50  to illuminate to signal an obstructed condition. Upon clearing the obstruction, the user may depress either one of the OPEN or CLOSE buttons  46 ,  48  to operate the compartment  24  in the desired direction. 
   In addition, if a crew member desires to control the operation or prevent the operation of a certain compartment or compartments  24 , the crew member, through the appropriate control panel  33 , can manage use of any and all applicable compartment(s). In the alternative, a software program could be used to manage operation of selected compartments  24 . When the associated area user input device  56   a , specific compartment user input device  56   b  and functional user input device  56   c  are depressed, signals are sent from the control panel  33  to the central controller  32 . The central controller  32  then routes the commands or signals to the affected compartment controllers  30 . The compartment controllers  30  then perform the requested operation and provide annunciation on the applicable LEDs  52  on the indicator surface  50  as well as annunciation on the control panel  33 . 
   Thus, the present disclosure provides the power-assisted compartment system  12  with no visible mechanisms to the cabin  14  to raise and lower the compartments  24 . Specifically, as the actuator system  26  is coupled to the rear wall of the compartment  24 , the actuator system  26  cannot be damaged by the loading and unloading of personal items stored in the compartment  24 . Further, the present disclosure requires a single attachment to the support structure instead of the two attachments typically required, such as the two latches and snubbers traditionally employed to operate the compartments  24 . 
   Referring now to  FIG. 9  (System Control Module), the control system  20  includes a control module  200 . As used herein, the term module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. In  FIG. 9 : System Control Module, a dataflow diagram illustrates various components of a compartment control system that can be embedded within a control module  200 . Various embodiments of compartment control systems according to the present disclosure may include any number of sub-modules embedded within the control module  200 . The sub-modules shown may be combined and/or further partitioned to similarly monitor the compartment(s)  24 . Inputs to the system may be received from the amperage sensors  34 , obstruction sensors  36 , open sensors  37 , position sensors  139 , switch system  40 , volume sensors  41 , latch sensor  156 , or other sensors (not shown), or even received from other control modules (not shown) within the mobile platform  10 , and/or determined by other sub-modules (not shown) within the control module  200  (not shown). In various embodiments, the control module  200  of  FIG. 9 : System Control Module includes a start-up module  202 , a compartment control module  204 , a shutdown module  206 , and a graphical user interface (GUI) manager module  208 . 
   The start-up module  202  receives as input a start-up signal  210 . The start-up signal  210  indicates an initiation of the control system  20 . The start-up module  202  performs a start-up procedure upon receipt of the start-up signal  210  and outputs failure data  212  or sets a start-up command  214  accordingly. The compartment control module  204  receives as input the start-up command  214 , volume data  216 , warning active data  218 , open data  220 , close data  222 , position data  224 , obstruction data  226 , weight data  228 , and a shutdown command  230 . 
   The compartment control module  204  also receives GUI data  232  as input. Based on these inputs, the compartment control module  204  determines a proper function for the compartment(s)  24 , and sets control signal  234 , indicator data  236  and compartment status data  238 . The compartment control module  204  also sets compartment status data  240 , indicator data  242 , and fault data  244  for the graphical user interface (GUI) manager module  208 . 
   The shutdown module  206  receives as input a shutdown signal  245  and compartment status data  240 . The shutdown signal  245  indicates a termination of the system. The shutdown module  206  performs a shutdown procedure upon receipt of the shutdown signal  245  and outputs data  247  or sets the shutdown command  230  accordingly. The GUI manager module  208  receives as input the failure data  212 , compartment status data  240 , indicator data  242 , fault data  244  and user input data  246 . Based on these inputs, the GUI manager module  208  generates GUI information  248  for a GUI based control panel  249 . The GUI manager module  208 , the GUI control panel  249 , the user input data  246  and the GUI information  248  can collectively be viewed as forming a graphical user interface subsystem of the module  200 . 
   With additional reference to  FIG. 10  (Compartment Initialization Procedure), a process flow diagram illustrates a start-up sequence performed by the start-up module  202 . In operation  250 , communication is enabled with the compartment controller  30 . In operation  252 , control tests the control module  200 . 
   With reference now to  FIG. 11  (Control Module  200  Test Procedure), a process flow diagram illustrates a method performed to test the control module  200 . In operation  253 , control makes sure the warning sign, such as the “Fasten Seatbelts” sign, is off. Then, in operation  254 , control first makes sure the compartment  24  is fully closed. In operation  256 , control tests the logic associated with the OPEN button  46  on the switch system  40 . If, in operation  258 , the compartment  24  unlatches and begins moving into the opening direction, and stops in the fully opened position, then in operation  262 , control tests the logic associated with the CLOSE button  48  of the switch system  40 . Otherwise, in operation  260 , the error is logged and the control module  200  test is complete. 
   In operation  264 , after the CLOSE button  48  test has been initiated, the compartment  24  should move into the closed position and latch. If the compartment  24  does not close and latch, in operation  266 , then error is logged. Otherwise, in operation  268 , control initiates the logic associated with a signal from the CLOSE button  48  of the switch system  40 . The compartment  24  should unlatch and begin moving into the fully open position until the fully opened position is reached. In operation  270 , if the compartment  24  has successfully opened, then, in operation  274 , control initiates the logic associated with the OPEN button  46  of the switch system  40 . Otherwise, in operation  272 , the error is logged and the control module  200  test is complete. 
   With the OPEN button  46  logic test initiated, while the compartment  24  is in the fully opened position, the compartment  24  should begin moving into the closed position. If, in operation  276 , the compartment  24  reaches the closed position successfully, then with reference now to  FIG. 12  (Control Module  200  Test Procedure), in operation  280 , with the compartment in the fully closed position, control tests the logic associated with an operator depressing the switch system  40  such that the compartment  24  moves into the opened position. Otherwise, with reference back to  FIG. 11  (Control Module  200  Test Procedure), in operation  278 , the error is logged and the control module  200  test is complete. 
   With reference to  FIG. 12  (Control Module  200  Test Procedure), if the compartment  24  is opening in operation  282 , then the control initiates the logic associated with the OPEN button  46  in operation  286  to pause the motion of the compartment  24 . If the compartment  24  is not opening then in operation  283  the error is logged and the control module  200  test is complete. The motor  126  should stop and the compartment  24  should continue to open under gravity. Otherwise, the error is logged in operation  284  and the control module  200  test is complete. 
   If the motion of the compartment  24  has stopped, then in operation  292 , the compartment  24  should be fully opened under gravity. If the compartment  24  is not fully opened under gravity, then in operation  294 , control loops until the compartment  24  is fully opened. With the compartment  24  fully opened, in operation  296 , control initiates the logic associated with the compartment  24  being lifted off of the full open sensor  37 . The compartment  24  should begin moving into the closed position. In operation  298 , if the compartment  24  closes successfully, then with reference now to  FIG. 13  (Control Module  200  Test Procedure), control initiates the opening of the compartment  24  by the depressing either the OPEN button  46  or the CLOSE button  48  of the switch system  40  in operation  302 . Otherwise, in operation  300  the error is logged and the control module  200  test is complete ( FIG. 12 ). 
   With continuing reference to  FIG. 13  (Control Module  200  Test Procedure), in operation  304 , if the compartment  24  is opening, then in operation  308  control initiates the depression of the CLOSE button  48 . Then, the motor  126  should stop and the compartment  24  should continue to open under gravity. If, in operation  310 , the motor  126  did not stop, then in operation  312 , the error is logged and the control module  200  test is complete. 
   In operation  314 , if the compartment  24  is fully opened under the power of gravity, then in operation  318 , control initiates the logic associated with the depression of the CLOSE button. Otherwise, control loops in operation  316  until the compartment  24  is fully opened. After the CLOSE button  48  logic is initiated, then in operation  320 , if the compartment  24  is closing, then, in operation  324 , control initiates the logic associated with the OPEN button  46  being depressed as shown in  FIG. 14  (Control Module  200  Test Procedure). Otherwise, if the compartment  24  is not closing, then, in operation  322  the error is logged and the control module  200  test is complete. 
   When the OPEN button  46  logic initiated, the motor  126  and the compartment  24  should stop, and return to the fully opened position under gravity. In operation  326 , if the compartment  24  motion has stopped, and, in operation  330 , if the compartment  24  is fully opened, then in operation  334 , control initiates the logic associated with either the OPEN button  46  or CLOSE button  48  being depressed. Otherwise, in operation  328 , the error is logged and the control module  200  test is complete. 
   In operation  336 , if the compartment  24  is closing, then in operation  340 , control initiates the CLOSE button  48  logic. Otherwise, in operation  338 , the error is logged and the control module  200  test is complete. If in operation  342  the motor  126  stops, and then control loops in operation  346  the compartment  24  opens under the power of gravity. With reference to  FIG. 15 : Control Module  200  Test Procedure), once the compartment  24  is fully opened, in operation  350  control initiates the logic associated with the depression of the CLOSE button  48 . 
   In operation  352 , if the compartment  24  is closing, then in operation  356  control initiates the logic associated with either the OPEN button  46  or CLOSE button  48  being depressed. Otherwise, in operation  354  the error is logged and the control module  200  test is complete. With the logic associated with the OPEN or CLOSE buttons  46 ,  48  depressed initiated in operation  358 , the motor  126  should stop and the compartment  24  should continue to open under gravity. If the motor  126  does not stop, then the error is logged in operation  360  and the control module  200  test is complete. If the motor  126  stops in operation  358 , then in operation  362  control initiates the logic associated with the CLOSE button  48  being depressed. 
   If in operation  364 , the compartment  24  has reached the fully closed position, then in operation  368 , control initiates the logic associated with the OPEN button  46  or CLOSE button  48  being depressed. Otherwise, in operation  366  the error is logged and the control module  200  test is complete. If in operation  370 , the compartment  24  is opening, then with reference now to  FIG. 16  (Control Module  200  Test Procedure), in operation  374  control initiates the logic associated with OPEN button  46  or CLOSE button  48  being depressed. If the compartment  24  is not opening, in operation  370 , then the error is logged and the control module  200  test is complete. If in operation  376  motor  126  has stopped then, in operation  380 , control initiates the logic associated with the depression of the OPEN button  46 . Otherwise, the error is logged in operation  378  and the control module  200  test is complete. 
   If in operation  382 , the compartment  24  has completed opening into the fully opened position, then in operation  386  the CLOSE button  48  logic is initiated. Otherwise, the error is logged in operation  384  and the control module  200  is complete. If in operation  388  the compartment  24  is closing, then in operation  392  the control initiates the logic associated with the depression of either the OPEN button  46  or CLOSE button  48 . Then in operation  394 , with reference to  FIG. 17  (Control Module  200  Test Procedure) if the compartment  24  has stopped moving, then in operation  398  control initiates the OPEN button  46  logic. If in operation  400  the compartment  24  completes opening into the fully opened position, then in operation  404  control initiates the logic associated with the depression of either the OPEN or CLOSE buttons  46 ,  48 . Otherwise, the error is logged in operation  402  and the control module  200  is complete. 
   In operation  406 , if the compartment  24  is opening, then in operation  410  control initiates the logic associated with the depression of either the OPEN or CLOSE buttons  46 ,  48  to pause the motion of the compartment  24 . If the compartment  24  is not opening, then the error is logged and the control module  200  test is complete in operation  408 . 
   In operation  412 , if the motor  126  has stopped, then in operation  416  the CLOSE button  48  logic is initiated. If the motor  126  does not stop, then the error is logged and the control module  200  test is complete. In operation  418 , if the compartment  24  has completed closing, then with reference to  FIG. 18  (Control Module  200  Test Procedure), control initiates the logic associated with the depression of either the OPEN or CLOSE buttons  46 ,  48  in operation  422 . Otherwise, in operation  420  the error is logged and the control module  200  test is complete. 
   If in operation  424  the compartment  24  is opening, then in operation  428  control initiates the obstruction sensor  36  logic. If in operation  430  the motor  126  reverses its direction of motion and then stops, then control goes to operation  434 . Otherwise, the error is logged and the control module  200  test is complete in operation  426 . In operation  434 , if the compartment  24  has reached the fully open position under gravity, then with reference to  FIG. 19  (Control Module  200  Test Procedure), control initiates the logic associated with the depression of the switch system  40  in operation  438 . 
   If, in operation  440 , the compartment  24  is closing, then, in operation  444 , control initiates the logic of a second force being applied to the obstruction sensor  36 . Otherwise, the error is logged and the control module  200  test is complete in operation  442 . If, in operation  446 , the motor  126  reverses direction and then stops, then control goes to operation  450 . Otherwise, the error is logged and the control module  200  test is complete in operation  448 . In operation  450 , if the compartment  24  has reached the fully opened position, then, the warning sign logic is initiated. In operation  452 , control determines if the warning sign is off. If the warning sign is off, then in operation  453 , control turns the warning sign on and loops to Q. If the warning sign is on, then in operation  454 , control determines if the grace period has expired, and loops to operation  454  until the grace period expires. Once the grace period of the warning sign has expired, in operation  456 , control initiates the logic associated with the depression of the switch system  40 , and the compartment  24  should move into the closed position. If in operation  458  the compartment  24  does not reach the fully closed position, then in operation  460  the error is logged and the control module  200  test is complete. 
   Once the compartment  24  is closed, with reference to  FIG. 20  (Control Module  200  Test Procedure), in operation  462 , control initiates the logic associated with an operator depressing the OPEN or CLOSE buttons  46 ,  48  an incorrect number of times for the crew code. If, in operation  464 , the compartment  24  opens, then in operation  466  the error is logged and the control module  200  test is complete. Otherwise, in operation  468 , control tests the logic associated with an incorrect crew code. If, in operation  470 , the compartment  24  is opening, then, in operation  472 , the error is logged and the control module  200  test is complete. Otherwise, in operation  474 , control tests the logic of a correct crew code being entered, and if, in operation  476 , the compartment  24  opens, then, in operation  480 , the control module  200  test is complete. Otherwise, the error is logged in operation  478  and the control module  200  test is complete. 
   With reference back to  FIG. 10 : Compartment Initialization Procedure), in operation  482 , the hardware is tested. With reference now to  FIG. 21 , a process flow diagram illustrates a method performed to test the hardware. In order to test the hardware, an operator depresses the obstruction sensor  36  in operation  484 . If the obstruction sensor  36  input is sensed in operation  486 , then the operator depresses the obstruction sensor  36  coupled to the sidewall  68  of the compartment  24  in operation  488 . Otherwise, the error is logged in operation  490 . If the side obstruction sensor  36  input is sensed in operation  492 , then the compartment  24  is instructed to close in operation  494 . Otherwise, the error is logged in operation  496 . If in operation  497 , the latch sensor  156  sends a signal that the compartment  24  is latched and closed, then in operation  498 , the compartment  24  is commanded to open. Otherwise, the error is logged in operation  500 . In operation  502 , if the open sensor  37  does not signal that the compartment  24  is fully opened, the error is logged. 
   Next, with reference to  FIG. 22 , if the open sensor  37  does signal that the compartment  24  is fully opened, then the compartment  24  is commanded to close in operation  504 . In operation  506 , if the amperage sensor  34  provides the proper position signals, then in operation  508 , the hardware check is complete. Otherwise, in operation  510  the error is logged. 
   With reference back to  FIG. 10  (Compartment Initialization Procedure), if any errors were logged during operation  252  and operation  482 , then in operation  512  the failure data  212  is transmitted to the GUI manager module  208 , as will be discussed in greater detail herein ( FIG. 9 : System Control Module). If there are no errors logged, then in operation  514 , the initial compartment  24  position is received from the amperage sensor  34 . Then, in operation  516 , the Kalman filter is initialized to determine the estimated position or measured position and speed of the compartment  24 , and the steady state Kalman filter gain matrix is computed. 
   The speed of the compartment  24  is computed from the position data from the amperage sensor  34  by using a steady state, linear, discrete Kalman filter. In order to achieve these estimates, first, the measured position of the actuator system  24  is taken to be X. Then, the previous position estimate is set as Xold and the previous speed estimate is set as Sold. The new estimates for position and speed of the compartment  24  are:
 
