BACKGROUND OF THE INVENTION

1 . Field of the Invention

[0001] The invention relates generally to a worn emergency-lighting system, and a method of controlling activation of a worn emergency-lighting system. More particularly the invention concerns such systems and methods for drivers and riders of non-enclosed vehicles, particularly riders of motorcycles, quadbikes, snowmobiles, bicycles and similar vehicles.

2. Description of the Related Art

[0002] Drivers and riders of non-enclosed vehicles are typically highly vulnerable in accident situations. On account of such vehicles being non-enclosed a user is more exposed to direct impact upon their person, and it is common for a user of such vehicles to become dismounted, thrown or flung from their vehicle during a collision or fall.

[0003] Examples of previous attempts to improve the safety of non-enclosed vehicles have included improvements in collision avoidance, stability and handling of a vehicle, for example the inclusion of anti-braking systems on motorcycles, the provision of rider/driver clothing containing airbags that inflate upon detection of an accident condition, or clothing provided with lighting to increase the conspicuity of the wearer while riding. An example of the latter is found in

US201 0/0253501 , which describes a light signaling system incorporated into a motorcyclist's clothing, and which is synchronized with the motorcycle's own light signals. A further example is found in WO2005/034663, which discusses a jacket with an integrated turn-light signaling device. In that device the turn signal lighting is activated by positioning of the arm of the wearer, for example when indicating a turn to the right.

[0004] The present inventors have identified that unsafe situations can arise where a driver or rider is dismounted, thrown or flung from their vehicle during a collision or fall, and is thereby no longer easily visible for other road users. For example, a motorbike or bicycle rider flung from his vehicle during an accident may be considerably less visible to oncoming or following vehicles, than is the vehicle from which he has become dismounted. This can be particularly troublesome because the oncoming or following road users may swerve in an attempt to avoid a collision with the more readily visible vehicle and inadvertently strike the dismounted rider on another part of the road or path. Such situations are exacerbated during low-light conditions, e.g. dusk or night, when the lights of the user's vehicle are on, because such lighting can distract attention of other road users away from the flung rider, or can create glare that hides the flung rider.

[0005] There thus remains a need for improvement in the field of rider and driver safety addressing one or more of the above-mentioned situations in a simple, reliable and effective manner. SUMMARY OF THE INVENTION

[0006] In accordance with the invention there is provided an emergency-lighting system comprising a wearable light emission device, a detector; and a controller; wherein said controller is configured to instruct emission of light from the light emission device upon the detector detecting an accident.

[0007] An accident may be identified based on a trigger event from the group of:

departure of the wearable light emission device from a predetermined spatial volume;

detection of a collision;

a vertical rotation of the detector of not less than 60°.

an inclination of a wearer of at least 30° from vertical in combination with a substantial lack of movement.

[0008] Upon detection of an accident situation, the lighting worn by the user is automatically activated illuminating the vehicle user, for example, for other road users.

[0009] In accordance with an alternative aspect of the invention there is provided a method of controlling a personal emergency-lighting system comprising the step of activating worn emergency- lighting upon detection of an accident. The detected event may be one or more of the following events:

departure of the wearable light emission device from a predetermined zone;

a collision;

a vertical rotation of a detector of greater than 60°;

an inclination of a wearer of at least 30° from vertical in combination with a substantial lack of movement.

[0010] The invention provides a system and method by which a rider or driver becomes illuminated in the event of, for example, an accident, collision, or unintended/inappropriate dismount from his vehicle. The emergency illumination of the rider or driver highlights his person to other road users aiding in avoidance of his being struck by another vehicle, and/or increasing his visibility to emergency services personnel for rapid location and possibly treatment.

[0011] Within the current specification the term "non-enclosed vehicle" refers to any form of transport that does not substantially enclose a user. Examples of non-enclosed vehicles include motorcycles, motortricycles, quadbikes, snowmobiles, bicycles, rollerblades, skateboards, skis, snowboards, boats, jetskis, or vehicles similar to any of the preceding named devices. The invention is, however, considered to be most useful in combination with road accidents and as such the system and method of the invention are most preferably used in combination with motorcycles and bicycles. In addition to users of non-enclosed vehicles, the invention may be useful for horse riders. LIGHT EMISSION DEVICE

[0012] The light emission device is worn about a rider or driver such that when activated it is able to illuminate the wearer. The light emission device may be worn on any part of a user's body. Locations that are easily visible for third party traffic road users are most preferred.

[0013] The light emission device may be incorporated with wearable items, such as apparel and clothing, for example full body suits, including motorbike suits; upper body clothing, examples including coats, jackets, body warmers or vests; lower body clothing, such as shorts or trousers; into headwear, such as hats or helmets; into footwear; or into gloves, or into carried items such as rucksacks. The light emission device may also or alternatively be incorporated into wearable bands such as an arm-, wrist-, ankle-, head-, chest- or waist-band. Any form of attachment is possible for the light emissions device, such that it is visible to an observer when worn.

[0014] In a preferred embodiment a number of light emission devices are provided. These are preferably worn in an array about the body. Preferably at least two light emission devices are provided. The two light emission devices can be worn on opposite sides of a wearer's body. For example, a first light emission device may be provided on the left side of a user, and a second light emission device may be provided on the right side of a user. Conveniently the light emission devices may be located with a first light emission device in the region of a left shoulder, and a second light emission device in the region of a right shoulder.

