Patent Description:
Auxiliary devices mountable to automotive vehicles often have their own auxiliary lighting system. For example, one such auxiliary device is a snowplow. Snowplows are typically mounted to the front of automotive vehicles. However due to its overall size, the snowplow may obstruct the headlights of the vehicle. Obstruction of the headlights of the vehicle can prevent adequate light from illuminating the ground in front of the vehicle for the operator to properly see what is in front of the vehicle, and can prevent oncoming vehicles that are traveling toward the vehicle with the snowplow from properly seeing the vehicle or the snowplow. Furthermore, when the snowplow is positioned in front of the headlights, the light produced may be reflected back at the vehicle operator, making it more difficult to drive the vehicle. For this reason, auxiliary devices for trucks with snowplows will typically include an auxiliary lighting system such that the issues associated with obstructing or reflecting light from the vehicle is mitigated.

While the auxiliary lighting system can solve or mitigate the obstruction issues, it creates a new source of problems. Specifically, the lights of the auxiliary lighting system must include a means for control by the operator of the vehicle. Attempts have been made to create wiring harnesses that directly connect into the vehicle lighting system such that the power is directed to the vehicle lights, e.g., the vehicle headlights or vehicle marker lights, is directly sent to the auxiliary lighting system lights, e.g., auxiliary headlights or auxiliary marker lights. These wiring harnesses may be connected into connectors provided in the vehicle lighting system or may be directly spliced into the vehicle lighting system.

Unfortunately, as vehicles have become more sophisticated, directly connecting auxiliary lights into the vehicle lighting system in this manner may cause other problems. More particularly, many vehicle computers will monitor the state of the vehicle lights to determine whether they are operating properly. In some instances, when the auxiliary lighting system connects into the vehicle lighting system, the vehicle's computer can sense a change in the vehicle lighting system and generate a fault or error. Furthermore, accessing the various wires and connectors of the vehicle lighting system to properly connect into the vehicle lighting system may be difficult and time-consuming.

<CIT> discloses a method and apparatus for installing and operating an auxiliary lighting system using a vehicle light plug, while <CIT> discloses an auxiliary lighting system that controls the auxiliary lights based on the operational state of the vehicle lights. <CIT> discloses an automotive lighting system with a signal emitting device installed in a lamp socket. The lamp socket is connected to a lighting connection of a vehicle. The signal emitting device emits a signal if the lighting connection is energized. A lighting module is connected to an electrical power supply of the vehicle. The lighting module comprises a receiver, a control unit and a light source. The control unit is disposed to operate the light source in a first mode if a signal is received in the receiver, and in a second mode if the signal is not received.

Embodiments of the present invention are directed at improvements over the current state of the art which may overcome one or more of the problems outlined above. These and other advantages of the invention, as well as additional inventive features, will be apparent from the description of the invention provided herein.

In one aspect, embodiments of the invention provide a vehicle lighting system for use on a motor vehicle having an auxiliary device assembled on the motor vehicle is provided. The vehicle lighting system according to the invention is defined in claim <NUM>. The vehicle lighting system includes a first lighting system located on a body of the vehicle. The first lighting system has a plurality of different lights. A second lighting system is located on the auxiliary device. The second lighting system has a plurality of different lights. A control circuit operates one or more of the plurality of different lights in the second lighting system based on an operating sequence of one or more of the plurality of different lights in the first lighting system.

The first lighting system includes a marker light, and the operating sequence of one or more of the plurality of different lights in the first lighting system includes turning the marker light off, then on, within a predetermined time period. The predetermined time period may range from <NUM> to <NUM> seconds. In more particular embodiments, the predetermined time period is <NUM> seconds.

The control circuit may include a microprocessor and a marker light sensor coupled to the microprocessor. Further, the marker light sensor may be a Hall-Effect sensor. In certain embodiments, the second lighting system includes a low-beam headlight, and the operating sequence of one or more of the plurality of different lights in the first lighting system turns the low-beam headlight on or off.

In some embodiments, the first lighting system includes a marker light, and wherein the low-beam headlight is turned on or off when the marker light is turned on, then off, then on within a predetermined time period. The predetermined time period may range from <NUM> to <NUM> seconds. In more particular embodiments, the predetermined time period is <NUM> seconds.

In a particular embodiment, the control circuit comprises one or more microprocessors, a low-beam headlight sensor, and a marker light sensor coupled to one of the one or more microprocessors, wherein the one of the one or more microprocessors detects the operating sequence based on data from the marker light sensor. In a further embodiment, upon detecting the operating sequence within the predetermined time period, one of the one or more microprocessors determines if the low-beam headlight is on or off based on data from the low-beam headlight sensor. If the low-beam headlight is on, one of the one or more microprocessors turns the low-beam headlight off, and if the low-beam headlight is off, one of the one or more microprocessors turns the low-beam headlight on.

