U.S. patent application number 16/878160 was filed with the patent office on 2020-09-03 for enhanced communication system for vehicle hazard lights.
The applicant listed for this patent is ESS-Help, Inc.. Invention is credited to John Zachariah Cobb, Denver Kimberlin, Devender Nath Maurya, Jonathan Torkelson, Daniel Anthony Tucker, David M. Tucker.
Application Number | 20200276944 16/878160 |
Document ID | / |
Family ID | 1000004838671 |
Filed Date | 2020-09-03 |
View All Diagrams
United States Patent
Application |
20200276944 |
Kind Code |
A1 |
Tucker; David M. ; et
al. |
September 3, 2020 |
ENHANCED COMMUNICATION SYSTEM FOR VEHICLE HAZARD LIGHTS
Abstract
A system for implementing strobing of existing vehicle hazard
lights including an interface to a vehicle wiring harness
configured to receive input to an existing vehicle flasher module,
and a strobing circuit that responds to an activation signal from
the vehicle wiring harness that is indicative of a hazard flasher
deployment event by producing an electrical output through the
interface to the vehicle wiring harness that causes a strobing of
existing vehicle hazard lamps.
Inventors: |
Tucker; David M.; (Katy,
TX) ; Tucker; Daniel Anthony; (Santee, CA) ;
Cobb; John Zachariah; (Seabrook, TX) ; Torkelson;
Jonathan; (Tulsa, OK) ; Kimberlin; Denver;
(Coweta, OK) ; Maurya; Devender Nath; (Madanpur
Khadar, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
ESS-Help, Inc. |
Houston |
TX |
US |
|
|
Family ID: |
1000004838671 |
Appl. No.: |
16/878160 |
Filed: |
May 19, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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16359767 |
Mar 20, 2019 |
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16878160 |
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14875883 |
Oct 6, 2015 |
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16359767 |
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62083619 |
Nov 24, 2014 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60Q 1/52 20130101; B60Q
1/448 20130101; B60Q 1/0082 20130101; B60Q 1/445 20130101; B60Q
1/444 20130101; B60Q 1/46 20130101; B60Q 2900/10 20130101; B60Q
1/38 20130101; B60R 16/0231 20130101 |
International
Class: |
B60R 16/023 20060101
B60R016/023; B60Q 1/46 20060101 B60Q001/46; B60Q 1/38 20060101
B60Q001/38; B60Q 1/44 20060101 B60Q001/44; B60Q 1/00 20060101
B60Q001/00 |
Claims
1. A vehicle safety system comprising: a microcontroller; a
plurality of vehicle lights; one or more sensors in communication
with at least one vehicle subsystem; wherein the one or more
sensors are configured to (i) detect an event and (ii) output a
first signal upon detection of an event; wherein the
microcontroller is configured to (i) receive the first signal and
(ii) selectively activate at least one vehicle light in response to
receiving the first signal and without user input; and wherein at
least one of the plurality of vehicle lights can be activated in a
strobing pattern designed, based upon the type of event, to
increase safety of the vehicle and/or its occupant(s).
2. The vehicle safety system of claim 1, wherein the plurality of
vehicle lights includes at least a left signal light and a right
signal light on a front of the vehicle, and at least one of these
signal lights is activated in the strobing pattern.
3. The vehicle safety system of claim 1, wherein the plurality of
vehicle lights includes at least a left signal light and a right
signal light on a front of the vehicle, and a left signal light and
right signal light on a rear of the vehicle, and at least one of
these signal lights is activated in the strobing pattern.
4. The vehicle safety system of claim 1, wherein the event detected
comprises at least one of an airbag deployment by the vehicle, an
activation of an antilock braking system of the vehicle, a rollover
over of the vehicle, and activation of a stability control system
of the vehicle.
5. The vehicle safety system of claim 1, further comprising a user
activated switch that provides a second signal to the
microcontroller which, in turn, activates at least one of the
plurality of vehicle lights in a strobing pattern
6. The vehicle safety system of claim 5, wherein the user activated
switch comprises a switch that also activates non-strobing hazard
flashers associated with the vehicle.
7. The vehicle safety system of claim 6, where the user activated
switch is operable, with the microcontroller, to provide a
plurality of strobing patterns of the at least one vehicle
light.
8. The vehicle safety system of claim 1, wherein the strobing
pattern comprises a directional component.
9. The vehicle safety system of claim 1, wherein the
microcontroller comprises a body control module having operative
control over signal lights of the vehicle, and the plurality of
vehicle lights comprises at least the signal lights.
10. The vehicle safety system of claim 1, further comprising a
shared vehicle data bus that transports the first signal from the
one or more sensors to the microcontroller.
11. A vehicle safety system comprising: a microcontroller; a
plurality of vehicle lights; wherein the microcontroller is
configured to selectively activate at least one vehicle light in
response to user input; wherein the microcontroller is
reprogrammable to select one of a plurality of strobing patterns;
wherein the user can communicate with the microcontroller to
provide user input via a mobile device; and wherein at least one
vehicle light can be activated in a strobing pattern designed to
increase safety of the vehicle and/or its occupant(s).
12. The vehicle safety system of claim 11, further comprising a
switch inside the vehicle that can additionally provide the user
input.
13. The vehicle safety system of claim 12, wherein the switch
inside the vehicle comprises a switch that can also activate hazard
flashers in a non-strobing pattern.
14. The vehicle safety system of claim 11, wherein the plurality of
strobing patterns includes directional strobing patterns.
15. The vehicle safety system of claim 11, wherein the
microcontroller communicates with the mobile device wirelessly.
16. A vehicle safety system comprising: a Wi-Fi network provided by
the vehicle; a microcontroller connected to a wireless module; a
plurality of vehicle lights; wherein the microcontroller is
configured to activate at least one vehicle light in a strobing
pattern designed to increase safety of the vehicle and/or its
occupant(s); wherein the wireless module comprises a Wi-Fi enabled
chip; and wherein the microcontroller is configured to be
reprogrammed using the wireless module.
17. The vehicle safety system of claim 16, wherein the
microcontroller comprises a body control module of the vehicle.
18. The vehicle safety system of claim 16, wherein the plurality of
vehicle lights comprise a plurality of lights that are placed and
activatable as vehicle turn signal lights by the
microcontroller.
19. The vehicle safety system of claim 18, wherein the strobing
pattern has a cycle that is perceptibly faster than a cycle of the
vehicle turn signal lights.
20. The vehicle safety system of claim 16, wherein the
microcontroller can be signaled to activate the least one vehicle
light in a strobing pattern by a user accessible switch inside the
vehicle and by a signal from another vehicle safety system.
Description
CROSS-REFERENCE TO RELATED CASES
[0001] This application is a continuation of U.S. patent
application Ser. No. 16/359,767 entitled ENHANCED COMMUNICATION
SYSTEM FOR VEHICLE HAZARD LIGHTS filed on Mar. 20, 2019 which
claims the benefit of U.S. patent application Ser. No. 14/875,883
entitled ENHANCED COMMUNICATION SYSTEM FOR VEHICLE HAZARD LIGHTS
filed on Oct. 6, 2015 which claims the benefit of U.S. provisional
patent application Ser. No. 62/083,619 entitled VISUAL EMERGENCY
COMMUNICATION SYSTEM WITH AUTOMATIC DEPLOYMENT CAPABILITY FOR
EXISTING VEHICLE WIRING SYSTEMS, filed on Nov. 24, 2014, the
contents of which are hereby incorporated by reference.
FIELD OF THE INVENTION
[0002] The present disclosure relates to emergency or hazard lights
for automobiles, RVs, trailers, motorcycles and vehicles in
general, and, more particularly, to emergency or hazard lights that
strobe and give visual direction for increased safety and
visibility.