[0015] More preferably, a plurality of light emission devices may be provided so as to silhouette at least a part of the human form. For example in one embodiment a shirt, coat or jacket is provided with light emission devices in at least the area of each of the wrists and/or shoulders, and about at least one of the collar and waist. The greater the surface area of the attire that is provided with light emission capabilities, the more conspicuous the user typically will be. However, a balance will usually be struck between highlighting the wearer's form and an efficient use of the energy supply to power the light emission devices.

[0016] The light emission devices may be provided at any one or more of the following, a wearer's wrists, ankles, elbows, knees, shoulders, head, waist, back, chest, feet, upper legs, lower legs, or arms. The light emission devices make take various geometric forms, such as circular, polygonal, or contoured, especially contoured to match an apparel's form.

[0017] As mentioned above, it is most preferred that light emission devices are worn upon both the front and back of the wearer, or on both left and right sides thereof, or on all of the front, the back, the left and the right sides of the wearer. This may be achieved with light emission devices that extend from the front to the back of the wearer, or may be achieved by separate light emission devices provided on the front and the back of the apparel, or on left and right sides thereof. By providing light emission devices on both a front and back, on both left and right sides, or on all of these, it is ensured that at least one of the light emission devices remain visible to other traffic users no matter how the dismounted user lies on the ground. For example, should the user fall on their front, then the rear light emission device or side emission devices will still be visible even if a front light emission device is not. Similarly, should the wearer lie upon their left shoulder, then the right shoulder will remain visible, and vice versa.

[0018] Considering that the light emission devices have the function of increasing visibility of a wearer to other road users following a traffic accident, they may be provided on any part of a wearer that is typically visible to third party road users. For example, light emission devices do not need to be visible to the wearer, and so can be provided on areas that are not readily visible to the wearer during riding. For example, the light emission devices can be provided on the rear of the wearer, such as on the back, the rear of the legs, arms, shoulders or head; around the wearer's neck, atop a wearer's shoulders; upon a user's head or headwear; on the legs, on the ankles, or on the feet.

[0019] As discussed, the light emission device(s) can be incorporated into wearable items, such as apparel and clothing items to be worn by a user. To protect the light emission device(s) from damage during an incident, they are preferably protected by an outer transparent shield, which may also be incorporated into the wearable item. Such a transparent shield is preferably comprised of a tough material, examples include polymer plastics, with a preferred material being polycarbonate. In one embodiment, the light emission device(s) may be encased in molded transparent polymers. Suitable examples of polymers include polyurethanes, cellulose esters, polycarbonates, polyacrylates, and polyepoxides.

[0020] Light emission devices can be any device that is of a size and weight to be readily worn, and which is capable of emitting light. The light emission devices may be incorporated into light emission units comprising one or more light emission devices.

[0021] The light emission devices may emit light at luminosities that are readily noticeable among traffic during dusk and the night. The light emission devices preferably emit light at luminosities that are also readily visible in daylight.

[0022] The light emission devices preferably output at least 100 lumens, more preferably at least 125 lumens, still more preferably at least 150 lumens. The output may be achieved with a single light source per light emission device, or may be achieved by an array of light sources that accumulatively achieve the output. For light emission units, the output may be achieved per light emission unit by provision of an array of light emission devices.

[0023] Suitable examples of light emission devices include light emitting diodes (LED) and organic light emitting diodes (OLED). The light emission devices are preferably LEDs or OLEDs. An array of LEDs or OLEDs may be provided in each light emission device.

[0024] The power supply for the light emission device(s) is worn or carried by the user. The power supply for the light emission devices is preferably a cell, such as a primary or secondary cell.

Secondary cells are preferred as being rechargeable. [0025] Each light emitting device may be provided with its own cell or cells, however, it is most convenient that a single power source (a cell of cell-pack) be provided to power all of the light emission devices in a piece of clothing. A power supply may be incorporated within a wearable light emission device, or may be incorporated within apparel to be worn. In one embodiment, the power supply may be the cell of a personal communications device. In another embodiment, the power supply may be under provided in combination with a personal communications device, but be separate therefrom. In the latter embodiment, the power supply advantageously exclusively provides power to the emergency lighting system.

[0026] Rechargeable cells can be recharged in various manners, for example by removal of the cells from a housing to be recharged. In a preferred embodiment the cells are included within a housing having a socket for in-situ charging. Examples of recharging sockets include standard connections such as USB, mini-USB or micro-USB port. Recharging may also be carried out by any known method, alternative examples including solar charging and induction charging.

[0027] During normal driving or riding conditions the light emission devices are inactive. This may be necessary in some countries due to legal restrictions on the use of lighting on the body of a vehicle user during travel. An advantage is also that drainage of the power source is minimized and sufficient power is reserved for lighting following an accident or trigger event.

ACCI DENT DETECTION

[0028] The present inventors have identified that based upon the monitoring of various conditions, it is possible to reliably trigger the emergency lighting system only when an emergency or accident situation has arisen, and that under normal driving conditions the light emitting devices remain inactive. False triggering of the lighting system, leading to possible legal infringements, power wastage, and user irritation, can be minimised.

