Patent Document

BACKGROUND OF THE INVENTION  
         [0001]    1. Field of the Invention  
           [0002]    This invention relates generally to vehicle warning systems and, more specifically, to a Moving Vehicle Comfort, Security and Safety Signaling System  
           [0003]    2. Description of Related Art  
           [0004]    Bicycles are a supremely versatile mode of transportation. Not only are they capable of providing very rapid transit in urban areas, but they also provide a means for exercising while still being able to enjoy your surroundings. In fact, in many countries around the world, bicycles are the primary mode of personal transportation in urban locations.  
           [0005]    Of course, any time a bicyclist is transiting on roads (versus off-road), he or she is sharing the road with motorized vehicles such as cars and trucks and the like. Due to the relative difference in size between the bicyclist and the motor vehicle, it is a substantial hazard that the bicyclist will be struck by a motor vehicle.  
           [0006]    In recognition of these hazards, bicycle lighting systems have evolved. One common design is depicted in FIG. 1. FIG. 1 is a side view of a conventional bicycle  10  and cycle lighting system  12 . In its conventional form, the system includes a headlight assembly  14 , which is designed to provide illumination of the area in front of the bicycle  10  when the rider is operating the bicycle  10  after dark. Also included in the system  12  is typically a tail light assembly  16  for warning vehicles approaching from behind the bicycle  10  of its presence.  
           [0007]    The lights  14  and  16  are powered electrically either from a battery pack located within one of the two light housings  14  or  16 , or else by a generator  18  positioned to be driven by the tire  20  of the bicycle  10  when the bicycle  10  is in motion. Connecting all of the aforementioned components together is a plurality of wiring leads  22  attached to the frame  24  in some way (usually by cable ties or adhesive rings).  
           [0008]    If we now turn to FIGS. 2A and 2B, we can examine further detail regarding the prior art. FIGS. 2A and 2B are front views of two conventional cycle tail light assemblies  16 A and  16 B, respectively. In FIG. 2A, we can see that one design for a conventional tail light assembly  16 A has a housing  28 A, from which protrudes a plurality of lights, such as the left and right turn indicator lights  30  and  32 , and possibly a warning/brake indicator light  34 . Typically, these lights  30 - 34  are operated by a switch positioned on the handlebars of the bicycle. As shown in FIG. 2B, another conventional design for a bicycle tail light  16 B is simply a housing  28 B and a strobe warning light  36 . The warning light  36  essentially either just flashes on and off rapidly in a strobe fashion, or it will scan (one or the other). Its purpose is to notify operators of vehicles approaching from the rear of the cyclists presence; no other information can be communicated by the user of this warning light system.  
           [0009]    All of these conventional lighting features have substantial safety defects. Specifically, the headlight  14  shown in FIG. 1, is fairly well-suited (only) for illumination of the road ahead, however, because it is easily lost in background lighting, it is very unsuitable to alert pedestrians and vehicle operators of the presence of the cyclist, nor can it be used to telegraph the rider&#39;s intention. Regarding the tail light assemblies  16 , these too can be difficult to see since they do not provide any action or activity that might attract a vehicle operator&#39;s attention. It would be very beneficial if the lighting system was substantially more noticeable to others when the rider is simply riding along; it would be even more beneficial if the lighting system provided the cyclist with a way to display further information regarding his or her intentions (such as to turn or stop) in a way that was more noticeable and intuitively communicative than the prior systems.  
         SUMMARY OF THE INVENTION  
         [0010]    In light of the aforementioned problems associated with the prior devices and systems, it is an object of the present invention to provide a Moving Vehicle Comfort, Security and Safety Signaling System. The system should be available as a kit for installation on a conventional vehicle, or it may be integrated into the vehicle (e.g. within a bicycle frame). It is a further object that the system include an improved lighted indicator assembly to provide other vehicles and pedestrians with additional information regarding the driver/rider&#39;s intentions. The system should be voice-activated or activated by manual switches, or both. It is yet another object that the system include an anti-theft device for detecting if the vehicle is jostled. It is another object that the system, when configured for a bicycle, include a water misting system for dispensing fine water spray onto the rider&#39;s face area. A kit for installation on existing bicycles should utilize circuit tape for interconnecting the electrical components.  
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0011]    The objects and features of the present invention, which are believed to be novel, are set forth with particularity in the appended claims. The present invention, both as to its organization and manner of operation, together with further objects and advantages, may best be understood by reference to the following description, taken in connection with the accompanying drawings, of which:  
         [0012]    [0012]FIG. 1 is a side view of a conventional bicycle and cycle lighting system;  
         [0013]    [0013]FIGS. 2A and 2B are front views of two conventional cycle tail light assemblies;  
         [0014]    [0014]FIG. 3 is a side view of a bicycle with an embodiment of the integrated Vehicle Safety and Comfort System of the present invention;  
         [0015]    [0015]FIG. 4 is a depiction of the side light operation in “Stop” mode;  
         [0016]    [0016]FIG. 5 is a depiction of the side light operation in “Scan” or “Normal” mode;  
         [0017]    [0017]FIG. 6 is a depiction of the side light operation in “Sweep” or “Turn” mode;  
         [0018]    [0018]FIGS. 7A and 7B are top and front views, respectively, of an embodiment of the front light array assembly of the present invention;  
         [0019]    [0019]FIG. 8 is a depiction of the operation of the front light array assembly in “Left Turn” mode;  
         [0020]    [0020]FIG. 9 is a depiction of the operation of the front light array assembly in “Normal” mode;  
         [0021]    [0021]FIG. 10 is a Vehicle Safety and Comfort System Kit; and  
         [0022]    [0022]FIG. 11 is a circuit diagram for one embodiment of the present invention.  
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0023]    The following description is provided to enable any person skilled in the art to make and use the invention and sets forth the best modes contemplated by the inventor of carrying out his invention. Various modifications, however, will remain readily apparent to those skilled in the art, since the generic principles of the present invention have been defined herein specifically to provide a Moving Vehicle Comfort, Security and Safety Signaling System.  
         [0024]    The present invention can best be understood by initial consideration of FIG. 3. FIG. 3 is a side view of a bicycle  10  with an embodiment of the integrated Vehicle Safety and Comfort System  38  of the present invention. In its depicted form, the system  38  comprises a front light array assembly  40  and tail light array assembly  42  attached to the front and rear of the cycle, respectively. The features and operation of these assemblies  40  and  42  will be discussed in more detail below in connection with FIGS.  7 - 9 .  
         [0025]    The system  38  also comprises three or more side lights  44 , such as in the positions depicted by the first right side light  44   a , the second right side light  44   b , and the third right side light  44   c . It should be understood that a matching set of side lights will be displayed on the left side of the cycle. The features and operation of these side lights  44  will be discussed in more detail below in connection with FIGS.  4 - 6  and  10 . The side lights  44  will preferably be disbursed over the length of the frame  24  of the bicycle  10 . Here, we can see that the first right side light  44   a  is located on the head tube  24 D; the second right side light  44   b  is located on the top tube  24 A, at its junction with the seat tube  24 B; the third right side light  44   c  is located on the (right side) seat stay  24 C.  
         [0026]    The lights  40 ,  42  and  44  are controlled in their operation by the control unit  48 , which may be attached to the seat tube  24 B. The entire system  38  is powered by a generator  18  and/or by a battery (not shown, but would be enclosed in the control unit  48 ). Also included in the control unit  48  might be a motion sensing switch (not shown). This switch would consist of a conventional motion sensor, such as a “mercury switch” that detects when the cycle is moved off of its kick-stand (“righted”), which would activate an audible alarm (the components of which would be enclosed within the control unit  48 ). The device could be selectively armed when the cycle is rested in the kick-stand (if the user chose to have the alarm arm at this time). In one embodiment, when the alarm is activated, the user must use a key or remote control to turn the alarm off.  
         [0027]    A further advancement in rider comfort provided by the present invention is the misting system  46 . The misting system  46  preferably comprises a reservoir  47  for water (and ice, if desired), a cowl  49  for directing water mist towards the face of the rider, and an electric water pump  51  located at the bottom of the reservoir  47 ; the pump  51  will force water through a nozzle, thereby creating the water mist.  
         [0028]    The operation of the lights  40 ,  42  and  44  and misting system  46  may be controlled in different ways, depending upon the particular application of the system  38 . In particular, while manual switches might be provided for operating the different devices, in some embodiments, voice activation of the system  38  may also be available. We will now turn to FIG. 4 to begin to discuss the different lighting modes available in this unique system  38 .  
         [0029]    [0029]FIG. 4 is a depiction of the side light  44  operation in “Stop” mode. In this depiction (and those below in FIGS. 5 and 6), three side lights are shown; it should be understood that the system may comprise either more or fewer side lights  44 , depending upon the particular application involved.  
         [0030]    The convention of the depictions of FIGS.  4 - 6  is to show different light configurations as they might sequentially occur when the lights  44  are flashing in a particular mode (e.g. “stop” mode or status). In this FIG. 4, the “stop” mode or lighting status is shown. As can be seen at time “t 1 ,” all three side lights  44  are illuminated. When the “stop” mode is ended, (here at time t 2 ), the lights  44  are extinguished. If the status is switched back to “stop,” the lights  44  would be illuminated once again. In another form, the lights  44  may flash continually while status=“stop.” 
         [0031]    The lights  44  are typically colored LED&#39;s, however, they may also be selected from other types of conventional light-producing devices. Now turning to FIG. 5, we can examine another lighting mode for the side lights  44  of the present invention.  
         [0032]    [0032]FIG. 5 is a depiction of the side light  44  operation in “Scan” mode. As shown, at t 1  first right side light  44   a  is illuminated. Next, at time t 2 , second right side light  44   b  is illuminated. Next, at time t 3 , third right side light  44   c  is illuminated. Finally, at time t 4 , second right side light  44   b  is illuminated once again. Subsequently, the sequence t 1 -t 4  is repeated until such time as the lighting status is switched to end the scan mode. In scan mode or status, then, the lights scan front-to-back-to-front until ended. We shall now turn to FIG. 6 to examine yet another lighting mode for the side lights  44  of the present invention.  
         [0033]    [0033]FIG. 6 is a depiction of the side light  44  operation in “Sweep” mode. As shown, at t 1  first right side light  44   a  is illuminated. Next, at time t 2 , second right side light  44   b  is illuminated. Next, at time t 3 , third right side light  44   c  is illuminated. Subsequently, the sequence t 1 -t 3  is repeated until such time as the lighting status is switched to end the sweep mode. In sweep mode or status, then, the lights scan front-to-back (or back-to-front, if desired) until ended. We shall now turn to FIG. 7 to begin to examine the structure and function of the front and tail light array assemblies of the present invention.  
         [0034]    [0034]FIGS. 7A and 7B are top and front views, respectively, of an embodiment of the front light array assembly  40  of the present invention. The assembly  40  comprises a housing  50  defined by a face  53  having a plurality of lighting devices  52  disbursed thereon. The lighting devices  52  are LED&#39;s or other high-intensity light-producing devices that would be easily noticed by other vehicles&#39; operators. The rear light array assembly (not shown) is substantially designed the same as the assembly  40  depicted here, however, the rear assembly (not shown) may comprise re-colored lighting devices. FIG. 7 b  depicts the sleek, aesthetically pleasing design of the assembly  40 . As with the side lights, the lighting devices  52  operate in different modes that can be selected by the operator; these modes are explained below in connect with FIGS. 8 and 9.  
         [0035]    [0035]FIG. 8 is a depiction of the operation of the front light array assembly  40  in “Left Turn” mode. In this example, there are twelve lighting devices  52   a - j  (two are unlabeled), however in other designs, more or fewer lighting devices may be employed. Left turn mode commences with the right-most light on the right side (when facing forward on the vehicle) of the array  52   a  lighting. Next, at time t 2 , lighting device  52   b  illuminates. Next, at time t 3 , lighting device  52   c  illuminates. Next, at time t 4 , lighting device  52   d  illuminates. Next, at time t 5 , lighting device  52   e  illuminates. Next, at time t 6 , lighting device  52   f  illuminates. Next, at time t 7 , lighting devices  52   g ,  52   i  and  52   j  illuminate simulataneously. Finally, at time t 8 , lighting devices  52   g ,  52   h ,  52   i  and  52   j  illuminate simulataneously (i.e.  52   h  is added to the already-illuminated lighting devices). Upon completion of step time t 8 , steps t 1 -t 8  are repeated until such time as the “left turn” status is terminated. The operation of the lights in this turn mode would be right-to-outside, right-to-outside.  
         [0036]    It should be understood that the rear light array would be functioning in the mirror image to the front light array. For example, FIG. 8 could be depicting the “right turn” mode/status. Now turning to FIG. 9, we can examine another status/mode for the front and rear light assemblies.  
         [0037]    [0037]FIG. 9 is a depiction of the operation of the front light array assembly  40  in “Normal” or “Scanning” mode. As can be seen, the lights  52   a - 52   h  are illuminated one at a time from t 1  to t 8 , until all lights have been illuminated. The successive illumination then reverses, namely, lights  52   g - 52   a  are successively lighted one at a time. Subsequently, status t 2 -t 8  is repeated. The effect of this lighting operation is to sweep from left to right and back again until normal status is ended. Although they are not depicted, there is an additional “stop” mode/status. The stop mode/status results in all of the lighting devices  52  illuminating and then turning off simultaneously (i.e. flashing). Now turning to FIG. 10, we can examine yet another embodiment of the present invention.  
         [0038]    [0038]FIG. 10 is a Vehicle Safety and Comfort System Kit  54 , for installation on an existing bicycle. The kit  54  operates in essentially the same fashion as previously discussed above in connection with FIGS.  3 - 9 , but further includes the novel aspect of having its electrical wiring leads formed into a flexible circuit mat  56 . The flexible circuit mat  56  is designed to mat a variety of different bicycle styles, shapes and models. It is made from a flexible material having electrical wire traces encased therein. The mat  56  further comprises either a magnetic or adhesive layer on its back side. The magnetic/adhesive layer is provided to securely attach the mat  56  to the frame of the bicycle. Once attached to the bicycle, the mat  56  is designed so that the side lights  44  are displayed in the appropriate locations (as discussed above).  
         [0039]    Also attached to, and extending from the mat  56  are all of the components previously discussed (the side lights  44 , the light array assemblies  40  and  42 , the misting system  46 , the control unit  48 , and the generator  18 ). These components are each attached to the flexible circuit mat  56  via a plurality of flexible connection leads  58  that further may include strain relief loops; these flexible connection leads  58  are conventional service loops. In other embodiments, these service loops may be implemented through water-proof encapsulated connectors.  
         [0040]    Also depicted in this FIG. 10 are a turn signal manual switch  62  for activating and deactivating the turn light modes/status, the mist manual switch  66  for activating and deactivating the misting system  46 , and the brake manual switch  68  for activating and deactivating the stop mode/status. Furthermore, the optionally-provided microphone device  64  is provided here for accepting voice commands to activate the functionality of the system devices without using the manual switches. The voice commands received by the microphone device  64  would be interpreted and acted upon by the control unit  48 .  
         [0041]    Those skilled in the art will appreciate that various adaptations and modifications of the just-described preferred embodiment can be configured without departing from the scope and spirit of the invention. Therefore, it is to be understood that, within the scope of the appended claims, the invention may be practiced other than as specifically described herein.

Technology Category: 7