EP1234142A1

EP1234142A1 - Safety light system

Info

Publication number: EP1234142A1
Application number: EP00979270A
Authority: EP
Inventors: Robert Lancelloti
Original assignee: Xenon Technologies Pty Ltd C/ Pipers
Current assignee: Xenon Technologies Pty Ltd C/ Pipers
Priority date: 1999-11-26
Filing date: 2000-11-27
Publication date: 2002-08-28
Also published as: CA2392488A1; AUPQ431199A0; CA2392488C; EP1234142A4; NZ519660A; JP2003514719A; WO2001038783A1

Abstract

A safety light system for use on a motorcycle (11) having a strobe light mounted in a protected position (32, 35) and wherein the light can be activated for use when driving so that the light shines at the road substantially beneath the vehicle or at a small angle so as to provide an illuminated aura around the motorcycle on the road. A protected area represented as (32) appears in the front of the frame and behind the front fork (26). Therefore, a collision with a tree or the like which could render the front headlight (16) broken will not usually destroy a light located at position (32). There is also a second protected position shown as (35) located under the seat (24) extending rearwardly from an upper part of the frame and behind the petrol tank (22).

Description

SAFETY LIGHT SYSTEM

TECHNICAL FIELD

This invention relates to a safety light system, for use on vehicles and particularly for

use on motorcycles. BACKGROUND ART

Safety is an important aspect to motorcycle riders. It is particularly more important to

motorcycle riders than to passenger car drivers, since the constructional elements of

motorcycles cannot provide substantial protection to the rider. Motorcycles generally

cannot make use of roll bars, crush technology to absorb crash impact, steering wheel air

bags, side impact air bags and the like. The Australian Transport Safety Bureau, formerly

known as the Australian Federal Office of Road Safety (FORS) has determined that

motorcycle riders are 20 times more likely to be killed or seriously injured as a result of a

road crash than are the drivers of other types of vehicles.

Due to the small stature of a motorcycle compared with other vehicles on the road,

one of the primary causes of accidents is the lack of visibility of motorcycles. As a result, it

has been assessed that riders should continuously operate the headlight on the motorcycle,

when the vehicle is on road and even during daylight hours. In this regard, in Australia

since 1996, it has been strongly recommended to have the headlight "hard-wired" so that it

automatically switches on when the ignition is on. However, such a system only provides

an indication of the vehicle to on-coming traffic or traffic that is traversing the road along

which the motorcycle is progressing but does not provide any assistance for vehicles behind

the motorcycle. The ratio of recent accidents associated with headlights off to headlights on

is statistically insignificant. Another approach is to include a safety light assembly mounted on a pole mounted at the rear of the motorcycle. The light is provided with an amber coloured translucent cover

that faces forward and a red coloured translucent cover that faces rearward. The system is

arranged to illuminate automatically when the ignition is activated and to continue for as

long as the engine is running. Such a system enhances the viewing of the motorcycle to the vehicle directly in front and behind but provides no assistance for vehicles further behind or

other vehicles in front.

One cause for concern in motorcycle travel occurs when a motorcycle is progressing in front of other vehicles and particularly a large vehicle, such as a 22 wheeled semi-trailer

truck or a large 4- wheel drive passenger vehicle or a vehicle towing a caravan or boat.

Other traffic could be held up behind such a vehicle. The drivers at the rear can become

agitated believing that it is merely the larger vehicle causing a delay in progress and

overtake only to at the last moment encounter the motorcycle travelling in front of the

vehicle. A collision can occur when not enough time has been allowed for this overtaking

manoeuvre to include overtaking the motorcycle or when the motorcycle is not even

noticed.

There is a also greater risk of collision at night or in the wet. Generally in most

crashes between passenger vehicles and motorcycles it is the motorcycle and motorcycle

rider that receive the majority of the damage due to the principle of momentum favouring

the larger vehicle.