 X   new   =X   old   +K   1 ( X−X   old )+ T ( S   old   +K   2 ( X−X   old ))  (1)
 
 S   new   =S   old   +K   2 ( X−X   old )  (2)
 
   where K 1  is the first element of the steady state Kalman gain matrix and K 2  is the second element. Next, X old  is replaced by X new  and S old  is replaced by S new . Then, the steady state Kalman gain matrix is computed upon initialization of the actuator system  24 . The computation of the Kalman gain matrix is an iterative process. The following operations are performed: 
   (1) Initialize 2×2 state estimate covariance matrix P +   
   (2) Initialize 2×2 process noise covariance matrix Q 
   (3) Initialize 1×1 measurement noise covariance matrix R. 
   (4) Set 2×1 saved Kalman gain matrix K to zero. 
   (5) Establish state transition matrix Φ, where T is a measurement sampling rate: 
   
     
       
         
           
             
               
                 Φ 
                 = 
                 
                    
                   
                     
                       
                         1 
                       
                       
                         T 
                       
                     
                     
                       
                         0 
                       
                       
                         1 
                       
                     
                   
                    
                 
               
             
             
               
                 ( 
                 3 
                 ) 
               
             
           
         
       
     
   
   (6) Establish measurement matrix H:
 
H=|1 0|  (4)
 
   (7) Compute new Kalman gain matrix:
 
 K=P   +   H   T ( HP   +   H   T   +R ) −1   (5)
 
   (8) Determine if K is converged (with an epsilon of previous K)? If K is converged, then the computation is complete with K 1  as the first element of K and K 2  as the second element of K. Otherwise, the computed K is saved, and the process continues to operation (9). 
   (9) Update P matrix:
 
 P   − =( I−KH ) P   +   (6)
 
   (10) Propagate P Matrix:
 
 P   +   =ΦP   − Φ T   +Q   (7)
 
   (11) Go to Operation (7). 
   After the Kalman filter computed speed is determined, with continuing reference to  FIG. 10  (Compartment Initialization Procedure), in operation  518  a warning sign is turned off or deactivated. The warning sign can be a “No Smoking” sign, a “Fasten Seatbelts” sign, or any other appropriate warning indicator. Then, in operation  520 , the type of compartment  24  is determined, such as crew, emergency or passenger. In operation  522 , the start-up command  214  is transmitted to the compartment control module  204 . 
   With reference now to  FIG. 23  (Control Module, a dataflow diagram illustrates various embodiments of a compartment control system that can be embedded within the compartment control module  204 . In various embodiments, the compartment control module  204  includes a compartment monitor module  524 , a control module  526 , and an indicator module  528 . 
   The compartment monitor module  524  receives as input the GUI data  232 , start-up command  214 , volume data  216 , warning active data  218 , open data  220 , close data  222 , position data  224 , obstruction data  226 , weight data  228 , and the shutdown command  230 . Based on these inputs, the compartment monitor module  524  determines a proper status for the compartment(s)  24 , and sets compartment status data  238 . The compartment monitor module  524  also sets the fault data  244  for the graphical user interface (GUI) module  208 . The control module  526  receives as input the compartment status data  238 , and based on the compartment status data  238 , the control module  526  outputs the control signal  234 . The indicator module  528  receives as input the compartment status data  238 , and based on the compartment status data  238 , the indicator module  528  outputs the indicator data  236 . 
   With reference to  FIG. 24  (Compartment Status Procedure), a process flow diagram illustrates a compartment status monitoring method  530  performed by the compartment monitor module  524 . In operation  532 , the obstruction status is checked. With reference now to  FIG. 25  (Obstruction Monitoring Procedure), a process flow diagram  534  illustrates a method for checking for an obstruction. In operation  536 , if the control current is less than a maximum, then in operation  538  the change in the control current is compared to the maximum. The determination of the control current will be discussed in greater detail herein. If the change in the control current is greater than the maximum, then in operation  540  control checks if a signal has been received from the obstruction sensor  36 . 
   If no signal has been received from the obstruction sensor  36 , then in operation  542  the compartment  24  is held to not be obstructed. Otherwise, if one of operation  536 ,  538  and  540  are true, then in operation  544  the compartment controller  30  applies a reverse current to the motor  126  such that the compartment  24  reverses its direction of motion. Then in operation  546  the compartment reversing status is set to true, and in operation  548  the compartment obstructed status is set to true. In output  550 , the compartment status data  238  is output. 
   With reference back to  FIG. 24  (Compartment Status Procedure), in operation  552  control checks to see if the warning sign is active. With reference to  FIG. 26  (Fasten Seatbelt (FSB) Procedure), a process flow diagram  554  illustrates the warning sign monitoring method performed by the compartment monitor module  524 . In operation  556  control checks if a signal has been received that the warning, such as the “No Smoking” sign or the “Fasten Seatbelts” sign has been activated. If the warning has been activated, then in operation  558  control determines if a warning light is on. If the warning light is on, then in operation  560  control turns the warning light off stops a warning light timer, and sets a timed-out status to false. Otherwise, if the warning light is not on, then in operation  562  control turns the warning light on and starts the warning light timer. At the end of operation  560  and  562  the compartment status data  238  is set to indicate that the warning timer is on. 
   If, however, the warning is not active, then in operation  564  control determines whether the warning light is on. If the warning light is not on, then control sets compartment status data  238  in operation  566  to reflect that the warning is not active. Otherwise, if the warning light is on, then in operation  568  control determines if the warning light timer has expired. If the warning light timer has expired, then in operation  570  control sets the warning timed-out status to true. Otherwise, control updates the compartment status data  238  to indicate that the warning timer is active. 
   With reference back to  FIG. 24  (Compartment Status Procedure), operation  572  control determines the weight of the compartment  24  for the purpose of monitoring the amount of luggage or items in the compartment at any given time. The weight of the compartment  24  is computed using the deviation in actual operating speed from the expected operating speed of the compartment  24 . First, the applied torque is computed, wherein the applied torque in Newton-meters (N-m) is:
 
 T=K   T (Control current− I   NL )/1000  (8)
 
   where K T  is a torque constant (N−m/A) and I NL  is the motor no-load current (mA). The determination of the control current will be discussed in greater detail below. After the applied torque is determined, the compartment open angle (θ) is computed based on the estimated compartment position. Then, the estimated weight of the compartment  24  is computed, wherein the weight in kilograms (kg) is:
 
 W= 2 T /( L  sin θ)  (9)
 
   where L is the effective moment arm of the compartment  24  in meters (m). In our sample case, L is not perfectly a constant. The location of the center of gravity relative to the pivot system  25  varies as the compartment  24  moves through its range of motion. Also, since the compartment  24  rotates, the factor that the force of gravity places on the compartment  24  varies. These factors have been ignored in our calculation as the variances these factors would cause were determined to be negligible. This may not always be the case. If the estimated weight W is greater than the pre-designated compartment maximum load, then the compartment  24  is declared to be overweight, and with reference to  FIG. 24 : Compartment Status Procedure), the compartment status is outputted as overweight. 
   With reference to  FIG. 27  (Speed (Current) Control Procedure), a process flow diagram  574  illustrates how to calculate the control current for the compartment  24 . In operation  526 , if the compartment  24  is not opening or closing and is obstructed, then the control current is set to zero in operation  578 . Otherwise, if the compartment  24  is opening or closing and not obstructed, then in operation  580  control determines if the current is set under automatic control. When operating under automatic control, the control current is computed based on speed error, based on a profile provided through the GUI data  232 , as will be discussed in greater detail herein. 
   Based on the GUI data  232 , a real-time correction is applied to the selected profile to ensure that the perceived profile is close to the selected profile. The real-time correction is applied through the following operations: 
   (1) Receive demand velocity D, which can be a constant or a profile. There are two possible modes for setting the demand speed used in the compartment control system—constant speed and variable speed. The constant speed mode ramps up to a constant input speed value that is used for the entire opening process and closing process. This demand speed can be different for opening and closing of the compartment  24  if desired. The ramp up time is an input value, which will be discussed in detail herein. The variable speed mode computes a demand speed profile for the compartment controller  30  to follow once an OPEN button  46  or CLOSE button  48  is pressed. This profile shape is based on several parameters such as a measured location of the compartment  24 , a desired direction of motion, a desired current draw, and a desired time to reach the fully opened or fully closed position, as will be discussed in detail herein. 
   (2) Compute speed error E:
 
 E=D−S   new   (10)
 
   If, however, the compartment  24  is opening or closing, is not obstructed and is under automatic control, in operation  588  the control current is set to an automatic control current. 
   where S new  is the speed estimate from the Kalman filter described herein. 
   (3) Compute control current: 
   
     
       
         
           
             
               
                 
                   Control 
                   ⁢ 
                   
                       
                   
                   ⁢ 
                   current 
                 
                 = 
                 
                   
                     
                       - 
                       
                         K 
                         P 
                       
                     
                     ⁢ 
                     E 
                   
                   - 
                   
                     
                       K 
                       I 
                     
                     ⁢ 
                     
                       
                         ∑ 
                         
                           i 
                           = 
                           1 
                         
                         n 
                       
                       ⁢ 
                       
                         
                           E 
                           i 
                         
                         ⁢ 
                         T 
                       
                     
                   
                 
               
             
             
               
                 ( 
                 11 
                 ) 
               
             
           
         
       
     
   
