AU2004212591A1 - Collision alert system - Google Patents

Description

2C-D9-04;17'24 7 Title Collision Alert System Field of the Invention The present invention relates to a method and apparatus for providing an alert in the event of a possible collision. In particular although not exclusively the Invention relates to electronic alert system which is designed to reduce the probability of accidents between vehicles, structures and/or personnel within a working envimonment.

Discussion of Background Art The interaction of humans and large equipment is a critical area of risk in most modern work places, especially where the equipment moves around in confined work ares, employees developsa natural reaction of treating those risks with intuition, then tolerance and eventually complacency- There are several approaches to manage this problem. The most common applications are the introduction of systems such as updating safety procedures on a regular basis, use of personal protection equipment reflective vests), use of warning systems reverse beepers) or close supervision of risky situations (when identified).

Currently on some construction and mining sites safety procedures have been introduced whereby the operators of vehicles are required to manually sound their horns a few times before they move off in any direction, entering a tunnel or bind corners etc. However, drivers often forget to do this and many accidents still occur due to the combination of human error and the dynamic nature of the working environment.

A further example of the ineffectiveness of current safety systems is that of reversing beepers, which continually sound whenever a vehicle engage's reverse gear. As a result, the beeper quickly becomes routine and an ignored part of the work environment. The continuous noise from the alerting alarm is cause for irritation or annoyance to the public in close proximity. It also lacks any warning system for moving forward. Forward movement warning Is COMB IDNo: SBMI-00920997 Received by 1P Australia: rn (H:rn) 17:28 Date 2004-09-20 24 ZZEYS 732 218077 4/ :6 -2especially required for large vehicles where the driver has limited forward vision close to their own vehicle.

None of the above systems are noticeably effective, shown by the many accidents and incidents which still occur on a regular basis in industry. Most approaches are Ineffective because they become part of the risk situation itself and employees become complacent to the system/s.

The proposed invention aims to alleviate the problems of the afore mentioned prior art by providing a risk alert system that caters for the dynamic nature of risk within a working environment.

With the foregoing goal in mind the alert system of the present invention broadly resides in a system that automatically identifies potential safety risks and produces an alarm response to the identified risk.

S ummarvy of the Invention The present invention provides an alert method for providing a warning in response to a predefined condition associated with the operational status of a vehicle, said method including the steps of.

a) monitoring the operational status of the vehicle; b) sensing the occurrence of an object entering the vehicle's proximity; and c) providing a warning to an operator and/or persons in proximity to the vehicle of the condition associated with said vehicle operational status.

The present invention also provides a system for providing a warning in response to a predefined condition associated with the operational status of a vehicle, said system including: a) a controller for monitoring the operational status of the vehicle; b) at least one proximity sensor coupled to the controller for sensing an object entering the vehicle's proximity; and c) at least one warning device coupled to the controller for warning of the condition associated with said vehicle operational status.

COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 2C-aO-04:17:25::I3 ;El6 -3- In one form of the present invention a warning Fe provided when the operator is in proximity to the vehicle and the vehicle is started, particularly when the vehicle commences movement within' a selected period after starting or remaining stationary for said period, In this form the system is configured to continuously monitor the status of the vehicle and react to any changes in status of said vehicle- In this first form of the invention, the method includes the steps of: a) continuously monitoring the operational status of the vehicle; sensing the occurrence of an operator entering the vehicle; and c) providing a warning to persons In proximity to the vehicle of the vehicle starting.

Similarly in relation to the first form, there is provided a system including:a) a controller for monitoring the operational status of the vehicle, including a start sensor for the detecting the start-up of the vehicle; b) an operator proximity sensor coupled to the controller for sensing an operator entering the vehicle; and c) a warning device coupled to the controller for warning persons in proximity to the vehicle of the vehicle starting.

Preferably, a vehicle movement sensor for detecting movement of the vehicle is also coupled to the controller, whereby persons may be further warned of the vehicle's movement Additional sensory devices for detecting external triggering events may also be coupled to the controller, said events causing a change of vehicle status from idle to active.

The system may further include a sensor for the detection of any pick-up in motor revolution prior to the movement of the vehicle said motor revolution sensor also being coupled to the controller.

In a second form of the present invention there is provided a system whereby a warning is provided to the operator and the public whe n the vehicle COMB ID Na:SBMI-00920997 Received by IPAustrali: lime (H:mn) 1728 Date 2004-09-20 6/ 56 -4comes in proximity to either a person other than the operator or another vehicle.

In this form the method Includes the steps of: a) continuously monitoring the operational status of the vehicle; b) tagging objects, including personnel and vehicles operating within the working environment, with transmitters; c) sensing for the occurrence of a signal from at least one transmitter within the working environment; and d) providing a warning to the operator and/or the surrounding public upon sensing a signal from at least one transmitter within the working environment Similarly in relation to the second form, there is provided a system including:a) a controller for monitoring the operational status of the vehicle; b) a plurality of transmitters said transmitters being attached to objects within the working environment; c) a receiver positioned on the vehicle for the reception of signals from at least one transmitter of the plurality of transmitters said receiver being coupled to the controller; and d) a warning device coupled to the controller for warning operator andlor the surrounding public upon receiving a signal from at least one transmitter within the working environment Preferably the transmitter tags are an active low power radio transmitter which may be attached to objects, including personnel and vehicles within the defined working environment by a suitable fastening device. In the particular case of personnel the transmitter tags can be integrated into a reflective vest or other forms of clothing worn by an employee within the workplace The receiving antenna is preferably an independent-ground monopole antenna tuned to a desired frequency and fitted to the vehicle.

In a third form of the present invention there is provided a system that provides a warning to the operator and/or persons within proximity of the vehicle COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 when the vehicle moves into a predefined zone or area. In this form the method Includes the steps of a) continuously monitoring the operational status of the vehicle; b) identifying areas of high risk within the working environment; c) designating these high risk areas as pre-defined danger zones by the placement of beacons wherein the beacons continuously transmit a signal defining the zone or area; and d) providing a warning to the operator and/or the surrounding public upon sensing the vehicles entry into a pre-defined danger zone or area Similarly in relation to the third form, there is provided a system including:a) a controller for monitoring the operational status of the vehicle; b) a plurality of transmitter beacons said beacons transmitting a signal for the purpose of defining zone boundaries; c) a receiver positioned on the vehicle for the reception of signals from at least one beacon within the proximity of the vehicle said receiver being coupled to the controller, and d) a warning device coupled to the controller for warning operator and/or the surrounding public upon receiving a signal from at least one beacon within the proximity of the vehicle.

Preferably the beacons are high power radio transmitters which transmit a signal at a predefined interval. Suitably the interval is selected so as to ensure that it can be correctly received by vehicles travelling at relatively high speeds within a predetermnined distance of the beacon. The beacons may be fitted to any existing structures within the operational environment so as to provide adequate coverage of the pre-defined risk area. The radio frequency used by the beacon may be the same as that used for active low power transmitter tags but It Is preferable to use a different frequency so as to reduce possibility of interference between the beacons, and the transmitter tags Further, the signal transmitted by the beacons may include an identification number end a command code. The identification number may be used by the system to retrieve information relating to a particular beacon for example its COMS ID No:SBMI-a0920997 Received by IP Australia: Time 17:28 Date 2004-09-20 -C -C 4 I 2 5 :PIZZEYS 1 7322 1 80 77 -6geographical location, the coverage area of the beacon, remaining battery power and the level risk associated with zone covered by the beacon. The command code could be used to instruct the system to perform a preconfigured alarm instruction such as: o Switching on an active alert mode o Transmit a command signal to an external device e.g. Traffic light controller or an automatic gate o Immobilise the vehicle.

