Plant vehicle safety system

Abstract

A plant vehicle safety system 100 comprises a controller C; a vehicle immobilisation module VIM configured to be coupled to an immobilisation device ID of the vehicle, the VIM being operable by the co

Description

Background Plant vehicles can be used at construction and industrial sites (work sites) to move materials. Examples of plant vehicles include excavators, bulldozers, wheel loaders, backhoe loaders, skid steer loaders, forklift trucks, dump trucks, graders, and cranes. Plant vehicles can be used for tasks such as earthmoving, material handling, site preparation, and heavy lifting. Safety is an important consideration at work sites. It is common for a driver of a plant vehicle to be required to perform a safety check on the vehicle before operating it. Moreover, it is important that safety features of the vehicle such as a seatbelt are utilised correctly during operation of the vehicle. The present inventor has devised a new type of plant vehicle control system which can exhibit one or more of the following advantages relative to known plant vehicle control systems: • Improved safety • Improved driver productivity Summary In accordance with a first aspect of the invention, there is provided a plant vehicle safety system according to claim 1. Optional features of the first aspect are set out in claims 2 to 13. In accordance with a second aspect of the invention, there is provided a system according to claim 14. In accordance with a third aspect of the invention, there is provided a plant vehicle safety system according to claim 15. Optional features of the second aspect are set out in claims 16 and 17. In accordance with a fourth aspect of the invention, there is provided a plant vehicle safety system according to claim 18. Optional features of the fourth aspect are set out in claim 19. In accordance with a fifth aspect, there is provided a system according to claim 20. The warning feature can comprise a flashing light and / or an audible alarm. In accordance with a sixth aspect, there is provided a plant vehicle comprising an engine and an engine ignition circuit and a plant vehicle safety system according to any of the first, third or fourth aspects, wherein the vehicle immobilisation module is communicatively coupled to the immobilisation device. Features of the above aspects can be combined with one another. Thus, embodiments of the invention address the technical problems associated with: • Preventing a plant vehicle from being operated when specific safety conditions for the driver are not met; • Improving productivity by enabling the plant vehicle to remain active while the driver is paired via Bluetooth; and / or • Ensuring that personnel in the vicinity of the vehicle are aware when the plant vehicle is mobilised. Embodiments of the invention provide a technical solution by: • Enhancing safety by mandating that driver safety criteria are met before the vehicle immobilisation module becomes active; and / or • Improving situational awareness in that the transmission of a warning signal to local devices when the vehicle immobilisation module is active increases the likelihood that both the operator and surrounding personnel are alerted to the readiness for movement or operation of the vehicle, thereby increasing overall operational safety. This warning is explicitly tied to the potential for movement or operation, rather than being reactive to such action, offering an earlier alert. Brief Description of the Drawings By way of example only, certain embodiments of the invention will now be described by reference to the accompanying drawings, in which: Figure 1 is a diagram of a system comprising a plant vehicle control system according to a first embodiment of the invention installed in a vehicle; and Figure 2 is a diagram of a system comprising a plant vehicle control system according to a second embodiment of the invention installed in a vehicle and one or more warning devices. Detailed Description By way of a non-limiting overview, embodiments of the invention relate to a plant vehicle safety system comprising: a controller; and a vehicle immobilisation module, the controller being configured to place the vehicle immobilisation module in an active state such that the plant vehicle can be operated when driver safety criteria have been met and / or cause a warning signal to be transmitted to local warning devices when the vehicle immobilisation module in in the active state. FIG. 1 shows a 100 including a plant vehicle 10. The vehicle 10 may for example be an excavator, bulldozer, wheel loader, backhoe loader, skid steer loader, forklift truck, dump truck, grader, or crane. The vehicle 10 includes an engine E which can be started by a starter motor SM. The vehicle 10 includes a seat S for a driver D to sit in while operating the vehicle 10. The vehicle 10 includes a seatbelt system SB which the driver D can engage to secure the driver D in the seat S. The vehicle 10 also includes an ignition control circuit IG, which can be key based, for enabling a driver D to start the engine E. The vehicle 10 differs from known plant vehicles by virtue of a plant vehicle safety system, which is shown generally at 12. The control system 12 has a controller C which is a central processing unit or logic circuit within the plant vehicle safety system. Its primary role is to manage the operational states of other modules and handle logical decision-making based on input criteria. The controller C can for example comprise a microcontroller (MCU) with a processor, memory, system clock and input / output peripherals. Alternatively, the controller C can comprise a programmable logic controller (PLC). In either case, the controller can be a single controller or form part of a distributed control system (DCS). A weight-on-seat sensor SI is provided to determine the presence or absence of the driver in the seat S. The weight-on-seat sensor SI can for examples comprise a weight sensor operable to measure force exerted on the seat to detect occupancy, a pressure sensor operable to detect changes in pressure across multiple