CA2014910A1 - Optical multiplexed electrical distribution system particularly suited for vehicles - Google Patents

Abstract

OPTICAL MULTIPLEXED ELECTRICAL DISTRIBUTION
SYSTEM PARTICULARLY SUITED FOR VEHICLES

ABSTRACT OF THE INVENTION
A multiplexed transmission scheme that reduces the complexity of the normal electrical wiring harness of a vehicle is disclosed. The system directly routes electrical excitation to motorize devices and multiplexes the control of the motorized devices along with the control of lighting devices by means of an optical transmission scheme having a high intensity light source as its source of light energy. Various devices are disclosed that interface with a control buss, light busses, and power buss all related to the multiplexed system. Further disclosed are related optical devices that allow the operator of a vehicle to provide commands to the multiplexed transmission scheme so as to provide control of all of the operator selected electrical devices of the vehicle.

Description

OPTICAL MULTIPLEXED ELECTRICAL DISTRIBUTIQN
SYSTEM PARTICULARLX_~ETE~ Fo~ VE~ICLES

CROSS REFERENCE TO RELATED ~PPLICATION
U.S. Patent Application Serial No. __ (Attorney Docket LD 9973) ~iled concurrently herewith is related to the present invsntion.

BACXGROUND OF T~HE INVENTION
The present invention relates to an electrical distribution system for a vehicle, and more particularly, to an optical mul~iplexed distribution system that reduces the complexity o~ the electrical wiring harness o~ a vehicle.
As ~iscussed in U.S. Patent Applica~ion Serial No.
123,S44, filed November 23, 1987 and assigned to same as~ignee as a prese~t invention, it is known that ~iber optics may be used efficiently to carry the output o~ a light source to various locations without encountering any substantial transmission losses thereo~. Th~
optical fibers in cooperation with a high brightness light source finds various related ~pace re~tricted applications such as encountered ~or aerodynamically styled vehicles.
Similarly, as disclosed in U.S. Patent Applica~ion Serial No. 266,129, filed Nov~b~r 2, lg88, a ..
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~2- LD 9974 centralized lighting system which is particularly suited for vehicles comprises an integrated high brightness light source which is coupled to optical light guides and serve~ the lighting needs of the vehicle.
While the above two (2) disclosures provide light generating and distribution systems for a vehicle, there still remains a need to reduce the complexity of the light generating and distribution system, along with the overall electrical distribution system, in particular, the wiring harness related to the electrical needs of the vehicle. Some of the problems that create the complexity of the elactrical distribution system of a vehicle, is that the switches for illuminating or motorizing device~ that may be activated by a driver must be located in a convenient location while the function belng switched may be physically and visibly quite remotQ and possibly in a number of locations. For example, the emergency 2Q flashes o~ a vehicle are commonly ac~ivated from the steering column, but the related blinker devices activate at least four (4) lamp~ on and off that are located on the front and rear of the vehicle. The circuit to accomplish this function i~ further complicated by tha fact that the same fo~lr (4) lamps are also used to provide turn signals and, in some cases, the related lamps are also used as brake lights. A similar complication exists with regard to the electrically activated d&vices, such a8, door locks 3Q being located on individual doors for selectability while the overall control may be on a panel wi.hin the direct reach of the driver. As a result o~ these complexities, the wiring harness for a vehicle i~ a relatively co~plex arrangement having the need for simpli~ication.
Accordingly, it is an object of th~ present ~3- L~ 9974 invention to provide a control system that reduces the complexity of the related wiring harne~s for illuminat.ing and electrically activated devices o~ a vehicle.

SUMMA~Y Q~ THE I~YE~Q~
The present invention is dir~cted to a multiplexed control scheme thak reduces the complexity of the electrical distribution system of a vehicle.
The control system comprises a light source, a power source, a control buss, light busses and a power buss. The control system further comprises at least one control panel, various control lo~ic, control buss interfacing devices, light buss interfaclng devices and power buss interfacing devices.
The light source generates light energy ~or a plurality of the light busses which are routed within the vehicle. The power source by means of the power bllss is routed to and provides electrical energy to operator controlled electrically activated devices of the vehicle. The at least one control panel is connected to one of the light busses and is re~ponsive to a plurality of operator initiated commands for controlling the electrically activated device~ along with lighting devices o~ a vehicle. The control panel is also responsive to operator initiated commands, such as turn signal devices, signaling the ~orthcoming motion of the vehicle. The control panel generates a plurality of output signals ~ach respectively representative of the operator initiated commands. The control logic is responsive ~o ~he output signals of the control panel and generates corr~sponding control signals onto a control bu~s routed throughout the vehicle. The electrically activated devic~s and the lighting devices are each provided wi~h a devic~ to mate into and communicate with the control buss. Each , ; " ' " ''; ~

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of the cont~ol buss interfacing devices responds to the respective output signals of the control logic related to the electrically activated devices and the liyhting devices. A device is provided ~or respectively interfacin~ each of the lighting device~ with an associated light buss. Each of the lighting ~U5S
i~terface devices couples its respective lighting device to its light buss in respon~e to a corresponding output signal from the respective control buss interfacing device. A device is proYided for respectively interfacing each of the electrically activated devices with the power buss. Each of the power buss interfacing devices is coupled to respective -electrically activated devices in r~sponse to a respective output signal from its respective control buss in~erfaci~g device.

