Improved communication system for vehicle hazard lights

Abstract

To enhance a citizen's ability to visually transmit safety matters to others during emergency situations.SOLUTION: A system for implementing strobing of existing vehicle hazard lamps includes: 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, to the vehicle wiring harness through the interface, an electrical output that causes a strobing of existing vehicle hazard lamps.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] Cross-citation of related applications This application claims priority to U.S. Patent Application No. 14 / 875,883, filed October 6, 2015, entitled "ENHANCED COMMUNICATION SYSTEM FOR VEHICLE HAZARD LIGHTS". U.S. Patent Application No. 14 / 875,883 claims priority to U.S. Provisional Patent Application No. 62 / 083,619, filed November 24, 2014, entitled "VISUAL EMERGENCY COMMUNICATION SYSTEM WITH AUTOMATIC DEPLOYMENT CAPABILITY FOR EXISTING VEHICLE WIRING SYSTEMS", and U.S. Continued Patent Application No. 14 / 933,881, filed November 5, 2015, entitled "ENHANCED COMMUNICATION SYSTEM FOR VEHICLE HAZARD LIGHTS". All of these are hereby incorporated by reference in their entirety into this application. Field of Invention This disclosure relates to emergency lights or hazard lights for automobiles, RVs, trailers, motorcycles, and vehicles in general, and more particularly to emergency lights or hazard lights that flash to provide visual commands in order to enhance safety and visibility. Prior Art

[0002] The advent of light-emitting diode (LED) technology has improved luminescence to the point where vehicle lighting is becoming more effective as a visual signal in emergency and hazardous situations. Emergency services, law enforcement, traffic control, and other government agencies have recognized this fact and have added separate strobe lighting systems to their vehicles. These systems are added to what would otherwise be the factory stock lighting setup and operate using a separate wiring and switch platform from the existing hazard lamp circuit. Domestic and international automakers are developing blinkers and hazard emergency lights for vehicles that produce a blink or flash. To achieve this, blinker switches based on technology from decades ago are often used. Even when newer microcontrollers are used, they only perform the same well-known signaling and hazard blinking behavior from decades ago.

[0003] Problems associated with existing systems and operating modes related to emergency flashers are: In emergencies, double blinker flashing is used, for example, on the roadside. The problem is that they are not visible and fail to provide a clear visual communication to other drivers that a safety hazard exists. Many citizens are killed every year while using their flashing hazard lights in road emergencies. Flashing or double-flashing emergency lights are ineffective against strobe hazard lights. It's nowhere near that level.

[0004] Another problem with existing emergency lights is that they are not always deployed when a genuine emergency occurs. Occupants may be injured, and for other reasons, they may not be deployed when they are most needed. A broken-down vehicle on the road is a danger to other vehicles and the occupants of all vehicles. In other cases, the vehicle may be moved away from the road to minimize the risk of further collision. However, hazard lights can be extremely important in quickly locating a vehicle that has gone off the road, whether intentionally (e.g., to break away from the flow of traffic) or as a result of an accident.

[0005] Laws regarding strobing lights on vehicles apply to emergency vehicles or law enforcement vehicles. For example, emergency vehicles and police vehicles are required to have lights on the top of the vehicle. - or combinations of strobing colors installed in other locations. There are laws that reserve the right to use strobe lights. These laws are in place because of their high visibility and attractiveness. Attention grabbing attributes, as well as useful visual information and instructions, The ability to provide information to others further strengthens the conviction that it is extremely effective in vehicle emergencies. ramp up. [Overview of the project] [Problems that the invention aims to solve]

[0006] With the increasing use of cell phones and the growing safety concerns surrounding text messaging (while driving), there is a need to enhance citizens' ability to visually communicate their safety in emergencies while they are on the roadside and without leaving their vehicles. There is also a need for automated visual emergency communication systems to enhance citizens' ability to automatically notify others in emergency situations where the operator is unable to activate such a visual communication system mounted on themselves.

[0007] What is needed are systems and methods for addressing the above issues and related problems. [Means for solving the problem]

[0008] In one aspect, the present invention includes a system for realizing the flashing of existing vehicle hazard lights. The system includes an interface to a vehicle wiring harness configured to receive input to an existing vehicle flasher module, and a strobe circuit that responds to an activation signal from the vehicle wiring harness, indicating a hazard flasher deployment event by generating an electrical output through this interface to the vehicle wiring harness that causes the existing vehicle hazard lights to flash. The flashing effect for each of the existing vehicle hazard lights has a cycle that is perceptibly faster than the cycle of the existing vehicle signal light. The user is notified of the deployment of the hazard flasher by an existing vehicle hazard flasher switch located inside the vehicle.

[0009] The strobe circuit provides multiple different flashing effects via a wiring harness, and the flashing effects are selected by a subsequent activation signal that instructs the subsequent deployment of hazard flashers. At least one of the flashing effects indicates a direction signal by flashing existing vehicle lamps on either the left or right side of the vehicle before those on the other side. The interface and strobe circuit may be integrated components that replace existing vehicle flasher modules.

[0010] The flashing effect for each of the existing vehicle hazard lights has a cycle of at least 4 Hz. The strobe circuit may further include a programmable microcontroller and may further include an accelerometer. The flashing of the existing vehicle hazard lights may be generated in response to a predetermined acceleration event detected by the accelerometer. The strobe circuit may be interfaced with an existing vehicle safety system and the flashing of the existing vehicle hazard lights may be generated in response to notification of a predetermined safety-related event by the existing vehicle safety system.

[0011] In another aspect of the present disclosure, the invention includes a vehicle illumination safety device comprising at least one left signal input, at least one right signal input, and at least one hazard input. The device comprises a microcontroller communicably coupled to at least two signal inputs and at least one hazard input, and a device communicably coupled to the microcontroller. The microcontroller includes an output capable of driving multiple vehicle-mounted light-emitting diodes (LEDs) divided into left and right groups. The microcontroller operates the left LED group in a cyclic manner in response to a signal received on at least one left signal input. The microcontroller operates the right LED group in a cyclic manner in response to a signal received on at least one right input signal. The microcontroller operates both the left and right LED groups in a blinking manner in response to a signal received on at least one hazard input.

[0012] The microcontroller can also operate the left and right LED groups in a number of flashing patterns selected by at least one hazard input. Furthermore, the device may include an accelerometer communicatively coupled to the microcontroller, which operates both the left and right LED groups in a flashing manner in response to input received from the accelerometer. The microcontroller can interface with an existing vehicle safety system and operate both the left and right LED groups in a flashing manner in response to notification of a predetermined safety-related event by this existing vehicle safety system.

[0013] In one embodiment, a microcontroller is communicatively coupled to at least two signal inputs and at least one hazard input via an existing vehicle wiring harness. The microcontroller may operate both the left and right light-emitting diode groups in a blinking manner in response to a signal received on at least one hazard input at a frequency of at least 8 Hz.

[0014] In another embodiment, the present invention includes a vehicle safety device. This vehicle safety device includes a microcontroller and a vehicle wiring harness that receives left signal, right signal, and The device includes an analog input block configured to receive an input indicating the deployment of a hazard flasher, and a vehicle body control module input block configured to receive inputs from a vehicle body control module indicating a left signal, a right signal, and a hazard flasher. The device also has an output signal block configured to drive at least a left front signal light, a right front signal light, a left rear signal light, and a right rear signal light. The microcontroller accepts inputs from either the analog input block or the vehicle body control module input block to determine when the hazard flasher is deployed, and when the hazard flasher is deployed, drives at least the left front signal light, the right front signal light, the left rear signal light, and the right rear signal light with a repeating flash pattern that includes portions having a cycle rate faster than the signal light cycle rate.