Preferably the present invention assigns a public alert mode to each possible vehicle state. The public alert modes may include the following possible alarm modes:- Start-up Public Alert Mode which is activated after the start-up of the vehicle; Forward Public Alert Mode, which is activated immediately when the vehicle starts to move forward and after the vehicle has stopped for a period longer than the predefined and Forward Vehicle Stopped Period; Reverse Public Alert Mode which is activated immediately when the vehicle starts to move backwards and after the vehicle has stopped for a period longer than the predefined Reverse Vehicle Stopped Period; Reverse Gear Engaged Public Alert Mode, which is activated immediately when the driver engaged the reverse gear and after the it has not been in reverse for a period longer than the predefined Period; Rev-up Public Alert Mode which is activated (if configured) immediately when its detected that the vehicle revolution is picking up from the idling state and after the vehicle has stopped for period longer than the predefined and configured Idle Vehicle Stopped Period; COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 7 i 9/ a 6 -7- External Triggered Public Alert Mode that is activated immediately when receiving an active signal from another external device radio tag, remote control, release engine immobiliser or brake failure etc).

However additional states or modes may need to added for different types of vehicle. For example some forms of vehicle may include additional devices which may operate independently of the main body of the vehicle for example such devices as hydraulic arms, power winches or pneumatic equipment these types of devices may be operated while the vehicle is in a idle state and as such would not trigger one of the above defined alarm states.

The present invention may also utilise active filtering to prevent erroneous activation of the systems alarms for example: Driver Transmitter filtering: This enables the system to determine when an operator is in the vehicle and to prevent the Active Alert Modes from being activated by that persons transmitter tag while they are operating the vehicle.

Own Tag Transmit signal filtering: This will prevent the vehicle's own transmitter tags from activating the Active Alert Modes.

Preferably the warning signals of the present invention are provided as audible and/or visual alarms. Provision of the warning signals may simply include using the existing hazard lights, horn and sirens of the vehicle, specially fitted dedicated warning devices or more elaborate systems such as heads up display and/or automated voice warnings.

Where the audible warning signals are automated voice warnings the present invention may further include a voice alert subsystem allowing for the recording and playback of voice messages associated with a particular triggering event. The voice subsystem may also provide non event related such as company loyalty messages, behavioural messages and Value statements.

Furthermore the voice subsystem may also Include a mall box function wherein COMS ID No: SBM1-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 ii--0 :7 26 R I Z EY SI 1 3 2 2 180' 7 7i the subsystem receives and stare messages specifically directed to the particular use.

The present invention may further be connected to external event recording and communications system allowing logging of alarm events in real time and to 6 send these logs to central location for later analysis to aid In the assessment of risk areas within the system.

Preferably the present invention may also Include an arm and disarm feature. The manual disarming of the system may be necessary when the vehicle has moved out of the working environment, In normal operating conditions the system will be automatically armed.

Brief Details of the Drawinas In order that this Invention may be more readily understood and put into practical effect, reference will now be made to the accompanying drawings illustrate preferred embodiments of the invention, and wherein: FIG. 1 is a block diagram illustrating an embodiment for the alert system of the present invention; FIG. 2 Illustrates the application of the present invention within a working environment; FIG. 3 is a diagram depicting an embodiment for the first form of the invention; FIG. 4 is a flow chart illustrating the procedural outline for the first form of the invention; FIG. 4 is a continuation of the flow chart of figure 4(a); FIG- 5 is a block diagram illustrating an embodiment for the second fcorm of the present invention; FIG. 6 is a procedural flow chart for the second form of the invention; FIG. 6(b) is a flow chart Illustrating the Manage RIF inputs function of FIG

BSO.

FIG. 7 is example of the integration of transmitter tag of the second form of the invention into a safety vest;- FIG. B is a block diagram Illustrating an embodiment for the third form of the present invention; COMS ID No: SBMI-00920997 Receivedi by IP Australia: lime 17:28 Date 2004-09-20 0-EC4: 11/ 56 -9- FIG. 9 is procedural flow chart for the third form of the invention; and FIG. 10 is a block diagram illustrating one embodiment of the voice alert subsystem of the present invention.

Description of Embodiments of the Invention In reference to Fig 1 the illustrated configuration of the dynamic alert system of the present invention is shown consisting three event management subsystems: start subsystem (100), guard subsystem (200) and the locate subsystem (300), of which any one can be used as a standalone dynamic alert system. Each subsystem may further be connected to an event recording and communications system (400) which will be described later in greater detail. An overview of the different sub-systems in the context of their application to a working environment (10) represented in Fig 2 Is as follows: o The start subsystem (100), which is essentially a Vehicle Start of Movement alert system (VSOM alert system). This system warns the surrounding public when the vehicles engine is started and when the vehicle (11) itself starts to move forward or backwards etc.

o The guard subsystem, which is essentially a Personnel-Equipment Interaction Alert system (PEI alert system). It warns the vehicle driver and the surrounding public when personnel other vehicles (13) and equipment (14) are in close proximity to vehicle (11).

o The locate subsystem which alerts the vehicle driver and the surrounding public when the vehicle (11) has moved into a location (15) such as high voltage equipment (14) that has been identified as a pre-defined danger zone.

For the purpose of this document the term public will mean any person in close proximity of the vehicle (excluding the vehicle driver or other persons In the vehicle). It specifically includes pedestrians and other vehicle drivers who may be co-workers or part of the general public.

Accordingly in a first form of the present invention the dynamic alert system is only configured as the start subsystem (100). In this configuration the dynamic alert system (50) automatically alerts or warns the public (12) when COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 -r -4 :I :P !ZZEYS 322 8 7 ft 1/ 7E there is a change in a vehicle's static status. This change causes a dynamic risk, which may pose a potentially safety risk.

Figure 3 illustrates the basic structure of the start subsystem (100) hardware. The system is divided into to main parts the control unit (101) and the on board vehicle equipment (102). The vehicle equipment includes various sensory devices to enable the system to detect and identify particular changes in the vehicles state.

The types of sensors on board the vehicle may include a speed sensor (106), an ignition sensor (107), reverse sensor (109), engine revolution sensor (110) and at least one externally activated sensor (111). Each of these sensory inputs is associated with a particular Public Alert Mode which is stored in the control units' central processor (103). The central process is responsible for the selection of a Public Alert Mode in response to signal from one of the above sensory devices. The different public alert modes may include the following: Start-up Public Alert Mode which is selected in response to a signal from the ignition sensor (107) the alert mode activating a predefined time after the ignition is switched on; Reverse Gear Engaged Public Alert Mode, which is selected in response to a signal from the reverse switch (109) the alert mode activating a predefined time after the reverse gear has been Vehicle start of Movement Public Alert Mode which is selected when a signal from the speed sensor (106) is received by the control unit's CPU (103) indicating a change In the vehicles speed due to movement of the vehicle in any direction. The Vehicle start of Movement Public Alert Mode may be configured to produce particular signalling schemes based on the direction of movement.

For example a Reverse public Alert Mode could be configured to activate upon the reception of a signal from the speed sensor (106) and the reverse sensor (109) indicating the selection of reverse gear the alert mode then only providing a specific alert regime for reverse movement. A similar Public Alert Mode could also be configured for forward movement of the vehicle.

COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 2C-09-04: 17:27 ;PIZZEVS 6 1 7 3 2 2 1 8 0 7 -11 In each case the later two types of alert mode would implement a more specific alarm signalling regimes tailored for the forward or reverse movement of the vehicle whereas the Vehicle start of Movement Public Alert Mode would sound a more general alarm.

Rev-up Public Alert Mode which is activated (if configured) immediately when pick up in motor revolution is detected by the motor revolution sensor (111) this may occur after vehicle start up or if the vehicle has entered idling state after stopping for longer than the predefined and configured Idle vehicle stop state.

