Abstract:
An emergency egress lighting system for a vehicle having multiple egress portals, including first sensors and second sensors that sense information as to vehicle orientation in pitch and roll. A plurality of indicators is changeable between a positive indication and a negative indication locatable inside the vehicle near one of the multiple egress portals. The plurality of indicators display a positive indication and a negative indication at each of the multiple egress portals based on the vehicle orientation in pitch and roll such that a first portion of the plurality of indicators displays the positive indication proximate least one first selected egress portal that is less or least likely to be blocked to prevent egress while a second portion of the of the plurality of indicators display the negative indication proximate at least one second selected egress portals that is more or most likely to be blocked to prevent egress.

Description:
CLAIM TO PRIORITY 
       [0001]    This application claims priority to U.S. Provisional Application 61/369,400 filed Jul. 30, 2010 entitled “Emergency Egress Lighting System” the entire contents of which are incorporated herein by reference. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates to vehicle safety, more specifically to systems, devices and methods of providing cues to assist vehicle occupants in safely and quickly exiting a vehicle in the event of a catastrophic event. 
       BACKGROUND OF THE INVENTION 
       [0003]    Vehicles, especially military vehicles are sometimes subject to vehicle rollover, submersion, or an explosion near the vehicle. Under these circumstances it is not unusual for the vehicle to come to rest in an orientation other than the orientation in which the vehicle normally travels. These events can be disorienting to the occupants of the vehicle and occupants may expend valuable time attempting to exit the vehicle via an exit point that is blocked by the fact that the exit point may now be in contact with the ground and therefore inoperable for egress. These events may be accompanied by smoke, fire, dust and the dislodging of the vehicle contents from normal locations. This can lead to obscuration of normal cues that the occupants of the vehicle use to identify exit points as well as obscuration of operating controls for doors and hatches. It is not uncommon for normal internal vehicle lighting to be rendered inoperable in the event of a rollover. Darkness may add to the sense of disorientation for occupants suffering the effects of the vehicle coming to rest in a position not normal for the vehicle. In addition, occupants of military vehicles often have and have been trained to use night vision goggles (NVG). While night vision goggles assist in low light situations some are designed to automatically deactivate in the presence of white light. Night vision goggles also alter color sensitivity and color perception. 
         [0004]    Vehicle occupants, after a catastrophic event such as vehicle rollover, submersion, or an explosion near the vehicle, can benefit from additional visual aids and cues to safely egress a damaged vehicle. Due to obscuration of exit points and associated operating mechanisms (e.g. handles, latches or pull chains) by smoke, flame, dislodged objects, debris, low ambient light levels, as well as potential ‘sensory disorienting’ effects of the event, time can be lost by vehicle occupants attempting to locate an operable exit and egress the vehicle. The need to rapidly exit a vehicle subject to the above discussed catastrophic events is particularly relevant to situations where troops are operating a combat vehicle in battlefield conditions. 
         [0005]    Current measures to mark vehicle exits commonly utilize a reflective honeycomb tape as partial solution to highlighting vehicle egress points. Another existing product, the HALO system produced by the QinetiQ Group, marks vehicle egress points with white light if the vehicle becomes submerged. The HALO approach however utilizes white light that is not Night Vision Goggle compatible and can cause a temporary loss of vision due to the automatic shutdown feature of GEN III night vision devices when exposed to this light. The use of NVGs is a very common tactical scenario in combat environments since many operational movements take place at night. The HALO system also uses a moisture sensor that is prone to false activation (false-positives) in a high humidity environment, such as heavy rain. This can lead to an indication of submersion of the vehicle that is false. 
