U.S. patent application number 15/261148 was filed with the patent office on 2016-12-29 for safety system for vehicle backover incidents.
The applicant listed for this patent is JON P. MOLDESTAD. Invention is credited to JON P. MOLDESTAD.
Application Number | 20160375902 15/261148 |
Document ID | / |
Family ID | 53938751 |
Filed Date | 2016-12-29 |
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United States Patent
Application |
20160375902 |
Kind Code |
A1 |
MOLDESTAD; JON P. |
December 29, 2016 |
SAFETY SYSTEM FOR VEHICLE BACKOVER INCIDENTS
Abstract
A safety system is provided that will (i) operate automatically,
regardless of distraction or error by the driver or the backover
victim; (ii) operate unaffected by the blindspots that block the
driver's view or background noise that block audible alarms for the
driver or the backover victim; (iii) operate through an external
activation, intentional or unintentional, by the potential backover
victim or passerby; and/or (iv) remove driver discretion by causing
the vehicle to stop upon activation of the safety system by the
potential backover victim or passerby.
Inventors: |
MOLDESTAD; JON P.; (San
Carlos, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
MOLDESTAD; JON P. |
San Carlos |
CA |
US |
|
|
Family ID: |
53938751 |
Appl. No.: |
15/261148 |
Filed: |
September 9, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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14807651 |
Jul 23, 2015 |
9463742 |
|
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15261148 |
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|
14677357 |
Apr 2, 2015 |
9120447 |
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14807651 |
|
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Current U.S.
Class: |
180/277 |
Current CPC
Class: |
B60T 7/22 20130101; B60Q
9/003 20130101; B60W 30/09 20130101; B62D 25/18 20130101; B60R
21/0136 20130101; B60W 30/18036 20130101; B60Q 9/00 20130101; B60T
7/12 20130101; B62D 25/168 20130101; B60Q 9/008 20130101; B60T
2230/08 20130101; B60W 10/06 20130101; B60R 21/34 20130101; B60Y
2300/09 20130101; B60W 50/14 20130101; B60T 2201/022 20130101 |
International
Class: |
B60W 30/09 20060101
B60W030/09; B62D 25/18 20060101 B62D025/18; B60R 21/34 20060101
B60R021/34; B60W 10/06 20060101 B60W010/06; B60Q 9/00 20060101
B60Q009/00; B60T 7/22 20060101 B60T007/22 |
Claims
1. A safety system for vehicle backover incidents, comprising: an
actuator mechanism having a front surface, a back surface, and a
surface for operably attaching the actuator mechanism to a vehicle
with an attachment mechanism; and, an alert device that is (i) a
braking mechanism and a breaker switch, wherein the actuation of
the safety switch powers the braking mechanism to stop the vehicle
and (ii) activates the breaker switch to shut off the engine of the
vehicle.
2. The system of claim 1, wherein the actuator mechanism is at
least substantially inflexible when the force is applied to the
back surface of the actuator mechanism.
3. The system of claim 1, wherein the actuator mechanism is a bar
or lever adapted to activate the safety switch through contact with
an object behind a wheel of the vehicle, or by actuation through
another external force, such as by the hand of a victim or a
passerby.
4. The system of claim 1, wherein the actuator mechanism includes a
mudflap that extends to the ground and is adapted to leave a
distance of no more than about 12'' between the mudflap and the
ground.
5. The system of claim 1, wherein the attachment mechanism is a
hanger mechanism.
6. The system of claim 1, wherein the attachment mechanism is a
hanger mechanism, and the safety switch is a limit switch that
makes a connection.
7. The system of claim 1, wherein the attachment mechanism is a
hanger mechanism, and the safety switch is a limit switch that
breaks a connection.
8. The system of claim 1, wherein the actuation of the safety
switch powers a light that is visible to the driver of the
vehicle.
9. The system of claim 1, wherein the alert device is a speaker,
and the actuation of the safety switch powers the speaker to create
a sound that is audible to the driver of the vehicle.
10. The system of claim 1, wherein the actuator mechanism extends
to the ground and is adapted to leave a distance of no more than
about 12'' between the actuator mechanism and the ground.
