CA1299265C - Automatic safety signaling system for motor vehicles - Google Patents
Automatic safety signaling system for motor vehiclesInfo
- Publication number
- CA1299265C CA1299265C CA 586353 CA586353A CA1299265C CA 1299265 C CA1299265 C CA 1299265C CA 586353 CA586353 CA 586353 CA 586353 A CA586353 A CA 586353A CA 1299265 C CA1299265 C CA 1299265C
- Authority
- CA
- Canada
- Prior art keywords
- switch
- light emitting
- emitting means
- pedal
- signalling system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
- B60Q1/30—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating rear of vehicle, e.g. by means of reflecting surfaces
- B60Q1/302—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating rear of vehicle, e.g. by means of reflecting surfaces mounted in the vicinity, e.g. in the middle, of a rear window
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE:
A system for providing to surrounding vehicles, visual signals regarding the actuation of the gas and the brake pedals or the lack of operation of both. One circuit actuates one signal upon actuation of the brake pedal. Another circuit actuates another signal upon actuation of the gas pedal and a third circuit actuates third signal upon a lack of actuation of both brake and gas pedals. The cir-cuit of the brake pedal has priority on the other circuits.
A system for providing to surrounding vehicles, visual signals regarding the actuation of the gas and the brake pedals or the lack of operation of both. One circuit actuates one signal upon actuation of the brake pedal. Another circuit actuates another signal upon actuation of the gas pedal and a third circuit actuates third signal upon a lack of actuation of both brake and gas pedals. The cir-cuit of the brake pedal has priority on the other circuits.
Description
Al~'r(~M~r l(,` ~ I"!'Y ~IGNAI,[NG ~Y~;'I'I~M FOR M~)T()R Vt~ (,L~S
BA(`KGR(~lNI) ()~ E; lNV~.'~l'l'l()l\:
_ . _ _ .
Field of the invention:
Thiq invenlion relates to automatic signal systems for motor vehicles, an(l more particularly to such signaling systems which are automatically responsive to the normal operations of the car by ttle driver to advise and warn the drivers of surrounding vehicles or pedestrians of specific changes of the operation of the subject vehic-le.
The density of the traffic by motor vehicles on the road i8 increasing continuously and the number of vehicle accidents has thus increased correspondingly. According to available statisti-cal information, most oE Lhe accidents are due to the fact that dri-vers cannot respond rapidly when the acceleration and deceleration of other cars are suddenly changed. Most accidents can, indeed, be relat-ed to a lack of sufficient reaction time, the information about modi-fication of the speed of other cars being given too late to allow pro-per reactiorl on the part of the driver. The lack of reaction time al-90 applies to pedestrians.
-ln general, traditional inciicator systems give out in-formation only as to ~:urning and bralcing actions. ~ne o~ Lhe disadvan-tages of such systems is the lack of means to signal speed reductions after the accelerator is released but beEore the brake pedal is depressed. Illdeed, af~er the accelerator is released, considerable slowing of the vehicle's forward speed may take place before the brakes are applied and the driver of a following car may be warned too late to allow the driver to take precautionary measures to avoid collision. Another disadvantage of traditional indicator systems, when the driver has the option to either slowdown or accelerate, is ... 2 tlle lack oE me.lns lo in(licate clearly, in a given situa~-ioll, tnat he had~ in fact, cho.en to continue on througll. ~n e~ample of such a si-tUat iOIl iS quite frequellt al interseclions when vehicles coming in any dirèction depend Oll this information to ma~e the proper decision.
I`he drivers niten rely Oll glifssing the other driver's intention which leads to collisions on various sides of tile vehicles and to pedes-trians being hit by vehicles.
These tlazal-ds, which are especially augmented under ad~
verse driving conditions, present a serious problem at all times, even under favourable driving conditions.
_UMMARY OF Tilt. I~V~NIIO~:
Accordingly, t'his inventioll relates to an improved sig-nal light system Eor advising and warning drivers of surrounding vehicles of the state of acceleration or deceleration operation of the subject vehicle.
This invention also relates to an improved signal light system which advises and warns drivers of following vehicles of possi-ble speed reduction imputable lo the release of the acceleration pedal.
This invention furttler relates to an improved signal light system which advises and warns drivers oE surrounding vehicles that the driver of the subject vehicle is depressing the acceleration pedal.
This invention still further relates to an improved signal light system which is oE simple construction but yet reliable, economically Eeasable, long lasting and relatively trouble free in operation.