BRIE~F DESCRI~T~Q~L5~ E_eBAWING
Fig. 1 is a block diagram of the mult~plexed control syste~ for a vehicle according to the present invention.
Fig. 2 is a block diagram generally illustrating the interconnections of the external devices under operator control of one embodiment o~ at least one control panel related to the present invention.
Fiq. 3 is a block diagram of a first embodiment of the control logic employing a plurality o~ output optical fibers.
Figs. 4(a) and 4(b) are resp~ctively a block diagram and a sche~atic arran~ement of another embodiment of tha control logic e~ploying color coding as a multiplexing ~cheme ~or transmi~ion.
Figs. 5(a) and 5(b) are respectively a schematic block diagram and a schematic arrangement of a con~rol buss inter~ace device related to th~ control logic of Figs. 4(a) and 4(b).

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Fig. 6 is a block diagram of a ~urther em~odiment of the control logic employing light frequency coding as a multiplexing scheme for transmisaion.
Fig. 7 is a block diagram of the control bu~s device related to the control logic embodiment of Fig.
6.
Figs 8(a) and 8(b) and 8tC) are schematic block diagrams of one embodiment of initiating and color coding a control signal which is applied to the control buss and responded to by a lighting bus~ interfacing device.
Figs~ 9(a) and 9(b) are respectively a schematic block diagram and a schematic arrangement of a first lightiny buss interface device related to the present invention.
Figs. 10(a) and 10(b) are rsspectively a block diagram schematic and a schematic arrangement of a second lighting buss interfac~ device related to the present invention.
Figs. ll(a) and ll(b) are respectively a block diagram ~chematic and a schematic arranqement of another lighting buss interface devica related to the present invention.
Fig. 12 is a block diagr~m schematic of a power buss inter~ace device related to the present invention.

DETAILED DESCRIPTION OF TH~ PRE~E~ED EMBODIMENTS
Referrlng to the drawing, Fig. 1 is a block diagram of the multiplex~d control sy~tem lO particularly suited for a vehicle. The ~ystem 10 comprises a light source 12, a power source 14, and at least on~ control pan~l 16~
The light source 12 may be of the typ~ described in the aforementioned U.S. Patent Application Serial No.
266,129 filed November 2, 1988. The light source 12 is centrally locat~d within the vehicle and of a high x~

brightness level more than s~ficient to provide all of the illumination needs of the vehicle. The light ~ource 12 generatas light energy for a plurality of light busses which ara routed within vehicle and provide the light energy for vehiale lighting devices.
For the embodiment shown in Fig. 1, the light source 12 has four (4) separate light bus~es shown as 12A (light buss A), 12B (light buss B), 12C (light buss C), and 12D (light buss D). ~he li~ht busses 12A, 12B, 12C, and 12D are respectively routed to the at least one control panel 16, and interface devices 24, 26, and 2~.
The power source 14, illustrated as a typical automotive battery, provides the excitation that is applied to power buss 14A which is routed to and provides electrical energy to electrically actlvated devices o~ the vehicle related to the present invention and which are under control o~ the operator initiated re~ponses selectable from the control panel 16. The control panel 16 is also responsive to operator initiated commands signifying the forthcoming motion of the vehicle ~uch as stop, turn and brake commands typically initiated from or near the steering column of the vehicle. The at least one control panel 16 generateC a plurality of output signals LIA...MIN each respectively reprQsentative of the operator initiated commands. Control logic 22 is responsive to the ou~put signals LIA...MIN and qenerate~ corresponding con~rol signals onto a control buss 22I, having variou~
embodiments to be described.
A device 32 is provid~d ~or respeeti~ely interfacing each of the electrically activated devicQs and each of the lighting devices with the control buss 22I. Each of these control buss in~erfacing ~evices 32 responds to the corresponding respectiv~ output ~ignal related to the electrically ac~ivated devices or th~

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lighting devices, which, in turn, generate output signals in response thereto.
Devices 24, 26 and 28 respectively interface each of the lighting devices with a related light buss.
S Each of the li~ht buss interfacing device 24, 26 and 28 couples the related lighting device to the related light buss in response to the respectlve output signal from the corresponding control buss interfacing device. The device 30 provides for re~pectively interfacing each of the electrically activated davices with the power buss 14A. Each of these power buss interfacing devices couples its re~pective electrically activated device to the power buss in response to respective output signals from the corresponding lS control buss interfacing device.
The at least one control panel 16 has variouq embodiments one of which is shown in Fig. 2 and may be conveniently located relative to the operator of the vehicle~ Other control panels may be distributed within the vahicle and positioned at the same location of the electrically activated devices or lighting devices; e.g., at the door or doors where the door locks are located. The control or the displays of one or more control panels are typically associated with lighting devicas, electrically activated devices and sansors and some of which are given in Table 1.