11. The system of claim 1, wherein the system further comprises a
safety switch configured for an actuation by an application of a
force to the back surface of the actuator mechanism only when the
vehicle is in reverse to avoid falsings from a wind blowing on the
actuator mechanism;.
12. A method of safely operating a vehicle, the method comprising
operating a vehicle having the external actuator system of claim
1.
13. A method of safely operating a vehicle, the method comprising:
driving the vehicle in reverse, the vehicle comprising the external
actuator system of claim 1.
14. A method of manufacturing the external actuator system of claim
1, the method comprising: operably attaching the actuator mechanism
to the alert device; and, operably attaching the actuator mechanism
to the attachment mechanism.
15. A method of installing the external actuator system of claim 1
to a vehicle, the method comprising: operably attaching the
actuator mechanism to the alert device; operably attaching the
actuator mechanism to the attachment mechanism; and, operably
attaching the attachment mechanism to the vehicle.
16. A method of mitigating the risk of a backover accident,
comprising: activating the alert device on a vehicle configured
with the external actuator system of claim 1, the activating
occurring through the actuation mechanism externally before the
vehicle backs over a victim.
17. The method of claim 16, wherein the activating is done
intentionally.
18. The method of claim 16, wherein the activating is done
unintentionally.
19. The method of claim 16, wherein the activating includes
contacting a bar or lever adapted to activate the safety switch
through contact with an object behind a wheel of the vehicle, or by
actuation through another external force, such as by the hand of a
victim or a passerby.
20. The method of claim 16, wherein the activating includes
contacting a mudflap that extends to the ground.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. application Ser.
No. 14/807,651, filed Jul. 23, 2015, which is a continuation of
U.S. application Ser. No. 14/677,357, filed Apr. 2, 2015, each of
which is hereby incorporated by reference herein in its
entirety.
BACKGROUND
[0002] Field of the Invention
[0003] The teachings are directed to safety systems for trucks and
motorized vehicles that mitigate the risk of backover
accidents.
[0004] Description of the State-of-the-Art
[0005] Many construction works and pedestrians are killed or
seriously injured annually by trucks and other motorized vehicles.
One of the principal modalities of these occurrences is an
individual being struck and crushed by the rear wheels while the
truck or motorized vehicle is backing up.
[0006] Backovers can occur either on a public roadway or not on a
public roadway, i.e., in a driveway or in a parking lot. The former
are called traffic backovers and the latter nontraffic backovers.
The National Highway Traffic Safety Administration's (NHTSA)
existing Fatality Analysis Reporting System (FARS) and National
Automotive Sampling System-General Estimates System (NASS-GES)
provide information regarding backing crashes that occur on public
trafficways. However, data regarding nontraffic backovers (and
other backing crashes), those which occur on private roads,
driveways, and parking lots, have not routinely been collected by
NHTSA. In response to SAFETEA-LU Sections 2012 and 10305 and
Section 2(f) of the Cameron Gulbransen Kids Transportation Safety
Act of 2007, NHTSA developed the Not in Traffic Surveillance (NiTS)
system to collect information about all nontraffic crashes,
including nontraffic backover crashes. Combining the 221 NiTS
backover fatalities with the annual average of 71 FARS backover
fatalities produces an estimate of 292 total annual backover
fatalities. The estimated 14,000 NiTS backover injuries when
combined with the 4,000 NASS-GES backover injuries produces an
estimate of 18,000 total annual backover injuries.
