STATEMENT OF CORRESPONDING APPLICATIONS

This application is based on the Provisional specification filed in relation to New Zealand Patent Application No. 575937, the entire contents of which are incorporated herein by reference.

TECHNICAL FIELD

The invention relates to a safety device. The invention has particular application to a safety device and a method for its use with heavy vehicles.

However, a person skilled in the art will appreciate that the invention, with suitable modifications, may be used in a wide range of situations including those involving heavy machinery which is not mobile.

BACKGROUND ART

On industrial or construction sites, it is not uncommon to have a multitude of heavy vehicles operating, delivering materials or removing materials from the site.

Many of these vehicles are trucks towing articulated trailers, and are relatively cumbersome and difficult to manoeuvre. Because of the trailer, or in some cases because of the load being carried by the trailer, the driver's field of vision towards the sides and rear of the vehicle is limited.

To assist the driver of the vehicle in manoeuvring the vehicle and trailer to where it is required, it is common to have one or more people on the ground acting as spotters, directing the operator of the vehicle using hand signals.

In recent years, there have been a number of fatal accidents involving heavy vehicles and bystanders or pedestrians. In many cases, the fundamental cause of the accident is the driver's lack of awareness of the surroundings in which the vehicle is operating.

At times, the driver of the vehicle has an obscured field of vision, and is unable to visually detect people on the ground. If spotters or observers are distracted, or have a fall, it is possible that they may be run over or otherwise injured by the vehicle.

Another dangerous situation may arise as a result of the vehicle's load endangering unaware bystanders.

To improve communication between spotters on the ground and the driver of the vehicle, another form of communication is desired. Walkie talkies or other verbal communication devices are often used to communicate between spotters and vehicle operators. However, sometimes it can be difficult to hear transmissions over the ambient noise of the construction site or vehicle.

Some prior art systems pass control of the vehicle to a third party who may have a better field of vision than the driver. However, this third party is usually some distance from the truck being moved, and may not be able to react in time to a dangerous situation developing or occurring.

Furthermore, the third party is manipulating a device similar to a remote control for the vehicle. Attention must be divided between the device operating the vehicle and the vehicle being directed.

Such devices also are easily dropped, and require articulation of small buttons or the like to operate. Thus there can be a delay in alerting the driver of a potential accident.

Another attempt at addressing this problem is the apparatus disclosed in United States Patent Application No. 2008/7258932 ('932).

In '932, the spotter for a large vehicle, such as a cargo carrying truck, has an apparatus which includes a wireless transmitter. The transmitter actuates visual signals which are situated in the cab of the vehicle, and therefore are visible to the driver. Following the signals, the driver is able to manoeuvre the vehicle more accurately according to the directions provided by the spotter.

The apparatus may also include a safety switch or deadman's switch, which signals the driver in the event that the apparatus is dropped or the spotter becomes disabled.

However, there are still issues which are not fully addressed by this apparatus. For example, the spotter may still be relatively difficult for the driver of the vehicle to observe against a busy backdrop of a construction site.

The apparatus disclosed in '932 requires a driver to be particularly attentive to the signalling system in the vehicle's cab. Thus, the driver can become even more unaware of his or her surroundings. This is a concern when there are a number of bystanders, other than the spotter, in the vicinity of the vehicle.

Even if a driver does become aware of a dangerous situation via an in-cab signalling system, there may be a delay between recognising a dangerous situation and taking the appropriate action to minimise the danger.

A vehicle travelling at a mere ten kilometres per hour covers approximately 2.7 metres a second. It can be appreciated that a mere two second delay in activating the brakes of the vehicle results in the vehicle travelling 5 metres, and furthermore does not include the time spent bring the vehicle to a halt. This delay may be fatal for any bystanders who are in danger.

In many situations, the driver may not be aware of the appropriate course of action. For example, the driver may choose to apply a slight force to the brakes to slow down the vehicle, rather than bring it to a halt altogether. Again, this may be fatal for any bystanders who are in danger.

It is an object of the present invention to address the foregoing problems or at least to provide the public with a useful choice.