External Triggered Public Alert Mode this mode is selected (if configured) buy the CPU (103) when an active signal from an external sensor (111) due to occurrence of a triggering event signal from a transmitter tag) Each of the above modes results in the activation of a warning device that takes the form of an active alert module (AAM) (104) which here includes a siren/hooter and hazard lights. The AAM is responsible for producing the various alert signals configured for each of the Public Alert Modes. Both audible visual warnings can be used by the current embodiment the visual warnings may be as simple flashing the vehicle's hazard lights, indicator lights, or self installed dedicated warning lights or more sophisticated means such as heads up display or automated message boards while the audible system could be either the vehicles' horn or dedicated siren or more sophisticated means such as automated voice warnings.

Any of the above mentioned Public Alert Modes may be configured (where applicable) with an Initial Custom Configurable Parameters (ICCP's) via keypad (114). The configurable parameters provide an instruction set for the AAM on the implementation of the desired signalling scheme for a particular alert mode.

The Initial Custom Configurable Parameters (ICCP's) may include the following: a) Enable or disable the visual indication, b) Enable or disable the audible system, COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 4/ 56 -12c) Enable or disable the voice system and selecting the appropriate phrase for the detected event, d) Setting the activating sequence On for 300 ms off for 500 ms), e) Setting the delay period that is required from entering the specific Public Alert Mode to activation of the AAM f) Total time duration of activation, g) The time from Ignition switch on to starting the Start-up Public Alert Mode and the global enabling of this mode, h) Distance travelled before initiating the Forward- or Reverse Public Alert Mode and the global enabling of these two modes, i) The minimum vehicle revolution before Rev-up Public Alert Mode and the global enabling of this mode, j) Duration of engaging the reverse gear before activating the Reverse Gear Public Alert Mode.

To prevent false or unnecessary triggering of the AAM, the following trigger delays will also be part of the ICCPs: a) The minimum time duration before the same Public Alert Mode is activated again.

b) The minimum time that a vehicle should stop before the same Public Alert Mode is activated again. (Refer to the Forward, Reverse, Reverse gear and Rev-up Vehicle Stop Period.) This is not applicable for the External Triggered Public Alert Mode.

Note that for normal operation reversing is the most hazardous situation and the delays for re-entering the Reverse Public Alert Mode should be much shorter than the forward start of movement indication.

The operational procedure of the start subsystem can be better appreciated with reference to Figs 4 a and b. Upon system power up the controller's central processing unit (103) firstly disables all interrupts and then initialises the systems stored software and hardware configurations. After the system has COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 PZES V S/~ 13been fully initalised the central processing unit then enables the system interrupts (117).

The control unit (101) then scans for the occurrence of any interrupts (118) if none are detected the system then enters a sleep mode (119). The system sleep mode is only deactivated at the occurrence of an interrupt (120) once it is determined that an interrupt is present the system then determnines the source of the interrupt (121). At vehicle start-up the system normally receives an interrupt from the Ignition system. Upon receiving this interrupt signal the system indicates to the operator that the system is armed (122) allowdng them time to disarm (124) the system If they desire.

For example after the vehicle ignition is switched on, the hazard lights and/or an intermal buzzer may be switched on once for a short time to remind the driver to select either to arm (activate) or disarm (de-actIvate) the start subsystem.

(The disarming of the system may be necessary when the vehicle Is on public roads). The driver may choose to disable the system using different methodologies such as, pressing the Nrm/Disarm selection button custom button or the vehicles own hazard button) or by identifying a switching sequence performned by the driver with fthe vehicle ignition (123) Switch On and immediately off, and on again) to disable the start subsystem functionality.

Once activated and armed the system then proceeds to the start-up public alert mode (125) providing a warning to the surrounding public that the vehicle is now active. After the start-up public alert mode has been entered the start subsystem then proceeds to process any requests for serial communications (126). If a request for serial communications is received the system reads and stores the information received via the serial link (127). The received information may relate to a new configuration for an alarm state, operating software updates~itc.

After the communication requests are processed the system then proceeds to enter a control state (128) which detects the state of the vehicle and initiates the appropriate response if the vehicles state changes. The various states identified by the system may include the following: COMB IDNo: BBMI-00920997 Receivd by IPAusimaia: lie (F-rn) 17:28 Date 2004-09-20 C-O9-~4: I 7:28 'I ZZE% ;EI7322&O'~ E 1 7 3 2 2 a 0 ;r E 1, 7 E -14a) Fwd-VSOM state (Forward-Vehicle-Start-Of-Movement) (130): This state will be entered just after detecting that the vehicle has stopped and has start moving forward. If the vehicle has stopped longer than the required Forward Vehicle Stop Period (136) (Forward VSP) prior to entering this state, the system will then enter the Forward Public Alert Mode (142); b) Rev-VSOM state (Reverse-Vehicle-Start-Of-Movement) (131): This state will be entered just after its detecting that the vehicle has stopped and has start moving backwards. If the vehicle has stopped longer than the required Reverse Vehicle Stop Period (137) (Reverse VSP) prior to entering this state, the system will then enter the Reverse Public Alert Mode (143); c) RevUp state (129): This state will be entered just after detecting that the vehicle has stopped and the engine has idled and then the engine revolution increases beyond a set point. Similarly, if the vehicle has stopped (with engine idling) for longer than the required Idle Vehicle Stop Period (135) (Idle VSP) prior to entering this state, the system will then enter the Rev-up Public Alert Mode (141) d) ExtTrig state (132): This state is activated by an external trigger input to the system and can be active regardless if the vehicle moves or not. It is typically used when the guard subsystem unit detects a specific transmitter, which may be used to warn the public of the proximity of vehicle. If the input was in-active for a predefined period (138) (No ExtTrig Period) prior to receiving the signal input, the system will then enter the ExtTrig Public Alert Mode (144) e) Stopped state (133): This state will be entered just after its being detected that the vehicle has come to a stand still. This means that the vehicle should have been in either moving forward or backward before entering this state. This will initiate the timers for determining the different Vehicle Stop Periods (139). Any active Public Alert Mode will be terminated. (Note that it is impossible to enter into this state from the Start-up-state) COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 3 ZEYS 1 7322 1 807 t I 7 f) Unchanged state (134); this mode is entered when it is detected that the vehicle is in the same state as the previously tested state. During this time the different Active Alert Module sequences will be maintained until the time for activation runs out (140).

States a) to d) as identified above result in the activation active alert module (AAM). The AAM then produces the different combinations of audio and visual warning signals configured for each public alert mode there by notifying the surrounding public (12) of the change in state of the vehicle (11) and the potential safety hazard such a change poses.

In the second form of the invention the system (50) Is configured" as a guard subsystem (200). In this configuration the system (50) acts as a proximity alert system. The system signals an alert when it comes into range of a transmitter tag attached to equipment or worn by a member of the public within the working environment. For the purpose of this document tagged objects will mean any person, vehicle or fixed building/structure fitted with a guard subsystem transmitter. The guard subsystem consists of three major components: o Central Processor Module (CPM) o Active Alert Module/s (AAM) o Transmitter Tags The central processing module (201) may be better understood with reference to Fig 5 which illustrates the modules basic hardware configuration.

The module includes a microprocessor (203) which stores the subsystems operating software. The software enables the microprocessor (203) to initiate the appropriate control signals in response to various input signals received by the subsystem (200).

The ignition input (207) is used to receive a signal form the vehicles ignition system. The ignition signal places the microprocessor (203) in an active state.

In this state the microprocessor proceeds to scans for the occurrence of additional input signals such as that produced by the use of the configuration COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 C i C 7 2a :PI ZLZ(EY S 7 3 22 3 1 8 7 18button (219). If a signal received from the configuration button the microprocessor responds by initiating a configuration process simliar to that used by the start subsystem (100). The temperature sensor in put (221) is utilised by the microprocessor to enable the adjustment of temperature dependent operating parameters allowing the system to function correctly in response to temperature fluctuations during the course of the daily operation of the vehicle.

