Abstract:
The Speed-Orientation-for-Safety Lights System or (SOS Lights), designed to reduce rear-end motor vehicle crashes, is a velocity-contingent rear and interior colored-lights visual alert system which signals real-time information from a lead car to following drivers via a processor-memory-speedometer-brake configuration that shows a lead vehicle&#39;s: (1) actual and changing speeds; (2) degree of brake pressure when decelerating and (3) stationary status. The main alert device has a plurality of adjacent speed indicator lights with braking and stopped status elements. A processor memory is configured to store programming and speed and brake look-up tables associating speed ranges with activation of specific colored lights and braking speed with a brake pressure alert subsystem. The processor executes programming via the interconnectedness of the speedometer, accelerator, brake, brake pressure sensor and the main device.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    The Speed-Orientation-for-Safety Lights System (or SOS Lights), designed for use in all motor vehicles, is a velocity visual alert system which conveys rate of speed information to following cars by means of an array of distinct, speed-denoting colored lights AND differentiates between vehicle braking and stopped status through discrete and unambiguous signals. 
         [0002]    The universal brake light system in use on vehicles today operates in the following familiar way: when the brake pedal is pressed, the red outboard (and central high mounted stop light (“CHMSL”) brake lights are activated; conversely, when pressure is lifted off the pedal, the brake lights are deactivated. This system is limited, even flawed, because the information conveyed about the contemporaneous motion of the vehicle via the red brake lights can have more than one meaning. When the brake pedal is pressed, the message to the following driver can be either that (a) the lead vehicle is decelerating slowly; or (b) the lead vehicle is decelerating rapidly or (c) the vehicle has completely stopped. Our current brake light system does not adequately differentiate among those three distinct scenarios at the risk of temporarily confounding the driver and in turn reducing critical driver response time. 
         [0003]    Fortunately, drivers compensate for these deficiencies in the system, whenever conditions allow, by rapidly (albeit unconsciously) drawing on external cues (e.g., if the distance between the following car whose speed remains constant and the lead vehicle decreases quickly, then the conclusion that the lead car is decelerating rapidly is an accurate driver assumption). However, the various external cues from which drivers draw roadway assertions may not be available when needed; like using an object ahead on the side of the road as a distance marker and calculating the time it takes to pass it in order to estimate one&#39;s own speed. This external cue might disappear in inclement weather or suboptimal driving conditions. 
         [0004]    A problem arises, therefore, when visibility is compromised (due to rain, sunshine, fog, darkness). When external cues become impoverished or disappear altogether, drivers are left with only our conventional brake light system to rely on and this can leave drivers in momentary doubt as to what a lead vehicle might be doing. Brake light message ambiguity can result in a driver taking precious milliseconds to determine what is happening ahead and consequently delay a following driver&#39;s course of action. This critical loss of time can prove dangerous, even fatal, most especially in high-speed freeway driving situations when split-second maneuvers might be necessary to avoid a collision. 
         [0005]    Another cause of rear-end crashes relates to following drivers not realizing that a lead vehicle is completely stopped due to perhaps inattention (e.g., daydreaming) or being distracted. In such incidents, a system that keeps the following driver&#39;s attention fully focused on the roadway ahead is vital. 
         [0006]    Furthermore, all too often drivers do not allow sufficient braking distance relative to their travel speed, visibility and road conditions. Our current rear-light system does not provide contemporaneous information about a lead vehicle&#39;s consistent speed and, most importantly, speed changes. A system that reflects rearward contemporaneous velocity information of the forward-moving vehicle might well serve as a visual and continuously tangible reminder of the importance of observing adequate braking distance. 
         [0007]    For these vitally important reasons, a more reliable rear-light system is long overdue. This is a system that: 1) makes the messages of decelerating slowly or rapidly completely unambiguous; 2) renders the signal that a vehicle is completely stopped unquestionable and 3) provides accurate and ever-changing vehicle velocity information. Such features would remove brake light message ambiguity and replace it with clarity and certainty. Furthermore, a system that keeps the following driver continuously informed of fore vehicle speed changes by use of visual and colored cues might reduce driver inattention and distractibility and improve roadway focus. All of these additional safety features would undoubtedly result in increased driver response time and by extension fewer rear-end crashes and less serious injury or loss of life. 