[0007] The leading cause of fatalities for workers in work zones is
being run over or backed over by vehicles. While we often worry
about construction workers being killed by motorists, road workers
working behind the barriers in the work zone are at equal risk of
being killed by construction vehicles due to their large "blind
spots." Each month, at least one worker is killed by being backed
over by a construction vehicle, often a dump truck. A commercial
backover incident can occur, for example, when a backing vehicle
strikes a worker who is standing, walking, or kneeling behind the
vehicle. According to the Bureau of Labor Statistics, over 70
workers died from backover incidents in 2011. These kinds of
incidents can occur in different ways. On Jun. 18, 2009, an
employee was working inside a work zone wearing his reflective
safety vest. A dump truck operating in the work zone backed up and
struck the employee with the rear passenger side wheels. The
employee was killed. The dump truck had an audible back up alarm
and operating lights (OSHA Inspection Number 313225377). On Jun. 9,
2010, an employee was standing on the ground in front of a loading
dock facing into the building while a tractor trailer was backing
into the same dock. The trailer crushed the employee between the
trailer and the dock (OSHA Inspection Number 314460940). In October
2006, the National Institute for Occupational Safety and Health
recorded that a 28-year-old laborer was backed over by a tack truck
while working as a flagger on an asphalt resurfacing job in a
residential roadway work zone. The victim was standing with his
back to the reversing tack truck when a dump truck driver attempted
to warn him by waving his arms. The tack truck struck the victim;
the driver thought he had passed over a manhole cover and continued
backing. The tack truck driver stopped when he saw the dump truck
driver running and waving his arms in his mirror. Both drivers
found the victim at the front of the tack truck lying face down on
a man-hole cover on the ground (NIOSH 2007). Between 1992 and 2009,
NIOSH and State partners investigated 36 deaths of workers killed
by backing construction vehicles or equipment on roadway
construction worksites through the Fatality Assessment and Control
Evaluation (FACE) Program.
[0008] Backover accidents can happen for a variety of reasons.
Drivers may not be able to see a worker in their blind spot.
Workers may not hear backup alarms because of other worksite noises
or because the alarms are not functioning. A spotter assisting one
truck may not see another truck behind him. Workers riding on
vehicles may fall off and get backed over. Drivers may assume that
the area is clear and not look in the direction of travel.
Sometimes, it is unclear why a worker was in the path of a backing
vehicle.
[0009] Many solutions exist to mitigate the risk of backover
incidents. Drivers can use a spotter to help them back up their
vehicles. Video cameras with in-vehicle display monitors can give
drivers a view of what is behind them. Proximity detection devices,
such as radar and sonar, can alert drivers to objects that are
behind them. Tag-based systems can inform drivers when other
employees are behind the vehicle and can alert employees when they
walk near a vehicle equipped to communicate with the tag worn by
the employee. On some work sites, employers can create internal
traffic control plans, which tell the drivers where to drive and
can reduce the need to back up. In some cases, internal traffic
control plans can also be used to separate employees on foot from
operating equipment. Training is another tool to prevent backover
incidents. Blind spots behind and around vehicles are not
immediately obvious to employees on foot. By training employees on
where those blind spots are and how to avoid being in them,
employers can prevent some backover incidents. One component of
this training can include putting employees who will be working
around vehicles in the driver's seat to get a feel for where the
blind spots are and what, exactly, the drivers can see. The
National Institute for Occupational Safety and Health (NIOSH)
several blind spot diagrams that can help explain what drivers of
various large trucks can see.
[0010] As such, one of skill will appreciate that a safety system
is needed that will (i) operate automatically, regardless of
distraction or error by the driver or the backover victim; (ii)
operate unaffected by the blindspots that block the driver's view
or background noise that block audible alarms for the driver or the
backover victim; (iii) operate through an external activation,
intentional or unintentional, by the backover victim; and/or (iv)
remove driver discretion by causing the vehicle to stop upon
activation of the safety system. Moreover, one of skill will
appreciate a safety system that provides a novel and non-obvious
solution to a level of safety's Hierarchy of Protection which is a
part of the safety law that mandates strict hierarchy of protection
mechanisms. One of skill appreciates the importance of this
hierarchy and that hazards must follow a strict hierarchical order
of being "engineered out", and if not engineered out, then they
must be "guarded", and if not engineered out or guarded, then they
must have a "warning". As such, one of skill will appreciate the
value of the systems taught herein as a "guard" which actually
supersedes the value of the traditional "warnings" that include the
audible backup alarms in current use. Accordingly, the devices
taught herein are expected to be mandated on vehicles, if for no
other reason, due to their importance and criticality to the
hierarchical level of "warning" in the Hierarchy of Protection.