... 3 ~299265 S~ lA~Y ()F_L`HE 1)RAW1N(:S
The above-n1entionec1 an(1 other advantages of this inven-~ion will be~ter be undersLood in reFerence to the following descrip-tion and drawings in which:
Figure I is a circuit diagram for a preferred embodi-mellt oE this invenLion, 1igure 2 i8 a schematic diagram showing a manner of moun~ing a micro-swi(-ch actua~ed by tt1e accelerator pedal, E'igure 3 is a schematic diagram showing another manner of mounting the pressure activated switch, Figure 4 is a view of an automatic vehicle equiped with a signal syste~ accorcling to the present invention, and Figures 5 and 6 are two front views of the casing en-c]osing colored light signals.
DETAILED DESCRIPTlON OF THE l)RAWlNGS:
Referring to the drawings, the saEety signaling system according to this invention utilizes a conventional eLectric storage battery 1() of a vehicle as the power source. The battery 10 is ground-ed at 12 which, conventionally, is the chassis frame of the vehicle.
'I'he battery 10 is connecte<1 to a single pole douhle throw (SPDT) switch 14 whic1~ forms parL oE a relay 16 idenlified on the left hand side of figure I by a box surrounded by a dotted line.
The relay 16 also comprises a coil 18 which is connect-ed at one end to a positive ter-ninal of battery lO via the lead 24 which in existing vehicles send electrical current to the brake lights. Coil 18 is connected, at the other end ~6, to grounding means 12 via lead 28. In use, whenever the brake pedal is depressed, switch 23 is closed. Current -is sent t:o coil 18 closing the normally open ... 4 ~9926~;
con~act 3() of SPI~T ~wiLch l'~ an(i sendin~ current to li~ht emitting means 32 via lead 34. I.ighL emitLing means 32 is connected at its other end to grouncling means l2 via lead 28.
IE ~he brake pedal is nOt depressed, switch 23 remains opened. ~'o cul-rent i9 SellL through CO i 1 18 and contact 36 of SPDT
switch 14 remains in its normally closed position therefore directing currellt via lead 38 to a conLacl 40 part of a second relay 42 identified in a doLLed base.
Relay 42 comprises a coil 44 and a single pole double throw (SPDr) switch 46. Coil 44 is connected at one of its ends to contact 4() and at its o~her end to a normaLly open switch 48. Switch 48 is a micro-switch which is ac~uated by pressure applied on the ac-celerator pedal 5(). Figure 2 iLlustrates an embodiment of the connec-tion between the accelerator pedal 50 and switch 48. It wilL be noted that the predetermined displacement of the accelerator pedal necessa-ry to actuate sw;tch 48 can be adjusted to adapt the system to va-rious vehicles and drivers as will be further described.
In operation, when the brake pedal is not depressed and pressure is applied on accelerator pedal 5(), (fig.2) switcll 48 closes and the current having reached contac~ 40, flows Lhrough coil 44 towards grounding means 12. The flow of current through coil 44 closes the normally open contact 54 of SPDT switch 46 directing cur-rent ~o light emitting means 56. The other end of light emitting means 56 is connected to lead 58 which itself is connected to ground-ing means 12.
If neither the brake pedal nor the accelerator pedal are depressed, the currenL flows through the lead 41. The normally close contact 60 of switch 46 remains close and current is directed ... S
12992~;5 ~o 1iglll emitting me.1nu 62. ~ n othel~ end of li,~ht emit~ing rneans 62 is also conllecte(1 lo lead 5X.
~ iome clrivers have ~he tendency ot simul~-aneous1y put-ting one foot on the brake pedA1 and the other foot on the accelera-tor pedal. It is pointed out that with ~he presen~ circuit, priority is given to the signal provided by the brake pedal. In foot, when the switch 23 is actua~ed, relay 18 moves the switch 14 to contact 30 which cuts off Lhe flow of current in the lead 38. Relay 44 cannoL be actuaLed and the Light emitting means 56 receive no current.
l.ight emiLLing means 32, 56 and 62 are l;ght bulbs enclosed in casings 64 and 6(i mounted preferably on the rear and the front of the vehicle body as shown in figure 4 or any suitable place and manner where ;~ will be readily visible by surround;ng vehicles.