         [0008]    It would be desirable, therefore, to have a velocity visual alert system that allows following drivers to know lead driver&#39;s approximate speed, the extent to which the lead driver is decelerating (slowly versus rapidly) and/or whether the lead vehicle has completely stopped. This invention provides all of those features. 
       SUMMARY OF THE INVENTION 
       [0009]    A vehicle velocity visual alert system with discrete and unambiguous brake and “stopped” status signals for use in all motor vehicles includes a speedometer that is configured to show the speed at which the motor vehicle is traveling by activating a single colored light from an array of different colored lights that span the rear of the vehicle. Each colored light represents a different speed range and only one speed-denoting colored light can be activated at a time. The speed system functions by means of a processor. The processor is connected to a memory that is configured to store programming and data structures. These data structures include a speed look-up table that place actual travel speed within a speed range and in turn activate a subsequent designated colored light. The processor is connected to the speed-denoting colored lights and is configured to execute programming by electrically connecting the speedometer with the speed range and activating a different colored light. More specifically, programming causes the processor to determine from the speedometer the present speed of the vehicle. The processor determines from a speed look-up table which colored speed indicator light is associated with the present speed. The processor then activates the associated speed indicator light. An identical mini-sized auxiliary unit may be positioned in the vehicle cabin to serve as a self-monitoring aid (i.e., to help a following driver compare his/her own speed with that of a lead vehicle). 
         [0010]    The speed indicator lights (and auxiliary mini unit) may make the identification of high-speed, reckless drivers easier because traveling at high speed will activate rearward colored lights that denote those higher speeds and those lights are visible to following and surrounding drivers. Furthermore, any time a speed range is reached and the corresponding colored light is activated, that colored light remains illuminated for as long as the speed is maintained and may be visible from as far away as 200 ft. For these reasons, speeding may become a more publicly visible event than it is today. 
         [0011]    Therefore, a general object of this invention is to provide a vehicle velocity visual alert system that replaces conventional brake lights with a panorama of lights that are selectively illuminated according to the speed with which a vehicle is traveling. 
         [0012]    Another object of this invention is to provide a vehicle velocity visual alert system, as aforesaid, that includes a main visual alert device having a plurality of different colored lights, each associated with a speed range. 
         [0013]    Still another object of this invention is to provide a vehicle velocity visual alert system, as aforesaid, that only illuminates the single colored light that is associated with the current speed of the vehicle. 
         [0014]    The vehicle velocity visual alert system also includes a distinct rear-facing brake pedal pressure light that reveals an amount of pressure exerted on the pedal at any given time. This feature is discrete and separate from the array of different colored lights and operates independently of speed and in relation only to braking pressure. Moreover, this feature is all-important to the overall system because it serves to make separate and discrete the act of decelerating from the act of bringing a vehicle to a complete halt (and keeping it stationary). The conventional braking system in use today does not disentangle those two messages, as discussed earlier. Moreover, this feature reflects to the following driver the amount of pressure a driver is putting on the brake; whether the pressure applied is heavy in which case the driver is decelerating rapidly or whether the pressure brought to bear is light in which case the vehicle is slowing down moderately. Either way knowing whether to brake rapidly or moderately can be helpful to a following driver with poor visibility if he needs to maintain a constant distance between cars for safety. 