SUMMARY OF THE INVENTION
[0011] Safety systems for backing-up a vehicle are provided herein,
the safety system mitigating the risk of an object, such as a human
or animal, from being run over by the rear wheels of the vehicle
when backing-up. The systems can have a safety switch that is
activated through an actuator mechanism that identifies the object
as the object approaches from behind the rear wheel of the vehicle
while the vehicle is moving in a backward direction.
[0012] The actuator mechanism can be a mudflap, for example. As
such, the teachings include a safety mudflap system for a vehicle.
These systems comprise a mudflap having a front surface, a back
surface, and surface for operably attaching the mudflap to a
vehicle with an attachment mechanism; an alert device that, for
example, can be a video and/or audio display for a driver of the
vehicle; and, a safety switch configured for an actuation by an
application of a force to the back surface of the mudflap, wherein
the actuation of the switch powers the alert device to alert the
driver of the vehicle of the force applied to the back surface of
the mudflap.
[0013] It should be appreciated that the mudflap can be at least
substantially inflexible when the force is applied to the back
surface of the mudflap. As such, the mudflap does not need to be
rigid but, rather, inflexible enough to activate the switch when
force is applied to the mudflap.
[0014] It should also be appreciated that the actuator mechanism
should be attached to the vehicle in an operable connection with
the switch. As such, the attachment mechanism can be a hanger
mechanism. In some embodiments, the attachment mechanism is a
hanger mechanism, and the safety switch is a limit switch that
makes a connection. Likewise, in some embodiments, the attachment
mechanism is a hanger mechanism, and the safety switch is a limit
switch that breaks a connection.
[0015] The systems can include an alert device having, for example,
a video and/or audio display for a driver of the vehicle; and, a
safety switch configured for an actuation by an application of a
force to the back surface of the actuator mechanism. The actuation
of the switch, for example, can power the alert device to alert the
driver of the vehicle that a force has been applied to the actuator
mechanism. In the alternative, the actuation of the switch can
activate vehicle brakes, shut-off the engine of the vehicle, or a
combination thereof.
[0016] In some embodiments, the actuation of the safety switch
powers a light that is visible to the driver of the vehicle. In
some embodiments, the alert device is a speaker, and the actuation
of the safety switch powers the speaker to create a sound that is
audible to the driver of the vehicle. In some embodiments, the
alert device is a braking mechanism, and the actuation of the
safety switch powers the braking mechanism to stop the vehicle. In
some embodiments, the alert device is a breaker switch, and
actuation of the safety switch activates the breaker switch to shut
off the engine of the vehicle.
[0017] The teachings are also directed to methods of safely
operating a vehicle. In some embodiments, the methods comprise
operating a vehicle having the safety systems taught herein. In
some embodiments, the methods comprise driving the vehicle in
reverse, the vehicle comprising the safety mudflap systems taught
herein; receiving a warning that is triggered through the actuation
of the safety switch; and, responding to the warning. In some
embodiments, the safety systems can be activated externally,
without participation of the driver. For example, a person that is
located behind the rear wheel of the vehicle can activate the
actuator mechanism to power the alert device to alert the driver of
the vehicle that a force has been applied to the actuator
mechanism. In the alternative, the person located behind the rear
wheel of the vehicle can activate vehicle brakes, shut-off the
engine of the vehicle, or a combination thereof, by activating the
actuator mechanism.
[0018] The teachings are also directed to methods of manufacturing
the safety systems taught herein. In some embodiments, the method
comprises operably attaching the actuator mechanism, such as the
mudflap, to the safety switch; operably attaching the safety switch
to the alert device; and, operably attaching the actuator mechanism
to the attachment mechanism.
[0019] The teachings are also directed to methods of installing the
safety systems taught herein to a vehicle. In some embodiments, the
method comprises operably attaching the actuator mechanism, such as
the mudflap, to the safety switch; operably attaching the safety
switch to the alert device; operably attaching the mudflap to the
attachment mechanism; and, operably attaching the attachment
mechanism to the vehicle.
[0020] One of skill in the art will appreciate having a safety
system that will (i) operate automatically, regardless of
distraction or error by the driver or the backover victim; (ii)
operate unaffected by the blindspots that block the driver's view
or background noise that block audible alarms for the driver or the
backover victim; (iii) operate through an external activation,
intentional or unintentional, by the potential backover victim or
passerby; and/or (iv) remove driver discretion by causing the
vehicle to stop upon activation of the safety system by the
potential backover victim or passerby.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] FIG. 1 shows a scenario in which a backover accident can
occur, according to some embodiments.