The Australian Federal Office of Road Safety (FORS) advised in 1992 and 1994, a

total of 24% of fatalities involving responsible motorcycle riders occurred as a result of

single vehicle crashes (excluding those involving a pedestrian) and it was the motorcycle

rider who was killed. Sixty-eight per cent were killed in rural areas. No single vehicle crashes occurred at an intersection. Fifty-five per cent of the motorcyclists ran off a bend in

the road, 19% ran off a straight road. 10% hit an animal, 6% lost control while overtaking another vehicle and 10% of crashes occurred due to miscellaneous events.

More than one factor can be involved in any crash. In 87% of single vehicle crashes,

the motorcycle rider contributed to the crash. In two thirds of these crashes the rider was performing a high risk action at the time of the crash. In 59% of cases the rider was

speeding excessively and in one third of crashes, the rider made an error. In 26% of cases, a

contributing factor was the motorcycle rider being a learner or newly licensed rider unable

to cope with the unexpected situation. The typical responsible motorcycle rider killed in a

single vehicle crash was a relatively inexperienced rider who lost control on a bend on a

rural road, or while riding too fast for the situation even though within the speed limit.

Due to the prevalence of single vehicle accidents and the likelihood that the accident

has left the motorcycle and rider off the road, a warning or indication system is clearly

needed to provide an indication to passing motorists or search and rescue authorities. A

warning system is also particularly required if the rider is left on the road in a dazed state

and in low light such that oncoming traffic can cause serious and possibly fatal

consequences.

Known safety light equipment is generally not suitable for emergency alerting. If a

motorcycle is involved in a collision, in most occurrences the protruding extremities of the

motorcycle will be destroyed. FORS has issued a research report CR174 in December 1997

titled "Case Control Study of Motorcycle Crashes" by Haworth N, Smith R, Brumen I, and

Pronk N. This report states that an accident will cause damage to the indicator lights and

any extending safety lights and often the headlight and rear light such that FORS found up to 50% of accidents had damage to some lights. Also, after the accident, the engine must be

still running for lights to work.

The FORS report indicates that forty per cent of single vehicle accidents occur at

night and at places with no street lights. Many are in remote areas where there may be no

other vehicles nearby. When involved in a single vehicle accident, such as losing control of

a motorcycle on wet road conditions or in bad road conditions, the motorcycle can slide off

the road and encounter objects on the side of the road. Due to the engine cutting out or

destruction of the external normal turning indicators and headlights and rear lights, the

structure can be in dark on the side of the road. In 88% of such circumstances the rider can

be injured and unable to provide an indication to any further passing vehicles to request

assistance. The further passing vehicles might not see any indication of the collision and pass the location without offering assistance. In some cases following vehicles can cause

further injuries if the rider or motorcycle is in the path of oncoming vehicle.

A further FORS Research Report CR174 showed 4% of injured motorcyclists had

severe head injuries, 44% of motorcyclists had upper limb injuries and 57% had lower limb

injuries. Most common injuries overall were fracture of the knee or lower leg (28%) and

fracture of the forearm (17%). Therefore in many cases the rider is unable to obtain help but

must wait until noticed.

DISCLOSURE OF THE INVENTION

It is therefore an object of the invention to provide a safety light system that can be

used in an emergency aspect to provide an indicator even if the normal light indicators have

been destroyed. It is also an object of the invention to provide a safety light system that assists in providing an indicator of the presence of the motorcycle and particularly in adverse

conditions.

According to the invention there is provided a safety light system having a light located on an underneath protected part of a vehicle. In one form the light can be activated

for use when driving so that the light shines directly at the road beneath the vehicle or at a

small angle so as to provide an illuminated aura around the vehicle on the road. Preferably the circumference of this aura is greater than the size of the vehicle but less than the width

of a one-lane road.

In another form of the invention the light located on an underneath portion of the

vehicle is activated by a sensed emergency state. This can be by a tilt indicator on a motorcycle or an impact sensor or the like.