In another aspect, embodiments of the invention provide a method of operating a vehicle lighting system for use on a motor vehicle having an auxiliary device assembled on the motor vehicle. The method includes the step of controlling one or more lights of a second lighting system based on an operating sequence of one or more lights of a first lighting system. The operating sequence of the one or more lights of the first lighting system includes turning one of the one or more lights of the first lighting system off, then on, a predetermined number of times within a predetermined time period.

In some embodiments, controlling one or more lights of the second lighting system based on the operating sequence of the one or more lights of the first lighting system includes controlling a low-beam headlight based on the operating sequence of the one or more lights of the first lighting system. In other embodiments, controlling one or more lights of the second lighting system comprises using a sensor to determine the operating sequence of the one or more lights of the first lighting system.

In other embodiments of the aforementioned method using a sensor to determine the operating sequence of the one or more lights of the first lighting system includes using a marker light sensor to determine the operating sequence of the one or more lights of the first lighting system. In more specific embodiments, using a marker light sensor comprises using a Hall-effect sensor.

In certain embodiments, turning one of the one or more lights of the first lighting system off, then on, the predetermined number of times within the predetermined time period calls for turning a marker light off, then on, the predetermined number of times within the predetermined time period. In particular embodiments, turning a marker light off, then on, the predetermined number of times within a predetermined time period comprises turning a marker light off, then on, one time within <NUM> to <NUM> seconds.

<FIG> provides a simplified illustration of a motor vehicle <NUM> having an auxiliary device <NUM> useable with the motor vehicle <NUM>, and attached to the front of the motor vehicle <NUM>. In this embodiment, the auxiliary device <NUM> is a snowplow. However, it is envisioned that other auxiliary devices, such as a sweeper, could be used on motor vehicle <NUM>. While <FIG> shows the motor vehicle <NUM> as a pick-up truck, embodiments of the invention allow for the use of other vehicles such as a utility vehicle or a <NUM>-wheeler, for example.

The motor vehicle <NUM> includes a vehicle lighting system that may include a plurality of different lights and components and a variety of different configurations. In the illustrated vehicle, the lighting system includes vehicle marker lights <NUM>, vehicle turn signal lights <NUM>, and vehicle headlights that include vehicle high beam lights <NUM> and vehicle low beam lights <NUM>. It is noted that some of the lights may be combined. For instance, a vehicle marker light and a vehicle turn signal light may be provided by a same light bulb. Such a light bulb may have different filaments for each function or be operated at different intensities or for different amounts of times for different functions.

Further, a vehicle headlight may have a single bulb with different filaments for providing a vehicle high beam light and a vehicle low beam light. Alternatively, a vehicle headlight may be provided by two complete different bulbs with one providing the vehicle high beam light and one providing the vehicle low beam light. Further, a single filament may be provided for the vehicle headlight and the filament is operated at different intensities to provide a vehicle high beam light and a vehicle low beam light.

A vehicle headlight is a light used to provide significant illumination for illuminating the ground in front of the vehicle to assist the user in viewing objects over which the vehicle is driving. A vehicle turn signal light or vehicle marker light shall not be construed to be vehicle headlights. However, individual light bulbs of the vehicle may be operated in different manners to function as a particular light.

The vehicle lighting system also, in this embodiment, includes a manually-operable headlight control <NUM> for switching operational states of the vehicle headlight. More particularly, the manually-operable headlight control <NUM> can be used to switch between a high beam mode in which the vehicle high beam lights <NUM> are activated and a low beam mode in which the vehicle low beam lights <NUM> are activated. Again, in accordance with different style of headlights, this switching could include deactivating/activating one filament (e.g. a low beam filament or bulb) and activating/deactivating another filament (e.g. a high beam filament or bulb).

Alternatively, this could include leaving a low beam filament/bulb activate at all times and simply toggling a high beam filament/bulb on (high beam mode) and off (low beam mode). Further yet, this could include using a single filament and increasing the power supplied to the filament/bulb to transition from a low beam mode to a high beam mode and reducing the power supplied to the filament/bulb to transition from the high beam mode to a low beam mode. As such, while separate portions are demarcated in the figures for the vehicle high and low lights <NUM>, <NUM> for ease of illustration, they need not be so configured in operation. This high and low beam features are equally applicable to the auxiliary lighting system <NUM> described below.

