The motor vehicle lighting system consists of lighting and signal devices installed or integrated forward, back, side, and in some cases the top of the motor vehicle. It illuminates the road for drivers and increases vehicle visibility, enabling drivers and other pedestrians to see the vehicle's presence, position, size, direction of travel, and driver's desire regarding the direction and speed of travel. Emergency vehicles usually carry special lighting equipment to alert drivers and show priority of traffic movement.
Video Automotive lighting
History
The initial road vehicle uses fueled lights, before the availability of electric lighting. Ford Model T uses carbide headlamps and oil lamps for tail lights. It has no electric lighting all as a standard feature until several years after its introduction. Dinamos for headlights were first installed around 1908 and became commonplace in 1920s cars.
The silent star of Florence Lawrence is often credited with designing the first "automatic signaling arm", a precursor to modern turn signals, along with the first mechanical brake signal. He did not patent these inventions, and as a result he did not receive credit for - or profits from - one of them. The tail lights and brake lights were introduced around 1915, and in 1919 "dip" headlights were available. The sealed beam headlamp was introduced in 1936 and the standard as the only acceptable type in the United States in 1940. Self-turning turn signal was developed in 1940. With 1945 headlights and signal lights integrated into body styling. Halogen headlamp light sources were developed in Europe in 1960. HID headlamps were manufactured starting in 1991. In 1993, the first LED tail lights were installed on mass production cars. LED headlamps were introduced in the first decade of the 21st century.
Maps Automotive lighting
The color of the emitted light
The color of light emitted by vehicle lights is largely standardized by long-standing conventions. It was first codified in the 1949 Vienna Convention on Road Traffic and was subsequently stipulated in the 1968 United Nations Convention on Road Traffic. With some regional exceptions, the back-facing lamps should emit red light, the lights are facing sideways and all turn signals must emit yellow light, while the forward-facing light must emit a white or selective yellow light. No other colors are allowed except in emergency vehicles.
Lighting forward
The advanced lighting is provided by high- ("main", "full", "driving") and low- ("dip", "dip", "pass") headlights, which can be supplemented by additional fog lights, driving lights, or cornering lights.
Headlamps
Cutting the file (low beam, beam, meeting beam)
Dipped-beams (also called low, passing, or meeting beams) headlamps provide light distribution to provide adequate forward and lateral lighting without blinding other road users with excessive glare. This ray is determined to be used whenever another vehicle is present in front.
The UN regulations for headlamps indicate blocks with sharp asymmetrical cutoffs that prevent large amounts of light from being thrown into the eyes of previous or approaching car drivers. Glare control is less stringent in the standards of the Society of Automotive Engineers (SAE) beam based in the United States. This is contained in Federal Motor Vehicle Safety Standard 108 (FMVSS/CMVSS 108).
Main beam (high beam, beam drive, full beam)
Main-beam (also called height, driving, or full beam) the headlamps provide the distribution of light weight, center weighted without any special control glare. Therefore, they are only suitable for use when alone on the road, because the glare they produce will fascinate other drivers. ECE and Japan regulations permit high-intensity headlights higher than those permitted under US regulations.
Additional lights
Driving light
Additional high-light bulbs can be mounted to provide high-intensity light to allow the driver to see at a greater distance than the vehicle's high headlights may be installed. The lights are primarily mounted on rally cars, and sometimes mounted on production vehicles derived from or imitating the cars. They are common in countries with very dark streets, or in areas such as the Nordic countries where short daytime periods during the winter.
The "driving light" is a term derived from the early days of driving at night, when it's relatively rare to find the opposite vehicle. Only in times when the opposite driver passes through each other will be low (dip or "pass") the beam is used. Therefore, the high beam is known as the "driving beam", and this terminology is still found in the International Regulations of the UN, which does not distinguish between main and primary (vehicle) and supplementary (primary) driving lights. The term "driving light" has been replaced in US regulations with the functional descriptive term "additional highlights".
Many countries govern the installation and use of driving lights. For example, in Russia each vehicle may have no more than three pairs of lamps including original equipment items, and in additional Paraguay propulsion lights should be removed and sealed with opaque materials as they circulate in urban areas.
Front fog light
The front fog lamps provide wide, light-shaped rays with a sharp cutoff at the top, and are generally aimed at and installed low. They can produce white or selective yellow light, and are designed for use at low speeds to increase illumination directed to road surfaces and wide-eyed in poor visibility conditions due to rain, fog, dust or snow.
They are sometimes used in place of dipped-beam headlamps, reducing glare-back from fog or snow, although the legality varies by jurisdiction using front fog lights without low headlamps.
In most countries, rare weather conditions require the use of fog lights and no legal requirements for them, so their main goal is often cosmetics. They are often available as optional additions or only at higher trim levels than many cars. A SAE study has shown that in the United States more people use fog lights inappropriately in dry weather than to use them well in bad weather. Therefore, the use of fog lamps when visibility is not seriously reduced is often prohibited in most jurisdictions; for example, in New South Wales, Australia:
" Vehicle drivers should not use fog light attached to the vehicle unless the driver is driving in fog, fog or in other atmospheric conditions that limit visibility. "
The goals of each front fog lamp and drive light are often confusing, partly because of the misconception that fog lights are always yellow, while the extra light that makes white light is the driving light. Cars and aftermarket parts and accessories suppliers often refer alternately to "fog lamps" and "driving lights" (or "fog/driving lights").