   where K P  is the proportional gain, K I  is the integral gain, and T is the sampling interval. The second term computed in equation (11) is the summed integral errors since the motor  126  was activated to begin motion. If the current is not under automatic control, then in operation  582  control determines whether the compartment  24  is opening. If the compartment  24  is opening, then the control current is set to a maximum input value in operation  584 . Otherwise, if the compartment  24  is not under automatic control and is not opening, then the control current is set to a negative maximum input value, in operation  586 . The automatic mode, with its ability to ramp up to and down from the maximum speed, creates less wear and tear on mechanical components of the power-assisted compartment system  12 . 
   Referring back to  FIG. 24  (Compartment Status Procedure), after the weight of the compartment  24  is determined, then in operation  588 , control determines if the compartment  24  is disabled. Then, in operation  591 , control determines if the compartment  24  is full. In order to determine if the compartment  24  is full, with reference to  FIG. 26A  (Volume Sensing Procedure), the occupied volume of the compartment  24  is determined in operation  593 . The occupied volume of the compartment  24  can be determined through a variety of techniques, such as based on an input from the volume sensor  41 . In operation  595 , the available volume in the compartment  24  is computed. In operation  597 , the available volume is output as compartment status data  238 . 
   With reference back to  FIG. 24  (Compartment Status Procedure), in operation  592 , a check is made if the OPEN button  46  has been pushed. If the OPEN button  46  has been pushed, then in operation  594 , an OPEN button operational sequence  596 . Otherwise, in operation  598 , a check is made if the CLOSE button  48  has been pushed. If the CLOSE button  48  has not been pushed, then a check is made in operation  599  if a manual input has been applied to the compartment  24 . If no manual input has been applied, then a loop is made to operation  532 . Otherwise, in operation  600 , a CLOSE button operational sequence  602  is initiated, and in operation  601  a manual input operational sequence  603  is initiated, as will be discussed herein. 
   With reference to  FIG. 28  (“OPEN” Button Activation Procedure), a process flow diagram illustrates the OPEN button operational sequence  596  for the compartment  24 . If the OPEN button  46  has been pushed, then in operation  604 , a power management routine  606  is performed. With reference to  FIG. 29  (Power Management Procedure), a process flow diagram illustrates the power management routine  606 . In operation  608 , if the OPEN or CLOSE button  46  or  48  is pushed, then in operation  610  control decides if the compartment  24  is allowed to move. If the compartment  24  is not allowed to move, then control loops to operation  623 . Otherwise, if the compartment  24  is allowed to move, then in operation  612  control logs that a command to move the compartment  24  has been made along with the compartment identification number and the compartment tier type. The compartment tier type refers to the hierarchy of the compartments  24 . For instance, emergency equipment compartments  24  may have a higher priority than crew or passenger compartments  24 , and in addition, first class compartments  24  may have a higher priority than economy class compartments, however, any priority scheme is possible. 
   In operation  614 , the move requests are sorted by the tier of compartment  24 . Then, in operation  616  a specific compartment  24  is assigned to move. In operation  618 , the existent power draw of the power-assisted compartment system  12  is calculated, and then in operation  620  the existent power availability is calculated. The existent power availability calculation will take into account various elements such as, but not limited to, how much power is being supplied to the mobile platform  10 , how much of this power is available for the compartment  24  operation, and how much power the compartment  24  operation is already using. In operation  622 , control determines if power is available. If power is available, then in operation  623  the power mitigation strategy is checked. This strategy dictates the method in which the control system  20  determines in what manner to best supply the power. These scenarios may be determined by the user. For example, in some cases where all of the compartments  24  are to be opened at once, the amount of time to required for the compartments  24  to completely open may not be an important factor. In this case the control system  20  would sacrifice the usual short opening period of several seconds and would allow all the compartments  24  to be moving at once but at a slower rate and thus supply a lower current to the moving compartment(s)  24 . Once the mitigation strategy has been determined the system will calculate the available current to supply to the compartment  24  in operation  625 . Then in operation  624 , the compartment  24  assigned to move is removed from the log and then in operation  626  the log is resorted by the compartment tier level. In operation  628  the compartment  24  assigned to move is allowed to move, and in operation  630  control loops to either the OPEN button operational sequence  596  or the CLOSE button operational sequence  602 . 
   However, if power is not available in operation  622 , then compartment status data  238  is sent to the indicator module  528  to change the indicator surface  50  to indicate a delay. For example, the indicator surface  50  could be instructed to enable the first LED ( 52   a ) to flash. After the compartment status data  238  has been relayed in operation  632 , control loops to operation  620  until the compartment  24  is assigned move. 
   Now, with reference back to  FIG. 28  (“OPEN” Button Activation Procedure), if the compartment  24  is disabled or overweight, then in operation  634  the compartment status data  238  is transmitted to the indicator module  528 . Otherwise, if the compartment  24  is not disabled or overweight, then in operation  636 , control determines if the compartment  24  is fully closed. If the compartment  24  is not fully closed, then in operation  638  control determines if the compartment  24  is fully opened. If the compartment  24  is fully opened, then the compartment status data  238  is set to move compartment  24  into the closed position in operation  640 . If the compartment  24  is not in the fully opened position, then in operation  642 , control determines if the compartment  24  is in a paused position. If the compartment  24  is in a paused position, then the compartment status data  238  is set to move compartment  24  into the opened position in operation  644 . If the compartment  24  is not in the paused position, then the compartment status data  238  is set to stop the movement of the compartment  24  in operation  646 . 
   If the compartment  24  is fully closed in operation  636 , then in operation  646 , control determines if the compartment  24  is a crew compartment or a passenger compartment with the warning active and the warning timer expired. If the compartment  24  is a crew or passenger compartment  24  with the warning active and timer expired, then in operation  650 , control determines if a correct crew code has been inputted. The correct crew code can be a series of predefined inputs to the switch system  40  that enable the compartment  24  to operate even after the warning timer has expired. If the latest input to the switch system  40  completes a correct number of crew code inputs in operation  650 , then in operation  649  control checks to see if the correct crew code series has been input. If the correct crew code series input has been entered then, in operation  652 , the compartment status data  238  is set to open the compartment  24 . If, however, the latest input to the switch system  40  does not complete a correct number of crew code inputs, then an additional button push is added to the crew code, in operation  654 . If the correct number of crew code inputs has been recorded in operation  650  but, in operation  650  were not determined to be the correct series then operation  651  control resets the compartment  24  for receipt of a new crew code. Then, in operation  656 , the compartment status data  238  is set to locked and the movement of the compartment  24  is prohibited. 
   If in operation  648 , the compartment  24  is not a crew or a passenger compartment  24  and the warning signal is active but the timer has not expired, then in operation  658  the compartment status data  238  is set to unlatch the compartment  24  and move the compartment  24  into the opened position. 
   With reference to  FIG. 24  (Compartment Status Procedure), if the CLOSE button  48  has been pushed, then with reference to  FIG. 30  (“CLOSE” Button Activation Procedure), a process flow diagram illustrates the CLOSE button operational sequence  602  for the compartment  24 . When the CLOSE button  48  is pushed, then in operation  660  the power management routine is performed, as discussed with regard to  FIG. 28  (“OPEN” Button Activation Procedure). Next, in operation  662  control determines if the compartment is disabled or overweight. If the compartment  24  is disabled or overweight, then in operation  664  the compartment status data  238  is outputted to the indicator module  528 . 
   Otherwise, if the compartment  24  is not disabled or overweight, then in operation  666 , control determines if the compartment  24  is fully closed. If the compartment  24  is not fully closed, then in operation  668  control determines if the compartment  24  is fully opened. If the compartment  24  is fully opened, then the compartment status data  238  is set to move compartment  24  into the closed position in operation  670 . If the compartment  24  is not in the fully opened position, then in operation  672 , control determines if the compartment  24  is in a paused position. If the compartment  24  is in a paused position, then the compartment status data  238  is set to move compartment  24  into the closed position in operation  674 . If the compartment  24  is not in the paused position, then the compartment status data  238  is set to stop the movement of the compartment  24  in operation  676  and control goes to the stop compartment operational sequence  706 . 
   If the compartment  24  is fully closed in operation  666 , then in operation  678 , control determines if the compartment  24  is a crew compartment or a passenger compartment with the warning active and the warning timer expired. If the compartment  24  is a crew or passenger compartment  24  with the warning active and timer expired, then with reference to  FIG. 28A , in operation  650 , control determines if a correct crew code has been inputted. If the latest input to the switch system  40  computes a correct number of crew code inputs in operation  650 , then in operation  649 , control checks to see if the correct crew code series has been input. If the correct crew code series input has been entered then, in operation  652 , the compartment status data  238  is set to open the compartment  24 . If, however, the latest input to the switch system  40  does not complete a correct number of crew code inputs, then an additional button push is added to the crew code, in operation  654 . If the correct number of crew code inputs has been recorded in operation  650  but, in operation  649  were not determined to be the correct series then operation  651  control resets the compartment  24  for receipt of a new crew code. Then, in operation  656 , the compartment status data  238  is set to locked and the movement of the compartment  24  is prohibited. 
   If, in operation  678 , the compartment  24  is not a crew or a passenger compartment  24  and the warning signal is active but the timer has not expired, then in operation  688  the compartment status data  238  is set to unlatch the compartment  24  and move the compartment  24  into the opened position. 
   With reference to  FIG. 24  (Compartment Status Procedure), if the manual input has been applied to the compartment  24 , then with reference to  FIG. 31  (Manual Close Procedure), a process flow diagram illustrates the manual input operational sequence  603  for the compartment  24 . In operation  690 , control determines if current is being supplied to the motor  126 . If there is current supplied to the motor  126 , then the compartment status data  238  is set to moving. If there is no current being supplied to the motor  126 , then in operation  692 , control determines if the compartment  24  is fully closed. If the compartment  24  is fully closed, then in operation  693  control determines if the compartment  24  is latched. If the compartment  24  is latched, then the compartment status data  238  is set to closed. If the compartment  24  is not latched, then the compartment status data  238  is set to paused in operation  695 . If the compartment  24  is not fully closed, then in operation  694 , control determines if the compartment  24  is fully opened. If the compartment  24  is fully opened, then control determines if the compartment  24  is in contact with the open sensor  37  in operation  696 . If the compartment  24  is in contact with the open sensor  37 , then the compartment status data  238  is set to full opened. If, however, the compartment  24  is fully opened, but not in contact with the open sensor  37 , then in operation  698  the CLOSE button operational sequence  600  is performed. 
   If the compartment  24  is not fully opened in operation  694 , then in operation  700 , control determines if the compartment  24  is manually being pushed towards the closed position. If the compartment  24  is being manually pushed towards the closed position, then the CLOSE button operational sequence  600  is performed. If the compartment  24  is not being pushed towards the closed position, then the compartment status data  238  is set to manual open. 
   With reference to  FIG. 32  (Compartment Activation Procedure), a process flow diagram illustrates a first control method performed by the control module  526  of the compartment control module  204 . The first control method is performed when the compartment status data is set to move. In operation  702  control checks the compartment status data  238  and measures the position of the compartment  24  using the amperage sensor  34 . Then, in operation  704 , control determines if the compartment  24  is in the fully opened or fully closed position. If the compartment  24  is in the fully opened or fully closed position, then control goes to the stop compartment method  706 . Otherwise, if the compartment  24  is not fully opened or fully closed, then in operation  708  the measures position of the compartment  24  and computes speed of the compartment  24  and the desired position of the compartment  24  as discussed herein. In operation  710 , control determines if the compartment  24  is reversing. If the compartment  24  is reversing, then in operation  712 , control determines which control current to apply to the motor  126 . Then, in operation  714  the compartment status data  238  is set to moving. 
   If in operation  710  the compartment  24  is not reversing, then in operation  716  control determines if the compartment  24  has reversed a sufficient amount as set in the parameters of the control system  20  or if the compartment  24  is now fully opened or fully closed. If the compartment  24  has reversed a sufficient amount or is fully closed or fully opened, then control goes to the stop compartment operational sequence  706 . Otherwise, in operation  718  control determines if the compartment  24  is closing. If the compartment  24  is closing, then in operation  720  control applies a reverse current to the motor  126 , then, control goes to operation  714 . If the compartment is not closing in operation  718 , then control applies a current to the motor in operation  722 . Then control goes to operation  714 . 
   With reference to  FIG. 33  (Halt Motion Procedure), a process flow diagram illustrates the stop compartment operational sequence  706  performed by the control module  526  of the compartment control module  204 . In operation  724  control stops the compartment  24  motion processing thread, then in operation  726  control sets the applied motor current to zero. In operation  728  control sets the compartment status data  238  to stopped. 
   Referring now to  FIG. 34  (Set Light/indication Procedure), a process flow diagram illustrates an indicator status method performed by the indicator module  528  of the compartment control module  204 . The indicator status method determines the proper illumination of the LEDs  52  associated with the indicator surface  50 . 
   In operation  730 , control determines if the compartment  24  is disabled based on if the compartment status data  238  is set to disabled. If the compartment status data  238  is set as disabled, then there is no illumination of the LED  52  and any previous illumination is turned off. If the compartment  24  is not disabled, then in operation  732  control determines if the compartment status data  238  is set to obstructed. If the compartment status data  238  is set as obstructed, then control outputs indicator data  236 . The indicator data  236  output from operation  732  can comprise a series of illuminations of the LEDs  52  such as illuminating LED  52   b , LED  52   b , LED  52   a , LED  52   a  in order every 500 milliseconds. If the compartment status data  238  is not set as obstructed, then in operation  734  control determines if the compartment status data  238  is set as overweight. If the compartment status data  238  is set as overweight, then indicator data  242  is outputted in a particular pattern such as illuminating LED  52   b  and illuminating LED  52   a  in flashing intervals every 500 milliseconds. If, however, the compartment status data  238  is not overweight, then in operation  736  control determines if the warning is active and the warning timer has expired. If the warning is active and the warning timer has expired, then control checks in operation  739  to see if an incorrect crew code has been entered recently. If an incorrect crew code has been entered, then control sets the LEDs to remain unilluminated for 1000 ms in operation  741 . If an incorrect crew code has not been entered, then control goes to a timed-out indicator operational sequence  738 . Otherwise, if the warning is active and the warning indicator has not timed-out, then control goes to a not timed-out indicator operational sequence  740 . 
   With reference to  FIG. 35  (Set Light/Indication Procedure (FSB ON and Timed Out)), a process flow diagram indicates the timed-out indicator operational sequence  738 . In operation  742 , control determines if the compartment status data  238  is set as fully closed. If the compartment status data  238  is set as fully closed, then in operation  744  control determines if the compartment status data  240  is set to latched. If the compartment status data  238  is set to latched, then the indicator data  242  can be set such that LED  52   a  is illuminated. If the compartment status data  238  is set to unlatched, then LED  52   a  can be set to flash at 1,000 millisecond intervals. 
   If in operation  742  the compartment status data  238  was not set to fully closed, then in operation  746  control determines if the compartment status data  238  indicates that the compartment  24  is a passenger compartment  24 . In operation  752 , if the compartment  24  is a passenger compartment, then the indicator data  236  can be set to illuminate LED  52   a  in flashing intervals of 1,000 milliseconds. Otherwise, if the compartment  24  is not a passenger compartment, then the indicator data  236  can be set to illuminate LED  52   b  in 1,000 millisecond flashing intervals. 
   With reference now to  FIG. 36  (Set Light/Indication Procedure (FSB ON and Not Timed Out)), a process flow diagram illustrates the “not timed-out” indicator operational sequence  740 . In operation  748 , control determines if the compartment status data  238  is set as closed. If the compartment status data  238  is not set as closed, then in operation  750  control determines if the compartment status data  238  indicates that the compartment  24  is paused or fully opened. If the compartment  24  is not paused or fully opened, then the indicator data  236  can be set to illuminate LED  52   b  at 1,000 millisecond intervals, for example. If, however, the compartment  24  is paused or fully opened, then control determines if the compartment status data  238  indicates that the compartment  24  is operating within its “X”-range limit. Over the full range of the compartment motion there are two sections: there is the section “X” and the section “Y”, as shown in  FIG. 36A  (Compartment Range of Motion). Section “X” is a preset percentage of the full range measured from the full closed position. This separation is to aid in the indication of the direction of the motion of the compartment  24  and location of the compartment  24 , as shown in  FIG. 36A  (Compartment Range of Motion). In operation  752 , if the compartment  24  is not operating within its “X”-range limit, then indicator data  236  can be set to illuminate LED  52   b . Otherwise, if the compartment  24  is within its “X”-range limit, then indicator data  236  can be set to illuminate LED  52   b  in 100 millisecond flashing intervals to signify that the position of the compartment  24  is nearing fully closed. This signifies that the operation of the compartment  24  is nearing or leaving the full closed position. 
   If in operation  748  the compartment status data  238  is set as not closed, then in operation  754  control determines if the compartment  24  is a passenger compartment. If it is not a passenger compartment  24 , then in operation  756  control determines based on the compartment status data  238  if the compartment  24  is latched. If the compartment  24  is not latched, then the indicator data  236  is set as illuminating LED  52   a  in flashing 100 millisecond intervals by designating different LED  52  signals. If the compartment  24  is latched, then the indicator data  236  can be set to illuminate LED  52   a . If the compartment  24  is a passenger compartment  24 , then in operation  758  control can determined based on the compartment status data  238  if the compartment  24  is latched. If the compartment  24  is not latched, then the indicator data  236  can be set as illuminating LED  52   b  in 100 millisecond flashing intervals. If the compartment  24  is latched, then the indicator data  236  can be set to illuminate LED  52   b.    
   With reference to  FIG. 37  (System Shutdown Procedure), a process flow diagram illustrates a shutdown method performed by the shutdown module  206 . Upon receipt of a shutdown signal  760 , in operation  762  control determines if all the compartments  24  are closed based on the compartment status data  238 . If all of the compartments  24  are closed, then in operation  764  control closes communication with the compartment controllers  30 . Then, in operation  766  control sends a shutdown command  230  to the compartment control module  204  to power down. If all the compartments  24  are not closed, then in operation  768  control determines based on the shutdown signal  760  if it is necessary to wait to make sure all of the compartments  24  are closed. If it is not necessary to wait for all the compartments to close, such as in an emergency, then control goes to operation  764 . Otherwise, if control needs to make sure all compartments  24  are closed, then control goes to operation  770 . 
   In operation  770 , control starts a timer. In operation  771 , control commands all the compartments  24  to close. Then, in operation  772 , control determines if all compartments  24  are closed. If all the compartments  24  are closed, then control goes to operation  764 . Otherwise, if there are compartments  24  opened, then control determines if enough time has passed for all compartments  24  to be closed. In operation  774 , if not enough time has passed, then control loops to operation  772 . If, however, enough time has passed, then control goes to operation  778 . In operation  778 , control runs the test of the control system  20  as previously described herein. Then control goes to operation  780 . In operation  780 , the hardware system test is performed, which was previously described herein. At the end of the hardware system test, operation  782  is performed in which it is determined if there are any faults. If there are no faults detected at operation  782 , then at operation  786  data is output that indicates that all compartments  24  may not be closed and the system tests show no errors. Then control loops to operation  764 . If there are faults, however, in operation  788  control outputs data  247  that indicates that all compartments  24  may not be closed and also sends the system fault data. Then, in operation  790 , control determines whether to control to power down based on the errors. If control decides to not power down, then in operation  792  control stops the shutdown procedure and indicates faults. Otherwise, control loops to operation  764 . 