[0015] In one embodiment, the microcontroller drives at least the left front signal light, right front signal light, left rear signal light, and right rear signal light in multiple blinking patterns. The multiple blinking patterns may be selected by the user using an existing vehicle hazard lamp switch. In response to an input indicating a left signal, the microcontroller may drive at least the left front signal light and left rear signal light in a repeating non-blinking pattern, and in response to an input indicating a right signal, it may drive at least the right front signal light and right rear signal light in a repeating non-blinking pattern.

[0016] In one embodiment, the analog input block may accept 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.

[0017] In another aspect of the present disclosure, the invention includes a vehicle light-emitting safety device. This vehicle light-emitting safety device includes at least one hazard input communicably coupled to a driver-operated hazard lamp switch located inside the vehicle, and communicably connected to at least one hazard input. A microcontroller coupled to the energy, and an output communicably coupled to the microcontroller and capable of driving a plurality of vehicle-mounted light-emitting diodes, at least a part of the light-emitting diodes selectively operating as a direction indication signal light based on the operation of a signal light lever mounted on the steering shaft of the vehicle. The microcontroller has at least In response to receiving a signal on at least one hazard input, both of the plurality of light-emitting diodes are operated in a flashing state. In some embodiments, the microcontroller includes a vehicle body control module. In other embodiments, the microcontroller receives a hazard input via the vehicle body control module.

Brief Description of the Drawings

[0018] [Figure 1] FIG. 1 shows an example of the arrangement of signal indicators and hazard flashers on a typical vehicle. [Figure 2A] FIG. 2A shows an example of a vehicle dashboard and an example of the arrangement of certain control means. [Figure 2B] FIG. 2B shows an example of a vehicle wiring harness and the position for replacing a strobe module with a flash relay. [Figure 3] FIG. 3 is a block diagram of a strobe module for a vehicle hazard lamp according to an aspect of the present disclosure. [Figure 4] FIG. 4 is a schematic input / output diagram of a strobe module according to an aspect of the present disclosure. [Figure 5] FIG. 5 is a wiring diagram of a two-pin flasher system. [Figure 6A] FIG. 6A is a wiring diagram showing an embodiment when the strobe module according to an aspect of the present disclosure is installed in the general-purpose two-pin flasher system of FIG. 5. [Figure 6B]Figure 6B is a wiring diagram showing an embodiment in which a strobe module according to an aspect of the present disclosure is installed in a different manner on the general-purpose 2-pin flasher system of Figure 5. [Figure 7] Figure 7 is a wiring diagram of a 3-pin flasher system. [Figure 8] Figure 8 is a wiring diagram showing an embodiment in which a strobe module according to an aspect of this disclosure is installed in the 3-pin flasher system of Figure 7. [Figure 9] Figure 9 is a wiring diagram of a 4-pin flasher system. [Figure 10] Figure 10 is a wiring diagram showing an embodiment in which a strobe module according to an aspect of this disclosure is installed in the 4-pin flasher system of Figure 9. [Figure 11] Figure 11 is a wiring diagram of a 5-pin flasher system. [Figure 12] Figure 12 is a wiring diagram showing an embodiment in which a strobe module according to an aspect of this disclosure is installed in the 5-pin flasher system of Figure 11. [Figure 13] Figure 13 is a wiring diagram of an 8-pin flasher system. [Figure 14] Figure 14 is a wiring diagram showing an embodiment in which a strobe module according to an aspect of this disclosure is installed in the 8-pin flasher system of Figure 13. [Figure 15] Figure 15 is a wiring diagram of the flasher system controlled by the Body Control Module (BCM). [Figure 16A] Figure 16A is a wiring diagram showing an embodiment of a strobe module installed in the BCM-controlled flasher system shown in Figure 15. [Figure 16B] Figure 16B is a wiring diagram showing an embodiment of a strobe module installed in the BCM-controlled flasher system of Figure 15, with modifications to the microcontroller. [Figure 17] Figure 17 is a timing diagram showing the on and off states of the left and right signal lamps over time in the left-right signal generation pattern. [Figure 18] Figure 18 is a timing diagram showing the on and off states of the left and right signal lamps over time in the right-left signal generation pattern. [Figure 19] Figure 19 is a state diagram corresponding to one method of operating a strobe module according to an aspect of this disclosure. [Modes for carrying out the invention]

[0019] In various embodiments of this disclosure, devices and systems are realized that provide improved visual communication cues by replacing or adding to existing signal and / or hazard lights in automobiles. Most vehicle signal and hazard lights flash on and off at a rate of one to two times per second, i.e., 1 to 2 Hz. Such rates are believed to be suitable for signaling lane changes and other non-emergency situations. However, existing vehicle and hazard light flasher systems have taken into consideration the need and effectiveness of using an enhanced flash rate to communicate emergency situations. No. A vehicle traveling at 70 miles per hour will travel more than 50 feet before one 2Hz cycle is completed. This distance can mean the difference between an accident and a close call. Furthermore, reaction time and the ability to operate or stop must also be taken into account. The faster a driver notices a problem, the more likely they are to have time to avoid a serious accident.

[0020] For the purposes of this disclosure, a high flash rate is defined as a rate that is perceptibly modified from the higher end of a typical flash rate of approximately 2 Hz, or having at least one component of a flash cycle with an increased flash velocity. For the purposes of this disclosure, it would be preferable to refer to such a flash rate as a “strobe” rather than a flash or signal. In some embodiments, a strobe has a cycle rate of 3 Hz or higher (slower rates can also be considered “high” or “strobing” as long as there is a perceptible increase in rate compared to the rate of a typical signal light). In other embodiments, the strobe rate is 4 Hz or higher, representing twice the flash rate of the fastest typical vehicle signal light or hazard lights. There is appropriate delineation and contrast between the light and dark periods, and the light is fast bright. The more dimmed it is, the more the attractiveness of this light is perceived. Therefore, in other embodiments, the strobe rate is 6 Hz, that is, a standard signal light or hazard lamp or It is three times faster than the fastest flash rate expected to be emitted. In yet another embodiment, the strobe rate is 8 Hz or higher.

[0021] Furthermore, strobed illumination (for example, a light-dark cycle repeating at 2Hz or higher) It should be understood that this may include and generate a light emission pattern that includes longer periods of darkness, i.e., non-illumination. In the context of this disclosure, the term "strobe" includes flashing light patterns, some of which are strobes as defined above, and others which are dark, i.e., non-illumination, steady-state illumination (maximum or partial maximum output), or flashes at a slower rate than a strobe. It should also be understood that the term "strobe" includes patterns that include a variable-frequency strobe portion. A non-limiting example of such a pattern would be one that starts flashing at 2 Hz, increases to 8 Hz or higher over time, then repeats, or transitions to another pattern. Furthermore, in various embodiments of this disclosure, signal lights (e.g., left and right signals) may be maintained at a normal 1-2 Hz, while emergency lights or hazard flashers may be deployed at a strobe rate or strobe pattern. It should be so. Furthermore, as will be explained in detail below, when the hazard flasher is deployed, the slower, normal flash rate may also be made available if necessary.