The manually-operable headlight control <NUM> is typically located proximate the steering wheel <NUM> and, in some embodiments, is in the form of a stalk that sticks out from the steering column <NUM>. In other embodiments, the manually-operable headlight control <NUM> can also be used to activate a desired vehicle turn signal light <NUM>.

The vehicle lighting system may also include a manually-operable vehicle light control <NUM>. The manually-operable vehicle light control can control the operational state of the vehicle lighting system. For instance, the manually-operable vehicle light control <NUM> can have various different operating modes for the vehicle lighting system. In the illustrated embodiment, the manually-operable vehicle light control <NUM> is a physical knob that can be rotated. However, it could take the form of a virtual selector that can be done by voice command or input using buttons as part of a digital system.

The manually-operable vehicle light control <NUM> can have an "Off" mode where none of the vehicle lights are activated. It can have an "Auto" mode where the vehicle lights, such as the vehicle head lights will automatically turn on and off depending on the environmental conditions (e.g. amount of ambient light) in which the vehicle is operating. It can have a "Marker Light" mode (illustrated as an "ML" in <FIG>) in which the headlights are not activated but marker lights <NUM> are active. Further, it can have a "Head Light" mode (illustrated as "HL" in <FIG>) in which the headlights are activated and, depending on the vehicle, the marker lights <NUM> may or may not be active.

The vehicle lighting system may include a vehicle light controller <NUM>. In the illustrated embodiment, the vehicle light controller <NUM> is operably connected to the various vehicle lights including the vehicle marker lights <NUM>, vehicle turn signal lights <NUM>, and vehicle headlights that include vehicle high beam lights <NUM> and vehicle low beam lights <NUM> by appropriate wiring. The vehicle light controller <NUM> is also operably connected to the manually-operable headlight control <NUM> and the manually-operable vehicle light control <NUM>. The vehicle light controller <NUM> is also operably connected to a power source <NUM> illustrated in the form of a battery that provides power to the vehicle lighting system to power the various vehicle lights and the vehicle light controller <NUM>.

The vehicle light controller <NUM> can receive appropriate signals from the manually-operable headlight control <NUM> and the manually-operable vehicle light control <NUM> and determine which vehicle lights to properly power. The vehicle light controller <NUM> may be a plurality of modules (e.g. one for the vehicle headlights, one for the vehicle marker lights and one for the vehicle turn signal lights <NUM>, or any combination thereof).

The vehicle lighting system, typically the vehicle light controller <NUM>, may also include a "flash-to-pass" feature where when the manually-operable vehicle light control <NUM> is in a mode where the vehicle headlights would normally be deactivated that when the manually-operable vehicle headlight control <NUM> is manipulated to otherwise change the operational state of the vehicle headlight that a brief amount of power is sent to the vehicle headlight to cause the vehicle headlight to flash. This is often used when a user wants to signal to other vehicle operators that the user is going to make a passing maneuver.

The vehicle light controller <NUM> will receive a signal from the manually-operable vehicle headlight control <NUM> that indicates a desire to change the operational state of the vehicle headlight and then cause such a vehicle headlight flash to occur. The flash may be any of the vehicle high beam lights <NUM>, the vehicle low beam lights <NUM> or a combination thereof. The actuation of the manually-operable vehicle headlight control <NUM> is switched between fixed positions or is pushed to a different position and then it automatically springs back to its original position.

Embodiments of the invention provide an auxiliary lighting system <NUM> for use with the auxiliary device <NUM>. The auxiliary lighting system <NUM> finds particular usefulness in providing auxiliary lighting when the vehicle lights of the vehicle lighting system are otherwise insufficient or blocked by the auxiliary device <NUM>.

In the illustrated embodiment, the auxiliary lighting system <NUM> includes auxiliary marker lights <NUM>, auxiliary turn signal lights <NUM>, and auxiliary headlights that include auxiliary high beam lights <NUM> and auxiliary low beam lights <NUM> (referred to as a group as auxiliary lights <NUM>, <NUM>, <NUM>, <NUM>). The auxiliary lighting system <NUM> is operably connected to a power source to supply power to the various auxiliary lights. In this embodiment, the auxiliary lighting system <NUM> directly obtains power from the vehicle power source <NUM>. The power to power the auxiliary lights <NUM>, <NUM>, <NUM>, <NUM> is not provided by the vehicle lighting system. While this embodiment shares the vehicle battery to power both the vehicle lighting system and the auxiliary lighting system, a second power source could be provided to power the auxiliary lighting system <NUM>.