[0022] FIG. 2 provides a diagram of the blindspots for the driver
of a dump truck, according to some embodiments.
[0023] FIGS. 3A and 3B show the relationships between a truck, the
rear wheel, and the actuator mechanisms, according to some
embodiments.
[0024] FIG. 4 illustrates an actuator mechanism that includes a
rotary activated switch, according to some embodiments.
[0025] FIG. 5 illustrates an actuator mechanism that includes a
rotary activated switch, according to some embodiments.
[0026] FIGS. 6A-6B illustrate a bar or lever actuator mechanism,
according to some embodiments.
[0027] FIGS. 7A and 7B show highlighted impact areas on actuator
mechanisms, according to some embodiments.
DETAILED DESCRIPTION
[0028] Safety systems for backing-up a vehicle are provided herein,
the safety system mitigating the risk of an object, such as a human
or animal, from being run over by the rear wheels of the vehicle
when backing-up. In fact, one of skill will appreciate that, in
some embodiments, any wheel of the vehicle can run over an object,
such as a human or animal, the wheel being, for example, a front
wheel, rear wheel, a wheel between the front wheel and rear wheel,
an inner wheel in paired wheels, an outer wheel in paired wheels,
and the like. In some embodiments, the wheel is a trailer
wheel.
[0029] FIG. 1 shows a scenario in which a backover accident can
occur, according to some embodiments. Dump truck 105 can backover
worker 110 under conditions in which the worker 110 did not see the
dump truck 105, the driver of the dump truck 105 did not see the
worker 110 in a "blindspot," or either the driver of the dump truck
105 or worker 110 were distracted.
[0030] FIG. 2 provides a diagram of the blindspots for the driver
of a dump truck, according to some embodiments. The blindspots are
calculated for a dump truck model GMC 7000, for example, and for
objects as tall as an orange pylon, representative of a worker that
may have fallen. As can be seen from the FIG. 2, there is a
substantial area in which a fallen worker would not be seen,
particularly when backing-up.
[0031] The safety systems taught herein can have a safety switch
that is activated through an actuator mechanism that identifies the
object as the object approaches from behind the rear wheel of the
vehicle while the vehicle is moving in a backward direction. One of
skill will appreciate a simple mechanism for mitigating the risk of
backover accidents that addresses the problems of blindspots,
background noise, and human error. In these systems, the worker 110
can externally activate the actuator mechanism on his own, avoiding
total reliance on the driver of the dump truck 105.
[0032] FIGS. 3A and 3B show the relationships between a truck, the
rear wheel, and the actuator mechanisms, according to some
embodiments. As shown in FIG. 3A, a truck 300 can have an actuator
mechanism 305 located directly behind a rear wheel 310. In these
embodiments, the actuator mechanism 305 can be activated. The
actuator mechanism 305 can be a mudflap 303, for example. As shown
in FIG. 3B, the mudflap 303 can have a front surface 303f, a back
surface 303b, and surface (not shown) for operably attaching the
mudflap 303 to the vehicle 300 with an attachment mechanism (not
shown); an alert device (not shown) that, for example, can be a
video and/or audio display for a driver of the vehicle; and, a
safety switch (not shown) configured for an actuation by an
application of a force, F, to the back surface of the mudflap 305,
wherein the actuation of the safety switch powers the alert device
to alert the driver of the vehicle 300 of the force, F, applied to
the back surface 303b of the mudflap 303.
[0033] It should be appreciated that the mudflap can be at least
substantially inflexible when the force is applied to the back
surface of the mudflap. The term "at least substantially
inflexible" is intended to mean that the mudflap does not need to
be rigid but can flex some if desired, as long as it is inflexible
enough to operably activate the switch when force is applied to the
back surface 303b of the mudflap 303.
[0034] The actuator mechanism can include a mudflap or a mud guard.