Cornered lights
In some models, the cornering light provides a steady-intensity white light for lateral lighting toward the turn or alteration of the desired path. They are generally driven in conjunction with the turn signals, and they can be connected to also illuminate when the vehicle is moved to reverse gear. Some modern vehicles enable cornering lights on one or the other when the steering input reaches a predetermined angle toward it, regardless of whether the turn signal has been activated. In other modern vehicles, ie. sports car Mazda MX-5 "Miata" 2016 and later (ND), in the highest trim level ("Grand Touring"), the headlamps commonly acts as a cornering lamp by turning to the steering wheel motion track and thus illuminating the winding road direction or turns; no separate cornering lights. Mazda describes this system as "adaptive lighting".
American technical standards contain provisions for cornering headlights as well as rear cornering lamps. Cornering lights have traditionally been banned under United Nations International Regulations, although provisions have recently been made to allow them as long as they can only be operated when they travel less than 40 kilometers per hour (about 25 mph).
Spotlight
Police cars, emergency vehicles, and those competing in street demonstrations are sometimes equipped with additional lights, sometimes called gang lights, in swivel-mounted housing attached to one or both a-pillars, can be directed by a protruding grip through pillars into the vehicle.
Until the mid-1940s, these spot lights could be found as standard equipment on expensive cars. Until the mid-1960s, they were generally offered by automakers as model-specific accessory items.
Spot lights are used to illuminate signs, house numbers, and people. Spot lights can also be obtained in versions designed to be mounted on the roof of the vehicle. In some countries, for example in Russia, spotlights are only allowed on emergency vehicles or for off-street driving.
Conspicuity light, signal and identification
The entertainment devices are lights and reflectors that make the vehicle stand out and visible with respect to its presence, position, direction of travel, change of direction or deceleration. Such lights may be flashing, flashing, or flashing, depending on the intended function and setting. Most should be installed in pairs - one left and one right - though some vehicles have multiple pairs (like two left lights and two right-stop lights) and/or redundant light sources (like one left brake light and one stop right light, respectively contains two tubers).
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Front position light
"Front position lights", known as "parking lights" or "parking lights" in the US, Canada, and Australia and " front sidelights " in the UK provide vehicle stands night stands. They are designed to use small electricity, so they can be left for some time while parked. Despite the English term, this is not the same as the side marker lamps described below.
Front position lights on any vehicle can emit white or yellow light in the US, Canada, Mexico, Iceland, Japan, New Zealand and most of the Middle East; elsewhere in the world only motorcycles that may have amber front position lamps; all other vehicles must have white ones. The day-to-day term for city lights comes from practice, previously obeyed in cities like Moscow, London and Paris, driving at night in built-up areas using these low-intensity lights than the headlights.
In Germany, StVZO (Licensing Rules for Road Traffic) calls a different function also known as a parking light: With vehicle ignition turned off, the operator can activate the low-intensity light on the front (white)) and back ( red) on the left or right side of the car. This function is used when parking in dark and bright streets to provide vehicle-parking to an approaching driver. This function, which is an option under UN and US regulations, is presented passively and without power consumption in the United States by mandatory side-side mandoreflectors.
Daytime lights
Installation
Some countries allow or require vehicles to be equipped with daytime running lamps (DRL). Depending on the country regulations on which the vehicle is built, this may be a light that is devoted to functionality, or functions may be provided by low beam or high beam headlamps, front turn signal, or front fog lights.
The first type of passenger car and a small delivery vessel approved for UN Regulation 48 on or after 7 February 2011 must be equipped with DRL; large vehicles (trucks and buses) approved since August 2012 must be completed. Sting functions, such as operating the headlamps or turning headlights or fog lamps as DRL, are not allowed; The EU Directive requires special daytime lamps functionally functioning in accordance with UN 87 Regulations and installed into vehicles in accordance with UN Regulations 48.
Prior to the DRL mandate, countries requiring daytime lights allowed low beam headlamps to provide that functionality. National regulations in Canada, Sweden, Norway, Slovenia, Finland, Iceland and Denmark require an automated DRL system supplied with various specifications. DRL is allowed in many countries where they are requested, but is prohibited in other countries that do not need it.
Front, side and back light positions are allowed, required, or prohibited to illuminate in combination with daytime running lights, depending on the jurisdiction and implementation of DRL. Likewise, under jurisdictional rules, DRLs installed within specified range of turning signals are permitted or required to extinguish or dim the intensity of individual parking lights when adjacent inflection signals operate.
Intensity and color
UN Rule 87 stipulates that DRL must emit white light with an intensity of at least 400 candela on the axis and no more than 1200 candela in all directions.
In the US, lights that run during the day can emit amber or white light, and can produce up to 7,000 candela. This has provoked many complaints about glare.
Dim light
The British Regulations briefly require the first vehicle to be used on or after April 1, 1987 to be equipped with street lights or special equipment, unless the vehicle is fully compliant with UN Regulation 48 concerning the installation of lighting equipment. A dimmer device operates low beam lamps (called "dipped beams" in the UK) between 10% and 20% of normal low-beam intensity. Running lights that are allowed as an alternative to dim-dip are required to emit at least 200 candela straight forward, and no more than 800 candela in any direction. In practice, most vehicles are equipped with dim-dip options rather than running lights.