An auxiliary light controller <NUM> is operably connected to the auxiliary lights <NUM>, <NUM>, <NUM>, <NUM> to operably control the operational states of the auxiliary lights <NUM>, <NUM>, <NUM>, <NUM>. The auxiliary light controller <NUM> includes the appropriate internal circuitry to control power distribution to the auxiliary lights <NUM>, <NUM>, <NUM>, <NUM> such that they auxiliary lights <NUM>, <NUM>, <NUM>, <NUM> are appropriately powered and controlled for their desired operation. The auxiliary lights <NUM>, <NUM>, <NUM>, <NUM> can be mounted to the auxiliary device <NUM> or could otherwise be mounted to the motor vehicle <NUM>. Further, the auxiliary light controller <NUM> could be mounted on the motor vehicle <NUM>, e.g., under the hood/in the engine compartment of the motor vehicle <NUM> or, as illustrated, mounted directly onto the auxiliary device <NUM>.

The auxiliary lighting system <NUM> is configured to simulate at least one if not all of the lights of the vehicle lighting system so that the vehicle lighting system need not be relied upon when using the auxiliary device <NUM>. This is particularly useful when the auxiliary device <NUM> obscures or otherwise reduces the effectiveness of the vehicle lights of the vehicle lighting system.

As noted above, due to the changes in complexity of vehicle lighting systems, directly connecting auxiliary lights into the vehicle lighting system can cause undesirable consequences and difficulties. Embodiments of the auxiliary lighting system of the instant invention attempt to overcome or reduce the disadvantages related to prior auxiliary lighting systems.

It is a feature of some embodiments, that the auxiliary lighting system <NUM> can be activated and controlled by using manually-operable vehicle controls that are part of the vehicle lighting system. More particularly, one or more of the auxiliary lights <NUM>, <NUM>, <NUM>, <NUM> may be activated and/or manipulated using the manually-operable headlight control <NUM> and/or the manually-operable vehicle light control <NUM>. Further still, the auxiliary lighting system <NUM> may be activated using the manually-operable headlight control <NUM>. While not necessary in all embodiments, it is preferred, if the auxiliary lighting system <NUM> can be implemented without having to electrically connect to any of the vehicle lighting system. Note, the power source shall not be considered part of the vehicle lighting system and thus sharing a same power source, e.g. battery, shall not be considered electrically connecting the auxiliary lighting system <NUM> to the vehicle lighting system.

To facilitate operation of the auxiliary lighting system <NUM>, the auxiliary lighting system <NUM> includes a plurality of sensors that sense the operational state of various ones of the vehicle lights. In the embodiment illustrated in <FIG>, the auxiliary lighting system <NUM> includes vehicle marker light sensors <NUM>, vehicle turn signal light sensors <NUM>, vehicle head light sensors in the form of vehicle high beam light sensors <NUM> and vehicle low beam light sensors <NUM>. Each sensor <NUM>, <NUM>, <NUM>, <NUM> operably senses the operational state of the corresponding vehicle light. Further, each vehicle light sensor <NUM>, <NUM>, <NUM>, <NUM> operably sends an operational state signal to the auxiliary light controller <NUM> such that the auxiliary light controller <NUM> can, at least in part, operably control the operation of the auxiliary lights <NUM>, <NUM>, <NUM>, <NUM>. In the illustrated embodiment, the sensors <NUM>, <NUM>, <NUM>, <NUM> are wired directly to the auxiliary light controller <NUM>. However, in other embodiments, the vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> can wirelessly communicate with the auxiliary light controller <NUM> using any wireless communication protocol such as Bluetooth, Wi-Fi, infrared, sonar, etc..

One independent feature of the auxiliary lighting system <NUM> is that the auxiliary lighting system <NUM> activates upon activation of the vehicle marker lights <NUM>. The auxiliary lighting system <NUM> is thus configured to activate when auxiliary light controller <NUM> receives a vehicle marker light operational state signal from one or more of the vehicle marker light sensors <NUM> that indicates that one or more of the vehicle marker light sensors <NUM> is active. The reason for activating the auxiliary lighting system based on an active operational state of the vehicle marker light <NUM> is that, as outlined above, most vehicles include an operational state for the vehicle lighting system in which the marker lights <NUM> may be active while the vehicle headlights are inactive, except during flash to pass activities. Thus, a user may activate the auxiliary lighting system <NUM> using controls that are part of the standard vehicle lighting system to activate the auxiliary lighting system <NUM>. More particularly, the user can simply switch the manually-operable vehicle light control <NUM> to Marker Light mode to activate the auxiliary lighting system <NUM> without also turning on the vehicle headlights.