The casing 64 anc1 66 half spaced partitiol1~s which divi-de the casing inLo three colored light shielded compartments 68, 7() and 72 au shown in figure 5. At the exposed face of the casing, each of these compartments is closed by a pane of transparent or translu-cenL glazing ma~erial sllch as plastic, which, respectively, di~splay three different conLrasting coloru appropriately repreuenLing the light signaling systemu almost univer~sally adapted for road signalisa-tion. Red indicates a deceleration or stop warning because lhe brake is being applied and therefore corresponds to light emitting means 32. Yel low indicaLes cautiol- when the accelerator or brake pedals are not depressed and thus relates to light emitting means 62. Green indi-cates that the car accelerates and therefore corresponds to the color of the lighL emitting means 56.
... 6 Ihe normally open micro-switch 48 i~ closed by pre~ssure Oil accelera~or pe(ta1 5(). The <liagram illu~LraLed in Eigure l corres-ponds Zo three operalirlg circuits each involving the car battery and a ground connect-ioll. The first circuit energiæes light emitting means 62 from t-he battery l(~, through boLh normally closed SPI)T switches 14 and 46, when the brake and accelerator pedals are not operated. The second circuit energi~es light emitting means 32 when the brake pedal is actuated i.e. when curren~ flows through the coil 18 which moves the switch 14 towards contact 30. The third circuit energizes the light emittin& means 56 when the accelerator pedal i.e. the switch 48 is actuated. In this position, the current ~lows through the coil 44 which moves the switch 46 towards the con~:act 54. In th;s condition, SPDT switch 14 has returned ~owards the normally closed contact 36.
Only one of the three light emitLing means 32, 56 and 62 is energized at any one time.
In the embodiment shown in figure 2, the switch 4~ is rigidly secured to a plate 74 adjustably fixed to the floor of the car by a threaded 78. The rod 78 passes through a base 79 supported by a cylindrical peripheral wall 76 vertically adjustable relative to the plate 74 by means of the threaded rod 78. The vertical adjustment between the wall 76 and plate 74 can therefore be readily adjusted by a mere rotation of the wall 76. Once plate 74 has reached the adequa-te height to insure proper action of pedal 50 on switch 48, further unwanted rotation between plate 74 and base 79 is prevented by fasten-ing means 80 through holes 81. Ihe wall 76 which rests on a portion of the usual slanted fLoor of the vehicle is provided with teeth 82 formed along a spiral lower edge of the wall 76 which prevent unwant-ed motion of the switch 48.
... 7 129~;~;5 ; -11l anotller embodilrlen~ ot the invention shown in figure3, the swi~ch 4~ is actllaLe{l by a linlc i~4 conllecte(l to Lhe acceLera-Lor pedal S() an~l nol-rnalLy presell~ in most vehicles. I.ink 84 is conllec-t~d to Rll exlension ~(~ which ;LselC is connected to a stabilizing rod ~8. A connec~ing elemenL 9~ between exLellsioll rod 86 and rod 88 al-Lows tlle lever 52 over the switch 48 to be depressed by a mere pul-ling or pushing acL ion on connected link X4 in the direction of the arrow A-A. The lengL-tl of ex-ensioll rod ~6 iq adjustable in length by means of the challnel 92 provided in the link 84. The rod 86 is tightened in ~he channel 92 with a fastening device such as screw 94.
lhe connecting element 9() may also be a wedge arrangement adapted to produce a downward pressure on the micro-switches.
It ~hould be obvious that different other linking arran-gemenL can be used to operate to the microswitch from the accelerator pedaL.
When the stabilizing rod 88 cames in contact with the Lever 52, it depressed the latter and actuate the switch 48.
BA(`KGR(~lNI) ()~ E; lNV~.'~l'l'l()l\:
_ . _ _ .
Field of the invention:
Thiq invenlion relates to automatic signal systems for motor vehicles, an(l more particularly to such signaling systems which are automatically responsive to the normal operations of the car by ttle driver to advise and warn the drivers of surrounding vehicles or pedestrians of specific changes of the operation of the subject vehic-le.
The density of the traffic by motor vehicles on the road i8 increasing continuously and the number of vehicle accidents has thus increased correspondingly. According to available statisti-cal information, most oE Lhe accidents are due to the fact that dri-vers cannot respond rapidly when the acceleration and deceleration of other cars are suddenly changed. Most accidents can, indeed, be relat-ed to a lack of sufficient reaction time, the information about modi-fication of the speed of other cars being given too late to allow pro-per reactiorl on the part of the driver. The lack of reaction time al-90 applies to pedestrians.