[0029] One or more monitored events are discussed below.

[0030] One type of trigger event is a violent acceleration or deceleration, or jerk. This may be associated with a sudden flinging or throwing of a rider or driver from a vehicle; with a vehicle or driver collision, or with a driver fall. Acceleration and deceleration are preferably monitored with one or more accelerometers. Systems for identifying acceleration and deceleration, and for detecting a fall event are known. Algorithms for fall and collision detection based upon acceleration are available to the skilled person. Preferably the detector is a triaxial accelerometer.

[0031] Preferably the trigger event is detection of an acceleration of 5g-force or greater, preferably 7g-force or greater, and more preferably 8g-force or greater.

[0032] One or more accelerometers may be worn by the rider so as to measure acceleration of the rider or driver's body. The accelerometer is preferably located in the area of the wearer's torso, preferably on the chest, back or shoulders of the wearer, most preferably along the spine, sternum or shoulders. Advantageously, positioning of the sensor on the torso helps to avoid false triggering that might be associated with limb movement if the sensor were provided on the arms or legs.

[0033] In an embodiment, acceleration sensor(s) may be incorporated into apparel or into a wearable unit that also comprises a light emission device.

[0034] One or more accelerometers, alternatively or additionally, may be located upon the vehicle. Furthermore, accelerometers may be located both on the user and the vehicle.

[0035] Where acceleration detectors are provided on both the user and the vehicle, triggering of the emergency lighting can be dependent upon detection of a threshold by either one of the

accelerometers, or only when more or all of the accelerometers detect a predetermined threshold.

[0036] An alternative trigger event is a vertical rotation of a detector of greater than 60°. This may indicate a fall of the vehicle carrying a detector, or a fall of the user wearing a detector. Such a rotation can be measured by an accelerometer or (solid-state) gyroscope. The accelerometer can be the same as discussed above for monitoring acceleration. Similarly, an accelerometer may be either worn by the driver, be provided on the vehicle, or both of these. When sensors are provided on both the rider and the vehicle, light emission may be triggered upon detection of rotation of just one of the accelerometers, or may be triggered only when more or all of the accelerometers detect predetermined rotation values.

[0037] A further alternative the trigger is based upon monitoring of an inclination of a wearer. An inclination of a wearer of at least 30° from vertical is indicative of a wearer being in a non-upright position, e.g. not in a standing, sitting or upright vehicle riding position. The triggering angle of inclination is preferably at least 40°, at least 50° and more preferably at least 60°. Such a non-upright position might be detected in the event that a wearer is lying or sprawled upon the ground. The detected angle of inclination is preferably the angle of inclination of a wearer's torso. The emergency lighting may be triggered upon additionally detecting a substantial lack of at least one type of monitored motion of a wearer or of a detector carried by a wearer. The monitored motion may be selected from the group of bodily motion of a wearer, and vibration from a vehicle, for example engine vibration or riding vibration transmitted into a wearer's body during riding. Monitoring of bodily motion may include reference to motion of a user's body in space, but can exclude background motion such as breathing or a heartbeat. Preferably, the monitored motion is vehicle vibration, for example including that of a motor of a motorcycle.

[0038] Preferably, when the safety device is activated, at least one wearer motion type and wearer inclination are continuously monitored, and triggering of the lighting occurs only upon detecting both the above mentioned inclinations and the lack of the motion type.

[0039] Separate detectors for sensing vertical inclination and motion may be provided, however, it is preferred that a 3-axis accelerometer is used to monitor both. [0040] In a particular embodiment of the invention, there is provided a wearable emergency-lighting system, comprising a wearable light emission device; a microprocessor, and an accelerometer, Preferably comprised within an item of clothing, or a similarly worn item.

[0041] The wearable emergency lighting system is configured, by way of stored instructions, for example a software application or app, to monitor motion of a wearer by way of the accelerometer, such motion preferably being vibration from a vehicle, and inclination of a wearer from vertical. It is further configured to instruct or to power emission of light from the light emission device upon detection of lack of the monitored motion in combination with a wearer inclination of at least 30° from vertical.

[0042] A still further alternative trigger event occurs when there is a departure of the light emission device from a predetermined zone or spatial volume. This may indicate that a rider or driver has been thrown from the vehicle or otherwise unintentionally dismounted therefrom. Departure of the vehicle user from a predetermined spatial zone or volume can be determined in a number of ways. Preferred examples are wireless, for example, wherein a radio-detector monitors the presence of a radio- transponder within a predetermined radius about it. The detector may be provided on either of the user or the vehicle, with an associated transponder being provided upon the other of the vehicle or user. In the case of a powered vehicle, the radio-detector is most preferably provided upon the vehicle for reasons of power supply, and a passive transponder is provided on the user.

[0043] Alternatively to wireless systems, a cord or line may form a physical, frangible connection between the vehicle and user. Upon a user becoming unintentionally dismounted from the vehicle the cord or line connection is broken or detached giving an indication that the vehicle and user are no longer within the predetermined close proximity of one another.

[0044] Embodiments according to the invention may make use of one, more, or all of the trigger events discussed above.