The dim-dip system is not intended for daytime use as DRL. Instead, they operate when the machine is running and the driver turns on the parking light (called "sidelights" in the UK). Dim-dip is intended to provide "night beams" of the night with the intensity between parking lights commonly used at the time by British drivers in city traffic after dark, and dipped (low) blocks; the former is deemed not strong enough to provide improved versatility in conditions that require it, while the latter is considered too conspicuous for safe use in built areas. Britain is the only country that requires such a system, even if the supplied vehicles are sold in other Commonwealth countries with left traffic.
In 1988, the European Commission succeeded in demanding the British government in the European Court, arguing that the British requirement for dim-dip was illegal under EC directives which prohibited member states from enforcing vehicle lighting requirements not contained in EC-European directives. As a result, the UK requirements for dim-dip were canceled. Nevertheless, dim-dip systems remain permitted, and while such systems are not as common as they used to be, dim-dip functions were installed in many new cars until the 1990s.
Lateral
Side and reflector lights
In the United States, the rear and rear marker lights are yellow and the retroreflector is required. The legislation initially required lights or retroreflectors on vehicles manufactured after January 1, 1968. This has been altered to require lights and retroreflectors on vehicles manufactured after January 1, 1970. The mounted on this side makes the vehicle's presence, position, and direction visible from the oblique angle. The lights are connected to illuminate every time the vehicle parks and the taillamps light up, including when the headlights are used. The amber front side marker in the United States can be connected so that it can flicker in a sync phase or phase opposite to the turn signal; However, they do not need flash at all. Side markers are permitted but not required on light passenger cars and vehicles outside the United States and Canada. If installed, they should be lighter and visible through a larger horizontal angle than a US side marker, perhaps just blinking in sync phase with the turn signal (but not required for flash), and they should be yellow in front and back, except side markers the back may be red if they are grouped, combined, or reciprocally combined with other rear lighting functions required to be red.
Japan's access to international standards has caused car manufacturers to change the color of rear-side markers from red to amber on their models equipped in the Japanese market.
Change signal
Turning signals - officially called "directional indicators" or "directional signals", and informally known as "steering", "blinders", "indicators" or "flasher" - flashing lights mounted near the front left and right corners and rear of the vehicle, and sometimes on the side or on the side mirror of the vehicle, activated by the driver on one side of the vehicle at that time to advertise the intention to change or change the lane to that side.
The electric lights start from 1907. The modern blinking turn signal is patented in 1938 and then most of the major car manufacturers offer this feature. In 2013 most countries require signal turns on all new vehicles being driven on public highways. Alternate systems of hand signals are used earlier, and are still common for bicycles. Hand signals are also sometimes used when regular vehicle lights are damaged or for older vehicles without a turn signal.
Several cars from the 1920s to early 1960s used retractable semaphores called traffic controllers rather than blinking lights. They are usually mounted high behind the front door and swing out horizontally. However, they are fragile and break easily and also tend to stick in closed positions. It can be equipped with flash as an upgrade.
Like all vehicle lighting and signaling devices, the reverse-signal lamp must meet the technical standards that specify the minimum permis- sive and maximum permis- sion levels, minimum horizontal and vertical viewing angles, and minimum-lighted surface area to ensure that they are visible at all relevant angles. , do not dazzle those who see it, and are very conspicuous in conditions ranging from full darkness to full direct sunlight.
Side turn signal
In most countries, the car must be equipped with a turn signal installed next to the repeater to make the lateral indication of the spin (ie to the side of the vehicle) not just to the front and rear of the vehicle. This is permitted, but not required in the United States. As a good alternative in the United States and Canada, amber side marker lights can be transferred to flash with signal bends, but this is not mandatory. Mercedes-Benz introduced a signal repeater side integrated into a side view mirror in 1998, beginning with the E-Class facelifted (W210). Since then, many automakers have incorporated a side signal device into the mirrored house rather than installing it in a vehicle fender. Some evidence suggests that the turn signal installed in this mirror may be more effective than items fitted to the fender.
Electrical connection and switch
Turn signals are required to blink on and off, or "flash", at a steady rate between 60 and 120 blinks per minute (1-2Ã, Hz). The UN International Regulation requires all turning signals to fire in the simultaneous phase; U.S. regulations allow the cable-side marker for signal-side turn functionality for flash in opposite phases. An audio and/or visual story indicator is required, to notify the driver when the turn signal is activated and operational. These are usually one or two green indicator lights on the vehicle instrument cluster, and electronically or electronically generated "tick-tock" sounds. It is also necessary that the vehicle operator be alerted by flashing which is faster or slower than normal if the sein lamp fails.
Turn signal is almost always activated by a horizontal (or "stalk") lever protruding from the side of the steering column, although on some vehicles protrude from the dash. The outlet end of the stalk is pushed clockwise to activate the signal turn right, or counterclockwise for the signal turn left. In most cases, the signal stalks are in the outboard, the left side is usually from the column, in both drive cars left and right. The rules do not specify a mandatory location for turn signal controls, only those that are visible and can be operated by belted-in drivers, and - at least in North America - that they are labeled with special symbols if not located on the left side of the steering column. International UN regulations do not include analog specifications.