A motor vehicle having ground engaging wheels and a frame or bodywork extending

therebetween, the vehicle further including a safety light system having a battery and at least

one light, which is powered by the battery; and wherein the at least one light is located on

one or more determined protected parts of the vehicle substantially preventing destruction of

the at least one light in the case of a collision and allowing the light to shine outwards

relative to the vehicle and be seen externally of the vehicle. The light can be activated for

use when driving so that the light shines at the road substantially beneath the vehicle or at a

small angle so as to provide an illuminated aura around the vehicle on the road. The

circumference of this aura is greater than the size of the vehicle but less than the width of

one lane of a road.

The activation system of the safety light system can have a dual mode comprising: a

first mode when the motor vehicle is in normal use and allowing the safety light system to display a light onto the road to form an aura; and a second mode when the vehicle is

detected as being in a non-normal state and activating the safety light system to display an

emergency light.

The invention also provides a method of providing a safety light system for a motor

vehicle comprising the steps of: a) determining at least one protected mounting position on the motor vehicle;

b) mounting a light on the motor vehicle at the determined protected position;

c) providing a power source for the light;

d) providing an activation system on the motor vehicle to activate the light; such

that when activated the light provides an externally visible light signal.

The step of mounting the light on the motor vehicle is such that the light shines downward

relative to the vehicle and can be shielded so as to be not directly visible to viewers in front

or behind the vehicle.

The step of providing an activation system includes providing a sensor for sensing a

non-normal state of operation of the vehicle and activating the light upon assessing criteria

including the sensed non-normal state of operation. The sensor can include a tilt indicator

for detecting tilt of a motor vehicle such as a motorcycle beyond a normal operating angle.

In one form the invention provides a safety light system for use on a motorcycle

comprising:

a) a strobe light able to strobe at less than 2 Hertz and sized for mounting in a

determined protected position on the motorcycle being either beneath the seat, pinion seat or

seat extension or within the frame of the motorcycle which allows protection of the light in

a non-normal state of operation while allowing external viewing of the light; b) a battery for powering the strobe light separate from the motor of the

motorcycle for a period greater than 2 hours; c) an activation system including a tilt sensor for sensing a non-normal state

angle of operation of the motorcycle and activating the light upon assessing criteria

including the sensed non-normal state of operation.

first mode when the motorcycle is in normal use and allowing the safety light system to

display a light onto the road to form an aura; and a second mode when the vehicle is

emergency light.

The safety light system of the invention for use on a motorcycle can comprise:

determined position on the motorcycle being either beneath the seat, pinion seat or seat

extension or within the frame of the motorcycle;

b) a battery for powering the strobe light;

c) an activation system activating the light;

wherein the light can be activated for use when driving so that the light shines at the road

substantially beneath the vehicle or at a small angle so as to provide an illuminated aura

around the vehicle on the road.

Thereby the safety light system of the invention is able to provide a clear indicator of

the presence of the motor vehicle to nearby traffic. This provides a safer use of a

motorcycle when encountering wet or foggy conditions and is also able to provide an

emergency warning after a motorcycle has crashed. The system can be activated

automatically and operate for many hours. Due to the protection provided by the location of the light, it is highly unlikely that such a light would be destroyed in a collision or single vehicle accident whereas usually the turn indicators, brake lights and other protruding lights

are very likely to have been destroyed.

In another aspect of the invention there is provided an improved tilt indicator for use

in activating an alarm system such as the safety light system.

BRIEF DESCRIPTION OF THE DRAWINGS

In order that the invention can be more readily understood embodiments of the

invention are described by way of illustration only wherein:

Figure 1 is a known structure of a motorcycle showing possible use of the safety light

system of the invention.

Figure 2 is a second known structure of a motorcycle used for trail riding showing

possible use of the safety light system of the invention.

Figure 3 is block diagram of the safety light system of the invention.

Figure 4 is a diagrammatic view of an embodiment of an activation system for use in

the safety light system of the invention of Figure 3.

Figure 5a and 5B are circuit diagrams of two embodiments of the safety light system of the invention of Figure 3.

MODE FOR CARRYING OUT THE INVENTION

Motorcycle construction can use a traditional cradle frame having a substantially

U-shaped portion providing an engine space. The frame is made from tubular steel welded

together in the form of a loop or cradle, with the engine fitting in the bottom of the loop.