   With additional reference to  FIG. 38 , the GUI  248  information used to create the GUI control panel  249  by the GUI manager module  208  is shown. The GUI control panel  249  is preferably composed of various GUIs, such as, but not limited to, a “Flight Information” GUI  792 , a “Communication” GUI  794 , a “Bin Control” GUI  796 , an “Inventory” GUI  798 , a “Cabin Settings” GUI  800 , and an “Emergency” GUI  802 . As the “Bin Control” GUI  796  and the “Cabin Settings” GUI  800  are the GUIs most related to the control of the compartments  24 , only these two GUIs will be discussed in detail herein. The GUIs can be selected from various menu tabs as indicated. The GUIs can be selected through any appropriate user input device, such as a touch-screen, a pointer or other device capable of providing the user input data  246 . It should be noted that the GUI control panel  249  can be ran by control system  20 , specifically the central controller  32  and displayed on the control panel  33 , however, with reference to  FIG. 39 , the GUI control panel  249  could additionally be displayed at a variety of user interface stations  799  that can each interface with the central controller  32  and/or with the compartment controllers  30  interfacing directly between the compartments  24  and the central controller  32 . Alternatively, a control system  20 ′ could employ zone controllers  801  as an interface between selected compartments  24  and the central controller  33 , however, any combination of control system  20 ,  20 ′ could be employed. 
   With reference back to  FIG. 38 , the “Bin Control” GUI  796  includes a display screen  803 , a sub-menu  804 , a sub-menu display screen  806 , a top display  808 , an “End Program” button  809  and an indicator box  810 . The display screen  803  preferably includes at least one or a plurality of compartment indicators  812 , a legend  814  and location indicators  816 . The compartment indicators  812  are generally arranged in a configuration corresponding to the layout of the compartments  24  in the mobile platform  10 . For example, the compartments  24  are arranged in six rows of four abreast seating to correspond to the six rows of seating of the mobile platform shown in  FIG. 1 . The compartments  24  are illustrated as rectangles, however, any appropriate representation of the compartments  24  could be employed, such as, but not limited to, squares, ovals, trapezoids or other polygons or symbols. The compartment indicators  812  have a body  817 . The body is generally configured to change color upon the selection of the compartment  24  by the indicator. For example, the body  817  of the compartment indicator  812  can change to a dark grey upon selection by the operator. The body  817  of the compartment indicators  812  includes an indicator surface  818 , a first indicator  820 , a second indicator  822  and a third indicator  824 . 
   The indicator surface  818  is configured to display a designation associated with the compartment  24 . For example, the indicator surface  818  could display a symbol, such as a cross, to indicate that the compartment  24  contains emergency equipment, or the indicator surface  818  could display a symbol, such as a letter “C” to indicate that the compartment  24  is designated as a compartment  24  for use by the crew, or an appropriate symbol to show that the compartment has been designated as manually disabled, such as a strikethrough. The first indicator  820  is configured to display a class or a zone that the compartment  24  is designated. For example, the classes could be first class, business class or economy class. Generally, the first indicator  820  displays a color associated with the particular class, as will be discussed herein, but the first indicator  820  could display a symbol associated with the particular class. 
   The second indicator  822  is configured to indicate a volume and weight of the compartment  24  based on the received compartment status data  240 . The second indicator  822  is shown as a bar, however, the second indicator  822  could be any appropriate shape, such as a line. The color of the second indicator  822  indicates how full the compartment  24  is with respect to weight. If the second indicator  822  is a color yellow, then the compartment is almost full, while a color green indicates that the compartment  24  is nearly empty, and a color red indicates that the compartment  24  is at capacity with regard to weight. The length or height of the second indicator  822  indicates the volume of the compartment  24 . A fully extended (high height) colored area on the second indicator  822  indicates that the compartment  24  is almost full, while a short length (low height) indicates that the compartment  24  is empty with regard to volume. 
   The third indicator  824  is configured to indicate a status of the indicator surface  50  based on the indicator data  242 . The third indicator  824  is illustrated as rectangular, however, any appropriate shape could be used such as oval. As the third indicator  824  replicates the indicator data outputted by the indicator module  528 , the third indicator  824  can alternate between the colors of the LEDs  52 , such as a color red and a color blue. 
   The legend  814  is generally disposed near a bottom surface  836  of the display screen  803 . The legend  814  is illustrated to associate the available class designation colors used with the first indicators  820  with their respective classes. For example, the legend  814  includes three panels. A first panel  836   a  is colored to match the color associated with first class by the first indicator  820  and includes the text “First Class,” while a second panel  836   b  is colored to correspond to the color associated with business class and includes the text “Business Class” and a third panel  836   c  is colored to correspond with the color associated with economy class and includes the text “Economy Class.” The location indicators  816  enable the operator to relate the compartment indicators  812  to the compartments  24  on the mobile platform  10 . Thus, the location indicators  816  facilitate the operator&#39;s association of the compartments  24  with the configuration of the mobile platform  10 . The location indicators  816  can be directional with regard to the mobile platform  10 , such as right or left, and can include fixed structures to further assist in the association of the compartment indicators  812  with the compartments  24 . 
   The sub-menu  804  includes at least one or a plurality of sub-GUIs displayed on the sub-menu display screen  806 , such as a “Controls” GUI  844 , a “Settings” GUI  846 , a “Security” GUI  848 , a “Configuration” GUI  850  and an “Indicators” GUI  851  ( FIG. 57 ) that can be selected via the user input data  246 . The “Controls” GUI  844  includes a selection box  852 , and function or operational buttons  854 . 
   The selection box  852  is configured to enable the operator to select at least one or a plurality of compartments  24  to operate. It should be noted that although the selection box  852  is illustrated as being near a top portion of the sub-menu display screen  806 , the selection box  852  could be in any desired location. The selection box  852  includes radio buttons  856 , however, any type of selector could be employed. The radio buttons  856  and their associated text  858  correspond to a respective number of compartments  24  in the mobile platform  10 , and can be keyed to match the compartment indicators  812 . For example, a first radio button  856   a  is configured to correspond to all the compartments  24  in the mobile platform  10 , and is labeled “Select All Bins,” while a second radio button  856   b  is configured to enable operation of at least one or a plurality of user selected compartments  24 , and is labeled “Selected Bins.” 
   A third radio button  856   c  is configured to correspond to all of the compartments  24  designated as “First Class” compartments  24 , and includes the text “First Class” in a box  860   c  colored to correspond to the color of the legend corresponding to “First Class” and the corresponding color of the first indicator  820 . A fourth radio button  856   d  is configured to correspond to all of the compartments  24  designated as “Business Class” compartments  24 , and includes the text “Business Class” in a box  860   d  colored to correspond to the color of the legend corresponding to “Business Class” and the corresponding color of the first indicator  820 . A fifth radio button  856   e  is configured to correspond to all of the compartments  24  designated as “Economy Class” compartments  24 , and includes the text “Economy Class” in a box  860   e  colored to correspond to the color of the legend corresponding to “Economy Class” and the corresponding color of the first indicator  820 . 
   When the first, third, fourth and fifth radio buttons  856   a ,  856   c ,  856   d ,  856   e  are selected the body  817  of the respective compartment indicators  812  changes to a darker shade than the other unselected compartment indicators  812  to visually indicate which compartments  24  are selected. When the third radio button  856   c  is selected, the user manually inputs the desired compartments  24  via the user input data  246 . This can be achieved by selecting the desired compartments  24  via the respective compartment indicators  812  through any suitable user input device. 
   The operational buttons  854  are configured to enable the compartments  24  selected in the selection box  852  to perform a function. It should be noted that although the operational buttons  854  are illustrated as being near a bottom portion of the sub-menu display screen  806 , the operational buttons  854  could be in any desired location. For example, a first or OPEN button  862  is configured to send GUI data  232  to the compartment control module  204  to open the group of compartments  24  selected by the radio buttons  856  or the individually selected group of compartments  24  selected by the operator. A second or CLOSE button  864  is configured to send GUI data  232  to the compartment control module  204  to close the group of compartments  24  selected by the radio buttons  856  or the individually selected group of compartments  24  selected by the operator. 
   With reference to  FIG. 40 , the “Settings” GUI  846  includes a first selector box or “Zone/Type” selector  866 , a second selector box or “Bin Type” selector  868  and a third selector box or “Zone Location” selector  888 . The “Settings” GUI  846  is generally protected, as will be discussed herein. The “Zone/Type” selector  866  includes a “Bin Type” radio button  890  and a “Zone Type” radio button  892 . The “Bin Type” radio button  890 , once selected, enables the “Bin Type” selector  868 , while the “Zone Type” radio button  892 , once selected, enables the “Zone Location” selector  888 . The disabled selector can appear lighter in color to the active selector. 
   The “Bin Type” selector  868  includes a first or “Passenger” radio button  890 , a second or “Crew” radio button  892 , a third or “Emergency Equipment” radio button  894 , a fourth or “Latch and Disable” radio button  896 , and a “Restore Defaults” button  898 . While the “Passenger” radio button  890  is selected any compartment surface(s)  818  selected will designate that compartment as a passenger compartment  24  which is indicated by the lack of a crew, emergency equipment cross, disabled, or other symbol. While the “Crew” radio button  892  is selected any compartment surface(s)  818  selected will designate that compartment as a crew compartment  24 , and the “Emergency Equipment” radio button  894  causes a selected compartment indicator  812  to be designated as an emergency equipment compartment  24 . The “Latch and Disable” radio button  896  enables a selected compartment indicator  812  to be designated as disabled. The “Restore Defaults” button  898  resets the compartment indicators  812  to the original settings. 
   With reference to  FIG. 41 , the “Zone Location” selector  888  includes a first or “First Class” radio button  900 , a second or “Business Class” radio button  902 , a third or “Economy Class” radio button  904 , and a “Restore Defaults” button  906 . The “First Class” radio button  900  enables an operator to associate a compartment indicator(s)  812  with First Class and changes the appropriate compartment indicators  812 . The “Business Class” radio button  902  enables an operator to associate a compartment indicator(s)  812  with Business Class, and the “Economy Class” radio button  904  allows an operator to associate a compartment indicator(s)  812  with Economy Class. The “Restore Defaults” button  906  resets the compartment indicators  812  to the original settings. 
   In order to designate the settings of the compartments  24 , one of the “Bin Type” radio button  890  and the “Zone Type” radio button  892  of the “Zone/Type” selector  866  is selected. If the “Bin Type” selector  868  is activated, then the desired radio button  890 ,  892 ,  894 ,  896  or the “Restore Defaults” button  906  is selected. To designate the compartment  24 , after the radio button  890 ,  892 ,  894 ,  896  is selected, the desired compartment indicator  812  is selected. 
   If the “Passenger” radio button  890  is selected, then after the compartment indicator  812  is selected, the indicator  818  of the compartment indicator  812  will remain constant in color. If the “Crew” radio button  892  is selected, then after the compartment indicator  812  is selected, the indicator  818  of the compartment indicator  812  will include a “C” to designate the compartment  24  as a crew compartment  24 . “Emergency Equipment” radio button  894  is selected, and after the compartment indicator  812  is selected, the indicator  818  of the compartment indicator  812  will include a cross to designate the compartment  24  as an emergency equipment compartment  24 . If the “Latch and Disable” radio button  896  is selected, then after the compartment indicator  812  is selected, the indicator  818  of the compartment indicator  812  will include a strikethrough symbol. 
   If the “Zone Location” selector  888  is activated, as shown in  FIG. 41 , then the desired radio button  900 ,  902 ,  904  or the “Restore Defaults” button  906  is selected. If the “First Class” radio button  900  is selected, the operator selects the desired compartment indicator(s)  812  that are to be associated with First Class. Then, the first indicator  820  of the selected compartment indicator(s)  812  updates to correspond to the color associated with First Class. If the “Business Class” radio button  902  is selected, then the operator selects the desired compartment indicator(s)  812  that are to be associated with Business Class, and the first indicator  820  of the selected compartment indicator(s)  812  updates to correspond to the color associated with Business Class. If the “Economy Class” radio button  904  is selected, then the operator selects the desired compartment indicator(s)  812  that are to be associated with Economy Class, and the first indicator  820  of the selected compartment indicator(s)  812  updates to correspond to the color associated with Economy Class. The “Bin Type” selector  868  and “Zone Location” selector  888  can work together to allow the user to designate the compartment type or zone location of multiple compartments  24  at once. 
   With reference now to  FIG. 42 , the “Security” GUI  848  is illustrated. The “Security” GUI  848  designates the security protocols used to access the restricted areas of the GUI manager module  208  and is security protected itself. A user is required to be logged in to change or view these settings as will be discussed herein. The available security protocols are selected by associated radio buttons. For example, the “Security” GUI  848  includes a “Code” radio button  908 , a “RFID” radio button  910 , a “Biometric” radio button  912 , a “Retina Scan” radio button  914 , and an “Other” radio button  916 . The “RFID” radio button  910 , “Biometric” radio button  912 , and “Retina Scan” radio button  914  are commonly known security protocols and are not discussed in detail herein. 
   The “Code” radio button  908  provides password protection to the restricted areas of the GUI manager module  208 , and the “Other” radio button  916  enables client specific security protocols to be selected. If the “Code” radio button  908  is selected, then with reference to  FIG. 43 , in order to login to access the restricted areas of the GUI manager module  208 , an operator selects a “Login” button  918  from the top display  808 . A user name and password prompt screen  920  is displayed, and the operator can enter his/her user name and password in respective text boxes  922 . Once the operator has logged in, then the button  918  displays “Logout” as is generally known. The control also updates the user or associated username  1086  to display the entered name of the user who is logged in. When no user is logged in the user identification box  1086  displays “unsecured”. Secure operation has a timer. For example, five minutes after a user has logged in, the control resets the settings to an “unsecured” setting. This is to prevent unauthorized use of the GUI Control Panel  249 . 
   With reference now to  FIG. 44 , the “Configuration” GUI  850  is illustrated. The “Configuration” GUI  850  includes a first or “Aircraft Model” selector box  924 , a second or “Bin open/close time” selector box  926 , and a sub-menu  928 . The “Configuration” GUI  850  is restricted. The “Aircraft Model” selector box  924  enables the user to select the aircraft or mobile platform  10  to which the compartment control system  20  is employed from a drop-down menu  930 . For example, a Boeing  747  can be selected. The “Bin open/close time” selector box  926  enables the user to set a nominal close time in seconds for the compartments  24  with a first scroll button  932  and a deviation for the nominal close time in seconds with a second scroll button  934 ; although any suitable selector could be employed. 
   With reference to  FIGS. 44-56 , the sub-menu  928  includes a “Bin Size” GUI  936 , a “Crew Code” GUI  938 , a “Volume Sensing” GUI  940 , a “Language” GUI  942 , a “Profile” GUI  944 , an “Emergency Lockout” GUI  946 , a “Maintenance” GUI  948 , a “Weight Sensing” GUI  950 , a “Feedback” GUI  952 , a “Power Allocation” GUI  954  and a “Current” GUI  956 . Scroll tabs  958  are used to move amongst the GUIs of the sub-menu  928 . 
   With reference to  FIG. 44 , the “Bin Size” GUI  936  includes a plurality of radio buttons  960  that are each associated with a respective length in inches of the compartments  24  on the mobile platform  10 . For example, five radio buttons  960  could be employed designated lengths of each selected compartment  24  of 24 inches (in.), 30 in., 40 in., 48 in., or other to enable client specific lengths to be inputted. Each compartment surface  818  will have a size designator that appears only when the “Bin Size” GUI  936  is active. A “restore defaults” button returns the compartment sizes to their original settings (not shown). 
   With reference now to  FIG. 45 , the “Crew Code” GUI  938  includes a plurality of check boxes  962  and a scroll bar  964 . The “Crew Code” GUI  938  enables the operator to set a crew code comprised of a series of presses to the OPEN or CLOSE buttons  46 ,  48  of the switch to enable access to the crew compartments  24  or compartments  24  after the warning is active. A first column of check boxes  962   a  are designated as “Open” and a second column of check boxes  962   b  are designated as “Close.” The check boxes  962  designated as “Open” correspond to pressing the OPEN butting  46  and the check boxes  962  designated as “Close” correspond to pressing the CLOSE button  48 . 
   The check boxes  962  are arranged in a plurality of numbered rows that correspond to the code sequence. For example, there can be six rows, numbered one to six, which correspond to the order in which the OPEN button  46  or CLOSE button  48  of the switch system  40  must be pressed. The scroll bar  964  enables the operator to set the amount of time permitted to enter the crew code in seconds. By sliding the scroll bar  964 , the operator can vary the time as desired. For example, as illustrated in  FIG. 45 , the crew code requires pressing the OPEN button  46  twice and then the CLOSE button  48 , and then the OPEN button  46  within four seconds to gain access to crew compartments  24  or compartments  24  after the warning is active, as discussed herein. 
   With reference to  FIG. 46 , the “Volume Sensing” GUI  940  is illustrated. The “Volume Sensing” GUI  940  includes a “On” radio button  966  and an “Off” radio button  968  to enable the operator to turn the volume/compartment capacity sensing on and off. With reference to  FIG. 47 , the “Language” GUI  942  is illustrated. The “Language” GUI  942  includes a drop-down menu  970  to enable the operator to set the language for GUI  248  generated by the GUI manager module  208 . 
   Referring to  FIG. 48 , the “Profile” GUI  944  is illustrated. The “Profile” GUI  944  includes a first or “Manual” radio button  972 , a second or “Auto” radio button  974 , a third or “Smooth” radio button  976 , and a display  978 . The “Profile” GUI  944  enables the operator to select the desired opening and closing motion profile for the actuator system  26  of the compartments  24 . The profiles are set as desired to provide an aesthetically pleasing movement of the compartments  24  within the cabin  14 . The profile for each radio button  972 ,  974 ,  976  is illustrated in the display  978  upon the selection of the radio buttons  972 ,  974 ,  976 . 
   The “Manual” radio button  972  provides a manual motion profile  978   a  as illustrated in  FIG. 48 . The manual motion profile  978   a  is characterized by a sharp beginning and ending motion. The manual mode is run off a calculated maximum velocity of the motor  125 . Based on the computed maximum velocity of the motor  125 , control accelerates and decelerates the compartment  24  to the maximum velocity using a ramp function. The discontinuities within the profile can create additional wear on the mechanical components of the power-assisted compartment system  12  but result in quick motion changes. The time from start to maximum velocity and from maximum velocity to full stop is very short. The manual motion profile  972   a  is a precalculated preset mode with no real-time updating or adjustment to compensate for factors that may make the compartment  24  travel less than optimally. 
   With reference to  FIG. 49 , the “Smooth” radio button  976  provides an automatically computed motion profile  978   b  as illustrated. The automatically computed motion profile  978   b  is more smooth than the other motion profiles and creates the most aesthetic motion and causes the least wear on mechanical components of the power-assisted compartment system  12 . The smooth mode would provide a smooth moving profile for the compartment  24  based off a desired time for the compartment  24  to move from closed to fully opened using input values for the percentage of time to accelerate and the percentage of time to decelerate. In order to minimize wear on the motor  126 , the smooth mode is computed to create smooth position, velocity, and acceleration profiles, as shown in  FIG. 49A . As referred to herein, the first section is characterized by the beginning of movement or acceleration of the compartment  24 , the second two is characterized as the mid-range movement, or constant velocity section, of the compartment  24 , and section three is the ending of the movement of the compartment  24 . In order to compute the smooth position, velocity and acceleration profiles, the following parameters are inputted: 
   (1) T 3 , wherein T 3  is the desired amount of time for a full cycle (i.e. fully opened to closed or vice versa); 
   (2) P 3 (T 3 ), wherein P 3 (T 3 ) is the total distance, and can be a radial measurement representing the full sweep of the compartment  24  (i.e. the angular displacement from fully opened to fully closed); 
   (3) AP, where AP is a percentage of the total time required to accelerate and is used to compute the duration for section one of the profile, where the duration for section one of the profile is equal to:
 