BACKGROUND
[0003] The advent of light emitting diode (LED) technologies has
enhanced lighting capabilities to a point where vehicle based
lights are becoming more effective as visual signals during
emergencies and hazardous situations. Emergency services, law
enforcement agencies, traffic control, and other government
agencies have recognized this fact and added separate strobe
lighting systems to their vehicles. These systems are added on to
what would otherwise be a factory stock lighting setup and operate
using a wiring and switch platform that is independent from the
traditional hazard light circuit. Foreign and domestic auto
manufacturers often use blinker switches based on decades-old
technology in order to make automobile blinkers and hazard
emergency lights blink or flash. Even where newer microcontrollers
are used, they effect only the well-known signal and hazard flasher
operations of decades past.
[0004] A problem with existing systems and modes of operation with
respect to emergency flashers is that a double blinker flashing
during an emergency, on a roadside for example, is insufficiently
visible and does not provide a high level of clear visual
communication to other drivers that a safety hazard exists. Many
citizens are killed each year while using their flashing hazard
lights during emergency situations on the road. Flashing or double
blinking emergency lights are nowhere near as effective as strobing
hazard lights.
[0005] Another problem with existing emergency flashers is that
they are not always deployed when a genuine emergency exists.
Occupants may be injured or otherwise unable to deploy the
emergency flashers when they are needed most. A disabled vehicle on
a roadway is a hazard to other vehicles and all vehicle occupants.
In other cases, a vehicle may be off the roadway such that further
collision danger is minimal. Nevertheless, hazard lights can be
critical in quickly locating vehicles that have left the roadway
either purposefully (e.g., to leave the flow of traffic) or as the
result of an accident.
[0006] Laws related to strobing lights on vehicles address
emergency or law enforcement related vehicles. For example, there
are laws for emergency and police vehicles reserving a combination
of strobing colors on top of vehicles, or in a light bar, or
mounted elsewhere. These laws reinforce the belief that strobing
lights are significantly more effective during vehicle emergencies
due to their higher visibility, attention grabbing attributes, and
ability to provide useful visual information and direction to
others.
[0007] With the increasing use of cell phones and text messaging
(while operating a vehicle) becoming more of a safety problem, a
need exists to enhance a citizen's emergency visual communication
abilities when on the side of the road and without getting out of
their vehicle. A need also exists for an automated visual emergency
communication system to enhance a citizen's ability to
automatically signal to others during emergency situations when the
operator is unable to activate such a visual communication signal
system on his or her own.
[0008] What is needed is a system and method for addressing the
above, and related, issues.
SUMMARY OF THE INVENTION
[0009] The invention of the present disclosure, in one aspect
thereof, comprises a system for implementing strobing of existing
vehicle hazard lights including an interface to a vehicle wiring
harness configured to receive input to an existing vehicle flasher
module, and a strobing circuit that responds to an activation
signal from the vehicle wiring harness that is indicative of a
hazard flasher deployment event by producing an electrical output
through the interface to the vehicle wiring harness that causes a
strobing of existing vehicle hazard lamps. The strobing effect on
each of the existing vehicle hazard lamps has a cycle that is
perceptibly faster than a cycle of existing vehicle signal lights.
Wherein a user signals a hazard flasher deployment by an existing
vehicle hazard flasher switch inside the vehicle.
[0010] The strobing circuit may provide a plurality of different
strobing effects via the wiring harness, the plurality of strobing
effects being selected by subsequent activation signals indicative
of subsequent hazard flasher deployment. At least one of the
plurality of strobing effects indicates a directional signal by
strobing existing vehicle lamps on one of the left or right side of
the vehicle before those of the other side. The interface and the
strobing circuit may be an integrated component that replaces an
existing vehicle flasher module.
[0011] The strobing effect on each of the existing vehicle hazard
lamps may have a cycle of at least 8 Hertz. The strobing circuit
may comprise a programmable microcontroller and may further
comprise an accelerometer. Strobing of existing vehicle hazard
lamps may be deployed in response to predetermined acceleration
events being detected by the accelerometer. The strobing circuit
may also be interfaced to an existing vehicle safety system and
cause the strobing of existing vehicle hazard lamps in response to
a notification of a predetermined safety related event by the
existing vehicle safety system.
[0012] The invention of the present disclosure, in another aspect
thereof, comprises a vehicle lighting safety device comprising at
least one left signal input, at least one right signal input, and
at least one hazard input. The device includes a microcontroller
communicatively coupled to the at least two signal inputs and the
at least one hazard input, and an output communicatively coupled to
the microcontroller and capable of driving a plurality of vehicle
mounted light emitting diodes divided into left side and right side
groups. The microcontroller operates the left side light emitting
diode group in a cyclic manner in response to receiving a signal
the at least one left signal input. The microcontroller operates
the right side light emitting diode group in a cyclic manner in
response to receiving s signal on the at least one right input
signal. The microcontroller operates both the left side light
emitting diode group and the right side light emitting diode group
in a strobing manner in response to receiving a signal on the at
least one hazard input.
[0013] The microcontroller may operate the left and right side
diode groups in multiple strobing patterns selected by the at least
one hazard input. The device may further comprising an
accelerometer communicatively coupled to the microcontroller,
wherein the microcontroller operates both the left side light
emitting diode group and the right side light emitting diode group
in a strobing manner in response to input received from the
accelerometer. The microcontroller can be interfaced to an existing
vehicle safety system and operate both the left side light emitting
diode group and the right side light emitting diode group in a
strobing manner in response to a notification of a predetermined
safety related event by the existing vehicle safety system.
[0014] In some embodiments, the microcontroller is communicatively
coupled to the at least two signal inputs and the at least one
hazard input via an existing vehicle wiring harness. The
microcontroller may operate both the left side light emitting diode
group and the right side light emitting diode group in a strobing
manner in response to receiving a signal on the at least one hazard
input at a frequency of at least 8 Hz.
[0015] The invention of the present disclosure, in another aspect
thereof, comprises a vehicle safety device having a
microcontroller, an analog input block configured to accept inputs
from a vehicle wiring harness indicative of deployment of a left
signal, a right signal, and hazard flashers and a body control
module input block configured to accept inputs from a vehicle body
control module indicative of a left signal, a right signal, and
hazard flashers. The device also has an output signal block
configured to drive at least a front left signal light, a front
right signal light, a rear left signal light, and a rear right
signal light. The microcontroller accepts input from either of the
analog input block or the body control module input block to
determine when hazard flashers have been deployed and, when hazard
flashers are deployed, drives at least the front left signal light,
the front right signal light, the rear left signal light, and the
rear right signal light in a repeating flash pattern comprising a
portion having a cycle rate that is perceptibly faster than a
signal light cycle rate.
[0016] In some embodiments, the microcontroller drives at least the
front left signal light, the front right signal light, the rear
left signal light, and the rear right signal light in a plurality
of strobing patterns. The plurality of strobing patterns may be
selected by a user using an existing vehicle hazard light switch.
The microcontroller may drive at least the front left signal light
and left rear signal light in a repeating non-strobing pattern in
response to input indicative of a left signal and may drive at
least the front right signal light and rear right signal light in
the repeating non-strobing pattern in response to input indicative
of input indicative of a right signal.
[0017] In some embodiments, the analog input block accepts input
from an existing vehicle wiring harness. The analog input block may
be configured to interface with at least 2, 3, 4, 5, and 8 pin
flasher relay systems.
[0018] The invention of the present disclosure, in another aspect
thereof comprises a vehicle lighting safety device having at least
one hazard input communicatively coupled to a driver accessible
hazard light switch inside the vehicle, a microcontroller
communicatively coupled to the at least one hazard input, and an
output communicatively coupled to the microcontroller and capable
of driving a plurality of vehicle mounted light emitting diodes, at
least some of which are selectively operative as turn signal lights
based upon manipulation of a signal light stalk mounted to a
vehicle steering column. The microcontroller operates both the
plurality of light emitting diodes in a strobing manner in response
to receiving a signal on the at least one hazard input. In some
embodiments, the microcontroller comprises a body control module.