The filter active input (211) is only used if the central processing module (201) is configured to act as a slave. The microprocessor (203) iwill only receive a signal from this input if the central processing module (261) is connected to a master central processing module. The filter active input (211) allows the guard subsystem to utilise a plurality of central processing modules allowing for additional Inputs to be configured so that non-standard system configurations may be accommodated If the user requires additional sensor inputs which are specific to their workdig environment). Conversely the central processing module only activates the filter active output (217) If the central processing module (201) is configured as a master central processing module.

A serial configuration unit (214) may also be connected to the microprocessor via the serial port (216). Upon receiving a serial communication request the microprocessor (203) proceeds to read any information sent by the configuration unit (214) and then stores this information within its internal memory. The information sent by the serial configuration unit may relate to user selected parameters for alarm delay, the alarm deactivation/ activation sequence etc.

Similarly there are provided additional communication connections which are coupled to the microprocessor (203) such as the circuit serial connection (206) and an Interface connector (202). The circuit serial connector is provided to enable In circuit aerial programming and debugging of the operating software stored within the microcontroller. This connector (208) may be specifically used by the system manufacturer to access the guard subsystems software to enable additional operating software upgrades to be uploaded. The interface connector (202) is used to provide an access port for the connection of additional systems such as the event recording and communication system or even the start COMS ID No: SBMI-00920997 Received by IP Austrlia. Time jltm) 17:28 Date 2004-09-20 CL-CL-L4: l7 ;:'iZEYS :i7322R O77 I1/ ES -17subsystem. The interface connector can use a number of different connection standard but preferably it utilises the 12C bus standard.

The Public- Detection-Antenna(s) (PDA) (209) are used to detect transmitter tags worn by the public and other vehicles while the Driver-Detection-Antenna (DDA) (208) Is located inside the cabin to detect the driver's transmitter tag. The public detection antenna is connected to the microprocessor via an RF connector and an RF data decoder. A similar arrangement is used for the connection of the driver detection antenna to the microprocessor.

When a signal is received via the public detection antenna the microprocessor responds by activating the active alert modules (AAMs) (204) via the output driver controller (205).

The signal received from the driver detection antenna is used by the microcontroller to enable accurate active filtering so that the tags worn by the driver, his passengers and the tag mounted on the vehicle do not cause an erroneous activation of the AAMs.

The active filter modes may include the following types: o Driver Transmitter filtering: the microprocessor determines when a person(s) is in the vehicle and prevents the Active Alert Module from being activated by such a person(s)' transmitter when the signal is detected by the driver detection antenna o Own Tag Transmit signal filtering: The microprocessor prevents the vehicle's own transmitters from activating the Active Alert Modules when the signal is detected by the driver detection antenna.

o Own Tag Transmit synchronisation: The vehicles own transmitter transmits under the control of the CPM. The CPM synchronises this signal with any incoming Driver's transmitter signal so that the signal from both tags is received simultaneously by the Driver Detection Antenna (DDA) thereby causing the system to view the combination of the driver and the vehicle as the one object and prevent the Active Alert Module (AAM) when this synchronised signal is received by the driver detection antenna COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 02-4; 1 7:-29 P 1 ZlEY S E 7 3 2 2I18a7 72 The filtering is accomplish by installing the ODA, in close proximity to the drivers seat anid then setting the reading range of the antenna to a very short distance thus only allowing the detection transmitter tags within in the vehicle.

Whenever both the ODA and the Public Detection Antenna (PDA) both detect a signal simultaneously it is assumed that the signal detected by the PDA is coming from the drivers tag. Such arn event will be ignored by the systemn and no alert signal will b~e generated.

The PDA may be a high quality independent-ground monopole antenna, tuned to a frequency such as 433.9 MHz (or another unlicensed frequency) in the present embodiment, and is fitted to the vehicle. The DDA uses the same antenna type, as the PDA and is tuned to a similar frequency. The detection range of the public detection antenna is typically 5-7 metres for pedestrian tags (being the highest risk), although the ranges may be configured between distances of I to 50 m depending arn the application.

The system can provide multidirectional detection by tihe integration of more than one CPM, each with its own PDA but with a single DDA and AAM set The AAM (204) is segregated into two smaller AAMs the public active alert module and the driver active alert module. These modules warn driver and/or the pedestrians when there is a potentially hazardous situation member of the public are In close proximity to the reversing vehicle) The Driver PAM (16) may be installed in the form of a small plastic box, containing a small b~ezzer (approximately 80dB audible output) and a red warning light. This module is installed inside the cabin of vehicle, in a position where it is most noticeable for the driver.

The Public AAM (17) may include a siren of approximately 105 dB, which emits a very sharp-pitched sound providing the primary audio alert signal for members of the surrounding public and other vehicle operators while the visual alert maybe in the form of strobe light fitted to the same output line as the siren.

Both devices are fitted to an appropriate position on the vehicle.

The above examples of the alert systems are implemented in a relatively simple manner however more sophisticated arrangements such as heads up COMB ID No: SBMI-00920997 Received by IP Australa: Time (H:rn) 17:28 Date 2004-09-20 2C-t3-04:17:29 :PIZZEYS 173221S37- -19display and automated voice warnings may be implemented as would be obvious to a person of ordinary skill in the art.

Preferably the transmitter tags are an active low power radio transmitter which may be attached to objects, including personnel and vehicles within the defined working environment by a suitable fastening device. In the particular case of personnel the tag's can be integrated into reflective vests as illustrated in Fig 7, clothing (shirts or overalls) and custom made shoulder harnesses. A very specific design of the antenna wires is required for optimal effectiveness as 'is demonstrated in Fig 7. All of the transmitter tags send short, repetitive RF pulses, which the CPM detects and responds to by initiating the appropriate audio and visual alarms. The repetition rate, the duration and power of the pulse used by the tag enable the system to discriminate the tag from that of other transmission device within the work place. The transmitter tags may be powered by an integrated lithium battery with an approximate life cycle of 18 months.

A tag tester may also be provided to enable regular testing of the tags to determine their operational status. The tester is a modified version of the CPM.

The unit is simply "wtped" across a tag from a short range, and if the tag is fully operation it will emit a short beep from the onboard beeper (222).

The operation of the complete guard subsystem may be better understood with reference to figures 6a and 6b. Fig 6a depicts the complete system operation while Fig 6b presents the manage RF input function of Fig 6a in greater detail.

On system power up the microprocessor firstly disables all system interrupts and initialises the systems software and memory as well as setting threshold values for the input-output functions. Once this is completed the microprocessor then enables the Interrupts and initlallses the system timers and verifies the current operating temperature for the system (223).

The microprocessor then proceeds to scan for the occurrence of an interrupt from the vehicles Ignition system (224). If none Is present the microprocessor places the system Into a sleep mode (225). Once in sleep mode the microprocessor waits for the occurrence of an interrupt signal from the vehicles COM3 ID No: SBMI-00920997 Received by IP Auslralia: Time 17:28 Date 2004-09-20 C-fS-4:7132 17237 2 2/3 ignition system or from the central processing modules communications connection parts. When an interrupt signal is received the microprocessor deactivates the sleep mode and enters an active processing state (226).

Upon entering the active mode the microprocessor then proceeds to check the system inputs for valid request signals. The microprocessor firstly checks the configuration button input (227). If a valid signal is present on this input as a result of the use of the configuration button the microprocessor initiates a configuration process (228) which may be similar to that used in step (223). If no valid signal is present the microprocessor then proceeds to process any communications request from external devices (229,231).