zones of the seat, a capacitance sensor operable to measure electrical capacitance between conductive elements embedded in the seat or an infrared sensor use arranged to emit and measure reflected infrared radiation to detect the presence of a driver in the seat S. A seatbelt sensor S2 is provided to determine whether the seatbelt SB has been engaged. The seatbelt sensor S2 can for example comprise a reed switch arranged such that when the seatbelt buckle is engaged, a magnet moves closer to the reed switch, triggering a signal that confirms the belt is fastened, a foil-based pressure sensor, a Hall-effect buckle switch or a seatbelt tension sensor. Signals from the weight-on-seat sensor SI and signals from the seatbelt sensor S2 are collected by the controller C. A first wireless communication device R is communicatively coupled to the controller C for enabling the driver D to use a mobile device MD to communicate wirelessly with the controller C. The first wireless communication device R can for example be coupled to the controller C by a wired connection or can form part of the controller C. The first wireless communication device R can comprise a Personal Area Network (PAN) module arranged to operate using a wireless communication protocol such as Bluetooth™, Zigbee™, Ultra-Wideband (UWB), or infrared. It is preferred that the first wireless communication device R comprises a Bluetooth™ module. The control system 12 can be arranged to be electrically coupled to the vehicle battery B for power or can be provided with a dedicated battery source. A second wireless communication device WI is communicatively coupled to the controller C for enabling the controller to exchange signals wirelessly with a remote server RS. The second wireless communication device WI can for example comprise a Wi-Fi module, LTE, 4G or 5G module, or a LoRa and LoRaWAN module. In preferred embodiments, as described in more detail below, the mobile device MD of the driver D includes the second wireless communication device WI, preferably in the form of a 4G or 5G module. In such embodiments, this enables the control system that is mounted on the vehicle to communicate with the remote server via the mobile device MD of the driver D. A site owner CS can access the remote server RS to view details about vehicles at the work site; for example, the site owner can see which vehicles are currently active, as well as and which driver is using each vehicle. A vehicle immobilisation module VIM is communicatively coupled to the controller C to receive a mobilisation command from the controller C and coupled to one or more vehicle immobilisation devices ID to enable the vehicle to be driven when the mobilisation command has been received. The vehicle immobilisation module VIM can comprise a dedicated hardware or software module responsible for directly controlling the vehicle immobilisation devices ID. In some embodiments the vehicle immobilisation module VIM can form part of the controller C. The vehicle immobilisation devices ID can comprise wheel brakes, a steering lock or the like which when active inhibit the driver from driving the vehicle. The vehicle immobilisation module VIM enables the engine to be started, for example for the purpose of performing a safety check, without enabling the vehicle to be moved until further authorisation signals are received. The controller C can be configured to transmit the mobilisation command to the vehicle immobilisation module VIM, changing the vehicle immobilisation module VIM from an inactive condition in which the vehicle immobilisation devices inhibit movement of the vehicle, to an active condition in which the vehicle immobilisation devices permit movement of the vehicle, when signals are received indicating that the driver D is authorised to operate the vehicle 10, such as having performed a pre-use safety check and / or wearing the seatbelt. The vehicle immobilisation module VIM can by default be set to the inactive condition. An engine start module ESM can be provided which is communicatively coupled to the controller C to receive a start command from the controller C and electrically coupled to the starter motor SM of the Engine E to enable the engine to be started when the start command has been received. The engine start module ESM can comprise a dedicated hardware or software module responsible for directly controlling or indirectly permitting control of the engine's ignition or start sequence. The engine start module ESM is arranged to bypass and override or augment the conventional ignition system of the vehicle 10 so that the vehicle 10 cannot be started without the start command having been transmitted to the engine start module ESM. This establishes a crucial interlock, linking engine start capability directly to driver safety compliance. The controller C can be configured to transmit the start command to the engine start module ESM, changing the engine start module ESM from an inactive condition in which the ignition control circuit cannot start the engine E to an active condition in which the ignition control circuit can be used to start the engine E, when signals are received indicating that the driver D is authorised or qualified to operate the vehicle 10, such as having a licence to operate the vehicle. The engine start module ESM can by default be set to the inactive condition. In one example, the ESM can comprise a relay or a solid-state in the vehicle ignition circuit that starts the engine or permits the engine to be started when the relay is energised and prevents the engine from being started then the relay is deenergised. Thus, the electrical relay or a solid-state switch is configured to interrupt the power supply line to the ignition circuit when in the inactive condition. The controller C can be configured to transmit the start command to the engine start module ESM without transmitting the mobilisation command to the vehicle immobilisation module VIM to enable the driver D to perform the safety check once the driver's mobile device has paired with the controller C. Mode 1: driver authorised and safety checks completed