The mudflap can be a large rectangular sheet suspended behind the
rear tire, or a smaller molded flap or lip, such as a small molded
lip that is mounted below the rear of the vehicle wheel well. In
some embodiments, the actuator mechanism, or mudflap, is no more
than about 4'', about 5'', about 6'', about 7'', about 8'', about
9'', about 10'', about 11'', or about 12'' from the roadway.
[0035] It should also be appreciated that the actuator mechanism
should be attached to the vehicle in an operable connection with
the switch. In some embodiments, the attachment mechanism is a
hanger mechanism, and the safety switch is a limit switch that
makes a connection. Likewise, in some embodiments, the attachment
mechanism is a hanger mechanism, and the safety switch is a limit
switch that breaks a connection. And, in some embodiments, the
existing mudflaps and electrical circuitry for back-up
lights/alarms may be combined with an actuator mechanism to provide
an operable safety system as taught herein.
[0036] In some embodiments, the safety switch is a limit switch or
a relay switch (electronic switch using a semiconductor device to
perform the switching) in the case where the switch is operated by
another electrical circuit. In some embodiments, the switch can be
a toggle switch or a momentary "biased" switch, which can include a
push-to-make or push-to-break type of switch. In some embodiments,
the switch is a single pole, single throw switch. And, in some
embodiments, the switch can include a solenoid switch. In some
embodiments, the switch can be a rotary switch that operates with
the twisting motion of the actuator mechanism. In some embodiments,
the switch is a braking switch that activates the brakes, a kill
switch to kill the engine of the vehicle, an alarm switch to sound
an audible alarm, a light switch to activate a visual alarm, and
the like.
[0037] The systems can include an alert device having, for example,
a video and/or audio display for a driver of the vehicle; and, a
safety switch configured for an actuation by an application of a
force to the back surface of the actuator mechanism. The actuation
of the switch, for example, can power the alert device to alert the
driver of the vehicle that a force has been applied to the actuator
mechanism. In the alternative, the actuation of the switch can
activate vehicle brakes, shut-off the engine of the vehicle, or a
combination thereof.
[0038] In some embodiments, the actuation of the safety switch
powers a light that is visible to the driver of the vehicle. In
some embodiments, the alert device is a speaker, and the actuation
of the safety switch powers the speaker to create a sound that is
audible to the driver of the vehicle. In some embodiments, the
alert device is a braking mechanism, and the actuation of the
safety switch powers the braking mechanism to stop the vehicle. In
some embodiments, the alert device is a breaker switch, and
actuation of the safety switch activates the breaker switch to shut
off the engine of the vehicle.
[0039] The teachings are also directed to methods of safely
operating a vehicle. In some embodiments, the methods comprise
operating a vehicle having the safety systems taught herein. In
some embodiments, the methods comprise driving the vehicle in
reverse, the vehicle comprising the safety mudflap systems taught
herein; receiving a warning that is triggered through the actuation
of the safety switch; and, responding to the warning. In some
embodiments, the safety systems can be activated externally,
without participation of the driver. For example, a person that is
located behind the rear wheel of the vehicle can activate the
actuator mechanism to power the alert device to alert the driver of
the vehicle that a force has been applied to the actuator
mechanism. In the alternative, the person located behind the rear
wheel of the vehicle can activate vehicle brakes, shut-off the
engine of the vehicle, or a combination thereof, by activating the
actuator mechanism.
[0040] The teachings are also directed to methods of manufacturing
the safety systems taught herein. In some embodiments, the method
comprises operably attaching the actuator mechanism, such as the
mudflap, to the safety switch; operably attaching the safety switch
to the alert device; and, operably attaching the actuator mechanism
to the attachment mechanism.
[0041] The teachings are also directed to methods of installing the
safety systems taught herein to a vehicle. In some embodiments, the
method comprises operably attaching the actuator mechanism, such as
the mudflap, to the safety switch; operably attaching the safety
switch to the alert device; operably attaching the mudflap to the
attachment mechanism; and, operably attaching the attachment
mechanism to the vehicle.