Almost all vehicles (except many commercial motorcycles and semi-tractors) have a self-canceling turn-indicator feature that returns the lever to a neutral position (no signal) when the steering wheel approaches the straight-forward position after the turn is made. Beginning in the late 1960s, indicating path changes was facilitated by the addition of a momentary signal-on position of spring just shy from left and right detents. The signal operates for how long the driver holds the lever halfway to the left or right-turns the retained signal. Some recent vehicles have features of automatic lane change indication; tapping the lever halfway to the left or right signal position and immediately releasing it causes the turn indicator to apply for flashing three to five times.
Some transit buses, such as those in New York, have, since at least the 1950s, converted footswitch-activated signals mounted on the floor near the driver's left foot (on the left-hand drive bus). Foot-enabled signals allow the bus driver to keep both hands on the wheel while watching the road and scanning passengers as they approach the bus stop. Transit bus drivers from New York City, among others, are trained to step continuously on the right-handed switch while serving bus stops, to signal to other road users that they are intentionally staying at the stop, allowing the next buses to get through the dismissal. This signaling method does not require special arrangements for self-cancellation or graduation.
Consecutive turn signal
Successive turn signals are feature on some cars where the feedback function is provided by several illuminated elements that illuminate sequentially rather than simultaneously: the ultimate inner lights and stay illuminated, the next outer bulb and keep it illuminated, followed by the next outer portion of the lamp and so on until the outer flame lights up briefly, at which point all the lights go out together and, after a short pause, the cycle starts again. Visual effects are one of the outward movements toward the turn or change of the intended path. Successive turn signals have been installed in the factory only on cars with red combination stop/turn lights. They factory installed for 1965-1971-model Ford Thunderbirds, for 1967-1973 Mercury Cougars, for Shelby Mustangs between 1967 and 1970, for 1969 Imperials, into Japanese markets 1971-1972 Nissan Cedric, and for Ford Mustangs since 2010.
Two different systems are used. Initially, installed in 1965 to 1968 cars built by Ford and Nissan Cedric from 1971 to 1972, using electric motors, through reduction gearing, a set of three cams back and forth. These cams will activate the switch to turn on the lights in sequence. Then Ford cars and 1969 Imperial used transistorised control modules with no moving parts to wear, break, or exit from adjustment.
FMVSS 108 has been officially interpreted as requiring all light sources in active turn signals to illuminate simultaneously. However, the Ford Mustang 2010 and later comes with a sequential turn signal.
Change signal color
Until the early 1960s, most of the curve signals around the world emit white light and most of the signals turning back emit red light. The auto industry in the United States voluntarily adopted amber front bend signals for most vehicles that began in 1963, despite the emergence of yellow signals accompanied by legal restrictions in some states and the front bend signal is still legally permitted to emit white light until FMVSS 108 takes effect for the 1968 model, where amber became the only permissible turning signal color. Currently, most countries outside the United States and Canada require all front, side and back bend signals to produce yellow light. Exceptions include Switzerland and New Zealand.
In Canada and US back signals may be yellow or red. The American regulator and other supporters of the red rear turn signal have historically confirmed there is no proven safety benefit to the yellow signal, although it has been recognized since the 1960s that the yellow turn signals are faster visible than those in red. International supporters of the yellow back signals say they are more easily seen as turning signals, and US studies in the early 1990s showed an increase in the speed and accuracy of the following driver's reaction to stop the lights when the turn signal was more yellow than red.
A 2008 US study by the National Highway Traffic Safety Administration (NHTSA) suggested vehicles with a yellow rear signal rather than a red one up to 28% less likely to engage in some kind of collision, and a 2009 NHTSA study determined that there were overall safety benefits for amber rather than the red rear turn signal.
There is some evidence that turning signals with colorless lenses and amber bulbs may be less conspicuous in bright sun than amber lenses and colorless bulbs.
Color resilience
The yellow bulbs commonly used in turn signals with colored lenses are no longer made with cadmium glass, as regulations around the world, including the European RoHS directive, prohibit cadmium due to its toxicity. Amber glass made without cadmium is relatively expensive, so most of the amber bulbs are now made with clear glass dipped in a yellow layer. Some of these coatings are not as durable as bulb envelopes; with a prolonged chilling cycle, the coating may be peeling off the glass bulb, or the color may fade. This causes a turn signal to emit white light, rather than the required yellow light.
International regulations on motor vehicle lights require manufacturers to test lights for color resistance. However, no test protocol or color duration requirements are specified. Discussion is underway in the Groupe des Rapporteurs d'clairage, the UNECE working group on vehicle lighting regulation, to develop and apply standards of color resilience. Instead of using a yellow bulb, some signal lights contain a yellow plastic covering between a colorless ball and a colorless outer lens.
Back
Back position light (backlight)
Conspicuity for the rear of the vehicle is provided by the back position light (also called the tail light or taillight ). This is required to generate only red lights and to be connected in such a way that they light up every time a front position light is on, including when the headlights are on. Rear position lights can be combined with vehicle stop lights or apart from them. In a combined installation of functions, the lamp produces a brighter red light for the stop lamp function and red light red for the back position light function. Rules around the world specify a minimum intensity ratio between light mode (stop) and dim (rear position), so that the vehicle displaying the back position light will not be misinterpreted as showing the stop light, and vice versa.