[0022] For many years, emergency vehicles have been equipped with bright, fast-repeating flashing systems. These are based on complex mechanical systems, including rotating reflectors, that increase the apparent flash rate beyond what is normally achievable with conventional incandescent-based circuits. Unfortunately, such systems are specialized add-ons to basic underlying vehicles and are not typically available to the general public, even for legitimate purposes, or are not cost-effective. New systems based on light-emitting diodes (LEDs) While available, this is also specialized equipment, typically added to the vehicle after it has left the manufacturer, requiring separate control means, circuits, and possibly input from the factory vehicle. It requires power from an available source.

[0023] Conventional signaling systems for consumer vehicles, and their associated hazard flashing systems, have a flashing rate of approximately 1-2 Hz. This is partly based on the use of incandescent bulbs in older systems (typically 6V or 12V bulbs), relying on an internal filament that heats up and incandescent to operate. The filament does not incandescent sufficiently until power is applied for a sufficient amount of time, and therefore cannot provide a proper visual cue. Furthermore, they do not instantly stop incandescence when power is cut off. In other words, the rate at which the signaling light or hazard flasher can be repeated is limited. Other drawbacks also existed, based on the fact that the original circuit driving the flashing action was based on an analog thermal switch or other electromechanical component and could not drive an incandescent bulb at a rate far exceeding approximately 2 Hz. In the limited scope of this disclosure, the notification (signaling) Existing vehicle circuits that perform periodic activation of light for hazard indication (regardless of whether they are based on thermal switches or other methods) are called flasher modules or relays, signal modules or relays, or blinker modules or relays.

[0024] While strobe lights based solely on analog circuits have been available for some time, they require a transformer, capacitor, and dedicated gas discharge tube to generate a voltage of several hundred volts to operate. Even in this case, they are not suitable for consumer use in typical automobiles.

[0025] LED lighting systems are now standard equipment and accepted in many vehicle models. LED upgrade kits are available for both older and newer vehicles. However, LED lighting systems operate similarly to incandescent lighting systems and provide the same functionality that was available with incandescent lighting systems (except for higher efficiency and / or brightness).

[0026] In various embodiments, this disclosure provides systems and methods for obtaining a strobing effect in existing light-emitting systems for factory standard automobiles. Such systems and methods rely on existing wiring, LED lights, and control means (such as switches). In other embodiments, the systems and methods of the Disclosure were produced without using LED lights but are applicable to vehicles upgraded from basic incandescent bulbs, or at least from lights where a stroboscopic effect was previously required. Such embodiments can employ existing wiring and utilize existing control means. In other words, embodiments of the Disclosure make the stroboscopic effect of vehicle signal lights, brake lights, or other existing lights available to the driver or occupants of the vehicle and can operate in conjunction with existing, familiar hazard light switches or other activation means. The automatic deployment of the stroboscopic effect can be linked to signals received from existing vehicle control or safety systems, for example, in response to airbag deployment, ABS activation, sudden braking, rollover, etc. It is also possible to add at least some automatic deployment features for older vehicles based on the use of a separate accelerometer not present in the existing vehicle system. Various Embodiments of the Disclosure It can be installed or implemented as factory standard equipment at the time of manufacture, or it can be installed or implemented as a fully after-sales market system, relying on factory-installed control means, wiring, and, where possible, existing light bulbs.

[0027] Referring now to Figure 1, various examples of signal light and / or hazard lamp arrangements are shown on a typical automobile 100. The terms automobile, car, and vehicle are used interchangeably herein, and the systems and methods of this disclosure are all of these. It should be understood that they are equally applicable. When the terms lamp, light, indicator, flasher, signal, and blinker are used in this disclosure in the context of the strobe systems introduced herein, they mean LED lights positioned on a vehicle or automobile 100 so as to be visible to other drivers or observers outside the vehicle. Figure 1 shows automobile 100 from the side, front, and rear views. The left front indicator light 102, left indicator light 104, and left rear indicator light 106 can be seen in typical positions on automobile 100. Similarly, along the right side of automobile 100 are the right front indicator light 108, right indicator light 110, and right rear indicator light 112. It should be understood that the arrangement of indicator lights is illustrative only, and this disclosure is not limited to the arrangements shown. In most, if not all, available vehicles, the left front indicator light 102 and the right front indicator light 108 are typically positioned in front of the vehicle 100 and visible to oncoming or approaching traffic. These are typically positioned further forward than the left indicator light 104 and the right indicator light 110, which are typically visible from the side of the vehicle 100 (if the vehicle is equipped with them). The left indicator light 104 and / or the right indicator light 110 may also be mounted on the body of the vehicle 100 or in other locations, rather than on the mirrors. Finally, the left rear indicator light 106 and the right front indicator light 108 are typically mounted at the rear of the vehicle 100 so that they are visible to traffic behind the vehicle 100.

[0028] As previously described, the various indicator lights may be LED lights, or originally incandescent bulbs (or a mixture of the two), but may have been replaced with LED lights to enable effective strobe operation, as provided by various embodiments of this disclosure. In various embodiments of this disclosure, the position, arrangement, and color of existing lights are retained as they were when the vehicle was manufactured, or are manufactured and produced without using any of the systems of this disclosure.

[0029] Referring now to Figure 2A, the vehicle dashboard 202 is shown. Dashboard 202 is intended to represent any vehicle dashboard as is widely known to the public. The turn signal stalk 204 is typically located to the left of the steering wheel. It is activated to activate the signal light. Normally, moving the direction indicator lever 204 down indicates the left signal, and moving the direction indicator lever 204 up indicates the right signal. When activated, the appropriate signal light illuminates in a slow, periodic flash.

[0030] The hazard flasher button 206 can be located in various positions inside the vehicle. Here, the hazard flasher button 206 is shown in the center of the vehicle dashboard 202, but it can also be located on the steering wheel axis, below the vehicle dashboard 202, or in other locations.

[0031] Embodiments of the present disclosure are designed to operate in conjunction with existing signal and hazard light control means (e.g., turn signal lever 204 and hazard flasher button 206) and require no separate control means to be learned or memorized by the driver or user. As described below, some embodiments of the present disclosure allow selection from various strobe or flash lights. These can be achieved by successively pressing the hazard flasher button 206. No separate manual control means is required or provided. In other words, the user is not presented with a multitude of confusing choices or control means in an emergency, nor do they have to worry about undesirable modifications being visible inside the vehicle.

[0032] Referring now to Figure 2B, an example of a vehicle wiring harness 208 and the location where the strobe module replaces the flash relay are shown. Wiring harness 208 is shown only as the portion of the harness that interconnects with the strobe module 300 according to an embodiment of this disclosure. It should be understood that the wiring harness may be assembled from numerous separate pieces throughout the vehicle. According to an embodiment of this disclosure, the strobe module 300 is It replaces the existing flasher relay device and provides a strobe circuit for the hazard lights in the existing vehicle. The strobe module 300 can even be mounted in the same location as the original relay. In one embodiment, the strobe module 300 is pin-compatible with the existing connector 214 on the wiring harness 208 and relies on power supply, signaling, and other connections provided via the wiring harness 208 for function. It performs all of the above. These functions are described below. In other embodiments, an adapter (not shown) may be interposed between the strobe module 300 and the wiring harness connector 214 so that one embodiment of the strobe module 300 can be connected to a wide range of vehicles and wiring harnesses.

[0033] In some embodiments, as described below, the strobe module 300 may not be able to provide the maximum possible functionality by interfacing with the vehicle only via the wiring harness 208. In such cases, additional leads can be run for 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 with the vehicle via the connector 214, but may be superimposed or wired within the vehicle at a convenient location for receiving output from the BCM and driving the associated vehicle light (as further described below).

[0034] For the purposes of this disclosure, any electronic or electromechanical device having means of control or programmable control (whether reprogrammable or not) over vehicle signal lights or hazard lights is considered a BCM. A BCM may incorporate one or more silicon-based processors, microprocessors, controllers, microcontrollers, chips, gate arrays, or other logic devices. In some cases, a BCM may also incorporate relatively complex multifunctional components, such as a system-on-a-chip device. Additional names or reference names for a BCM may include, but are not limited to, computer, control unit, electronic control unit (ECU) body computer, body computer module, body controller, vehicle control module, and onboard controller. A BCM may or may not control additional aspects of the vehicle in addition to hazard lights or signal lights.

[0035] An existing mounting point 210 may be provided on the vehicle for physically positioning and mounting the original flasher relay. The same location 210 may also be used to house and secure the strobe module 300. In embodiments in which the strobe module 300 interfaces with the vehicle at least partially via a wiring harness 208, the mounting point is preferably close to the connector 214.

[0036] Referring now to Figure 3, a block diagram of a strobe module for vehicle hazard lights according to the present disclosure is disclosed. The arrows in Figure 3 indicate signaling, information, and This indicates the direction of power flow. In the embodiment shown in Figure 3, the main functions of the strobe module 300 are provided by a microcontroller 302. The microcontroller 302 may be a general-purpose microcontroller suitable for the environment in which it is used (e.g., inside a vehicle or in the engine compartment). The microcontroller 302 can be programmed, for example, using assembly language, or a more advanced language where appropriate. In some embodiments, the microcontroller 302 may be less sophisticated than a general-purpose microcontroller and may include a field-programmable gate array (FPGA), etc. Application-specific integrated circuits (ASICS) may also be used.

[0037] Furthermore, in order to perform the functions of the microcontroller 302 and to provide integrated memory and storage, I / O ports, D / A, A / D, timing functions, etc., the system is turned ON. It may also be acknowledged that chip devices may be used. In some cases, even wireless communication capabilities can be provided on a single chip. Such embodiments fall within the scope of this disclosure and merely involve removing certain aspects or functions of the strobe module 300 from various individual components as described herein and integrating them onto a single silicon device.

[0038] In the embodiment shown in Figure 3, the microcontroller 302 receives input from the analog input block 304. The analog input block 304 provides a signal connection to vehicles that rely on older or conventional analog blinker or hazard flasher modules. The analog input block 304 provides the appropriate leads and connections (e.g., via connector 214) to mimic the interface of various conventional flasher systems to vehicles. These include, for example, existing 2, 3, 4, 5, or 8-pin flasher schemes. Detailed wiring diagrams for these systems are described below. However, the function is similar in each case. The strobe module 300 operates based on the microcontroller 302, reading or accepting signals or voltages that would normally be supplied to an existing flasher module or relay, and replicating the appropriate output signals or voltages in the output signal block 308. The output signal block 308 connects to a downstream electrical component responsible for illuminating the associated signal light (often the only existing downstream component is a light bulb or LED visible to other drivers). For example, a driver might push the signal light stalk upward to signal a right turn. This typically sends a signal in the form of a voltage to a flasher relay. In response, the existing signal module or hazard module illuminates the associated signal light periodically as before. Alternatively, the driver might deploy the hazard lamp switch, and in response, the existing hazard module illuminates all signal lights periodically. The strobe module 300 replicates this function as a replacement for the existing hazard or signal module. However, when activating the hazard lamps (as shown in the analog input block 304), the microcontroller 302 is programmed to deploy the signal light or hazard lamps in a strobe pattern.

[0039] As mentioned above, strobing light appears to be substantially different from ordinary flashing light as seen in automobiles until today. However, since strobing light is an attention grabbing device associated with dangerous situations, when a simple signal light is indicated in analog input block 304... In some cases, it may be a better option not to blink the associated light. Therefore, the microcontroller 302 should be programmed so that when a turn signal is indicated, the associated light or LED flashes rather than strobes, provided that such a distinction is supported by the existing vehicle wiring.

[0040] In one embodiment, the strobe module 300 is deployed or implemented in a newer vehicle that may utilize a computer or set of computers called a body control module (BCM) that controls functions unrelated to the engine. The signal lever and hazard flasher button may be directly connected to the BCM, which will deploy the signal light as a signal light (one side only) or as a hazard lamp (both sides simultaneously). The system of this disclosure can be implemented by the initial programming (or reprogramming, where permitted) of the BCM. However, on vehicles that are already assembled and on the road, accessing and reprogramming the BCM is generally time-consuming and prohibitively expensive, making it unlikely to gain widespread acceptance. Furthermore, the circuit diagrams and programming routines of the BCM are rarely made public. Therefore, the strobe module 300 may also have a BCM input block 306 instead of (or in addition to) the analog input block 304.

[0041] The BCM input block 306 may include a series of leads wired to intercept outputs from an existing BCM that drives vehicle signals and hazard lights. When the microcontroller 302 detects that the BCM is emitting signal light, the output signal block 308 can be used to activate the associated light in a conventional notification manner. On the other hand, if the microcontroller 302 detects that the BCM is emitting a hazard flash on the BCM input block 306, the output signal block 308 is used to drive a stroboscopic effect to external light, as described above.

[0042] The output signal block 308 provides electrical connections to each bulb or LED that forms an existing part of the vehicle's signal or hazard flasher system in which it is installed. Such connections may include connections to light visible from outside the vehicle and indicator light visible to the driver. The microcontroller 302 may or may not have capacitance to directly drive the LEDs, including those in the vehicle's flasher or signaling system. Consequently, as is well known in the art, an amplifier, relay, or other circuit capable of driving the LEDs as required may constitute the output signal block 308, while the output signal block 308 drives the LEDs.

[0043] The power module 310 can be integrated with the strobe module 300 to supply power to the microcontroller 302, the output signal block 308, and / or other components. The power module can be configured to draw power from the vehicle's existing 12-volt system. In other embodiments, power can be drawn from a regulated accessory bus (e.g., 5V, 12V, or other). It can also be done this way.

[0044] A power management circuit 312 may be provided to convert the voltage received by the power module 310 into a voltage that can be used by other components of the strobe module 300. The power management circuit 312 can also prevent power surges or spikes from reaching the microcontroller 302 and other sensitive components. In one embodiment, a battery backup may be provided for the microcontroller 302. Where space and / or battery capacity allow, the backup battery may even drive the LEDs via the output signal block 308 when the vehicle's electrical system is depleted or fails, for example, due to prolonged damage in a collision.

[0045] The microcontroller 302 can be configured to communicate with various existing vehicle subsystems for the automatic deployment of strobe lights. For example, it can be configured to flash emergency lights in the event of airbag deployment. Similarly, the microcontroller 302 can activate strobe lights when the deployment of the anti-lock brake system or stabilization system is detected. In some embodiments, deactivation of the strobe lights can also be automated based on information received from other vehicle subsystems.

[0046] In other embodiments, the strobe module 300 has one or more onboard (not shown here) accelerometers that can detect sudden acceleration (or deceleration), skidding, rollover, and other abnormal driving operations and deploy strobe lights even without input from the driver. The microcontroller 302 resumes normal vehicle speed or orientation. The strobe can be programmed to automatically stop when this occurs, or it may remain enabled until the microcontroller 302 is reset (for example, by pressing the hazard lamp switch by the driver or occupant).

[0047] In some cases, it may be desirable to allow reprogramming of the microcontroller 302 after installation. For this purpose, the strobe module 300 can be equipped with a wireless module 316. The wireless module 316 may be a Bluetooth module that can communicate ad-hoc with various devices. The wireless module 316 may also be compatible with some newer vehicles or mobile hotspots. To utilize the WiFi network provided by the spot, an IEEE 802.11, or "WiFi," compatible chip can also be used. The wireless module 316 allows the microcontroller 302 to be reprogrammed even if the strobe module 300 is installed in a hard-to-reach location within the vehicle.

[0048] Furthermore, the wireless module 316 can also be used to interface with a Bluetooth®-equipped LED module installed in place of the original incandescent LED signal or flasher light. In such embodiments, the LED light can also function as a customary flashing signal or hazard light unless commanded to flash by the wireless module 316. Such a solution would require additional circuitry at each LED or bulb location, potentially making installation and maintenance more cumbersome. However, such a configuration has the advantage of allowing existing signal and hazard lamp switch gears to remain in place. In such an embodiment, some or all of the output signal block 308 of the strobe module 300 may be removed, and the wiring to the signal light or hazard lamp may simply be a pass-through arrangement. The input to the microcontroller 302 can then be collected from the analog input block 304 and / or the BCM input block 306. A simple determination of which line or signal was active is all that is required in such an embodiment, because the signal is passed to the light "downstream". Furthermore, the microcontroller 302 decides whether to deploy a strobe or a conventional flash based on the detection of whether the signal light or hazard lamp was activated. Furthermore, in this embodiment and other embodiments... The various capacities of the strobe module 300 can also be turned on or off by the user via the wireless module 316.

[0049] Referring now to Figure 4, a schematic input / output diagram of the strobe module 300 according to an embodiment of the present disclosure is shown. In Figure 4, arrows around the strobe module 300 indicate whether the associated connection is an input or an output. For example, an input received from an existing vehicle control means (e.g., a hazard switch input high 408) is shown with an inward-pointing arrow.

[0050] It will be acknowledged that numerous existing vehicle signaling and hazard lamp wiring schemes exist, regardless of whether they are analog-based or based on newer BCM utilization. Therefore, to operate with a variety of vehicles, the various embodiments of this disclosure may have different output pins and wiring compatibility. In some embodiments, unused leads are simply ignored. However, if it is more economical to do so, only the ports, pins, and wiring necessary for immediate application to the intended purpose may be incorporated into the various embodiments of this disclosure. In such cases, a fit-list specifying compatible vehicle models may also be created for a particular embodiment. After describing the available inputs and outputs, numerous examples are given below of how the various embodiments of this disclosure can be adapted to operate with the wide range of existing wiring schemes.

[0051] The ignition connection 402 can be provided as part of the power module 310. 202 is This supplies an instruction to the microcontroller 302 to switch on the vehicle (normally, the signal light does not activate when the vehicle ignition is off, but the hazard lights do). A separate connection to the power, battery connection 404 is also provided to enable the activation of certain functions (e.g., flashing hazard lights) when the ignition is off (of off). The ignition connection 401 may also be part of the power module 310. A ground lead 406 is also provided. In one embodiment, the ground is provided via connector 214, but in other embodiments, it is a lead to a separately mounted strobe module 300.

[0052] Part of the analog input block 304 may be leads or connections for the hazard switch high input 408, the hazard switch low input 410, the left-turn indicator signal switch 412, and the right-turn indicator signal switch 414. In some existing systems, two hazard switch input options are provided, taking into account the fact that an existing relay is activated by supplying a high voltage to the relay. In other cases, the activate lead remains high unless the relay is to be deployed to flash the hazard lights. In such cases, a ground or low-voltage signal indicates the deployment of the hazards. By providing leads for both the hazard switch high input 408 and the hazard switch low input 410, the strobe module 300 will be compatible with both types of systems.

[0053] The strobe module 300 can be programmed to enable a number of flashing and blinking patterns. For example, it may be intended to signal a slow, repeating flash when the existing hazard switch is pressed once. If a second press occurs, it may be intended to select a high-speed strobe. Thus, when various embodiments of the strobe module 300 are installed, the driver or occupant can deploy the hazard lights in a manner they are familiar with. This also eliminates the need for separate switches or control means to obtain the full functionality of what is considered a vehicle safety system.

[0054] In some vehicles, the hazard switch has two discrete positions. Provide (high and low) levels. Typically, hazard flashing in such systems... The flasher deploys when the button is pressed and remains pressed. Such a switch effectively activates an existing flasher relay by acting as a power switch. When pressed a second time, the switch is released to the high position, cutting off power to the hazard lights. Furthermore, the strobe module 300 can still be configured to work with such systems, to the extent that it provides both flashing and blinking, or a number of blinking patterns. In such cases, the strobe module 300 can be programmed to "count" the number of presses, or the number of on-off and reverse transitions performed by a conventional two-position switch. Although the existing relay may have been powered only by the power flowing through the existing switch, the strobe module 300 continues to power the microcontroller 302 and other components by relying on the battery connection 404 and / or the onboard battery to provide programmed or desired operation.

[0055] The leads of the left-turn signal switch 412 and the right-turn signal switch 414 act to inform the strobe module 300 when to activate the left-turn signal or the right-turn signal. As previously mentioned, the strobe module 300 can activate the left-turn signal or the right-turn signal in response to movement of the existing turn signal lever to replicate the existing slow flash or strobing flash of the turn signal.

[0056] In an embodiment where the strobe module 300 interfaces with the BCM, the BCM input The power block 306 supplies the left front lamp input 418 and the right front lamp input 420. The left rear lamp input 422 and the right rear lamp input 424 are also supplied. If the vehicle is equipped in this manner, the left mirror lamp input 426 and the right mirror lamp input 428 can also be supplied. Since the BCM controls the inputs or interfaces by the driver (e.g., via the turn signal lever), the strobe module 300 does not need to receive direct indication of the lever position or the position of the hazard lamp switch. Instead, the strobe module 300 can infer what the driver is doing based on these inputs from the BCM. For example, if the lights on one or the other side of the vehicle are activated based on the BCM input, the strobe module 300 simply duplicates these outputs via the output signal block 308. On the other hand, if the lights on both sides of the vehicle are activated at the same time, the hazard lamps are already deployed. The strobe module 300 then uses the output signal block 308 to perform a strobe on the vehicle's signal lamps.

[0057] For ease of understanding, in Figure 4, the output signal block 308 is shown divided into left and right components, i.e., left and right LED groups. The lights associated with the left side of the vehicle are the left mirror lamp output 416, the left front lamp output 430, the left rear lamp output 432, and / or the combination meter left output 4 It can be controlled by 34. The output signal block 308 also has a similar set of outputs on the right side of the vehicle, including a right mirror lamp output 436, a right front lamp output 438, a right rear lamp output 440, and / or a combination meter right output 442. It will be understood that not all of these outputs will be used in every installation or embodiment of the strobe module 300. For example, if the vehicle does not have a lamp associated with the left mirror, the left mirror lamp output 416 will not exist or will simply be left unconnected. It will also be understood that each of these outputs will be equipped with any additional circuitry necessary to drive and activate the associated LEDs.

[0058] The strobe module 300 also provides two additional signal outputs that are used in conjunction with certain existing vehicle wiring systems, as described below. These include a turn signal output indicator 444 and a hazard signal output indicator 446. The signals output on the turn signal output indicator 444 and the hazard signal output indicator 446 are controlled by the microcontroller 302, as are the other outputs.

[0059] Referring now to Figure 5, a wiring diagram of a two-pin flasher system is shown. The system shown in Figure 5 is an existing two-pin flasher system, and in this disclosure, it will be referred to as such due to the fact that the existing hazard flasher 506 interacts with the rest of the system via only two pins, as described herein. In this case, the two pins represent the input from the power supply and the output to one or more lights that produce a flash. It should also be understood that other configurations of the two-pin flasher system may exist. The system in Figure 5 utilizes a pair of similar thermal cycling switches 504, 506 that control the turn signal signal and the hazard flasher, respectively. The turn signal signal flasher 504 can be connected to the power supply via the fuse box 502 and wired so that it receives power only when the associated vehicle ignition switch is turned on. The hazard flasher 506 can be connected to the fuse panel 502 so that it receives power continuously. The activation of the hazard flasher can be controlled by switch 501. Switch 501 initiates the heat circulation of the hazard flasher 506 and supplies power and illumination to the left rear lamp 106, left front indicator light 102, right front indicator light 108, and right rear indicator light 112. Instrument cluster 510 Left turn indicator 512 and right turn indicator 514 may be provided. When the circuit is placed under the control of the hazard flasher 506 by switch 501, both turn indicator indicators 512 and 514 can flash periodically in sync. If the turn indicator signal is also used as a hazard flasher, a multifunction switch 500 may be provided to switch the turn indicator signal flasher 504 on and off and to direct current to the appropriate lamp on the right or left side of the vehicle.

[0060] Referring now to Figure 6A, a wiring diagram is shown illustrating an embodiment in which the strobe module 300 according to an aspect of the present disclosure is installed in the two-pin flasher system of Figure 5. Here, the existing thermal hazard flasher 506 is replaced by the strobe module 300 of the present disclosure. As previously stated, the strobe module 300 in this embodiment interacts with the existing system via only two pins. In this embodiment, an additional ground lead is utilized (406). The remaining inputs and outputs of the strobe module 300 (for example, as described with respect to Figure 4) may be left unused, or the strobe module 300 may be manufactured with only the necessary inputs and outputs. In the configuration of Figure 6A, when the hazard switch 501 is activated, the strobe module 300 drives the signal lamp at the previously described strobing rate. Thus, in this configuration, The Trobo Module 300 replaces the hazard flasher 506, which has been replaced.

[0061] Referring now to Figure 6B, a wiring diagram is shown illustrating an embodiment in which the strobe module 300 is installed in a different manner on a 2-pin flasher system. One advantage of installing the strobe module 300 as shown in Figure 6B is that when activated by the hazard switch 501, the strobe module 300 is connected only to the battery power. This prevents potential drain in the vehicle battery that may occur due to the continuous operation of the internal microcontroller and other components of the strobe module 300. Here, the output from switch 501 is selectively connected to the strobe Connect the battery connection 404 of module 300 to the power supply. When powering the strobe module 300 in this configuration, the left front lamp output 430, left rear lamp output 432, right front lamp output 438, and right rear lamp output 440 are used to drive the front and rear turn indicator signals individually, rather than all of them simultaneously via the hazard signal output indicator 446 (not used in the configuration of Figure 6B). The left meter output 434 can be used to drive the left turn indicator indicator 512, and the right meter output 442 can be used to drive the right turn indicator indicator 540.

[0062] The wiring diagram for a 3-pin flasher system is shown below with reference to Figure 7A. It should be understood that the 3-pin flasher system in Figure 7 is merely an example, and other 3-pin flasher systems may exist. In a 3-pin flasher system, the existing flasher relay 706 supplies cycling power to the output based on the settings of the ignition switch 702 and the hazard switch 701. Generally, a 3-pin flasher... The steering system supplies at least a left front turn signal 102, a left rear signal 106, a right front signal 108, and a right rear signal 112. A turn signal indicator 710 may also be provided. Under normal operation, the turn signal signals are controlled by a turn signal switch 705. The turn signal switch 705 may include a turn signal lever adjacent to the steering wheel. When power is turned on at the ignition switch 702, the left or right signal light can be periodically activated via a flash relay 706. A hazard switch 701 can be used to produce a cyclic flash for all of the signal lights via the flash relay 706.

[0063] Referring now to Figure 8, the strobe module 300 according to an embodiment of the present disclosure is shown in Figure 7, part 3. A wiring diagram is shown illustrating an embodiment when installed in a pin flasher system. Here, the flash relay 706 is replaced by the strobe module 300 of this disclosure. A battery lead 404 is connected to the hazard switch 701, and both the signal output indicator 444 and the hazard signal output indicator 446 are connected to the relay system of the hazard switch 701 and the turn signal switch 705. This allows the strobe module 300 to serve both roles: as a provider of flashing effects when the hazard switch 701 is activated, and as a source of signaling light when the turn signal switch 705 is activated. ru.

[0064] Referring now to Figure 9, a wiring diagram of a 4-pin flasher system is shown. In a 4-pin flasher system, the existing flasher device 906 interacts with the rest of the system via four separate pins. The system in Figure 9 is more complex than those discussed so far and can utilize a single switch 901 to activate both the signal light and the hazard lamp. This can be powered via a fuse block 902 and provides both constant and intermittent power based on the position of the ignition switch. One 4-pin flasher system utilizes two left front turn signal or indicator lights 102 and two right front turn signal or indicator lights 108. One right rear turn signal 112 and one left rear turn signal 106 are utilized. Each of these can be combined and wired into switch 901. However, the flashing of the signal light is controlled by the existing flasher 906.

[0065] Referring now to Figure 10, a wiring diagram is shown showing the strobe module 300 of this disclosure in the 4-pin flasher system of Figure 9. Here, the strobe module 300 is connected to both the ignition connection 402 and the battery connection 404 via a combination switch 901. The instruction to activate the hazard lamp by the combination switch 901 activates both the battery connection 404 and the ignition connection 402 of the strobe module 300. Meanwhile, the strobe module 300 supplies a flashing signal to the hazard signal output indicator 446. The hazard signal output indicator 446 is connected in place of the previous flash output and drives the associated signal light to flash in the manner already described.

[0066] Referring now to Figure 11, the wiring diagram for the 5-pin flasher system is shown. The 5-pin flasher system provides a 5-pin connection to the existing flasher module 1106. As in previous embodiments, the fuse box 1102 can be connected to the existing flasher module 1106 to supply power when the ignition is on and as a permanent connection. The existing flasher module 1106 controls the flashing of both the turn signal and the hazard flasher based on position information received from the multifunction switch 1105. The multifunction switch 1105 supplies 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.

[0067] Referring now to Figure 12, the 5-pin flasher system of Figure 11 is shown with the strobe module 300 of this disclosure inserted inside. The strobe module 300 replaces the flasher module 1106 of the existing system. When both the ignition connection 402 and the battery connection 404 are powered, the strobe module 300 can supply a flashing output to the hazard signal output 446 and a signal output to the turn signal output 444. As before, the multifunction switch 1105 is wired to determine which of the signal lamps receives the respective signals from the strobe module 300.

[0068] Now, referring to Figure 13, the wiring diagram for the 8-pin flasher system is shown. The 8-pin flasher system interacts with the existing flasher relay 1306 via eight separate pins. The turn signal switch 1305 can be associated with a lever mounted on the steering shaft and informs the existing flasher relay 1306 whether the left or right turn signal is activated. The existing relay then supplies the appropriate flash output to the left or right signal light. When a hazard condition is indicated to the flasher relay 1306, a separate hazard flasher switch 1301 instructs the existing flasher relay 1306 to illuminate all of the signal light in the conventional flashing pattern.

[0069] Referring now to Figure 14, a wiring diagram is shown showing the 8-pin flasher system of Figure 13 equipped with the strobe module 300 according to an embodiment of the present disclosure. Here, the strobe module 300 is connected to the ignition power switch via the ignition connection 402 and further connected to the battery via the battery connection 404. A ground connection 406 is also used. The output from the existing direction indicator signal switch 1305 is supplied to the left direction indicator switch input 412 in the case of a left direction indicator signal, and to the right direction indicator signal input 414 in the case of a right direction indicator signal. The illustrated 8-pin flasher system is provided with a separate hazard switch low input 410, as the hazard flasher is activated by grounding the pin. Based on the signals received at inputs 412, 414, and 410, the strobe module 300 acts as a direction indicator signal that activates only the left or right light, or as a flash module that supplies a flashing output to all of the signal light. These may include left-side lamps 102, 104, and 106, and right-side lamps 108, 110, and 112. It should also be noted that, as already described, the strobe module 300 may have a dedicated output for each of the individual lamp positions. Each of these may be used for each side of the vehicle, or only one may be used.

[0070] Referring now to Figure 15, a wiring diagram of a flasher system controlled by a BCM is shown. As already explained, BCM systems are not always well documented. However, based on the functions provided by various BCMs, certain internal components (for example, the internals of BCM 1510 as shown in the figure) are known. Typically, the BCM receives input from both the hazard switch 1506 and the direction indicator signal indicator. The left output 1512 can control the left lamps 102, 104, and 106, and the right output 1514 can control the right lamps 108, 110, and 112.

[0071] Referring now to Figure 16A, a wiring diagram showing the strobe module 300 of this disclosure installed in a BCM system is shown. In the installation of Figure 16A, the strobe module 300 may need 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 the signal light or hazard lamps are activated. It is also possible to use all or some of the connections available on the BCM input block 306. These may include the corresponding inputs on the right side of the vehicle, such as the left front lamp input 418, the left rear lamp input 422, the left mirror lamp input 426, and furthermore, the right front lamp input 414, the right rear lamp input 422, and the right mirror lamp input 428. Similarly, depending on the specific configuration, it is also possible to use all or possibly only some of the lamp drive outputs of the strobe module 300. For example, on the left side of the vehicle, a left mirror lamp output 416, a left front lamp output 430, a left rear lamp output 432, and / or a meter output 434 can be used. On the right side of the vehicle, a right mirror lamp output 436, a right front lamp output 438, a right rear lamp output 440, and / or a meter output 442 can be used. The lamps may include, but are not limited to, a left front lamp 102, a left mirror lamp 104, and a left rear lamp 106. On the right side, the lamps may include, but are not limited to, a right front lamp 108, a front mirror lamp 110, and a right rear lamp 112.

[0072] Referring now to Figure 16B, Figure 16B is a wiring diagram showing an embodiment of a strobe module installed in the BCM-controlled flasher system of Figure 15, with a change in the microcontroller. As already described and as is well known to those skilled in the art, the BCM 1510 may include one or more microcontrollers or a central processing unit 1602. The CPU 1602 can execute logic associated with various functions of the BCM, including but not limited to the operation of signal lights and hazard lights. Here, the BCM 1602 is configured to directly control the flashing function of the hazard lights, as described herein (in contrast to the system of Figure 16A, where the flashing function is performed "downstream" of the BCM). This can be performed by an auxiliary chip 1604. The auxiliary chip 1604 may contain memory and instructions for the proper timing of the hazard lights (e.g., one or more strobe effects). Such an auxiliary chip 1604 can be wired directly to the BCM1602, or it can communicate with the BCM1602 via a bus such as a Controller Area Network (CAN) bus (not shown) (many vehicles today are already equipped with a CAN bus). In other embodiments, the BCM1510 contains all the logic and timing information necessary to drive the vehicle lights in a flashing manner in response to input from a hazard switch and / or signal lever, so no additional chips or memory are required.

[0073] It should be understood that the various configurations described above and illustrated in Figures 5 to 16B utilize various embodiments of the strobe module according to this disclosure, but are merely illustrative and should not be considered exhaustive. Those skilled in the art may develop yet another configuration that utilizes the functions and capabilities of the various embodiments of the strobe module (e.g., strobe module 300) described herein.

[0074] In operation, once installed, more than one strobe pattern can be accessed and activated by the driver or user, depending on the existing vehicle circuitry and its inherent limitations. For example, upon initial activation of the strobe module 300 in the context of deploying the hazard switch, the strobe module 300 can be programmed to flash as before (e.g., at a cycle of approximately 2 Hz). A second press of the vehicle's hazard switch (e.g., hazard switch 206 in Figure 2) can switch the strobe module from a low cycle to a blinking cycle (e.g., approximately 8 Hz). Furthermore, options such as strobe patterns moving from right to left or vice versa can also be embedded or programmed into the strobe module (e.g., using a microcontroller 102). One such pattern is shown in Figure 17, where the light on the left blinks briefly and then stops, while the light on the right blinks a little longer before the cycle repeats. This suggests that other observers of traffic or the hazard lights should move to the right. A similar pattern suggesting movement to the left can also be developed, as shown in Figure 18.

[0075] Figure 19 shows an example of a state diagram corresponding to the operation of the strobe module 300. In one embodiment, it is necessary to press and hold the hazard switch to cycle through the strobe module as shown in Figure 19. The off state is shown as 1902. Pressing the button once (1901), or turning on the switch (for example, deploying the hazard switch 206), can transition the strobe module 300 to the previous flashing configuration 1902. From there, pressing it again (1901) transitions the strobe module 300 to flashing 1904. In one embodiment, pressing it further (1901) transitions the module 300 to right-left flashing 1906 and left-right flashing 1908. However, depending on the switchgear available in the existing vehicle in which the strobe module 300 is installed, a single long press 1910 of the hazard switch can be used to transition the strobe module to any other desired state. It can also be reset to OFF 1902. In other embodiments, the strobe module 300 can also be “reset” by cycling or interrupting power to the strobe module via an ignition device (e.g., ignition connection 402).

[0076] Furthermore, the words "including," "comprising," and "consisting" are also used. The terms and their grammatical variations do not exclude the addition of one or more components, features, steps, or integers, or groups thereof, and these terms It should be understood that this should be interpreted as specifying a component, feature, step, or integer.

[0077] When the specification or claims refer to an “additional” element, this does not preclude the possibility that there may be more than one additional element. Furthermore, it should be understood that any reference to the "a" or "an" element in a claim or specification does not mean that there is only one such element.

[0078] Furthermore, when a specification states that a component, feature, structure, or characteristic "may," "might," "can," or "could" be included, it should be understood that the specific component, feature, structure, or characteristic does not necessarily have to be included.

[0079] Where applicable, state diagrams, flowcharts, or both may be used to illustrate embodiments, but the present invention is not limited to these diagrams or the corresponding descriptions. For example, a flow does not need to pass through each box or state illustrated, nor does it need to proceed in the same order as illustrated and described.

[0080] The method of the present invention can be realized by performing or completing selected steps or tasks manually, automatically, or in combination thereof. The term "method" can refer to manners, means, techniques, and procedures for performing a given task, and includes, but is not limited to, manners, means, techniques, and procedures known to those skilled in the art in the field to which the present invention belongs, or manners, means, techniques, and procedures that can be readily developed from manners, means, techniques, and procedures well known to those skilled in the art.

[0081] In the context of this disclosure, where the term “at least” is used before a number, it indicates the beginning of a range that starts at that number (which may be an upper or lower range, depending on the variable defined). For example, “at least one” means one or more. Where the term “at most” is used before a number in this specification, it indicates the beginning of a range that starts at that number. If a number is specified, it indicates the endpoint of the range ending at that number (which may be a range with a lower bound of 1 or 0, or a range without a lower bound, depending on the variable being defined). For example, "at most 4" means 4 or less, and "at most 40%" means 40% or less. Approximate terms (e.g., "about," "substantially," "approximately," etc.) should be interpreted according to their usual and customary meanings as used in the relevant technical field unless otherwise indicated. If there is no specific definition in the relevant technical field, and furthermore, no usual and customary use, such terms should be interpreted as ±10% of the reference value.

[0082] In this document, when a range is indicated as "(first number) to (second number)" or "(first number) ~ (second number)", it means a range where the lower limit is the first number and the upper limit is the second number. For example, 25 to 100 should be interpreted as a range where the lower limit is 25 and the upper limit is 100. In addition, when a range is indicated, the context does not indicate the opposite. It should be noted that, to the extent possible, any possible subrange or interval within that range is also specifically intended. For example, if the specification indicates a range from 25 to 100, such a range is also intended to include subranges such as 26 to 100, 27 to 100, 25 to 99, 25 to 98, etc., as well as any other possible combination of smaller and larger values ​​within the stated range, such as 33 to 47, 60 to 97, 41 to 45, 28 to 96, etc. Although integer range values ​​are used in this paragraph for illustrative purposes only, it should be understood that decimal and fractional values ​​(e.g., 46.7 to 91.3) are also intended as endpoints of possible subranges unless specifically excluded.

[0083] Furthermore, when describing a method comprising two or more defined steps in this specification, it should be noted that the defined steps may be performed in any order or simultaneously (unless the context excludes such possibility), and the method may also include one or more other steps performed before either of the two defined steps, between the two defined steps, or after all of the defined steps (unless the context excludes such possibility).

[0084] Furthermore, it should be noted that approximate terms (e.g., "about," "substantially," "approximately," etc.) should be interpreted according to their ordinary and customary meanings as used in the relevant art, unless otherwise indicated herein. Where there is no specific definition in this disclosure and no ordinary and customary use in the relevant art, such terms should be interpreted as ±10% of a baseline.

[0085] As described above, the present invention is well adapted to accomplish its objectives and achieve the objectives and advantages set forth above, as well as those inherent therein. While the above preferred embodiments have been described for the purposes of this disclosure, numerous changes and modifications will be apparent to those skilled in the art. Such changes and modifications are encompassed within the spirit of the invention as defined by the claims.

Claims

1. A vehicle illumination safety device, At least one hazard input, A microcontroller that is communicably coupled to at least one of the hazard inputs, An output that is communicatively coupled to the microcontroller and capable of driving a plurality of vehicle-mounted light-emitting diodes, wherein at least a portion of the light-emitting diodes selectively operate as turn signal lights based on the operation of a signal light lever mounted on the steering shaft of the vehicle, and collectively operate as hazard flasher lights, Includes, In response to receiving an activation signal on at least one of the hazard inputs indicating that the hazard flasher lights should be flashed, the microcontroller causes the plurality of light-emitting diodes to flash in a pattern from among a plurality of light-emitting patterns selected by at least one of the hazard inputs. A vehicle illumination safety device in which the flashing cycle is fast enough to be perceived than the flashing rate cycle of the hazard flasher light.

2. The vehicle light-emitting safety device according to claim 1, wherein an onboard vehicle safety system supplies the activation signal.

3. The vehicle light-emitting safety device according to claim 1, wherein the onboard vehicle safety system supplies the activation signal in response to a sudden braking event of the vehicle.

4. The vehicle light-emitting safety device according to claim 1, wherein the onboard vehicle safety system supplies the activation signal in response to the activation of the anti-lock brakes.

5. The vehicle light-emitting safety device according to claim 1, wherein the onboard vehicle safety system supplies the activation signal in response to the deployment of the airbag.

6. The vehicle light-emitting safety device according to claim 1, wherein the onboard vehicle safety system supplies the activation signal in response to the activation of the vehicle stability system.

7. The vehicle light-emitting safety device according to claim 1, wherein the onboard vehicle safety system supplies the activation signal in response to the vehicle overturning.

8. The vehicle light-emitting safety device according to claim 1, wherein the onboard vehicle safety system supplies the activation signal in response to a vehicle skid.

9. The vehicle light-emitting safety device according to claim 1, wherein the onboard vehicle safety system is communicably coupled to the microcontroller by a controller area network bus.

10. The vehicle light-emitting safety device according to claim 1, wherein a manual operation switch supplies the activation signal.

11. The vehicle illumination safety device according to claim 10, wherein the manual operation switch also enables the hazard flasher lights.

12. A vehicle illumination safety device, At least one hazard input, A microcontroller that is communicably coupled to at least one of the hazard inputs, An output that is communicatively coupled to the microcontroller and capable of driving a plurality of vehicle-mounted light-emitting diodes, wherein at least a portion of the light-emitting diodes selectively operate as turn signal lights based on the operation of a signal light lever mounted on the steering shaft of the vehicle, and collectively operate as hazard flasher lights, Includes, In response to receiving a flashing enable signal on the at least one hazard input, the microcontroller causes the plurality of light-emitting diodes to flash according to a flashing pattern among a plurality of light-emitting patterns selected by the at least one hazard input. The flashing cycle is fast enough to be perceived as faster than the flashing cycle of the hazard flasher light. The aforementioned flashing activation signal is received from at least one of a switch and an onboard vehicle safety system, and is a vehicle light-emitting safety device.

13. The vehicle light-emitting safety device according to claim 12, wherein the activation signal from the vehicle safety system responds to the deployment of the airbag.

14. The vehicle light-emitting safety device according to claim 12, wherein the activation signal from the vehicle safety system responds to the activation of the vehicle stability system.

15. A vehicle illumination safety device, An interface to the vehicle wiring harness configured to receive input, A strobe circuit that responds to a first activation signal from the interface to the vehicle wiring harness, which indicates a hazard flasher deployment event by generating an electrical output that causes the vehicle hazard lights to flash, including the front and rear signal lights on the left side of the vehicle and the front and rear signal lights on the right side of the vehicle, via the interface to the vehicle wiring harness, Includes, The strobe circuit responds to a second activation signal from the interface to the vehicle wiring harness, which indicates a flashing event, by generating an electrical output that causes the vehicle hazard lights, including the front and rear signal lights on the left side of the vehicle and the front and rear signal lights on the right side of the vehicle, to flash according to a flashing pattern among a plurality of light emission patterns selected by at least one input received at the interface, thereby causing the vehicle hazard lights to flash. A vehicle illumination safety device in which the flashing deployment cycle is fast enough to be detected than the flashing cycle in the hazard flasher deployment.

16. The vehicle light-emitting safety device according to claim 15, wherein the second activation signal is generated from a manual switch.

17. The vehicle light-emitting safety device according to claim 15, wherein the second activation signal is generated from an onboard vehicle safety system.

18. The vehicle light-emitting safety device according to claim 15, wherein the strobe circuit causes a subset of the vehicle hazard lamps to operate as a signal light for a further left or right flash.

Images