In the first mode of operation, the controller C is configured to transmit the mobilisation command to the vehicle immobilisation module VIM when signals are received indicating that driver is qualified to operate the vehicle 10. In such embodiments, the driver D can identify themself using their module device MD to transmit an identifier to the controller C. The identifier can for example be the mobile phone number, IMEI number of another identifier associated with the mobile device MD. The controller C can transmit the driver identifier to the remote server RS via the second wireless communication device WI. At the remote server, an identifier associated with the controller C and therefore the vehicle 10 can be used to determine whether the driver has for example an appropriate licence for operating the vehicle 10. The verification process can be performed automatically, or manually by an administrator. Licence information can be pre-stored in a driver qualification database DQatthe remote server. If the driver D is qualified to operate the vehicle 10, the remote server RS can transmit a driver authorised signal to the controller C via the second wireless communication device WI. The controller C can also receive from the remote server RS a safety check protocol which causes the mobile device MD of the driver D to run a safety check confirmation program, which can be specific to the vehicle 10. The safety check program can for example ask the driver D to confirm that they have checked proper operation of components of the vehicle 10 such as indicator lights, headlights, brakes, tyre pressures and the like. The safety check can involve use of the vehicle ignition and engine. When the controller C has received the driver authorised signal, the controller C can transmit the start command to the engine start module ESM. When the start command has been transmitted to the engine start module ESM, the engine start module ESM can for example either directly start the engine or place the ignition system IG of the vehicle 10 in an active state allowing the driver D to use the ignition system IG to start the vehicle in a conventional manner. When the driver D has completed the safety check, the driver D can transmit a check complete signal to the controller C via the first wireless communication device R, which the controller C can transmit to the remote server RS for saving in a safety check database SC. The check complete signal can include a record of the required safety checks and the associated inputs from the driver D. When the controller C has received the check complete signal, the controller C can transmit the mobilisation command to the vehicle immobilisation module VIM. Alternatively, when the controller C has received the check complete signal, the controller C can transmit the check complete signal to the remote server RS via the second wireless communication device WI. At the remote server, the check complete signal can be verified and upon verification a check verified signal can be transmitted to the controller C. The safety check protocol can be defined by the site owner CS and can for example be based on a risk assessment for the work site. In one example, the safety check protocol can comprise a daily safety check which is performed by the first driver of the day and then each time a different driver wishes to use the vehicle a pre-shift safety check must be completed, the pre-shift safety check being less extensive than the daily safety check. The controller C can be arranged to record the time that it takes the driver to complete a safety check. If the check is completed in too quickly, the controller C can be configured to not transmit the check complete signal to the remote server RS and instead the controller C can invite the driver D to perform the safety check again. In some embodiments, the controller C can be configured to maintain the vehicle immobilisation module VIM in the active state while the mobile device MD of the driver D is paired with to the controller C via the first wireless communication device R. Thus, once the driver D has started operating the vehicle 10, the driver can get out of the vehicle 10 to perform other work functions and can restart the engine E of the vehicle 10 and drive it without repeating the licence qualification and safety check verification process. If the mobile device MD of the driver D unpairs from the controller C, for example by the driver D moving away from the vehicle 10 beyond the range of the first wireless communication device R, the controller can change the vehicle immobilisation module VIM to the inactive condition and thereafter require a driver D repeat the licence qualification and safety check verification process. As will be appreciated from the foregoing disclosure, the driver D can also use their mobile device MD to communicate wirelessly with the remote server RS. As such, some or all of the authentication steps described above can be carried out without passing through the controller C located at the vehicle 10. For example, the driver D can use their mobile device to transmit a signal to the remote server RS specifying a vehicle 10 they wish to operate, or this step can be automated by the driver D scanning a QR code on the vehicle 10. The remote server RS can then verify that the driver D has a licence for operating the vehicle 10 and, if so, the remote server RS can send the safety check for the vehicle 10 to the mobile device MD. Once the driver D has completed the safety check, the driver D can use the mobile device MD to transmit the completed safety check to the remote server RS. Upon receipt of the completed safety check the remote server RS can transmit an authorisation signal to the controller C, preferably to the mobile device MD as the second wireless communication device WI and then via the first wireless communication device R. In such embodiments where some or all of the authentication steps are carried out without passing through the controller C, the remote server RS can be arranged to record the time that it takes the driver to complete a safety check. If