 T   1   =T   3   *AP/ 100  (12)
 
   (4) The duration of sections two and three of profile is computed using AD, wherein AD is a percentage of the total time required to decelerate, amounting to the duration for sections two and three of the profile, and is equal to:
 
Section 3   =T   3   *DP / 100; T   2   =T   3 −Section 3   (13)
 
   Variables of the automatic mode computation include MV, wherein MV is equal to the maximum velocity. The maximum velocity is determined from a trigonometric function. The basic trigonometric function form is used, wherein:
 
a*sin 2 (b*t+c)  (14)
 
   The basic trigonometric function maximizes profile continuity and smoothness, while potentially minimizing acceleration and deceleration intervals. 
   wherein a represents the function amplitude, b represents the function period, and c represents the horizontal shift of an equation to maintain continuity. The base trigonometric function for the velocity profile is in the form of:
 
 MV=a *sin 2 ( b*t )  (15)
 
   wherein a is equal to the amplitude, which is equal to MV, the maximum velocity. In order to calculate the velocity profile, the following equations are derived and used:
 
 V   1 ( t )= MV *sin 2 ( b   1   *t )  (16)
 
V 2 (t)=MV  (17)
 
 V   3 ( t )= MV *sin 2 ( b   3   *t+c   3 )  (18)
 
   wherein b 1  is the b constant of the velocity function for section one of the motion profile, b 3  is the b constant of the velocity function for section three of the motion profile, and C 3  is the c constant of the velocity function for section three of the motion profile, V 1 (t) is the velocity equation for section one, V 2 (t) is the velocity equation for section two, and V 3 (t) is the velocity equation for section three. 
   In order to compute the motion profile for the position, the following equations are used:
 
 P   1 ( t )=∫ V   1 ( t ) dt=MV ∫sin 2 ( b   1   *t ) dt   (19)
 
 P   1 ( t )= MV /(2* b   1 )*[ b   1   *t−sin( 2 *b   1   *t )/2 ]+D   1   (20)
 
   wherein D 1  is the constant for section one, and is introduced when the velocity equation is integrated to determine the position equation. Further, it will be noted that t=0 at the start of section one, and therefore P 1 (t)=0, and D 1 =0. In order to determine the motion profile for the position at section two, the following equation is used:
 
 P   2 ( t )= MV *( t−T   1 )+ P   1 ( T   1 )  (21)
 
   In order to determine the motion profile for the position at section three, the following equation is used: 
   
     
       
         
           
             
               
                 
                   
                     
                       
                         
                           P 
                           3 
                         
                         ⁡ 
                         
                           ( 
                           t 
                           ) 
                         
                       
                       = 
                       
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                               V 
                               3 
                             
                             ⁡ 
                             
                               ( 
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                           ⁢ 
                           
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                       = 
                       
                         
                           MV 
                           / 
                           
                             b 
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                             ⁢ 
                             
                                 
                             
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                               - 
                               
                                 
                                   sin 
                                   ⁡ 
                                   
                                     ( 
                                     
                                       
                                         2 
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                         + 
                         
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                           3 
                         
                       
                     
                   
                 
               
             
             
               
                 
                   
                     
                       ( 
                       22 
                       ) 
                     
                   
                 
                 
                   
                     
                         
                     
                   
                 
                 
                   
                     
                         
                     
                   
                 
                 
                   
                     
                         
                     
                   
                 
                 
                   
                     
                       ( 
                       23 
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   wherein at t=T 3  and P 3 (t)=P 3 (T 3 ), then D 3  can be computed using the following equation:
 
 D   3   =P   3 ( T   3 )− MV /(2 *b   3 )*[ b   3   *T   3   +c   3 −sin(2 *b   3   *T   3 +2 *c   3 )/2]  (24)
 
   With D 3  computed, D 3  is substituted into the equation for P 3 (t) to arrive at: 
   
     
       
         
           
             
               
                 
                   
                     P 
                     3 
                   
                   ⁡ 
                   
                     ( 
                     t 
                     ) 
                   
                 
                 = 
                 
                   
                     
                       MV 
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                             ⁡ 
                             
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                       ] 
                     
                   
                   + 
                   
                     
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                     ⁡ 
                     
                       ( 
                       
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                 ( 
                 25 
                 ) 
               
             
           
         
       
     
   
   wherein D 3  is the constant for section three and is introduced when the velocity equation is integrated to determine the position equation, and T 3  is the required time for total compartment  24  movement. 
   In order to compute the motion profile for the acceleration of the compartment  24 , the following equations are used:
 
 A   1 ( t )= V   1 ( t )  (26)
 
 A   1 ( t )= b   1   *MV *sin(2 *b   1   *t )  (27)
 
A 2 (t)=0  (28)
 
 A   3 ( t )= b   3   *MV *sin(2 *b   3   *t+c   3 )  (29)
 
   In order to compute the maximum velocity MV, which is related to related to maximum current, and thus, system power draw and power management, the following equations are used:
 
 MV =rise/run  (30)
 
 MV=P   3 ( T   2 )− P   1 ( T   1 )/(T 2   −T   1 )  (31)
 
   wherein in equation (27) the above equations are substituted in, resulting in: 
   
     
       
         
           
             
               
                 MV 
                 = 
                 
                   
                     
                       - 
                       2 
                     
                     * 
                     
                       
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                         3 
                       
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                         ( 
                         
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                               2 
                             
                           
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                             1 
                           
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                                 ⁡ 
                                 
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                           + 
                         
                       
                     
                     
                       
                         
                           
                             sin 
                             ⁡ 
                             
                               ( 
                               
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                                   1 
                                 
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                                   1 
                                 
                               
                               ) 
                             
                           
                           / 
                           
                             ( 
                             
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                                 1 
                               
                             
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                 ( 
                 31 
                 ) 
               
             
           
         
       
     
   
   Additionally, based on the values received in the above equations, the following constants are computed:
 
 b   1   =∫I/T   1   (32)
 
 b   3   =∫I /( T   3   −T   2 )  (33)
 
 c   3   =A  sin(0)− b   3   *T   3   (34)
 