         [0015]    The brake pedal pressure light consists of five red horizontal sub-bands (or sub-lights) under the larger red light housing or cover. These sub-bands light up separately and in stepwise fashion from bottom to top as greater pressure is applied. That is to say, if little pressure is exerted, the first band will activate followed by the second (with the first band remaining lit); if pressure is lifted entirely, the inverse occurs and the second band extinguishes before the first. If the heaviest pressure is exerted (i.e., the driver intends to brake as rapidly as possible due to an emergency), then the first, second, third, fourth and fifth bands will light up in that order and remain lit for the duration of the time the pedal is maximally depressed. When the pressure is removed, then the inverse will occur and the fifth band will extinguish followed by the fourth then the third and so on. This signal is featured twice: one at both ends of the array of colored lights. 
         [0016]    In another embodiment of this invention, the brake pedal pressure feature would also span horizontally along the top and bottom of the array of colored lights, not just vertically via stepwise activation of sub-bands (as explained here). In the new embodiment, the concept of brake pedal pressure is the same; that is, the more pressure exerted on the brake, more lights are cumulatively activated. However, unlike the present vertical sub-band brake pedal pressure light (explained here), the new embodiment would be displayed horizontally; that is, there would be some five adjacent red lights (e.g., R-R-R-R-R) centered over the top and bottom of the rear speed indicator lights; when the brake is applied lightly, the center light would activate (i.e., RRRRR); as the pressure builds, the center light would come on along with the two flanking lights, making an array of three activated red lights (i.e., RRRRR); with maximum pressure exerted, the center light, along with the two flanking lights and the two ends lights would be activated, making an array of five activated red light (denoting maximum pressure) (i.e., RRRRR). To illustrate this concept, the letter “R” is used to represent a single deactivated red light of the kind mentioned above and an “R” in bold (ie., R) stands for the same red light being activated. 
         [0017]    Conversely, as pressure is lifted, the two ends would extinguish first (ie., RRRRR) followed by the two lights surrounding the center (i.e., RRRRR), the center would be last to deactivate (i.e., RRRRR). 
         [0018]    A vehicle velocity visual alert system also includes a “stopped” status vehicle feature, which is activated ONLY when the car is completely stationary. This consists of two red lights (one at each end of the speed indicator lights but outside the brake pressure lights) that come on at the same time when the vehicle speedometer reads zero miles per hour AND the car is completely stopped. The stopped red lights can also be activated when the brake pedal pressure is maximally depressed and slows the vehicle to a stationary position. Under these circumstances, it is clear to a following driver that the lead vehicle has exerted maximum pressure on the brake and that the vehicle is no longer in motion. 
         [0019]    To summarize thus far, another object of this invention is to provide a vehicle velocity visual alert system, as aforesaid, that includes brake lights having sub-bands that indicate the respective degree of pressure being exerted upon the vehicle&#39;s brake pedal. 
         [0020]    A further object of this invention is to provide a vehicle velocity visual alert system, as aforesaid, having “stopped” status lights configured to indicate when the vehicle is completely stopped. A still further object of this invention is to provide a vehicle velocity visual alert system, as aforesaid, having a speedometer and brake pedal pressure sensor and “stopped” light system in communication with a processor whose operation is software controlled. 
         [0021]    Another object of this invention is to provide a vehicle velocity visual alert system, as aforesaid, having an auxiliary identical but mini-sized visual alert device selectively positioned within the vehicle cabin, to assist the driver in comparing his/her own speed and driving maneuvers with those of the lead or surrounding vehicles. 
         [0022]    Other objects and advantages of the present invention will become apparent from the following description taken in connection with the accompanying drawings, wherein is set forth by way of illustration and example, embodiments of this invention. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0023]      FIG. 1  is a perspective view of a motor vehicle of a vehicle velocity visual alert system according to a preferred embodiment of the invention; 
           [0024]      FIG. 2  is a perspective view of an interior cabin of the motor vehicle of a vehicle velocity visual alert system; 
           [0025]      FIG. 3   a  is a perspective view of a main alert device of the vehicle velocity visual alert system; 
           [0026]      FIG. 3   b  is a perspective view of an auxiliary alert device of the vehicle velocity visual alert system; 
           [0027]      FIG. 4   a  is a block diagram illustrating the components of the present invention; 
           [0028]      FIG. 4   b  is a block diagram illustrating the configuration of the memory of  FIG. 4   a ; and 
           [0029]      FIG. 5  is a flowchart illustrating the programming logic of a vehicle velocity visual alert system according to the present invention. 
       
