阅读说明：本技术 增强车辆危险和照明通信系统的操作 (Enhancing operation of a vehicle hazard and lighting communication system ) 是由 D·M·塔克 M·因科尔瓦亚 S·T·鲍沃斯 A·R·塔克 D·A·塔克 于 2019-12-11 设计创作，主要内容包括：一种系统,包括微控制器,所述微控制器控制在闪烁状态下可操作的多个车灯的照明,其中所述多个车灯作为在车辆前部和后部可见的危险闪烁灯操作,并且所述多个车灯作为在车辆前部和后部可见的闪光灯操作。所述系统包括闪光激活开关,其向微控制器提供信号以在第二闪光状态下操作多个车灯。微控制器在第一危险闪烁灯状态下操作多个车灯,以响应现有危险闪烁灯开关的激活。闪光状态的闪烁频率明显快于闪烁状态的闪烁频率。(A system comprising a microcontroller controlling illumination of a plurality of vehicle lights operable in a blinking state, wherein the plurality of vehicle lights operate as hazard blinking lights visible at the front and rear of the vehicle and the plurality of vehicle lights operate as flashing lights visible at the front and rear of the vehicle. The system includes a flash activation switch that provides a signal to the microcontroller to operate the plurality of vehicle lights in a second flash state. The microcontroller operates the plurality of vehicle lights in a first hazard flashing light state in response to activation of the existing hazard flashing light switch. The flashing frequency of the flashing state is significantly faster than the flashing frequency of the flashing state.)

1. A system comprising:

a microcontroller controlling illumination of a plurality of vehicle lights operable in a flashing state in which a plurality of lights operate as hazard flashing lights visible at the front and rear of the vehicle and operable in a flashing state in which a plurality of lights operate as flashing lights visible at the front and rear of the vehicle; and

a flash activation switch that provides a signal to the microcontroller to operate the plurality of vehicle lights in a second flash state;

wherein the microcontroller operates the plurality of lights in a first hazard flashing light state in response to activation of the existing hazard flashing light switch;

wherein the flashing state has a flashing frequency that is significantly faster than a flashing frequency of the flashing state.

2. The system of claim 1, further comprising an indicator light visible within the vehicle interior, the indicator light controlled by the microcontroller to indicate at least when the plurality of lights are operating in the second flash state.

3. The system of claim 2, wherein the indicator light includes a portion of a flash activation switch.

4. The system of claim 3, wherein when the plurality of vehicle lights operate in a blinking state, the indicator light blinks at a lower frequency; when a plurality of vehicle lamps are operated in a flashing state, the indicator lamp flashes at a high frequency.

5. The system of claim 4, wherein the plurality of vehicle lights comprise existing vehicle signal lights that can be used as turn signal indicator lights.

6. The system of claim 5, wherein the plurality of vehicle lights comprises existing vehicle lights that can be used as brake lights.

7. The system of claim 1, further comprising:

an audible indicator controlled by the microcontroller;

wherein the microcontroller activates the audible indicator when the microcontroller operates the plurality of vehicle lights in the second flash state.

8. The system of claim 2, wherein the microcontroller provides a left-to-right and right-to-left flashing pattern of the plurality of lights in a second flashing state.

9. The system of claim 8, wherein continuously activating the flash activation switch toggles the microcontroller between a left-to-right and right-to-left flash mode.

10. A system comprising:

a flash circuit that controls illumination of a plurality of vehicle lights that are operable in a flash state, wherein the plurality of vehicle lights operate as hazard flashers visible at the front and rear of the vehicle, and operable in the flash state, the plurality of vehicle lights operate as flashers visible at the front and rear of the vehicle; and

a flash switch providing a signal to the microcontroller to operate the plurality of vehicle lights in a second flash state;

wherein the flashing state comprises a flashing frequency that is significantly faster than a flashing frequency of the flashing state.

11. The system of claim 10, wherein the flash circuit operates the plurality of vehicle lights in a first hazard flashing light state in response to activation of the existing hazard flashing light switch.

12. The system of claim 10, further comprising an indicator light visible in the vehicle interior that is secured to the flash switch and controlled by the flash circuit to at least indicate when the plurality of lights are operating in the second flash state.

13. The system of claim 12, wherein the flash circuit provides a left-to-right and right-to-left flash pattern of the plurality of vehicle lights in the second flash state.

14. The system of claim 13, wherein the flash circuit is configured such that successive activations of the flash switch cause the microcontroller to toggle between left-to-right and right-to-left flash modes.

15. The system of claim 14, wherein the flash switch is illuminated to indicate when the flash circuit is producing a left-to-right flash pattern and when the flash circuit is producing a right-to-left flash pattern.

16. A system comprising:

a microcontroller configured to control operation of a plurality of vehicle lights operating as left and right turn signals, the microcontroller further configured to operate the plurality of lights as a hazard flasher and a flash light;

the signal light pole provides input to the microcontroller to operate the plurality of vehicle lights as a left turn light or a right turn light;

a hazard flasher switch providing input to the microcontroller to operate the plurality of vehicle lights as hazard flashers; and

a flash switch providing input to the microcontroller to operate the plurality of vehicle lights as a flash.

17. The system of claim 16, wherein the microcontroller is further configured to operate the plurality of vehicle lights as left-to-right and right-to-left flashing lights.

18. The system of claim 17, wherein the flash switch further provides an input to the microcontroller to operate the plurality of vehicle lights as left-to-right and right-to-left flashes.

19. The system of claim 18, wherein the input to the microcontroller to operate the plurality of vehicle lights as left-to-right and right-to-left flashes comprises a continuous operation of a flash switch.

20. The system of claim 16, wherein the flash switch further comprises a plurality of indicator lights indicating whether the microcontroller operates the plurality of vehicle lights as a flashlight.

Technical Field

The present invention relates to emergency or hazard lights for automobiles, caravans, trailers, motorcycles, and vehicles in general, and more particularly to emergency or hazard lights that flash and provide visual indications for improved safety and visibility.

Background

The advent of Light Emitting Diode (LED) technology has enhanced lighting performance, making vehicle mounted lights more effective as visual signals in emergency and hazardous situations. Emergency services, law enforcement agencies, traffic control and other government agencies have recognized this fact and have added separate flash lighting systems to their vehicles. These systems are added to factory inventory lighting fixtures and operate using a wiring and switching platform that is independent of traditional hazard lamp circuits. At home and abroad, in order to make flash lamps and dangerous emergency lamps of automobiles flash or flash, flash lamp switches based on decades of technologies are often adopted by automobile manufacturers. Even where newer microcontrollers are used, they only affect the well-known signal and hazard flasher operation decades ago.

One problem with existing systems and modes of operation associated with emergency flashing lights is that the flashing dual flashes are not clear enough to provide clear visual communication of safety hazards to other drivers during an emergency situation (e.g., at the roadside). Many citizens are lost every year when encountering emergency situations on the road. Flashing or double flashing emergency lights are far from effective as hazard lights.

Another problem with existing emergency flashing lights is that they are not always on when a true emergency situation exists. The occupant may be injured or unable to turn on the emergency flashing lights when they are most needed. Damaged vehicles on the road can pose a hazard to other vehicles and all vehicle occupants. In other cases, the vehicle may leave the road, so that the risk of further collisions is minimized. However, hazard lights are critical for quickly locating vehicles that are either intentional (e.g., leaving the traffic stream) or leaving the road due to an accident.

Laws relating to vehicle flashing lights apply to emergency situations or law enforcement related vehicles. For example, there are legal provisions for emergency vehicles and police cars to retain a combination of flashing colors on the roof, light pole, or elsewhere. These laws reinforce the belief that a flashlight is more effective in a vehicle emergency situation because of its higher visibility, attention-attracting properties, and ability to provide useful visual information and directions to others.

With the increasing use of cell phones and texting (while driving a vehicle) becoming a greater safety issue, there is a need to improve the ability of citizens to communicate visually at roadside and without getting off the vehicle. There is also a need for an automated visual emergency communication system to enhance the ability of citizens to automatically signal others in emergency situations when the operator is unable to activate the visual communication signaling system by himself.

What is needed is a system and method that addresses the above-referenced problems and related problems.

Disclosure of Invention

One aspect of the invention includes a system comprising a microcontroller that controls illumination of a plurality of vehicle lights, wherein the plurality of lights operable in a flashing state are controlled to operate as hazard flashing lights visible from front to back of the vehicle, and the plurality of lights operable in a flashing state are controlled to operate as flashing lights visible from front to back of the vehicle. The system includes a flash activation switch that provides a signal to the microcontroller to operate the plurality of vehicle lights in a second flash state. The microcontroller operates the plurality of vehicle lights in a first hazard flashing light state in response to activation of the existing hazard flashing light switch. The flashing frequency of the flashing state is significantly faster than the flashing frequency of the flashing state.

In some embodiments, the indicator light is visible inside the vehicle and is controlled by the microcontroller to indicate at least when the plurality of lights are operating in the second flash state. The indicator light may comprise part of a flash activation switch. The indicator lamp may blink at a lower frequency when the plurality of vehicle lamps operate in the blinking state, and may blink at a higher frequency when the plurality of vehicle lamps operate in the blinking state.

In some embodiments, the plurality of vehicle lights includes an existing vehicle light that can be used as a turn signal indicator light. In some embodiments, the plurality of vehicle lights comprises an existing vehicle light that can be used as a brake light.

In a further embodiment, the system includes an audible indicator controlled by the microcontroller. The microcontroller activates the audible indicator when the microcontroller operates the plurality of vehicle lights in the second flash state.

In yet another embodiment, the microcontroller provides a left-to-right and right-to-left flashing pattern of the plurality of vehicle lights in the second flashing state. Continued activation of the flash activation switch may cause the microcontroller to switch to a left-to-right and right-to-left flash mode.

Another aspect of the invention includes a system comprising a flash circuit that controls illumination of a plurality of vehicle lights that operate in a flashing state, wherein the plurality of vehicle lights operate as hazard flashing lights visible at the front and rear of the vehicle; in the flashing state, the plurality of vehicle lights operate as flashers visible at the front and rear of the vehicle. The system includes a flash switch that provides a signal to the microcontroller to operate the plurality of vehicle lights in a second flash state. The flashing frequency of the flashing state is significantly faster than the flashing frequency of the flashing state.

In some embodiments, the flash circuit operates the plurality of vehicle lights in a first hazard flashing light state in response to activation of an existing hazard flashing light switch. The system may also include an indicator light visible within the vehicle interior, the indicator light being attached to the flash switch and controlled by the flash circuit to indicate at least when the plurality of lights are operating in the second flash state. The flash circuit may provide a left-to-right and right-to-left flash pattern of the plurality of vehicle lights in the second flash state. In some embodiments, the flash circuit is configured such that successive activations of the flash switch cause the microcontroller to switch between left-to-right and right-to-left flash modes. The flash switch may be illuminated to indicate when the flash circuit is producing a left-to-right flash pattern and when the flash circuit is producing a right-to-left flash pattern.