This form of frame allows the designer to try various engines and other modifications and is constructed to form the chassis of the motorcycle and must resist bending, breaking and shock forces while at the same time being as light as possible. At the front of the cradle

frame is a fork mount to allow mounting of the front forks leading to the front wheel of the

motorcycle. This structure provides a strong protected area on a motorcycle at the front of

the cradle below and behind the front forks. Also the cradle frame extends rearwardly to

form a rearward portion upon which the seat is mounted providing a second protected area

being positioned under the seat and above the rear wheel.

A second form of motorcycle construction makes use of a single back bone made

from box sectional tube of alloy steel and forming a substantially Y shape. The engine is

mounted at a lower front portion of the frame in a cantilever position. Again a protected

position occurs in the front of the spine frame below and behind the front forks fitting into a

fork mount.

A third type of construction is a spine construction with the engine hanging from the

spine or around the spine. This type of construction can make use of non metallic

lightweight materials.

Motorcycle construction can be considered to be a variation of these three styles but

always will provide at least two spaces that are protected but are open spaces.

Referring to the Figure 1 , there is shown one style of motorcycle 11 which makes use

of a cradle frame mounted between front and rear wheels 13, 14 with a triangular shape with

a linear base or trapezium shape. An engine 23 is mounted at a lower end of the frame, with

a petrol tank 22 and seat 24 at the top end. The front fork 26 extends from a fork mount at

the top vertex of the frame at which point also extends the handle bars 29. In front of the

handlebars is a windscreen 27 mounted on top of a front aerodynamic moulding 28 which

covers the whole front of the frame and extends behind the front wheel 13 to the bottom of the motorcycle 11. Sufficient ground clearance and inward tapering are provided at the

bottom of the front moulding 28 to allow for manoeuvrability of the vehicle in cornering.

Lights comprising headlight 16, tail-light 17 and turn indicators 18, 19 are mounted

on the motorcycle. At the front of the front moulding 28 above the front wheel 13 is mounted the headlight 16. Front right and left indicators 18 are mounted on respective side

external parts of the front moulding 28 adjacently above the front wheel 13. The tail-light

17 is mounted at the extreme end of the seat 24 and pillion seat 25. Right and left rear

indicators 19 are mounted on a hanging bracket from the pillion seat 25 at respective sides

of the vehicle above the rear wheel 14. It can therefore be seen that the lights are all at the

extreme ends of the vehicle. This is particularly beneficial in their normal operation of

advising traffic around the vehicle of the actions or future actions of the vehicle. However

in the event of an accident these lights will be readily broken or destroyed.

It can be seen that a protected area represented as 32 appears in the front of the frame

and behind the front fork 26. Therefore, a collision with a tree or the like which could

render the front headlight 16 broken will not usually destroy a light located at position 32.

There is also a second protected position shown as 35 located under the seat 24 extending

rearwardly from an upper part of the frame and behind the petrol tank 22. Due to the

distance from the rear of the motorcycle, it is unlikely that any rear collision or glancing

strike by fixed items at the side of the road, which could destroy the rear lights 17, 19,

would affect a light mounted at position 35. Any sliding of the motorcycle will also render

position 32 and 35 protected whereas the lights at the extremities being headlight 16, tail

light 17 and indicators 18. 19 could be broken off.

Referring to Figure 2 there is a modern version of a trailbike 12 for use on dirt tracks

or on other "off-road" trails. This structure is similar to the frame structure of Figure 1 but does not include a curving of the rear of the frame around the rear wheel 14. Instead it has a fly-away part extending from the front petrol tank 52 along the seat 58 and linearly onwards to a rear body portion 59 which is spaced from and above the rear wheel 14 and the muffler

system. This provides an open area 65 underneath the rear body 59 which is more protected

than the positioning of the rear lights 17, 19 at the extremity of the vehicle 12. Further the

indicators 19 are protruding laterally from the side extremities of the motorcycle 12 and

often beyond the side extremities of the whole vehicle 12 in profile.