   Referring now to  FIG. 50 , the “Auto” radio button  974  is self-updating. It is a more sophisticated version of the manual motion profile. When the “Auto” radio button  974  is selected, control operates the compartment  24  at a set velocity to maintain a set time to fully open or fully close the compartment  24 . When operating on the automatic motion profile, control can instantaneously increase or decrease the supplied current, and thus the velocity of the compartment  24 . A change in characteristics of the compartment  24  such as an increase in weight or a user pulling down on the compartment  24  as it is closing would cause control to instantaneously increase the supplied current to maintain the necessary velocity required to ensure that the full motion of the compartment  24  was completed within the designated time. 
   With reference to  FIG. 51 , the “Emergency Lockout” GUI  946  is illustrated. The “Emergency Lockout” GUI  946  includes a first or “Immediate Lockout Option” selector box  978  and a “Duration” scroll bar  980 . The “Immediate Lockout Option” selector box  978  can include a first or “1 Fasten Seatbelt Chime” radio button  982 , a second or “2 Fasten Seatbelt Chime” radio button  984 , a third or “3 Fasten Seatbelt Chime” radio button  986  and a fourth or “4 Fasten Seatbelt Chime” radio button  988 . The numerals (1, 2, 3, 4) of the radio buttons  982 ,  984 ,  986 ,  988  indicate the number of times the warning or Fasten Seatbelt chime has to be activated by user input data  246  from the pilot of the mobile platform  10  to result in an immediate lockout of the compartments  24 . As illustrated, with the “2 Fasten Seatbelt Chime” radio button  984  selected, the pilot will need to activate the warning twice to lockout the compartments  24 . 
   Referring now to  FIG. 52 , the “Maintenance” GUI  948  is illustrated. The “Maintenance” GUI  948  includes a first or “Download DataLog” button  990 , a second or “Run System Test” button  992 , a third or “Display Faults” button  994 , a fourth or “Clear Faults” button  996  and a fifth or “Send Error Report” button  998 . The “Download Data Log” button  990  sends data log information captured during the operation of the compartments  24  to a remote printer (not shown) or file. The compartment control module  204  maintains a data log of all parameters, events, and faults that occur during operation. For example, the following are some of the parameters, events, and faults that are logged and time-stamped: Compartment  24  type, OPEN button  46  pressed, CLOSE button  48  pressed, compartment  24  unlatching, compartment  24  unlatched, compartment  24  opening, compartment  24  fully opened, compartment  24  closing, compartment  24  fully closed, compartment  24  latched, compartment  24  lifted off open sensor  37 , motor  126  control current, compartment  24  position, compartment  24  speed, second sensor  36  pressed, motor  126  over current obstruction, compartment  24  obstructed, compartment  24  reversing direction, compartment  24  estimated weight, and LED(s)  52  color(s). 
   The “Run System Test” button  992  enables the operator to test the compartment control system. When the operator selects the “Run System Test” button  992 , the GUI data  232  instructs the compartment control module  206  to run the hardware test and the software test to ensure all sensors and signals are running properly, as discussed herein. Report data from these tests is output to a remote printer (not shown) or file. The “Display Faults” button  994  displays any current fault data  244  from the compartment control module  204 . The “Clear Faults” button  996  clears any fault data  244  from the compartment control module  204 . The “Send Error Report” button  998  sends the fault data  244  to a remote system (not shown). 
   With reference to  FIG. 53 , the “Weight Sensing” GUI  950  is illustrated. The “Weight Sensing” GUI  950  includes a first or “Overweight Sensing” selector box  1000  and a second or “Weight Balance Calculation” selector box  1002 . The “Overweight Sensing” selector box  1000  includes a first or “Off” radio button  1004  and a second or “On” radio button  1006 . The radio buttons  1004 ,  1006  enable the operator to toggle the overweight sensing between on and off. 
   The “Weight Balance Calculation” selector box  1002  includes a first or “Off” radio button  1008  and a second or “On” radio button  1010 . The radio buttons  1008 ,  1010  enable the operator to toggle the weight balance calculation between on and off. If active, the weight balance calculation generates a display  1012  that indicates whether the weight is distributed evenly over the mobile platform  10 . Generally, the weight balance calculation is computed by summing the weight in each side of the compartments  24 . The display  1012  includes a color indicator bar  1012 , a color text box  1014  and a balance bar  1016 . The color indicator bar  1012  can be tri-color to provide an indication of the weight balance and is generally configured to correspond with the display  802  of the mobile platform  10 . The color text box  1014  displays the current color associated with the weight balance, such as “Yellow,” “Red” or “Green.” The bar  1016  indicates the current weight balance. For example, in  FIG. 53 , the bar  1016  indicates that the right side of the mobile platform  10  is heavier than the left side. 
   The “Feedback” GUI  952  is illustrated in  FIG. 54 . The “Feedback” GUI  952  includes a first or “Audible” check box  1020 , a second or “Tactile” check box  1022 , and a third or “Visual” check box  1024 . Any number of the check boxes  1020 ,  1022 ,  1024  can be selected by the operator to customize the feedback provided by the system. 
   Referring now to  FIG. 55 , the “Power Allocation” GUI  954  is illustrated. The “Power Allocation” GUI  954  includes a first or “Power Allocation” selector box  1026  and a second or “Power Shed by . . . ” selector box  1028 . The “Power Allocation” selector box  1026  includes a scroll bar  1030  to enable the operator to select the maximum instantaneous allowable power draw in watts (W) for the power-assisted compartment system  12 . 
   The “Power Shed by . . . ” selector box  1028  enables the operator to determine the manner in which the compartment control system reduces its power consumption, and include a first or “Unit” radio button  1032 , a second or “Zone” radio button  1034  and at least one or a plurality of “Other” radio buttons  1036 . The “Unit” radio button  1032  instructs the compartment control system to reduce power by allowing only one unit in each zone to open at a time. The “Zone” radio button  1034  instructs the compartment control system to reduce power usage by prioritizing power usage based on the zone of the compartment  24 , such as first class, business class and economy class. The “Other” radio buttons  1036  enable custom client power shed mechanisms to be implemented. 
   The “Current” GUI  956  is illustrated in  FIG. 56 . The “Current” GUI  956  enables the operator to set the maximum allowable current draw in milli-Amperes (mA) with a scroll bar  1038 . The “Current” GUI  956  thus also provides another method to control the speed of the motor  126 . 
   The sub-menu  804  further includes the “Indicator” GUI  851  as illustrated in  FIG. 57 . The “Indicator” GUI  851  includes a “Types of Indicators” menu  1038 . The “Types of Indicators” menu  1038  includes a “Visual” GUI  1040 , a “Tactile” GUI  1042 , an “Audible” GUI  1044 , and a “Other” GUI  1046 . The “Other” GUI  1046  enables the inclusion of client specific indicators on the “Indicator” GUI  851 , and will not be discussed in detail herein. Each of the GUIs  1040 ,  1042 ,  1044 ,  1046  include a menu  1048  to enable the selection of GUIs comprising scenarios specific to the particular indicator. For example, each of the “Visual” GUI  1040  and “Audible” GUI  1044  include an “Obstructed” GUI  1050 , a “Delayed” GUI  1052 , a “Locked Out” GUI  1054 , an “In Motion” GUI  1056  and an “Overweight” GUI (not shown) to enable the operator to specify the look or sound associated with those compartment  24  characteristics. 
   With continued reference to  FIG. 57 , the “Obstructed” GUI  1050  for the “Visual” GUI  1040  includes a first or “Solid or Flashing?” selector box  1060  and a second or “Chose the Color” selector box  1062 . The “Solid or Flashing?” selector box  1060  includes a first or “Solid” radio button  1064  and a second or “Flashing” radio button  1066  to enable the operator to select the output from the LEDs  52  of the indicator surface  50 . If the operator selects the “Flashing” radio button  1066 , the “Chose the Color” selector box  1062  includes a plurality of color drop-down menus  1068  and a plurality of duration selectors  1069 . The color drop-down menus  1068  enable the operator to select the desired output color and output sequence associated with the particular scenario, and if the output is selected as flashing, the duration of the interval between flashes in milliseconds (ms) can be set. For example, as shown in  FIG. 57 , the visual output for an obstructed compartment  24  is blue (LED  56   b ), no light, red (LED  56   a ), no light, blue (LED  56   b ), no light, red (LED  56   a ) flashing at 1000 ms intervals. 
   A further example is illustrated with reference to  FIG. 58 . In  FIG. 58 , the “Locked Out” GUI  1054  for the “Visual” GUI  1040  includes the “Solid or Flashing?” selector box  1060 , and a “Chose the Color” selector box  1062 ′. The “Chose the Color” selector box  1062 ′ lists a plurality of available colors for the LEDs  52 , which can be selected by the operator to visually indicate that the compartment  24  is locked out. For example, as shown in  FIG. 58 , if the compartment  24  is locked out, the red LED  56   a  will be illuminated. 
   With reference to  FIG. 59 , an example of the “Tactile” GUI  1042  is shown. The “Tactile” GUI  1042  includes a scroll bar  1070  to enable the operator to set the amplitude associated with the tactile feedback. The tactile feedback is associated with the switch system  40  and the amplitude of mechanical feedback produced when the user interacts with the OPEN and CLOSE buttons  46 ,  48  of the switch system  40 . 
   With reference to  FIG. 60 , an example of the “Obstructed” GUI  1050  of the “Audible” GUI  1044  is shown. The “Obstructed” GUI  1050  of the “Audible” GUI  1044  includes a “Warning Type” selector box  1072 . The “Warning Type” selector box  1072  includes a first or “Announce” radio button  1078  and a second “Warning Bell” radio button  1080 . The “Warning Bell” radio button  1080 , if selected, sounds a warning bell. The “Announce” radio button  1078 , if selected, sounds a message. If the “Announce” radio button  1078  is selected, then the “Obstructed” GUI  1050  of the “Audible” GUI  1044  includes a “Volume” scroll bar  1074  and a “Announcement Text” text box  1076 . The “Volume” scroll bar  1074  enables the operator to select the volume for the announced message, and the “Announcement Text” text box  1076  enables the operator to enter the desired message for announcement. 
   With reference to  FIG. 38 , the top display  808  of the “Bin Control” GUI  796  includes a clock  1082 , a warning display  1084  and a user identification box  1086 . The clock  1082  displays the current time. The warning display  1084  displays a notification that indicates the warning is active  1085  and the warning timer  1087 . The notification can include text such as “No Smoking Fasten Seatbelt” as shown, or could include a symbol. The user identification box  1086  displays the name of the logged in user. For example, in  FIG. 45 , the logged in user&#39;s identification is “John Doe”. 
   The “Bin Control” GUI  796  also includes the end program button  809  and the indicator box  810 , as shown in  FIG. 38 . The end program button  809  terminates the program. The indicator box  810  displays the current real-time location of the selected compartment  24  between the opened and closed positions. 
   With reference to  FIG. 61 , the “Cabin Settings” GUI  800  of the GUI  248  is illustrated. The “Cabin Settings” GUI  800  is an example of other features that can be controlled by the compartment control software. The “Cabin Settings” GUI  800  includes a first or “Cabin Lighting” selector box  1088 , a second or “Cabin Temperature” selector box  1090  and a “Fasten Seatbelt Grace Period” selector box  1092 . The “Cabin Lighting” selector box  1088  includes a first or “Day” radio button  1094  and a second or “Night” radio button  1096 . These radio buttons  1094 ,  1096  control the brightness of the lights in the cabin  14  of the mobile platform  10 , according to the respective day or night conditions. The “Fasten Seatbelt Grace Period” selector box  1092  includes a text box  1098 , a first or “Minutes” radio button  1100  and a second or “Seconds” radio button  1102 . The text box  1098  enables the operator to input the desired delay, and then select the desired unit for the delay in seconds or minutes via the radio buttons  1100 ,  1102 . This delay represents the amount of time, or grace period, after the crew turns on the warning signal before compartments  24  are locked down for safety reasons. The “Cabin Temperature” selector box  1090  includes a scroll bar  1104  to enable the operator to adjust the temperature of the cabin  14  of the mobile platform  10 . 
   With reference now to  FIGS. 62 and 63 , an alternative switch system  40 ′ is shown. The switch system  40 ′ can be mounted to the front surface  44  of the compartment  24 , and can be sized such that the switch system  40 ′ is retained entirely within the material thickness of the compartment  24  and thus, not visible from the interior surface  110  of the compartment  24  (not specifically shown). The switch system  40 ′ can also be mounted with or without a bezel  1999 . The switch system  40 ′ includes an indicator surface  1200  disposed over and in communication with a control system or printed circuit board (PCB)  1202 . The indicator surface  1200  displays indicator data  236  received by the PCB  1202 , as will be discussed herein. 
   With additional reference to  FIGS. 64 ,  65  and  66 , the indicator surface  1200  includes a first indicator panel  1204 , a second indicator panel  1206 , a first user input device  1208  and a second user input device  1210 . The first indicator panel  1204  and first user input device  1208  are each disposed at a first end  1211  of the indicator surface  1200 , while the second indicator panel  1206  and second user input device  1210  are each disposed at a second end  1213  of the indicator surface  1200 . The indicator surface  1200  is elliptical in shape, however, any other shape could be employed. The indicator surface  1200  is illustrated as an integral assembly, but the first and second user input devices  1208 ,  1210  could be formed separately and coupled to the indicator surface  1200 . Preferably, the indicator surface  1200  is formed of a polymeric material, such as a silicon-based polymeric material, which is coupled to the PCB  1202 . The indicator surface  1200  can be coupled to the PCB  1202  with an adhesive, such as a silicon-based cement, and includes an edge configured to engage an outer edge of the PCB  1202  to further assist in coupling the indicator surface  1200  to the PCB  1202 . It should be noted that although the indicator surface  1200  is described herein as being comprised of first and second indicator panels  1204 ,  1206 , and first and second user input devices  1208 ,  1210 , any number of indicator panels and user input devices could be employed. In addition, the layout of the first and second indicator panels  1204 ,  1206  and a first and second user input devices  1208 ,  1210  described herein is for illustration purposes only, and is not intended to limit the scope of the present disclosure. 
   The first and second indicator panels  1204 ,  1206  are each generally contoured to match the shape of the first end  1211 , and second end  1213 , of the indicator surface  1200 , and thus, are U-shaped. The first and second indicator panels  1204 ,  1206  are substantially translucent, such that light energy from specific, light generating components of the PCB  1202  are able to pass through and illuminate the first and second indicator panels  1204 ,  1206 , as will be described herein. Preferably, the first and second indicator panels  1204 ,  1206  are configured such that light energy is emitted in an arcute area surrounding the first and second user input devices  1208 ,  1210 , and covers an area of approximately 120 degrees, however, any shape or configuration could be employed, as shown in  FIG. 63 . The first user input device  1208  is disposed adjacent to the first indicator panel  1204  at the respective first end  1211 , and the second user input device  1210  is located adjacent to the second indicator panel  1206  at the second end  1213  of the indicator surface  1200 . 
   The first and second user input devices  1208 ,  1210  are preferably integrally formed with the first and second indicator panels  1204 ,  1206 , but are slightly raised from the indicator surface  1200  such that an operator can locate the first and second user input devices  1208 ,  1210  by feel. It should be noted, however, that the first and second user input devices  1208 ,  1210  could be discrete switch contacts, for example, that could be coupled individually to the indicator surface  1200 . The first and second user input devices  1208 ,  1210  are movable from a first, raised (un-depressed) state  1209  to a second, depressed state  1215  by an operator ( FIGS. 62 ,  65 ). 
   Depressing the first and second user input devices  1208 ,  1210  changes a switch state of the device to generate a respective operational command signal. For example, depressing the first user input device  1208  enables a user to send an operational signal that the compartment  24  is to be moved into the closed position, while the second user input device  1210  can be used to allow the user to command the compartment  24  be moved into the opened position. Thus, depressing either of the first and second user input devices  1208 ,  1210  will send a corresponding operational signal to the PCB  1202  that a request has been made by the user to move the compartment  24  into the opened or closed position. Thus, in effect, the first user input device  1208  is equivalent to the CLOSE button  48 , and the second user input device  1210  is equivalent to the OPEN button  46  ( FIG. 4 ). In addition, as discussed, the first and second user input devices  1208 ,  1210  can also enable a user to input the predetermined crew code for access to restricted compartments  24 . 
   When depressed, the first and second user input devices  1208 ,  1210  provide a tactile and an audible signal to the operator, such as a “click” or “pop,” due to the material used to form the first and second user input devices  1208 ,  1210 . Further, the material used to form the first and second user input devices  1208 ,  1210  is preferably of the type that will enable the first and second user input devices  1208 ,  1210  to remain in the depressed state  1215  for the duration of a depression by the user. In addition, when one of the user input devices  1208  or  1210  is depressed, additional light energy from a corresponding light generating component on the PCB  1202  passes through its associated indicator panel  1204  or  1206  to form an additional visual indicator that the selected user input device  1208  or  1210  has been depressed. Generally, the intensity of the light energy provided by the control PCB  1202  is increased by the PCB  1202  to provide a brighter visual indicator that either one of the first and second user input devices  1208  or  1210  has been depressed. 
   The first and second user input devices  1208 ,  1210  are generally configured to be opaque when they are in the first, raised (i.e., un-engaged) state  1209 , such that no tangible light energy from the PCB  1202  can pass therethrough. But when placed in the depressed state  1215 , the combination of the additional light energy from the PCB  1202  used to illuminate the first indicator panel  1204 , and the depressed first user input device  1208 , in this embodiment, forms an arrow (pointing upwardly to the right in  FIG. 65 , as indicated by reference numeral  1214 ). Conversely, the light that illuminates the second indicator panel  1206  and the second user input device  1210 , when second user input device  1210  is depressed, forms an arrow pointing in the opposite direction. When the switch system  40 ′ is mounted on the front surface  44  of the compartment  24 , panel  1204  and input device  1208  cooperatively can form an upwardly pointing arrow, while input device  1210  and panel  1206  can form a downwardly pointing arrow. 
   With reference to  FIGS. 62A-70  the PCB  1202  is shown in greater detail. The PCB  1202  includes the circuitry required to operate the switch system  40 ′ and to enable the display of indicator data based on the local and remote inputs, as will be discussed herein. Referring specifically to  FIGS. 68A and 68B , the PCB  1202  includes a first side  1215  and a second side  1217 . The first side  1215  includes a first or CLOSE switch contact  1219 , a second or OPEN switch contact  1221 , and at least one, but more preferably a plurality, of light sources or LEDs  52 . The second side  1217  includes a first or positive polarity connection  1216 , a second or ground connection  1218 , and a third or sensor connection  1220 . The positive polarity connection  1216 , ground connection  1218  and sensor connection  1220  are electrically coupled to the PCB  1202  via conductive pins (e.g., standoffs)  1223  ( FIG. 63 ) that transfer power and/or data signals between the second side  1217  of the PCB  1202  and the respective connection  1216 ,  1218 ,  1220  ( FIG. 63 ). Nonconductive covers  1225  are placed over the conductive pins  1223  to prevent a user from contacting the conductive pins  1223 . 
   Referring to  FIG. 64 , generally, the indicator surface  1200  is coupled to the first surface  1209  of the PCB  1202  such that the first user input device  1208  is disposed over the CLOSE switch  1219  and the second user input device  1210  is disposed over the OPEN switch  1221 . The OPEN and CLOSE switches  1219 ,  1221  can be any suitable switch, and preferably are configured with a raised portion  1227  that, when depressed, completes a switch contact circuit, as is generally known, as best shown in  FIG. 62A . A suitable switch is available from GM Nameplate of Seattle, Wash. 
   The LEDs  52  are coupled to the longitudinal ends of the PCB  1202 , beneath the first and second indicator panels  1204 ,  1206 , such that the LEDs  52  can illuminate the first and second indicator panels  1204 ,  1206 , as shown in  FIGS. 62A ,  63 B, and  64 . Preferably, the LEDs  52  comprise three first LEDs  52   a , which may be red in color, and three second LEDs  52   b , which may be blue in color, however, any color scheme could be employed ( FIG. 67 ). It should be noted, that although the use of LEDs is described herein, any light emitting source, such as a light tube or fiber optics, could be employed. LEDs are particularly desirable, however, because of their long life span and relatively low power consumption. 
   One group of first LEDs  52   a  and one group of second LEDs  52   b  are arranged as pairs, in an arcuate pattern, around a first end  1222  of the PCB  1202  ( FIG. 67 ). Another group of first LEDs  52   a  and a group of second LEDs  52   b  are also arranged as pairs, in an arcuate pattern, around a second end  1224  of the PCB  1202 . When either one of a given LED  52   a ,  52   b  is illuminated, a uniform color light output is provided through its associated indicator panel  1204  or  1206  as shown in  FIGS. 65 and 66 . In  FIG. 65 , the LEDs  52   b  are illustrated as illuminated, and the shading denotes a blue light output. In  FIG. 66 , the LEDs  52   a  are illustrated as illuminated, and the shading denotes a red light output. The LEDs  52   a ,  52   b  serve as indicators of the status of the compartment  24 , as discussed previously herein. In addition, as discussed, the intensity of the LEDs  52   a ,  52   b  can vary based on the lighting conditions in the cabin  14 , as controlled by a user through the GUI based control panel  249 , however, any suitable device could be used to correlate the intensity of the LEDs  52  to the lighting conditions in the cabin  14 , such as optical sensors, for example. 
   In  FIG. 63 , the positive polarity connection  1216  provides a connection point for electrical power to be provided to the switch system  40 ′. Briefly, the switch system  40 ′ receives power through a conductor  131   a  that is coupled to the positive polarity connection  1216  and incidentally coupled to the pivot system  25 . In addition, through the conductor  131   a , the switch system  40 ′ receives indicator data  236  from the central controller  32  (remote input) ( FIG. 9 ) via the compartment controller  30 , and also transmits operational commands received by manual or local inputs to the switch system  40 ′ to the compartment controller  30  for transfer to the central controller  32 . The ground connection  1218  provides the switch system  40 ′ with a ground connection via a conductor  131   a . The polarity connection  1216 , ground connection  1218 , and sensor connection  1220  concurrently serve as an electrical system of the switch system  40 ′ thereby eliminating the need for wired connectors. 
   With further reference to  FIG. 63 , the sensor connection  1220  enables the transfer of power to and data from the obstruction sensor  36  ( FIG. 5 ) via a conductor  131   a . The conductor  131   a  is coupled to the sensor connection  1220  and the obstruction sensor  36  (not specifically shown). Thus, the PCB  1202  powers the obstruction sensor  36 , and also facilitates the transfer of data from the obstruction sensor  36  to the compartment controller  30  and the central controller  32 . Further detail regarding the transfer of data and/or power to the compartment controller  30  and the central controller  32  through the pivot system  25  is outside the scope of the current disclosure, but is disclosed in greater detail in pending commonly assigned U.S. patent application Ser. No. 11/510,821, filed on Aug. 25, 2006, entitled “System and Method for Pivot for Stowage Compartments or Rotating Items,” which is incorporated by reference herein in its entirety. 
   With reference now to  FIGS. 69 and 70 , the PCB  1202  is shown in detailed electrical schematic form. The illustration of  FIG. 69  shows that which is visible from the first surface  1209  of the PCB  1202 , as viewed from the front surface  44  of the compartment  24 .  FIG. 70  illustrates the components of the PCB  1202  visible from the second surface  1211  of the PCB  1202  (i.e., as viewed from the interior surface  110  of the compartment  24 ). Referring to  FIG. 69 , the PCB  1202  includes a power module or circuit  1228 , a receive module or circuit  1230 , a transmit module or circuit  1232 , and a LED module or circuit  1234 . 
   The power circuit  1228  receives the power from the conductor  131   a  and converts it into a regulated power output for the receive circuit  1230  and the transmit circuit  1232 . The power circuit  1228  includes a power generating subsystem  1228   a , a power protection subsystem  1228   b , a filter  1228   c , and a power conditioning subsystem  1229 . The power generating subsystem  1228   a  forms a conventional regulated power supply that generates a regulated +5 volts (across circuit points  1228   a   1  and  1228   a   2 ), which is used to power the various integrated circuit components on the PCB  1202 . The power protection subsystem  1228   b  is a conventional circuit that prevents current flow into the filter  1228   c.    
   The power conditioning circuit  1229  provides power to pins of the integrated circuits on the PCB  1202 , such as in the receive circuit  1230  and includes logic gates in communication with any unused pins in the digital chips on the PCB  1202  to prevent interference from the unused pins, as is generally known. The power conditioning circuit  1229  also includes the filter  1228   c . The filter  1228   c  is a conventional filter that provides a filtered +0 v output across points  1229   e  and  1229   f  if no data is transmitted over the positive polarity connection  1216 . Thus, the filter  1228   c  blocks the direct current component from the positive polarity connection  1216  and enables the extraction of data from the supplied power. The data extracted by the filter  1228   c  is transmitted to the receive circuit  1230 . 
   The receive circuit  1230  includes a communication over power lines (COPL) processor  1236 . The receive circuit  1230  converts the data extracted from the filter  1228   c  into +5 v and 0 v logic that is interpreted by the COPL processor  1236 . The COPL processor  1236  is a direct current (DC) COPL processor commercially available from Yamar Electronics Ltd. of Tel Aviv, Israel. The COPL processor  1236  receives both the power and any indicator data  236  from the compartment controller  30  via the conductors  131 ,  131   a  and converts the indicator data into signals that are used by the COPL processor  1236  to drive the LED circuit  1234 . Based on the signals generated from the indicator data  236 , the COPL processor  1236  transmits signals to the LED circuit  1234  to selectively illuminate the LEDs  52   a ,  52   b  accordingly. 
   The COPL processor  1236  also transmits over the conductors  131   a  input data from the obstruction sensor  36  received via the conductor  131   a  to the compartment controller  30  via the conductors  131   a,    131 . In addition, the COPL processor  1236  receives as input signals the depression of either of the first or second user input devices  1208 ,  1210  (i.e., a local input). The depression of the first or second user input devices  1208 ,  1210  generates the operational signal that a request to move the compartment  24  into the opened or closed positions has been made. Once the operational signal is received by the COPL processor  1236 , the COPL processor  1236  provides an increased magnitude current signal to the respective LEDs  52   a ,  52   b  on the LED circuit  1234  to increase the intensity of the illumination of the LEDs  52   a ,  52   b . This provides a visual indicator that one of the first and second user input devices  1208 ,  1210  has been depressed. 
   Further, the operational signal generated from the depression of either the first or second user input devices  1208 ,  1210  is transmitted by the COPL processor  1236  over the conductors  131   a ,  131  to the compartment controller  30 . The compartment controller  30  transmits compartment status data  238  to the central controller  32  indicating that a request to move the compartment  24  into the opened or closed position has been made. If the compartment  24  is able to move (i.e., not blocked by an obstruction), then the compartment controller  30  transmits indicator data  236  over the conductors  131   a ,  131  indicative of the desired movement of the compartment  24 , which is received by the COPL processor  1236  and used to illuminate the respective LEDs  52   a ,  52   b , as described herein. If the compartment  24  is not able to move, then the compartment controller  30  transmits indicator data  236  to the COPL processor  1236  that the compartment  24  is unable to move, as also described herein. 
   The transmit circuit  1232  is in communication with the COPL processor  1236  of the receive circuit  1230 . The transmit circuit  1232  receives data from the COPL processor  1236  and modulates this data onto the positive polarity connection  1216  using logic gates to amplify signals while also blocking incoming data signals that should be received by the receive circuit  1230 . 
   Thus, the switch system  40 ′ provides an easy to use and aesthetically pleasing system for enabling users to conveniently control opening and closing of a compartment  24 . Advantageously, the switch system  40 ′ provides both a visual signal and a tactile signal to the user to confirm for the user whether opening or closing of the compartment  24  has been selected. 
   With reference now to  FIG. 71 , an alternative latching system  28   a  is shown. The alternative latching system  28   a  includes the latch pin or pin  158 , a receiver assembly  160   a , the manual release  163  and a latch control system or latch controller  1300  for use with the compartment  24  described with regard to  FIGS. 1-70 . As will be appreciated, the remainder of the compartment  24  employed with the alternative latching system  28   a  is similar to that which is illustrated in and described in conjunction with  FIGS. 1-70 . Further, as the pin  158  and the manual release  163  of the alternative latching system  28   a  are substantially similar to the pin  158  and the manual release  163  of the latching system  28 , the pin  158  and the manual release  163  will not be discussed in detail with regard to the alternative latching system  28   a . It should be further noted that the same reference numerals will be used to denote the same or similar items discussed in regard to  FIGS. 1-70 . 
   With additional reference to  FIG. 71A , the receiver assembly  160   a  of the alternative latching system  28   a  is shown coupled to the frame  58 . The receiver assembly  160   a  is shown coupled to the frame  58  via a bracket  1301 , however, any suitable mounting technique could be employed to couple the receiver assembly  160   a  to the frame  58 . Alternatively, the receiver assembly  160   a  could be coupled to the shell  66 , if desired (not shown). As any suitable receiver assembly  160   a  could be employed to secure the pin  158 , the receiver assembly  160   a  will not be discussed in detail herein. Briefly, a suitable receiver assembly  160   a  could be a radial fastener receiver assembly  160   a  available from Telezygology, Inc. of Chicago, Ill. The radial fastener receiver assembly  160   a  can include a cylindrical housing  1302  for receipt of the pin  158 . With reference to  FIG. 71B , the cylindrical housing  1302  includes teeth  1304 , which are operable in a first, engaged position to extend into a bore  1306  formed in the cylindrical housing  1302  to secure the pin  158  to the receiver assembly  160   a . With reference to FIG.  71 C, the teeth  1304  are operable in a second, disengaged position to retract into the bore  1306  and release the pin  158  from the cylindrical housing  1302 . 
   Alternatively, the receiver assembly  160   a  could be a shape memory alloy radial receiver assembly (not specifically shown), such as that available from Telezygology, Inc. of Chicago, Ill. The shape memory alloy radial receiver assembly includes a cylindrical shape memory alloy receiver, which in a first state retains the pin  158 , and in a second state releases the pin  158  by the application of a current to the shape memory alloy receiver. The current heats the shape memory alloy receiver causing the receiver to expand and release the pin  158 . When the current is removed, the receiver cools to the first state for receipt of the pin  158 , as is generally known. The shape memory alloy radial receiver assembly  160   a  includes a cylindrical shape memory alloy receiver, which is operable in a first state to retain the pin  158 , and is operable in a second state to release the pin  158 , by the application of a current to the shape memory alloy receiver. The current heats the shape memory alloy receiver causing the receiver to expand and release the pin  158 . When the current is removed, the receiver cools to the first state for receipt of the pin  158 , as is generally known. 
   The latch controller  1300  of the receiver assembly  160   a  is coupled to the receiver assembly  160   a  and is in communication with the switch system  40 ′. The latch controller  1300  could be integrally formed with the receiver assembly  160   a  as shown, or could be a discrete component mechanically coupled to the receiver assembly  160   a , if desired. The latch controller  1300  is in communication with the switch system  40 ′ through a wired connection  1303 , but could be in communication with the switch system  40 ′ through a wireless connection, such as a Bluetooth (802.15.1), WiFi (802.11), or Zigby (802.15.4) or a conductor  131   a  via COPL or even via a separate dedicated conductor (not shown). The latch controller  1300  is in communication with the switch  40 ′ to receive a signal that a request to unlatch the compartment  24  has been made via the switch  40 ′. In addition, the latch controller  1300  is responsive to the warning sign, such as the “Fasten Seatbelts” sign, to prevent the release of the pin  158  from the receiver assembly  160   a . The latch controller  1300  can receive notice that the warning sign is active either through the compartment controller  30 , or the latch controller  1300  can be in wireless communication with the central controller  32  for receipt of a signal that the warning sign is active (not specifically shown). 
   Specifically, the latch controller  1300  activates the receiver assembly  160   a  to release the pin  158  upon receipt of the signal from the switch system  40 ′, or prevents the release of the pin  158 . For example, if the OPEN button  46  is depressed, the switch system  40 ′ transfers a signal, either wirelessly or through the compartment controller  30 , to the latch controller  1300  that a request to lower the compartment  24  has been made. If the latch controller  1300  has not received the signal that the warning sign is active, then the latch controller  1300  will command or signal the receiver assembly  160   a  to release the pin  158 . If the latch controller  1300  receives the signal that the warning sign is active, then the latch controller  1300 , even upon receipt of the signal from the switch system  40 ′, will prevent the release of the pin  158 . However, if the warning sign is active, and the proper crew code is provided via the switch system  40 ′, then the latch receiver  160   a  will release the pin  158 , as discussed previously. 
   In addition, the latch controller  1300  provides the central controller  32  and compartment controller  30  with a real-time status of the receiver assembly  160   a . The latch controller  1300  communicates its status (i.e. latched, unlatched) and any failure of the receiver assembly  160   a  to the compartment controller  30  via the wired connection  1303 . Alternatively, the latch controller  1300  could communicate its status wirelessly through Bluetooth (802.15.1), WiFi (802.11), or Zigby (802.15.4), for example. Thus, the latch controller  1300  provides the same functionality as the latch sensor  156 , but also controls the activation of the receiver assembly  160   a  while monitoring the receiver assembly  160   a  for failure. 
   Based on the input received from the switch system  40 ′ and the latch controller  1300 , the compartment controller  30  generates the indicator data  236  for the switch system  40 ′, as shown in Table 1. It should be noted that the light output of the LEDs  52  of the indicator surface  1200  are merely exemplary, as any appropriate color light output could be employed, depending upon a desired lighting scheme. 
   