All references, including any patents or patent applications cited in this specification are hereby incorporated by reference. No admission is made that any reference constitutes prior art. The discussion of the references states what their authors assert, and the applicants reserve the right to challenge the accuracy and pertinency of the cited documents. It will be clearly understood that, although a number of prior art publications are referred to herein, this reference does not constitute an admission that any of these documents form part of the common general knowledge in the art, in New Zealand or in any other country.

Throughout this specification, the word "comprise", or variations thereof such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

Further aspects and advantages of the present invention will become apparent from the ensuing description which is given by way of example only.

DISCLOSURE OF THE INVENTION

According to one aspect of the present invention there is provided a safety system for a vehicle, wherein the system includes

a controller configured to act upon the vehicle, and one or more remote transmitters, wherein each transmitter is configured to send a signal to the controller,

characterised in that

each transmitter is integrated into an article of clothing to be worn by a user.

According to another aspect of the present invention, there is provided a safety device for a vehicle, wherein the device includes

a remote transmitter configured to send a signal to a controller, wherein the controller acts upon the vehicle,

characterised in that

the transmitter is integrated into an article of clothing.

According to another aspect of the present invention there is provided a safety device for a vehicle, wherein the safety device includes

a controller configured to act upon the vehicle upon receipt of a signal from a remote transmitter,

characterised in that

the transmitter is integrated into an article of clothing.

According to another aspect of the present invention there is provided a method of operating a safety system for a vehicle, wherein the system includes

a controller configured to act upon the vehicle,

one or more transmitters remote from the vehicle, each transmitter configured to send a signal to the controller, the method including the step of

a) sending a signal from the transmitter to the controller such that the controller acts upon the vehicle,

characterised in that the transmitter is integrated into an article of clothing.

According to another aspect of the present invention there is provided a safety system for a vehicle, wherein the system includes

a controller configured to act upon the vehicle, and

one or more remote transmitters, each transmitter configured to send a signal to the controller,

characterised in that

the transmitter is configured to be operative on the controller (and other remote transmitters) when in a primary safety zone, and communicates with other remote transmitters when in a secondary safety zone.

According to another aspect of the present invention, there is provided a safety device for a vehicle, wherein the device includes

a remote transmitter configured to send a signal to a controller, wherein the controller is configured to act upon the vehicle,

characterised in that

the remote transmitter is configured to be operative on the controller (and other remote transmitters) when in a primary safety zone, and communicates with the other remote transmitters when in a secondary safety zone. According to another aspect of the present invention there is provided a safety device for a vehicle, wherein the safety device includes

a controller configured to act upon the vehicle,

characterised in that

the controller is configured to receive a signal from a remote transmitter, wherein the remote transmitter is configured to be operative on the controller (and other remote transmitters) when in a primary safety zone, and communicates with the other remote transmitters when in a secondary safety zone.

According to another aspect of the present invention there is provided a method of operating a safety system for a vehicle, wherein the system includes

a controller configured to act upon the vehicle,

one or more transmitters remote from the vehicle, each transmitter adapted to send a signal to the controller,

the method characterised by the steps of:

a) configuring the safety system with a primary safety zone and a secondary safety zone, wherein a transmitter is operative on the controller in the primary safety zone, and communicates with other transmitters in the secondary safety zone.

The invention broadly relates to a safety device for use with vehicles. The vehicle may be any vehicle, but especially those configured for load carrying, construction' work and such like.

Preferably, the vehicle is an articulated truck, and shall be referred to as such throughout the remainder of the specification.

However, it should be appreciated by a person skilled in the art that with modifications, the present invention may be used with other types of vehicles and in other situations as appropriate. For example, the present invention may be used with a crane on a construction site or an industrial item such as a rock crusher or the like.

In preferred embodiments of the present invention, the controller is mounted to the vehicle. This is preferred so that the controller may be able to act upon the vehicle when it is in motion without having to go through an intermediary relay station or the like which may delay the response of the controller.

In preferred embodiments of the present invention, the vehicle is provided with a controller which acts to regulate or otherwise control the speed of the vehicle when it is in motion.

A controller should be understood to mean any apparatus which is configured to act on or otherwise regulate the speed of a vehicle upon receipt of an appropriate signal.

For example, the controller may act upon the fuel supply of the truck, regulating the fuel input to the engine of the truck to increase or slow down its speed.

However, persons skilled in the art will appreciate that the controller may interact with other systems, particularly if the invention is being used in a non-mobile apparatus such as a crane. In such an embodiment, the invention may be configured to act as an emergency stop for the apparatus.

In preferred embodiments of the present invention, the controller acts upon the speed of the vehicle by controlling the braking system of the vehicle, independent of the vehicle's driver. This method of bringing the vehicle to a halt is preferred, as it is independent of the driver acting upon the brakes. A major problem in the prior art is that it is the driver who decides how much force is applied to the brakes. The present invention passes control of the brakes in a dangerous, low speed condition from the driver to the persons who are potentially the most endangered by the vehicle.

In preferred embodiments of the present invention, the controller is a solenoid which acts upon the emergency air supply dump valve, which is part of a heavy truck's braking circuit. Activation of the emergency air supply dump valve will bring the vehicle to an immediate halt.

However, this is not meant to be limiting and the controller may be any apparatus configured to interact with and have control of the braking circuit of the vehicle. Persons skilled in the art will appreciate that the controller may act upon other parts of the braking system, depending on the requirements of the user

For example, the controller may act upon the brakes of a forklift. In this example, the controller operates a valve in the hydraulic braking system. By using a valve to apply the brakes at a constant rate, the forklift, and the load being carried by the forklift, is brought to a stop in a controlled fashion. There is reduced risk of a load falling from the forks of the forklift.

Preferably, the controller will include a signal receiver. The signal receiver should be understood to mean an apparatus configured to receive an electronic signal (and/or another type of signal such as an audio signal) from a remote transmitter.

In some embodiments of the present invention, the signal receiver may be separate from the controller, but is configured to transmit a signal operative on the controller.

Preferably, the signal receiver includes an antenna to assist in the reception of signals.

In some embodiments of the present invention, the controller may be provided with more than one signal receiver which may or may not be wirelessly connected to the controller.

This is preferred if the truck with which the present invention is to be used is particularly elongated. For example, the signal receivers may be provided at the front, centre, and rear of a multi-trailer vehicle. This is to ensure that persons using the present invention in the vicinity of the vehicle will still be able to operate the system regardless of their physical proximity to the controller which may be situated at the centre of the vehicle.

In preferred embodiments of the invention, the signal is an electromagnetic radio signal. However, persons skilled in the. art will appreciate that other forms of electronic communication, such as infrared radiation, may be used if appropriate.

It is envisaged that in some embodiments of the present invention, the signal may be an ultrasonic or audio signal.

The applicants are aware that in some situations a spotter, using the present invention, may be on a trailer or on the load being carried by the trailer, which may affect the transmission of an electromagnetic radio signal. In these situations, an ultrasonic signal may be employed instead of, or in addition to, an electromagnetic radio signal.

The transmitter should be understood to mean an apparatus configured to send an electronic signal, usually wirelessly, to the controller. However, this should not be seen as limiting, as the transmitter may be a transceiver. A transceiver should be understood to mean that signals are both sent and received by the transceiver. Preferably, the transmitter includes one or more omni-directional antennas.

Preferably, the transmitter is configured to transmit electromagnetic signals across a wide range of frequencies.

The user of the transmitter will select one or more specific frequencies on which both transmitter and the controller will operate. This is to ensure the safety of the construction site should a number of vehicles employing the present invention be operating.

In some embodiments of the present invention, the controller may include a docking port complementary to the transmitter so that the controller and transmitter interrogate each other to ensure that they are synchronised to operate on the same frequencies. For example, the controller may be temporarily linked to the transmitter via a universal serial bus (USB) cord for this purpose.

In preferred embodiments of the present invention, synchronisation of the controller and the transmitter is done wirelessly.

In a preferred embodiment of the present invention, the transmitter will be configured to emit a signal which is operative on the controller in a primary safety zone, and operative on other transmitters in a secondary safety zone.

A primary safety zone should be understood to mean an area of operation surrounding the controller (and vehicle or parts thereof) in which direct action may be required to prevent an accident from occurring. If a transmitter is within this area of operation, then the transmitter is operative on the controller (or the signal receiver of the controller if these are remote from the controller), and any other transmitters in the primary or secondary safety zones.

In preferred embodiments of the present invention, the primary safety zone approximates a circle with a diameter of 20 metres, with the controller at the centre of the circle.

Outside of this range, bystanders are unlikely to be endangered by the truck at its slow speed. Furthermore, bystanders outside of this range may not be in a position to accurately assess the danger in which a person in the primary safety zone may be in.

However, persons skilled in the art will appreciate that the size of the primary safety zone may depend on the requirements of the user and the apparatus with which the present invention is to be used.

For example, the primary safety zone may approximate a circle with a diameter of 40 metres, with the controller offset from the centre of the circle by 5 metres.

The applicants envisage that the controller and transmitter will be programmable to allow for variances in the size of the desired primary and secondary safety zones.

The controller in this instance may only be provided with a single signal receiver, despite the truck to which the controller is fitted being of a length greater than 20 metres. This will require adjustment of the primary safety zone parameters to ensure that the entire truck is covered by the primary safety zone.

Alternatively, if the present invention is to be used with a crane, the primary safety zone may be 25 to 50 metres, depending on the height of the crane from the ground, as well as the length of the boom arm of the crane.

A secondary safety zone should be understood to mean an area of operation surrounding the primary safety zone in which each person with a remote transmitter is notified upon actuation of the controller by another remote transmitter. If a transmitter is within this area of operation, but outside the primary safety zone, then the transmitter is not operative on the controller, but can receive or send a signal to transmitters both in the primary and secondary safety zones.

In preferred embodiments of the present invention, the secondary safety zone approximates a circle with a diameter of 250 metres, with the vehicle carrying the controller at the centre of the circle.

However, persons skilled in the art will appreciate that the size of the secondary safety zone may depend on the requirements of the user and the apparatus with which the present invention is to be used. For example, the secondary safety zone may approximate a circle with a diameter of 100 metres, with the truck carrying the controller at the centre of the circle.

The signal emitted by the transmitter communicates with the controller of the truck, if the transmitter is in the primary safety zone. When activated, the transmitter will send a signal to the controller to activate the braking system of the truck.

The signal also communicates with other transmitters in the primary and secondary safety zones. This alerts the users of other transmitters in these zones to the activation of a particular transmitter, and thus they can also take steps to alleviate or avoid the condition which triggered the activation of the transmitter.

A number of ranging methods may be used to determine the distance between the controller and the remote transmitters, and thus whether a particular remote transmitter is in a primary or secondary safety zone.

Preferably, the ranging method involves a combination of electromagnetic and audio signals. The applicants have found that using two different types of signals allows for a more accurate determination of distance from the controller. The preferred combination of electromagnetic and audio signals is accurate to within one metre.

Additionally, the use of two different types of signals means that the present invention may be still used when environmental conditions are not favourable for one of the signal types. For example, transmission of electromagnetic signals can be affected by the presence of metal structures.

Preferably, the signals are transmitted across a range of frequencies. This also has the advantage of addressing environmental conditions.

If one frequency becomes ineffective for accurate transmission due to environmental conditions, use by another electronic device (such as cellular telephones) or perhaps signal cancellation (a signal reflects off an object and the reflected signal becomes mixed with the primary signal), the remaining frequencies may not be affected. This will also entail the controller/receiver to be operative across all frequencies on which signals will be transmitted.

Other ranging methods may be used readily apparent to persons skilled in the art. For example, the transmitter and controller may be provided with GPS units. Alternatively, Near Field Electromagnetic Radiation (NFER) techniques could be employed.

In some embodiments of the invention, the signals operating the controller and the remote transmitters may be independent of each other. Thus, the transmitter being actuated will send one signal to the controller and another signal to other transmitters in the primary and secondary safety zones.

Signals may be coded to ensure electromagnetic and/or audio signals are correlated to specific transmitters. The transmitter and controller may include microprocessors for this purpose.

In preferred embodiments of the invention a single signal operates both the controller and remote transmitters. This is preferred due to its simplicity in implementing the present invention.

In preferred embodiments of the present invention the transmitter includes signalling devices such as lights.

In preferred embodiments of the present invention, the lights are light emitting diodes (LEDs) which are operable when the transmitter is in use. These LEDs can indicate to the user of the transmitter the number of transmitters within range of the transmitter of the user. The LEDs also act as a visual signal to the users of the invention who are in the secondary safety zone if the safety system of the present invention has been activated. However, the use of LEDs are not meant to be limiting and other light sources readily apparent to a person skilled in the art may be used.

Other signalling devices that may be incorporated into the present invention include lamps or audio devices.

In preferred embodiments of the present invention, the transmitter may include a speaker. This emits an audible signal instead of, or in addition to, the visual signal of the LEDs.

In some embodiments of the present invention, the controller and/or receiver may also include signalling devices such as those discussed above. This allows operators of the apparatus including the controller and/or receiver to be notified in the event of an activation, although it may already be apparent through a reduction in speed of the apparatus. The signalling devices may also be used to indicate to a user when the transmitters and controller become inoperative.

Other methods of notifying other users in the primary and secondary safety zones when the present invention has been activated will be readily apparent to persons skilled in the art. In preferred embodiments of the present invention, the transmitters and controller become inoperative once the vehicle has reached an operating speed of at least ten kilometres per hour. To achieve this, the controller and transmitter may include a GPS unit.

Alternatively, the controller may include a tachometer or speedometer to measure the speed of the truck. An accelerometer may also be used for this purpose.

In these embodiments, the controller may include a transmitter to communicate with the remote transmitter such that a signal is sent to the remote transmitter when the speed of the truck is such that the safety device is deactivated.

In some embodiments of the present invention the controller may be linked or otherwise able to communicate with the speed gauge of the truck. In this embodiment, the controller may include a transmitter to communicate with the remote transmitter such that a signal is sent to the remote transmitter when the speed of the truck reaches a designated operating speed such that the safety device is deactivated.

Ten kilometres per hour is a preferred speed limit for the present invention, as this speed is faster than the typical walking speed of a person. At speeds in excess of ten kilometres per hour, the vehicle is likely to be in transit with no bystanders or pedestrians at risk of the vehicle.

Furthermore, unexpected actuation of the brakes at speeds in excess of ten kilometres per hour may endanger the driver of the vehicle and damage the vehicle, its trailer, or the load being carried by the trailer. Control of the brakes of the vehicle when the vehicle is at speeds above ten kilometres per hour is best passed to the driver. However, the speed limit of ten kilometres per hour should not be seen as limiting. Persons skilled in the art will appreciate that the speed limit may be set according to the user's specific requirements.

In preferred embodiments of the invention, the transmitter and controller have a separate power source to the vehicle. However, in some embodiments of the present invention, the controller may draw its power from the electrical circuit of the vehicle to which the controller is fitted.

In preferred embodiments of the present invention the power source is a battery, such as a Ni-Cad or Lithium battery. In some embodiments of the present invention the transmitter and controller may be configured to send a warning signal when the capacity of the battery falls below a predetermined limit. This will provide the user with a notification that the battery of either the transmitter or controller requires attention.

In preferred embodiments of the present invention the transmitter includes a safety switch, which upon actuation sends the signal to the controller of the vehicle in order to bring the truck to an emergency halt.

The safety switch may be any suitable switching mechanism adapted for this purpose. In some embodiments of the present invention the safety switch may be an electrical circuit which is broken upon activation of the switch. Other switching mechanisms would be readily apparent to persons skilled in the art.

In preferred embodiments of the present invention the safety switch is activated by pulling upon a pull cord attached to the transmitter. In preferred embodiments, the pull cord is provided with a large toggle or pull ring which is gripped by the user.