       SUMMARY OF THE INVENTION 
       [0006]    Embodiments of the present invention are directed toward an Emergency Egress Lighting System (EELS) that provides a compact, robust, and self-contained lighting system that can automatically activate illumination to aid the occupants in exiting a vehicle. An example embodiment of the system activates if any one or more of a variety of trigger events takes place, such as vehicle rollover, vehicle submersion, or if the vehicle absorbs a shock or pressure wave associated with an Improvised Explosive Device (IED) or other explosive detonation. The EELS automatically illuminates the vehicle interior space with a series of color coded LED arrays. The LED arrays are strategically placed to frame or highlight all egress points; as well as to mark necessary handholds, latches, or pull handles required for door or hatch activation. 
         [0007]    In one example embodiment, The EELS sensor module includes logic architecture that enables the system to perform ‘vehicle orientation discrimination’ (VOD). VOD identifies which egress plane (or surface of the vehicle) is positioned on the ground after a rollover event based on measured pitch angle, roll angle and gyroscopic data. The VOD system can include a combination of sensors that determine the final resting orientation of the vehicle and a visually designates a suggested egress route or portal based on the final orientation of the vehicle. Based on acquired data the system can activate appropriate LED lights to indicate, for example by color coding, any egress points which are potentially blocked based on the vehicles final resting orientation, while marking by different color coding or illuminating the remaining unobstructed egress points. A rollover condition along any vehicle axis can activate the VOD logic. Vehicle exits that are not blocked can be illuminated with green LEDs and exits which are potentially blocked (typically by the ground) can be illuminated with an amber colored light or another appropriate distinguishing color. VOD in combination with the color-coded lighting assists the vehicle operator or passengers in quickly determining the vehicle orientation and prioritizing an exit strategy. Alternative embodiments optionally include audible indications to vehicle occupants as to the location of potentially blocked or operable egress locations. 
         [0008]    In one example embodiment, the EELS system activates both visual and audible cues for the driver if the vehicle approaches its mobility limits. All measurable system limits and thresholds are configurable to support integration on virtually any vehicle platform. System limits and thresholds can include such elements as vehicle pitch or roll, and can dynamically adjust the warning limits to the operator based on the vehicle&#39;s speed, or rate of assent or descent along a trajectory. 
         [0009]    In one example embodiment, if a trigger event is detected, the system&#39;s self-contained pre-charged battery pack provides power required for sustained system operation for approximately 45 minutes. In one embodiment a battery pack can include lithium ion (LI-ion) batteries. The integrated battery backup capability can enable an EELS system to function, after a catastrophic event where the vehicle loses its battery system or electrical power generation capability. The EELS system can remain in a ‘standby mode’ during normal vehicle operation while simultaneously charging or recharging the battery pack from the vehicle electrical system. 
         [0010]    In one embodiment, the invention marks vehicle egress points using a combination of green and/or amber wavelength light which are NVG compatible, in the event a vehicle rolls over or becomes submerged while the vehicle occupants are wearing NVG devices or if the occupants don night vision goggles as a result of a loss of normal lighting. Additionally, the EELS system activates and marks egress points if the system senses an explosive force (acceleration) experienced by the vehicle in any of three independent axes. 
         [0011]    In another example embodiment, the EELS design also includes data recording/logging capability that captures all sensor data during and immediately after a catastrophic event. This enables data recovery and event reconstruction. This “black box’ data capture approach can provide valuable measurement data that can aid vehicle engineers in designing better survivability solutions and platform upgrades. Additionally, this data can include valuable field intelligence that, once correlated with additional event data such as; vehicle damage, occupant injuries and enemy techniques, tactics and practices (TTPS) can then be used to make timely and accurate battlefield decisions and potentially save lives. From a medical perspective, the data enable medical personnel to determine the level of exposure the vehicle occupants have had to extreme accelerations and pressures (e.g. head trauma) and conduct appropriate care for, for example, traumatic brain injury. 
         [0012]    In one example embodiment, the invention can include additional input and output (I/O) signal capability which provides integrated communication and mutual activation between the EELS system and other existing or future vehicle systems. The invention offers significant flexibility by supporting both current and future vehicle platform auxiliary systems, either in a stand alone or networked environment to increase occupant survivability rates. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0013]    The patent or application file contains at least one drawing executed in color. Copies of this patent or patent application publication with color drawing(s) will be provided by the office upon request and payment of the necessary fee. 