With the manually-operable vehicle light control <NUM> in Marker Light mode, the vehicle marker lights <NUM> will activate. The activation of the vehicle marker lights <NUM> will be sensed by the vehicle marker light sensors <NUM> and a vehicle marker light operational state signal will be sent to the auxiliary light controller <NUM>, and the auxiliary light controller <NUM> will transition to an active state. In some implementations, activation of the auxiliary light controller <NUM> upon receipt of the vehicle marker light operational state signal indicating that the vehicle marker light is active will cause the auxiliary light controller <NUM> to automatically activate the auxiliary headlight, e.g. one or both of the auxiliary high beam light <NUM> and/or auxiliary low beam light <NUM>.

In the embodiment illustrated in <FIG>, the vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> can be photoelectric devices that sense the intensity of light produced by the corresponding vehicle lights <NUM>, <NUM>, <NUM>, <NUM>. Typically, the vehicle light sensors <NUM>, <NUM><NUM>, <NUM> are aimed away from the auxiliary device <NUM> and toward the corresponding vehicle lights <NUM>, <NUM>, <NUM>, <NUM>. In one implementation, the vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> are directly secured to the outer lens of the corresponding vehicle lights <NUM>, <NUM>, <NUM>, <NUM>.

These vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> do not electrically connect into the vehicle lighting system. Because these vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> do not electrically connect into the vehicle lighting system, the problems outlined above, related to conventional auxiliary lighting systems, do not occur. More particularly, the computer of the motor vehicle <NUM> that monitors various operations of the vehicle will not get signals that changes in the vehicle lighting system have occurred nor will there be false signals that a trailer or other device is being towed by the vehicle such that any backup cameras or sensors are deactivated, such as with systems that connect into the trailer plug of a vehicle.

As such, the vehicle marker light sensor <NUM> will monitor the intensity of the vehicle marker light <NUM> and send a corresponding vehicle marker light operational state signal to the auxiliary light controller <NUM>. Based on this vehicle marker light operational state signal, the auxiliary light controller <NUM> will activate or keep deactivated the auxiliary headlights (e.g., send, or not send, power to the auxiliary head lights).

In a particular embodiment, the auxiliary light controller <NUM> has an auxiliary light control on state wherein at least one of the auxiliary high beam light <NUM> and the auxiliary low beam light <NUM> is active and an auxiliary light control off state wherein both of the auxiliary high beam light <NUM> and the auxiliary low beam light <NUM> are inactive. The auxiliary light controller <NUM> switches from the auxiliary light control off state to the auxiliary light control on state upon receipt of a vehicle marker light operational state signal indicating that at least one vehicle marker light <NUM> is active.

Further, in some implementations, the auxiliary light controller <NUM> will immediately switch from the auxiliary light control on state to the auxiliary light control off state when the vehicle marker light operational state signal indicates that the vehicle marker light <NUM> is inactive. Alternatively, in some embodiments, the auxiliary light controller <NUM> will switch from the auxiliary light control on state to the auxiliary light control off state only after a predetermined amount of time has passed after a vehicle marker light operational state signal indicating that the vehicle marker light <NUM> is inactive has been received. This can help prevent flickering of the auxiliary headlights and reduce the likelihood of undesirable turning off of the auxiliary headlights.

In some implementations, a further independent feature is that the auxiliary light controller <NUM> will operably control the auxiliary marker lights <NUM>, e.g., by controlling power thereto, such that the auxiliary marker lights <NUM> match the operational state of the vehicle marker lights <NUM>.

A further independent feature of some implementations is that the manually-operable controls of the vehicle lighting system can be used to control the auxiliary headlight. More particularly, the user can use the manually-operable headlight control <NUM> to switch between an auxiliary high beam mode in which the auxiliary high beam light <NUM> is activated and an auxiliary low beam mode in which the auxiliary low beam light <NUM> is activated. Typically, in the auxiliary high beam mode, the auxiliary low beam light <NUM> is deactivated and in the auxiliary low beam mode, the auxiliary high beam light <NUM> is deactivated.

However, as outlined above for the vehicle headlight, switching between a high beam and low beam may simply be done by leaving the low beam active and activating the high beam function. Alternatively, a change in power may be provided. However, any of these situations can be considered controlling both an operational state of the auxiliary high beam light and the operational state of the auxiliary low beam light. For example, controlling an operational state of the auxiliary high beam and controlling the operational state of the auxiliary low beam light may be increasing/decreasing power to a single filament/bulb, deactivating/activating one filament and activating/deactivating another filament, leaving one filament/bulb active while activating/deactivating a second filament (e.g., leaving the low beam active at all times while toggling the high beam on and off).