In another aspect of the invention, the invention includes a system comprising a microcontroller configured to control operation of a plurality of vehicle lights operating as left and right turn lights, the microcontroller further configured to operate the plurality of lights as a hazard flasher and flasher. The system includes a signal light pole providing input to the microcontroller to operate the plurality of vehicle lights as left or right turn signals, a hazard flasher switch providing input to the microcontroller to operate the plurality of vehicle lights as hazard flashers; and a flash switch providing input to the microcontroller to operate the plurality of vehicle lights as a flash.

In some embodiments, the microcontroller is further configured to operate the plurality of vehicle lights as left-to-right and right-to-left flashing lights. The flash switch may also provide inputs to the microcontroller to operate the plurality of vehicle lights as left-to-right and right-to-left flashes. The input to the microcontroller to operate the plurality of vehicle lights as left-to-right and right-to-left flashing lights may include a continuous operation of a flashing light switch. The flash switch may include a plurality of lights indicating whether the microcontroller operates the plurality of vehicle lights as a flash.

Drawings

FIG.1 illustrates an exemplary arrangement of signal indicators and hazard flashers on a typical vehicle;

FIG.2A illustrates an exemplary arrangement of an exemplary vehicle dashboard and certain controls;

FIG.2B illustrates an exemplary vehicle wiring harness and location for replacing a flash module of a flashing relay;

FIG.3 is a block diagram of a flash module for a vehicle hazard lamp, according to aspects of the present disclosure;

FIG.4 is a schematic input/output diagram of a flash module according to aspects of the present invention;

FIG.5 is a circuit diagram of a two pin flash lamp system;

FIG.6A is a circuit diagram illustrating an embodiment of a flash module installed in the universal two-pin flash lamp system of FIG.5, in accordance with aspects of the present invention;

FIG.6B is a circuit diagram illustrating an embodiment of a flash module variously installed in the universal two-pin flash lamp system of FIG.5, in accordance with aspects of the present invention;

FIG.7 is a circuit diagram of a three pin flash lamp system;

FIG.8 is a circuit diagram illustrating an embodiment of a flash module according to aspects of the present invention installed in the three pin flash lamp system of FIG. 7;

FIG.9 is a circuit diagram of a four pin flash lamp system;

FIG.10 is a circuit diagram illustrating an embodiment of a flash module according to aspects of the present invention installed in the four pin flash system of FIG. 9;

FIG.11 is a circuit diagram of a five pin flash lamp system;

FIG.12 is a circuit diagram illustrating an embodiment of a flash module according to aspects of the present invention installed in the five pin flash system of FIG. 11;

FIG.13 is a circuit diagram of an eight pin flash lamp system;

FIG.14 is a circuit diagram illustrating an embodiment of a flash module according to aspects of the present invention installed in the eight pin flash system of FIG. 13;

FIG.15 is a circuit diagram of a flash lamp system controlled by a Body Control Module (BCM);

FIG.16A is a circuit diagram illustrating one embodiment of a flash module installed in the BCM controlled flash lamp system of FIG. 15;

FIG.16B is a circuit diagram illustrating an embodiment of a flash module installed into the BCM controlled flash lamp system of FIG.15 by modifying a microcontroller;

fig.17 is a timing chart showing on and off states of left and right signal lamps with time in signal images from left to right;

fig.18 is a timing chart showing on and off states of left and right signal lamps with time in a signal image from right to left;

FIG.19 is a state diagram corresponding to one method of operating a flash module in accordance with aspects of the present invention;

FIG.20 is a block diagram of a flash module according to aspects of the present invention;

FIG.21 is an input/output schematic of the flash module of FIG. 20;

FIG.22 is a schematic diagram of the OR function implemented by the flash module of the present invention;

FIG.23 is a circuit diagram of a flash module of the present invention installed in a five pin flash lamp system, additionally controlling a brake lamp installed in an elevated position;

FIG.24 is a circuit and schematic diagram showing a further embodiment of the flash module of the present invention installed in a five pin flash lamp system and additionally controlling a stop lamp installed in the high center;

FIG.25 is another circuit and schematic diagram illustrating a further implementation option for a flash module of the present invention installed in a five pin flash system and additionally controlling a high center mounted stop lamp;

FIG.26A is a circuit diagram of a flash module of the present invention for controlling a high center brake light, with a BCM flash lamp system installed;

FIG.26B is a circuit diagram illustrating an embodiment of a flash module with a multi-function light control capability installed into a BCM controlled flash lamp system with a modification of the microcontroller;

FIG.27 is a diagram of a flasher switch according to an aspect of the present invention;

FIG.28 is a diagram of supplemental light bars for providing a flashing light effect, according to an aspect of the present invention;

FIG.29 is a schematic diagram of a non-centralized flash system for an automobile, in accordance with an aspect of the present invention;

FIG.30 is a schematic diagram illustrating one possible way of connecting the non-centralized flash system of FIG.29 to an existing automobile.

Detailed Description

In various embodiments of the present invention, devices and systems are implemented that provide enhanced visual communication cues through existing or replacement signal and/or hazard lights on an automobile. Most automotive signal lights and hazard lights cycle between light and dark at a frequency of one to two times per second or 1-2 Hz. Such frequencies are considered sufficient to signal lane changes and other non-emergency situations. However, existing automotive and hazard lamp flashing systems do not allow for the necessity and benefits of using an enhanced flashing frequency to communicate emergency situations. A vehicle traveling 70 miles per hour will travel more than 50 feet before the 2Hz cycle is completed. This distance may mean a difference between accident and gambling. In addition, reaction time and performance of maneuvers or stops must be considered. The quicker a driver notices a problem, the more likely it is that there is still time to avoid a serious accident.

For the purposes of the present invention, an enhanced flicker frequency is a flicker frequency that varies significantly from the high end of the normal flicker frequency of about 2Hz, or at least a portion of the flicker period increases in flicker speed. For purposes of this disclosure, such a blinking frequency may be referred to as a "flash," rather than a blinking or signaling. In some embodiments, the flashes have a periodic frequency of 3Hz or greater (although slower frequencies may still be considered "enhancement" or "flashing" as long as the frequency is significantly increased from that of a typical signal lamp). In other embodiments, the flash rate is 4Hz or greater, representing a doubling of the fastest typical vehicle signal or hazard light flash rate. It is believed that the faster the lamp flashes, the more noticeable the lamp is due to sufficient contouring and contrast between bright and dark cycles. Thus, in another embodiment, the flashing frequency is 6Hz, or three times faster than the fastest flashing frequency expected to be encountered from a standard signal or hazard light. In a further embodiment, the flashing frequency is 8Hz or higher.

It should be understood that illumination patterns may be produced that include flash illumination (e.g., light and dark periods repeated at a frequency of 2Hz or higher) and longer dark or non-illumination periods. For the purposes of the present invention, the term "flash" includes patterns of flashing lights, some of which are flashing according to the above definition, and some of which may be dark or not, steady state illumination (at full or partial maximum output), or flashing at a slower frequency than the flashing lights. The term "flash" is also to be understood as including patterns comprising flash portions of different frequencies. A non-limiting example of such a pattern would be to begin flashing at 2Hz and increase to 8Hz or higher over time, and then repeat or move to another pattern. It should also be understood that in various embodiments of the present invention, the signal lights (e.g., left and right signals) are maintained at normal 1-2Hz, while the emergency or hazard flashing lights are turned on at a flashing frequency or in a flashing mode. Further, as described in detail below, the normal slower blinking frequency may be selected for use when the hazard flasher is on.

In some embodiments, variable intensities of hazard lights or other vehicle lights (whether the lights are in-stock or after-market) may be used to further enhance communication and signaling performance. In addition to flash frequency and pattern, intensity variation may also be used to enhance security and communication. As a non-limiting example, a conventional hazard flasher or standard signal light may operate at a first, lower intensity. When a flash is triggered, the lamp may operate at a second, higher intensity. This situation may also be reversed. For example, assuming a flash is more "attentive" than a slow flash, the flash signal may run at a lower intensity than the standard signal or illumination. The lower intensity on the flash signal may also allow the total power consumed by the associated lamp to remain equal to or at least closer to the total power consumed during conventional non-flash operation. This may mean that a lamp not specifically used for flashing (e.g., may be an OEM device) flashes without overheating, burning out, and/or shortening its life. Operating the flash signal at a lower intensity also allows flashing of old lamps (such as incandescent lamps) that have a longer recovery time.

The change in intensity allows for enhanced signaling performance in addition to the signaling performance available due to flash/non-flash operation. For example, the lights may be selectively flashed or flashed with higher or lower intensity for both types of operation. In one example, a hazard lamp may flash to indicate a hazard or general warning. The strength may increase while the vehicle is running (or stopped). For example, the strength may also increase when the airbag is deployed. The intensity may also vary from one side of the vehicle to the other (or front to back). For example, in addition to flashing, a higher intensity may be used on the vehicle side to indicate a direction signal.

It should be understood that there may be many combinations between flashing, non-flashing and variable intensity. In one embodiment, the lamp may flash continuously or at variable intervals and/or operate at variable intensities over time. In this way, the maximum change in illumination may occur in a short time. Since the human visual system is biased towards detecting changes, according to aspects of the system and method of the present invention, the driver may be provided with a maximum opportunity to observe and become aware of a hazard or other signal condition. The present invention also provides drivers with more opportunities to become aware of a hazard when they may be distracted (e.g., by operating a cell phone, etc.).

Emergency vehicles have been equipped with bright, fast-cycling lighting systems for many years. These are based on complex mechanical systems, including rotating reflectors and the like, which increase the apparent flicker frequency beyond what can typically be achieved with conventional incandescent-based lamp circuits. Unfortunately, such systems are dedicated add-on devices for basic vehicles that are not available to the general public for even legitimate purposes and are not cost effective. Newer systems based on Light Emitting Diodes (LEDs) are available, but are also dedicated devices, typically added to the vehicle after it leaves the manufacturer, and require separate control devices, circuitry, and possibly power from the factory vehicle.

Conventional signal light systems for consumer vehicles and their associated hazard flasher systems have a flashing frequency of about 1-2 Hz. This was originally based in part on the use of incandescent bulbs (typically 6V or 12V bulbs) in older systems that relied on internal filament heating and lighting to operate. The filament does not glow enough to provide the appropriate visual cue until power has been applied for a sufficient time. Furthermore, they do not momentarily stop emitting light when the power is turned off. Thus, the frequency of the beacon or hazard flasher cycling is limited. There are other limitations because the original circuit to drive the blinking operation is based on an analog thermal switch or other electromechanical components that cannot drive incandescent bulbs beyond 2 Hz. For the purposes of the present invention, existing vehicle circuits that effect periodic activation of signal or hazard lamps (whether based on thermal switches or otherwise) are referred to as flashing light modules or relays, signaling modules or relays, or flashing modules or relays.

Flashlights based solely on analog circuitry have been available for some time, but require the placement of transformers to produce hundreds of volts, capacitors, and precision gas discharge tubes to operate. Also, none are suitable for use by consumers on ordinary automobiles.

LED lighting systems have now become the standard equipment for many vehicle models. The LED upgrade kit is also suitable for older and newer model vehicles. However, LED lighting systems operate in the same manner and provide the same functionality as incandescent lighting systems (albeit with greater efficiency and/or intensity).