Stop the light (brake light)
The red back light is blazing, brighter than the rear position lights, activated when the driver applies the vehicle brake. These are formally called stop lights in technical standards and regulations and in the Vienna Convention on Road Traffic, although informally they are sometimes called "brake lights". They are required to be mounted in a two-fold, symmetrical on the left and right rim of each vehicle. The UN International Regulations set various acceptable intensities for stop lamps of 60 to 185 candela. In North America where UN regulations are not recognized, the acceptable range for a single compartment stop lamp is 80 to 300 candela.
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In the United States and Canada since 1986, in Australia and New Zealand since 1990, and in Europe and other countries applying UN Regulations 48 since 1998, the central stop lights (brake) are mounted higher than left and right stop vehicles and are called " center high mounted stop lamp (CHMSL) ", is also required. CHMSL (pronounced ) is sometimes informally called "central brake light", "third brake light", "brake lights", "safety brake lights", or "high" high brake lights "CHMSL may use one or more filament lamps or LEDs, or fluorescent tube strips as the source of light.
CHMSL is intended to provide a warning to drivers whose views on stop and right stop lights are blocked by intermediate vehicles. It also provides a redundant stop signal in case of stop lamp failure. In North America where rear turn signals are allowed to emit red light, CHMSL also helps disguise brake lights from rear position lights and turn on signal lights.
CHMSL is generally required for continuous illumination and is not permitted for flash, although US regulators provide Mercedes-Benz temporary exemptions, 24 months in January 2006 with stable-light requirements so as to evaluate whether flashing CHMSL provides emergency stop signals that effectively reduce the possibility of collisions.
In passenger cars, the CHMSL can be placed on the rear glass, affixed to the interior of the vehicle directly inside the rear window, or may be integrated into the vehicle deck cap or into the spoiler. Other special equipment is sometimes seen; Jeep Wrangler and Land Rover Freelander have a CHMSL on a rod mounted on a spare wheel carrier. Trucks, vans, and commercial vehicles sometimes have a CHMSL mounted to the vehicle's trailing edge roof. CHMSL is required by worldwide rules for lateral centering on vehicles, although UN Rule 48 allows lateral offsets of up to 15 cm if the lateral center of the vehicle does not coincide with fixed body panels, but separates movable components such as doors. Renault Master and Ford Transit vans, for example, use CHMSL offset laterally for this reason. The CHMSL altitude is also set, in absolute terms and with respect to the heading height of the left and right stop lights of conventional vehicles. Depending on the height of the left and right lights, the bottom edge of the CHMSL may be just above the top edge of the left and right lights.
1952 Volkswagen Bus is equipped with only one stoplamp, centrally mounted and higher than the left and right rear lights that do not produce the stop lamp function. The Ford Thunderbird 1968-1971 can be ordered with an optional additional high-mounted stop and integrated sein light to the left and right interior trims surrounding the backglass. The Oldsmobile Toronado from 1971 to 1978, and the Buick Riviera from 1974 to 1976 had an additional two stop lights/turns of the same height as standard equipment; this is located on the outside of the vehicle under the bottom of the backglass. This type of configuration was not widely adopted at the time. Manufacturers of automobile and light bulbs in Germany experimented with additional two-tier high stop lights in the early 1980s, but this effort also failed to gain popular popular support.
Effective with the 1986 model, the National Highway Traffic Safety Agency of the United States and Transport Canada mandates that all new passenger cars are equipped with CHMSL. Requirements extended to light trucks and vans for the 1994 model year. Initial studies involving taxis and other fleet vehicles found that the third high stop lights reduced the rear end collisions by about 50%. Once the novelty effect subsides because most of the vehicles on the road come equipped with a third stop light center, the accident avoidance benefit decreases. However, it does not decrease to zero, and CHMSL is very cheap to put in a vehicle which is a cost-effective collision avoidance feature even on long-term long-term collision benefits of 4.3%.
Emergency stop signal (ESS)
Toyota, Mercedes-Benz, Volvo, and BMW have released vehicles equipped to deliver special light signals when the vehicle brakes quickly and severely. This is officially referred to as the "emergency stop sign", and the UN Regulation 48 call for the lamp provides ESS for flash at 4 Hz when the passenger car decreases its speed by more than 6 m/s 2 or trucks or buses slows down more from 4 m/s 2 . Mercedes vehicles are putting out stop lights for ESS, while vehicles from Volkswagen Group manufacturers (VW, Audi, SEAT and Skoda) flash hazard flashers.
Another method of severe braking indications has also been applied; some Volvo models make the light stop brighter, and some BMWs have an "Adaptive Brake Light" which effectively increases the size of stop lights under severe braking by illuminating the tail lights at lighter intensity than normal. As long as the lighter stop lights than normal are within the maximum intensity set for general stop lights, this type of implementation does not require special regulatory approval because the stoplamp is under all operating conditions in accordance with general rules on stop lighting.
The idea behind the emergency braking indicator system is to catch the attention of the following drivers with special urgency. However, there is still debate as to whether the system offers a measurable improvement in safety performance. To date, studies of vehicles in service have not shown significant improvement. The systems used by BMW, Volvo, and Mercedes not only differ in operational mode (grow vs increase vs blink, respectively), but also in parameters such as activation deceleration threshold. Data are collected and analyzed in an attempt to determine how the system can be applied to maximize the security benefits, if those benefits can be realized with automatic emergency braking. An experimental study at the University of Toronto has tested stopping lights that gradually and continue to grow in illuminated areas with increased braking.
One potential problem with lights stopping flashing in the United States (and Canada) is a rule that allows the flashing stop light to be used instead of a separate rear sein lamp and a hazard warning light.
Fog lights
In Europe and other countries that comply with the UN Rule 48, the vehicle must be equipped with one or two red light red "fog lights", which serve as a high-intensity rear light bulb to be switched on by the driver in poor visibility conditions to make the vehicle more seen from behind. The allowable intensity range for rear fog lights is 150 to 300 candela, which is within reach of the US stop lamp (brake light). Rear fog lights are not required equipment in the US, but they are allowed, and are found almost exclusively on European brand vehicles in North America. Audi, Jaguar, Mercedes, MINI, Land Rover, Porsche, Saab and Volvo provide functional rear fog lights on their North American models. Some of the vehicles from non-European brands that are adaptations of European market offerings, such as the first generation Ford Transit Connect, come standard with rear fog lights, or vehicles with European market partners, like the second generation Chrysler 300, have an option for them. The last generation Aurora Oldsmobile also has a dual rear fog lamp mounted on the rear bumper as standard equipment.
Most jurisdictions allow rear fog lights to be installed either singly or in pairs. If a single rear fog is installed, most jurisdictions require it to be placed on or to the driver's side of the vehicle midline - which side is the driver's side applicable in the country where the vehicle is registered. This is to maximize the driver's sight line to the rear fog lights. In many cases, a single reverse lamp is mounted on the passenger side of the vehicle, positionally symmetrical with the rear fog. If two rear fog lamps are installed, they should be symmetrical to the vehicle centerline.
Supporting the twin rear fog lamps said two lights providing the vehicle distance information were not available from one light. A single rear fog light supporter says the dual rear fog lights are very similar to the illuminated paired stop display, reducing the conspiracy of the stop light message when the rear fog is activated. To provide protection against rear fog lights that are confused with stop lights, UN Rule 48 requires a separation of at least 10 cm between the nearest lighting edges of each stop lamp and any rear fog lights.
Reverse (backup) lights
To alert the adjacent vehicle operators and pedestrians of the rear movements of vehicles, and to provide backlighting when reserving, each vehicle must be equipped with one or two rear-facing back (or "spare") backlights. This is necessary to produce white light by US and international UN Regulations. However, some countries have repeatedly allowed turning yellow lights. In Australia and New Zealand, for example, vehicle manufacturers are faced with the task of localizing American cars originally equipped with a combination of red brakes/turn signal lights and white backlights. The rules of the states allow the signal to turn the amber back to light up like a reversing light, so the car makers and importers can combine the rear turn signal (mandatorily amber) and (optional yellow) reversing the lamp function, and obey the rules without the need for additional lighting devices. Both countries now require white inverting lights, and the combination of yellow light/backlight is no longer allowed on new vehicles. The US state of Washington currently allows the reversal of lights to emit white or yellow light.
Registration license plate light
The back registration plate is illuminated by white lights designed to illuminate the surface of the plate without making direct white light visible on the rear of the vehicle; it should be illuminated whenever the position light is on.
On large vehicle
Large vehicles such as trucks and buses are in many ways required to carry additional outside lighting devices required on passenger vehicles. The special requirements vary according to the regulations in which the vehicle is registered.
Identification light
In the US, vehicles with a width of more than 2,032 millimeters (80.0 inches) should be equipped with three headlamps and three red rear identification lights spaced between 6 and 12 inches in the center and front of the vehicle, as high as possible.. Front identification lights are usually mounted on top of the vehicle cab. The purpose of this lamp is to alert other drivers to the presence of a wide (and usually high) vehicle. This type of identification lamp can also be found on Australian carriages.
End line marker
The UN Regulation 48 requires large vehicles equipped with white left and right fronts and red back rear marking lights, serving a purpose comparable to American permit lights, which is to clearly indicate the width and overall height of the vehicle.
Medium side marker and reflector light
US regulations require large North American vehicles to be equipped with left and right side marking lights and center-mounted reflectors between front and rear side markers.
Back-up capture
Until the 1970s, in France, Spain, Morocco, and possibly other countries, many commercial vehicles and some Soviet road cars from "Sovtransavto" had a green light mounted on the back. It can be operated by the driver to show that it is safe for the following vehicles to catch up.
Emergency warning kit
Danger of flashers
Also called "danger", "danger warning flasher", "warning light", "emergency light", "4-way flasher", or just "flashers". International regulations require vehicles to be equipped with controls which, when turned on, will blink left and right, front and back, all at the same time and phase. Operation of the hazard flasher must come from a control independent of rotation control, and audiovisual tales must be given to the driver.
This function is intended to indicate hazards such as vehicles stopping at or near moving traffic, defective vehicles, moving vehicles much slower than traffic flows such as steep climbing trucks, or the presence of traffic stopping or slowing in front on speed roads high.