[0045] In one embodiment, only acceleration of the rider/driver is monitored. This is done through a worn sensor. In such an embodiment no part of the safety device is provided on the vehicle. In an alternative embodiment, only the vertical rotation of the rider/driver is monitored. Again, in such an embodiment no part of the safety device is provided on the vehicle, and rather the sensor is worn. In a still further embodiment, both the acceleration and the vertical rotation of the rider/driver are monitored. Again, to monitor just the driver/rider's status, there is no need to provide vehicle side components.

[0046] In one embodiment, only vertical inclination and motion of a rider/driver are monitored. This is done through a worn sensor. In such an embodiment no part of the safety device is provided on the vehicle.

[0047] In a further embodiment, the safety system monitors all three trigger events mentioned above for the vehicle (and optionally also the rider), and is configured such that any one of the three trigger events activates the light emission device(s). In this manner, a highly reliable system is provided. Should an accident occur but without the sensing of a threshold sudden or violent acceleration, then the rotational sensor will likely sense the toppling of the vehicle (particularly for a motorbike or bicycle), and if no toppling is sensed, then the departure of the user from the volume about the vehicle will be sensed.

CONTROLLERS

[0048] The safety system is provided with a controller that is in communication with the sensors. The controller receives input from the sensors and is configured to activate (including by way of instruction to activate) light emission from the light emission devices upon detection of a trigger event. Interpretation of sensor input can be carried out by way of an algorithm. The controller may be configured, by way of stored instructions, for example a software application or app. Any one, more or all of the trigger events mentioned above may be monitored by the controller.

[0049] The controller may comprise a processor to enable operation of a method of monitoring sensor input and effecting light emission as described herein. The processor may be connected with one or more memory units that are arranged for storing instructions and data, one or more reading units, one or more input devices, such as a keypad or touchscreen.

[0050] Upon detection of a trigger event the controller instructs or powers light emission from the light emission device(s). Instruction to emit light may be carried out by wired communication between the control and the light emission units, or wirelessly, for example by Bluetooth or similar.

[0051] In one embodiment, the controller may apply differing monitoring algorithms per vehicle type. For example, a user may input to the controller what vehicle type is being ridden/driven, for example, motorbike, bicycle, skis, snowboard or horse etc., and the controller is configured to apply a predetermined algorithm for monitoring motion associated with that vehicle type. This can aid in achieving more accurate triggering of the emergency lighting.

[0052] In another embodiment, the controller may automatically determine the vehicle type being ridden/driven based upon motion sensing via the accelerometer. For example, differing motion or vibration may be associated with a motorbike as compared to a bicycle or a horse etc.

[0053] In one embodiment the control unit for monitoring input from the sensors is a user side control unit (USCU) worn or otherwise carried by the user. The USCU is arranged to be in communication with each light emission device, or unit including light emission device, so as to control emission of light therefrom, as described above for the controller generally. The USCU receives information from the sensors and interprets these according to an algorithm in order to determine a normal status or trigger event status. The USCU may also receive input from an intermediate processor that receives input from sensors and interprets the sensor input according to an algorithm. The USCU may be integrated with apparel. [0054] In addition to the USCU, a vehicle side control unit (VSCU) may be provided in wired or wireless contact with the USCU. The VSCU is associated with, preferably attached to, the vehicle. It receives information from sensors attached to the vehicle . In particular, accelerometers provided on the vehicle monitor the vehicles motion and can provide motion information relating to the vehicle, for example, sudden acceleration, changes in rate of acceleration, or vertical rotation. The VSCU may interpret the received information and send a corresponding signal to the USCU, or may relay the sensor information directly to the USCU for interpretation.

[0055] In an alternative embodiment, the emergency lighting system is provided in its entirety as a wearable system on the user. In such an embodiment, there is no need to provide vehicle side detection and control components. The complete system can be worn by the user, for example, the whole system may be incorporated into a wearable item, such as those items previously discussed, e.g. a band, a coat, trousers etc. In such an embodiment, the system may monitor the status of the vehicle, for example whether the vehicle is underway, based on vibration detected by the detector (e.g. by an accelerometer), or based on travel as may be measured by GPS.

[0056] It may also be that the status of the vehicle is not monitored, but rather the status of the wearer only.

[0057] A detector useful in monitoring the wearer's status is an accelerometer for monitoring sudden changes in acceleration (e.g. jerk) experienced by a user; for monitoring a vertical rotation of a user, e.g. his torso, of greater than 60°; for monitoring the inclination of a user from vertical, e.g. his torso, of greater than 30°, 40°, 50° or 60° from vertical; or for monitoring motion of a user, such as bodily movement and/or vibration transmitted from a vehicle.

[0058] In such a system, departure of a wearer from a predetermined spatial volume around the vehicle may also be monitored, but vehicle side component(s) are then provided. This can be simply achieved by provision of a transponder on the vehicle and an interrogating transmitter as part of the worn control unit, which monitors the presence of the transponder within the spatial volume and notes departure from the volume when interrogation results in an absence of response. The transponder may be a passive transponder (e.g. an RFI D transponder) to avoid the need for a power supply.

[0059] In the above embodiments, the controller may be included as part of a personal communication device (PCD), such as a (smart)mobile telephone, or a tablet computer. Such a PCD is preferably provided with a power supply, a microprocessor and one or more accelerometers

(preferably triaxial accelerometer(s)). The PCD power supply may be used to power the light emission device(s) or unit(s). The PCD is preferably the USCU.