In another embodiment, the microcontroller receives the hazard
input via a body control module.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0019] FIG. 1 illustrates an exemplary placement of signal
indicators and hazard flashers on a typical vehicle.
[0020] FIG. 2A illustrates an exemplary vehicle dashboard and
exemplary placement of certain controls.
[0021] FIG. 2B illustrates an exemplary vehicle wiring harness and
location for a strobe module to replace a flash relay.
[0022] FIG. 3 is a block diagram of a strobe module for vehicle
hazard lights according to aspects of the present disclosure.
[0023] FIG. 4 is a schematic diagram input/output diagram of a
strobe module according to aspects of the present disclosure.
[0024] FIG. 5 is a wiring diagram of a two-pin flasher system.
[0025] FIG. 6A is a wiring diagram showing an embodiment of a
strobe module according to aspects of the present disclosure
installed into the generic two-pin flasher system of FIG. 5.
[0026] 6B is a wiring diagram showing an embodiment of a strobe
module according to aspects of the present disclosure installed
into the generic two-pin flasher system of FIG. 5 in a different
manner.
[0027] FIG. 7 is a wiring diagram of a three-pin flasher
system.
[0028] FIG. 8 is a wiring diagram showing an embodiment of a strobe
module according to aspects of the present disclosure installed
into the three-pin flasher system of FIG. 7.
[0029] FIG. 9 is a wiring diagram of a four-pin flasher system.
[0030] FIG. 10 is a wiring diagram showing an embodiment of a
strobe module according to aspects of the present disclosure
installed into the four-pin flasher system of FIG. 9.
[0031] FIG. 11 is a wiring diagram of a five-pin flasher
system.
[0032] FIG. 12 is a wiring diagram showing an embodiment of a
strobe module according to aspects of the present disclosure
installed into the five-pin flasher system of FIG. 11.
[0033] FIG. 13 is a wiring diagram of an eight-pin flasher
system.
[0034] FIG. 14 is a wiring diagram showing an embodiment of a
strobe module according to aspects of the present disclosure
installed into the eight-pin flasher system of FIG. 13.
[0035] FIG. 15 is a wiring diagram of a flasher system controlled
by a body control module (BCM).
[0036] FIG. 16A is a wiring diagram showing an embodiment of a
strobe module installed into the BCM controlled flasher system of
FIG. 15.
[0037] FIG. 16B is a wiring diagram showing an embodiment of a
strobe module installed into the BCM controlled flasher system of
FIG. 15 via modification of a microcontroller.
[0038] FIG. 17 is a timing diagram showing on and off states for
left and right signal lamps over time in a left to right signaling
pattern.
[0039] FIG. 18 is a timing diagram showing on and off states for
left and right signal lamps over time in a right to left signaling
pattern.
[0040] FIG. 19 is a state diagram corresponding to one method of
operating a strobe module according to aspects of the present
disclosure.
DETAILED DESCRIPTION
[0041] In various embodiments of the present disclosure, devices
and systems are implemented that provide enhanced visual
communication cues via existing or replacement signal and/or hazard
lights on an automobile. Signal and hazard lights in most cars
cycle between light and dark at a rate between once and twice per
second or 1-2 Hz. Such a rate is believed to be adequate for
signaling lane changes and other non-emergency situations. However,
existing cars and hazard light flasher systems do not take in to
account the need for, and benefit of, communicating an emergency
situation utilizing an enhanced flash rate. A vehicle traveling 70
miles per hour will travel over 50 feet before a 2 Hz cycle has
completed one time. This distance can mean the difference between
an accident and a close call. Further, reaction time and ability to
maneuver or stop must be taken into account. The quicker a driver
takes notice of a problem, the more likely he or she can still have
time to avoid a serious accident.
[0042] For purposes of the present disclose, an enhanced flash rate
is one that is perceptibly altered, or has at least a component of
the flashing cycle that is increased in flashing speed, from the
high end of the normal flash rate of about 2 Hz. Such flash rate
may be referred to as a "strobe" instead of a flash or signal for
purposes of the present disclosure. In some embodiments, a strobe
has a cycle rate of 3 Hz or above (although slower rates may still
be considered "enhanced" or "strobing" so long as there is a
perceptible increase in rate over that of a typical signal light).
In other embodiments, the strobe rate is 4 Hz or above,
representing a doubling of the fastest typical vehicle signal light
or hazard light flash rate. It is believed that the faster a light
strobes with adequate delineation and contrast between light and
dark periods, the more attention grabbing the light is perceived to
be. Accordingly, in another embodiment, the strobe rate is 6 Hz, or
a factor of three faster than the fastest flash rate expected to be
encountered from a standard signal or hazard light. In further
embodiments, the strobe rate is 8 Hz or above.
[0043] It should be understood that lighting patterns may be
produced that comprise strobed illumination (e.g., light and dark
cycles repeating at 2 Hz or more) interspersed with longer dark or
non-illuminated periods. For purposes of the present disclosure,
the term strobe encompasses patterns of flashing lights, part of
which are strobing per the definition above, and part of which may
be dark or non-illuminated, steady state illuminated (at full or
partial maximum output), or flashed at a rate that is slower than a
strobe. The term strobe should also be understood to encompass
patterns that contain strobing portions of varying frequency. A
non-limiting example of such a pattern would start flashing at 2 Hz
and increase over time to 8 Hz or more before repeating or moving
to another pattern. It should also be understood that, in various
embodiments of the present disclosure, signal lights (e.g., left
and right signal) are maintained at the normal 1-2 Hz, while
emergency or hazard flashers are deployed at a strobing rate or in
a strobing pattern. Moreover, as described in detail below, a
normal slower flash rate may be optionally available when the
hazard flashers are deployed.
[0044] Emergency vehicles have been quipped for many years with
brightly and rapidly cycling lighting systems. These have been
based on complex mechanical systems involving rotating reflectors
and the like that increase apparent flash rate beyond what is
normally achievable with traditional incandescent based circuitry.
Unfortunately, such systems were specialized add on equipment to
the basic underlying vehicle, and not normally available or cost
effective for the general public to utilize, even for legitimate
purposes. Newer systems based on light emitting diodes (LEDs) are
available but, again, are specialized equipment, typically added to
a vehicle after it leaves the manufacturer, and requiring separate
controls, circuitry, and possibly power supplies from what is
available from a factory vehicle.
[0045] A traditional signal light system for a consumer automobile,
and its associated hazard flashing system, has a flash rate on the
order of 1-2 Hz. This was originally based in part on the use of
incandescent light bulbs in the older systems (typically 6V or 12V
bulbs), which rely on internal filaments that heat up and glow in
order to operate. The filaments do not glow sufficiently to be able
to provide appropriate visual cues until power has been applied a
sufficient amount of time. Further, they do not stop glowing
instantaneously when power is removed. Thus, the rate at which the
signal light or hazard flashers could be cycled was limited. Other
limitations existed based on the fact that the original circuitry
driving the flashing operation was based on analog thermal switches
or other electromechanical components, which could not drive
incandescent bulbs much beyond around 2 Hz. For purposes of the
present disclosure, an existing vehicle circuit implementing the
periodic activation of lights for signaling or hazard indications
(whether based on thermal switches or otherwise) is referred to as
a flasher module or relay, signal module or relay, or blinker
module or relay.
[0046] Strobe lights based on exclusively on analog circuitry have
been available for some time but require arrangements of
transformers to produce voltages on the order of hundreds of volts,
capacitors, and delicate gas discharge tubes to operate. Again,
none are suitable for consumer use with ordinary automobiles.
[0047] LED lighting systems have now made their way to many vehicle
models as standard equipment. LED upgrade kits are available for
older and newer model cars as well. However, the operation of the
LED lighting systems operate in the same manner and provide the
same functions that were available with the incandescent lighting
systems (albeit at greater efficiency and/or intensity).