More particularly, the auxiliary light controller <NUM> receives a vehicle headlight operational state signal from the vehicle headlight sensor, illustrated in the form of vehicle high beam light sensors <NUM> and vehicle low beam light sensors <NUM> related to the operational state of the vehicle headlights. The auxiliary light controller <NUM> controls an operational state of the auxiliary high beam light <NUM> based on the vehicle headlight operational state signal and controls the operational state of the auxiliary low beam light <NUM> based on the vehicle headlight operational state signal.

When the auxiliary light controller <NUM> senses a change in the operational state of the vehicle headlight, the auxiliary light controller <NUM> will also make a change in the operational state of the auxiliary head light. For example, when the auxiliary light controller <NUM> receives a vehicle headlight operational signal that one or both of the vehicle high beam light <NUM> and/or the vehicle low beam light <NUM> has been activated the auxiliary light controller <NUM> can switch between the auxiliary high beam mode and the auxiliary low beam mode.

Because vehicles are typically equipped with the flash to pass capabilities where the vehicle headlight will activate upon manipulation of the manually-operable headlight control <NUM> even with vehicle headlight in an inactive state, this flash to pass capability can be used to signal a change in the operational state of the vehicle headlights which is used to trigger a change in the operational state of the auxiliary headlights, e.g., a changing between the auxiliary high beam mode and the auxiliary low beam mode. A significant benefit of this arrangement is that the user is already trained to switch between dims and brights using the same exact control for the vehicle head lights. Further, this avoids requiring a user to find a switch on a separate controller of the auxiliary device to switch between the auxiliary low beam mode and the auxiliary high beam mode, which can cause a user to take their eyes off of their surrounding environment.

Preferred embodiments of this invention are described herein, including the best mode known to the inventors for carrying out the invention. Variations of those preferred embodiments may become apparent to those of ordinary skill in the art upon reading the foregoing description. The inventors expect skilled artisans to employ such variations as appropriate, and the inventors intend for the invention to be practiced otherwise than as specifically described herein. Accordingly, this invention includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the invention unless otherwise indicated herein or otherwise clearly contradicted by context.

<FIG> is an enlarged partial illustration of the motor vehicle <NUM> of <FIG> including the auxiliary device <NUM> and an alternative auxiliary lighting system <NUM>. The auxiliary lighting system <NUM> of <FIG> includes vehicle marker light sensors <NUM>, vehicle turn signal light sensors <NUM>, vehicle head light sensors in the form of vehicle high-beam light sensors <NUM>, and vehicle low-beam light sensors <NUM>, which are operably connected to an auxiliary light controller <NUM>.

Again, the vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> do not electrically connect into the vehicle lighting system to avoid the problems outlined above. However, in certain embodiments, the vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> are Hall-Effect sensors that sense the magnetic field of a vehicle light wire associated with a corresponding vehicle light <NUM>, <NUM>, <NUM>, <NUM>. More particularly, vehicle marker light sensors <NUM> sense the magnetic field produced by vehicle marker light wires <NUM> associated with activating the vehicle marker lights <NUM> to create a vehicle marker light operational state signal.

In a specific embodiment, the vehicle turn signal light sensors <NUM> sense the magnetic field produced by vehicle turn signal light wires <NUM> associated with activating the vehicle turn signal lights <NUM> to create a vehicle turn signal light operational state signal. Vehicle high beam light sensors <NUM> sense the magnetic field produced by vehicle high beam light wires <NUM> associated with activating the vehicle high beam lights <NUM> to create a vehicle high beam light operational state signal. Vehicle low beam light sensors <NUM> sense the magnetic field produced by vehicle low beam light wires <NUM> associated with activating the vehicle low beam lights <NUM> to create a vehicle low beam light operational state signal.

More particularly, when power is sent across any of the wires <NUM>, <NUM>, <NUM>, <NUM>, the magnetic field generated thereby will change. This will change the signal sent by the corresponding vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> allowing the auxiliary light controller <NUM> change operation and properly power the desired auxiliary lights. While wires extending between the vehicle light controller <NUM> and the corresponding vehicle lights <NUM>, <NUM>, <NUM>, <NUM> are sensed, other wires associated with activating the particular vehicle lights <NUM>, <NUM>, <NUM>, <NUM> may be sensed. For instance, wires extending between the vehicle light controller <NUM> and the manually-operable headlight control <NUM> and the manually-operable vehicle light control <NUM> may be sensed to produce the appropriate vehicle light operational state signals.

<FIG> illustrates a further embodiment of an auxiliary lighting system <NUM> for use with auxiliary device <NUM>. This auxiliary lighting system <NUM> operates in substantially the same way as the prior auxiliary lighting systems <NUM>, <NUM>. However, in this embodiment, the auxiliary lighting system <NUM> directly electrically connects into the vehicle lighting system.