-ln general, traditional inciicator systems give out in-formation only as to ~:urning and bralcing actions. ~ne o~ Lhe disadvan-tages of such systems is the lack of means to signal speed reductions after the accelerator is released but beEore the brake pedal is depressed. Illdeed, af~er the accelerator is released, considerable slowing of the vehicle's forward speed may take place before the brakes are applied and the driver of a following car may be warned too late to allow the driver to take precautionary measures to avoid collision. Another disadvantage of traditional indicator systems, when the driver has the option to either slowdown or accelerate, is ... 2 tlle lack oE me.lns lo in(licate clearly, in a given situa~-ioll, tnat he had~ in fact, cho.en to continue on througll. ~n e~ample of such a si-tUat iOIl iS quite frequellt al interseclions when vehicles coming in any dirèction depend Oll this information to ma~e the proper decision.
I`he drivers niten rely Oll glifssing the other driver's intention which leads to collisions on various sides of tile vehicles and to pedes-trians being hit by vehicles.
These tlazal-ds, which are especially augmented under ad~
verse driving conditions, present a serious problem at all times, even under favourable driving conditions.
_UMMARY OF Tilt. I~V~NIIO~:
Accordingly, t'his inventioll relates to an improved sig-nal light system Eor advising and warning drivers of surrounding vehicles of the state of acceleration or deceleration operation of the subject vehicle.
This invention also relates to an improved signal light system which advises and warns drivers of following vehicles of possi-ble speed reduction imputable lo the release of the acceleration pedal.
This invention furttler relates to an improved signal light system which advises and warns drivers oE surrounding vehicles that the driver of the subject vehicle is depressing the acceleration pedal.
This invention still further relates to an improved signal light system which is oE simple construction but yet reliable, economically Eeasable, long lasting and relatively trouble free in operation.
... 3 ~299265 S~ lA~Y ()F_L`HE 1)RAW1N(:S
The above-n1entionec1 an(1 other advantages of this inven-~ion will be~ter be undersLood in reFerence to the following descrip-tion and drawings in which:
Figure I is a circuit diagram for a preferred embodi-mellt oE this invenLion, 1igure 2 i8 a schematic diagram showing a manner of moun~ing a micro-swi(-ch actua~ed by tt1e accelerator pedal, E'igure 3 is a schematic diagram showing another manner of mounting the pressure activated switch, Figure 4 is a view of an automatic vehicle equiped with a signal syste~ accorcling to the present invention, and Figures 5 and 6 are two front views of the casing en-c]osing colored light signals.
DETAILED DESCRIPTlON OF THE l)RAWlNGS:
Referring to the drawings, the saEety signaling system according to this invention utilizes a conventional eLectric storage battery 1() of a vehicle as the power source. The battery 10 is ground-ed at 12 which, conventionally, is the chassis frame of the vehicle.
'I'he battery 10 is connecte<1 to a single pole douhle throw (SPDT) switch 14 whic1~ forms parL oE a relay 16 idenlified on the left hand side of figure I by a box surrounded by a dotted line.
The relay 16 also comprises a coil 18 which is connect-ed at one end to a positive ter-ninal of battery lO via the lead 24 which in existing vehicles send electrical current to the brake lights. Coil 18 is connected, at the other end ~6, to grounding means 12 via lead 28. In use, whenever the brake pedal is depressed, switch 23 is closed. Current -is sent t:o coil 18 closing the normally open ... 4 ~9926~;
con~act 3() of SPI~T ~wiLch l'~ an(i sendin~ current to li~ht emitting means 32 via lead 34. I.ighL emitLing means 32 is connected at its other end to grouncling means l2 via lead 28.
IE ~he brake pedal is nOt depressed, switch 23 remains opened. ~'o cul-rent i9 SellL through CO i 1 18 and contact 36 of SPDT
switch 14 remains in its normally closed position therefore directing currellt via lead 38 to a conLacl 40 part of a second relay 42 identified in a doLLed base.
Relay 42 comprises a coil 44 and a single pole double throw (SPDr) switch 46. Coil 44 is connected at one of its ends to contact 4() and at its o~her end to a normaLly open switch 48. Switch 48 is a micro-switch which is ac~uated by pressure applied on the ac-celerator pedal 5(). Figure 2 iLlustrates an embodiment of the connec-tion between the accelerator pedal 50 and switch 48. It wilL be noted that the predetermined displacement of the accelerator pedal necessa-ry to actuate sw;tch 48 can be adjusted to adapt the system to va-rious vehicles and drivers as will be further described.