the check is completed in too quickly, the remote server RS can be configured to invite the driver D to perform the safety check again. In such embodiments where some or all of the authentication steps are carried out without passing through the controller C, the remote server RS can be configured to transmit 'out of signal' data to the mobile device MD to be saved locally in a cache memory of the mobile device to enable the driver to repeat the authentication steps when the mobile device MD is unable to connect to the to a mobile telecommunications network. For example, the 'out of signal' data can include information for the driver authorised signal, which the driver D can communicate to the controller C via the first wireless communication device R. In such embodiments, the controller can respond with a safety check for completion by the driver D and once the driver D sends the check complete signal to the controller C, the controller C can transmit the mobilisation command. It is preferred that in such embodiments, the remote server RS periodically transmits updated 'out of signal' data to account for changes in licence status for example. Mode 2: driver seatbelt worn In the second mode of operation, the controller C is configured to collect signals from the weight-on-seat sensor SI and signals from the seatbelt sensor S2 and record the time of receipt of the respective signals from the sensors SI, S2 by way of the system clock for example. The inventor has recognised that safety of plant vehicle operation can be compromised by a diver D engaging the seatbelt without wearing the seatbelt. As such, in embodiments implementing the second mode of operation, the controller C is configured to transmit the mobilisation command when the order of signals from the weight-on-seat sensor SI and the seatbelt sensor S2 is: signal received from the weight-on-seat sensor SI followed by signal received from the seatbelt sensor S2. The controller C can be configured to transmit the mobilisation command when the signal from the seatbelt sensor S2 is received within a time window, for example between 1 second and 5 minutes, from the time of receipt of the signal from the weighton-seat sensor SI. In such embodiments, the controller C can be configured to not transmit the mobilisation command if the signal from the seatbelt sensor S2 is received outside of the time window. As will be appreciated, embodiments of the invention can be arranged to perform just one of the first and second modes of operation described above, or as in the case of the illustrated embodiment, perform both. In embodiments where just one mode of the first and second modes of operation is implemented, only the components required to perform the mode of operation need to be provided in the control system 12. Mode 3: trigger warning systems Referring additionally to FIG. 2, a worksite is shown generally at 20. The worksite includes a vehicle 22 having a plant vehicle safety system. The vehicle 22 can for example be a vehicle 10 as described with reference to FIG. 1, meaning that the plant vehicle safety system is configured to perform all of modes 1 to 3, but in other embodiments the plant vehicle safety system is not configured for performing one or both of modes 1 and 2. In each embodiment configured to perform mode 3, the plant vehicle safety system includes a third wireless communication device LM configured to define a local wireless network N with a transmission radius RC. The transmission radius RC can for example be less than or equal to 300m. The third wireless communication device LM can for example comprise a Zigbee, Wi-FI or Z-Wave module. The controller of the plant vehicle safety system on the vehicle 22 is arranged to cause the third wireless communication device LM to broadcast a warning signal when the vehicle immobilisation module is in the active condition. The warning signal can be continuous or periodic. The worksite 20 also includes several warning device W1 to W3, each of which includes a receiver capable of receiving the warning signal if the warning device W1 to W3 is within the transmission radius RC. As shown, warning devices W1 and W2 are within the transmission radius RC and warning device W3 is outside of the transmission radius RC. Each warning device W1 to W3 is provided with a warning features module F which can for example comprise a flashing light and / or an audible alarm sound. Each warning device W1 to W3 is configured to activate its warning feature F while it is receiving the warning signal from the vehicle 22. Thus, when vehicle immobilisation module VIM enters the active state, the controller is configured to transmit the warning signal. This signal is directed to local warning devices WD, indicating that the vehicle is now capable of being operated. In some embodiments, the controller can be provided with dip switches to enable the warning signal to be transmitted on only one of a plurality of wireless communication channels. The dip switches can be used to select and set one of the channels. Thus, if the worksite 20 is close to another worksite with an overlapping transmission radius RC, the warning signal of a vehicle from one site with not cause warning devices on the other site to be activated, thereby preventing false alarms. 5 It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be capable of designing many alternative embodiments without departing from the scope of the invention as defined by the appended claims. In the claims, any reference signs placed in parenthesis shall not be construed as limiting the claims. The word "comprising" does not exclude the 10 presence of elements or steps other than those listed in any claim or the specification as a whole. The singular reference of an element does not exclude the plural reference of such elements and vice-versa. Parts of the invention can be implemented by means of hardware comprising several distinct elements. In a device claim enumerating several parts, several of these parts can be embodied by one and the same item of hardware. 15 The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

Claims

1. A plant vehicle safety system comprising:a controller;a vehicle immobilisation module configured to be coupled to an immobilisation device of the plant vehicle, the vehicle immobilisation module being operable by the controller between an active condition in which the immobilisation device of the plant vehicle permits movement of the vehicle and an inactive condition in which the immobilisation device inhibits movement of the vehicle;a first wireless communication device communicatively coupled to the controller and being configured to enable a mobile device of a driver to pair with the first wireless communication device for wireless data communication with the controller; anda second wireless communication device being communicatively coupled with the controller for wireless data communication between the controller and a remote server,wherein, in response to receipt of a driver authorisation signal from the remote server confirming that the driver is authorised to operate the plant vehicle, and a completed checklist from the driver transmitted to the controller via the first wireless communication device, the controller is configured to change the vehicle immobilisation module from the inactive condition to the active condition.

2. The plant vehicle safety system according to claim 1, wherein the controller is configured to reject a completed checklist if completed in less than a threshold time.

3. The plant vehicle safety system of any preceding claim, further comprising the mobile device of the driver, wherein the mobile device includes the second wireless communication device.

4. The plant vehicle safety system according to claim 3, wherein the mobile device is configured to receive the driver authorisation signal from the remote server via the second wireless communication device and transmit the driver authorisation signal to the controller via the first wireless communication device.