     
       
         
             
           
             
               TABLE 1 
             
           
          
             
                 
             
             
               Exemplary Indicator Surface Outputs for Various Compartment 
             
             
               Operations 
             
          
         
         
             
             
             
             
             
             
             
          
             
                 
               Operational 
                 
               Action/ 
                 
               Status Indicator 
                 
             
             
               User 
               Condition 
               ID# 
               Scenario 
               Position 
               (color) 
               Crew Panel 
             
             
                 
             
             
               PAX 
               Enabled 
               P1a 
               Latched 
               0° 
               Solid Blue 
                 
             
             
                 
               (NSFSB = 1) 
             
             
                 
                 
               P1b 
               Open 
               &lt;X° 
               Flashing Blue 
             
             
                 
                 
                 
               (no motion, 
             
             
                 
                 
                 
               not latched) 
             
             
                 
                 
               P1c 
               Open 
               &gt;X° 
               Solid Blue 
             
             
                 
                 
                 
               (no motion, 
             
             
                 
                 
                 
               not latched) 
             
             
                 
                 
               P1d 
               Opening 
               0°-48° 
               Flashing Blue 
             
             
                 
                 
               P1c 
               Closing 
               0°-48° 
               Flashing Blue 
             
             
                 
                 
               P1e 
               Impending 
               0°-48° 
               Flashing Blue 
             
             
                 
                 
                 
               Motion due 
             
             
                 
                 
                 
               to power 
             
             
                 
                 
                 
               delay 
             
             
                 
               Disabled 
               P2a 
               Deferment 
               0°-48° 
               Status remains 
             
             
                 
               (NSFFSB = 2) 
                 
               Period 
                 
               ID#&#39;s P1a-P1e 
             
             
                 
               Disabled 
               P3a 
               Latched 
               0° 
               Solid Red 
             
             
                 
               (NSFFSB = 3) 
             
             
                 
                 
               P3b 
               Open 
               0°-48° 
               Flashing Red 
               Not 
             
             
                 
                 
                 
               (no motion, 
                 
                 
               latched 
             
             
                 
                 
                 
               not latched) 
                 
                 
               signal 
             
             
                 
                 
               P3c 
               Opening or 
               0°-48° 
               Flashing Red 
               Not 
             
             
                 
                 
                 
               Closing 
                 
                 
               latched 
             
             
                 
                 
                 
                 
                 
                 
               signal 
             
             
               CRW 
               Enabled 
               C1a 
               Open, 
               0°-48° 
               Go to ID# P1b-P1e 
             
             
                 
               (NSFSB = 1) 
                 
               Opening/ 
             
             
                 
                 
                 
               Closing, 
             
             
                 
                 
                 
               Impending 
             
             
                 
                 
                 
               Motion 
             
             
                 
               Disabled 
               C3a 
               Latched 
               0° 
               Solid Red 
             
             
                 
               (NSFFSB = 3) 
             
             
               EMR 
               Enabled 
               E1a 
               Bin Latched 
               0° 
               Solid Red 
             
             
                 
               (NSFSB = 1) 
             
             
                 
                 
               E1b 
               Open, 
               0°-48° 
               Go to ID# P1b-P1e 
             
             
                 
                 
                 
               Opening/ 
             
             
                 
                 
                 
               Closing, 
             
             
                 
                 
                 
               Impending 
             
             
                 
                 
                 
               Motion 
             
             
               ALL 
               Obstruction 
               A1a 
               Opening or 
               0°-48° 
               Flashing Blue/Red 
             
             
                 
                 
                 
               Closing 
             
             
                 
                 
               A1b 
               Opening or 
               0°-48° 
               Flashing Blue/Red 
               Obstr. 
             
             
                 
                 
                 
               Closing 
                 
                 
               signal 
             
             
                 
                 
                 
               (1-2 
             
             
                 
                 
                 
               attempts &lt;P 
             
             
                 
                 
                 
               sec) 
             
             
                 
               Obstruction 
               A1c 
               Opening or 
               0°-48° 
               Flashing Blue/Red 
               Obstr. 
             