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0030]    A vehicle velocity visual alert system according to a preferred embodiment of the invention will now be described with reference to  FIGS. 1 to 5  of the accompanying drawings. The vehicle velocity visual alert system includes a main alert device (a.k.a. Primary Output Lights)  20  ( FIG. 1 ) which installs on the exterior rear of the vehicle, an auxiliary identical mini alert device (a.k.a. Auxiliary Output Lights)  60  ( FIG. 2 ) which may be positioned in the interior cabin, a memory  30  ( FIG. 4   a ) and a processor  40  ( FIG. 4   a ). The interconnectedness of the memory  30  and the processor  40  to the speedometer  14 , the brake pedal pressure sensor  25 , and the brake pedal  16  to the primary and auxiliary output lights and more are depicted in  FIG. 4   a.    
         [0031]    The vehicle velocity visual alert system  10  for use with a motor vehicle  12  having a speedometer  14  indicative of a speed at which the motor vehicle  12  is traveling and a brake pedal  16  configured to decrease the speed of the motor vehicle  12 . The main alert device  20  includes speedometer  14  that connect a series of side-by-side, speed indicator lights  50  to the accelerator pedal  17 . The main alert device  20  may be coupled with and span most of the width of the rear portion/bumper  18  of the motor vehicle  12  and may replace the existing brake lights (not shown) but not the directional indicator lights nor the speed indicator lights  50 . A speed indicator light  50  is illuminated when the motor vehicle&#39;s speed changes. A change in speed results in the processor activating a respective speed indicator light  50  as will be described more fully below. 
         [0032]    More particularly, the main alert device  20  is mounted to a rear portion  18  of a motor vehicle  12 , such as a bumper or trunk lid or even rear window ( FIG. 1 ). The main alert device  20  includes opposed ends  21 ,  22  and a plurality of speed indicator lights  50  of different colors positioned adjacent to one another between the opposed ends  21 ,  22  ( FIG. 3   a ). The speed indicator lights  50  are each associated with a respective vehicle speed and are electrically connected to the vehicle speedometer  14 . Only the speed indicator lights  50  corresponding to a current speed are illuminated. If the speed changes, the previously illuminated speed indicator light may be extinguished and a speed indicator light associated with the now current speed is energized. In another embodiment (not shown), however, the speed lights may be illuminated cumulatively as the vehicle&#39;s speed increases. The preferred embodiment is intended to replace the conventional braking system with speed indicator lights, a brake pressure pedal and a “stopped” status light. It is not intended to eradicate the all important indicator lights. Indicator lights  101  still play an independent role on the rear of any vehicle and, as such, need to be present alongside any embodiment of the invention. 
         [0033]    The memory  30  is configured to store programming  36  and data structures such as a speed look-up table  35 , which associates predetermined speed ranges with the speed indicator lights  50  of the main alert device  20 . It is also configured to store a brake pressure look-up table  37  associating predetermined brake pressure values with corresponding brake pressure indicator lights  120 , that are illuminated according to pressure exerted on the brake. The use of these data structures within an operational process will be further described later. 
         [0034]    The processor  40  is electrically connected to and in data communication with the memory  30  and is configured to execute the programming  36 . The processor  40  is electrically connected to the main alert device  20  to the speedometer  14 , and to the brake pressure sensor  25  ( FIG. 4   a ). The programming in the memory  30 , when executed by the processor  40 , causes the processor  40  to determine the present speed of the motor vehicle  12  from the speedometer  14 . Further, the programming causes the processor  40  to determine from the speed look-up table  35  which speed indicator (colored) light  50  is associated with the present speed and should be energized. The programming then causes the processor  40  to energize the matching speed indicator light  50  and its associated colored light-band  90 , according to the logic diagram of  FIG. 5  as will be further described below. 
         [0035]    In some embodiments, the vehicle velocity visual alert system  10  includes an auxiliary visual alert device  60 . The auxiliary visual alert device  60  may be selectively positioned in an interior cabin  11  of the motor vehicle  12  or the like ( FIG. 2 ). The auxiliary visual alert device  60  has auxiliary lights  80  so the driver may compare his own speed with that of a driver ahead of him. The auxiliary lights  80  may also be electrically connected to the speedometer  14  although, preferably, they are electrically connected to and may be energized by the processor  40  according to the programming that will be described in detail below. The auxiliary lights  80  of the auxiliary visual alert device  60  are identical to the speed indicator lights  50  of the main alert device  20  although the speed indicator lights  50  may be larger than the auxiliary lights  80 . The auxiliary lights  80  and the speed indicator lights  50  include colored light-bands ( 92 - 100 ) as depicted in  FIG. 3   b . It should be observed that the colored light-bands of the main alert device  20  and of the auxiliary visual alert device  60  are activated using the same reference numerals. 
         [0036]    The brake pedal pressure indicator  25  is a sensor electrically connected to the brake pedal  16  and to the processor  40  ( FIG. 4   a ). The brake pedal pressure indicator  25  is activated according to brake pressure and a pair of “stopped” status (red) lights  75  are illuminated if the motor vehicle is completely stationary. The programming may also carry out the conventional functions of motor vehicle braking. 
         [0037]    Speed is communicated through the use of distinct colored lights and each colored light corresponds to a different speed range (from 92-100 as seen in  FIG. 3   a ). Examples of actual speed ranges are 61 mph-70 mph and 51 mph-60 mph. 
         [0038]    An activated light blue light  95  denotes that a motor vehicle  12  is moving from 51 mph-60 mph and an energized dark green light  96  indicates the motor vehicle  12  is traveling between 41 mph-50 mph. In this scenario, the colored light bands  90  and the predetermined speed ranges work together in the following way. If a vehicle  12  (equipped with the velocity visual alert system  10 ) is moving at 55 mph, the rear driver will see the dark light blue  95  illuminated. However, if that vehicle  12  increases speed to 62 mph (or any speed up to 70 mph), the following driver will see the dark blue light  94  band activate and the light blue light  95  extinguish. 
         [0039]    The colored light-bands  90  are arranged in a specific order, making their position along the speed light system  50  AND color important. The actual array of colored light-bands  90  may include a single violet (V) light  92  band at the very center. The proposed order (moving outward from the center) is purple (P)  93 , dark blue (DB)  94 , light blue (LB)  95 , dark green (DG)  96 , light green (LG)  97 , yellow (Y)  98 , orange (O)  99  and pink (PK)  100 . As you move outward from the center, the next light is to appear on both sides of the center light and then on both sides of the prior array. The following array of letters illustrates the display using the proposed order of colors:
       PK-O-Y-LG-DG-LB-DB-P-V-P-DB-LB-DG-LG-Y-O-PK
 
There may be any number of colored light-bands  90 , although the final number may vary depending on how many predetermined speed ranges are ultimately designated.
       
 
         [0041]    A brake pedal pressure light  120  (made up of 5 discrete horizontal red sub-bands  122 ) is to sit at both ends of the speed light system (preferably positioned adjacent ends  21  and  22 , respectively, of the main alert device  20 ). The purpose of this pair of lights is to reflect to the following driver the extent to which the lead vehicle&#39;s brake pedal is pressed as it is occurring. The 5 red sub-bands light up from the bottom of the top of the horizontal array in cumulative or stepwise fashion meaning the more pedal pressure is exerted the more sub-bands become activated and, conversely, the less pedal pressure the fewer sub-bands light up. Their role is to subsume what conventional brake lights do only when a vehicle is decelerating. 
         [0042]    In addition, a stopped status red light  75  is to be placed at both ends of the main alert device  20 , on the outside of each brake pedal pressure light  120 . The purpose of this pair of lights is to show without equivocation that the vehicle is completely stationary. It should be observed that if the stop status lights are activated, none of the speed indicator lights  90  should be illuminated, although it is possible for the brake pedal pressure sensor  25  to be fully activated at this time. It would not follow that the brake pedal pressure light  120  would be less than fully activated because the brakes need to be fully engaged, in order to achieve a complete stop. The role of these lights subsumes what conventional brake lights do when a vehicle is completely stationary. 
         [0043]    Broadly speaking, the single violet light-band  92 , purple light-bands  93 , and dark blue light-bands  94  reflect higher speed ranges; the light blue light-bands  95 , the dark green light-bands  96 , the light green light-bands  97  reveal moderately high speeds and the yellow light-bands  98 , the orange light-bands  99 , and the pink light-bands  100  display slower, in-city driving and near-stopping speeds. Preferably, the numerical values of the predetermined speed ranges will not be imprinted on the exterior housing of the colored light-bands  90 . Drivers may need to memorize which predetermined speed ranges are represented by the colored light band  90 . This is straightforward since drivers already associate red, yellow, amber and orange with stopping or slowing down. The colored light-bands  90  represent the predetermined speed ranges as follows: 
         [0000]    Violet (V) light-band  92 =80+ mph
 
