Abstract:
Disclosed is a multi-function illuminating display for a motor vehicle combining an inverse function illuminating engine power indicator, a brake light, directional lights, and park lights. The segmented engine power display is fully illuminated at engine idle. Power display illumination decreases incrementally from each end as engine power increases, with minimum illumination at display center at maximum selected and adjusted power, and no illumination when power is above that point. Decreasing engine power to the maximum power point illuminates the center segments, followed by incrementally illuminating segments adjacent the center, until all segments are illuminated. Center segment illumination is of minimum intensity with increasing intensity of left and right side LEDs. The brake light inhibits power indication and illuminates the display as a brake light. Chasing directional lights have priority over the power indication and park lights, and are brighter than the park lights.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
   (Not applicable) 
   1. Background of the Invention 
   This invention relates to automotive lighting systems and signals, and more particularly to automotive lights and illuminating signals visible to a driver of a following vehicle. 
   2. Description of the Prior Art 
   The use of a myriad of motor vehicle safety lighting signals and systems is known in the prior art. However rear end collisions have always been and continue to be a major driving hazard regardless of all prior art and the efforts of all automotive regulatory agencies. Automotive manufacturers have improved the visibility and placement of present day illuminated automotive signal lights, however as most motor vehicle drivers have experienced, the brake lights of a lead vehicle, regardless of how visible they are, can illuminate with no advance warning or reason visible to a following vehicle driver. Even if a driver of a following vehicle is maintaining a reasonable following distance between his vehicle and a lead vehicle, many factors influence the reaction time of the following vehicle driver to the red brake light indication of the lead vehicle. There are many examples of inventive means disclosed in the crowded prior art intended to mitigate the danger of motor vehicle rear end collisions. 
   A first example is U.S. Pat. No. 3,676,844 issued to Hendrickson on Jul. 11, 1972 discloses an automotive vehicle signal light warning method that signals two conditions to a following vehicle driver to wit: the under power and not under power condition of the vehicle.
         a. Bartilucci, in U.S. Pat. No. 5,663,707, issued Sep. 2, 1997, discloses signal lights of green, red, and yellow light emitting diodes, visible through a rearview window of a vehicle, and operated by electrical signals from a vehicle accelerator pedal, brake pedal, transmission, and turn signals.   b. U.S. Pat. No. 3,846,748, issued to Hopwood on Nov. 5, 1974, discloses a signaling system and sensor comprised of a mercury switch sensitive to acceleration, deceleration, and constant motion with associated signaling lights to indicate acceleration or deceleration of a vehicle.   c. Arnold, in U.S. Pat. No. 6,486,774 issued Nov. 26, 2002, discloses a vehicular deceleration warning system that includes an accelerator pedal pressure sensor and a visual signal means.   d. U.S. Pat. No. 4,970,493, issued to Yim on Nov. 13, 1990, discloses a lighting system for a motor vehicle with electrical switches that can be removably attached to the accelerator and brake pedal; pressure on said accelerator pedal illuminates a green light and removal of said pressure lights an amber light.   e. Francis, in U.S. Pat. No. 5,663,706, issued on Sep. 2, 1997, discloses an automotive alert system with a rearward facing light that illuminates when both the brake pedal and accelerator pedal are released       

   However, none of the above-cited references, taken in whole or in part, anticipate, render obvious, suggest or imply the concept of this new, novel, and unique combination illumination device comprised of an inverse function illuminating engine power indicator, a brake light, unique directional lights, and parking lights that cooperate with one another. 
   SUMMARY OF THE INVENTION 
   The embodiment of this invention is an illuminating device comprised of two rows of illuminating segments, one above the other, with the top row of segments dedicated to operate as a combined engine power and brake light, and the lower row of segments dedicated to function as a combination park light and left and right turn directional lights. A brake light function, with primary priority over the engine power level function, will illuminate the top row of segments used for engine power indication as a brake light when the vehicle brakes are applied. A directional light function, with secondary priority over the power level function, will cause the power level function to cease operation so long as a turn is signaling, and the brake is not applied. If the brake is applied at the same time a turn is signaling, the top row of segments that display engine power will illuminate as a brake light, and the lower row of segments dedicated as combination park and directional lights will operate as a directional light on the signaled side, and as a park light on the non signaled side. A manually operated electrical switch is provided that will change the color of the dual-color LEDs used in the directional light display from red to amber when amber colored directional lights are required. 