             
                 
                 
                 
               Closing 
                 
                 
               signal 
             
             
                 
                 
                 
               (&gt;2 attempts 
             
             
                 
                 
                 
               &lt;P sec) 
             
             
                 
               Overweight 
               A1d 
               Overloaded 
               0°-48° 
               Flashing Blue/Red 
               Ovrwgt 
             
             
                 
                 
                 
               or weight 
                 
                 
               signal 
             
             
                 
                 
                 
               unknown 
             
             
                 
               TTL - 
               A3 
               latched 
               0°-48° 
               No illumination 
             
             
                 
               Disabled* 
             
             
                 
               TTL - 
               A3 
               not latched 
               0°-48° 
               Flashing Red 
               Not 
             
             
                 
               Disabled* 
                 
                 
                 
                 
               latched 
             
             
                 
                 
                 
                 
                 
                 
               signal 
             
             
                 
             
          
         
       
     
   
   In Table 1, the user “PAX” refers to operation of the compartment  24  by the passenger of the mobile platform  10 , user “CREW” refers to operation of the compartment  24  by a crew member, for a compartment  24  that has access restricted to crew members, the user “EMER” refers to the use of the compartment  24  during an emergency situation, and the user “ALL” refers to output of the indicator surface  1200  during the use of the compartment  24  by all users. The column entitled “Crew Panel” can refer to the display on the GUI control panel  249 . 
   With reference now to  FIGS. 74A-74E , it should be noted that the switch system  40 ′ employed with the latching system  28   a  could be an alternative switch system  40 ′″, as shown in  FIG. 74A . The alternative switch system  40 ″ is similar to the switch system  40 ′, however, instead of two switch contacts, the switch system  40 ″ includes one switch contact  1308  that could be sized the same as the switch system  40 ′, or could be smaller than the switch system  40 ′, as shown in  FIG. 74D . As the functionality of the switch contact  1308  and the switch system  40 ″ is the same as the switch contacts  1219 ,  1221  and the switch system  40 ′ discussed with regard to  FIGS. 62-70 , the switch contact  1308  and the switch system  40 ″ will not be discussed in great detail herein. Briefly, however, as one switch contact  1308  is employed with the switch system  40 ″, an indicator surface  1200 ″ of the switch system  40 ″ can include various configurations of indicator panel(s)  1310 . 
   As shown in  FIG. 74A , the indicator surface  1200 ″ includes two indicator panels  1310 , similar to the indicator panels of the switch system  40 ′, to enable the light energy from the LEDs  52   a ,  52   b  to pass therethrough. With reference to  FIG. 74B , one indicator panel  1310  is employed that extends around a circumference of the switch contact  1308  to enable the light energy from the LEDs  52   a ,  52   b  to pass therethrough. As shown in  FIG. 74C , the surface of the switch contact  1308  could itself be the indicator panel  1310 , and thus, the area of the indicator surface  1200 ″ covering the switch contact could be translucent to enable the light energy from the LEDs  52   a ,  52   b  to pass therethrough. In  FIG. 74D , the smaller switch system  40 ″ is shown to include an indicator panel that extends around a circumference of the switch contact  1308 , for enabling the light energy from the LEDs  52   a ,  52   b  to pass therethrough. Alternatively, as shown in  FIG. 74E , the surface of the switch contact  1308  of the smaller switch system  40 ″ is employed as the indicator panel  1310 , and thus, the area of the indicator surface  1200 ″ covering the switch contact is translucent to enable the light energy from the LEDs  52   a ,  52   b  to pass therethrough. 
   With reference now to  FIG. 75 , an alternative compartment system  12   b  is shown. The alternative compartment system  12   b  is manually operated, and can be used in a mobile platform  10  in conjunction with the power-assisted compartment system  12 , or mobile platform  10  could employ just the alternative compartment system  12   b , if desired (not shown). As the alternative compartment system  12   b  is similar to the power-assisted compartment system  12  discussed with regard to  FIGS. 1-74 , the same reference numerals will be used to denote the same or similar components. 
   With additional reference to  FIG. 76 , the compartment system  12   b  includes a control system  20   b , the support system  22 , the compartments  24 , a latching system  28   b , and a display  1318 . As the support system  22  and the compartments  24  of the compartment system  12   b  are substantially similar to the support system  22  and compartments  24  of the compartment system  12  discussed with regard to  FIGS. 1-70 , with the exception of the size, shape and orientation of the opened and closed positions, the support system  22  and compartments  24  of the compartment system  12   b  will not be discussed in great detail herein. In addition, the support system  22  and compartments  24  as illustrated herein are of the type generally known in the art. 
   The control system  20   b  includes the central controller  32  and a switch system  40 ′″. The control system  20   b  is in communication with the latching system  28   b , as will be discussed herein. Generally, the central controller  32  is in communication with the latching system  28   b  through a wireless protocol, however, the central controller  32  could also be in communication with the latching system  28   b  through a wired connection, such as COPL through the use of conductors  131   a , for example, or even via a separate dedicated conductor, as will be discussed herein. It should be noted that although the central controller  32  is shown in  FIG. 75  with a GUI screen  249 , any appropriate central controller  32  could be employed as discussed previously herein. The central controller  32  is also in communication with the display  1318 , as will be discussed in greater detail herein. 
   With additional reference to  FIG. 76 , the control system  20   b  also includes the switch system  40 ′″. The switch system  40 ′″ communicates with the latching system  28   b  to provide the latching system  28   b  with a signal that a request to unlatch the compartment  24  has been made. The switch system  40 ′″ is similar to the switch system  40 ′, and includes a first user input device  1320 , second user input device  1322  and a PCB  1324  (not specifically shown). The first and second user input devices  1320 ,  1322  can be identical to the first and second user input devices  1208 ,  1210  of the switch system  40 ′, however, any suitable switch contact could be employed. In addition, only one of the first and second user input devices  1320 ,  1322  could be employed, if desired, as discussed herein with regard to  FIGS. 74A-74E . If, however, the first and second user input devices  1320 ,  1322  are employed, then the switch system  40 ′″ can be used as a combination lock to restrict access to the compartment  24 . In particular, the depression of the first and second user input devices  1320 ,  1322  in the predefined crew code pattern could enable the compartment  24  to be opened by authorized users only, as discussed previously herein. Further, if only one user input device  1320  or  1322  is employed, a sequence of hold times for the depression of the user input device  1320  or  1322  (i.e., short depression, long depression, long depression, short depression) could be employed as a combination lock to restrict access to the compartment  24 . 
   The first and second user input devices  1320 ,  1322  are coupled to the PCB  1324 . The PCB  1324  enables the transmission of the signal to the latching system  28   b  that either of the first and second user input devices  1320 ,  1322  has been depressed, indicating that a request to unlatch the compartment  24  has been made. Preferably, the PCB  1324  transmits the signal to the latching system  28   b  through a suitable wireless protocol  1325 , such as Bluetooth (802.15.1), WiFi (802.11), or Zigby (802.15.4), however, the PCB  1324  could transmit the signal using COPL through a conductor  131   a , for example, as discussed with regard to switch system  40 ′ or even via a separate dedicated conductor (not shown). 
   It should be noted that the switch system  40 ′″ does not include an indicator surface as described with regard to the switch system  40 ′. As the switch system  40 ′″ does not include an indicator surface, the switch system  40 ′″ could be an energy harvesting switch, such as an inductive or piezoelectric switch that is capable of self-generating energy to send the wireless signal to the latching system  28   b . A suitable energy harvesting switch is commercially available from EnOcean GmbH, of Oberhaching, Germany. 
   The latching system  28   b  is in communication with the switch system  40 ′″ of the control system  20   b  to receive the signal that a request has been made to unlatch the compartment  24 . Preferably, one latching system  28   b  is coupled to a first sidewall  106   a  of the compartment  24  and another latching system  28   b  is coupled to a second sidewall  106   b  of the compartment  24  (best shown in  FIG. 75 ), however, any number of latching systems  28   b , including only one latching system  28   b , could be employed. Generally, one of the latching systems  28   b  will serve as the master latching system  28   b ′, and will be in communication with the switch system  40 ′″ for receipt of the signal to unlatch the compartment  24 . The master latching system  28   b ′ will also be in communication with a slave latching system  28   b ″ to instruct the slave latching system  28   b ″ to unlatch upon receipt of the signal from the switch system  40 ′″. The master latching system  28   b ′ can be in wireless communication with the slave latching system  28   b ″, or could communicate with the slave latching system  28   b ″ through a wired connection, such as COPL or even via a separate dedicated conductor. It should be noted, however, that the latching systems  28   b  could be independently in communication with the switch system  40 ′″ to receive the signal to unlatch the compartment  24 . 
   With reference to  FIGS. 76-79 , the latching system  28   b  is shown in simplified form. It will be appreciated that any suitable electronically controlled latching system  28   b  could be employed with the compartment  24 . An exemplary latching system  28   b , for example, could include a latch pin  1326 , a telescoping arm  1328 , a manual release  1330  and the receiver assembly  160   a . The latch pin  1326  is coupled to the telescoping arm  1328 , and is configured to be received in the receiver assembly  160   a  to secure the compartment  24  in the closed position. The telescoping arm  1328  is coupled to the receiver assembly  160   a  and the sidewall  106  of the compartment  24  to enable the compartment  24  to pivot from the closed position ( FIG. 77 ) to the opened position ( FIG. 79 ) upon the release of the latch pin  1326  from the receiver assembly  160   a . The manual release  1330  is coupled to the receiver assembly  160   a  to enable the release of the latch pin  1326  from the receiver assembly  160   a , and can be similar to the manual release  163  of the latching system  28 . 
   With regard to the receiver assembly  160   a , as the receiver assembly  160   a  was discussed with regard to  FIGS. 71-74E , it will not be discussed in detail with regard to compartment  24 . Briefly, however, the receiver assembly  160   a  is coupled to the support system  22  to enable the compartment  24  to pivot with respect to the support system  22  into the opened and the closed positions. The receiver assembly  160   a  used with the alternative compartment system  12   b  includes the latch controller  1300 . Generally, the latch controller  1300  is in communication with the switch system  40 ′″ of the control system  20   b . The latch controller  1300  is preferably in communication with the switch system  40 ′″ through the wireless connection  1325 , but could be in communication with the switch system  40 ′″ through a suitable wired connection, such as through a conductor  131   a  (not shown). 
   The latch controller  1300  activates the receiver assembly  160   a  to release the pin  158  upon receipt of a signal from the switch system  40 ′″, or prevents the release of the pin  158 . For example, if either of first and second user input devices  1320 ,  1322  is depressed, the switch system  40 ′″ transfers a signal wirelessly to the latch controller  1300  that a request to lower the compartment  24  has been made. If the latch controller  1300  has not received a signal that the warning sign is active, then the latch controller  1300  will command or activate the receiver assembly  160   a  to release the locking stud  1326 . If the latch controller  1300  receives a signal that the warning sign is active, then the latch controller  1300 , even upon receipt of the signal from the switch system  40 ′″, will prevent the release of the locking stud  1326 . However, if the warning sign is active, and the proper crew code is provided via the first and second user input devices  1320 ,  1322  of the switch system  40 ′″, then the receiver assembly  160   a  will release the locking stud  1326 , as discussed previously. It should be noted, however, that any suitable mechanism could be used to enable the latch controller  1300  to respond to the warning signal, such as an independent controller in communication with the latch controller  1300  (not shown). 
   In this embodiment, the latch controller  1300  provides the central controller  32  with a real-time status of the receiver assembly  160   a . With reference to  FIG. 75 , the latch controller  1300  communicates its status (i.e. latched, unlatched) and any failure of the receiver assembly  160   a , either wirelessly via a wireless connection  1327 , such as Bluetooth (802.15.1), WiFi (802.11), or Zigby (802.15.4), or over the conductor  131   a  to the central controller  32  (not shown). Then, based on the input received from the latch controller  1300 , the central controller  32  generates indicator data  236   b  for the display  1318 . 
   With continuing reference to  FIG. 75 , the display  1318  is arranged to be visible in the cabin  14  of the mobile platform  10 , and can be mounted to a trim panel  1338  coupled to the support system  22 . Generally, the display  1318  comprises at least one, or a plurality of LEDs  52  coupled to a PCB (not shown) that can display the status of the compartments  24 , similar to the first and second indicator panels  1204 ,  1206  of the switch system  40 ′. Alternatively, the display  1318  could be a liquid crystal display (LCD) display or any other suitable display. Generally, the display  1318  is in wired communication with the central controller  32 , through COPL for example, however, the display  1318  could be in wireless or another form of wired communication with the central controller  32  for receipt of the indicator data  236   b , while receiving power from a secondary source, such as the pivot system  25  (not shown). Exemplary light output for the display  1318  of the compartment system  12   b  is provided in Table 2. It should be noted that the light output of the LEDs  52  of the display  1318  are merely exemplary, as any appropriate color light output could be employed, depending upon a desired lighting scheme. 
   
     
       
         
             
           
             
               TABLE 2 
             
           
          
             
                 
             
             
               Exemplary Display Output for Various Compartment Operations 
             
          
         
         
             
             
             
             
             
             
          
             
               Bin 
               Operational 
                 
               Action/ 
               Status Indicator 
                 
             
             
               User 
               Condition 
               ID# 
               Scenario 
               (color) 
               Crew Panel 
             
             
                 
             
             
               PAX 
               Enabled 
               P1a 
               Bin Latched 
               Solid Blue 
                 
             
             
                 
               (NSFSB = 1) 
             
             
                 
                 
               P1b 
               Bin Open 
               Flashing Blue 
             
             
                 
                 
                 
               (not latched) 
               (1 per sec until next 
             
             
                 
                 
                 
                 
               action) 
             
             
                 
               Disabled 
               P2a 
               Deferment 
               Status remains ID#&#39;s 
             
             
                 
               (NSFFSB = 2) 
                 
               Period 
               P1a-P1e 
             
             
                 
               Disabled 
               P3a 
               Bin Latched 
               Solid Red 
             
             
                 
               (NSFFSB = 3) 
             
             
                 
                 
               P3b 
               Bin Open 
               Flashing Red 
               Not latched 
             
             
                 
                 
                 
               (not latched) 
               (1 per sec until “bin 
               signal 
             
             
                 
                 
                 
                 
               latched” or ID# 12) 
             
             
               CRW 
               Enabled 
               C1a 
               Open 
               Go to ID# P1b—P1b 
             
             
                 
               (NSFSB = 1) 
             
             
                 
               Disabled 
               C3a 
               Bin Latched 
               Solid Red 
             
             
                 
               (NSFFSB = 3) 
             
             
               EMR 
               Enabled 
               E1a 
               Bin Latched 
               Solid Red 
             
             
                 
               (NSFSB = 1) 
             
             
                 
                 
               E1b 
               Open 
             
             
               ALL 
               TTL - 
               A1 
               Bin latched 
               No illumination 
             
             
                 
               Disabled* 
             
             
                 
               TTL - 
               A2 
               Bin not latched 
               Flashing Red 
               Not latched 
             
             
                 
               Disabled* 
                 
                 
                 
               signal 
             
             
                 
             
          
         
       
     
   
   In Table 2, the user “PAX” refers to operation of the compartment  24  by the passenger of the mobile platform  10 , user “CREW” refers to operation of the compartment  24  by a crew member, for a compartment  24  that has access restricted to crew members, the user “EMER” refers to the use of the compartment  24  during an emergency situation, and the user “ALL” refers to output of the indicator surface  1200  during the use of the compartment  24  by all users. The column entitled “Crew Panel” can refer to the display on the GUI control panel  249 . 
   Thus, the latching system  28   a ,  28   b  provides a robust system for enabling users to conveniently control opening and closing of a compartment  24 . Advantageously, the latching system  28   a ,  28   b  is responsive to warning signal to prevent the release of the compartment  24 , thereby providing an additional layer of protection against the release of the compartment  24  when the warning sign is active. 
   While specific examples have been described in the specification and illustrated in the drawings, it will be understood by those of ordinary skill in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure as defined in the claims. Furthermore, the mixing and matching of features, elements and/or functions between various examples is expressly contemplated herein so that one of ordinary skill in the art would appreciate from this disclosure that features, elements and/or functions of one example may be incorporated into another example as appropriate, unless described otherwise, above. Moreover, many modifications can be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular examples illustrated by the drawings and described in the specification as the best mode presently contemplated for carrying out this disclosure, but that the scope of the present disclosure will include any embodiments falling within the foregoing description and the appended claims.