The front of the modern motorcycle may not include a protected area at the front of

the frame due to the use of large radiators and aerodynamic mouldings. However, all

motorcycles will have at least one protected area and generally will always have at least the

protected area towards the rear of the vehicle under the seat.

It is also believed that a further protected area could exist on some motorcycles at the

lower portion of the frame. At this position it is adjacent the extremities in a semi protected

underneath position. On some occasions, protection of a safety light system during a slide

could require use of a further protective mounting around the light. In one form it can be

joined to the bottom of the frame.

It can be seen by the above that there are clear protected positions for safely and

effectively mounting the emergency safety light system of the invention which has not been

used before and particularly not with motorcycles.

Referring to figures 3, 4 and 5 there is shown embodiments of the emergency safety light system of the invention comprising three primary elements including a light to be

mounted in one or more of the protected positions 32, 35, 65 or other protected position.

The light is preferably a strobe light in the form of a Xenon strobe which can operate at

between 1 to 2 Hertz or 90 to 120 flashes per minute, which is below the epilepsy activation range of 10 to 30 Hertz. One form of Xenon strobe has an output of 3 Watts with

voltage of 12 Volts DC and current drain of 180 mAmps with 10 to 20 mAmps required for

trickle charging.. The lens can be clear, amber, blue or red with the amber being the

preferred colour. With the dimensions being only 80 mm diameter and 31 mm in height it

5 is easily mounted in the protected positions 32, 35, 65 or other protected position.

The second element is a battery 81. As the normal lights of motorcycles 1 1, 12 are

connected to the motorcycles main battery the lights do not operate after a collision if the

engine shuts off. If the normal lights remain on without the engine operating, the battery

would be expected to only last about 15 minutes, and the lights would then die. The battery

10 81 used in the emergency safety light system of the invention is a sealed lead acid battery

providing 12 Volts DC at 1.3 AmpHours. The maximum charge current is 0.65 Amps. The current is provided through a diode thereby ensuring one way flow of current and

preventing drainage of the battery 81 by any other electrical drain of the motorcycle.

Further the diode can ensure usage of the power from the motorcycles usual battery prior to

15 usage of power from battery 81. It has been assessed that such a battery system can allow

the Xenon strobe light to flash for up to 7.2 hours. The battery is only 43 mm x 95 mm x 50

mm and weighing about 600 grams and therefore can also be readily mounted in the

protected positions 32, 35. 65 or other position.

The third element of the emergency safety light system of the invention is a sensor 83.

0 This is required in order to operate the protected light 81 in the event of an accident. Such a

crash sensor can be a rapid decelerator sensor or impact sensor or other sensors of not

normal states of operation. However with motorcycles the prime indicator of an accident is

that the vehicle ends up on its side. Therefore the preferred sensor is a tilt indicator 83.

This comprises two mercury tilt switches 91 and 92 that are in an operating circuit as shown in Figures 5 A or 5B. The mercury tilt switches include liquid mercury as a conductor in a small elongated capsule with appropriate external electrical connections. By tilting of the

switches 91 92 to the appropriate angle the liquid mercury completes the circuit and

switches on the emergency safety light system of the invention. To make use of this tilt

switching to operate regardless of which side the bike is lying, two mercury tilt switches 91

and 92 are mounted symmetrically in a casing 93 in foam 94 having locating cutouts. The

cutouts are made around a line of symmetry S which forms the vertical normal operating

position when the sensor is correctly mounted on the motorcycle. The angle of the

respective mercury tilt switches 91, 92 respectively from the line of symmetry S is angles A

and B which are equal and beyond the normal leaning angles of the motorcycle in any

cornering manoeuvres. Therefore operation will only occur in non normal or times of

accident.

In order to further limit operation of the emergency safety light system of the

invention in times of accident the vehicle's ignition system can also be "hard wired" into the system so operation only occurs when the vehicle is being ridden.

Although the light 81 is in a protected position 32, 35. 65 or other position, it is also

in an open position, and is mounted so as to allow light to be seen externally of the vehicle.

In this way the system is protected in the event of an accident but performs the function of

alerting surrounding people or passing motorists of the plight of the rider regardless of the

rider's state. It would then be hoped that assistance would be provided sooner than

otherwise and many more fatalities are avoided.

Improvement of the system can include mounting an alarm such as a micro piezo

siren which has a sound output of 120 decibels at 1 metre with current drain of 350 mAmps

from a 12 Volt DC source. Other systems could incorporate connection to a radio signal generator or connection to a mobile telephone system. By connection to a GPS system or mobile phone triangulation or the like a receiving body could assess the position of the

accident and provide suitable assistance.

A substantial second safety element is provided by the emergency safety light system

of the invention. Due to the openness of the mounting positions it is possible to have directional lights aiming downwards but partially outwards to perform a pool or aura of

light around the extremities of the motorcycle so as to provide a greater presence of the

motorcycle. The light does not emanate forward or backwards and therefore does not affect

other drivers. However this greater aura is particularly useful when used in wet conditions

to provide more significant presence when amidst traffic and when the view of the

motorcycle is obscured by the size of other vehicles. The light does not provide a hindrance

to other vehicles but purely provides awareness and therefore increases dramatically the

safety aspects of the vehicle.

If the motorcycle is involved in an accident whether along a lonely road or a single

vehicle accident case, the operation of the strobe light is instigated by a collision means

sensor such as a momentum indicator or a tilt indicator such that the tilt of the motorcycle is

over a maximum predetermined level and therefore must be lying sideways and be in a

crash position.

The tilt mechanism can comprise at least part of a V-shaped channel into which is

located ball bearings so as to form an electrical contact when it reaches the upper most

edges of the V-section on either side with movement occurring by gravity so that it

corresponds with the motorcycle being beyond a critical angle and therefore in a crash

condition. For example, it corresponds with the motorcycle being at a horizontal position.

Due to the mechanical variations that can occur, two separate linear channels are used and relatively positioned to form top parts of a V-shape with mercury bubble or metallic ball or

the like forming an electrical contact when at the uppermost point corresponding with the motorcycle being beyond a critical angle. The top of the V-shape can include entrapment

parts so that the mercury bubble or metallic ball or the like must proceed around a corner at

the top of the V-shape to form the contact. In this way vibration of the motorcycle is less

likely to activate the alarm. However a plurality of tilt mechanisms or electronic processing

can be used to eliminate or minimise activation by vibration and make the device more

reliable.

In a variation of the invention this system can have variable sensing of the tilt by

further electrical contacts along the channels. This can provide a continuing indication to

the bike rider by means of a display amongst the usual displays including speedometer,

tachometer, etc. The arrangement could be pre-set according to the bike construction, tyre

construction, size of the motor, experience of the rider, to provide a graded indication of the

tilt angle up to a critical angle at which point or beyond which point it is expected that the

rider would not be able to control the motorcycle. Due to the graded input, the rider, and

particularly a novice rider will become accustomed to the maximum angle allowable while

minimising the chances of having to experience first hand dropping of the motorcycle by

tilting beyond the critical angle. This display mechanism could have adjustment means

including adjustment for wet conditions, change of tyres, different riders, etc. It can also be

necessary on particularly windy roads or high camber roads to actually go at an angle very

near the critical angle but be doing it a speed which makes it more practical and therefore

the tilt scale may need to be adjusted to prevent constant alarms whether those alarms be

visual or aural. In one form, this tilt mechanism is included integral with the light mechanism and mounted in the protected areas as previously described.

It should be evident from the description hereinabove that the present invention provides improved safety aspects for motor vehicles and particularly for motorcycles. Of

course many modifications of the above described embodiment can be readily envisaged by a person skilled in the art and are included within the scope of this invention. For example

the safety light system can be mounted on a tilt mechanism so that as a motorcycle leans

into the corner the light system tilts so as to still be pointing downwards to provide the aura

around the motorcycle as reflected off the road and particularly off a wet road. This

mechanism prevents the lights shining into oncoming traffic. Clearly other non inventive

modifications are included in the scope of this invention as defined in the following claims.