The first communication requests generally handled by the microprocessor are the serial communication requests (229). When a serial communications request is present the microprocessor begins processing these requests (230) and stores any relevant information received from the external -serial communications device. If the communications request is from an 120 communications device (231) the microprocessor Initiates the appropriate 1 2

C

routines and begins handling the request (232).

Once any communication requests are handled the microprocessor the looks up the system timner to determine If It is time to update the configuration factors based on the systems current operating temperature (233). If so the microprocessor reads the current temperature from the temper ature sensor and adjusts the operating configuration parameters as necessary (234). If not the system begin processing any received RF input signals (235).

The operation of the Function manage RIF inputs (235) will be explained in detail with reference to figure 6b. The microprocessor reads the external filter active input for a valid signal (236). If no other valid input is detected the system then performs a test to determine if the driver's transmittertag is currently active (238). The system measures the signal strength of the drivers tag and compares this with a preconfigured threshold (239). If the signal Is above the threshold value and the current unit Is configured as the master CPM (240), the system then is synchronises the own transmitter tag output (OTTO) with the OOMS ID No: SBMI-00920997 Received by IP Australia: irm 17:28 Darte Cf-M-d) 2004-09-20 2C-C-C 4: 2:3B :PIZZEYS I 7 3 2 2 18 0 7 7 -21 driver's transmitter tag (241). The synchronisation is performed to reduce the possible Introduction of Interference signals into the system.

if the measured signal is below the configured threshold the system deactivates the filter active output this state is where no filtering is required) (243). The system then measures public detector input signal (PDIS) strength (245). If the signal strength of the public detector input is below the configured threshold, the valid detector input LED is turned off (246). The CPM then waits until the signal on the PDIS (248) input has dissipated before determining the total duration of the signal (250). If the PDIS signal duration was present for a predefined period (256) and it is not the first input pulse after reset (258) and the system then proceeds to check if there is a valid direction enable switch input (280) the active alert output is then activated (261). If the PDIS pulse was not active during the pervious detection cycle (252) the system then synchronises the OTTO using standard interval limits (if the OTTO is enabled) (254).

If the signal strength of the public detector input is below the configured threshold, the valid detector input LED is switched on (247). The CPM then determines if the signal on the PDIS input was present during the last cycle (249). If the signal was present and is unchanged from the previous cycle (251) the system then synchronises the OTTO using increased interval limits and then verifies that the pulse present on the PDIS input is not continuously active (257). If the PDIS pulse was not present during the pervious cycle the system then sets the PDIS history flag and initiates the PDIS pulse timer (253). Once this has been done the system then reduces the required PDIS signal strength threshold and sets the required valid pulse width for the specific signal strength threshold (255).

Once the system has returned the appropriate response from the manage RF function the microprocessor checks the output driver for any error and reports any occurrence of any errors through the active alert unit and stores the details relating to these errors in memory for possible download later (262).

In a third form of the present invention there is alert system is configured to act as the locate subsystem (300). In this configuration the system provides a warning to the operator and/or persons within proximity of the vehicle when the COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 2C-O-C4;I 7:2 Hr 24/ E6 -22vehicle moves into a predefined zone or area. The locate subsystem consists of three major components: Central Processor Module (CPM) o Active Alert Modu lets (AAM) o Risk alert transmitter beacons When an area is defined to have high risk It may be tagged with a special designed risk alert transmitter (RAT) beacon. The RAT-beacon is different to the object tags of guard subsystem in that it has a higher transmitting power repeat rate.

Figure 8 illustrates the basic structure of the locate subsystem (300) hardware. The CPMI (301) includes a microprocessor (303) which is responsible for the control operations of the subsystem The microprocessor initiates control commands in response to various input signals received by the subsystem.

The ignition input (307) is used to receive a signal form the vehicles ignition system. The ignition signal places the microprocessor (303) in an active state.

In this state the microprocessor proceeds to scans for the occurrence of additional Input signals such as that produced by the use of the configuration button (319). If a signal received from the configuration button the microprocessor responds by initiating a configuration process similar to that used by the start subsystem (100). The temperature sensor input (321) is utilised by the microprocessor to enable the adjustment of temperature dependent operating parameters allowing the system to function correctly in response to temperature fluctuations during the course of the daily operation of the vehicle.

A serial configuration unit (314) may also be connected to the microprocessor via the serial port (318). Upon receiving a serial communication request the microprocessor (303) proceeds to read any information sent by the configuration unit (314) and then stores this information within its internal memory. The Information sent by the serial configuration unit may relate to user COMS ID No: SBMI-00920997 Receivd by P1 Australia: ime 17:28 Date 2004409-20 4: 7 3 1 P E Y S 7 32218 0 7 23 selected parameters for alarm delay, the alarm deactivation/ activation sequence etc.

Similarly there are provided additional communication connections which are coupled to the microprocessor (303) such as the circuit serial connection (306) and an interface connector (302). The circuit serial connector is provided to enable in circuit serial programming and debugging of the operating software stored within the microcontroller. This connector (306) may be specifically used by the system manufacturer to access the guard subsystems software to enable additional operating software upgrades to be uploaded. The interface connector (302) is used to provide an access port for the connection of additional systems such as the event recording and communication system or even the start subsystem. The interface connector can use a :number of different connection standard but preferably it utilises the 12C bus standard. The system may further be connected to the start subsystem via output connection (317). This output connector allows the locate system to be connected to the start subsystems external trigger input (111) this allows the start subsystem to control the active alert modules (AAMs) and eliminates to install another interface to any AAMs.

The Beacon Detection Antenna (309) is used to detect a signal from a risk alert transmitter (RAT) beacon. The public detection antenna is connected to the microprocessor via an RF connector and an RF data decoder. The signals from the RAT- beacon may contain data such as an ID number and command code. The ID number can identify the area with in the system and the command code will instruct the locate subsystem to perform a pre-configured alarm instruction such as: a) Switch on the Active Alert Modules b) Switch on a general purpose output signal on for 5 seconds c) Send a signal to the start subsystem signal e.g. to activate its ExtTrig sequence d) locate subsystem may transmit a command to external device e.g. traffic light controller, automatic gate COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 -24e) locate subsystem may transmit an ID number. This may be used to identify a vehicle for special purposes.

Q lrmobilise the vehicle.

Normally the detection of a RAT-beacon signal will result in the locate subsystem activating the AAMs (304) via the output controller (305).

Preferably the RAT-Beacon transmit the Beacon ID at a predefined interval so as to ensure that it can be correctly received by a vehicle fitted with the locate subsystem travelling at speeds of 120kmn per hour and passing within a 50m radius of the Beacon. The nominal transmission repetition is preferably 500 ins. The frequency used by the beacons may be the same as for guard subsystem transmitter tags but should preferably use a different frequency to reduce the possibility of interference between the two transmitter types.

The complete operation of the locate subsystem may be better understood with reference to Fig 9 depicts a flow chart of the subsystems operation.

On system power up the microprocessor firstly disables all system interrupts and initiali ses the systems software and memory as well as setting threshold values for the input-output functions (323). Once this is completed the microprocessor then enables the interrupts and initlalises the system timers and verifies the current operating temperature for the system (323).

The microprocessor than proceeds to scan for the occurrence of an Interrupt from the vehicles ignition system (324). if none is present the microprocessor places the system into a sleep mode (325). Once In sleep mode the microprocessor waits for the occurrence of an interrupt signal from the vehicles ignition system or from the central processing modules communications connection ports. When an interrupt signal is received the microprocessor deactivates the sleep mode and enters an active processing state (326).

Upon entering the active mode the microprocessor then proceeds to check the system inputs for valid request signals. The microprocessor firstly checks the configuration button input (327). If a valid signal is present on this input as a result of the use of the configuration button the microprocessor initiates a configuration process (328) which may be similar to that used In step (323). If COMS ID No: SBMI-00920D997 Received by 113 Australia: lime (H:rn) 17:28 Date 2004-09-20 Ad-c:I3 ;?ZZ EYS 212287 27/ E no valid signal is present, the microprocessor then proceeds to process any communications request from external devices (329,331).

The first communication requests generally handled by the microprocessor are the serial communication requests (329). When a serial communications request is present the microprocessor begins processing these requests (330) and stores any relevant information received from the external serial communications device. If the communications request is from an i2C communications devIce (331) the microprocessor initiates the appropriate itC routines and begins handling the request (332).

Once any communication requests are handled, the microprocessor then uses the system timer to determine if it is time to check and calibrate for temperature variations (333). If so the microprocessor reads the current temperature from the temperature sensor and adjusts the operating configuraton parameters as necessary (334). If not the system then scans for any input signals from RAT-beacons (335). If there is no signal detected the system then checks the output driver controller for errors and stores this information in memory for the user to download at a later time.

If there are any signals from RAT- beacon the system then determines if the are within range of the vehicle (326) if so the microprocessor than proceeds to activate the appropriate command sequence in response to the received RATbeacon signal (327). Once the risk alert task has been performed the system then performs the error checking procedure of (338) before returning to the start of the operating procedure (324).

As discussed earlier any of the above described systems may be connected to an external event recording and communications system (400). The event recording and communications system (400) has two main functions firstly to record events such as the date time and zone an alarm response occurred and secondly to provide RIF communications link to download this data to the user for later analysis.

The event recording and communications system consists of a processor module, a memory module, a real time clock and a short range communications CO)MS IDNo: SBMI-00920997 Received by IP Australa: Time (I-tm) 17:28 Date 2004-09-20 2 C--0 -04 1 7 3 i P 7 22;3 3* -26 module. Optionally it can be equipped with a long range radio link, SMS or GPRS module, The processor module monitors for the occurrence of an alarm event once it detects such an event it then store the event type and time it occurred within the memory module. The time stamp is provided to the processor module via the real time dock and allows the system to accurately record the date and time the event occurred. The stored information may be downloaded via the communications module. The communication module may be configured to provide real time data transmission of the recorded information or it may simply be configured to facilitate download when the vehicle has returned to base.

The real time data transmission may be configured to package certain event categories together prior to sending the information. This saves both time and bandwidth for example if the system was using the optional SMS package the download would only be started when there is a full SMS message can be created.

As briefly discussed above the alert system of the present invention may employ automated voice signals as part of the audible warning scheme. The voice messages are provided to the driver via a Voice Alert sub-system (500).

The subsystem Is capable of: a) Inform the driver of the current risk detected by the controller's sensors; b) To provide safety awareness messages in specific conditions; and c) To act as a message mail box for the driver.

FIG. 10 illustrates one possible configuration of a voice alert subsystem (500) for providing such voice signals. The main components used by the voice subsystem are: o A microphone or analogue audio player(501); o An audible speaker (502).

o Processor module (503); COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 2 C 27 o A voice recorder and player (504); and o Memory module (507) The subsystem is coupled to serial configuration unit (514) via processor module (503). Processor module (503)18s also coupled to the alert system Microphone (501) or any analogue audio player with pre-recorded messages enables a user to input voice messages directly to the voice recorder/player unit (504). Preferably the microphone or analogue audio player (501) is coupled to the recorder/player (504) via a standard microphone jack, alternatively the microphone may be permanently wired to the voice recorder/player (504). The analogue voice signals received from microphone or analogue audio device (501) are then converted by the recorder/player (504) to a digital voice signal (508) before being stored to memory (SO?) Memory module (507) may also be used for logging events detected by the alert system (50) and the time at which the event occurred in a similar manner to the Event recording and communications subsystem (400) discussed above.

Memory (507) is also expandable this allows the user to readily increase the storage capacity to accommodate the varying sizes of both the voice messages and event records.

Apart from adding messages through the microphone, new messages may also be added to memory (507) via the serial configuration unit (514). The digitally encoded recordings may be downloaded from a library of pre-recorded messages from the serial configuration unit through processor module (503) to memory (507). The user may also remove existing messages from memory (507), set message priorities and message links for certain events via serial configuration unit (514). In addition to allowing the user to selective add and delete messages stored in memory (507) the serial configuration unit (514) also allows the user to access and retrieve the event records.

The recorded voice messages that may be utlflsed by the system can be broadly categorised into the following groups:.

1. Warning messages; COMBID Na: SBMI-00X920997 Received by IP Australia: Time (Hin) 17:28 Date 2004-09-20 C-C4 I 32 P IZEY 1 732218077 33/ 21 28- 2. Voice mail messages which can be added and removed dynamically by the processor; 3. Value statements; 4. Company commitment statements; Personal statements; 6. System requirements; 7. Awareness messages; and 8. Behaviour messages Playback of the above message types may purely event based for example upon receipt of the alert condition from the warning system the appropriate warning message which has been linked to the detected event is sent from memory (507) to the recorder/player (504).

On receiving the message the recorder/player (504) converts digitised voice signal back to an analogue signal (508) which is then amplified (509) before being outputted through audible speaker (502) to the user.

Other messages such as system requirement messages may be played out on start up of the vehicle providing the user with information regarding the systems status and any necessary action that the user is required to take in order to ensure that the system is operating correctly before moving off in the vehicle. Messages types such as company commitment statements, awareness statements and behavioural messages could be played out based on a set time interval every half hour or hour).

Alternatively the subsystem may be configured to playback certain message types based on the priority assigned to each message by the user. In this case messages with the highest priority will be played in preference to those of a lower priority. Message types such as company commitment statements, awareness statements and behavioural messages would be assigned relatively low priorities while system requirements and warning messages would be accorded a higher priority.

COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 -29- The playback of warning messages would still be event driven. Upon detection of alert condition the processor module (503) interrupts the current message being played and forwards the appropriate warning message to the recorder/player (504) for immediate playback. This is as the system is configured in this instance to playback messages of a higher priority than those of a lower priority. Thus assigning the warning messages the highest priority enable playback of the warning messages immediately upon event detection as the higher priority message overrides playback of lower priority messages.

Lower priority messages may be played out on a random basis. For example system requirement, company commitment statements and behavioural messages could be played sporadically played out over random time interval) throughout the operating period of the system. In this instance the playback of the system requirement messages would occur prior to the play pack of company commitment statements and behavioural messages.

Although the above described subsystems have been shown as standalone system each of which uses a separate microprocessor it would be apparent to a person of ordinary skill in this field, that the fully combined system may be implemented using a single processor.

It Is to be understood that the above embodiments have been provided only by way of exemplification of this invention, and that further modifications and improvements thereto, as would be apparent to persons skilled in the relevant art, are deemed to fall within the broad scope and ambit of the present invention described herein.

COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20

Claims (46)

1. 2. The method according to claim 1 wherein the operational status of the vehicle includes: L. vehicle start-up state; ii. vehicle stopped state;, iii. vehicle reverse gear engaged state iv. vehicle forward movement state; v. vehicle reverse movement state; or vi. vehicle emergency. state.
2. 3. The method according to claim 2 wherein the conditions associated with said vehicle operational status include: i. vehicle engine stoped; ii. vehicle engine starting; iii, vehicle engine idling; iv. start of vehicle forward movement; v. start of vehicle reverse movement; vi. vehicle reverse gear engaged; and vii. detection of an object, sensed in proximity to the vehicle.
3. 4. The method according to any one of claims 1 to 3 wherein the sensing step involves sensing a person entering Into the proximity of the vehicle. COMSID No: SBMI-00920997 Received by IP Australia: rime (H:rn) 17:28 Date 2004-09-20 2 ?ITZZEYS :13a Q7#3'i The method according to any one of claims 1 to 3 wherein the sensing step involves sensing a vehicle entering into the proximity of the vehicle.
4. 6. The method according to any one of claims I to 3 wherein the Sensing step involves sensing a fixed structure entering into the proximity of the vehicle.
5. 7. The method according to any one of claims 1 to 6 wherein the step of providing a warning includes providing audible and/cr visual alarms.
6. 8. The method according to claim 7 wherein said audible alarm includes one or more of sounding the vehicle's horn, sounding a siren or playing automated voice messages associated with an alert mode, and said visual alarm includes one or more of flashing the vehicle's head lights, activating the vehicle's hazard lights or displaying a warning message via a heads up display or message board, associated with said alert mode.
7. 9. A system for providing a warning in response to a predefined condition associated with the operational status of a vehicle, said system including: a controller for monitoring the operational status of the vehicle;, at [east one proximity sensor coupled to the controller for sensing an object entering the vehicle's proximity; and at least one wamlng device coupled to the controller for warning an operator andfor persons of a condition associated with said vehicle operational status. The system of claim 9 wherein the operational status of the vehicle includes: i. vehicle start-up state; ii. vehicle stopped state; Ill. vehicle reverse gear engaged state iv. vehicle forward movement state; v. vehicle reverse movement state; or vi. vehicle emergency state. COMS IDNo: SBMI-00920997 Received by IP Australia: Time (I-tm) 17:28 Date 2004-09-20 0 4 1 3 3 P I z z E Y S 17:33~ 1 3iV H72 2 1 8 3
8. 11. The system according ta claim 10 wherein the conditions associated with said vehicle operational status include: i. vehicle engine stoped; fi. vehicle engine starting iii. vehicle reverse gear engaged: iv. vehicle engine idling; v. start of vehicle forward movement; vA. start of vehicle reverse movement; and vii. receivng a signal from said sensor, indicating the proximity of an object to the, vehicle.
9. 12. The system according to any one of claims 9 to 11 wherein the o bject sensed entering into the proximity of the vehicle is one or more of a person, another vehicle or a fixed object.
10. 13. The system according to any one of claims 9 to 12 wherein the warning device includes an audible and/or visual alarm.
11. 14. The system of claim 13 wherein said audible alarms include one or more Of sounding the vehicle's horn, sounding a siren or playing automated voice messages associated with ani alert mode, and said visual alarms include one or more of flashing the vehice's head lights, activating the vehicle's hazard lights or displaying a warning message via a heads up display or message board, associated with said alert mode. An alert method for providing a warning in response to a predefined condition associated with the operational status of a vehicle, said method Including the steps of' a continuously monitoring the operational status of the vehicle; sensing the occurrence of an operator entering the vehicle; and providing a warning to persons in proximity to the vehicle of a change In the vehicle's operational status. COMS IDNo: SBMI-00920997 Received by IPAustrarla: rime 17:28 Date 2004-09-20 D 35/ 56 -33-
12. 16. The method according to claim 15 wherein the sensing step further includes sensing rnovent of said vehicle.
13. 17. The method according to claim 15 or 16 wherein the sensing step further Includes sensing for an increase In the vehicles motor revolutions.
14. 18. The method according to any one of claims 15 to 17 wherein the sensing step further includes sensing for the occurrence of an object other than the operator entering the vehicle's proximity.
15. 19. The method according to claim 18 wherein said object is one or more of a person, a vehicle or a fixed structure.
16. 20. The method according to any one of claims 15 to 19 wherein the condition associated with said vehicle operational status include: i. vehicle engine stoped; ii. vehicle engine starting; iii. vehicle engine idling; iv. start of vehicle forward movement; v. start of vehicle reverse movement; vi. vehicle reverse gear engaged; vii. detection of the operator entering the vehicle; and viii.detection of an object other than the operator
17. 21. The method according to any one of claims 15 to 20 wherein the step of providing a warning includes providing audible and/or visual alarms.
18. 22. The method according to claim 22 wherein said audible alarm includes one or more of sounding the vehicle's horn, sounding a siren or playing automated voice messages associated with an alert mode, and said visual alarm includes one or more of flashing the vehicle's head lights, activating the COMS ID No: 8BMI-00920997 Received by IP Australia; Time 17:28 Date 2004-09-20 -C4: 34 ;P IZZEYS 17322 18077 36, U 34 vehicle's hazard lights or displaying a warning message via a heads up display or message board, associated with said alert mode.
19. 23. A system for providing a warning in response to a predefined condition associated with the operational status of a vehicle, said system including: a controller for monitoring the operational status of the vehicle, including a start sensor for the detecting the start-up of the vehicle; a an operator proximity sensor coupled to the controller for sensing an operator entering the vehicle; and a a warning device coupled to the controller for warning persons in proximity to the vehicle of the vehicle starting.
20. 24. The system of claim 23 further including a vehicle movement sensor coupled to said controller for detecting the of movement of the vehicle, whereby the controller is configured to activate said warning device upon said movement sensor detecting movement of said vehicle. The system of claim 23 or claim 24 further Including a motor revolution sensor coupled to said controller for detecting an increase in motor revolution prior to movement of the vehicle, whereby the controller is configured to activate said warning device upon detection of an increase in the in motor revolutions.
21. 26. The system of any one of claims 23 to 25 further including at least one object proximity sensor coupled to said controller sensor for detecting the occurrence of an object other than the operator entering the vehicle's proximity, whereby the controller is configured to activate said warning device upon detection of said object
22. 27. The system of claim 26 wherein the object is one or more of a person, a vehicle or a fixed structure.
23. 28. The system according to any one of claims 24 to 27 wherein the warning device includes an audible and/or visual alarm. COMS ID No: SBMi-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 2C-OS04: I' 37/E
24. 29. The system of claim 28 wherein said audible alarms include one or more of sounding the vehicle's, horn, sounding a siren or playing voice messages, associated with an alert mode, and said visual alarms include one or more of flashing the vehicle's head lights, activating the vehicle's hazard lights or displaying a warning message via a heads up display or message board, associated with said alert mode. A method of providing a warning to a vehicle operator and/or the public upon the vehicle coming into proximity with either a person ether than the operator or another vehicle said method including the steps of: continuously monitoring the operational status of the vehicle: tagging objects, including personnel and vehicles operating within the woring environment, with transmitters; *sensing for the occurrence of a signal from at least one transmitter within the working environment and *providing a warning to the operator and/or the surrounding public upon sensing a signal from at least one transmitter within proximity to the vehicle.
25. 32. The method according to claim 31 further including the step of providing a warning to the operator and/or the surrounding public upon a change in the vehicle's operational status.
26. 33. The method according to claim 31 or claim 32 further Including the step of filtering the signals from said transmitters, wherein said filtering step includes Identifying the tag worn by the vehicle operator and disabling said warnings associated with the operators tag upon the operators entering said vehicle.
27. 34. The method according to claim 33 wherein the step of providing a warning includes providing audible and/ar visual alarms. COMS IDNa: SBMI-00920997 Received by iPAustralia: Time 17:28 Date 2004-09-20 :3PIZZEYS E#m P 3S,' E -36- The method according to claim 34 wherein said audible alarm includes one or more of sounding the vehicle's horn, sounding a siren or playing automated voice messages associated with an alert mode, and said visual alarm includes one or more of flashing the vehicle's head lights, activating the vehicle's hazard lights or displaying a warning message via a heads up display.