   The illuminating display of choice for this combination illuminating device is a segmented horizontal display in a rectangular shape with a translucent combination lens and cover. An electronic circuit with an analog dc voltage input from a throttle position sensor controls the power display function of this combination illuminating device. The input voltage from a throttle position sensor conducts through a normally closed relay contact that will open when a vehicle speed control is switched to an on or energized condition preventing operation of the engine power function of the display when the vehicle speed is automatically controlled. The circuit allows for adjusting and setting a top of range power point and a bottom of range power point. The top power point is that selected engine power level above which there is no illumination of the display segments, and below which the display starts illuminating. As engine power decreases below the top selected point the center segment of the display illuminates. A first incremental decrease in engine power below that point causes the second segments, segments on both sides and adjacent the center segment, to illuminate. A second incremental decrease in engine power causes the third segments, segments on both sides and adjacent the second segments to illuminate. This process repeats until the power level decreases to or below the bottom of range selected and adjusted power point. At or below the bottom selected power point all segments of the segmented power function display are illuminated. 
   The electronic circuit provides for different values of resistance in series with the display segments. The different values of resistance cause the center display segments of the engine power indication to illuminate at a relatively dim or decreased value of illumination. The second segments on both sides of the center segment illuminate at a noticeable increase in illumination relative to the center segment, and the third segments on both sides of the second segments illuminate at a higher value of lumens relative to the second segments, and so on, until the final left and right end segments of the display illuminate at a level just noticeably below that of illuminated brake lights. 
   The electronic circuit also provides time delays between the illumination of the center segment and the transcending pairs of segments of the upper horizontal row of red LEDs that function as an engine power indication, and time delays between the ascending illuminations of the dual-color red/amber LEDs of the lower row directional signal indication. These time delays are provided so that a human eye can see the increasing or decreasing number of illuminating segments of the engine power display in defined steps at a time when engine power is abruptly changed from high to low, or low to high, and see a step by step increase in the length of the red/amber directional signal indication when a turn is signaled. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1A  is a front view of the housing and display of this invention and  FIG. 1B  is a side view of the housing and display. 
       FIGS. 2A ,  2 B,  2 C, and  2 D comprise a view of a typical electronic control circuit for the embodiment of this invention. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   The embodiment of the invention is a multi-function display for a motor vehicle disclosed in  FIGS. 1A  and B and in  FIGS. 2-A ,  2 -B,  2 -C, &amp;  2 -D. Two horizontal rows of light emitting diodes, herein after LEDs, with series current limiting resistors are depicted in  FIGS. 2A &amp; 2B  and are mounted in housing  25  at  7  and  4  of  FIGS. 1A &amp; 1B  and covered by combination lens/cover  3  shown in  FIGS. 1A and 1B . The LEDs of  FIG. 2B  are operated as a combination inverse function engine power indicator and brake light and the LEDs of  FIG. 2A  are operated as combination park and directional lights. 
   During non-braking conditions vehicle battery power  68 ,  FIG. 2-C , conducts through the normally closed side of form C contact  32  to voltage regulator E 6  at location  33 . The 5-vdc output from E 6  conducts through the normally closed contact of relay K 5  at location  67  to the positive side of the LEDs depicted in  FIG. 2B  at “Z”. Throttle position sensor voltage is conducted through the normally closed side of form C contacts  78  and  20 ,  FIG. 2C , to input pins  5  of bar/dot drivers  42  and  43 . A vehicle speed control system engaged signal voltage at  79 ,  FIG. 2C , will operate relay K 9  opening the normally closed side of contact  78  preventing operation of the engine power function of the multi-function display depicted as the upper row of LEDs  7  of  FIG. 1A . The internal voltage dividers of bar/dot drivers  42  and  43  are connected in series by connecting pin  6  of  42  to pin  4  of  43 . The low end of the voltage operating range of the series bar/dot drivers is set by manual adjustment of variable resistor R 12  at location  60  and connected to pin  4  of bar/dot driver  42 . The high end of the voltage operating range is set by manual adjustment of potentiometer R 9  at location  61  and connected to bar/dot driver  43  at pin  6 . The outputs of bar/dot drivers  42  and  43  are connected to the anodes of LEDs  8  between the current limiting resistors  9  and LEDs  8  of  FIG. 2B . This connection enables the outputs of bar/dot drivers  42  and  43  to switch the LEDs to on with no input, or a low input on pins  5  of bar/dot drivers  42  and  43 . As the input voltage  77  from the throttle position sensor (TPS) to pins  5  of bar/dot drivers  42  and  43  increases above the adjusted low end of range voltage of bar/dot driver  42 , the first output of driver  42  at pin  1  is switched on and LEDs  20  A&amp;B on the left and right end of LEDS  8  on  FIG. 2B  are switched off. Further increasing TPS voltage at  77 ,  FIG. 2C , will turn off LEDs  8 ,  FIG. 2B  in sequence from LEDs  20 A &amp;  20 B toward LEDs  1 A &amp;  1 B. TPS voltage at  77 ,  FIG. 2C , above the high-end of range set point will turn on all outputs of drivers  42  and  43  and turn off all LEDs  8  on  FIG. 2B . Decreasing TPS voltage at  77 ,  FIG. 2C , down to the set point defining the top of display range will turn off top of display driver output pin  10  of bar/dot driver  43  illuminating the two center segment LEDs  8  at  1 A and  1 B of  FIG. 2B . Further decreases in TPS voltage at  77 ,  FIG. 2C , will turn off more bar/dot driver  42  and  43  outputs and illuminate more display segments adjacent both sides of the center segment LEDs at  1 A and  1 B on  FIG. 2B . 
   Input voltage from the TPS to pins  5 ,  FIG. 2C , of bar/dot drivers  42  and  43  that is within the set operating range will operate the bar/dot driver outputs and illuminate the LEDs depicted on  FIG. 2B . Operation of the vehicle brake circuit will energize relay K 2  at location  31 ,  FIG. 2C , and disconnect input pins  5  of bar/dot drivers  42  and  43  from the TPS voltage,  77 , and connect said input pins  5  to circuit common  72 . Circuit common connected to the inputs of bar/dot drivers  42  and  43  will switch off all bar/dot driver outputs and illuminate all LEDs depicted on  FIG. 2B  as brake lights. Also contact  32  of relay K 2 , shown at  31  on  FIG. 2C , operates disconnecting vehicle power from regulator E 6  at location  33 , and connecting said power to regulator E 5  at location  34 . The 5-vdc output of E 6  is replaced by the 7-vdc output of E 5  and is connected to the positive side of the LEDs  8  on  FIG. 2B  to increase their illumination to that of brake lights. Operation of either the left turn signal at  65  on  FIG. 2C , or right turn signal at  66 , will energize relay K 5  at location  67  and open normally closed contact  70 . Opening contact  70  will inhibit illumination of LEDs  8  of  FIG. 2B  operating in the power indication mode. Opening contact  70  on  FIG. 2C  during brake light function mode will not inhibit said brake light function. 
   The LEDs of  FIG. 2A  function as combination park lights and as directional turn signal lights. During non-directional turn signal conditions 5 vdc is supplied to the anodes of the LEDs depicted in  FIG. 2A . If a left or right turn is signaled the 5 vdc on the signaled side of the display is replaced by 7 vdc, and the signaled side operates in a stepped sequence illuminating from the center to the outer illuminating segment during each signal pulse of voltage on the signaled side. When electrical switch S 1  of  FIG. 2D  is manually closed and a left turn signal voltage operates relay K 3 , B+voltage conducts through the normally open side of contact  81  and is output to  83  of  FIG. 2A  operating relay K 7  causing the dual-colored LEDs of the combination park and directional light display on  FIG. 2A  to illuminate amber colored. Right turn directional voltage connected at  64  of  FIG. 2D  operates relay K 4  closing the normally open side of contact  82 , location  55 , operating relay K 8  at location  84  of  FIG. 2A , causing the dual-colored LEDs of the right turn signal display to illuminate amber colored. The side opposite the signaled side continues to illuminate in a red color park light mode. Also, if the LEDs depicted in  FIG. 2B  are operating in the power display mode, they will be inhibited during turn signal operation of the LEDs depicted in  FIG. 2A  by operation of relay K 5  on  FIG. 2C . 
   Park light function of the dual-colored LEDs depicted in  FIG. 2A  is accomplished by conducting positive vehicle battery voltage through the normally closed side of form C contact  50 , detailed on  FIG. 2D , as input to display left side bar/dot driver  53 , and through the normally closed side of form C contact  57  to the input of right side bar/dot driver  54 . Plus 5 vdc is conducted through the normally closed side of form C contact  51  of relay K 3 , location  49 , to the common of the LED current limiting resistors,  FIG. 2A  at G, location  36 , and through the normally closed side of form C contact  56 ,  FIG. 2D , to the common of the LED current limiting resistors,  FIG. 2A  at H, location  37 . With positive battery as input to pins  5  of bar/dot drivers  53  and  54 ,  FIG. 2D , all bar/dot driver outputs are switched on and all LEDs detailed in  FIG. 2A  illuminate at park light intensity. 
   When the first left turn signal positive voltage pulse is applied at  63 ,  FIG. 2D , it conducts through diode D 1  charging capacitor C 1  at location  62 , and energizes relay K 3  at location  49 . The discharge of C 1  through the coil of K 3  maintains K 3  in an energized state between turn signal voltage pulses. Form C contact  50  operates removing positive battery from input pin  5  of bar/dot driver  53 , and replaces it with a positive left turn directional signal voltage pulse. The positive left turn signal voltage pulse on input pin  5  of bar/dot driver  53  will cause the outputs of bar/dot driver  53  to switch on, beginning with output one which is connected to  FIG. 2A  left center LEDs  92  at C 1  A&amp;B, and ending with output ten which is connected to  FIG. 2A  left end LEDs C 10  A&amp;B. At the end of the left turn signal voltage pulse the left side display illumination will extinguish until the next left turn signal voltage pulse restarts the illuminating sequence. The second form C contact  51  of relay K 3 , location  49 , operates and switches the anode supply voltage G of the LED display left side from positive 5 vdc to positive 7 vdc increasing the illumination intensity of the left side of the display during operation of the turn signal function. Removal of left turn signal positive voltage pulses from  63  de-energizes relay K 3  location  49 , reconnecting battery positive through the normally closed side of contact  50  to input pin  5  of bar/dot driver  53  causing the LED anode supply voltage to change from plus 7 vdc back to plus 5 vdc thereby returning the left side of the display to the park light function. 
   When the first right turn signal positive voltage pulse is applied at  64 ,  FIG. 2D , it conducts through diode D 2  charging capacitor C 2  at location  71 , energizing relay K 4  at location  55 . The discharge of C 2  through the coil of K 4  maintains K 4  in an energized state between turn signal voltage pulses. Form C contact  57  operates removing positive battery from input pin  5  of bar driver  54 , and replaces it with a positive right turn directional signal voltage pulse. The positive right turn signal voltage pulse on input pin  5  of bar/dot driver  54  will cause the outputs of bar/dot driver  54  to switch on beginning with output one, which is connected to the right side center LEDs  92  at D 1  A&amp;B of  FIG. 2A , and ending with output ten which is connected to right end LEDs  92  at D 10  A&amp;B. At the end of the right turn signal voltage pulse the right side display illumination will extinguish until the next right turn signal voltage pulse restarts the illumination sequence. The second form C contact  56  of relay K 4  location  55 , operates and switches the anode supply voltage H to the LED display right side from positive 5 vdc to positive 7 vdc increasing the illumination intensity of the right side of the display during operation of the turn signal function. Removal of right turn signal positive voltage pulses from  64  de-energizes relay K 4  location  55 , reconnecting battery positive to input pin  5  of bar/dot driver  54  causing the LED anode supply voltage to change from plus 7 vdc back to plus 5 vdc thereby returning the left side of the display to the park light function.