[0042] The teachings are also directed to methods of stopping a
vehicle before it backs over a victim. In these embodiments, the
method comprises observing the vehicle approaching the victim and
activating the safety switch through actuation mechanism externally
before it backs over the victim. In some embodiments, the
activation of the safety switch sounds an alarm, activates a visual
display, kills the engine, activates the brakes, or a combination
thereof. In some embodiments, the activation is done by the victim
intentionally by contact with the victim. In some embodiments, the
activation is done by the victim unintentionally by contact with
the victim. In some embodiments, the activation is done by a third
party that is acting to prevent the backover of the victim.
[0043] The following examples are illustrative of the uses of the
present teachings. It should be appreciated that the examples are
for purposes of illustration and are not to be construed as
otherwise limiting to the teachings.
EXAMPLE 1
A Safety System Having a Deflectable Mudflap That Activates the
Vehicle Brakes When the Vehicle Is Backing-up
[0044] This example describes a system in which a mudflap is
operably connected to a switch that activates an alert or response
only when the vehicle is backing-up. The system will activate the
brakes and/or kill the engine on the vehicle upon deflection of the
mudflap due to a force on the back of the mudflap that is directed
toward the rear wheel.
[0045] FIG. 4 illustrates an actuator mechanism that includes a
rotary activated switch, according to some embodiments. As shown in
FIG. 4, the actuator mechanism 400 is a rotary 484 mechanism that
rotates to activate the safety switch (not shown but operably
connected to the rotary 484 mechanism) when force, F, is applied to
the back surface 403b of the mudflap 403. The actuator arm 405 is
attached to mounting bracket 404 through an operable attachment 444
to the vehicle.
EXAMPLE 2
A Safety System Having a Deflectable Mudflap That Activates the
Vehicle Kill Switch When the Vehicle Is Backing-up
[0046] This example describes a system in which a mudflap is
operably connected to a switch that activates an alert or response
only when the vehicle is backing-up. The system will kill the
engine and/or activate the brakes on the vehicle upon deflection of
the mudflap due to a force on the back of the mudflap that is
directed toward the rear wheel. In some embodiments, to avoid
"falsings" due to wind blowing on the mudflaps, the system will
only kill the engine and/or activate the brakes, or other audio or
visual alert, when the vehicle's transmission is operating in
reverse.
[0047] FIG. 5 illustrates an actuator mechanism that includes a
rotary activated switch, according to some embodiments. As shown in
FIG. 4, the actuator mechanism 500 is a rotary 584 mechanism that
rotates to activate the safety switch (not shown) when force, F, is
applied to the back surface 503b of the mudflap 503. The actuator
arm 505 is attached to mounting bracket 504 through an operable
attachment 555 to the vehicle.
EXAMPLE 3
A Safety System Retrofitted Using the Existing Electrical
Circuitry
[0048] A safety system as taught herein can be retrofitted using
existing electrical circuitry on a vehicle. In such systems, the
back-up lights/alarms may be combined with an actuator mechanism to
provide an operable safety system as taught herein.
[0049] For example, the system can be configured to kill the engine
and/or activate the brakes, or other audio or visual alert, using
the electrical circuitry for back-up lights/alarms. And, the
actuator mechanism can also be the existing mudflaps in some
embodiments. In some embodiments, the circuitry can be operatively
combined with the actuator mechanism, such as the mudflaps, to open
or close the circuit that powers an air brake mechanism, the
ignition circuit that allows for operation of the engine of the
vehicle, other audio or visual alert, or a combination thereof. In
some embodiments, the existing circuity can include an external
power source and/or solenoid to facilitate opening or closing the
circuit as needed for a given system.
[0050] A kit can be provided that includes a mudflap converter for
operatively attaching an existing mudflap as a component in the
safety system. The mudflap can have a front surface, a back
surface, and surface for operably attaching the mudflap to a
vehicle with an attachment mechanisman alert device. The kit can
also include safety switch configured for activating the system by
an application of a force to the back surface of the mudflap. The
actuation of the switch powers the alert device through the
existing electrical circuitry to alert a driver of the vehicle of
the force applied to the back surface of the mudflap. And, the
system can be limited to operate only when the transmission is in
reverse to avoid the "falsings", i.e. a false alarm, caused by, for
example, gusts of wind on the back surface of the mudflap during
operation of the vehicle. A false alarm can occur by any source of
force on the back of the mudflap that is not caused by an object
behind the respective wheel adjacent to the mudflap.