5. The plant vehicle safety system according to claim 1 or 2, wherein, in response to a driver pairing with the controller via the first wireless communication device, the controller is configured to transmit a driver identifier to the remote serverand transmit an interactive safety checklist to the mobile device of the driver for completion by the driver.

6. The plant vehicle safety system of any preceding claim, wherein the safety check protocol includes checks for indicator lights, headlights, brakes, and tyre pressure.

7. The plant vehicle safety system of any preceding claim, wherein the vehicle immobilisation module comprises an engine start module comprising an electrical relay or a solid-state switch configured to interrupt a power supply line to the ignition circuit when in the inactive condition.

8. The plant vehicle safety system of any preceding claim, wherein the controller is configured to maintain the vehicle immobilisation module in the active condition while the mobile device remains paired via Bluetooth.

9. The plant vehicle safety system of any one of claims 1 to 8, further comprising: a weight-on-seat sensor configured to detect driver presence; and a seatbelt sensor configured to detect seatbelt engagement,wherein the controller is configured to record the time of signal receipt from the weight-on-seat sensor and the seatbelt sensor, andwherein, in response to receipt of the driver authorisation signal from the remote server confirming that the driver is authorised to operate the plant vehicle, and a completed checklist from the driver transmitted to the controller via the first wireless communication device, the controller is configured to change the vehicle immobilisation module from the inactive condition to the active condition if the signal from the seatbelt sensor is received after the signal from the weight-on-seat sensor.

10. The plant vehicle safety system according to claim 9, wherein the controller is configured to maintain the vehicle immobilisation module in the active condition while the mobile device remains paired via Bluetooth.

11. The plant vehicle safety system of any preceding claim, further comprising at least one local warning device communicatively coupled to the controller, wherein the controller is further configured to transmit a warning signal to the at least one local warning device when the vehicle immobilisation module is in the active condition.

12. The plant vehicle safety system of claim 11, wherein the at least one local warning device comprises an audible alarm, a visual indicator light, or a combination thereof.

13. The plant vehicle safety system of any preceding claim, wherein the interactive safety checklist comprises a plurality of predefined graphical user interface elements on the mobile device for receiving user input acknowledging completion of safety checks.

14. A system comprising the plant vehicle safety system of any preceding claim and the remote server, wherein the driver identifier comprises a unique alphanumeric code associated with the driver's credentials, and wherein the remote server is configured to validate the unique alphanumeric code against a stored database of authorized driver credentials.

15. A plant vehicle safety system comprising:a controller;a weight-on-seat sensor configured to detect driver presence;a seatbelt sensor configured to detect seatbelt engagement;a vehicle immobilisation module;wherein the controller is configured to:record the time of signal receipt from the weight-on-seat sensor and the seatbelt sensor; andchange the vehicle immobilisation module from the inactive condition to the active condition if the signal from the seatbelt sensor is received after the signal from the weight-on-seat sensor.

16. The system of claim 15, wherein the controller is configured to change the vehicle immobilisation module from the inactive condition to the active condition if the signal from the seatbelt sensor is received within a predefined time window after the signal from the weight-on-seat sensor.

17. The system of claim 15 or 16, wherein the controller is configured to maintain the vehicle immobilisation module in the inactive condition if the signal from the seatbelt sensor is received before the signal from the weight-on-seat sensor.

18. A plant vehicle safety system comprising:a controller;a vehicle immobilisation module configured to be electrically coupled to an immobilisation device of the plant vehicle, operable between an active condition and an inactive condition;a third wireless communication device configured to transmit an activation signal within a cell radius from the third wireless communication device,wherein the controller is configured to cause the third wireless communication device module to transmit the activation signal while the engine start module is in the active condition.

19. The system of claim 18, wherein the controller is configured to cause the third wireless communication device to stop transmitting the activation signal while the vehicle immobilisation module is in the passive condition.