[0060] Alternatively a detector, such as an accelerometer(s), and a power source, such as a battery, are integrated with the apparel and are separate from the PCD. One or both of these may be integrated with a worn light emission unit, or may be separately provided within the apparel. The PCD is communicatively connected to the detector, e.g. accelerometer, and receives information therefrom. The PCD is configured to analyse the received data, for example according to an accident determination algorithm. In the event of accident detection, the personal communication device instructs light emission from the light emission devices, The power source for the light emission devices is that included within the worn system, Preferably no use is made of a power supply that also provides power to the PCD, e.g. an battery internal to the PCD.

LIGHT EMISSION SEQUENCES

[0061] Upon triggering of the light emission devices, various lighting sequences may be carried out. For example the light emission devices may give a continuous light, or they may flash at various frequencies, such as similar frequencies to vehicle hazard lights. The frequency may be altered over a period of time, wherein the frequency is high for an initial period and then lowered for a later period. The first period may be short, for example up to 1 0 minutes, or up to 5 minutes, and the second period may be longer, such as greater than 1 0 minutes, greater than 20 minutes or greater than an hour.

[0062] In some embodiments, if a plurality of lighting units or lighting points are provided, the flashing sequence of each light may have a different frequency. This may provide a more distinctive or alerting lighting pattern as the flashes gradually flash in and out of phase with one another.

BRI EF DESCRI PTION OF THE DRAWINGS

[0063] The features and advantages of the invention will be appreciated upon reference to the following drawings, in which:

[0064] Figures 1 a, 1 b and 1 c illustrate a motorbike suit with light emission devices

[0065] Figure 2 illustrates a motorcycle vehicle with rider/driver;

[0066] Figure 3 shows a schematic illustration of a vehicle side control unit;

[0067] Figure 4 shows a schematic illustration of a user side control unit;

[0068] Figures 5a shows a schematic illustration of a light emission unit and figure 5b illustrates a light emission unit; and

[0069] Figures 6a and 6b show a schematic illustration of a portable communications device communicatively linked with light emission devices.

DESCRI PTION OF ILLUSTRATIVE EMBODIMENTS

[0070] In figure 1 there is shown a motorcycle suit 2 having integrated light emission devices 4 at the shoulders, elbows, knees, wrist, ankles and waist.

[0071] The light emission units 4 are positioned so as to highlight the silhouette of the user's body, making his human form easily identifiable. As can be seen in figure 1 a, a user-side control unit 6 (USCU) is provided on the wrist of the suit 2. In figure 1 c the USCU 6, preferably a personal communication device (e.g. smartphone) is positioned on the chest portion of the suit 2. The USCU 6 is arranged to be in communication with each of light emission units 4 so as to control emission of light therefrom.

[0072] In figure 2, there is shown a non-enclosed vehicle, in this case a motorcycle 8. The vehicle 8 carries a vehicle-side control unit 1 0. The vehicle-side control unit 10 (VSCU) is arranged to wirelessly send information to the user-side control unit 6. Based at least partially upon information received from the vehicle-side control unit 10, the user-side control unit 6 is configured to activate or deactivate emission of light from the light emission units 4.

[0073] In the illustrated embodiment of figure 2, the light emission units 4, the USCU 6, the VSCU 1 0, with eventually associated sensors, make up the emergency lighting system.

VSCU

[0074] Referring to figure 3, the vehicle side control unit (VSCU) 10 is illustrated. The VSCU 1 0 comprises a microprocessor 22 and a transmitter/receiver 20 under the control of the microprocessor 22. A detector 12 for measurement of acceleration is provided with the VSCU 10. The detector 12 in the preferred embodiment takes the form of a tri-axial accelerometer.

[0075] Power for the VSCU 10 is provided by the motorbike's main battery 24. Electrical connection to the terminals of the main battery 24 advantageously allows current and voltage values of the battery 24 to be monitored by the VSCU 1 0. As will be discussed in more detail below in relation to operation of the emergency lighting system, this may be used to monitor the operating state of the motorcycle.

[0076] Preferably all of the components are provided upon a printed circuit board.

USCU

[0077] With reference to figure 4, there is shown a USCU 6 in more detail. The USCU 6 comprises a microprocessor 28, an optional transmitter/receiver 30, and a power supply 32.

[0078] The transmitter/receiver 30 is arranged to communicate with the transmitter 20 of the VSCU 1 0, and the microprocessor 28 is arranged to activate or deactivate (by power or instruction) communicatively linked light emission devices 4, at least partially based upon those received communications.

[0079] The USCU power supply 32 is a cell, such as a primary or secondary cell. Secondary cells are preferred as being rechargeable. Recharging can be achieved via provision of a recharging circuit and a recharging socket such as standard USB, mini-USB or micro-USB ports. Alternatively, solar charging or inductive charging may be used.

[0080] Preferably all of the components are provided upon a printed circuit board, being either a flexible of printed circuit board. Liqht emission devices/units

[0081] Referring to figures 5a and 5b, a light emission unit 4 is shown in more detail.

[0082] The light units 4 are in electrical connection or communicative (wired or wireless) connection with the USCU 6. The units 4 may be provided with a processor for controlling light emission, or each may be directly powered by the USCU 6.