           [0014]    The invention may be more completely understood in consideration of the following detailed description of various embodiments of the invention in connection with the accompanying drawings, in which: 
           [0015]      FIG. 1  is a block diagram depicting system interconnections according to an example embodiment of the invention. 
           [0016]      FIG. 2  is a block diagram depicting the power input switching according to an example embodiment of the invention. 
           [0017]      FIG. 3  is a block diagram depicting a system control scheme according to an example embodiment of the invention. 
           [0018]      FIG. 4  is a block diagram depicting a LED control scheme according to an example embodiment of the invention. 
           [0019]      FIG. 5  is a block diagram depicting a sensor module enclosure and interfaces according to an example embodiment of the invention. 
           [0020]      FIG. 6  is a depiction of a pitch or roll sensor according to an example embodiment of the invention. 
           [0021]      FIG. 7  is a depiction of a three-dimension G-force acceleration sensor according to an example embodiment of the invention. 
           [0022]      FIG. 8  is a block diagram depicting sensor module interconnections according to an example embodiment of the invention. 
           [0023]      FIG. 9  is a schematic diagram depicting an interconnection diagram according to an example embodiment of the invention. 
           [0024]      FIG. 10  is a block diagram depicting a sensor module system diagram according to an example embodiment of the invention. 
           [0025]      FIG. 11  is a depiction of a vehicle driver&#39;s side door illumination in green light from right rear-passenger perspective according to an example embodiment of the invention. 
           [0026]      FIG. 12  is a depiction of a vehicle driver&#39;s side door illumination in green light and the commander&#39;s (passenger) side door without illumination according to an example embodiment of the invention. 
           [0027]      FIG. 13  is a depiction of a crew exit door illuminated in green according to an example embodiment of the invention. 
           [0028]      FIG. 14  depicts a crew exit door illuminated in amber and roof hatches illuminated in green according to an example embodiment of the invention. 
           [0029]      FIG. 15  depicts various LED arrays marking exit hatch handles for a M1114 vehicle according to an example embodiment of the invention. 
           [0030]      FIG. 16  depicts LED arrays making left edge of rear access and Driver&#39;s door handle and locking pin according to an embodiment of the invention. 
       
    
    
       [0031]    While the invention is amenable to various modifications and alternative forms, specifics thereof have been shown by way of example in the drawings and will be described in detail. It should be understood, however, that the intention is not to limit the invention to the particular embodiments described. On the contrary, the intention is to cover all modifications, equivalents, and alternatives. 
       DETAILED DESCRIPTION 
       [0032]    While this invention may be embodied in many different forms, there are described in detail herein specific preferred embodiments of the invention. This description is an exemplification of the principles of the invention and is not intended to limit the invention to the particular embodiments illustrated. 
         [0033]      FIG. 1  depicts an example embodiment of an emergency egress lighting system  20  that includes three basic subsystems. The subsystems generally include vehicle power supply  22 , sensor module  24  and LED array  26 . 
         [0034]    Sensor module  24  includes sensors  26 , I/O switches  28 , hardware and processor logic  30 , battery power pack  32  and power supply board  34 . I/O switches  28  are positioned for operator interaction. Hardware and processor logic  30  is adapted to monitor and activate system function if a trigger event is detected. Battery power pack  32  is configured for backup energy storage in the event of a loss of vehicle power supply  22 . 
         [0035]    LED arrays  26  subsystem includes numerous sets of lights or LEDs located or locatable adjacent to exit portals of an equipped vehicle. A suitable LED array  26  is LightForm™ LED strips manufactured by Grote Industries, Inc. of Madison, Ind. LED arrays can be equipped with mounting aids such as hook-and-loop or adhesive mounting provisions. When in use sub parts of LED arrays  22  are located to provide emergency illumination at egress points and associated handles and latches for unlatching and opening of portals of a vehicle. LED arrays can take the form of LED strips and can also provide driver-warning indications. In an example embodiment, LED arrays  26  are adapted to be daylight readable and night vision goggle (NVG) compliant. 
         [0036]    Interconnect subsystem  36  includes low profile, lightweight cable or harness that provides electrical connectivity between the Sensor Module subsystem  10  and the LED Array subsystem  22 . 
         [0037]      FIGS. 2 and 3  depict example I/O switches  28  that are located within a vehicle for user operation.  FIG. 2  depicts two-position locking switch  38  that can be used to fully disengage electrical power for maintenance or based on user necessity. 
         [0038]      FIG. 3  depicts three-position locking toggle switch  40  that can be utilized to control a powered system. First position  42  enables a combat over ride mode that can be pre-configured to disable all illumination or only activate LED arrays  26  in specific scenarios. Second position  44  activates a system-test mode that can be used to diagnose system errors or alternatively, illuminate all LEDs continuously or in sequence to facilitate, for example, replacement of individual lighting units. Third default position  46  enables normal, or automatic, system operation as discussed herein. 
         [0039]    Once installed in a vehicle, EELS  20  can remain in an automatic or ‘standby mode’ during normal vehicle operation and battery power pack  32  is under a constant electrical charge via the vehicle electrical system. In the event of a loss of vehicle power supply  22 , the EELS  20  self-contained battery power pack  32  provides all electrical power required for sustained EELS  20  operation for up to 45 minutes after any potential loss of vehicle power supply  22 . 
         [0040]      FIG. 4  depicts an example LED control scheme  48 , that includes controller  50  coupled to gate driver  52  to switch individual LED array  26  units on or off at the direction of controller  50 . Separate gate drivers  52  can be utilized for different color LED arrays  26 . Alternatively dual-output gate drivers (not shown) can be configured to operate LED arrays  26  equipped with multi-color LED arrays  26 . LED control scheme  48  also includes other circuit components  54  as known to those of skill in the art. 
         [0041]    Referring to  FIG. 5 , sensor module enclosure  56  includes various interfaces in one embodiment of a scalable EELS system architecture. Ports and connectors provide a variety of interfaces to enclosure  50 . These ports can include USB receptacle  58 , I2C port  60 , power ports for vehicle power supply  22 , LED output connectors  62 , and various sensor  64  inputs including submersion sensor connector  66 . The depicted enclosure  56  provides for the selection of various sensors  64 , tailoring the EELS system to specific vehicle types or theatre of operations. Sensor  64  options include, but are not limited to pitch sensor  68 , roll sensor  70 , micro electrical mechanical system (MEMS) gyroscopic sensor  72 , accelerometer  74 , submersion sensor  76  and pressure wave (Blast) sensor  78 . The EELS  20  is software configurable, allowing activation thresholds including, but not limited to, max pitch angle, max roll angle and acceleration rates. These rates and limits can be configured based on vehicle type (size and/or weight) and mobility specifications. 
         [0042]      FIGS. 6 and 7  depict two sensors that can be included with EELS  20 .  FIG. 6  depicts pitch sensor  68  and roll sensor  70 . Combination pitch sensor  68  and roll sensor  70  converts analog rotation of a vehicle along the X or Y axes into a digital signal that can be analyzed by controller  50 . Rotation about the Z-axis is not depicted in this embodiment, as the changing orientation of a vehicle at normal rates during normal operation is typically not indicative of a critical event. In an alternative embodiment Z-axis rotation of the vehicle can be collected, particularly when it occurs above a threshold rate and utilized in conjunction with the X-axis and Y-axis data. 
         [0043]      FIG. 7  depicts three-axis accelerometer  74 . Three-axis accelerometer  74 , alone, or in combination with other orientation sensors can be utilized to input vehicle movements to controller  50 . When controller  50  receives one or more indications from any of sensors  64  EELS  20  can identify which side of the vehicle is positioned on the ground after a rollover event based on measured pitch angle, roll angle and gyroscopic data. An embodiment of the system can perform real-time event data recording, allowing an operator to download all of sensor measurement data after an event for analysis, recreation, and intelligence gathering. 
         [0044]      FIG. 8  depicts an emergency egress lighting system  20  sensor module  24  with external input and output (I/O) signal capability, including integrated communication and mutual activation between the EELS system and other existing or future vehicle systems. In the depicted embodiment, both a USB port  58  and a programmable UART  80  are provided. Alternative wired or wireless interfaces (not shown) can also optionally be included with the system. 
         [0045]      FIG. 9  depicts an embodiment of a sensor module  24  with multiple LED interconnections  82 , as well as submersion sensor connections  66 . Also depicted are two egress point LED arrays first egress point LED array  84  and second egress point LED array  86  located at first egress point  88  and second egress point  90 . First egress point LED array  96  includes, for example five individual colored light emitting diodes  92  including two green LEDs  94  and three amber LEDS  96 . In an alternate embodiment, separate green LED  94  and amber LED  96  arrays can be utilized, however, including multiple colors of LEDs  92  in a single LED array  26  can minimize the space required and installation time for the plurality LED arrays  26  that may be needed for an individual vehicle. Connectors  98  are disposed between sensor module  24  and first egress LED array  84  and second egress LED array  96 . The connectors  98  provide electrical signals to the LED arrays  94 ,  96  and allow for individual LED arrays  26  to be replaced as needed due to failure or damage. While any of a variety of releasable or locking connectors  98  can be utilized in various embodiments of the invention, one potential supplier of military grade connectors  98  is Fischer Connections SA. 
         [0046]      FIG. 10  depicts an example embodiment of an EELS controller  50  interconnected with various system devices. Three-axis shock sensor  100  is coupled via a buffer  102  to controller  50  to provide X, Y, and Z-axes data through analog to digital converter  104  coupled to a serial peripheral interface (not shown) of controller  50 . Associated X, Y and Z interrupt data can be indicated through at least one connection between controller  50  and an interrupt comparator  106 . 
         [0047]    Analog tilt sensor  108  is coupled to controller  50 , for example, via a sixteen-channel ADC port  110  of the controller  50  to provide X, Y, and Z-axis data. A depicted example analog tile sensor  108  is an ADXL325 sensor, available from Analog Devices, Inc., is a small, low power, 3-axis accelerometer with signal conditioned voltage outputs. The sensor can measure acceleration with a minimum full-scale range of ±5 g. It can measure the static acceleration of gravity in tilt-sensing applications, as well as dynamic acceleration, resulting from motion, shock, or vibration. 
         [0048]    Any number individual submersion sensors  76  can be located on various portions of a vehicle to detect partial submersion of one section or side of the vehicle. In the depicted embodiment three submersion sensors  76  are buffered into 16-channel ADC port  110  of controller  50 . 
         [0049]    One exemplary shock sensor  100  is the ADXL001 accelerometer, available from Analog Devices, Inc., that can provide g-force data along the axis of the sensors orientation. Three depicted shock sensors  100  can be oriented such that each sensor detects acceleration in one of the three separate X, Y, and Z-axes. Shock sensor  100  can be coupled to controller  50  via a buffer that provides analog data from each axis of movement as well as an interrupt comparator that can provide a signal to the controller  100  indicating that sensor data is available. 
         [0050]    An example first gyroscope  114  is a STMicroelectronics LPR510AL dual-axis gyro, which can measure the angular rates of rotation about the pitch (X) and roll (Y) axes. Two separate analog voltage outputs for each axis can provide angular velocity ranges to controller  50 . Vehicle yaw, or orientation, can be measured with example second gyroscope  116 , which can include the LY510ALH single axis gyroscope, also available from STMicroelectronics. Both first gyroscope  114  and second gyroscope  116  can be coupled to a sixteen-channel ADC port  110  of controller  50 . 
         [0051]    In addition to analog tilt sensor  108 , digital tilt sensor  118  can also be coupled to controller  50  via a I2C bus  120 . One example digital tilt sensor is an ADXL345 sensor which includes a small, thin, low power, 3-axis accelerometer with high-resolution (13-bit) measurement at ±16 g. 
         [0052]    A plurality of LED arrays  26  include multiple LEDs of various colors and be coupled to controller  50  via a system of MOSFETs  122 , gate drivers  124  and digital isolators  126 . As understood by those skilled in the art other lighting configurations can alternatively be utilized. 
         [0053]    Additional connections to controller  50  include: a backup battery management system  128  coupled to battery power pack  32  and electrically erasable programmable read only memory  130  (EEPROM) coupled to controller  50  via I2C bus  132 , a USB receptacle  134 , system switches  136  and system status indicators  138  such as fuel status, system mode, and fault indicators. 
         [0054]    An embodiment of an emergency egress lighting system  20  can be provided as a kit (not shown) in a small, robust and self-contained package including sensor module  24 , battery power pack  32 , interconnect subsystem  36 , and set of LED arrays  26  that can be removably mounted to an existing vehicle interior. The assembled kit (not shown) can automatically activate color coded LED arrays, providing visual cues to occupants, aiding in their egress of the vehicle. 
         [0055]    Moisture sensors  140  can also be located external to the vehicle to provide sensing of the presence of water such as when the vehicle becomes submerged or partially submerged. Controller  50  is operably coupled to moisture sensors  140  and is programmed to determine which of first egress point  88  and second egress point are not submerged and to illuminate first egress LED array  84  or second egress LED array  86  to indicate a preferable exit. 
         [0056]    In operation, EELS  20  can automatically activate when any one of the following configurable trigger events takes place:
       1. The vehicle absorbs an excessive shock and/or pressure wave indicating an explosive event or other catastrophic high-acceleration scenario has occurred.   2. The vehicle exceeds its maximum mobility specification for pitch or roll.   3. The vehicle becomes completely or partially submerged.       
 
         [0060]    In the presence of any one of these measured ‘trigger’ events, EELS  20  automatically illuminates the vehicle interior space with a series of LED arrays  26 . Trigger points are software configurable and can be adjusted to coincide with particular vehicle platform specifications. In one embodiment the system can illuminate nine independent egress points  88 ,  98 . 
         [0061]      FIG. 11  depicts an example vehicle driver&#39;s side door illumination in green light from right rear-passenger perspective.  FIG. 12  depicts an example vehicle driver&#39;s side door illumination in green light and in comparison the commander&#39;s (passenger) side door is not illuminated. This lighting scenario can indicate to the vehicle occupants that egress is likely available through the driver&#39;s side of the vehicle. 
         [0062]      FIG. 13  depicts a crew exit door illuminated in green, indicating that the exit is likely operable. Alternatively,  FIG. 14  depicts a crew exit door illuminated in amber and roof hatches illuminated in green. This scenario indicates that the vehicle has exceeded its climb angle, or that the vehicle has come to rest on its backside, preventing or hindering the use of the rear hatch exit. An alternative escape route is indicated at the roof hatches that are illuminated in green. 
         [0063]      FIG. 15  depicts various LED arrays marking exit hatch handles for a M1114 vehicle.  FIG. 16  depicts LED arrays making left edge of rear access and Driver&#39;s door handle and locking pin. These LED arrays can help to highlight and indicate the location of various handles and mechanisms in a vehicle after a catastrophic event. By providing visual indications of the locations of the exit points, and their respective operating mechanisms, the time required for occupants of a vehicle to egress the vehicle can be reduced. 
         [0064]    The embodiments above are intended to be illustrative and not limiting. Additional embodiments are encompassed within the scope of the claims. Although the present invention has been described with reference to particular embodiments, those skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention.