Abstract:
A vehicle lighting system has primary and auxiliary systems, which operate exclusively depending upon the selected operational mode. The problem addressed is availability of civilian vehicles for alternative operations including military operations, where the conventional lighting system cannot be used. The control arrangement mimics contemporary military systems, while meeting all military requirements.

Description:
BACKGROUND OF THE INVENTION 
   1. Technical Field 
   The present invention relates to vehicle lighting systems and more particularly to providing both civilian and military style black-out lighting systems on a vehicle. 
   2. Description of the Problem 
   U.S. Pat. No. 6,272,402, which is assigned to the assignee of the present application, described an electrical control system for a vehicle having a plurality of electrical loads. Generic controllers, termed in the patent “remote interface modules”, were provided for the control and energization of non-standard devices installed on the vehicle, such as motors driving pumps for hydraulic lifts. An electronic system controller (ESC) managed the remote interface modules over a serial communication link to implement the specialized functionality. Each remote interface module (RIM) was constructed as a standard component capable of providing digital and analog outputs to devices attached to one or more output ports on the module. The remote power modules employed in the present application are closely related devices to the RIM units described in the &#39;402 patent. 
   Of interest here is equipping vehicles for both civilian duty and alternative service, such as military use, where different lighting systems are required. Military, some emergency and police vehicles typically provide specialized lighting systems to meet the requirements of the service to which they are put. Under some circumstances it may be necessary to press civilian vehicles into such specialized service, in which case, the ability of the vehicle to at least mimic the required lighting system without modification of the vehicle would be valuable. 
   The specialized lighting system of most interest is a blackout lighting system conforming to NATO standards. Blackout lighting provides minimal lighting allowing the vehicles to see and be seen in convoy operation, to allow drivers to accurately set a proscribed distance (keep station) between their vehicle and the vehicle directly in front of them and to indicate brake engagement. In addition, limited headlamps are provided in case a particular vehicle is the lead vehicle of the convoy. For vehicles hauling military type trailers, it may be required that the vehicle provide power to the trailer at a different voltage than is used by the vehicle. 
   SUMMARY OF THE INVENTION 
   According to the invention there is provided a dual mode vehicle lighting system. The vehicle lighting system includes a plurality of lamps divided among a primary lighting system and an auxiliary lighting system. A primary system controller has a plurality of lamp energization ports connected to lamps in the primary lighting system. An auxiliary controller has a plurality of lamp energization ports connected to lamps in the auxiliary lighting system. Control inputs are provided to the primary system controller for actuating individual lamps of both the primary lighting system and the auxiliary lighting system. A mode switch for selecting an operational mode is also connected to the primary system controller. The modes are exclusive in that the lamps of the primary lighting system work exclusively to those in the auxiliary lighting system in the primary mode and vice versa for the auxiliary mode. The mode switch is connected to be energized by the auxiliary controller which is active even when the ignition is off. A confirmation switch is connected between a source of power and the auxiliary controller. Any change of mode between auxiliary and primary operation indicated by operation of the mode switch requires operation of the confirmation switch. A two-way communication link is provided between the primary controller and the auxiliary controller. The auxiliary controller provides a signal to the primary controller over the two-way communication link indicating operation of the confirmation switch. The primary controller provides signals to the auxiliary controller over the two-way communication link responsive to control inputs requesting operation of particular lamps in the auxiliary lighting system when the system is in auxiliary operation mode. 
   Additional effects, features and advantages will be apparent in the written description that follows. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The novel features believed characteristic of the invention are set forth in the appended claims. The invention itself however, as well as a preferred mode of use, further objects and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings, wherein: 
       FIG. 1  is a perspective view in partial cutaway of truck tractor equipped with dual lighting systems. 
       FIG. 2  is a high level schematic illustration of an electrical control system for a motor vehicle. 
       FIG. 3  is a high level schematic of control arrangement for dual light systems for a motor vehicle. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   Referring to the drawings,  FIG. 1  is a perspective view of a vehicle electrical system  10  installed on a vehicle  11 . Vehicle electrical system  10  is based on an electronic system controller (ESC)  30 , a first controller area network bus  18  and a second controller area network bus  19 . ESC  30  communicates with vocational controllers disposed on vehicle  11 , which include a gauge cluster  14 , an engine controller  20 , a transmission controller  16 , an auxiliary instrument and switch bank  12 , and an antilock brake system (ABS) controller  102 , all of which are connected to the first CAN bus  18  and a remote power module  40  connected to the second, proprietary CAN bus  19 . Remote power module  40  is similar in concept to the remote interface module described in the &#39;402 patent described above, but the vehicle electrical architecture places it on CAN bus  19  rather than a public bus. ESC  30  operates as a bridge between the busses  18 ,  19 . There are special circumstances when signals generated by a vocational controller have relevance to the operation of the RPM  40 , for example, the activation of back up lights in response to indication from the transmission controller  16  that “reverse” has been selected. RPM  40  provides electrical power for black out lights  24 ,  27 ,  29 . Both busses are serial data links, based on a twisted pair cable and operated in accordance with SAE standard J1939. 
   Gauge cluster  14 , transmission controller  16  and engine controller  20  all communicate with electronic system controller  30 , which also monitors inputs received from the auxiliary instrument and switch bank  12 , over bus  18 . Electronic system controller  30  is programmed to execute requests from these controllers, including requests for lighting from the gauge cluster  14  and transmission controller  16 . Normal or primary lighting system functions include operation of the headlights  26  (including hi-beam, low-beam, flash to pass and daytime-running light operation). Additional elements of the conventional, civilian lighting systems (and related components) include running lights  21 , reverse lights, brake lights, turn signals, 4-way flashers, air and electric horns  203 , fog lights, work lights, a dome light (automatic switch) and trailer lighting relays (grouped conventional lights-first group  211  and horn  203 ). In blackout or auxiliary lighting system operation many of the elements of the primary lighting system are disabled. A few lights of the primary system operate in black out operation, including panel illumination in response to the headlight switch being in the park or headlight position (as indicated by the gauge controller  14 ), switch pack green ON indicators, cluster warning lights and the dome light when activated using a manual switch (conventional lights-second group  213 ). The requests for these lights can come from various sources, typically switches connected to the ESC  30  or gauge controller  14 . In the case of the cluster lights the control signals come from the engine controller  20 . In addition, a brake pedal position indicating switch connected to the ESC  30  provides a request signal for brake lights. 
     FIG. 2  is a high level schematic illustration of a system network  70  implemented within vehicle electrical system  10 . System network  70  includes a microprocessor  72  based electrical system controller (ESC)  30 . Microprocessor  72  executes programs stored in memory  74  and the program selected for execution can depend upon external inputs. Memory  74  is constructed in a conventional manner and includes volatile and non-volatile sections, the latter of which is preferably fabricated from flash technology electrically erasable programmable read-only memory (EEPROM). A network interface  73  implements J1939 communications over the serial communication links (i.e. CAN busses  18 ,  19 ). 
   RPM  40  comprises a J1939 interface link  50 . RPM  40  further includes a micro-controller  71  which can, under the direction of appropriate inputs mimic various circuit and logic elements, such as oscillators, buffers, analog to digital converters, feed back loops, et cetera. Here however micro-controller  52  has the simpler task of providing switching signals for turning on and off a set of six output ports  54 A-F by controlling the conductive state of six FET switches  60 A-F. J1939 link  50  handles communications tasks defined by the J1939 standard over private CAN bus  19 . ESC  30  determines output states for RPM based on inputs from the ESC  30  and an activation switch  200 . 
   Referring more particularly to  FIG. 3 , a preferred embodiment of the invention adapted to provide military style black out lighting control is described. An electrical system controller (ESC)  30  receives conventional light requests, typically over the public J1939 bus  18 , from a number of sources, including particularly the gauge controller/cluster  14  and the transmission controller  16 . The transmission controller  16  provides status signals indicating a selection of a gear. An indication that the transmission is in reverse is treated as a request for illumination of back-up lights  226 . The requests for lights (including signals treated as a request for lights) coming over the public J1939 bus  18  and other direct inputs to ESC  30  are grouped as “Light Requests” and shown as an Input into ESC  30 . These inputs may be taken as including requests for the horn  203 . In addition, requests may come from other sources, such as a brake pedal position switch directly to the ESC  30 . Operation of lights may be contingent on the position of the Ignition switch IGN in one of four positions: OFF, ON, start or crank indicated over two inputs  16 N to the ESC  30 . ESC  30  includes FET switches by which the horn  203 , and the first and second groups of conventional lights  211 ,  213  are activated. 
   RPM  40  provides electrical signals for the illumination of black out drive lights  24 , black out marker lights  27  and black out stop lights  29 . In addition, it provides power to a black out control switch pack  205  and the activation signal for the conventional back up lights  226 . Finally, one output from RPM  40  is illustrated as used for a power take off application to emphasize that the RPM  40  is still available up to the limit of its pin outputs for application to other tasks. The black out rear marker lights  27  and black out stop lights  29  will be duplicated on any trailer that vehicle  11  is used to tow and accordingly the activation signals for these lights are used to power relays  227  and  229 , respectively, for connecting a 24 volt power supply  240  to trailer sockets  228  and  230 , which are in turn connected to the appropriate lights mounted on a trailer. Relays are used because it is anticipated that vehicle  11  will operate on a conventional civilian 12 volt system for lighting, while the trailer will use 24 volts. The vehicle is equipped with a parallel 24 volt power supply  240  to enable this feature if needed. No trailer socket is needed for black out drive lights  24  since drive lights are unlikely to ever be needed on a towed trailer. 
   It is a requirement of the system that it be able to enter military mode without moving the ignition IGN from its off position. RPM  40  is energized even when the ignition IGN is in its off position. Upon moving the civilian to military bistable toggle switch  209  in switch pack  205  to “off” or “military”, a signal is raised on the ESC  30  over a J1708 bus  219 . This signal requires confirmation. The confirmation signal source is a confirmation switch  200  which includes a switch  261  and an indication light emitting diode  262 . Basically, LED  262  is connected by a current limiting protection element  202  to battery and to an input of ESC  30 . In response to a request for military mode received over the J1708 bus  219 , the pin to which LED  262  is connected on ESC  30  is pulled low and the LED begins to glow. This is a signal to confirm the request by closing switch  261 , which provides an enable/confirmation signal to RPM  40 . RPM  40  in turn notifies ESC  30  of receipt of the confirmation signal over J1939 private bus  19 . In response ESC  30  disables activation of the conventional lighting system of the first group  211  and the horn  203 . Confirmation may also be required to switch out of military mode back to civilian mode. In civilian mode the black out lights do not operate. The confirmation switch  261  is active for a limited period after operation of one of the switches of switch pack  205 . 
   The lights in the black out group controlled by RPM  40  fall into two groups, those activated automatically by driver actions, i.e. the black out stop lights  29 , and those activated by deliberate driver action, i.e. the black out marker lights  27  and the black out drive lights  24 . Switches  220  and  207  are provided in switch pack  205  to provide control over the black out marker lights  27  and the black out drive lights  24 , respectively. Black out stop lights are activated by RPM  40  in response to a request received by the RPM  40  received over J1939 private bus  19  from ESC  30 , which is generated there in response to a brake position signal. Similarly, ESC  30  provides commands for illumination of drive and marker lights based on signal states it receives over the J1708 bus based on the positions of switches  220  and  207 , respectively. Operation of the selectable black out lights, i.e. the drive and marker lights, requires use of the confirmation switch  261  as set out above before the operation is carried out. The confirmation switch effectively operates as the “enter” switch in military style lighting control arrangements. 
   Back up lights  226  are the vehicle&#39;s conventional, civilian style lights, activated in response to operation of the transmission and request from the transmission controller passed by the ESC  30  to the J1939 private bus  19 . In military mode ESC  30  simply stops passing on the requests and the back up lights are not activated in response to transmission operation. The back up lights  226  are operated from the RPM  30  because in the assignee&#39;s conventional truck designs these lights were actuated in response to transmission status signals from the transmission controller. In the preferred embodiment of the present invention RPM  40  had an open output pin while ESC  30  had none available for lights. It was a simple matter to adapt the confirmation signal of brake light operation from the transmission controller to the ESC as a private back up light request signal, which could be bridged by the ESC  30  to the J1939 private bus  19  for operation on by the RPM  40 . 
   The invention provides a greatly simplified black out lighting system installed as an auxiliary lighting system on a conventional vehicle. Effective disablement of the system may be effected by removal of the switch pack  205  from the vehicle. The civilian military toggle  209  may be implemented as a key switch to prevent capricious use of the system. 
   While the invention is shown in only one of its forms, it is not thus limited but is susceptible to various changes and modifications without departing from the spirit and scope of the invention.