In this system, the vehicle lighting system further includes a fuse box <NUM> that includes a vehicle marker light fuse <NUM>, a vehicle turn signal light fuse <NUM>, one or more vehicle headlight fuses illustrated in the form of a vehicle high beam light fuse <NUM>, and a vehicle low beam light fuse <NUM>.

The auxiliary lighting system <NUM> includes vehicle marker light sensor <NUM>, vehicle turn signal light sensor <NUM>, vehicle head light sensor in the form of vehicle high beam light sensor <NUM> and vehicle low beam light sensor <NUM>. These sensors are fuse circuit taps that plug into the slot where the standard fuse plugs into the vehicle lighting system. Here, the corresponding vehicle light operational signals are in the form of electrical current or electrical voltage sensed using the fuse circuit taps. This system electrically connects into the vehicle lighting system, but still overcomes some of the problems with prior systems in that the particular location of the tap may not cause computer errors. The amount of load is so limited that the system <NUM> does not typically cause computer errors, and it does not plug into trailer plugs that can disable back up cameras or sensors.

A further auxiliary lighting system, not illustrated, uses direct wire taps that pierce through the insulation of wires associated with activating the vehicle lights <NUM>, <NUM>, <NUM>, <NUM>. These direct wire taps directly electrically connect into the vehicle lighting system.

<FIG> illustrates a further implementation. In this embodiment, there is wireless communication operably between the vehicle light sensors <NUM>, <NUM>, <NUM>, <NUM> and the auxiliary light controller <NUM>. In this embodiment, a wireless radio <NUM> sends signals to the auxiliary light controller <NUM> wirelessly. In alternative embodiments, each vehicle light sensor <NUM>, <NUM>, <NUM>, <NUM> could include a wireless radio and directly wirelessly communicate with the auxiliary light controller.

The vehicle light controller <NUM> and auxiliary light controller <NUM> shall have all necessary microprocessors, storage, communication circuits (e.g. which may include among other things wireless radios and receivers), power control circuitry (e.g. for controlling power to the corresponding auxiliary lights, which may include, among other things, switches and relays) and other electrical devices necessary to perform the required functions thereof. These electrical devices may be in a single module or separated into separate modules. Further, some parts of the controllers may be located on the motor vehicle <NUM> while other parts of the controllers may be located on the auxiliary device <NUM>.

<FIG> is a schematic representation of an auxiliary light controller <NUM> usable in one or more of the auxiliary lighting systems described above. The auxiliary light controller <NUM> includes a receiver <NUM> configured to receive signals from, one or more of the vehicle light sensors. The receiver <NUM> may receive the signals via wired connection <NUM> or wireless communication <NUM> or a combination thereof.

The receiver <NUM> communicates the signals to a microprocessor <NUM>. The microprocessor <NUM> can use the signals to determine how to properly control the various auxiliary lights of the auxiliary lighting system. The microprocessor <NUM> can then control power distribution circuitry <NUM> that properly regulates power from a power source <NUM>. Again, the power source <NUM> could be the standard power source <NUM> provided by the motor vehicle <NUM> (e.g. the battery) or alternatively could be a dedicated power source provided for the auxiliary lighting system. However, such a dedicated power source could be recharged using the standard vehicle electrical system (e.g., an alternator).

The power distribution circuitry <NUM> could be provided by appropriate switches, relays, transistors, field-effect transistors, etc. In some embodiments, the auxiliary light controller <NUM> does not require a microprocessor. For example, the signals sent from the vehicle light sensors can be used by the power distribution circuitry <NUM> to adjust the power supplied to the various auxiliary lights, such as by way of appropriately wired switches, relays , transistors, field-effect transistors, etc..

<FIG> is a schematic diagram illustrating a vehicle lighting system <NUM> for the motor vehicle <NUM> (see <FIG>). As explained above, the motor vehicle <NUM> has its first lighting system <NUM> with a plurality of different vehicle lights and a second lighting system <NUM>, located on the auxiliary device <NUM>, with its own plurality of different vehicle lights. In the embodiment of <FIG>, the first lighting system <NUM> includes a driver side vehicle lamp <NUM> and a passenger side vehicle lamp <NUM>. The driver side vehicle lamp <NUM> and the passenger side vehicle lamp <NUM> may each include a marker light <NUM>, right and left turn signals <NUM>. Typically, the driver side vehicle lamp <NUM> and the passenger side vehicle lamp <NUM> each include a low-beam headlight <NUM> and a high-beam headlight <NUM>.