20. A system comprising the plant vehicle safety system according to claim 18 or 19 and one or more warning devices communicatively coupled to the controller, wherein each warning devices is configured to activate a warning feature while receiving the activation signal.09 03 26Amendments to the Claims have been filed as follows:Claims1. A plant vehicle safety system comprising:a controller;a vehicle immobilisation module configured to be coupled to an immobilisation device of the plant vehicle, the vehicle immobilisation module being operable by the controller between an active condition in which the immobilisation device of the plant vehicle permits movement of the vehicle and an inactive condition in which the immobilisation device inhibits movement of the vehicle;a first wireless communication device communicatively coupled to the controller and being configured to enable a mobile device of a driver to pair with the first wireless communication device for wireless data communication with the controller; anda second wireless communication device being communicatively coupled with the controller for wireless data communication between the controller and a remote server,wherein, in response to receipt of a driver authorisation signal from the remote server confirming that the driver is authorised to operate the plant vehicle, and a completed checklist from the driver transmitted to the controller via the first wireless communication device, the controller is configured to change the vehicle immobilisation module from the inactive condition to the active condition.

2. The plant vehicle safety system according to claim 1, wherein the controller is configured to reject a completed checklist if completed in less than a threshold time.

3. The plant vehicle safety system of any preceding claim, further comprising the mobile device of the driver, wherein the mobile device includes the second wireless communication device.

4. The plant vehicle safety system according to claim 3, wherein the mobile device is configured to receive the driver authorisation signal from the remote server via the second wireless communication device and transmit the driver authorisation signal to the controller via the first wireless communication device.

5. The plant vehicle safety system according to claim 1 or 2, wherein, in response to a driver pairing with the controller via the first wireless communication device, the controller is configured to transmit a driver identifier to the remote server09 03 26and transmit an interactive safety checklist to the mobile device of the driver for completion by the driver.

6. The plant vehicle safety system of any preceding claim, wherein the safety check protocol includes checks for indicator lights, headlights, brakes, and tyre pressure.

7. The plant vehicle safety system of any preceding claim, wherein the vehicle immobilisation module comprises an engine start module comprising an electrical relay or a solid-state switch configured to interrupt a power supply line to the ignition circuit when in the inactive condition.

8. The plant vehicle safety system of any preceding claim, wherein the controller is configured to maintain the vehicle immobilisation module in the active condition while the mobile device remains paired via Bluetooth.

9. The plant vehicle safety system of any one of claims 1 to 8, further comprising: a weight-on-seat sensor configured to detect driver presence; and a seatbelt sensor configured to detect seatbelt engagement,wherein the controller is configured to record the time of signal receipt from the weight-on-seat sensor and the seatbelt sensor, andwherein, in response to receipt of the driver authorisation signal from the remote server confirming that the driver is authorised to operate the plant vehicle, and a completed checklist from the driver transmitted to the controller via the first wireless communication device, the controller is configured to change the vehicle immobilisation module from the inactive condition to the active condition if the signal from the seatbelt sensor is received after the signal from the weight-on-seat sensor.

10. The plant vehicle safety system according to claim 9, wherein the controller is configured to maintain the vehicle immobilisation module in the active condition while the mobile device remains paired via Bluetooth.

11. The plant vehicle safety system of any preceding claim, further comprising at least one local warning device communicatively coupled to the controller, wherein the controller is further configured to transmit a warning signal to the at least one local warning device when the vehicle immobilisation module is in the active condition.09 03 2612. The plant vehicle safety system of claim 11, wherein the at least one local warning device comprises an audible alarm, a visual indicator light, or a combination thereof.

13. The plant vehicle safety system of any preceding claim, wherein the interactive safety checklist comprises a plurality of predefined graphical user interface elements on the mobile device for receiving user input acknowledging completion of safety checks.

14. A system comprising the plant vehicle safety system of any preceding claim and the remote server, wherein the driver identifier comprises a unique alphanumeric code associated with the driver's credentials, and wherein the remote server is configured to validate the unique alphanumeric code against a stored database of authorized driver credentials.

15. A plant vehicle comprising an engine and an engine ignition circuit and the plant vehicle safety system according any of claims 1 to 13, wherein the vehicle immobilisation module is communicatively coupled to the immobilisation device.A

Images