In vehicles with separate green and left turn green light signals on the dashboard, both left and right indicators may blink to provide a visual indication of the flashers' hazards operation. On vehicles with a single signal turn green signal on the dashboard, a separate red fairy tale should be provided for an indication of flasher hazard. Because the flasher hazard function operates the left and right turn signal of the vehicle, the signal function turns right or left may not be provided when a malicious flash operates, even if the vehicle can activate the indicator and return to the dangerous flashing phase after the indicator is deactivated.
Retroreflectors
"Retroreflectors" (also "reflector reflexes") do not produce their own light, but rather reflect light back toward the source, for example, another driver's lamp. They are set as automotive lighting devices, and are determined to explain the separation between the vehicle's headlights and the driver's eyes. Thus, the vehicle looks conspicuous even when their lights are off. Rules around the world require that every vehicle be equipped with a red rear-facing retroreflectors. Since 1968 US regulations also require forward-looking retroreflectors, amber in front and red at the back. Sweden, South Africa, and other countries at various times require a white front retroreflector.
Intensity-variable signal light
The UN International Regulations explicitly allow vehicle signal signals with increased automatic intensity during bright daylight when sunlight reduces the effectiveness of stop lights, and automatically decreases during dark hours when glare can be a concern. US and UN regulations contain provisions for determining acceptable minimum and maximum intensities for lamps containing more than one light source.
Experimental system
Multicolour auxiliary signals
Some jurisdictions, such as the US states in Washington, Oregon and Idaho, allow vehicles equipped with additional rear-view systems that feature a green light when accelerators are depressed, yellow lights as vehicles drive, and red lights when the brakes are depressed. Such systems in the past have been sold as aftermarket accessories, but are currently rarely seen in traffic.
Research and development
The US National Highway Traffic Safety Administration, among other agencies, has commissioned research on vehicle signaling systems and configurations in an effort to determine the most promising avenue and best practices for increasing accident avoidance through optimized vehicle lighting and signal lighting systems.
Interior light and ease
Most cars have at least one "dome light" (or "light polite") located on or near the ceiling of the passenger compartment, to provide the lighting used to tie the seatbelts and enter or exit the car. It often has an option to activate when the front passenger door (or whatever) is opened. Many vehicles have expanded this feature, causing the interior light above to remain lit after all the doors are closed, allowing passengers to tie the seatbelts with additional lighting. The extended lighting cycle usually ends when vehicle ignition has started, or a gradual reduction in light emitted after a few minutes if the car does not start, called "theater" lighting. Interior lighting has been added to some vehicles at the bottom of the dashboard, which illuminate the floor for the front passenger, or under the front seat at the rear, to illuminate the floor for the rear seat passengers. This type of comfort lighting approach is also sometimes used to illuminate interior or exterior door handles, exterior step jump boards, or electric window switches.
LED light sources appear increasingly as interior comfort bulbs in multiple locations, especially with focused lighting on the console control surfaces and in the cabin storage area.
The map lights are intended for certain passenger positions and allow for uninterrupted reading of the glare to the driver. Some vehicles have "approach lighting" (puddle lights) on exterior mirrors or underside of doors, as well as interior lighting that is activated via the fob button. Many cars have lights in the trunk (or boot ), engine compartments, and glovebox drawers and other storage compartments. Modern pickup trucks usually have one or more white cargo lamps that illuminate the truck bed, often controlled along with interior dome lighting.
Most instruments and controls on dashboards in modern vehicles are illuminated when the headlights are turned on, and the light intensity can be adjusted by the driver for convenience. The Saab car, for example, has an airplane-style "night" panel function that covers all interior lighting except for the speedometer (unless attention is called to critical situations on other gauges) to improve the driver's night vision.
On the service vehicle
Emergency vehicle lights
Emergency vehicles such as fire engines, ambulances, police cars, snowmelters and tow trucks are usually equipped with intense color warning lights. This may be a motorized spin beacon, xenon lamp, or LED array. The specified colors differ by jurisdiction; in most countries, blue and red special warning lights are used on police vehicles, fire, and medical-emergency. In the United States and other jurisdictions, yellow lights are for tow trucks, private security personnel, construction vehicles, and other non-authorized special service vehicles, while volunteers use red, blue or green depending on the jurisdiction. In the US it is a violation of the DOT Uniform Vehicle Code (Department of Transportation) for non-emergency vehicles (Police/Fire/Ambulance) to operate red lights forward in any form. Cars in the US have only red tail lights, and no blue lights; vehicles that show a red light (facing forward) (blinking or not) coming towards the driver, or from behind the driver (in the rearview mirror) indicate that an official emergency vehicle is coming, so the driver must give up, pull to the side of the road, or otherwise exit out of the way. Several US states allow emergency vehicles to have flashing blue lights to alert emergency vehicle drivers in action; blue and red lights can be combined, forward-and/or back-facing, as well. In the UK, doctors may use green warning lights even though this does not allow users to claim exceptions from road traffic regulations compared to the blue lights used by legal emergency services when responding to calls. Special warning lights, usually amber, are sometimes also mounted on slow or wide vehicles such as mobile cranes, excavators, tractors, and even mobility scooters under certain conditions.