Purple (P) light-bands  93 =71 mph-80 mph
 
Dark Blue (DB) light-bands  94 =61 mph-70 mph
 
Light Blue (LB) light-bands  95 =51 mph-60 mph
 
Dark Green (DG) light-bands  96 =41 mph-50 mph
 
Light Green (LG) light-bands  97 =31 mph-40 mph
 
Yellow (Y) light-bands  98 =21 mph-30 mph
 
Orange (O) light-bands  99 =11 mph-20 mph
 
Pink (PK) light-bands  100 =&gt;0-10 mph
 
It should be noted that the center light band is Violet and that the rest of the lights appear in a specific sequence as described earlier (i.e., PK 0-Y-LG-DG-LB-DB-P-V-P-DB-LB-DG-LG-Y-O-PK).
 
         [0044]    Each colored light-band  90  may consist of a single clear light bulb covered by a plastic casing or cover of the designated color to reflect its corresponding speed range. For example, a clear light bulb may be covered by a purple casing to display a 71 mph-80 mph speed range. Just as a brake light appears red from the rear portion  18  of a motor vehicle  12  because its plastic casing is red, so will each colored light-band  90  show as a different color because of the different colored plastic casings. The colored light-bands  90  are in the colors discussed previously and an array of colored lights in the sequence described above spans the length of the main alert device  20 . It is understood that the processor  40  manages the activation or de-activation of the respective light-bands under program control and by being in data communication with the brake pedal sensor  25 . It should be further noted that the identical mini version of the velocity visual alert system  10  includes all of the same aforementioned elements. 
         [0045]    To deflect driver criticism that this system may too readily tip off Highway Patrol Police about speeding drivers because of its capability to reveal speed, careful consideration has gone into how the predetermined speed ranges are grouped together. As such, national speed limits have been nestled within larger predetermined speed ranges. For example because the speed limit in many developed areas is 25 mph, 21 mph to 30 mph was chosen as a predetermined speed range. That is to say, the colored light-band  90  will not automatically illuminate when the speed of the motor vehicle  12  reaches 25 mph; rather the driver must exceed 30 mph before the next light band illuminates (showing 31 mph-40 mph). This concept is not without fault, however, because speed limits differ across jurisdictions and, as such, they may not lend themselves to such convenient handling. It should further be noted that the velocity visual alert system is not designed to hide or to surrender speeding motorists. Drivers will still need to be mindful of their speed and the highway patrol vigilant about enforcing speed restrictions. An interesting byproduct of the velocity visual alert system is, however, that a specific colored light-band  90  can potentially be visible to more drivers, for longer periods of time and over greater distances than ever before. It is hoped that this will result in increased road safety through greater driver awareness. 
         [0046]    Consideration has been given by the vehicle velocity visual alert system  10  to the frequency of color blindness in the population in relation to the placement of the different colored light-bands as well as the choice of colored lights on the speed indicator lights  50  and the auxiliary output lights  80 . By way of background, as many as 1 in 12 males is afflicted with color blindness and they typically cannot discern red and green from other colors. Despite this specific incapacity, these drivers are arguably as skilled as their non-color blind counterparts. They may well make up for their inability by detecting the activation of a light and discerning its color from its placement in relation to other lights. In the case of universal traffic lights where the sequence is red (for “Stop”), amber (for “Get Ready to Stop”) and green (for “Go), a driver might well detect the activation of a light and decipher it is RED because it is placed at the very top of the vertical trio. Based on this principle, the placement of the different colored light-bands in relation to other colors and to the speed range that they represent has been given special attention. 
         [0047]      FIG. 4   b  is a block diagram illustrating the components of the memory  30  of the vehicle velocity visual alert system  10 . A speed look-up table  35  (relating predetermined speed ranges with the speed indicator lights  50  of the main alert device  20 ) is stored in a respective data structure associated with the memory  30 . Similarly, a brake pressure look-up table  37  is stored in memory  30  and includes data that associates brake pressure sensor readings with the degree of illumination of the brake pressure indicator lights  120  (or more particularly,  122 ). Further, there is programming  36  stored in the memory  30  that, when executed by the processor  40 , operates a vehicle velocity visual alert system  10 . It is programming in the memory  30  that causes the processor  40  to determine a present speed of the motor vehicle  12  from the speedometer  14 . Similarly, it is programming  36  in the memory  30  that causes the processor  40  to determine from the speed table  35  which speed indicator light  50  is associated with the present speed and to energize the matching speed indicator light  50 . The power source  130  may be an electrical outlet (not shown) or battery, such as an automotive battery (not shown). 
         [0048]      FIG. 5  illustrates an exemplary process  200  carried out by the programming in memory  30  that, when executed by the processor  40 , operates the vehicle velocity visual alert system  10 . The process  200  may be initiated at step  201 , such as when the vehicle is started or at another time at the user&#39;s determination. At step  202 , the processor determines a current speed of the automobile by reading the vehicle&#39;s speedometer  14 . This value may be stored in memory  30 . A provision would need to be made for automatic vehicles that begin to move as soon as the brake pedal is lifted but the accelerator pedal  17  has not yet been pressed. At step  203 , the processor  40  determines if the speed determined from reading the speedometer  14  is greater than 0 (&gt;0). If it is, the process  200  continues to step  204 . If it is not, the process  200  continues to step  206  where the processor  40  activates the stopped status lights  101 . After the stopped status lights  75  are activated, control is passed to step  208 . At step  208 , the processor  40 , under program control, reads a value from the brake pedal pressure sensor  25  and then proceeds to step  209 . At step  209 , the processor  40  determines if the brake pedal pressure is greater than 0. If it is, the process  200  proceeds to step  210  so as to access the brake table look-up. If it is not, the processor  40  returns to step  202  and the process  200  starts over. It should be understood that, if the stopped status lights  75  are activated at step  206  and the brake pressure is less than or equal to showing zero pressure (i.e. brake pedal is not being pushed at all), it is likely that the vehicle is in park, has been disengaged, or is somehow idling and stationary while in gear or neutral. 
         [0049]    Returning to step  204 , the processor  40  now retrieves data from the speed look-up table  35  in memory  30  associating predetermined speed ranges with the speed indicator lights  50  of the main alert device  20 . Specifically, the processor  40  determines from the speed look-up table  35 , the light-band  90  that is associated with the current speed of the vehicle. The process  200  then proceeds to step  214 . At step  214 , the processor  40  deactivates the light band currently illuminated that is associated with the previous “current speed”. In other words, the light-band in the main or auxiliary visual light devices  20 ,  60  must be extinguished so that a light-band associated with the latest speedometer reading can be illuminated. After step  214 , the process  200  proceeds to step  216 , where the processor  40  will activate respective speed indicator lights  50  associated with the current speed of the vehicle  12  as it changes. After step  216 , the process  200  proceeds to step  218 , where the processor  40  will activate auxiliary lights  80 . In another embodiment, the process  200  may proceed to step  216  and  218  simultaneously. It is understood that, if the current speed is within the same speed range as the previous current speed, the respective light-band may remain activated or it may be sequentially deactivated and reactivated. 
         [0050]    After step  218 , the process  200  proceeds to step  208 , where the processor  40  will read the brake look-up table  37  from the memory  30 . At step  208 , the processor  40  executes programming to determine if the brake pedal sensor  25  indicates pressure on the brake pedal  16  that is greater than 0 (i.e., if there is any pressure on the brake pedal at all). If the processor  40  determines that the brake pressure is not greater than zero, then the process  200  proceeds to step  202  and the process  200  essentially begins again by reading the current speed of the vehicle as indicated by the speedometer  14 . If, however, the processor  40  determines the brake pressure is greater than zero, then the process  200  proceeds to step  210 . At step  210 , the processor  40  accesses the brake pressure look-up table  37  stored in memory  30  to determine how the brake pressure lights  120  are to be displayed. The process  200  then proceeds to step  212 , at which time the processor  40  energizes the brake pressure lights  120  according to the determination at step  210 . Energizing the brake pressure lights  120  involves, illuminating one or more or all of the horizontal red light sub-bands  122  as described above. After step  212 , the process  200  proceeds to step  202 , at which time the process  200  essentially begins again. 
         [0051]    In one embodiment, the alert system  10  may include an ignition switch sensor  8  and an engine gear engagement sensor  9 . The system may also include programming capable of sensing when the engine ignition switch has been actuated (i.e. the engine is turned on) and when the vehicle has been placed in gear. Programming instructions may also be included to determine a circumstance when a vehicle&#39;s engine has been started, has been placed into gear, the brake pedal released, but the accelerator pedal  17  has not yet been pressed. This is the situation where the vehicle may be rolling slowly but not fast enough to cause a respective speed light to be activated. In this circumstance, the processor  40  will energize the lowest speed indicator light. These conditions are shown graphically in  FIG. 5  at steps  220 ,  222 , and  224 . 
         [0052]    It is understood that the illumination of the speed lights of the main alert device  20  must reflect the current vehicle speed and brake pedal pressure at any given time. This means that the speed lights and brake pedal pressure lights are in continuous operation. For this reason, the processor  40  may repeat the process  200  thousands of times per second. 
         [0053]    It is further understood that, while certain forms of this invention have been illustrated and described, it is not limited thereto, except insofar as such limitations are included in the following claims and allowable functional equivalents thereof.