In various embodiments, the present invention provides systems and methods that can provide a flashing effect in an existing lighting system of a factory standard automobile. Such systems and methods rely on existing wiring, LED lights and control devices (switches, etc.). In other embodiments, the systems and methods of the present invention are applicable to vehicles that are not produced using LED lamps, but these vehicles have been upgraded from basic incandescent bulbs, at least to date, looking for lamps with flashing effects. Existing wiring may be employed in these embodiments and utilize existing control devices. In other words, embodiments of the present invention provide a flashing effect of a vehicle signal, brake or other existing light that is available to the driver or vehicle occupant and is operable by an existing and common hazard light switch or other activation device. The automatic activation of the flashing effect may be associated with signals received from existing vehicle control or safety systems, for example, airbag activation, ABS activation, emergency braking, rollover, etc. At least some automatic turn-on functionality may also be added for older vehicles based on the use of a separate accelerometer not present in existing vehicle systems. Various embodiments of the present invention may be installed or implemented at the time of manufacture as factory standard equipment or entirely as an after market system, relying on factory installed controls, wiring, and possibly existing light bulbs.

The system and method of the present invention may also be deployed differently depending on the activation source. For example, in one embodiment, manual user deployment of a hazard lamp system may result in non-flashing or conventional flashing (at least upon initial depression or activation of a hazard flashing light switch). On the other hand, turning on hazard flashers due to airbag deployment, ABS activation, emergency braking, and/or other vehicle events may cause flashing. In some embodiments, an automatic flashing activation due to a particular event (e.g., airbag opening) may override any previous activation of the non-flashing lights. In some embodiments, based on the systems and methods described herein, the driver will always have the ultimate ability to activate or deactivate any blinking or flashing activation.

In some embodiments, whether the system of the present invention is deployed in a blinking or flashing mode depends on external conditions that may be automatically determined by the vehicle or a system associated therewith. For example, a camera provided on a vehicle as part of adaptive cruise control, lane following, or the like can also detect the presence of fog or heavy rain. In this case, the user deployment of the hazard flasher lights may be activated as a flash for better visibility. It is also possible to use a camera dedicated to detecting bad weather.

In another embodiment, whether to deploy flashing lights rather than flashing hazard lights may be based on weather or traffic data. In some cases, such data is provided by or corresponds to GPS data. For example, when the GPS indicates that the vehicle is in fog or other inclement weather or a known collision zone, the user may flash instead of flashing (at least initially or unless/until covered) when they activate the hazard flashing lights. The relevant data may also be provided via wireless (e.g., cellular) or satellite.

In further embodiments, detecting severe weather or other dangerous phenomena may cause the flash to turn on without user intervention (although the user may still cancel the action). It should be appreciated that the foregoing may be programmed into the control mechanism (e.g., provided in microcontroller or BCM programming) of the systems and methods discussed in this disclosure. Of course, it may also be desirable to provide appropriate weather, traffic, or other information to the flashing light system from the relevant vehicle system that detected the condition. This may be accomplished through an existing vehicle bus (e.g., CAN bus), wireless, or dedicated wires.

For purposes of the present invention, some vehicle electronics, switches, lights or other components and/or functions may be described as "existing". This refers to a component that may already be present on some vehicles. Embodiments of the present invention may extend or expand the functionality or operation of the prior art described herein. In this regard, once modified, the device or function may no longer be "existing. By way of example, some embodiments of the present invention extend or alter the functionality of existing vehicle lights. Existing signal lights may already be used for vehicle turn signals or to provide emergency hazard flashing. Embodiments of the present invention can extend the performance of such existing lamps. In some cases, the vehicle lights may remain operable to perform their preexisting functions (e.g., turn signals). In some cases, the disclosed embodiments can be used to fully replace their preexisting functionality. However, it should be understood that embodiments of the present invention may rely on and supplement certain components known in the art. In some cases, the hardware (e.g., bulb or lamp) may be the same "existing" component known prior to the present disclosure, but now provide heretofore unknown and novel functionality.

Referring now to FIG.1, an exemplary arrangement of various signal and/or hazard lights is shown on a typical automobile 100. It should be understood that the terms "automobile", "car" and "vehicle" are used interchangeably herein, and that the system and method of the present invention is equally applicable to all of these. The terms "bulb," "lamp," "indicator," "flashing lamp," "signal," and "flashing light" as used in the present invention in the context of the flashing light system presented herein should be understood to refer to an LED lamp suitably arranged on the vehicle or automobile 100 so as to be visible to other drivers or observers outside the vehicle. Fig.1 shows a side view, a front view and a rear view of a car 100. A front left indicator light 102, a left indicator light 104, and a rear left indicator light 106 are visible in typical locations on the automobile 100. Similarly, along the right side of the automobile 100 are a front right light 108, a right light 110, and a rear right light 112. It should be understood that the arrangement of the indicator lights is for illustration only and the present invention is not limited to the arrangement shown. On most, if not all, available vehicles, the left front indicator light 102 and the right front indicator light 108 are generally directed toward the front of the automobile 100, visible to oncoming or approaching vehicles. These indicator lights are typically located in front of the left side indicator light 104 and the right side indicator light 110 (if the vehicle is equipped) and are visible from the side of the automobile 100. The left indicator light 104 and/or the right indicator light 110 may also be mounted on the body of the automobile 100 rather than on the rear view mirror or at another location. Finally, a left rear indicator light 106 and a right front indicator light 108 are mounted generally rearwardly on the automobile 100 so as to be visible to the vehicle behind the automobile 100.

In addition to the vehicle lights that are typically deployed as part of a signal or hazard flasher system, vehicles typically have additional vehicle lights that are dedicated to other uses. For example, the head lamp 112 is provided as a standard device. The fog light 114 may be standard, optional, or available after the market. Brake lights are also standard devices. Rear brake lights on some vehicles have a dual purpose and may be part of an existing signal or hazard flasher system. Recent vehicles provide a high mounted stop lamp (HCMSL)120, which operates with other stop lamps. The HCMSL120 is typically not shared with any other vehicle functions (except as provided herein). After-market light bars or strips 122 may be added to most vehicles. While certain embodiments of the present invention are intended to operate with only standard or factory installed vehicle lamps, as explained below, it should be understood that after-market or additional lamps may also be controlled. In the present invention, after-market lamps or additional lamps should not be confused, as the latter are referred to as auxiliary lamps or multipurpose lamps. In the present invention, auxiliary lights and/or utility lights specifically refer to lights that have been designated for use by a vehicle (e.g., an HCMSL), but may be additionally or supplementally deployed or activated by the system of the present invention.

As noted above, the various indicator lights, marker lights or other vehicle lights may be LED lights, or may initially be incandescent bulbs (or a mixture of both) that have been changed to LED lights to allow for efficient flashing, as provided by various embodiments of the present invention. In various embodiments of the present invention, the existing location, layout and color of the lights will be preserved when the vehicle is or will be manufactured without any of the systems of the present invention.

Referring now to FIG.2A, a vehicle instrument panel 202 is shown. Dashboard 202 is intended to represent any vehicle dashboard widely known to the public. The turn signal lever 204 is generally disposed on the left side of the steering wheel for activating the signal lights. Generally, a downward movement of the turn signal lever 204 represents a left signal and an upward movement of the turn signal lever 204 represents a right signal. After activation, the corresponding signal lights are lit in a slow, periodic flashing manner.

The hazard flasher button 206 may be located in various locations within the vehicle interior. Here, hazard flasher button 206 is shown in the center of vehicle dashboard 202, but it may be placed on the steering column, under vehicle dashboard 202, or elsewhere. In some embodiments, hazard flashing light button 206 is an existing button known in the art operable to activate a hazard flashing light.

Embodiments of the present invention are designed to work with existing signal and hazard lamp controls (e.g., turn signal lever 204 and hazard flasher button 206) so that the driver or user does not have to learn or remember any separate controls. As described below, some embodiments of the present invention allow for the implementation of various flash or blinking light options. This may be accomplished by pressing hazard flasher buttons 206 in sequence. No separate manual control means are required or provided. Thus, in an emergency situation, the user does not see confusing options or controls, nor does he have to undergo any unnecessary modifications that are visible inside the vehicle.

In other embodiments, a second switch, such as a flash switch 207, is provided. This may be located near hazard flasher buttons 206 or elsewhere in the vehicle that the driver or even the passenger may reach. As shown, it is located in the center of the instrument panel 202. The flash switch 207 may be used to activate flash functions associated with the various vehicle lights described herein. In one example, the user may activate flashing of the hazard lights instead of flashing by pressing the flash switch 207. In some embodiments, the flash switch 207 only activates the flash function if the hazard flasher button 206 has been activated (or another vehicle system has deployed a flasher). In other embodiments, one or the other of hazard flasher switch 206 and flasher switch 207 may be prioritized. In this way, a number of security and control scenarios may be satisfied by embodiments of the present disclosure.

Referring now to fig.2B, an exemplary vehicle wiring harness 208 and location for replacing the flash module of the flashing relay is shown. According to various aspects of the present invention, the wiring harness 208 is shown only as the portion of the harness that interconnects with the flash module 300. It should be understood that the wiring harness may run throughout the vehicle and may be constructed from a plurality of separate components. According to an embodiment of the present invention, the flash module 300 replaces an existing flash relay device and provides a flash circuit for hazard lamps in an existing vehicle. The flash module 300 may even be installed in the same location as the original relay. In some embodiments, the flash module 300 is compatible with existing connector 214 pins on the wiring harness 208 and relies on power, signals, and other connections provided via the wiring harness 208 to perform all of the functions described below. In other embodiments, adapters (not shown) may be plugged into the flash module 300 and the wiring harness connector 214 so that a single embodiment of the flash module 300 may be connected to a variety of vehicles and wiring harnesses.

In some embodiments, as described below, the flash module 300 may not be able to provide all of the intended functionality of interfacing with the vehicle entirely through the wiring harness 208. In this case, additional leads may be connected to power, ground, or wherever needed. In embodiments where a Body Control Module (BCM) is present, the flash module 300 may interact little or no way with the vehicle via the connector 214, but may be spliced and connected to the vehicle at a convenient location to receive output from the BCM and drive associated vehicle lights (as described below).

For the purposes of the present invention, any electronic or electromechanical device that controls or can be programmed (whether or not reprogrammed) for automotive signal or hazard lights is considered a body control module. The BCM may include one or more silicon-based processors, microprocessors, controllers, microcontrollers, chips, gate arrays, or other logic devices. In some cases, the BCM may contain relatively complex multi-functional components, such as a system-on-a-chip device. Additional names or labels of the BCM may include, but are not limited to, a computer, a control unit, an Electronic Control Unit (ECU) body computer, a body computer module, a body controller, a body control module, and an onboard controller. In addition to hazard or signal lights, the BCM may or may not control other aspects of the vehicle.

Existing mounting points 210 may be provided on the vehicle for physically locating and securing the original winker relay. The same location 210 may be used for storing and securing the flash module 300. In embodiments where the flash module 300 interfaces with the vehicle at least partially through the wiring harness 208, the mounting point may be proximate to the connector 214.

Referring now to FIG.3, a block diagram of a flash module for a vehicle hazard lamp in accordance with aspects of the present invention is disclosed. The arrows in fig.3 indicate the direction of signal, information, or power flow. In the embodiment of fig.3, the primary function of flash module 300 is provided by microcontroller 302. The microcontroller 302 may be a general purpose microcontroller suitable for the environment in which it is used (e.g., the vehicle interior or engine compartment). The microcontroller 302 may be programmed using, for example, assembly language or a higher level language, as appropriate. In some embodiments, the microcontroller 302 may be less advanced than general purpose microcontrollers and may include a Field Programmable Gate Array (FPGA), or the like. Application Specific Integrated Circuits (ASICS) may also be used.

It will also be understood that a system-on-a-chip device may be used to implement the functions of microcontroller 302 as well as to provide 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 invention and simply removes certain aspects or functions of flash module 300 from the various individual components described herein and incorporates them onto a single silicon device.

In the embodiment shown in FIG.3, microcontroller 302 receives input from analog input block 304. The analog input block 304 provides signal connections to those cars that rely on old or traditional analog flash or hazard flasher modules. The analog input block 304 provides appropriate leads and connections to simulate the automotive interface (e.g., via connector 214) of various conventional flash systems. For example, including existing 2, 3, 4, 5, or 8 pin flashing light schemes. Exemplary detailed circuit diagrams of these systems are explained below. However, in each case the function is similar. The flash module 300 operates based on the microcontroller 302 reading or accepting a signal or voltage that would normally be provided to an existing flash lamp module or relay and replicating the appropriate output signal or voltage at an output signal block 308, in connection with downstream electrical components responsible for illuminating the associated signal lamp (in many cases, the only downstream component present would be a light bulb or other driver visible LED). For example, the driver may flip the signal light pole up to signal a right turn. This typically signals a flashing light relay in the form of a voltage. In response, the existing signaling or hazard module will provide conventional periodic illumination of the associated signal lights. The driver may also turn on the hazard light switch, and in response, the existing hazard module will provide periodic illumination of all of the signal lights. The flash module 300 duplicates this function as a substitute for an existing hazard or signal module. However, in the event of hazard lamp activation (as indicated on analog input block 304), microcontroller 302 is programmed to deploy the signal or hazard lamp in a flashing manner.

As previously mentioned, flashlights appear much different from the common flashing lights currently seen on automobiles. However, since the flash is an attention capture device associated with hazardous conditions, a non-flash related light may be a better choice when a simple signal light is indicated on the analog input block 304. Thus, when the existing vehicle wiring supports such a distinction, the microcontroller 302 may be programmed to flash rather than the associated light or LED when indicating a turn signal.

In some embodiments, the flash module 300 is deployed or implemented in a newer vehicle that may utilize a computer or group of computers that control non-engine related functions known as a Body Control Module (BCM). In this case, the signal lever and hazard flasher button may be directly connected to the BCM, which then turns on the signal lights as signal lights (only one side) or hazard lights (both sides at the same time). The system of the present invention may be implemented by initially programming (or reprogramming if permitted) the BCM. However, on already built vehicles, as well as on roads, access and reprogrammed vehicles, body control modules are often time consuming and cost prohibitive, and may not gain widespread acceptance to some extent. Further BCM schematics and programming procedures are rarely disclosed. Thus, flash module 300 may have a BCM input block 306 instead of (or in addition to) analog input block 304.

The BCM input block 306 may include a series of leads wired to intercept outputs from existing BCMs driving vehicle signal and hazard lights. When the microcontroller 302 detects a BCM indicator signal, it can activate the associated lamp in a conventional signaling manner using the output signal block 308. On the other hand, if microcontroller 302 detects a BCM indication hazard flash on BCM input block 306, output signal block 308 will be used to drive a flash effect on external lights as described above.

The output signal block 308 provides electrical connections to each of the light bulbs or LEDs that make up the existing portion of the signaling or hazard flashlamp system of the vehicle in which it is installed. Such connections may include a connection to a light visible from outside the vehicle, and an indicator light visible to the driver. The microcontroller 302 may or may not have the capability to directly drive the LEDs, including the flashing lights or signaling system of the automobile. Thus, as is known in the art, an amplifier, relay or other circuit capable of driving the LEDs in a desired manner may include an output signal block 308, which in turn drives the LEDs.

The power module 310 may be integrated with the flash module 300 to provide power to the microcontroller 302, the output signal block 308, and/or other components. The power module may be configured to draw power from the vehicle's existing 12 volt system. In another embodiment, it may draw power from a regulated accessory bus (e.g., 5V, 12V, or other).

A power management circuit 312 may be provided for converting the voltage received by the power module 310 to a voltage used by other components of the flash module 300. The power management circuit 312 may also prevent power surges or spikes from reaching the microcontroller 302 and other sensitive components. In some embodiments, a battery backup may be provided to the microcontroller 302. The backup battery may even drive the LEDs through the output signal block 308 when space and/or battery capacity permit, when the vehicle electrical system is exhausted or fails due to damage sustained in a collision, for example.

The microcontroller 302 may be configured to communicate with various existing vehicle subsystems to automatically turn on the flash. For example, the emergency light may be provided as a flashing light in the case of an airbag being opened. Similarly, if the opening of an anti-lock braking system or a stability system is detected, the microcontroller 302 may activate the flash light. In some embodiments, the flash may also be automatically deactivated based on information received from other vehicle subsystems.

In other embodiments, the flash module 300 has one or more on-board (currently not shown) accelerometers that detect rapid acceleration (or deceleration), skidding, rollover, and other atypical driving actions, and may turn on the flash without input from the driver. The microcontrollers 302 may be programmed to automatically stop flashing when the normal speed or direction of the vehicle is restored, or they may remain activated until the microcontrollers 302 reset (e.g., by the driver or passenger pressing a hazard light switch).

In some cases, it may be desirable to allow the microcontroller 302 to be reprogrammed after installation. Thus, the flash module 300 may be equipped with a wireless module 316. The wireless module 316 may be a bluetooth module that can communicate with various devices in an ad hoc fashion. The wireless module 316 may also be an IEEE802.11 or "WiFi" enabled chip to take advantage of the WiFi network provided by some newer car or mobile hotspots. The wireless module 316 may allow for reprogramming of the microcontroller 302 even if the flash module 300 is installed in a location in the vehicle that is difficult to access.

The wireless module 316 may also be used with bluetooth enabled devicesThe LED modules are connected to replace the original incandescent LED signal lamp or the original flashing lamp. In such embodiments, the LED light may act as a habitual flashing signal or hazard light unless flashing is indicated via the wireless module 316. Naturally, such a solution requires the addition of extra circuitry at each LED or bulb location, and installation and maintenance can be more cumbersome. However, this configuration has the advantage of allowing existing signal and hazard light switching devices to remain in place. In such embodiments, some or all of the output signal block 308 of the flash module 300 may be eliminated, and the lines to the signal or hazard lights may be simply a pass-through arrangement. Inputs to the microcontroller 302 may then be collected from the analog input block 304 and/or the BCM input block 306. In such an embodiment, it is simply determined which line or signal is active, since the signal is passed to the lamp by "downstream". The microcontroller 302 still determines whether to deploy a flash or a conventional flashing light based on whether detection of a beacon or hazard light is indicated. Furthermore, at this pointAnd in other embodiments, the user may turn on or off various features of the flash module 300 via the wireless module 316.

Referring now to fig.4, a schematic input/output diagram of a flash module 300 according to an aspect of the present invention is shown. In fig.4, an arrow around the periphery of the flash module 300 indicates whether the associated connection is an input or an output. For example, inputs received from existing vehicle controls (e.g., hazard switch input high 408) are represented by an inward arrow.

It should be appreciated that several existing vehicle signaling and hazard lamp wiring schemes already exist, whether analog based or based on the use of newer BCMs. Thus, various embodiments of the present invention may have different pin and line compatibility in order to work with a wide variety of vehicles. In some embodiments, unused leads are simply ignored. However, in a more economical case, various embodiments of the invention may be constructed using only the ports, pins, and wires required for the direct application for which they are intended. In such a case, a fit list may be developed at the same time that specifies, for a particular embodiment, the make and model of the vehicle with which it is compatible. Having described the available inputs and outputs, the following gives some examples of how various embodiments of the present invention may be adapted to use the wide variety of wiring schemes that currently exist.

An ignition connection 402 may be provided as part of the power module 310. The dashboard 202 indicates to the microcontroller 302 that the vehicle is on (typically, the signal lights are not on when the vehicle ignition is off, but the hazard lights are on). A separate power connection, battery connection 404, is also provided and allows certain functions (e.g., flashing hazard lights) to be turned on when the ignition switch is off. The ignition connection 401 may also be part of the power supply module 310. A ground line 406 is also provided. In some embodiments, the ground is provided by connector 214, but in other embodiments it is a lead wire that is separately attached to flash module 300.

Forming part of the analog input block 304 may be leads or connections for the hazard switch input high 408, the hazard switch input low 410, the left turn signal switch 412, and the right turn signal switch 414. Two hazard switch input options are provided to illustrate the fact that in some existing systems, existing relays are activated by supplying a high voltage to the relay. In other cases, the activation lead remains high unless a relay is used to flash the hazard lamps. In this case, a ground or low voltage signal indicates a hazard. By providing hazard switch input high 408 and hazard switch input low 410 leads, flash module 300 is compatible with both types of systems.

The flash module 300 may be programmed to enable a variety of flashes and flash modes. For example, a single press of an existing hazard switch may issue a conventional slow-cycle flashing signal. A second press may select a high speed flash. Thus, when installing various embodiments of the flash module 300, the driver or passenger may turn on the hazard lamps in the manner they are accustomed to. This also eliminates the need for a separate switch or control device to obtain all of the functionality that is considered to be a vehicle safety system.

The hazard switch on some vehicles provides two discrete positions (high and low). Typically, a hazard flashing light in such systems turns on when a button is pressed and held down. Such a switch actually activates an existing flashing light relay by operating as a power switch. The second press releases the switch to the high position and disconnects the power to the hazard lamps. Even if flash and flash or multiple flash modes are provided, the flash module 300 may still be configured to operate with such a system. In this case, flash module 300 may be programmed to "count" the number of presses, or provide an on-to-off transition via a conventional two-position switch, or vice versa. The flash module 300 provides programmed or desired operation by virtue of the battery connection 404 and/or an on-board battery to maintain power to the microcontroller 302 and other components, although existing relays may only be powered by a power source via existing switches.

The leads of left turn signal switch 412 and right turn signal switch 414 act upon activation of either the left turn or right turn signal to notify flash module 300. As described above, the flash module 300 may activate a left turn signal or a right turn signal in a manner that replicates an existing slow flash or flashing of the turn signal in response to movement of an existing turn signal lever.

In embodiments where the flash module 300 interfaces with a BCM, the BCM input block 306 provides a left headlight input 418 and a right headlight input 420. A left rear light input 422 and a right rear light input 424 are also provided. A left rearview lamp input 426 and a right rearview lamp input 428 may also be provided if the vehicle is so equipped. Due to BCM control inputs or connections to the driver (e.g., via the turn signal lever), the flash module 300 may not receive any indication directly indicating the lever position or the hazard lamp switch position. Instead, the flash module 300 may infer what the driver is doing based on these inputs from the BCM. For example, if a light on one side or the other of the vehicle is activated based on a BCM input, the flash module 300 simply replicates these outputs through the output signal block 308. On the other hand, if the lights on both sides of the vehicle are activated simultaneously, the hazard lights are turned on. The flash module 300 will then flash the vehicle signal lights using the output signal block 308.

For ease of understanding, in fig.4, the output signal block 308 is shown as being divided into left and right components or groups of left and right LEDs. The lights associated with the left side of the vehicle may be controlled by left rearview mirror light output 416, left front light output 430, left rear light output 432, and/or combination meter left output 434. Output signal block 308 has a similar set of outputs for the right side of the vehicle, including right rear mirror light output 436, right front light output 438, right rear light output 440, and/or instrument cluster right output 442. It should be understood that not all of these outputs will be used in every installation or every embodiment of the flash module 300. For example, if the vehicle does not have a light associated with the left side rear view mirror, the left side rear view mirror light output 416 will not be present or simply not connected. It will also be appreciated that each of these outputs is provided with any additional circuitry required to adequately drive the associated LED that is activated.

The flash module 300 also provides two additional signal outputs that are used with some 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.

Flash module 300 may also provide a flash input 411 that may interface with, for example, flash switch 207. The flash switch 207 may provide an input to the flash module indicating that the hazard lamps should operate in a flashing manner rather than a slow flashing manner. The flashing light input 411 may also be connected to existing vehicle safety systems (e.g., ABS, anti-skid, airbag, etc.) to automatically activate the flashing light.

Referring now to FIG.5, a circuit diagram of a two pin flash lamp system is shown. The system shown in fig.5 is an existing two-pin flash lamp system and in the present invention this is indicated by the fact that the existing hazard flash lamp 506 only interacts with the rest of the system through the two pins as explained herein. In this example, the two pins represent the input of the power supply and the output of the lamp to be flashed. It should also be understood that other configurations for a two-pin flash lamp system are possible. The system of fig.5 utilizes a pair of similar thermal cycle switches 504, 506 to control turn signal lights and hazard flashers, respectively. The turn signal flashing light 504 may be connected to the power source through the fuse box 502 and wired in such a way that the power source is only available when the associated vehicle ignition switch is on. The hazard flasher 506 may be connected to the fuse box 502 such that the hazard flasher 506 may be continuously powered. Activation of the hazard lamps may be controlled by switch 501, switch 501 initiating a thermal cycle of hazard lamps 506 to provide power and illumination to left rear lamp 106, left front indicator lamp 102, right front indicator lamp 108, and right rear indicator lamp 112. Dashboard 510 may be equipped with a left turn indicator light 512 and a right turn indicator light 514. The two turn indicator lights 512, 514 may periodically flash in unison when the circuit is placed under control of the hazard flasher 506 by the switch 501. If the turn signal is also used as a hazard flashing light, a multi-function switch 500 may be provided for turning the turn signal flashing light 504 on and off, as well as directing current to the appropriate light on the right or left side of the vehicle.

Referring now to FIG.6A, a wiring diagram is shown illustrating an embodiment of a flash module 300 according to aspects of the present invention installed in the two pin flash lamp system of FIG. 5. Here, the existing thermal hazard flasher 506 has been replaced by the flash module 300 of the present invention. As described above, the flash module 300 in the present embodiment interacts with the existing system only through the dual pins. In this embodiment, an additional lead 406 to ground is utilized. The remaining inputs and outputs of flash module 300 (e.g., as described with respect to fig. 4) may not be used, or flash module 300 may be manufactured using only the required inputs and outputs. In the configuration of FIG.6A, when the hazard switch 501 is activated, the flash module 300 will drive the signal lights at the flash frequency previously described. Thus, in the current configuration, the flash module 300 represents a replaced hazard flasher 506.

Referring now to FIG.6B, a wiring diagram illustrating an embodiment of a flash module 300 variously installed in a two-pin flash lamp system is shown. One advantage of installing flash module 300 in the manner shown in fig.6B is that flash module 300 is only connected to battery power when activated by hazard switch 501. This may prevent the depletion of potential on the vehicle battery due to continuous operation of the internal microcontroller and other components of the flash module 300. Here, the output from switch 501 selectively connects the battery connection 404 of the flash module 300 to the power supply. When power is supplied to the flash module 300 in this configuration, the left front lamp output 430, the left rear lamp output 432, the right front lamp output 438, and the right rear lamp output 440 are used to drive the front and rear turn lamps individually, rather than driving all of the front and rear turn lamps simultaneously via the hazard signal output indicator lamp 446 (not used in the configuration of fig. 6B). Left meter output 434 may be used to drive left turn indicator 512 and right meter output 442 may be used to drive right turn indicator 540. The flasher switch 207 may be separately connected directly to the flash module 300 from a mounting location within the vehicle that is accessible to the driver or passenger.

Reference is now made to

A circuit diagram of a three pin flash lamp system is shown. It should be understood that the three-pin flash lamp system of fig.7 is merely an example, and that other three-pin flash lamp systems may exist. In a three pin flash lamp system, the existing flash relay 706 provides a circulating power supply on the output based on the settings of the ignition switch 702 and the hazard switch 701. A three pin flashing lamp system typically provides at least a front left steering signal 102, a rear left signal 106, a front right signal 108, and a rear right signal 112. A turn signal indicator lamp 710 may also be provided. Under normal operation, the turn signal is controlled by a turn signal switch 705, which may include a turn signal lever near the steering wheel 705. When the ignition switch 702 is energized, the left or right signal lights may be periodically activated by flashing the relay 706. The hazard switch 701 may be used to provide a cyclic blinking of all of the signal lights through the blinking light relay 706.

Referring now to FIG.8, a circuit diagram is shown illustrating an embodiment of a flash module 300 according to an aspect of the present invention installed in the three pin flash lamp system of FIG. 7. Here, the flash relay 706 has been replaced by the flash module 300 of the present invention. The battery lead 404 is connected to the hazard switch 701, and 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 flash module 300 to act as a provider of two flash effects when the hazard switch 701 is activated and as a signal light provider when the turn signal switch 705 is activated. The flash switch 207 may be separately connected directly to the flash module 300 from a mounting location within the vehicle that is accessible to the driver or passenger.

Referring now to fig.9, a circuit diagram of a four pin flash lamp system is shown. For a four pin flashlamp system, the existing flashlamp apparatus 906 interacts with the rest of the system through four separate pins. The system of fig.9 is more complex than the previously discussed systems, and a single switch 901 may be used to activate both the signal and hazard lights. This may be powered by the fuse box 902, with the fuse box 902 providing full time power and intermittent power depending on the position of the ignition switch. Some four-pin flashing light systems utilize two front left turn signal lights or indicator lights 102 and two front right turn signal lights or indicator lights 108. A single right rear turn signal 112 and left rear turn signal 106 are utilized. Each of which may be connected to a combination switch 901. However, the blinking of the signal lights is controlled by the existing blinking lights 906.

Referring now to fig.10, a wiring diagram is shown illustrating placement of the flash module 300 of the present invention into the four pin flash lamp system of fig. 9. Here, the flash module 300 is connected to the ignition connection 402 and the battery connection 404 via the combination switch 901. The indication to activate the hazard light through combination switch 901 activates the battery connection 404 and ignition connection 402 of the flash module 300. In turn, the flash module 300 provides a flash signal on the hazard signal output indicator 446. The hazard signal output indicator light 446 has been connected in place of the previously flashing output, which would result in the associated signal light being driven in the flashing manner previously described. The flash switch 207 may be separately connected directly to the flash module 300 from a mounting location within the vehicle that is accessible to the driver or passenger.

Referring now to FIG.11, a circuit diagram of a five pin flash lamp system is shown. A five pin flash lamp system provides a five pin connection to an existing flash lamp module 1106. According to previous embodiments, the fuse box 1102 may be connected to an existing flicker lamp module 1106 to provide power when the ignition switch is on and when fully connected. The existing winker lamp module 1106 controls winking of turn signal lamps and hazard winker lamps based on the position information received from the multi-function switch 1105. The multi-function switch 1105 provides selective power to some or all of the front left signal light 102, the front right signal light 108, the rear left signal light 106, and the rear right signal light 112.

Referring now to FIG.12, the five pin flash lamp system of FIG.11 is shown with the flash module 300 of the present invention inserted. The flash module 300 replaces the flash module 1106 of existing systems. When both the ignition connection 402 and the battery connection 404 are energized, the flash module 300 provides a flash output 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 signal light receives the corresponding signal from the flash module 300. The flash switch 207 may be separately connected directly to the flash module 300 from a mounting location within the vehicle that is accessible to the driver or passenger.

Referring now to FIG.13, a circuit diagram of an eight pin flash lamp system is shown. The eight pin flash lamp system in fig.13 interacts with an existing flash lamp relay 1306 through eight separate pins. The turn switch 1305 (which may be associated with a joystick mounted on the steering column) sends a signal to the existing blinker relay 1306 whether or not the left or right turn signal has been activated. Existing relays then provide the appropriate flashing output on either the left or right signal lights. The individual hazard flasher switch 1301 indicates to the existing flasher relay 1306 when a hazard condition signal is asserted in the flasher relay 1306 to illuminate all of the signal lights in a conventional flashing manner.

Referring now to FIG.14, a circuit diagram is shown illustrating the eight pin flash lamp system of FIG.13 equipped with a flash module 300 in accordance with an aspect of the present invention. Here, the flash module 300 is connected to an ignition power switch via an ignition connection 402 and to a battery via a battery connection 404. A ground connection 406 is also used. The output of the existing turn signal switch 1305 is provided to the left turn signal switch input 412 in the case of a left turn signal and to the right turn signal input 414 in the case of a right turn signal. A separate hazard switch input low 410 is provided because the illustrated 8-pin flash lamp system activates the hazard lamp by grounding the pin. Based on the signals received on the inputs 412, 414, 410, the flash module 300 acts as a turn signal that activates only the left or right side lights, or as a flashing light module, and provides a flash output on all signal lights. These may include left side lights 102, 104, 106 and right side lights 108, 110, 112. It should be understood that, as previously described, the flash module 300 may have an output that is dedicated to each individual lamp position. Each can be used or only one can be used on each side of the vehicle. The flash switch 207 may be separately connected directly to the flash module 300 from a mounting location within the vehicle that is accessible to the driver or passenger.

Referring now to fig.15, a circuit diagram of a flash lamp system controlled by a BCM is shown. As previously mentioned, BCM systems do not necessarily have good documentation. However, certain internal components are known (e.g., as shown, internal to BCM 1510) in accordance with the functionality provided by the various BCMs. Typically, the BCM will receive inputs from the hazard switch 1506 and turn signal indicator lights. The left output 1512 controls the left lights 102, 104, 106 and the right output 1514 may control the right lights 108, 110, 112.

Referring now to fig.16A, a circuit diagram showing a flash module 300 of the present invention installed in a BCM system is shown. In the installation of fig.16A, the flash module 300 may need to be connected to an ignition device via ignition connection 402 and to a battery via battery connection 404, respectively. Flash module 300 then intercepts the output from BCM1510 to determine when the signal or hazard lights are active. All or part of the connections available on the BCM input block 306 may be utilized. These may include a left headlight input 418, a left rear light input 422, a left rear view mirror light input 426, and corresponding inputs to the right side of the vehicle, such as a right front light input 414, a right rear light input 422, and a right rear view mirror light input 428. Similarly, all or possibly only some of the lamp drive outputs of the flash module 300 may be utilized, depending on the particular configuration. For example, with respect to the left side of the vehicle, a left rearview mirror lamp output 416, a left headlight output 430, a left rear lamp output 432, and/or a meter output 434 may be utilized. For the right side of the vehicle, right rear view mirror lamp output 436, right front lamp output 438, right rear lamp output 440, and/or meter output 442 may be utilized. The lights may include, but are not limited to, a left front light 102, a left rear view mirror light 104, and a left rear light 106. On the right side, the lights may include, but are not limited to, a right front light 108, a front mirror light 110, and a right rear light 112. The flash switch 207 may be separately connected directly to the flash module 300 from a mounting location within the vehicle that is accessible to the driver or passenger.

Referring now to fig.16B, a circuit diagram of an embodiment of a flash module installed into the BCM control flash system of fig.15 by modifying the microcontroller is shown. As previously described, and as known to those skilled in the art, BCM1510 may include one or more microcontrollers or central processing units 1602. The CPU1602 may execute logic associated with various functions of the body control module, including but not limited to operation of signal and hazard lights. Here, the BCM1502 is configured to directly control the flash function of the hazard lamps described herein (in contrast to the system in fig.16A, where the flash function is implemented "downstream" of the BCM). This may be accomplished by a companion chip 1604 that may contain memory and instructions for proper timing of the hazard lamps (e.g., one or more flash effects). Such an accessory chip 1604 may be directly connected to BCM1510 or CPU1602, or may communicate with BCM1510 or CPU1602 via a bus (not shown), such as a Controller Area Network (CAN) bus (many vehicles are equipped with CAN buses today). In another embodiment, no additional chip or memory is needed because BCM1510 contains all the necessary logic and timing information to flash drive the vehicle lights in response to input from the hazard switch and/or signal lever.

In some embodiments, the flash switch 207 may be separately connected and configured to communicate with the BCM300, the CPU1602, and/or any companion chip 1604 that may be present. This may require one or more leads to be provided from the flash switch 207 to the respective controller. In other embodiments, the flash switch 207 may communicate via a CAN bus or other communication network. A BCM or microcontroller operating hazard lamps (e.g., 1510, 1602, 1604) on the vehicle may be programmed or reprogrammed to accept input from the flash switch to turn on flash operation on the existing hazard lamps instead of flashing operation. The flash switch 207 may be mounted in the passenger compartment as described.

It should be understood that the various configurations described above and shown in fig. 5-16B that employ various embodiments of flash modules according to the present invention are illustrative only and should not be considered exhaustive. Those skilled in the art may exploit the functionality and capabilities of the various embodiments of flash modules (e.g., flash module 300) described herein to develop additional configurations.

In operation, once the installation is complete, and depending on the existing vehicle circuitry and the limitations inherent therein, the driver or user may access and activate multiple flash modes. For example, with the hazard switch open, upon initial activation of the flash module 300, the flash module 300 may be programmed to flash in a conventional manner (e.g., at a period of about 2 Hz). However, triggering the flash switch 207 may cause the flash module 300 to switch from a slow period to a flash period (e.g., about 8 Hz). Additionally, flash modes that are embedded or programmed into the flash module (e.g., using the microcontroller 302), such as moving from right to left or right to left, may be selected. In a pattern as shown in fig.17, the left light blinks briefly and then stops, while the right light blinks for a slightly longer period of time before the cycle repeats. This means that other observers of traffic or hazard lights should move to the right. A similar pattern may suggest moving to the left as shown in fig. 18.

An exemplary state diagram corresponding to the operation of flash module 300 is shown in fig. 19. In some embodiments, multiple button presses or switch throws may be required to fully access the functionality of flash module 300, as shown in fig. 19. The off state is displayed at 1902. A single button press 1901 or switch throw of the hazard switch 206 can move the flash module 300 to the conventional flash configuration 1905. A depression or throw 1903 of the flash switch 207 may change the output of the flash module 300 to a flash 1904. In some embodiments, further pressing 1903 moves the module 300 to flashing from right to left 1906 and left to right 1908. Depending on the switching arrangement available in the existing vehicle in which the flash module 300 is installed, pressing 1910 of the hazard switch 206 may be used to reset the flash module from any other state to off 1902. In another embodiment, cycling or interrupting power to the flash module through the ignition (e.g., ignition connection 402) may be employed to "reset" the flash module 300. It should be understood that further control schemes for flash module 300 are available to those skilled in the art that utilize single, multiple, and/or long and short presses of flash switch 207, either alone or in combination with hazard switch 206.

Referring now to fig.20, a block diagram of a flash module 2000 in accordance with aspects of the present invention is shown. Referring also to fig.21, an input/output schematic of flash module 2000 is shown. Flash module 2000 is substantially similar to flash module 300 described above, but with additional inputs and outputs as described herein. The flash module 2000 can contain additional vehicle lighting that is not part of the conventional signal light arrangement of the vehicle in which the module is installed. In one embodiment, the additional, supplemental, or auxiliary vehicle lighting may be a light pole (e.g., light pole 2800 described herein).

The additional lighting may be application specific (installed specifically as part of the flashing effect), but may more importantly be a lamp that is already functional or used by the subject vehicle. For example, the additional lighting may include headlamps, tail lamps, fog lamps, marker lamps, brake lamps, interior lamps, or others. Such lighting that has utility or use on a vehicle may be referred to as multipurpose lighting. In other words, the multipurpose lighting has already been used on the vehicle, but will gain an additional use, i.e. a flash function, by being connected to the flash module 2000. From the perspective of flash module 2000, multipurpose lighting may be considered multipurpose auxiliary lighting, as it is not part of a common standard flash lamp system that is being enhanced or replaced by the functionality provided by flash module 2000.

As shown in fig.21, the flash module 2000 may provide an auxiliary light output 2102, the auxiliary light output 2102 may be used to selectively illuminate or flash one or more multi-purpose auxiliary lights. In some embodiments, more than one auxiliary light output may be provided. For all auxiliary light outputs, the function of the associated light (which may be one or more LEDs) may be flashing when activated by the output 2102. In this way, the multifunction light may flash with an existing vehicle hazard flasher, thereby increasing the visibility and utility of the present system. As described above, the flash module 300 is capable of independently flashing lights associated with one side or the other of the vehicle (e.g., producing a left-to-right flash, or vice versa). The flash module 2000 provides the same performance, and it may associate one or more auxiliary light outputs 2102 with one or both of the "banks" of flashes. In other words, the auxiliary light output 2102 may be activated when the left side outputs 416, 430, 432, and/or 434 are activated, when the right side outputs 436, 438, 440, and/or 442 are activated, or when either the left or right side outputs are activated. In some embodiments, the auxiliary light output 2102 may be activated alone, or independently of the left side outputs 416, 430, 432, and/or 434 or the right side outputs 436, 438, 440, and/or 442.

While the auxiliary light output 2102 may be used to power lights that have no additional use (e.g., a light or group of lights purposely installed for flashing only, such as light bar 2800 discussed below), the auxiliary light output 2102 may be used in other embodiments to control or flash lights that may already be configured to operate in existing circuitry. In one particular embodiment, the auxiliary light output 2102 may be used to activate an existing high mounted stop light (HCMSL) of the vehicle. The existing HCMSL (or any other auxiliary lamp) can be disconnected from its original circuit and simply used as part of the flash system of the present invention. However, it may strongly tend not only to provide flashing operation for existing light, but also to retain its original functionality.

As one possible means to allow for consideration and integration of the existing functionality of the auxiliary multi-purpose lamp, the flash module 2000 may provide an auxiliary lamp input 2104, the auxiliary lamp input 2104 accepting input that would otherwise signal or power an associated auxiliary multi-purpose lamp. This input 2104 may be used to signal the flash module 2000, and in particular the microcontroller 302, when the existing vehicle system indicates that the auxiliary multifunction lamp should be activated or illuminated, regardless of whether the flash module 2000 is currently using an associated auxiliary multifunction lamp with flash functionality.

Referring now to fig.22, there is shown a schematic diagram of the OR function implemented by the flash module 2000 of the present invention. The function of OR circuit 2200 is represented here logically by OR gate 2202 (although it may not be implemented by digital gates, but by mechanical relays, solid state relays, field effect transistors, bipolar junction transistors, OR any other switching scheme suitable for reliable operation of the system, as explained further below). In operation, circuit 2200 accepts auxiliary lamp input 2104 as one input to OR gate 2202. A second input to the OR gate is generated internally (e.g., by the microcontroller 302) and becomes active when the flash module 2000 operates to flash any one OR more lamps that may be connected to the auxiliary lamp output 2102.

The OR circuit 2200 may be implemented within the same physical package as the other components of the flash module 2000 OR may be implemented externally. Likewise, the illustrated OR gate 2202 is merely a logical representation. Physically, the functions of OR gate 2202 and circuit 2200 may be implemented by mechanical relays, solid state relays, field effect transistors, bipolar junction transistors, OR any other switching scheme suitable for reliable operation of the system.

Referring now to fig.23, there is shown a wiring diagram of a flash module 2000 installed in a five pin flash system, which also controls a high mounted stop lamp (HCMSL) as a multipurpose auxiliary lamp. It should be understood that the HCMSL is only one option of a multipurpose auxiliary light and that the flash module 2000 can utilize additional or different multipurpose auxiliary lights or lights associated with the vehicle in which the flash module 2000 is installed. A five pin flash lamp system before modification using flash module 2000 can be seen in fig. 11. A five pin flash lamp system can be seen in fig.12, including a modification to flash module 300, not including an auxiliary lamp control.

The integration of flash module 2000 with a five pin system is similar to that of flash module 300, except as otherwise noted. In the case of flash module 2000 having auxiliary multi-purpose lamp control, the auxiliary lamp input 2104 of or circuit 2200 is connected to a power line or signal that would normally be fed back to the HCMSL. Internal flash signal 2204 is fed back to logic OR gate 2202 along with input 2104. If either of these inputs 2104, 2204 is active, the gate 2202 provides a signal or power to the multipurpose auxiliary output 2102, resulting in illumination of the HCMSL.

According to the described arrangement, it will be appreciated that application of the brake pedal in a vehicle in which the flash module 2000 is installed will always result in a stable illumination of the HCMSL desired by the user. The flash module 2000 can activate the HCMSL only if the HCMSL is not activated by the vehicle. In this way, any auxiliary light or light functionality is enhanced only by the flash module 2000. The HCMSL or any other auxiliary multi-purpose light connected to the flash module 2000 can be activated together with the existing hazard flasher. If hazard lights flash in groups (e.g., left to right or right to left), the auxiliary multifunction lights may flash with one of these groups or as their own group (e.g., left, center, right, or vice versa). In some embodiments, the attached auxiliary multifunction lights may flash individually. It should be appreciated that all of these functions may be controlled by the vehicle flash switch 207, possibly in conjunction with the vehicle's existing hazard switch (e.g., switch 206 of FIG. 2).

In some embodiments, flash module 2000 is activated only by switch 270, but may be controlled by bluetooth or another wireless protocol. The wireless module 316 may be used to allow a user to set or select a particular flash mode or protocol. Using wireless communication, the user may choose to flash the HCMSL if an existing hazard light flashes. The user may also choose that all connected lights should flash or that a left-to-right or right-to-left pattern should be implemented. It should be understood that flash module 2000 may employ not only a HCMSL, but any auxiliary light in a similar manner.

Flash module 2000 may be integrated into any type of existing hazard flashlamp system in a similar manner as flash module 300 described previously. Further, in any system where it is desired to configure an auxiliary or auxiliary multi-purpose lamp or lamps (or lamps), wiring and implementation may be performed, for example, as shown in fig. 23. Once the flash module 2000 is installed into an existing vehicle system as described herein, the multifunctional auxiliary light may be integrated by connecting the existing outputs of the existing vehicle system with the lights to the auxiliary input 2104 associated with the flash module 2000 and the lights themselves connected to the output 2102. In this way, the original function of each auxiliary lamp is preserved while also serving as part of the flash function of the flash module 2000.

Referring now to fig.24, there is shown a circuit and schematic diagram of a further implementation option of a flash module 2000 of the present invention installed in a five-pin flash system and additionally controlling an HCMSL. However, the HCMSL is only exemplary, and the multipurpose auxiliary lighting connectable as shown in fig.24 is not limited to the HCMSL. Fig.24 shows one option for isolating and protecting the functionality of the HCMSL (or other multi-purpose auxiliary lamp) while incorporating it into the flash functionality of the flash module 2000. The OR circuit 2200 (which may be physically integrated with the rest of the flash module 2000 OR may be physically separate as desired) provides an auxiliary input 2104 to obtain an output that would otherwise be directed to the HCMSL OR other multi-purpose auxiliary lamp. As part of OR circuit 2200, the input 2104 is fed back to an opto-isolator 2402. The connection from input 2104 feeds back to a Light Emitting Diode (LED)2403 inside an opto-isolator 2402. If necessary, the LED2403 may be grounded through a resistor 2405. When input 2104 is activated or energized, the LED generates photons that are detected by the paired phototransistors 2104. When the phototransistor 2104 is activated by the LED2403, current and voltage are provided at the output 2102 to power the HCMSL or other auxiliary lighting device. The voltage and current to power the output 2102 may be provided by the power module 310 or connected to the vehicle power supply from a separate full time switch or ignition switch.

In parallel with phototransistor 2404 is a second transistor 2406 that can be activated to allow current to flow through the internal circuitry of flash module 2000 (e.g., which can be controlled directly by microcontroller 302). Internally, this may be represented as a flash signal 2204.

It should be appreciated that the OR circuit 2200 as shown in fig.24 allows the original function of the HCMSL OR other multi-purpose auxiliary light to be achieved through an opto-isolator 2402 (whether flashing, steady state OR otherwise) while the same device may be activated by the flash module 2000. Of course, the same lights will light up as long as the existing vehicle system or flash module 2000 activates the HCMSL or other multifunction auxiliary light. It should also be appreciated that steady state illumination of the vehicle system will cover any flash or any intermittent activation on the flash module 2000. Thus, existing vehicle function HCMSLs or other multifunction auxiliary lights are either not augmented, but merely enhanced.

Referring now to fig.25, there is shown another circuit and schematic diagram illustrating a further implementation option of the flash module 2000 of the present invention installed in a five pin flash system, and additionally controlling the installation of the high mounted stop lamp. Here, the OR circuit 2200 includes a pair of Single Pole Single Throw (SPST) relays 2502 and 2504. The relay 2502 accepts the input 2104 and closes after the vehicle activates the input 2104 to provide power and voltage to the HCMSL or other auxiliary lights on the output 2102. Similarly, the relay 2504 is closed at the input from the flash signal 2204. It will be appreciated that if either of the relays 2502, 2504 is closed due to activation of the input 2104 or the flash signal 2204, respectively, the output 2102 becomes energized. Thus, the function of the system is substantially similar to that of fig. 24.

Referring now to fig.26A, a circuit diagram of a flash module 2000 incorporating a BCM flash system and controlling a HCMSL is shown. The system of fig.26A is shown prior to the modification in fig.15 above. Also shown in fig.16A is the case after installation of flash module 300 (without HCMSL or other auxiliary controls). As can be seen in fig.26A, for existing hazard lamps, the flash module 2000 may be installed into a BCM based system in a substantially similar manner as the system 300. Flash module 2000 provides additional control over HCMSL120, as shown in fig. 26. As with the previous embodiment, the HCMSL is exemplary of a multi-purpose auxiliary lamp, but other multi-purpose auxiliary lamps may be connected in a similar manner to be included in the flash function of the flash module 2000.

Here, the existing output to the HCMSL120 is shown as output 2604 from a brake light activation circuit 2602 activated by the driver or vehicle occupant depressing the brake pedal. This output now becomes the input to the brake signal input 2104, which is input to the OR circuit 2200 OR the flash module 2000. It should be understood that whether the body control module itself controls the HCMSL120, or is controlled by a separate system or circuit of the vehicle (e.g., the brake light activation circuit 2602), the flash module 2000 accepts the vehicle's normal output 2104 input to the HCMSL 120. As previously described, the OR circuit 2200 (which may be internal OR external to the rest of the flash module 2000) activates the output 2102 in response to activation of an internal flash signal (e.g., from the microcontroller 1602) OR the input 2104. Thus, as shown, the flash module 2000 has functional control over all lamps or bulbs present in the vehicle signal or hazard light circuit, as well as the HCMSL120 or other multipurpose auxiliary lights. Thus, the flash module 2000 may provide flash functionality as described herein on a BCM controlled automotive setting including signal or hazard lights as well as an HCMSL and/or other auxiliary or multi-purpose auxiliary lights. Any multifunction auxiliary light will retain its original function (whether as a brake light or otherwise) and participate in the flashing function when not otherwise turned on.

FIG.26B is a circuit diagram illustrating an embodiment of a flash module having a multipurpose auxiliary lamp control function installed in a BCM controlled flash lamp system by modifying a microcontroller. Similar to the embodiment shown in fig.16A, modifications to the existing functionality of BCM1510 can be accomplished by a companion chip 1604, which companion chip 1604 can contain appropriately timed memory and instructions for hazard lamps (e.g., flashing effects or effects). Likewise, such companion chip 1604 may be directly connected to BCM1510 or microcontroller 1602, or may communicate via a bus (not shown), such as a CAN bus. In order to integrate one or more multi-purpose auxiliary lights into the flash program, one output of BCM1510 providing a flash output must be connected to the multi-purpose auxiliary light. Such a multipurpose auxiliary light may be fed back to an existing vehicle flashing light (e.g., one or more of 102, 104, 106, 102, 110, or 112) from one of the now-flashing outputs.

On the other hand, in some embodiments, a separate flash-capable output 2610 from BCM1510 may be fed back to flash signal lead 2204 or circuit 2200. An output 2604 from the brake activation circuit 2602 is connected to the brake signal input 2104. In this manner, flash activation may be entirely controlled by BCM1510, and one or more multi-purpose auxiliary lights (e.g., HCMSL120) may be integrated into the flash function while also retaining its original functionality.

In another embodiment, no additional chip or memory is needed because BCM1510 contains all the necessary logic and timing information to flash drive the vehicle lights (including new output 2610) in response to inputs from the hazard switch and/or signal rod. It should be appreciated that if BCM1510 can control the flash function directly (either through the companion chip 1604 OR through the original programming OR encoding of the microcontroller), a separate OR circuit 2200 may still be necessary to allow the multi-purpose companion lamp to be part of the flash function without losing its original function. In the case where the multi-function auxiliary light is controlled solely by BCM1510 (e.g., the individual functions of the auxiliary light need not or are not intended to be shared with another circuit, such as the brake light circuit), all of the functions can be implemented by programming, reprogramming, or augmenting logic on BCM 1510.

Referring now to fig.27, a schematic diagram of the flash switch 207 is shown. While the flash switch 207 may have a form factor according to known switch or button technology, in some embodiments, the flash switch 207 is a function indication switch for telegraph or indicating the mode in which the associated flash module 300 (or any other flash module of the present invention) is operating. In the illustrated embodiment, the switch 207 includes a body 2704 that resembles a warning triangle. The body may be oriented with an upper apex 2707, a lower left apex 2709, and a lower right apex 2911. There may be an upper indicator light, bulb or LED on or near each. As shown, indicator 2706 is located on or near vertex 2707, indicator 2708 is located on or near vertex 2709, and indicator 2710 is located on or near vertex 2719. The body 2704 itself may also be backlit and illuminable (e.g., flashing in synchronization with hazard light operation, and/or backlighting with other dashboard lights).

The switch 207 may be installed as an OEM device or the vehicle may be retrofitted to utilize them. Which may be similar in shape, color or outline to a known type of hazard flashing light switch (non-flashing) and may also have a different color or other indicia to indicate to the user that it is a flashing switch. In some embodiments, the flashing switch 207 may be the only hazard indicating switch in the vehicle (e.g., the replacement switch 206) given additional functionality as described herein. The flash switch 207 may have a plurality of electrical connections 2720 (or may communicate over a multi-lead cable or bus) as needed to send and receive the necessary signals to the associated flash module 300 (or other module according to the present invention).

These indicator lights 2706, 2708, 2710 may be illuminated according to the mode of operation of the hazard lights and flash system, in accordance with the present invention. For example, all three LEDs 2706, 2708, 2710 may be periodically illuminated in concert with a vehicle hazard warning light. Accordingly, the driver or user can easily recognize the operation mode of the hazard lamp by referring to the switch 2700. The switch 2700 may also provide feedback regarding the directional flash if the directional flash is activated. For example, indicator light 2706 may be illuminated in a steady state while indicator lights 2708, 2710 flash from left to right, or vice versa, to indicate the selected flash mode. One skilled in the art can design further indicating schemes for the indicator lights 2706, 2708, 2710 so that the user can easily determine from the state of the switch 207 whether the hazard lights are off, flashing, indicating direction, etc.

For example, in some embodiments, once a flash is initiated according to any of the embodiments described above, an existing turn signal lever may be used to provide further input to the system to provide a left or right flash mode.

Modern vehicles provide a visual indicator light on the meter or dashboard (whether simulated or virtual) that is associated with the activation of the signal lights, or whether the signal lights (left and right) are activated simultaneously, which would indicate that the hazard lights are on. In accordance with the present invention, the same lights or internal indicators may be configured to reflect whether a hazard light has been activated to flash in a conventional, slower manner, or whether flashing is to be performed using one of the systems or methods of the present invention.

In addition to the mode indication (e.g., flashing, left-to-right, right-to-left, etc.) provided by the switch 207 and/or the signal lights on the dashboard, the systems and methods of the present invention may rely on additional mechanisms to provide user or driver feedback regarding the status of the hazard light operation. In one embodiment, the current operating mode is displayed on a separate indicator light. In another embodiment, the mode is displayed on a navigation screen or a multi-purpose touch screen that is located within the vehicle as part of climate control, navigation, or other vehicle systems. The modes may also be displayed on a radio or entertainment system display screen. In addition to visual indication, the systems and methods of the present invention may utilize audio or tactile indication. The audio sources may include a vehicle stereo, a door buzzer, a light buzzer, etc. Some of which may be generated by the body control module and played through the vehicle audio system. In some embodiments, a separate speaker or buzzer may be provided.

Referring now to fig.28, a plan view of an exterior vehicle light 2800 according to aspects of the present invention is shown. The lamps 2800 may be rear or front marker lights or signal lights (e.g., any of the lights 102, 104, 106, 108, 110, 112). However, the light 2800 may also be configured as a supplemental or auxiliary light bar that is not part of the vehicle's existing lighting settings, or may not be used for any other purpose. The lamp 2800 includes a lighting panel 2802 having a plurality of individual lighting elements 2804, 2806, 2808, 2810, 2812, 2814. In some embodiments, the lighting elements are 2804, 2806, 2808, 2810, 2812, 2814 LEDs. The LED may be lit in an appropriate color (e.g., red or yellow). A cover or lens (not shown) may be provided, which may also provide coloration. In other embodiments, the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 include incandescent lights, which may be used to replicate the faster flashing light available to LEDs, as described below.

In normal operation, the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may operate together, or at least some of them may operate together as a group. For example, if light 2800 is a tail light, lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may all illuminate when the tail light is activated. Similarly, in lighting elements 2804, 2806, 2808, 2810, 2812, 2814 that function as signal lights, all or a portion of the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may be illuminated in accordance with a signal flashing light. If light 2800 forms part of a light associated with a hazard flashing light, some or all of lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may periodically be illuminated together to indicate a hazard.

When the light 2800 is deployed in the flash systems and methods of the present invention, some or all of the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may be flashed as previously described. However, in other embodiments, flash module 300 (or any other flash module according to the present invention) has the capability to activate one or more of lighting elements 2804, 2806, 2808, 2810, 2812, 2814 independently of other elements. In this case, the individual lighting elements 2804, 2806, 2808, 2810, 2812, 2814 can be selectively flashed one or several (e.g., 2 or 3) at a time. The flashing of the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may be timed such that at least one lamp is always lit or dimmed at a frequency that reproduces the flashing effect. Even though any of the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may not blink or cycle fast enough to be considered a flash, the light 2800 as a whole produces a visual effect similar to a flash. Since the period of any single light is somewhat low, it is even possible to have incandescent bulbs work as one or more of the lighting elements 2804, 2806, 2808, 2810, 2812, 2814. In some cases, a lens or other covering may help perceive the flashing effect by reducing the ease of visibly individual lighting elements 2804, 2806, 2808, 2810, 2812, 2814.

In one example, lighting elements 2804, 2808, and 2812 can emit light while lighting elements 2806, 2810, and 2814 can dim, or vice versa. In another embodiment, the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 may light up and dim two at a time in a cyclical or random manner. In further embodiments, each of the lighting elements 2804, 2806, 2808, 2810, 2812, 2814 is illuminated and dimmed on a separate schedule, which may be a recurring schedule or a random schedule. Inside-out and outside-in rotation are also contemplated, as well as directional sequential illumination that may be helpful in indicating the direction of a hazard as described above.

It should be understood that the lamp 2800 need not have the shape shown. The lamps 2800 may be configured according to the available space on the vehicle and may be configured for stand alone use (OEM or aftermarket) or to augment existing vehicle tail lights, brake lights, etc. so that the lamps 2800 supplement existing lamps. It should also be understood that multiple lamps 2800 may be used on the same vehicle, and may have different physical shapes or arrangements as desired. Fig.28 illustrates the connection of a pair of lamps 2800 as auxiliary lamp leads controlled by flash module 300 (it should also be understood that lamps 2800 may be adapted and configured to work with any other flash module of the present invention). It is also understood that as many leads as needed from flash module 300 (or any other flash module of the present disclosure) may be provided to enable full operation of each of lighting elements 2804, 2806, 2808, 2810, 2812, 2814 and/or as many subsets of these elements to enable the operations described herein. In some embodiments, the lights 2800 may be connected via the auxiliary output 1202.

Referring now to fig.29, a simplified schematic diagram of a flash system 2900 is shown, according to an aspect of the invention. For simplicity, only a single left light module 2940 and a single right light module 1941 are shown here, although vehicles typically use at least four (e.g., front-to-back, left-to-right) and possibly more. The system 2900 may not require any modification to the body control module or replacement of the flashing light module. Accordingly, the flashing light module 2904 is representative of a prior or prior art type of module herein. It should be understood that the flashing light module 2904 may include a BCM or other microcontroller system, and even an analog relay. The flashing light module 2904 periodically connects the 12 volt battery 2902 (or vehicle 12 volt power supply) to power the respective light modules 2940, 2941 when activated by a user (e.g., via an existing vehicle hazard light switch, not shown here). It should be appreciated that if the vehicle power system is not 12 volts, the voltage may vary. The flashing light module 2904 outputs a standard, slower hazard flashing light output (i.e., non-flashing).

The light modules 2940, 2941 are equipped to accept standard, non-flashing hazards or signal light flashes and convert them into high-visibility flashes as explained herein. The lamp modules 2940, 2941 are energized or activated on the existing or standard signal lamp line leads 2908, 2906, respectively. Microcontroller 2916 receives the non-flash quasi-flash signal/power from flash lamp module 2904 and converts it to a flash output on lamp 2942. The lamp 2942 may be an LED or another high cycle frequency lamp. The lamp 2942 may also be a lamp 2800 having multiple elements as described above and suitably driven by the microcontroller 2916 instead of a central flash module (e.g., flash module 300).

In some embodiments, an additional power cord (not shown) may be used so that a continuous power source is available for the flash. In other embodiments, capacitors or batteries may be used within the light modules 2940, 2941 to provide sufficient power to continuously flash the lights 2942, even though power may only be provided intermittently (at a slower rate, from a relay or a standard flashing light module 2904).

In some embodiments, flash activation is only required when both light modules 2940, 2941 are activated simultaneously (or all four light groups of four light groups are installed). This would indicate a hazard light deployment rather than a beacon light deployment. To this end, it may be desirable to provide a means of communication between the light modules 2940, 2941 (or as many light modules as are installed on the vehicle). In one embodiment, signal leads 2920 are provided between the respective lamp modules 2940, 2941. In another embodiment, the light modules 2940, 2941 communicate via various wireless technologies, such as bluetooth. In another embodiment, each of the lamp modules 2940, 2941 is connected to both the left and right signal light outputs from the vehicle, such that the signal lead 2920 may not be required as each lamp module.

In another embodiment, the light modules 2940, 2941 only provide standard non-flashing light that is activated by the module 2904 unless the microprocessor 2916 is activated by another device. May be activated by an auxiliary button (as described above), an associated BCM, or other vehicle system. In another embodiment, the microcontroller may be programmed via bluetooth using a suitable application running on a bluetooth enabled platform. Microprocessor 2916 may drive the various lights 2942 in a flashing or patterned manner, even intermittently, based on their activation or programming when powered by module 2904. It should be understood that various internal capacitors, resistors, relays, and the like, as may be required and known in the art, may be provided within the lamp modules 2940, 2941.

The light modules 2940, 2941 may replace factory installed light modules, allowing the vehicle to be upgraded to flash hazard lights without requiring changes to the BCM programming or replacement of the flash light modules. In another embodiment, the light modules 2940, 2941 are factory installed instead of prior art devices. It should be understood that four or more light modules may be utilized to provide flashing lights at the front and rear of the vehicle.

Referring now to FIG.30, a more detailed view of the mounting of a pair of lamp modules is shown, two of which are 2940 and two of which are 2941. For purposes of illustration, the existing left rear winkers 106, left front winkers 102, right front winkers 108 and right rear winkers 112 are shown in their original configuration. However, it should be understood that these could be replaced entirely by the lamp modules 2940, 2941. It should also be clear that almost any existing lamp configuration can accommodate flash operation by using the lamp modules 2940, 2941 without the need to modify any existing control computers or relays.

In some newer vehicles, BCMs and other microcontrollers are able to detect defective lamps. Microcontroller 2916 may be configured to provide an appropriate signal to any device that is monitoring the light status of the indicator function light or light set. Thus, retrofitting a newer vehicle to use the light modules 2940, 2941 does not result in any malfunction or other indication malfunction of the vehicle itself.

It will be understood that the terms "comprises," "comprising," "includes" and variations 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.

If the specification or claims refer to "an additional" element, that does not preclude there being a plurality of the additional elements.

It should be understood that where the claims or specification refer to "a" or "an" element, such reference should not be construed as a mere presence of one of the elements.

It should be understood that where a component, feature, structure, or characteristic is specified in the specification as being "may", "might", "may" or "may" inclusive, that the particular component, feature, structure, or characteristic is not required to be included.

Where applicable, although state diagrams, flowcharts, or both may be used to describe embodiments, the invention is not limited to those diagrams or to corresponding descriptions. For example, flow need not move through each illustrated box or state, or in exactly the same order as illustrated and described.

The methods of the present invention may be implemented by performing or completing manually, automatically, or a combination thereof, selected steps or tasks.

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 pertains.

For the purposes of the present invention, the term "at least" followed by a number is used herein to denote the beginning of the range from the number (the number may be a range with or without an upper limit, depending on the variable being defined). For example, "at least 1" means 1 or more than 1. In this context, the term "at most" followed by a number is used to denote the end of a range ending with the number (the number may be a range having 1 or 0 as its lower limit, or a range having no lower limit, depending on the variable being defined). For example, "4 at most" means 4 or less than 4, and "40% at most" means 40% or less than 40%. Unless otherwise indicated, approximate terms (e.g., "about," "substantially," "approximately," etc.) should be construed in accordance with their ordinary and customary meaning as used in the relevant art. In the related art, if there is no specific definition or common usage, these terms should be construed as ± 10% of a reference value.

In this document, when a range is specified as "(first digit) to (second digit)" or "(first digit) - (second digit)", this means that the lower limit is the first digit and the upper limit is the second digit. For example, 25 to 100 should be interpreted as a range with a lower limit of 25 and an upper limit of 100. Further, it should be noted that if a range is given, every possible subrange or interval within the range is also specifically designated unless the context indicates otherwise. For example, if the specification indicates a range of 25 to 100, then that range is intended to include also the sub-ranges, e.g., 26-100, 27-100, etc., 25-99, 25-98, etc., as well as any other possible combination of lower and upper values within that range, e.g., 33-47, 60-97, 41-45, 28-96, noting that the integer values in this paragraph are for illustration only, and that decimals and decimal values (e.g., 46.7-91.3) are to be understood as possible sub-range endpoints unless explicitly excluded.

It should be noted that where reference is made herein to a method comprising two or more defined steps, the defined steps may be performed in any order or simultaneously (except where the context excludes this possibility), and the method may further comprise one or more other steps performed before any defined step, between two defined steps, or after all defined steps (except where the context excludes this possibility).

The present invention, therefore, is adapted to carry out the objects and attain the ends and advantages mentioned as well as those inherent therein. Although a presently preferred embodiment has been described for purposes of the present invention, many variations and modifications will become apparent to those skilled in the art. Such changes and modifications are encompassed within the spirit of the present invention as defined by the appended claims.