Taxi view
Taxis are distinguished by special lights according to local regulations. They may have an illuminated "Taxi" sign, a light to signal that they are ready to take passengers or not on duty, or emergency panic lights that the driver may activate in case of a robbery to alert passers-by to contact the police.
Light source
The incandescent bulb is the length of the light source used in all automotive lighting devices. Many types of tubers have been used. Standard type numbers are used by manufacturers to identify lamps with the same specifications. The base may be a bayonet type with one or two contacts, plastic or glass cover, or double wire loop or ferrules used in tubular "ornament" lamps. The base-screw light is never used in car applications because it loosens them under vibration. Signal light with internal or external colored lens using colorless light; on the contrary, a lamp with a colorless lens can use red or yellow lights to provide the required color glow for various functions.
Typically, bulbs 21 to 27 watts produce 280 to 570 lumens (22 to 45 mean round candlepower) used to stop, rotate, reverse and rear fog lights, while 4 to 10 W lights, produce 40 to 130 lm (3 to 10 mscp) used for tail lights, parking lights, side markers and turn signal signal repeaters.
The halogen-tungsten lamp is a very common source of light for headlamps and other advanced lighting functions. Some recent vehicles use small halogen lights for exterior signals and tagging functions, as well. The first halogen lamp approved for automotive use is H1, introduced in Europe in 1962, 55 W yields 1500 lm.
The light-emitting diode (LED)
The light-emitting diode (LED) is increasingly used in automotive lamps. They offer very long life, extreme vibration resistance, and can enable very shallow packaging compared to most bulb type assemblies. LEDs also offer potential safety benefits when used in stop lights, because when power is applied they rise to full intensity of about 250 milliseconds (¼ seconds) faster than incandescent bulbs. This rapid rise time not only increases the deliberate conspiracy of stop lights, but also provides the driver more time to react to stop the lights. However, a faster ride time is not yet proven to make cars with LED stop lights less likely to be struck from behind.
LEDs were first applied to automotive lighting in a high-mounted stoplight center (CHMSL), starting with the Chevrolet Corvette 1984. The LED adoption for other signal functions on passenger cars gradually increased with demand for technology and related styling updates. In North America, Cadillac Deville 2000 is the first passenger car with LED back lights. The 2002 Kia Opirus is an early adopter of LED's turn signals front. The Audi R8 2007 sports car uses two optically focused high intensity LED strips for its daytime running lights. Optional on R8 outside North America is the world's first LED headlamp, made by AL-Automotive Lighting. Low and high beams, along with position lights (parking) and signal turns, all realized with LEDs. Lexus LS 600h has low-beam LED lights, position and side markers in North America, and the 2009 Cadillac Escalade Platinum uses LEDs for low and high beams, as well as for positioning and side markers. The Mercedes-Benz S-Class (W222) has no non-LED lights at all, even at the most basic trim levels.
LED lights are used to light the vehicle beacon like a maintenance truck. Previously, traditional light sources required the machine to keep running to ensure that the battery would not run out if the lamp would be used for more than a few hours. The energy-saving nature of the LEDs allows the engine to shut down but the lights continue to burn.
LED lighting system is heat sensitive. Due to the negative effects of heat on photometric performance stability and light transmission components, the importance of thermal design, stability testing, the use of low UV-type LED modules and UV endurance tests of internal materials has increased dramatically. For this reason, LED signal lights must remain in line with the intensity requirements for the functions they produce after one minute and after thirty minutes of continuous operation. In addition, UN 112 Regulation contains a series of tests for LED modules, including color rendering, UV radiation, and temperature stability tests. According to UN Regulations 112 and 123, mechanical, electromechanical or other appliances for headlamps shall withstand durability tests and functional failure tests. High intensity (HID) debit
High intensity discharge, or HID lamps, sometimes referred to as "xenon lamps" are metal halide lamps that are modified using xenon gas filling. Traditional HID lamps such as those used for general lighting have long warming times. The headlights should provide very long light after being turned on, and xenon gas serves to reduce start-up time.
Neon tube
The fluorescent tube tube was introduced into the series production for the high-mounted stop headlights center at the 1995 Ford Explorer. Further recorded usage includes the Lincoln Mark VIII 1998 with a fluorescent tube covering the width of the trunk decklid, and the BMW Z8, which uses fluorescent extensively. Concept cars such as cars from Volvo already include fluorescent features. Hella offered CHMSL neon aftermarket in the late 1990s.
The linear format of the neon light source is suitable for mounting high-mounted stop lamps, and fluorescent lamps offer almost as much instantaneous as LEDs. However, the fluorescent tubes require weights.
src: www.carid.com
Distributive lighting
In a distributive light system, light from a single source is sent through an optical fiber or light guide wherever it is needed in the car. Light guides are commonly used for displaying distributed light dashboards, and premium vehicles begin using distributive systems to illuminate items such as door locks, window controls, and cup holders. Distributive exterior illumination has also been explored, with a source of high intensity central light.
src: www.al-lighting.com
See also
src: i.ytimg.com
References
src: www.al-lighting.com
External links
- Enable signal patent, issued in 1909
- "Warning Light Caution Lightning Flash" - 1951 article on first danger flashers
Source of the article : Wikipedia
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