Claims

1. A motor vehicle having ground engaging wheels and a frame or bodywork extending therebetween, the vehicle further including a safety light system having a battery and at least

one or more determined protected parts of the vehicle substantially preventing destruction of the at least one light in the case of a collision and allowing the light to shine outwards

relative to the vehicle and be seen externally of the vehicle.

2. A motor vehicle having a safety light system according to claim 1 wherein the light

can be activated for use when driving so that the light shines at the road substantially

beneath the vehicle or at a small angle so as to provide an illuminated aura around the

vehicle on the road.

3. A motor vehicle having a safety light system according to claim 2 wherein the

one lane of a road.

4. A motor vehicle having a safety light system according to claim 1 wherein the light

located on an underneath portion of the vehicle is activated by a sensor determining a sensed

emergency state.

5. A motor vehicle having a safety light system according to claim 4 including an

activation system for use in activating an alarm system such as the safety light system.

6. A motor vehicle having a safety light system according to claim 5 wherein the sensor

is a tilt indicator on a motorcycle or an impact sensor or the like.

7. A motor vehicle having a safety light system according to claim 1 wherein the safety

light system is hard wired to a battery so that it operates independently of the motor.

8. A motor vehicle having a safety light system according to claim 1 wherein the safety

light system is a low power system.

9. A motor vehicle having a safety light system according to claim 8 wherein the low

power system comprises a flashing low power strobe light system allowing flashing to

continue for at least two hours on the power of the battery.

10. A motor vehicle having a safety light system according to claim 8 wherein the low

power system comprises LEDs in a flashing sequence.

1 1. A motor vehicle having a safety light system according to claim 6 wherein the activation system of the safety light system has a dual mode comprising: a first mode when

the motor vehicle is in normal use and allowing the safety light system to display a light

onto the road to form an aura; and a second mode when the vehicle is detected as being in a

non-normal state and activating the safety light system to display an emergency light.

12. A motor vehicle having a safety light system according to claim 11 wherein the safety

light system includes two or more lights in the protected position to form selectively the

aura or emergency light.

13. A method of providing a safety light system for a motor vehicle comprising the steps

of:

a) determining at least one protected mounting position on the motor vehicle;

b) mounting a light on the motor vehicle at the determined protected position;

c) providing a power source for the light;

that when activated the light provides an externally visible light signal.

14. A method of providing a safety light system according to claim 13 wherein the step of mounting the light on the motor vehicle is such that the light shines downward relative to

the vehicle.

15. A method of providing a safety light system according to claim 13 wherein the step

of mounting the light on the motor vehicle is such that the light shines substantially

downwards and is shielded so as to be not directly visible to viewers in front or behind the

vehicle.

16. A method of providing a safety light system according to claim 15 wherein the step

of providing an activation system includes providing a sensor for sensing a non-normal state

of operation of the vehicle and activating the light upon assessing criteria including the

sensed non-normal state of operation.

17. A method of providing a safety light system according to claim 16 wherein the sensor

includes a tilt indicator for detecting tilt of a motor vehicle such as a motorcycle beyond a

normal operating angle.

18. A safety light system for use on a motorcycle comprising:

a non-normal state of operation while allowing external viewing of the light;

b) a battery for powering the strobe light separate from the motor of the motorcycle for a period greater than 2 hours;

c) an activation system including a tilt sensor for sensing a non-normal state

angle of operation of the motorcycle and activating the light upon assessing criteria including the sensed non-normal state of operation.

19. A safety light system according to claim 18 wherein the activation system of the

safety light system has a dual mode comprising: a first mode when the motorcycle is in normal use and allowing the safety light system to display a light onto the road to form an aura; and a second mode when the vehicle is detected as being in a non-normal state and

activating the safety light system to display an emergency light.

20. A safety light system for use on a motorcycle comprising:

extension or within the frame of the motorcycle;

b) a battery for powering the strobe light;

c) an activation system activating the light;

around the vehicle on the road.