28. 36. A system for providing a warning to a vehicle operator and/or the public upon the vehicle coming into proximity with either a person other than the operator or another vehicle said system including: a controller for monitoring the operational status of the vehicle; a plurality of transmitters said transmitters being attached to objects within the working environment; a receiver positioned on the vehicle for the reception of signals from at least one transmitter of the plurality of transmitters said receiver being coupled to the controller; and a warning device coupled to the controller for warning operator and/or the surrounding public upon receiving a signal from at least one transmitter within the working environment.
29. 37. The system of claim 38 wherein said transmitters are active low power radio transmitter tags.
30. 38. The system of claim 37 wherein said radio transmitter tags transmit an identification number.
31. 39. The system of claim 38 wherein the controller is configured to filter the signals from said transmitters based on said identification number. The system of claim 39 wherein the controller is adapted to suppress the warnings signals associated with the operators tag identification number upon the operator entering said vehicle. COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 :PIZZEYS 2c-g-C: i: P ZZYS:7322ISO'7 39/ 37
32. 41. The system of any one of claims 37 to 40 wherein the warning device includes an audible and/or visual alarm.
33. 42. The system of claim 41 wherein said audible alarms include one or more of sounding the vehicle's horn, sounding a siren or playing voice messages, associated with an alert mode, and said visual alarms include one or more of flashing the vehicle's head lights, activating the vehicle's hazard lights or displaying a warning message via a heads up display or message board, associated with said alert mode.
34. 43. The system of. any one of claims 36 to 42 wherein said controller is adapted to activate the warning device upon a change in the vehicle's operational status.
35. 44. A method of providing a warning to a vehicle operator and/or persons within pmxlmlty of a vehicle when the vehicle moves Into a predefined zone or area including the steps of- continuousl monitoring the operational status of the vehicle; identifying areas of high risk within the working environment; designating these high risk areas as pre-defined danger zones by the placement of beacons wherein the beacons continuously transmit a signal defining the zone or area; and providing a warning to the operator and/or the surrounding public upon sensing the vehicles entry into a p re-defined danger zone or area. The method according to claim 44 further including the step of providing a warning to. the operator and/or the surrounding public upon a change in the vehicle's operational status.
36. 46. The method according to claim 45 wherein the step of providing a warning Includes providing audible and/or visual alarms. COMS ID No: SBMI-00920997 Received by IP Australia: lim 17:28 Date 2004-09-20 2 C-O -CJ: I 4C/ 56 -38-
37. 47. The method according to claim 46 wherein said audible alarm includes one or more of sounding the vehicle's horn, sounding a siren or playing voice messages, associated with an alert mode, and said visual alarm includes one or more of flashing the vehicle's head lights, activating the vehicle's hazard lights or displaying a warning message via a heads up display or message board, associated with said alert mode. A system providing a warning to a vehicle operator and/or persons within. proximity of a vehicle when the vehicle moves into a predefined zone or area including: a controller for monitoring the operational status of the vehicle; a plurality of transmitter beacons said beacons transmitting a signal for the purpose of defining zone boundaries; a receiver positioned on the vehicle for the reception of signals from at least one beacon within the proximity of the vehicle said receiver being coupled to the controller; and a warning device coupled to the controller for warning operator and/or the surrounding public upon receiving a signal from at least one beacon within the proximity of the vehicle.
38. 51. The system of claim 50 wherein said controller is adapted to the operator and/or the surrounding' public upon a change in the vehicle's operational status
39. 52. The system of claim 50 or claim 51 wherein said transmitter beacons are high power radio beacons
40. 53. The system of claim 52 wherein the said radio beacons transmit a signal at a predefined interval.
41. 54. The system of claim 53 wherein the said radio beacons transmit an identification number and a command code. COMS ID No: SBMI-00920997 Received by IP Australia: Time 17:28 Date 2004-09-20 ,I 9 0 :7 3 t :s P1Z S~tL ;617 3 2 218 The systemn of claim 54 wherein said system retrieves information relating to a particular beacon based on said identification number. 56, The system of claim 55 wherein said information includes one or more of S a geographical location, the beacon's remaining buttery power, coverage area of the beacon and the level of risk associated with the zone covered by said beacon. Si. The system of claim 54 wherein said command code instructs the system to perform one or more of switch to an active alert mode, activate an external device or immobilise said vehicle
42. 58. The system of claim 57 wherein said external device includes a traffic light controller or an automatic gate.
43. 59. The system of any one of claims 51 to 58 wherein the warning device includes an audible and/or visual alarm. The system of claim 59 wherein said audible alarms include one or more of sounding the vehicle's horn, sounding a siren or playing automated voice messages associated with an alert mode, and said visual alarms Include one or more of flashing the vehicle's head lights, activating the vehicle's hazard lights or displaying a warning message via a heads up display or message board, associated with said alert mode.
44. 61. A method of providing a plurality of automated voice messages to a vehicle operator and/or persons within proximity of a vehicle in response to a predefined condition associated with the operational status of the vehicle said method including: monitoring the operational status of the vehicle:. asensing for the occurrence of an object entering the vehicle's proximity; and COMS ID No: SBMI-00920997 Received by IP Australia; 'rmn. (Itm) 17:28 Date 2004-09-20 2C-09-04: 1 7 3 5. £IM 42/ 40 providing a message from said plurality of automated voice messages to an operator and/or persons in proximity to the vehicle of a condition associated with said vehicle operational status.
45. 62. The method according to claim 61 further including the step of recording, storing and assigning each message from said plurality of messages to a particular vehicle status;
46. 83. The method of claim 62 wherein said plurality of messages include: i. Warning messages; ii. Voice mail messages; Iii. Value statements; iv. Company commitment statements; v. Personal statements; vi. System requirements; vii. Awareness messages; and viii. Behaviour messages 64. The method of claim 63 further including the step of selecting and playing an appropriate message from said plurality of messages upon sensing the occurrence of object entering the vehicle's proximity, or upon a change in the operational status of said vehicle. A system for providing plurality of automated voice messages to a vehicle operator and/or persons within proximity of a vehicle in response to a predefined condition associated with the operational status of the vehicle said system including: a controllerfor monitoring the operational status of the vehicle; at least one proximity sensor coupled to the controller for sensing an object entering the vehicle's proximity; and COMS ID No: SBMJ-00920997 Received by P Australia: Time 17:28 Date 2004-09-20 C 4:L['7:?35 P IZ ZE Y S132S' 1 7 3 2 2 1 8 a 7 -1 4 a 11 6 -41- a voice subsystem coupled to the controller for providing said plurality of automated voice messages to the operator and/or persons of a condition associated with said vehicle operational status. 66. The system of claim 65 wherein said voice subsystem includes: a microphone; a recorder and player module coupled to said microphone; an audible speaker coupled to the recorder end player module; and a memory module coupled the recorder and player module Via said controller for storing said plurality of automated voice messages 67. The system of claim 6O wherein said controller is adapted to select a message from the plurality of automated voice messages stored on said memory, upon sensing the occurrence of object entering the vehicle's proximity. or upon a change In the operational status of said vehicle, and forward said message to the recorder and player module, whereon said recorder and player moduleo plays back the message through said speaker. 68. The system of any one of claims 14, 29, 42 and 60, 66 and 67 further including an external event recording and communications subsystem for logging the occurrence of said alert mode in real time said external event recording and communications subsystem including a memory module, a real time clock and a short range communications module. 69. The system of claimn 68 wherein said external event recording and communications subsystem further includes a long range radio link, SMS or GPRS module. COMS ID No: SBMI-00920997 Received b y IP Australia: lime (I-tm) 17:28 Date 2004-09-20 2C-023- 4: I36 ;PZE-% ;:z17322 x 44/ -42- The system of claim 68 or claim 69 wherein said event recording and communications subsystem transmits a log of the occurrence of said alert mode to a central location for analysis. DATED THIS TWENTIETH DAY OF SEPTEMBER 2004 SAFEMAP INTERNATIONAL PTY LTD By PIZZEYS PATENT AND TRADE MARK ATTORNEYS COMS ID No: SBMI-00920997 Received by IP Australia: Tme 17:28 Date 2004-09-20