In a further embodiment, the auxiliary device <NUM> is a snow plow, and the second lighting system <NUM> is attached to some portion of the snow plow assembly, which includes the snow plow <NUM> and the apparatus for attaching the snow plow <NUM> to the motor vehicle <NUM>. Similarly, the second lighting system <NUM> may include a driver side plow lamp <NUM> and a passenger side plow lamp <NUM>. The driver side plow lamp <NUM> and the passenger side plow lamp <NUM> may each include a marker light <NUM>, right and left turn signals <NUM>. Typically, the driver side plow lamp <NUM> and the passenger side plow lamp <NUM> each include a low-beam plow headlight <NUM> and a high-beam plow headlight <NUM>.

<FIG> also illustrates an embodiment of a control circuit <NUM> that controls one or more lights of a second lighting system <NUM> based on an operating sequence of one or more lights of a first lighting system <NUM>. The operating sequence of the one or more lights of the first lighting system <NUM> typically includes turning one of the one or more lights of the first lighting system <NUM> off, then on, a predetermined number of times within a predetermined time period. The predetermined time period may range from <NUM> to <NUM> seconds. In more particular embodiments, the predetermined time period is <NUM> seconds.

As explained above, the first lighting system <NUM> has a plurality of different lights, e.g., marker lights, turn signals, headlights, etc. A second lighting system <NUM> is located on the auxiliary device <NUM>. In the embodiment shown, the second lighting system <NUM> has the same plurality of different lights as the first lighting system <NUM>. The control circuit <NUM> operates one or more of the plurality of different lights in the second lighting <NUM> system based on an operating sequence of one or more of the plurality of different lights in the first lighting system <NUM>.

In the embodiment of <FIG>, the first lighting system <NUM> includes a marker light <NUM>, and the operating sequence of one or more of the plurality of different lights in the first lighting system <NUM> includes turning the marker light <NUM> off, then on, within a predetermined time period. The predetermined time period may range from <NUM> to <NUM> seconds. In more particular embodiments, the predetermined time period is about <NUM> seconds.

The control circuit <NUM> may include one or more microprocessors, as might be found in the vehicle light controller <NUM> and the auxiliary light controller <NUM> of <FIG>. The control circuit <NUM> may also include a marker light sensor <NUM> and an auxiliary device low-beam headlight sensor <NUM> (shown in <FIG>, <FIG>, and <FIG>) each of which is coupled to one of the one or more microprocessors. Further, the marker light sensor <NUM> and auxiliary device low-beam headlight sensor <NUM> may be Hall-Effect sensors or a similar type of sensor that senses the magnetic field in the wire supplying power to the marker light <NUM>. In certain embodiments, the second lighting system <NUM> includes the auxiliary device low-beam headlight <NUM>, and the operating sequence of one or more of the plurality of different lights in the first lighting system <NUM>, e.g., the marker light <NUM>, turns auxiliary device low-beam headlight <NUM> on or off.

In specific embodiments, the marker light <NUM> of the first lighting system <NUM> is turned on, then off, then on within the aforementioned predetermined time period. When the control circuit <NUM> detects this operating sequence, via the marker light sensor <NUM>, the low-beam headlight <NUM> of the second lighting system <NUM> is turned on or off depending on its operating state when the operating sequence is performed. As stated above, the predetermined time period may range from <NUM> to <NUM> seconds, though time periods both shorter and longer are envisioned. In more particular embodiments, the predetermined time period is set at <NUM> seconds. For example, turning the marker light off, then on, one time within <NUM> to <NUM> seconds will cause the control circuit <NUM> to turn off the low-beam headlight <NUM>, and the high-beam headlight <NUM>, if being used.

Claim 1:
A vehicle lighting system (<NUM>) for use on a motor vehicle (<NUM>) having an auxiliary device (<NUM>) assembled on the motor vehicle (<NUM>), the vehicle lighting system (<NUM>) comprising:
a first lighting system (<NUM>) configured to be located on a body of the motor vehicle (<NUM>), the first lighting system (<NUM>) having a plurality of different lights (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>);
a second lighting system (<NUM>, <NUM>, <NUM>, <NUM>) configured to be located on the auxiliary device (<NUM>), the second lighting system (<NUM>, <NUM>, <NUM>, <NUM>) having a plurality of different lights (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>);
a control circuit (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>) operating one or more of the plurality of different lights in the second lighting system (<NUM>, <NUM>, <NUM>, <NUM>) based on an operating sequence of one or more of the plurality of different lights in the first lighting system (<NUM>);
characterized in that the first lighting system (<NUM>) includes a marker light (<NUM>), and that the operating sequence of one or more of the plurality of different lights in the first lighting system (<NUM>) includes turning the marker light (<NUM>) off, then on, within a predetermined time period.