EXAMPLE 4
A Safety System In Which the Actuator Mechanism Is a Bar or
Lever
[0051] A safety system can be designed to have an actuator
mechanism that is not a mudflap but, rather, a bar or lever that
can activate the safety switch through contact with an object
behind the wheel, or by actuation through another external force,
such as by the hand of a victim or a passerby.
[0052] FIGS. 6A-6B illustrate a bar or lever actuator mechanism,
according to some embodiments. As shown in FIG. 6A, dump truck 605
can backover worker 610 under conditions in which the worker 610
did not see the dump truck 605, the driver of the dump truck 605
did not see the worker 610 in a "blindspot," or either the driver
of the dump truck 605 or worker 610 were distracted. And, as shown
in FIG. 6B, if the worker 610 had fallen behind a wheel and is
concious, the worker 610 could manually hit the actuator mechanism
603, or bar or lever, applying a force, F, to the backside 603b of
the actuator mechanism 603, or bar or lever. The actuator mechanism
603, or bar or lever, activates the safety switch that is
operatively connected to the actuator mechanism 603, or bar or
lever when turning in a rotary 684 manner. Likewise, if the worker
610 is unconscious, the actuator mechanism 603, or bar or lever can
have a length that is close enough to the ground to be activated by
contact with an object behind the wheel, such as a human or animal.
For example, the actuator mechanism 603, or bar or lever can extend
to the ground and leave a distance of only from about 4'' to about
18'' from the ground, from about 4'' to about 12'' from the ground,
from about 4'' to about 9'' from the ground, from about 5'' to
about 10'' from the ground, or any range therein in increments of
0.1''. In some embodiments, the actuator mechanism 603, or bar or
lever can extend to the ground and leave a distance of only from
about 3'', about 4'', about 5'', about 6'', about 7'', about 8'',
about 9'', about 10'', about 11'', or about 12'' above the ground
to activate by having a force, F, apply to the backside 603b of the
actuator mechanism from an object, such as a human or animal, or
any object that is high enough to activate the actuator mechanism.
It should be appreciate that the actuator mechanism 603, or bar or
lever, can have any convenient shape or configuration, so as a
square cylinder, round cylinder, elliptical cylinder, or a bar or
lever with a flat surface for applying a force from a hand, for
example. In some embodiments, the actuator mechanism 603 can have a
flat surface, a spherical surface, a convex surface, a concave
surface, or a combination thereof.
[0053] FIGS. 7A and 7B show highlighted impact areas on actuator
mechanisms, according to some embodiments. One of skill will
appreciate that the victim or passerby can potentially react faster
by a faster recognition of the actuator mechanism that activates
the safety switch. FIG. 7A provides an intuitive "hand" symbol to
speed up the recognition of the actuator mechanism by the victim or
passerby. FIG. 7B provides a well-know "STOPSIGN" symbol to speed
up the recognition of the actuator mechanism by the victim or
passerby.
EXAMPLE 5
A Safety System for a Method of Meeting a Warning Level in the
Hierarchy of Protection
[0054] A safety system can be designed to provide a method of
meeting a warning level in the Hierarchy of Protection. The method
comprises providing a guard mechanism that includes an actuator
mechanism having a front surface, a back surface, and surface for
operably attaching the actuator mechanism to a vehicle with an
attachment mechanism; an alert device; and, a safety switch
configured for an actuation by an application of a force to the
back surface of the actuator mechanism. The actuation of the switch
powers the alert device to alert a driver of the vehicle of the
force applied to the back surface of the actuator mechanism. The
system can operate to open or close the circuit that powers an air
brake mechanism, the ignition circuit that allows for operation of
the engine of the vehicle, other audio or visual alert, or a
combination thereof. As such, one of skill will appreciate the
value of the systems taught herein as a "guard" which actually
supersedes the value of the traditional "warnings" that include the
audible backup alarms in current use. Accordingly, the devices
taught herein are expected to be mandated on vehicles, if for no
other reason, due to their importance and criticality to the
hierarchical level of "warning" in the Hierarchy of Protection.
* * * * *