In operation, when the brake pedal is not depressed and pressure is applied on accelerator pedal 5(), (fig.2) switcll 48 closes and the current having reached contac~ 40, flows Lhrough coil 44 towards grounding means 12. The flow of current through coil 44 closes the normally open contact 54 of SPDT switch 46 directing cur-rent ~o light emitting means 56. The other end of light emitting means 56 is connected to lead 58 which itself is connected to ground-ing means 12.
If neither the brake pedal nor the accelerator pedal are depressed, the currenL flows through the lead 41. The normally close contact 60 of switch 46 remains close and current is directed ... S
12992~;5 ~o 1iglll emitting me.1nu 62. ~ n othel~ end of li,~ht emit~ing rneans 62 is also conllecte(1 lo lead 5X.
~ iome clrivers have ~he tendency ot simul~-aneous1y put-ting one foot on the brake pedA1 and the other foot on the accelera-tor pedal. It is pointed out that with ~he presen~ circuit, priority is given to the signal provided by the brake pedal. In foot, when the switch 23 is actua~ed, relay 18 moves the switch 14 to contact 30 which cuts off Lhe flow of current in the lead 38. Relay 44 cannoL be actuaLed and the Light emitting means 56 receive no current.
l.ight emiLLing means 32, 56 and 62 are l;ght bulbs enclosed in casings 64 and 6(i mounted preferably on the rear and the front of the vehicle body as shown in figure 4 or any suitable place and manner where ;~ will be readily visible by surround;ng vehicles.
The casing 64 anc1 66 half spaced partitiol1~s which divi-de the casing inLo three colored light shielded compartments 68, 7() and 72 au shown in figure 5. At the exposed face of the casing, each of these compartments is closed by a pane of transparent or translu-cenL glazing ma~erial sllch as plastic, which, respectively, di~splay three different conLrasting coloru appropriately repreuenLing the light signaling systemu almost univer~sally adapted for road signalisa-tion. Red indicates a deceleration or stop warning because lhe brake is being applied and therefore corresponds to light emitting means 32. Yel low indicaLes cautiol- when the accelerator or brake pedals are not depressed and thus relates to light emitting means 62. Green indi-cates that the car accelerates and therefore corresponds to the color of the lighL emitting means 56.
... 6 Ihe normally open micro-switch 48 i~ closed by pre~ssure Oil accelera~or pe(ta1 5(). The <liagram illu~LraLed in Eigure l corres-ponds Zo three operalirlg circuits each involving the car battery and a ground connect-ioll. The first circuit energiæes light emitting means 62 from t-he battery l(~, through boLh normally closed SPI)T switches 14 and 46, when the brake and accelerator pedals are not operated. The second circuit energi~es light emitting means 32 when the brake pedal is actuated i.e. when curren~ flows through the coil 18 which moves the switch 14 towards contact 30. The third circuit energizes the light emittin& means 56 when the accelerator pedal i.e. the switch 48 is actuated. In this position, the current ~lows through the coil 44 which moves the switch 46 towards the con~:act 54. In th;s condition, SPDT switch 14 has returned ~owards the normally closed contact 36.
Only one of the three light emitLing means 32, 56 and 62 is energized at any one time.
In the embodiment shown in figure 2, the switch 4~ is rigidly secured to a plate 74 adjustably fixed to the floor of the car by a threaded 78. The rod 78 passes through a base 79 supported by a cylindrical peripheral wall 76 vertically adjustable relative to the plate 74 by means of the threaded rod 78. The vertical adjustment between the wall 76 and plate 74 can therefore be readily adjusted by a mere rotation of the wall 76. Once plate 74 has reached the adequa-te height to insure proper action of pedal 50 on switch 48, further unwanted rotation between plate 74 and base 79 is prevented by fasten-ing means 80 through holes 81. Ihe wall 76 which rests on a portion of the usual slanted fLoor of the vehicle is provided with teeth 82 formed along a spiral lower edge of the wall 76 which prevent unwant-ed motion of the switch 48.
... 7 129~;~;5 ; -11l anotller embodilrlen~ ot the invention shown in figure3, the swi~ch 4~ is actllaLe{l by a linlc i~4 conllecte(l to Lhe acceLera-Lor pedal S() an~l nol-rnalLy presell~ in most vehicles. I.ink 84 is conllec-t~d to Rll exlension ~(~ which ;LselC is connected to a stabilizing rod ~8. A connec~ing elemenL 9~ between exLellsioll rod 86 and rod 88 al-Lows tlle lever 52 over the switch 48 to be depressed by a mere pul-ling or pushing acL ion on connected link X4 in the direction of the arrow A-A. The lengL-tl of ex-ensioll rod ~6 iq adjustable in length by means of the challnel 92 provided in the link 84. The rod 86 is tightened in ~he channel 92 with a fastening device such as screw 94.
lhe connecting element 9() may also be a wedge arrangement adapted to produce a downward pressure on the micro-switches.
It ~hould be obvious that different other linking arran-gemenL can be used to operate to the microswitch from the accelerator pedaL.
When the stabilizing rod 88 cames in contact with the Lever 52, it depressed the latter and actuate the switch 48.
Claims (10)
- Claims:
I . A signalling system for vehicles adapted to visual-ly identify the operation of the brake pedal, the accelerator pedal or the absence of operation of both of said pedals, the said system comprising two relay means and three light emitting means adapted to be energized by the battery of the vehicle.
- a first circuit including said battery for energizing a first of said light emitting means, - a second circuit including said battery, a first switch adapted to be closed upon operation of the brake pedal and a second of said light emitting means, said first switch connected to a first of said relay means for opening said first circuit and closing said second circuit and energizing said second light emitting means, - a third circuit including said battery, a second cir-cuit adapted to be closed upon actuation of the acceleration pedal and a third of said light emitting means, said second switch connect-ed to a second of said relay means for opening said first circuit and closing said third circuit and energizing said third light emitting means, whereby said third light emitting means identifies the operation of the brake pedal, said second light- emitting means identi-fies the operation of the acceleration pedal and the first light enit-ting means identifies the absence of operation of both the brake and the acceleration pedals. - 2-. A signalling system as recited in claim 1, wherein the first light emitting means emits a yellow colored signal, the second light emitting means emits a green colored signal and the third light emitting means emits a red colored signal.
... 2 - 3-. A signalling system as recited in claim 1, wherein each relay means comprises a coil and a single pole double throw (SPDT) switch.
- 4-. A signalling system as recited in claim 3, wherein the current in said first circuit passes through the normally closed contact of both SPDT switches.
- 5-. A signalling system as recited in claim 1, wherein the accelerator pedal is provided with a longitudinally movable connecting rod, said second switch comprising a micro switch and ex-tension means between said connecting rod and SDMT switch for actuat-ing said means upon pressure on said accelerator pedal.
- 6-. A signalling system as recited in claim 1, wherein the second switch comprises a micro-switch and a leaf spring acting as a lever on the micro-switch, the said leaf spring being adapted to he depressed by said acceleration pedal for actuating said micro-switch.
- 7-. A signalling system as recited in claim 6, wherein the second switch is mounted on a height adjustable platform.
- 8-. A signalling system as recited in claim 7, wherein said height adjustable platform comprises a cylindrical peripheral wall having a toothed edge along a spiral curve along said peripheral wall, whereby the rotation of said peripheral platform changes the height of said switch.
- 9-. A safety signalling system for vehicle adapted to visually identify the operation of the brake pedal, the accelerator pedal or the absence of operation of both of said pedals, the said system comprising two relay means and three light emitting means adapted to be energized by the battery of the vehicle, the first of said relay means directing electrical current to a first of said ... 3 light emitting means when pressure is applied to the brake pedal and directing electrical current to a second of said relay means when no pressure is applied to tile brake pedal, the said other second relay means directing electrical current to a second of said light emitting means when pressure is applied to the accelerator pedal and directing current to a third of said light emitting means when no pressure is applied to the accelerator pedal.
- 10-. A signalling system as recited in claim 9, wherein the energization of said first relay means has priority over the second relay means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 586353 CA1299265C (en) | 1988-12-19 | 1988-12-19 | Automatic safety signaling system for motor vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 586353 CA1299265C (en) | 1988-12-19 | 1988-12-19 | Automatic safety signaling system for motor vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1299265C true CA1299265C (en) | 1992-04-21 |
Family
ID=4139320
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 586353 Expired - Fee Related CA1299265C (en) | 1988-12-19 | 1988-12-19 | Automatic safety signaling system for motor vehicles |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1299265C (en) |
-
1988
- 1988-12-19 CA CA 586353 patent/CA1299265C/en not_active Expired - Fee Related
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |