Patent Document

FIELD OF THE INVENTION 
   This invention pertains to vehicle signalization accessories, and more particularly it pertains to an after market vehicle signalization system in the form of an universal retrofit kit. 
   BACKGROUND OF THE INVENTION 
   Conventional signalization for vehicles is generally limited to the brake lights at the rear end of a vehicle and the turn signal lights at both the front end and the rear end of the vehicle. It has been stated by numerous inventors in the past, that it would be safer to operate a motor vehicle if a driver could better predict the intentions of other drivers in nearby vehicles. Numerous proposals were made in that regard to add signalization on the outside of a vehicle in order to reduce the number of accidents involving motor vehicles. 
   Prior inventors have proposed in the 1960&#39;s or before, as a safety feature, an additional brake light in a highly visible location on the rear end of a vehicle, well above the regular brake lights. This courtesy brake light became standard on all automobiles and pickup trucks since the 1970&#39;s, and is now considered essential to safe driving. Similarly, prior inventors have proposed in the 1930&#39;s or before, a signalization system including an amber light to signal a deceleration by compression of the engine, a green light to signal an acceleration or a steady speed, and of course, a red light in the front as well as in the back of the vehicle to indicate a braking condition. However, these additional light circuits require the installation of switches to detect the movements of the arms of the brake and the accelerator pedals, additional light modules to be affixed to the outside of the vehicle and additional wiring. The cost of these accessories would have been passed on the purchaser of the vehicle or taken out from the manufacturer&#39;s profit. It is believed that it is for that reason, basically, that only the brake light in the back, and the turn signal lights were considered essential and were kept in the standard design. Consequently, the amber and the green light proposals never enjoyed a commercial success. 
   Examples of the signalization systems proposed by prior inventors are listed below:
     U.S. Pat. No. 2,096,069 issued to E. J. Seiden on Oct. 19, 1937;   U.S. Pat. No. 2,128,769 issued to L. O. Finnell on Aug. 30, 1938;   U.S. Pat. No. 2,250,133 issued to E. S. Pearce et al. on Jul. 22, 1941.   U.S. Pat. No. 2,463,088 issued to R. S. Coombs on Mar. 1, 1949;   U.S. Pat. No. 2,513,712 issued to R. S. Coombs on Jul. 4, 1950;   U.S. Pat. No. RE. 23,719 issued to R. S. Coombs on Oct. 6, 1953;   U.S. Pat. No. 3,109,158 issued to R. S. Coombs on Oct. 29, 1963;   U.S. Pat. No. 3,115,559 issued to L. G. Cass et al. on Dec. 24, 1963;   U.S. Pat. No 3,395,388 issued to J. R. Hendrickson on Jul. 30, 1968;   U.S. Pat. No 3,497,871 issued to A. S. Damico on Feb. 24, 1970;   U.S. Pat. No 4,491,824 issued to N. M. Chiou on Jan. 1, 1985;   U.S. Pat. No 4,933,666 issued to H. G. Maple on Jun. 12, 1990;   U.S. Pat. No. 4,891,625 issued to B. C. VanRiper et al. on Jan. 2, 1990;   U.S. Pat. No. 5,164,701 issued to C. Nan-Mu et al. on Nov. 17, 1992;   U.S. Pat. No 5,663,707 issued to G. M. Bartilucci on Sep. 2, 1997;   U.S. Publ. US2002/0171543 of D. C. Abbe et al. dated Nov. 21, 2002;   U.S. Publ. US2003/0234724 of C. P. Chiu dated Dec. 25, 2003;   CA Appl. 2,007,060 of R. Dugas et al. published on Jul. 03, 1991;   CA Appl. 2,015,418 of N. M. Chiou, published on Oct. 25, 1991.   

   Although the devices and apparatus of the prior art deserve undeniable merits, is believed that these prior art systems can only be installed at the factory during the construction of the vehicle, or in the dealers&#39; garages by technicians specialized in the electrical systems of motor vehicles. It is believed that the installation of any of the signalization systems of the prior art would have been relatively costly, and therefore, these systems did not appeal to a majority of vehicle owners. 
   Therefore, it is believed that a market demand still exists for better signalization on the outside of a motor vehicle, and especially for a better and easier method of installing the additional signalization without having to tap into the existing wiring system of the vehicle or to attach switches to hard-to-reach places under the dashboard of the vehicle. 
   SUMMARY OF THE INVENTION 
   The vehicle signalization system according to the present invention, comprises a limit switch assembly wherein the limit switches are pre-wired with a colour coded wiring system and connectors, and are adjustably affixed to a post that is easily mountable by bonding to the firewall of the vehicle, between the brake pedal and the accelerator pedal. The wiring system has a connection to the battery of the vehicle such that no interference with the wiring system or the fuse box of the vehicle is required. The vehicle signalization retrofit kit according to the present invention is mountable in various makes and models of vehicles without drilling, tapping, or modifying in any way the structure or the electrical system of the vehicle. 
   In a broad aspect of the present invention, there is provided a vehicle signalization retrofit kit, comprising a pair of light modules each having coloured lights of red, amber and green colours. A colour-coded wiring system is provided for supplying power directly from the battery of the vehicle to the light modules. The colour codes on the wiring correspond to the colours of the coloured lights. A first and second limit switches are also provided and are connected to the wiring system for controlling the lighting up of the coloured lights according to various conditions of the switches. There is also provided a switch post to which the limit switches are adjustably mounted. This switch post has a base that is attachable by bonding to the firewall of a vehicle. 
   This vehicle signalization retrofit kit is by its configuration easily installed in a vehicle without special tools or special knowledge of the electrical system of that vehicle. 
   In another aspect of the present invention, the wiring system and the limit switches are connected in such a way as to energize only the red lights, only the amber lights, or only the green lights at the same time. The limit switches and the wiring system are also connected in such a way that the amber and green lights are positively de-energized when the red lights are lit up such that the red lights have priority over the other ones. 
   In yet another aspect of the present invention, the wiring system comprises several series of single-wire connectors, such that portions of the wiring system can be threaded, one connector at the time, through relatively small openings out of the passenger compartment of a vehicle. 
   In yet another aspect of the present invention, each light module has mounting tabs hinged to the housing thereof for easy mounting of the light module to various portions of a vehicle. Furthermore, the housing of each light module is made of a malleable material so that it can be shaped to accommodate the curvature of the portion of the vehicle on which it is mounted. It is believed that the light modules included in the retrofit kit according to the present invention do not lessen the visual appeal of any modem vehicle on which they are mounted. 
   This brief summary has been provided so that the nature of the invention may be understood quickly. A more complete understanding of the invention can be obtained by reference to the following detailed description of the preferred embodiment thereof in connection with the attached drawings. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     One embodiment of the present invention is illustrated in the accompanying drawings, in which like numerals denote like parts throughout the several views, and in which: 
       FIG. 1  is a perspective view of the vehicle signalization retrofit kit according to the preferred embodiment of the present invention; 
       FIG. 2  is a perspective cutaway view through the dashboard of a vehicle showing the mounting of the switch post of the preferred vehicle signalization retrofit kit to the firewall of the vehicle; 
       FIG. 3  is a perspective front and top view of a vehicle having a pair of the signalization light modules as described herein, mounted thereto; 
       FIG. 4  is a top view of the switch post in an installed position; 
       FIG. 5  is rear view of the switch post in an installed position; 
       FIG. 6  is an enlarged top view of the base of the switch post and of its mounting to the firewall of a vehicle; 
       FIG. 7  is schematic diagram of the wiring system in the vehicle signalization retrofit kit according to the preferred embodiment. 
   

   DESCRIPTION OF THE PREFERRED EMBODIMENT 
   While this invention is susceptible of embodiment in many different forms, there is shown in the drawings and will be described in details herein one specific embodiment, with the understanding that the present disclosure is to be considered as an example of the principles of the invention and is not intended to limit the invention to the embodiment illustrated and described. 
   Referring firstly to  FIG. 1 , the basic components of the preferred universal retrofit kit  20  are illustrated therein. The preferred retrofit kit comprises a pair of limit switches  24 ,  26  mounted to a switch post  28 . A wiring system is provided and is generally labelled as  30 . A pair of light modules  32  are provided for attachment to the front end and to the rear end of a vehicle. Illuminated monitoring switches  34  are optional. These switches  34  are optionally provided for mounting inside the vehicle for monitoring the operation of the light modules  32 . 
   The switch post  28  has an enlarged base  36  for bonding to the firewall of a vehicle, as it will be explained later. The limit switches  24 ,  26  are mounted to the switch post  28  by means of tube clamps  38 . The clamps  38  are mounted to the switch post  28  with a sliding fit tolerance or tension, such that the limit switches  24 ,  26  can be adjusted along and around the switch post  28  by a force of approximately 5 lbs. 
   The wiring system  30  comprises several series of single-wire connectors  40  such that portions of this wiring system can be threaded, one connector at the time, into a relatively small hole through the firewall of the vehicle, or alongside existing conduits or cables extending outside the passenger compartment of the vehicle. 
   Each light module  32  is made of coloured light emitting diodes (LEDs)  50  mounted side by side in a sealed housing  52 . These diodes  50  are arranged in sets of three, aligned behind a clear lens  54 . Each set of diodes  50 , contains a red diode, an amber diode and a green diode. For convenience, the word diodes and lights are used interchangeably herein to refer to the light emitting diodes  50 . 
   It will be understood from the following description, that the red light indicates a braking condition, the amber light indicates a coasting condition, where the operator of the vehicle does not apply pressure on neither the brake pedal nor the accelerator pedal, and the green light indicates an accelerating or constant speed condition, where the accelerator pedal is depressed at least a small amount. 
   There are also provided on the housing  52  of each light module  32 , a series of tabs  56  affixed to the housing  52  by means of respective hinges  58 . Each tab  56  preferably has on its surface, an adhesive tape, a mounting hole, or other means of attachment of the tab to a vehicle. The hinges  58  are adjustable to mount each light module  32  to any of several preferred locations on a vehicle. The hinges  58  have a tight fit tolerance in their moving parts so as to retain an initial adjustment thereof on a vehicle under normal driving conditions. 
   The housing  52  of each light module preferably has a length of about 6–10 inches, a thickness of about ⅜ to ¾ inch, and a depth of ¾ to 1½ inches. It preferably has a sleek design and a moderate bow shape with the ends pointing toward the rear side thereof, as illustrated in  FIG. 1 . Each housing  52  is preferably made of a plastic material that is somewhat malleable and that has shape-retention memory, such that it can be bent to some degrees lengthwise and crosswise to match various curvatures on the vehicle on which it is mounted. 
   Referring now to  FIGS. 2 and 3 , the switch post  28  is preferably affixed to the firewall  60  of a vehicle, between the brake pedal  62  and the accelerator pedal  64 , under or immediately below the dashboard  66  of the vehicle. 
   One of the light modules  32  is preferably mounted at any convenient location on the front end of a vehicle  70  such that it can be easily seen by approaching traffic and pedestrians. The other light module  32  is preferably affixed to another highly visible location on the rear end of the vehicle. One advantage of having the signalling light module  32  on the front end of a vehicle is that it indicates to pedestrians at an intersection for example, the running condition of an approaching vehicle. These pedestrians can readily detect the intentions of the driver in that vehicle, and decide whether or not they should walk in the front of it. One advantage of the rear light module  32  is to provide a driver in a following vehicle with the ability to predict a deceleration by compression of the engine, and an eventual braking of the vehicle ahead of him. 
   Referring now to  FIGS. 4 ,  5  and  6 , the mounting of the limit switches  24 ,  26  and of the switch post  28  will be explained in greater details. The limit switches are of the type having a normally open contact, a normally closed contact and a respective wand  72  extending at least about 3½ to 4 inches from the axis of the switch post  28 . One example of such limit switches is a Model Z, General Purpose Basic Switch, available from Omron™ Canada Inc. a Company having its head offices in Scarborough, Ontario, Canada. 
   The switch post  28  with the limit switches  24 ,  26  mounted thereto is held between the brake pedal and the accelerator pedal of the vehicle at a location that is high enough so not to interfere with the foot movement of the driver, and where the wands  72  of the limit switches  24 ,  26  are respectively in contact with the arm  62  of the brake pedal and with arm  64  of the accelerator pedal. The location of the base  36  of the switch post  28  is then marked on the firewall  60  of the vehicle. 
   Then, the carpet  74  of the firewall  60  is cut out and the metal of the firewall  60  is exposed over an area  76  corresponding to the location of the base  36  of the switch post. Using a resinous bonding compound  78 , often referred to as plastic metal or plumber putty, the base  36  of the switch post is bonded to the bare metal of the firewall  76 . A typical shear strength of the preferred bonding compound is 3,000 psi. An example of such a bonding compound  78  is marketed under the name Cold Weld™, by Permatex™, Inc., a company having its head offices in Solon, Ohio, USA. A sufficient amount of an appropriate bonding compound  78  is preferably included in the preferred vehicle signalling retrofit kit, such that it is readily available to the purchaser of the preferred retrofit kit. 
   In order to ensure a strong bond between the base  36  of the switch post and the firewall, the base  36  has a hollow shape and several radial holes  80  near the rim of the base. A sufficient amount of bonding compound  78  should be used to partly fill the hollow shape of the base  36  and to flow out through these holes  80 . The switch post  28  is then held in place for a few minutes until the bonding compound starts to take hold. 
   A preferred material of construction for the switch post  28  is a nominal ½ inch copper tubing and the preferred material of construction for the base  36  is a tubing reducer coupling having a nominal size of ½ inch to ¾ inch. It will be appreciated that the switch post  28 , and the base  36  can be manufactured from materials other than copper, depending upon the preference of the manufacturer. 
   When the bonding compound has set or hardened to hold the switch post  28  in place, such as after a period of 15–30 minutes or so, the limit switches  24 ,  26  can be adjusted to their final positions. The adjustment of both switches is done by moving them along the switch post  28  until their wands  72  touch the arms  62 ,  64  of the brake and accelerator pedals respectively, and the normally open contact in each switch is closed. The switches are further moved slightly toward the arms  62 ,  64  of the pedals such that a pre-travel of approximately 1/16 to ⅛ of an inch is required in each pedal to change the state of the switches. 
   It will be appreciated that the stress on the switch post  28  is maximum at the initial position of the switches  24 ,  26  as described above. The force on the wands  72  of the switches is a fraction of one pound. Therefore, the force required to hold the limit switches in place along the switch post  28  and the overall stress on the switch post  28  is negligible as compared to the holding strength of the bonding compound specified above. The sturdiness of this installation is believe to be sufficient to last the life of the vehicle. 
   In order to further simplify the work required to install the preferred retrofit kit, the wiring of the switches  24 ,  26  is preferably done before bonding the switch post in place and adjusting the position of the switches. In fact, the connection of the wiring system  30  to the limit switches  24 ,  26  is preferably effected at the factory before the packaging of the retrofit kit and its distribution to retail outlets. These connections have been omitted in  FIGS. 1 ,  2 ,  4  and  5  to maintain the clarity of these drawings. 
   The wiring of the switches  24 ,  26  and of the light modules  32  is illustrated in  FIG. 7 . The wiring system  30  is preferably connected directly to the battery  90  of the vehicle. The wiring system  30  preferably comprises a fuse  92  and an on-off switch  94 . The power is firstly supplied to the common terminal of the brake pedal switch  24 . The initial pre-tensioning of the wand  72  of the brake pedal switch  24  as described before, closes the normally open contact of that switch  24  to transmit power to the common terminal of the accelerator pedal switch  26 . When the wand  72  of the brake pedal switch  24  is released from its tensioned position, the power is cut off to the accelerator pedal switch  26  and is applied to the normally closed terminal of the brake pedal switch  24 , thereby energizing the red diodes, labelled as “R” on the diagram of  FIG. 7 . It will be appreciated from the above description that the red diodes have precedence over the other lights. 
   During all non-braking conditions, power is available to the accelerator switch  26 , to light up either the amber “A” or the green “G” diodes, of which the respective wiring is labelled by the same letters, or coded with the same colours. 
   When the accelerator pedal is at rest, the normally open contact of the accelerator pedal switch  26  is closed, thereby energizing the amber “A” diodes in the light modules  32 . When the accelerator pedal is depressed, the green “G” diodes are lit up. 
   The wiring system  30  comprises several series of single-wire connectors  40  to facilitate the threading of the wiring through relatively small openings out of the passenger compartment of the vehicle. One series of connectors  96  is preferably provided for connection to the illuminated monitoring switches  34 . Another series of connectors  98  is preferably provided for connection to a third light module mounted on a trailer towed behind the vehicle for example. One or more extensions  100  are provided for connection of the light modules  32  to the switches  24 ,  26 . The connectors in each series  40  are preferably coloured or colour coded according to the colours of the diodes energized therefrom, with the ground connectors  102  left unmarked or coloured  white. 
   The coloured diodes  50  in each light module  32  are typically 3 volt LEDs. Each diode  50  is connected to the wiring system in series with a 470 ohm resistor  104 . 
   The vehicle signalization retrofit kit described above does not tap into the existing wiring system of an automobile and is easily adjusted to various configurations of brake pedals, accelerator pedals and various vehicle interiors. 
   Furthermore, the vehicle signalization retrofit kit according to the present invention operates equally well when the vehicle is travelling in a cruise controlled mode. In the cruise controlled mode, the accelerator pedal still moves as if it was operated by the foot of the driver. This movement is detected by the accelerator limit switch  26  to operate the light modules accordingly. 
   As to other manner of usage and operation of the retrofit kit of present invention, the same should be apparent from the above description and accompanying drawings, and accordingly further discussion relative to the manner of usage and operation of the invention would be considered repetitious and is not provided. 
   While one embodiment of the present invention has been illustrated and described herein above, it will be appreciated by those skilled in the art that various modifications, alternate constructions and equivalents may be employed without departing from the true spirit and scope of the invention. Therefore, the above description and the illustrations should not be construed as limiting the scope of the invention which is defined by the appended claims.

Technology Category: b