It is desirable to have the means of activating the safety switch to be as large as possible so that if the user of the transmitter is in imminent danger from either the vehicle or the load which the vehicle is carrying, the safety device can be activated quickly.

A timely response to a dangerous situation can be delayed if the user has to fiddle with a small button, or a number of buttons, in order to alert others of the dangerous situation. The present invention overcomes this problem with the use of a large mechanism, such as a toggle or pull ring, for operating the safety device.

The use of a large mechanism for operating the safety switch also means that the action required to activate the system is quite deliberate. There is less risk of an inadvertent activation of the safety system.

Having a pull cord is also preferred for user comfort as well as ease of operation. The user is able to hold the toggle or pull ring in one hand while directing the vehicle with the other.

In some embodiments of the present invention, the pull cord may be held upon a spring loaded reel, so that when released following the user pulling on the cord, it is automatically wound up.

In some embodiments of the present invention, the transmitter may be provided with a large button upon the surface of the transmitter housing instead of a pull cord.

It is a feature of the present invention that the transmitter is of a size which allows it to be integrated into an article of clothing.

An article of clothing should be understood to mean a garment which covers a substantial portion of the body of the person wearing the article of clothing. For example, the garment may be a jacket or jersey. In preferred embodiments of the present invention the article of clothing is a high visibility safety vest.

A safety vest is the preferred article of clothing for the present invention as it is usually compulsory on a construction or industrial site for workers in the area to wear a high visibility safety vest.

Preferably, the safety vest includes fluorescent and non-retroreflective elements as specified by the Australian Standard AS/NZS 4602:1999 for High Visibility Safety Garments.

Preferably, the transmitter will be configured to be inserted a pocket of the safety vest. In some embodiments of the present invention the safety vest may be configured with a compartment or pocket specifically designed to house the transmitter.

Integrating the transmitter into a safety vest is preferred for a number of reasons. Firstly, as it is usually compulsory to wear such garments on a construction site, the transmitter cannot be forgotten as is the case with some portable communication devices such as walkie-talkies.

Secondly, the transmitter cannot be dropped by the wearer as it is physically restrained by the safety vest.

Thirdly, the wearer remains highly visible to other persons on the site when using the present invention.

In some embodiments of the present invention the transmitter may include an orientation sensor. If the user of the transmitter is prone for more than a few seconds, then the transmitter automatically sends a signal to the controller of the truck. In these embodiments, the transmitter may include an override, in case the user needs to be prone for a specific reason, such as checking clearance between the ground and the chassis of the truck.

Preferably, the override switch requires the user to activate the override switch, then pull and hold onto the pull cord while they are in a prone position. Once the user has returned to an upright position the pull cord is released to arm the safety system. The advantage of this is that the user does not need to remember to reactivate the safety system, it is automatically done upon release of the pull cord.

In preferred embodiments of the present invention the controller includes an override switch which must be activated in order to restore control of the brakes to the driver of the vehicle. This manual intervention is preferred as it ensures that control of any situation which may arise is with the persons most at risk, i.e. the spotters and bystanders.

In some embodiments of the present invention, the controller and/or the transmitter may include a data logger. The data logger will record the activation of the transmitter, as well as the identity of the transmitter which activated the controller, such that, in the event of an accident, a record of the event may be retrieved.

In use, a heavy truck or similar vehicle, which is fitted with a controller, is surrounded by a plurality of spotters, each spotter wearing a safety vest including a transmitter.

The spotters direct the vehicle using hand signals or verbal communication with the driver of the vehicle to ensure that the vehicle is placed where it is desired.

Should one of the spotters in the primary safety zone become endangered by the vehicle, or endangered by the load which the vehicle is carrying, they activate the transmitter by pulling upon the cord linked to the safety switch. Alternatively, if a spotter in the primary safety zone becomes quickly incapacitated and cannot operate the safety system, or perhaps is otherwise unaware of the danger in which he or she is in, another spotter in the primary safety zone can then activate his or her safety switch.

Activation of the safety switch sends a signal to the controller of the vehicle. The controller of the vehicle then acts to bring the vehicle to an immediate halt.

It is important to appreciate that this halting of the vehicle is independent of the driver, as the driver may be unaware of the dangerous situation which one or more of the spotters may be in.

At the same time, other persons in the area with a transmitter, who may be in the secondary safety zone, are alerted via visual and/or audible warning signals are alerted to the potential danger and can act appropriately.

It can be appreciated that there are a number of advantages of the present invention of the prior art systems:

• control of some aspects of the movement of a heavy vehicle are passed to persons who are most likely to be endangered by the vehicle;

• provides an indication to users of the present invention of the approximate whereabouts of other users in the vicinity of a heavy vehicle in operation on a construction or industrial site, thus there may be an increase in the physical safety of persons on the construction or industrial site;

• a vehicle may be brought to a halt to prevent a dangerous situation arising, the halting of the vehicle being independent of the driver;

• a vehicle may be brought to a halt more promptly than with conventional methods of alerting the driver of the vehicle;

• incorporating the transmitter of the present invention into a safety vest provides the wearer of the vest with a higher degree of visibility while retaining the ability to bring the vehicle to a halt if need be;

• the transmitter cannot be dropped, as it forms part of the article of clothing worn by the user.

BRIEF DESCRIPTION OF DRAWINGS

Further aspects of the present invention will become apparent from the following description which is given by way of example only and with reference to the accompanying drawings in which:

Figure 1 is a front view of the transmitter of the present invention integrated into a safety vest; and

Figure 2 is an exploded view showing the placement of the controller of the present invention on am articulated heavy trailer, and

Figure 3 is a schematic of a vehicle using the present invention.

BEST MODES FOR CARRYING OUT THE INVENTION

A safety vest (generally indicated by arrow 1) incorporating the transmitter (2) of the present invention is illustrated in Figure 1.

The transmitter (2) includes a safety pull cord (3) which is operable by the user (4) to send a signal from the transmitter (2) to the controller (not shown) of a vehicle (not shown).

The pull ring (5) for the safety pull cord (3) is of a size which can be quickly grabbed and pulled in the event that a rapid actuation of the transmitter (2) is desired.

The safety vest (1) includes a pocket (6) configured to house the transmitter (2) of the present invention.

LEDs (7) are provided in the transmitter (2). These provide the user (4) with a visual indication when the transmitter (2) or other transmitters (not shown) in the vicinity have been activated.

Moving on to Figure 2, an articulated trailer (8) incorporating the controller (9) of the present invention is illustrated.

The controller (9) includes a signal receiver box (10) mounted to the emergency brake air supply dump valve (11) of the trailer (8).

The signal receiver box (10) receives the signal emitted by the transmitter (not shown) and communicates with the solenoid (not shown) of the emergency brake air supply dump valve (11).

Activation of the solenoid (not shown) releases the air out of the brake lines (not shown) of the trailer (8). This will bring the trailer (8) to an immediate halt so that a dangerous situation involving either the trailer (8) and a bystander (not shown) or the vehicle's load (not shown) and the bystander (not shown) can be avoided,

In Figure 3, a schematic of the present invention in use is illustrated.

It will be appreciated that the transmitters (not shown) worn by users (12) are inoperative on the controller (13) of the vehicle (14) when outside of the primary safety zone (circles generally indicated by 15).

However, although the users (12) may be outside of the primary safety zone (15), being in the secondary safety zone (16), they will receive notification when the safety system has been activated.

Thus, a user (12) of the present invention is unable to active the braking system (not shown) of the vehicle (15) if he is not within the primary safety zone (13). This can be useful when more than one vehicle is being used in the area.

In this schematic, it should be appreciated that there are two primary safety zones (15). In this embodiment, because of the length of the vehicle (14), the controller is provided with two signal receivers (17, 18) in the areas of the vehicle (14), usually around the wheels (19), which are most likely to endanger the users (12).

Aspects of the present invention have been described by way of example only and it should be appreciated that modifications and additions may be made thereto without departing from the scope thereof as defined in the appended claims.