[0083] The light emission unit 4 is provided with a housed light emission device 34. The light emission device 34 is advantageously a light emitting diode or organic light emitting diode.

[0084] Each light emission unit 4 preferably outputs at least 1 00 lumens, more preferably at least 125 lumens, and still more preferably at least 150 lumens. The output may be achieved with a single light emission device per light emission unit 4, or may be achieved by an array of light sources 34 that cumulatively achieve the output, as shown in figure 5b for example.

[0085] Suitable examples of light emission devices include light emitting diodes (LED) and organic light emitting diodes (OLED). The light emission devices are preferably LEDs or OLEDs. An array of LEDs or OLEDs may be provided in each light emission device to achieve a conspicuous light output.

[0086] The light emission units 4 shown in figures 1 a through 1 c follow body contours in accordance with the motorcycle suit. The light emission units 4 may take any other forms, for example circular, polygonal, or have complex shapes such as hazard warning symbols.

[0087] In the illustrated embodiment of figures 1 a to 1 c, the light emission units are supplied with power from the USCU 6 power supply 32. Alternatively, an optional power supply 36 may be provided locally in the light emission unit 4, in which case the light emission unit is further provided with a switch [not shown] under control of the USCU 6 for activation of the light emission device.

[0088] Light emission from the light emission units can be controlled to provide conspicuous timed lighting patterns, for example a flashing or pulsing on-off pattern with a similar frequency to standard vehicle hazard light signalling. Higher and lower flashing or pulsing frequencies are however envisaged. In order to make efficient use of battery charge, the frequency may be reduced after a period of higher frequency has past. For example, high frequency immediately after an emergency event is especially conspicuous to other road users, while a low frequency flashing or pulsing maintains battery charge for a longer period for the event that an accident occurs while no other road users are in the vicinity, and illumination must be continued for an extended time period to warn the first subsequent road user. The safety system is preferably configured to display high-frequency flashing for up to 20 minutes after a trigger event is detected, more preferably up to 10 minutes, and more preferably for no more than 5 minutes. Following the high-frequency flashing, the USCU 6 preferably controls the light emission units to flash at a lower frequency for a longer period of time, for example for longer than 20 minutes, for at least 30 minutes, for at least an hour, or for a number of hours. [0089] A manual switch may be provided to manually activate or deactivate the emergency light emission as desired.

[0090] While the light emission units 4 in figures 1 a to 1 c are shown integrated with the suit 2, it will be clear that the light emission units 4, or further light emission units, may be provided on or integrated with any wearable item that is visible, such as a helmet, a vest, gloves, boots, trousers, or a wearable band.

[0091] The light emission units 4 are preferably provided with crash protection and in this respect a transparent crash protection layer or shell may be provided over them. The layer or shell may be made of polycarbonate. The layer or shell may be provided with a mirror coating to hide the light emission devices in normal conditions, but through which the light emission devices are visible upon being activated. An inner surface of the layer or shell may be provided with a layer of electro- fluorescent material, such as OLED, whereby substantially the whole surface is illuminated.

Operation of the System

[0092] The emergency lighting system is arranged to activate the emergency lighting upon detection of an accident, preferably in one or more of the following events,

a. dismounting of the user while the vehicle is underway; or

b. occurrence of an accident, such as collision or toppling of the vehicle.

[0093] This can be achieved by way of the exemplified operation as described below, however, other methods to achieve substantially the same effect without departing from the spirit and scope of the invention are possible.

[0094] Upon the motor being started the VSCU 10 detects a change in the current and/or voltage values at the motorbike's main battery 24, and the VCSU 10 enters an active state.

[0095] The VSCU 1 0 monitors the state of the vehicle in terms of whether or not the motor is running, and whether or not the vehicle is in motion. Whether the motor is running can be monitored by detecting the current and/or voltage at the terminals of the vehicle's battery. Other ways of monitoring whether the motor is running can be envisaged, for example, a accelerometer sensor may detect vibration associated with an running motor.

[0096] Whether the vehicle is underway can be monitored by detection of vibration patterns or directional movement, by way of the accelerometer and an algorithm. Alternatively or in combination therewith, motion may be tracked by way of GPS (global positioning system) .

[0097] The VSCU 1 0 signals the USCU 6 seeking a link for radio communication between them. To give confirmation to the user that the VSCU 1 0 and USCU 6 are communicatively connected, a visual and/or audible signal may be given by the VSCU 1 0, the USCU 6, and/or the light emission units 4. A further visual and/or audible signal may be given to indicate the charge level of the power units, and possibly a warning signal if either has a low charge and requires recharging.

[0098] It is preferred that the VSCU 10 and USCU 6 are coupled to one another via a unique identifier so that communication with emergency lighting systems of other users in the vicinity can be avoided. Such coupling can be done upon first use of the VSCU 1 0 and USCU 6.

[0099] When the VSCU 1 0 and USCU 6 are connected, the VSCU 1 0 communicates, either intermittently or continuously, with the USCU 6, providing indication of the current status of the vehicle to the USCU 6. The communicated statuses are selected from the following:

a. Motor started

b. Motor running and vehicle stationary

c. Motor running and vehicle underway

d. Emergency situation

e. Motor turned off

[00100] The USCU 6 reacts to each of the signals from the VSCU 1 0 according to the following table:

Monitoring dismounting of the User

[00101] Dismounting of the user from the vehicle is detected by a loss of communication between the VSCU 1 0 and USCU 6, this indicating that the USCU 6 and VSCU 10 are spaced apart by a greater distance than if the user were mounted. That is, within a limited radius about the VSCU 10 (and hence the vehicle), communication between the USCU 6 and VSCU 1 0 is possible. Outside of that radius, the signal from either or both of the VSCU 10 and USCU 6 is too weak and connection is lost. There is thus a spatially limited zone in which the VSCU 10 and USCU 6 can communicatively connect. The radius of the monitored zone can be adjusted by variation of the signal strengths of the transmitter/receivers 20, 30 of the VSCU 6 and USCU 10.

[00102] So that activation of the emergency lighting in the event of the user departing the monitored zone only takes place when this results from the user being dismounted while the vehicle is underway, the USCU 6 conditionally undertakes action depending on the last VSCU signal received by it, as detailed in the following table.

[00103] In the manner described above, the emergency lighting system is able to activate the emergency lighting only when there is perceived unintentional dismounting of the user, rather than, for example that a user walks away from a stationary bike with a running motor. [00104] In a simpler form, it is possible that the USCU 1 0 is arranged to activate light emission whenever the motor of the vehicle is running and communication is lost between the USCU 6 and VSCU 10. However, this might cause activation of the emergency lighting when a user walks away from a running but stationary vehicle, for example. Such a simplified form is suitable for use with a bicycle that does not have a motor to be monitored for its status. To avoid unwanted activation of the emergency lighting the user may manually switch off the emergency lighting system before intentionally departing the monitored zone.

[00105] The vehicle side components of the zone monitoring may comprise a passive transponder, for detection by an interrogator of the USCU 6. Such a passive transponder may for example be an RFI D tag, or similar. This is of particular advantage for use with vehicles that do not have on-board power, such as typical bicycles.

Monitoring occurrence of an accident; such as collision or toppling of the vehicle;

[00106] Triggering of the emergency lighting may also be based on detection of a collision or upon toppling of the vehicle, for example should the vehicle flip or fall on its side.

[00107] Detection of a collision is achieved by way of the accelerometer of the VSCU 10. It may be determined that a collision has occurred upon detection of an acceleration of at least about 5g-force or greater, preferably 7g-force or greater, and more preferably 8g-force or greater. Such acceleration is typically associated with a rapid change in speed resulting from a collision with another vehicle or another substantial object.

[00108] Upon detection of such an acceleration by the VSCU 10, a signal 'emergency situation' is sent from the VSCU 10 to the USCU 6, and the USCU 6 then activates the emergency light emission.

[00109] Detection of a toppling of the vehicle is achieved by way of the accelerometer of the VSCU 1 0. A rotation of 60° or more through a vertical plane is indicative of the motorbike having fallen on its side.

[00110] Upon detection of such a vertical rotation, a signal 'emergency situation' is sent from the VSCU 1 0 to the USCU 6, and the USCU 6 then activates the emergency light emission.

[00111] Upon the motor being turned off, the VSCU 10 detects the change in voltage and or current at the motorbike's main battery 24 (or lack of vibration via an accelerometer), and closes the communication with the USCU 6. Both units then enter standby mode or shut-down. Again a visual and/or audible signal may be given to indicate this to the user. The disconnection of communication is delayed by a short period, from about 2 to about 1 0 seconds, preferably about 5 seconds, after the motor is shut off. This aids in ensuring that the emergency lighting system will remain effective in the event that the motor, in particular a motorcycle, shuts off while underway. Such an event may lead to an accident because when the motor shuts off, the rear powered wheel will typically jam leading to sudden deceleration and poor control of the motorcycle. By remaining active for a short period after shut-off, the system continues to monitor for accident situations.

[00112] In an optionally advantageous embodiment, the VSCU 1 0 or the USCU 6 may store readings taken from any one or more of the detectors in communication with it, and make the stored data available for collection via a communication interface. This may be done either via a wired interface or via a transmitter 22. In this manner, the USCU 6 of VSCU 1 0 can additionally function as an event data recorder or black box for accident analysis. Stored readings may be recorded to an electrically erasable programmable read only memory (EEPROM).

[00113] In a further embodiment, the system may also be provided with Bluetooth, or similar, capabilities. Such addition allows a mobile telephone to be simply coupled allowing additional functionality.

[00114] An additional function may include sending of event data to a connected mobile telephone, whereby the data is recorded on the mobile telephone.

[00115] Alternatively or in addition, the connection with the mobile telephone can enable the system to send emergency information via a mobile telephony network, in the event of an emergency situation. For example, an SMS may be sent including location data to one or more contacts or emergency services, indicating an emergency situation and including details of geographic coordinates.

[00116] In addition, the mobile telephone may be remotely accessible for activation of its microphone and loudspeaker. A remote user alerted, for example, by an SMS may activate the mobile telephone microphone and loudspeaker for communication with the driver or rider, and to ascertain whether an emergency has occurred, or whether an alert is a false-alarm. An alert SMS may include a telephone number or code that can be used to obtain remote access to the mobile telephone.

[00117] A further function of the mobile telephone connectivity may tracking of position and speed via a GPS system as commonly provided on mobile telephones. In this manner, details of acceleration, braking and cornering angle/lean etc. as measured by the accelerometer, can be linked to a position along a route. This allows a user to analyse, for example, the angle of lean of a bike at a particular corner or bend. The GPS system of the mobile telephone may also be useful in recognising completion of laps, allowing a record of laptimes.

[00118] In an alternative embodiment, as illustrated in figures 6a and 6b, there is an emergency lighting system 60 that can operate with user carried components only. That is, without any vehicle side components. The USCU 6, may then be similar to that illustrated in figure 4, but without the need of a transmitter/receiver 30 to communicate with a VSCU. The application and monitoring of trigger events is similar to that discussed above, with a preference for motion detection, such as with an accelerometer. [00119] In figures 6a and 6b, a portable communications device 50 (PCD) is provided. The PCD 50 can be, for example, a mobile telephone, such as a smartphone, or a tablet computer. The PCD 50 is provided with a power supply 52, a microprocessor 54, and an accelerometer 56 (preferably a triaxial accelerometer).

[00120] The PCD 50 is configured, by way of stored instructions, for example a software application or app, to monitor motion of the PCD 50 by way of the accelerometer 56.

[00121] In one embodiment it is configured to instruct or power emission of light from the light emission units 4 upon detection of motion indicative of the occurrence of an accident, such as collision or toppling of the vehicle. As discussed above in detail, such motion may include an acceleration of at least about 5g-force or a vertical rotation of 60°.

[00122] In another embodiment it is configured when active, to continuously monitor motion of a wearer by way of the accelerometer, such motion preferably being vibration from a vehicle, and to continuously monitor inclination of a wearer from vertical. It is further configured to instruct or to power emission of light from the light emission device upon detection of lack of the monitored motion in combination with a wearer inclination of at least 30° from vertical.

[00123] The PCD 50 is preferably configured to apply differing motion monitoring-algorithms per vehicle type. For example, a user may instruct the PCD 50 what vehicle type is being ridden/driven, for example, motorbike, bicycle, skis, snowboard or horse etc., and the PCD 50 applies an algorithm for monitoring motion associated with that vehicle type.

[00124] The user may instruct the vehicle type to be monitored by way of a touch-screen or other input device. Alternatively the PCD 50 may automatically determine the vehicle type being ridden/driven based upon motion sensing via the accelerometer, for example, differing motion or vibration associated with a motorbike as compared to a bicycle or a horse.

[00125] The PCD 50 may additionally or alternatively be configured to apply differing motion monitoring-algorithms or threshold values based upon over-ground speed, for example as measured by GPS.

[00126] The light emission units 4 are communicatively joined to the PCD 50, either wired or wirelessly. The PCD 50 is configured to control light emission from the light emission units 4, either by direct powering thereof, or by instruction to the light emission units 4, or an intermediate controller.

[00127] The light emission units 4 are the same as those described herein above. Power for light emission by the light emission units may be provided by the power supply 52 of the PCD 50, a separate power supply carried by the wearer, or each light emission unit 4 may be provided with its own power supply. [00128] As shown in figure 6a, the PCD 50 may be in wired connection with the light emission units 4 when in use. This is advantageous when the PCD 50 provides electrical power for the light emission units 4.

[00129] Wired communication lines between the PCD 50 and light emission units may also be provided where the light emission units 4 are provided with onboard or alternative power supplies, the PCD 50 is then configured to instruct light emission. This is rather than powering the light emission directly. Wireless communication between PCD 50 and the light emission units 4, for example via Bluetooth, may also be implemented wherein the PCD 50 is configured to instruct emission of light.

[00130] In a further embodiment, the system of figure 6a may also be configured to monitor the departure of a user from a predetermined spatial volume around the vehicle. In such embodiment vehicle side component(s) are then provided. This can be simply achieved by provision of a transponder on the vehicle and an interrogating transmitter as part of the PCD 50, which monitors the presence of the transponder within the spatial volume and notes departure from the volume when interrogation results in an absence of response. The transponder may be a passive transponder to avoid the need for a power supply. This may be done with near-field-communication techniques. Alternatively, the vehicle may be provided with a powered communication unit, for example, with Bluetooth communication unit for communication with the PCD 50.

[00131] A further alternative embodiment differs from that of figure 1 . In the embodiment illustrated in figure 1 , a single USCU 6 is affixed to the suit 2 and controls emission of light from an array of light emission units 4. In alternative embodiments each light emission unit may be associated with a single USCU 6, incorporated into the light emission unit 4.

[00132] When a plurality of such light emission units 4 are worn by a user the light emission units 4 may act independently from one another, or alternatively may be in wireless communication with one another; for example to coordinate lighting patterns. This is envisioned as useful for example where a user applies a number of light emission units as wrist-, ankle- or body-bands. In such an embodiment each USCU 4 is provided with a transmitter 36 for communication with the receivers 30 of the associated light emission units 4.

[00133] Further modifications in addition to those described above may be made to the structures and techniques described herein without departing from the spirit and scope of the invention.

Accordingly, although specific embodiments have been described, these are examples only and are not limiting upon the scope of the invention.