[0048] In various embodiments, the present disclosure provides
systems and methods that are capable of providing strobing effects
in existing lighting systems for factory standard automobiles. Such
systems and methods rely on existing wiring, LED lights, and
controls (switches, etc.). In other embodiments, the systems and
methods of the present disclosure are applicable to vehicles
produced without LED lights, but which have been upgraded from the
basic incandescent bulbs, at least so far lights for which strobing
effects are sought. The existing wiring may be employed in such
embodiments and the existing controls are utilized. In other words,
embodiments of the present disclosure provide for strobing effects
of vehicle signal lights, brake lights, or other existing lights to
be available to a driver or vehicle occupant and to be operable
with existing and familiar hazard light switches or other
activation means. Automatic deployment of strobing effects can be
tied to signals received from existing vehicle control or safety
systems corresponding, for example, to air bag deployment, ABS
activation, hard braking, rollovers, etc. It is also possible to
add at least some automatic deployment features for older vehicles
based on the use of separate accelerometers not present in the
existing vehicle systems. Various embodiments of the present
disclosure can be installed or implemented at the time of
manufacture as factory standard equipment, or entirely as an
aftermarket system relying on factory installed controls, wiring,
and to the extent possible, existing bulbs.
[0049] Referring now to FIG. 1, exemplary placement of various
signal lights and/or hazard lights is shown on a typical automobile
100. It should be understood that the terms automobile, car, and
vehicle, are used interchangeable herein, and the systems and
methods of the present disclosure are equally applicable to all of
these. The terms, lamp, light, indicator, flasher, signal and
blinker as used in the present disclosure in the context of the
strobing systems presented herein should be understood to mean an
LED light placed appropriately on a vehicle or automobile 100 to be
visible to other drivers or observers outside the vehicle. FIG. 1
shows the automobile 100 from side, front, and rear views. A left
front indicator light 102, left side indicator light 104, and left
rear indicator light 106 can be seen at typical locations on the
automobile 100. Similarly, along the right side of the automobile
100 are right front indicator light 108, right side indicator light
110, and right rear indicator light 112. It should be understood
that the placement of the indicator lights is for illustration
only, and the present disclosure is not limited to the placement
shown. On most, if not all, available vehicles, the left front
indicator light 102 and right front indicator light 108 will
generally be toward the front of the automobile 100, visible to
facing or oncoming traffic. These are generally forward of left
side indicator light 104 and right side indicator light 110 (if the
vehicle is so equipped) which are visible from the sides of the
automobile 100. The left side indicator light 104 and/or right side
indicator light 110 may also be mounted on the body of automobile
100, rather than on the mirrors, or on another location. Finally,
left rear indicator light 106 and right front indicator light 108
are generally mounted rearward on the 100 so as to be visible to
traffic behind the automobile 100.
[0050] As described above, the various indicator lights may be LED
lights, or may have originally been incandescent bulbs (or a
mixture of the two) that have been changed out for LED lights in
order to allow effective strobing as provided by various
embodiments of the present disclosure. In various embodiments of
the present disclosure, the existing location, placement, and color
of lights is retained as the vehicle was manufactured, or would be
manufactured, is produced without any of the systems of the present
disclosure.
[0051] Referring now to FIG. 2A, a vehicle dashboard 202 is shown.
The dashboard 202 is meant to represent any vehicle dashboard as
are widely known to the public. A turn signal stalk 204 is
generally provided to the left of the steering wheel and operated
to activate signal lights. Normally, movement of the turn signal
stalk 204 downward indicates a left hand signal and movement of the
turn signal stalk 204 upward indicates a right hand signal. Upon
activation and the appropriate signal lights are illuminated in a
slow, periodic flashing manner.
[0052] A hazard flasher button 206 may be located at various
locations on the interior of a vehicle. Here the hazard flasher
button 206 is shown in the center of the vehicle dashboard 202 but
it could be placed on a steering column, below the vehicle
dashboard 202, or elsewhere.
[0053] Embodiments of the present disclosure are designed to work
with the exiting signal and hazard light controls (e.g., the turn
signal stalk 204 and hazard flasher button 206) such that a driver
or user does not have to learn or remember any separate controls.
As described below, some embodiments of the present disclosure
allow a selection of various strobe or flashing lights to be
implemented. These may be implemented by sequential presses of the
hazard flasher button 206. No separate manual controls are needed
or provided. Thus, the user is not presented with a confusing array
of options or controls during an emergency and does not have to
suffer any unwanted modifications that are visible on the interior
of the vehicle.
[0054] Referring now to FIG. 2B an exemplary vehicle wiring harness
208 and location for a strobe module to replace a flash relay is
shown. The wiring harness 208 is shown as only that portion of the
harness that interconnects with a strobe module 300 according to
aspects of the present disclosure. It should be understood that the
wiring harness may run throughout a vehicle and may be constructed
of multiple separate pieces. According to embodiments of the
present disclosure, a strobe module 300 replaces an existing
flasher relay device and provides a strobing circuit for the hazard
lights in an existing vehicle. The strobe module 300 may even be
mounted in the same location as the original relay. In some
embodiments, the strobe module 300 is pin-compatible with an
existing connector 214 on the wiring harness 208 and performs all
of the functionality described below relying on the power,
signaling, and other connections provided via the wiring harness
208. In other embodiments, an adapter (not shown) may interpose the
strobe module 300 and the wiring harness connector 214 such that a
single embodiment of a strobe module 300 can be connected to a wide
variety of vehicles and wiring harnesses.
[0055] In some embodiments, as explained below, the strobe module
300 may not be able to provide the full contemplated functionality
interfacing to the vehicle exclusively via the wiring harness 208.
In such cases, additional leads may be routed to power, ground, or
wherever needed. In embodiments where a body control module (BCM)
is present, the strobe module 300 may have little or no interaction
to the vehicle via the connector 214, but may be spliced and wired
into the vehicle at a convenient location to receive output from
the BCM and drive the associated vehicle lights (as described
further below).
[0056] For purposes of the present disclosure, any electronic or
electromechanical mechanical device with control or programmable
control (whether or not reprogrammable) over the signal lights or
hazard lights of a car is considered a BCM. A BCM may incorporate
one or more silicon based processors, microprocessors, controllers,
microcontrollers, chips, gate arrays, or other logical devices. In
some cases, the BCM may contain relatively complex multifunctional
components such as system-on-a-chip devices. Additional names or
designators for a BCM may include, but are not limited to,
computer, control unit, electronic control unit (ECU) body
computer, body computer module, body controller, body control
module, and on board controller. The BCM may or may not control
additional aspects of the vehicle in addition to hazard or signal
lights.
[0057] An existing mounting point 210 may be provided on the
vehicle for physically locating and affixing the original flasher
relay. The same location 210 may be used to store and secure the
strobe module 300. In embodiments where the strobe module 300
interfaces with the vehicle at least partially via the wiring
harness 208, the mounting point may be near the connector 214.
[0058] Referring now to FIG. 3, a block diagram of a strobe module
for vehicle hazard lights according to aspects of the present
disclosure is disclosed. Arrows in FIG. 3 are indicative of
direction of signaling, information, or power flow. In the
embodiment of FIG. 3, the primary functionality of the strobe
module 300 is provided by a microcontroller 302. The
microcontroller 302 may be a general purpose microcontroller that
is suitable to the environment in which is it used (e.g., a vehicle
interior or engine compartment). The microcontroller 302 may be
programmed using, for example, assembly language or a higher level
language when suitable. In some embodiments, the microcontroller
302 may be less advanced than a general purpose microcontroller and
may comprise a field programmable gate array (FPGA) or the like. An
application specific integrated circuit (ASICS) may also be
used.
[0059] It will also be appreciated that a system-on-a-chip device
might be employed to fulfill the functions of the microcontroller
302 as well as providing integrated memory and storage, I/O ports,
D/A, A/D, timing functions, and the like. In some cases, wireless
communication capabilities may even be provided on a single chip.
Such an embodiment is within the scope of the present disclosure
and simply moves certain aspects or functions of the strobe module
300 from the various individual components as described herein and
consolidates them onto a single silicon device.
[0060] In the illustrated embodiment of FIG. 3, the microcontroller
302 receives input from an analog input block 304. The analog input
block 304 provides signal connections to those automobiles relying
on older or traditional analog blinker or hazard flasher modules.
The analog input block 304 provides the appropriate leads and
connections to mimic the interface to the automobile of various
legacy flasher systems (e.g., via the connector 214). These
include, for example, existing 2, 3, 4, 5, or 8 pin flasher
schemes. Exemplary detailed wiring diagrams for these systems are
explained below. However, in each case, the functionality is
similar. The strobe module 300 operates on the basis of the
microcontroller 302 reading or accepting the signals or voltages
that would normally be provided to the existing flasher module or
relay and replicating the appropriate output signal or voltage at
output signal block 308, which connects to the downstream
electrical components responsible for illuminating the relevant
signal light (in many cases, the only existing downstream component
will be the bulb or LED that is visible to other drivers). For
example, a driver may flip a signal light stalk upward to signal a
right turn. This would normally send a signal in the form of a
voltage to the flasher relay. In response, the existing signal or
hazard module would provide the traditional periodic illumination
of the relevant signal lights. A driver may also deploy a hazard
light switch, and in response, the existing hazard module would
provide periodic illumination of all signal lights. The strobe
module 300 replicates this functionality as a replacement for the
existing hazard or signal module. However, in the event that hazard
lights are activated (as indicated on the analog input block 304),
the microcontroller 302 is programmed to deploy the signal or
hazard lights in a strobing fashion.
[0061] As described, a strobing light appears substantially
different than a normal flashing light as have been seen to date on
automobiles. However, since strobing lights are attention grabbing
devices associated with hazardous conditions, it may be a better
choice not to strobe the relevant lights when a simple signal light
is indicated on the analog input block 304. Accordingly, the
microcontroller 302 may be programmed to flash, rather than strobe,
the relevant lights or LEDs when a turn signal is indicated when
such a distinction is supported by the existing vehicle wiring.
[0062] In some embodiment, the strobe module 300 is deployed or
implemented in a newer automobile that may utilize a computer or
set of computers that control non-engine related functions referred
to as a body control module (BCM). In such cases, the signal stalk
and the hazard flasher button may be connected directly to the BCM,
which then deploys the signal lights as signal lights (one side
only) or as hazard lights (both sides simultaneously). It is
possible to implement the systems of the present disclosure by
initial programming (or reprogramming where allowed) of the BCM.
However, on vehicles that are already built and on the road, access
to, and reprogramming of, the BCM is generally time consuming and
cost prohibitive to a degree it may not be likely to gain wide
acceptance. Further BCM schematics and programming routines are
rarely made public. Accordingly, the strobe module 300 may have a
BCM input block 306 instead of (or in addition to) the analog input
block 304.
[0063] The BCM input block 306 may comprise a series of leads that
are wired to intercept the outputs from the existing BCM that
drives the vehicle signal and hazard lights. When the
microcontroller 302 detects that the BCM indicates a signal light,
it may utilize the output signal block 308 to activate the relevant
lights in the traditional signaling manner. On the other hand, if
the microcontroller 302 detects on the BCM input block 306 that the
BCM indicates a hazard flash, the output signal block 308 will be
used to drive the strobing effect on the exterior lights as
described.
[0064] The output signal block 308 provides electrical connections
to each bulb or LED that forms an existing part of the signal or
hazard flasher system of the automobile into which it is installed.
Such connections may include connections to lights visible outside
the car, as well as indicator lights visible to the driver. The
microcontroller 302 may or may not have the capacity to directly
drive the LEDs comprising the flasher or signal system of the car.
Consequently, as is known in the art, amplifiers, relays, or other
circuitry that is capable of driving the LEDs in the required
manner may comprise the output signal block 308, which, in turn,
drives the LEDs.
[0065] A power supply module 310 may be integrated with the strobe
module 300 to power the microcontroller 302, output signal block
308, and/or other components. The power supply module may be
configured to draw power from the existing 12 volt system of the
vehicle. In another embodiment, it may draw power from a regulated
accessory bus (e.g., 5 V, 12 V, or other).
[0066] Power management circuitry 312 may be provided for
converting voltage from that received by the power supply module
310 to that utilized by the other components of the strobe module
300. The power management circuitry 312 may also prevent power
surges or spikes from reaching the microcontroller 302 and other
sensitive components. In some embodiments, battery back-up may be
provided the microcontroller 302. Where space and/or battery
capacity permit, a backup battery could even drive the LEDs via the
output signal block 308 when the vehicle electrical system becomes
exhausted or fails due to damage sustained, for example, in a
crash.
[0067] The microcontroller 302 may be configured to communicate
with various existing vehicle subsystems for automatic deployment
of strobing lights. For example, in the event of an air bag
deployment, the emergency lights may be set to strobe. Similarly,
if a deployment of an anti-lock brake system or stability system is
detected, the microcontroller 302 may activate strobing lights. In
some embodiments, deactivation of the strobing lights may be
automatic as well based on information received from other vehicle
subsystems.
[0068] In other embodiments, the strobe module 300 has one or more
on-board (not presently shown) accelerometers that detect rapid
acceleration (or deceleration), skids, overturns, and other
non-typical driving maneuvers and can deploy strobing lights
without input from the driver. The microcontroller 302 can be
programmed such that the strobing ceases automatically upon
resumption of a normal speed or orientation for the vehicle, or
they may remain activated until the microcontroller 302 is reset
(for example, by a press of the hazard light switch by the driver
or occupant).
[0069] In some cases, it may be desirable to allow reprogramming of
the microcontroller 302 after installation. Accordingly, the strobe
module 300 may be equipped with a wireless module 316. The wireless
module 316 may be a Bluetooth module that can communicate in an ad
hoc fashion with a variety of devices. The wireless module 316
could also be an IEEE 802.11 or "WiFi" enabled chip to take
advantage of the WiFi network provided by some newer cars or mobile
hotspots. The wireless module 316 can allow reprogramming of the
microcontroller 302 even if the strobe module 300 is installed in a
location in the vehicle that is difficult to access.
[0070] The wireless module 316 may also be used to interface with
Bluetooth.RTM. equipped LED modules installed in place of original
incandescent LED signal or flasher lights. In such embodiments, the
LED lights may behave as customary flashing signal or hazard lights
unless instructed via the wireless module 316 to strobe. Naturally,
such a solution requires additional circuitry at each LED or bulb
location and may be more cumbersome to install and maintain.
However, such a configuration would have the advantage of allowing
the existing signal and hazard light switch gear to remain in
place. In such an embodiment, some or all of the output signal
block 308 of the strobe module 300 may be eliminated and the wiring
passing to the signal or hazard lights may simply be a pass-through
arrangement. The input for the microcontroller 302 may then be
gathered from the analog input block 304 and/or BCM input block
306. A simple determination of which line or signal was active
would be all that is needed in such an embodiment since the signal
is passed "downstream" to the lights. The microcontroller 302 still
determines whether to deploy a strobe or traditional flash based
upon detection of whether a signal or hazard light was indicated.
Further, in this and other embodiments, various capacities of the
strobe module 300 might be turned on or off by a user via the
wireless module 316.
[0071] Referring now to FIG. 4, a schematic input/output diagram of
the strobe module 300 according to aspects of the present
disclosure is shown. In FIG. 4, arrows around the periphery of the
strobe module 300 indicate whether the associated connection is an
input or output. For example, inputs received from existing vehicle
controls (e.g., hazard switch input high 408) are shown with an
inward facing arrow.
[0072] It will be appreciated that a number of existing vehicle
signal and hazard light wiring schemes are in existence, whether on
an analog basis or on the basis of utilizing a newer BCM.
Accordingly, in order to work with a wide array of vehicles,
various embodiments of the present disclosure may have different
pinouts and wire compatibilities. In some embodiments, leads that
are not used are simply ignored. However, where it is more
economical to do so, various embodiments of the present disclosure
may be built with only the ports, pins, and wiring needed for the
immediate application for which it is intended. In such case, a
fit-list might be developed alongside that specifies, for
particular embodiments, those makes and models of vehicle with
which it is compatible. After describing the inputs and outputs
that are available, a number of examples are given below as to how
various embodiments of the present disclosure are adapted to work
with various wide spread wiring schemes currently in existence.
[0073] An ignition connection 402 may be provided as a part of the
power supply module 310. The 202 provides indication to the
microcontroller 302 that the vehicle is switched on (normally,
signal lights do not deploy when the vehicle ignition is off, but
hazard lights do). A separate connection to power, battery
connection 404 is also provided and allows for deployment of
certain function (e.g., strobing hazard lights) when the ignition
of off. The ignition connection 401 may also be part of the power
supply module 310. A ground lead 406 is also provided. In some
embodiments, ground is provided via the connector 214, but in other
embodiments, it is a separately attached lead to the strobe module
300.
[0074] Forming a part of the analog input block 304 may be leads or
connections for hazard switch input high 408, hazard switch input
low 410, left turn signal switch 412, and right turn signal switch
414. Two hazard switch input options are provided to account for
the fact that in some existing systems the existing relay is
activated by providing a high voltage to the relay. In others, the
activation lead remains high unless the relay is to be deployed to
flash the hazard lights. In such case, a ground or low voltage
signal indicates hazard deployment. By providing both hazard switch
input high 408 and hazard switch input low 410 leads, the strobe
module 300 is compatible with both types of systems.
[0075] The strobe module 300 can be programmed to be capable of
multiple flashing and strobing patterns. For example, a single
press of the existing hazard switch might be intended to signal the
traditional slow cycling flash. A second press would be intended to
select a high speed strobe. Therefore when various embodiments of
the strobe module 300 are installed, a driver or passenger can
deploy hazard lights in the manner in which they are accustomed.
This also eliminates the need for separate switches or controls to
gain full functionality of what is considered a vehicle safety
system.
[0076] Hazard switches on certain vehicles provide two discrete
positions (high and low). Typically, hazard flashers in such
systems are deployed when the button is pressed and then remains
depressed. Such switches actually activate the existing flasher
relay by operating as a power switch. A second press releases the
switch to the high position and depowers the hazard lights. The
strobe module 300 may still be configured to operate with such
systems, even so far as providing both flashing and strobing, or
multiple strobing patterns. The strobe module 300 in such case may
be programmed to "count" the number of presses, or transitions from
on to off and vice versa provided via the legacy two-position
switch. Relying on the battery connection 404 and/or the on board
battery to keep the microcontroller 302 and other components
powered the strobe module 300 provides the programmed or desired
operations notwithstanding that the existing relay may have been
powered only by the power flowing through the existing switch.
[0077] The lead for the left turn signal switch 412 and the right
turn signal switch 414 act to inform the strobe module 300 when
left or right turn signals are activated. As described above, the
strobe module 300 may activate the left or right turn signals in
response to movement of the existing turn signal stalk in a manner
that replicates the existing slower flash of the turn signals, or a
strobing flash.
[0078] In embodiments where the strobe module 300 interfaces with a
BCM the BCM input block 306 provides a front left lamp input 418
and a front right lamp input 420. A rear left lamp input 422 and
rear right lamp input 424 are also provided. If the vehicle is so
equipped a left mirror lamp input 426 and right mirror lamp input
428 may be provided as well. Since the BCM controls input or
interface with the driver (e.g., via the turn signal stalk) the
strobe module 300 may not receive any direct indication of the
stalk position, nor of the position of the hazard light switch.
Instead the strobe module 300 may infer what the driver is doing
based upon these inputs from the BCM. For example, if lights on one
side or the other of the vehicle are activated based on the BCM
inputs, the strobe module 300 simply replicates those outputs via
the output signal block 308. On the other hand, where lights for
both sides of the vehicle are activated at once, the hazard lights
have been deployed. The strobe module 300 will then use the output
signal block 308 to effect a strobe on the vehicle's signal
lamps.
[0079] For ease of understanding, in FIG. 4, output signal block
308 is shown split into left and right components or left and right
LED groups. Lights associated with the left side of the vehicle may
be controlled by a left mirror lamp output 416, a front left lamp
output 430, a rear left lamp output 432, and/or a combination meter
left output 434. The output signal block 308 has a similar set of
outputs for the right side of the vehicle including a right mirror
lamp output 436, a right front lamp output 438, a rear right lamp
output 440, and/or a combination meter right output 442. It is
understood that not all of these outputs will be employed in every
installation or in every embodiment of the strobe module 300. For
example, if a vehicle does not have a lamp associated with the left
hand mirror, the left mirror lamp output 416 will be absent, or
simply left unconnected. It is also understood that each of these
outputs are equipped with whatever additional circuitry is needed
to adequately drive the associated LEDs being activated.
[0080] The strobe module 300 also provides two additional signal
outputs that are utilized with certain existing vehicle wiring
systems as will be explained below. These include a turn signal out
indicator 444 and a hazard signal out indicator 446. The signals
output on the turn signal out indicator 444 and hazard signal out
indicator 446 are controlled by the microcontroller 302 as with the
other outputs.
[0081] Referring now to FIG. 5, a wiring diagram of a two-pin
flasher system is shown. The system shown in FIG. 5 is an existing
two-pin flasher system and is denoted as such in the present
disclosure by virtue of the fact that the existing hazard flasher
506 interacts with the remainder of the system via only two-pins as
explained herein. In the present case, the two pins represent an
input from power and an output to the light or lights to be
flashed. It should also be understood that other configurations for
two-pin flasher systems may also exist. The system of FIG. 5
utilizes a pair of similar thermal cycling switches 504, 506 that
control turn signals and hazard flashers, respectively. The turn
signal flasher 504 may connect to power via fuse box 502 and be
wired such that power is available only when the associated vehicle
ignition switch is turned on. The hazard flasher 506 may be
connected to fuse panel 502 such that power is continuously
available to the hazard flasher 506. Activation of the hazard
flasher may be controlled by switch 501 which begins thermal
cycling of the hazard flasher 506 providing power and illumination
to left rear lamp 106, left front indicator light 102, right front
indicator light 108, and right rear indicator light 112. An
instrument cluster 510 may be provided with a left turn indicator
512 and a right turn indicator 514. When the circuit has been
placed under control of the hazard flasher 506 by the switch 501,
both of the turn indicators 512, 514 may flash periodically in
unison. Where the turn signals are also utilized as hazard
flashers, a multi-function switch 500 may be provided for turning
on and off the turn signal flasher 504 as well as directing current
to the appropriate lamps on the right or left side of the
vehicle.
[0082] Referring now to FIG. 6A, a wiring diagram showing an
embodiment of a strobe module 300 according to aspects of the
present disclosure installed into the two-pin flasher system of
FIG. 5 is shown. Here the existing thermal hazard flasher 506 has
been replaced with the strobe module 300 of the present disclosure.
As mentioned above, the strobe module 300 in the present embodiment
interacts with the existing system via only two-pins. In the
present embodiment, the additional the ground lead is utilized 406.
The remaining inputs and outputs of the strobe module 300 (e.g.,
described with respect to FIG. 4) may be left unused or the strobe
module 300 may be manufactured only with the inputs and outputs
needed. In the configuration of FIG. 6A, when the hazard switch 501
is activated, the strobe module 300 will drive the signal lamps at
a strobing rate previously described. Thus, in the present
configuration, the strobe module 300 stands in for the replaced
hazard flasher 506.
[0083] Referring now to FIG. 6B, a wiring diagram showing an
embodiment of the strobe module 300 installed differently into a
two-pin flasher system is shown. One advantage of installing the
strobe module 300 in the manner shown in FIG. 6B is that the strobe
module 300 is only connected to battery power when activated by the
hazard switch 501. This can prevent a potential drain on the
vehicle battery that could result from the continuous operation of
the internal microcontroller and other components of the strobe
module 300. Here, outputs from the switch 501 selectively connect
the battery connection 404 of the strobe module 300 to the power.
When the strobe module 300 in the present configuration is provided
with power, the front left lamp output 430, rear left lamp output
432, front right lamp output 438, and rear right lamp output 440
are utilized to drive the individual respective front and rear turn
signals rather than driving all of them simultaneously via the
hazard signal out indicator 446 (which is unused in the
configuration of FIG. 6B). Left meter output 434 may be utilized to
drive the left turn indicator 512 and the right meter output 442
may be used to drive the right turn indicator 540.
[0084] Referring now to FIG. 7A, a wiring diagram of a three-pin
flasher system is shown. It should be understood that the three-pin
flasher system of FIG. 7 is only an example and that other
three-pin flasher systems may exist. In the three-pin flasher
system, the existing flash relay 706 provides cycling power on an
output based upon a setting of an ignition switch 702 and a hazard
switch 701. Three-pin flasher systems generally provide at least a
front left turn signal 102, a rear left signal 106, a front right
signal 108, and a right rear signal 112. A turn signal indicator
710 may also be provided. Under normal operation the turn signals
are controlled by the turn signal switch 705 which may comprise a
turn signal stalk next to a steering wheel. When power is on at the
ignition switch 702, the left or right side signal lights may be
periodically activated via the flash relay 706. The hazard switch
701 may be utilized to provide a cyclic flash via the flash relay
706 to all of the signal lights.
[0085] Referring now to FIG. 8, a wiring diagram showing an
embodiment of a strobe module 300 according to aspects of the
present disclosure installed into the three-pin flasher system of
FIG. 7 is shown. Here, the flash relay 706 has been replaced by the
strobe module 300 of the present disclosure. The battery lead 404
is connected to the hazard switch 701 and the signal out indicator
444 and the hazard signal out indicator 446 are connected both into
the relay system of the hazard switch 701 and the turn signal
switch 705. This allows the strobe module 300 to serve as the
provider of both strobing effects when the hazard switch 701 is
activated as a signaling light provider when the turn signal switch
705 is activated.
[0086] Referring now to FIG. 9, a wiring diagram of a four-pin
flasher system is shown. With the four-pin flasher system the
existing flasher device 906 interacts with the remainder of the
system via four separate pins. The system of FIG. 9 is more complex
than those previously discussed and a single switch 901 may be
utilized to activate both signal lights and hazard lights. This may
be powered via a fuse block 902 providing both full time power and
intermittent power based on the position of the ignition switch.
Some four-pin flasher systems utilize two left front turn signals
or indicator lights 102 and two right front turn signals or
indicator lights 108. Single right rear turn signals 112 and left
rear turn signals 106 are utilized. Each of these may be wired into
the combination switch 901. However, the flashing of the signal
lights is controlled by the existing flasher 906.
[0087] Referring now to FIG. 10, a wiring diagram showing placement
of the strobe module 300 of the present disclosure into the
four-pin flasher system of FIG. 9 is shown. Here, the strobe module
300 is connected via the combination switch 901 both on the
ignition connection 402 and the battery connection 404. Indication
to activate hazard lights by the combination switch 901 activates
both the battery connection 404 and the ignition connection 402 of
the strobe module 300. In turn, the strobe module 300 provides a
strobing signal on hazard signal out indicator 446. The hazard
signal out indicator 446 having been connected in place of the
previous flash output will cause the associated signal lights to be
driven in the previously described strobing fashion.
[0088] Referring now to FIG. 11, a wiring diagram of a five-pin
flasher system is shown. Five-pin flasher systems provide five-pin
connections to an existing flasher module 1106. As of previous
embodiments a fuse box 1102 may be connected to the existing
flasher module 1106 to provide power both when the ignition is on,
as well as a full time connection. The existing flasher module 1106
controls the flashing of both the turn signals and the hazard
flashers based on position information received from a
multi-function switch 1105. The multi-function switch 1105 provides
selective power to some or all of the left front signal light 102,
the right front signal light 108, the left rear signal light 106,
and the right rear signal light 112.
[0089] Referring now to FIG. 12, the five-pin flasher system of
FIG. 11 is shown with the strobe module 300 of the present
disclosure inserted therein. The strobe module 300 takes the place
of the flasher module 1106 of the existing system. When the
ignition connection 402 and the battery connection 404 are both
powered, the strobe module 300 provides strobing outputs on the
hazard signal output 446 and may provide a signal output on the
turn signal output 444. As before, the multi-function switch 1105
is wired to determine which of the signal lamps receive the
respective signal from the strobe module 300.
[0090] Referring now to FIG. 13, a wiring diagram of an eight-pin
flasher system is shown. The eight-pin flasher system of FIG. 13
interacts with the existing flasher relay 1306 via eight separate
pins. A turn switch 1305, which may be associated with a steering
column mounted stalk, signals to the existing flasher relay 1306
whether a left or right turn signal has been activated. The
existing relay then provides the appropriate flashing output on
either the left or right side signal lights. A separate hazard
flasher switch 1301 indicates to the existing flasher relay 1306
when a hazard condition has been signaled in the flasher relay 1306
illuminates all of the signal lights in the traditional flashing
manner.
[0091] Referring now to FIG. 14, a wiring diagram showing the
eight-pin flasher system of FIG. 13 equipped with a strobe module
300 according to aspects of the present disclosure is shown. Here,
the strobe module 300 is connected to an ignition power switch via
ignition connection 402 and is connected to the battery via battery
connection 404. The ground connection 406 is also utilized. Outputs
from the existing turn signal switch 1305 are provided in the case
of the left turn signal to the left turn signal switch input 412
and in the case of the right turn signal to the right turn signal
input 414. The separate hazard switch input low 410 is provided
since the shown eight-pin flasher system activates the hazard
flasher by grounding the pin. Based upon the signal received on
inputs 412, 414, 410 the strobe module 300 acts either as a turn
signal activating only the left or right side lights or acts as a
flash module and provides a strobing output on all of the signal
lights. These may include left side lamps 102, 104, 106 and right
side lamps 108, 110, 112. It will be appreciated that the strobe
module 300 may have outputs dedicated to each of the individual
lamp positions as previously described. These may each be used or
only one may be used for each side of the vehicle.
[0092] Referring now to FIG. 15, a wiring diagram of a flasher
system controlled by a BCM is shown. As previously described, BCM
systems are not necessarily well documented. However, based on
functions provided by various BCMs, certain internal components are
known (for example, as shown, interior to BCM 1510). Typically a
BCM will receive inputs both from a hazard switch 1506 as well as
turn signal indicators. Left side outputs 1512 controls the left
side lamps 102, 104, 106 and a right side output 1514 may control
right side lamps 108, 110, 112.
[0093] Referring now to FIG. 16A, a wiring diagram showing the
strobe module 300 of the present disclosure installed in a BCM
system is shown. In the installation of FIG. 16A the strobe module
300 may be required to be separately connected to the ignition by
the ignition connection 402 and to the battery by the battery
connection 404. The strobe module 300 then intercepts the output
from the BCM 1510 to determine when signal lights or hazard lights
have been activated. All or only part of the connections available
on the BCM input block 306 may be utilized. These may include a
front left lamp input 418, a rear left lamp input 422, a left
mirror lamp input 426, as well as the corresponding inputs on the
right side of the vehicle such as the front right lamp input 414,
the rear right lamp input 422, and the right mirror lamp input 428.
Similarly, depending upon the particular configuration all or
perhaps only some of the lamp driving outputs of the strobe module
300 may be utilized. For example, regarding the left side of the
vehicle, the left mirror lamp output 416, the front left lamp
output 430, the rear left lamp output 432, and/or the meter output
434 may be utilized. With regard to the right side of the vehicle,
the right mirror lamp output 436, the right front lamp output 438,
the right rear lamp output 440, and/or the meter output 442 may be
utilized. Lamps may include but are not limited to the left front
lamp 102, left mirror lamp 104, and left rear lamp 106. On the
right side, the lamps may include but are not limited to the front
right lamp 108, the front mirror lamp 110, and the right rear lamp
112.
[0094] Referring now to FIG. 16B is a wiring diagram showing an
embodiment of a strobe module installed into the BCM controlled
flasher system of FIG. 15 via modification of a microcontroller. As
previously described, and as known to those of skill in the art,
the BCM 1510 may comprise one or more microcontrollers or central
processing units 1602. The CPU 1602 may execute the logic
associated with the various functions of the BCM including, but not
limited to, operation of the signal lights and hazard lights. Here,
the BCM 1602 is configured to directly control the strobing
functions of the hazard lights as described herein (in contrast to
the system of FIG. 16A where the strobing functions are implemented
"downstream" of the BCM). This may be accomplished by an auxiliary
chip 1604 that may contain memory and instructions for proper
timing of the hazard lights (e.g., a strobe effect or effects).
Such an auxiliary chip 1604 may be wired to the BCM 1602 directly
or may communicate with the BCM 1602 via a bus (not shown) such as
a controller area network (CAN) bus (many vehicles today are
already equipped with a CAN bus). In another embodiment, additional
chips or memories are not needed as the BCM 1510 contains all of
the necessary logic and timing information to drive the vehicle
lights in a strobing fashion in response to inputs from the hazard
switch and/or signal stalk.
[0095] It should be understood that the various configurations
described above and illustrated in FIGS. 5-16B employing various
embodiments of strobe modules according to the present disclosure
are illustrative only, and should not be taken as exhaustive. One
of skill in the art can develop additional configurations employing
the functions and abilities of various embodiments of strobe
modules (e.g., strobe module 300) described herein.
[0096] In operation, once installation is complete, and depending
upon the existing vehicle circuitry and the limitations inherent
therein, more than one strobe pattern may be accessed and activated
by the driver or user. For example, upon an initial activation of
the strobe module 300 in the context of deployment of a hazard
switch, the strobe module 300 may be programmed to flash in the
traditional manner (e.g., with a cycle of about 2 Hz). A second
press of activation of the vehicles hazard switch (e.g., hazard
switch 206 of FIG. 2) may result in the strobe module switching
from a slow cycle to a strobing cycle (e.g., around 8 Hz). Further
options can be embedded or programmed into strobe module (e.g.,
using the microcontroller 102) such as strobe pattern that moves
from right to left or vice versa. One such pattern is illustrated
in FIG. 17 where the left side lights strobe briefly and then cease
while the right side lights strobe slightly longer before the cycle
repeats. This is suggestive that traffic or other observers of the
hazard lights should move to the right. A similar pattern can be
developed to suggest movement to the left as shown in FIG. 18.
[0097] An exemplary state diagram corresponding to the operation of
the strobe module 300 is shown in FIG. 19. In some embodiments,
continued presses of the hazard switch are needed to cycle the
strobe module, as shown in FIG. 19. An off state is shown at 1902.
A single button press 1901 or switch throw (e.g., deployment of the
hazard switch 206) may move the strobe module 300 to a traditional
flashing configuration 1902. From here, another press 1901 moves
the strobe module 300 to a strobe 1904. In some embodiments,
further presses 1901 move the module 300 to a right to left strobe
1906 and a left to right strobe 1908. However, depending upon the
switch gear available in the existing vehicle into which the strobe
module 300 is installed, a single, long press 1910 of the hazard
switch may be used to reset the strobe module to off 1902 from any
other state. In another embodiment, cycling or interrupting the
power supply to the strobe module through the ignition (e.g.,
ignition connection 402) may be employed to "reset" the strobe
module 300.
[0098] It is to be understood that the terms "including",
"comprising", "consisting" and grammatical variants thereof do not
preclude the addition of one or more components, features, steps,
or integers or groups thereof and that the terms are to be
construed as specifying components, features, steps or
integers.
[0099] If the specification or claims refer to "an additional"
element, that does not preclude there being more than one of the
additional element.
[0100] It is to be understood that where the claims or
specification refer to "a" or "an" element, such reference is not
be construed that there is only one of that element.
[0101] It is to be understood that where the specification states
that a component, feature, structure, or characteristic "may",
"might", "can" or "could" be included, that particular component,
feature, structure, or characteristic is not required to be
included.
[0102] Where applicable, although state diagrams, flow diagrams or
both may be used to describe embodiments, the invention is not
limited to those diagrams or to the corresponding descriptions. For
example, flow need not move through each illustrated box or state,
or in exactly the same order as illustrated and described.
[0103] Methods of the present invention may be implemented by
performing or completing manually, automatically, or a combination
thereof, selected steps or tasks.
[0104] The term "method" may refer to manners, means, techniques
and procedures for accomplishing a given task including, but not
limited to, those manners, means, techniques and procedures either
known to, or readily developed from known manners, means,
techniques and procedures by practitioners of the art to which the
invention belongs.
[0105] For purposes of the instant disclosure, the term "at least"
followed by a number is used herein to denote the start of a range
beginning with that number (which may be a ranger having an upper
limit or no upper limit, depending on the variable being defined).
For example, "at least 1" means 1 or more than 1. The term "at
most" followed by a number is used herein to denote the end of a
range ending with that number (which may be a range having 1 or 0
as its lower limit, or a range having no lower limit, depending
upon the variable being defined). For example, "at most 4" means 4
or less than 4, and "at most 40%" means 40% or less than 40%. Terms
of approximation (e.g., "about", "substantially", "approximately",
etc.) should be interpreted according to their ordinary and
customary meanings as used in the associated art unless indicated
otherwise. Absent a specific definition and absent ordinary and
customary usage in the associated art, such terms should be
interpreted to be .+-.10% of the base value.
[0106] When, in this document, a range is given as "(a first
number) to (a second number)" or "(a first number)-(a second
number)", this means a range whose lower limit is the first number
and whose upper limit is the second number. For example, 25 to 100
should be interpreted to mean a range whose lower limit is 25 and
whose upper limit is 100. Additionally, it should be noted that
where a range is given, every possible subrange or interval within
that range is also specifically intended unless the context
indicates to the contrary. For example, if the specification
indicates a range of 25 to 100 such range is also intended to
include subranges such as 26-100, 27-100, etc., 25-99, 25-98, etc.,
as well as any other possible combination of lower and upper values
within the stated range, e.g., 33-47, 60-97, 41-45, 28-96, etc.
Note that integer range values have been used in this paragraph for
purposes of illustration only and decimal and fractional values
(e.g., 46.7-91.3) should also be understood to be intended as
possible subrange endpoints unless specifically excluded.
[0107] It should be noted that where reference is made herein to a
method comprising of two or more defined steps, the defined steps
can be carried out in any order or simultaneously (except where
context excludes that possibility), and the method can also include
one or more other steps which are carried out before any of the
defined steps, between two of the defined steps, or after all of
the defined steps (except where context excludes that
possibility).
[0108] Further, it should be noted that terms of approximation
(e.g., "about", "substantially", "approximately", etc.) are to be
interpreted according to their ordinary and customary meanings as
used in the associated art unless indicated otherwise herein.
Absent a specific definition within this disclosure, and absent
ordinary and customary usage in the associated art, such terms
should be interpreted to be plus or minus 10% of the base
value.
[0109] Thus, the present invention is well adapted to carry out the
objectives and attain the ends and advantages mentioned above as
well as those inherent therein. While presently preferred
embodiments have been described for purposes of this disclosure,
numerous changes and modifications will be apparent to those of
ordinary skill in the art. Such changes and modifications are
encompassed within the spirit of this invention as defined by the
claims.
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