, , ~8- LD 9974 LIGHTING DEVICFS
~fPS
HEADLAMPS ON-OFF
HEADhAMPS HIGH-LOW
P~RKING
TURN SIGNAL
CORNERING
FLASHEXS
STOP
BACKING
DOME
GLOVE
COURTESY

EI.ECTRICALLY ACTIVATED
DEyICES
WIPERS MIST, LOW, HIGH
WASHERS
~IRRORS
LOCKS - DRIVERS DOOR AND EACH DOOR
COMBINATION LOCK - DRIVERS DOOR AND EACH DOOR
WINDOWS - DRIVERS DOOR AND EACH DOOR
TRUNK L~TCH
HEATER FAN
CRUISE CONTROL
AIR CONDITIONING
RADIO

SENSORS

OIL LEVEL
SPEED
RPM
WATER TEMP
WATER LEVEL
WASHER FLUID
BATTERY ACID
DOOR OPEN-DOME LIGHT COURTESY LIGHT-WARNING CHIME
KEY LEFT W~RNING-WARNING CHI~E
HEADLIGHT ON WARNING-WARNING CHIME

The activation of the a~sociated equipmen~ given in Table 1 may be accomplished in various manner~ one of - . . . .

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~9~ LD 9974 which is that the courtesy and dome lights may be operated electrically and come on when any door of the vehicle is opened. The light source 12 coupled to light buss 12A, which is connected to control panel 16, may he activated when the key o~ the vehicle is placed into the keyhole on the steering column.
The control panel 16 of Fig. 2 has an input stage 34 ~upplied, in part, ~rom light buss 12A and which is responsive to the operator initiated commands 18. For the embodiment shown in Fig. 2, the control panel has an input stage 34 for accepting input commands, a processing stage 36 for determination of and response to the received commands, and an output stage 38 to provide the drive signals to various embodiments of the control logic 22. The input stage 34 also interfaces with and is responsive to electrical signals generated by the various switch actions from a plurality of switches typically located near or on a steering column 20. The excitation for the plurality of the switches related to the steering column along with the other devices responsive to operator commands 18 may be from the power buss 14A or as will be described hereinafter with regard to Fig. 8 from a light buss such as 12A.
The input stage 34 generates output signals 34A...34N
which correspond to the active or inactive state of the commands receivable at the input stage 34. The output signals 34A...34N are routed to a processing tage 36.
The processing stage 36 in response to input signals 34A...34N generates output signals 36A...36N
which are indicative of the commands of the various lighting devices and electrically activated devices whose operating condition is determin~d by the operator of the vehicle or its occupants. The output signals 36R. . . 36N are routed to the output stage 38. The output stage 38 ganerates signals LIA...LIN which , . .; - -, . ' 2~ 9~

determine the active or inactivQ state of all of the various electrical device~ related to the present invention within the automobile. This determination may be first described with reference to Table 2.

TABLE ~

VEHICLE ELECTRICAL DEVICES ACTIVE STATE

CONTROL LIGHTING LIGHTING LIGHTING ELECTRICALLY
B~S5 22~ DEV~ÇE I DEVICE II DEy~CE II~ ACTIVATED

CONTROL A ~ o N A ~ ~ N A o N A DE~ ~ICE N
SIGNALS S2 92 S2 S2 S2 S2 S2 S2 S2 S2 S2 S2 S2 S2 s2 S2 (LIN) ~ X ~ X ~ X ~ T ~ ~
, (LIIA) . X X X X ..

_ _ _ . _ __ _ _ _ __ _ _ .
(LIIIA) X X X

(LIIIN) X

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Table 2 illustrates the interrelationship between control signals LIA...MIN of control buss 22I and the active state S2 o~ vehicle electrical devices comprising lighting device I, lighting device II, lighting device III, and electrically activated device I~ Each of the vehicle electrical device~ along with their related control buss, lighting buss and power buss devices are each composed of a series of similar devices classified as A through N, with N signifying the last number in any arranged series. The control signals LI~...LIN, LIIA...LIIN, LIIIA...LIIIN, and MIA...MIN respectively correspond to lighting device IA... lightiny device IN, lighting device IIA...
lighting device IIN, lighting device IIIA... ligh~ing lS device IIIN, and electrically aativated device IA...
electrically activated device IN. Each o~ the vehicle electrical devices have operational state~ Sl and S2 which are respectively indicative of the inactive (S1) or active state (S2) of each of the related electrical devices and wherein the active states (S2) are only shown in Table 1. The interrelationship between the vehicle electrical devices and the control signals LIA...MIN may be ~urther described with reference to Fig. 1~
Th~ active or inactive state of the vehicle electrical devices of FigO 1 are determined by their inactive or active status relative to the three (3~
different type~ o~ busses shown in Fig. 1, which are control buss 22I, light busses com~rising 12A, 12B, 12C, and 12D, and the power bUsc 14A. Th~
interrelationship between the vehicle electrical devices and the busses shown on Fig. 1 is giv~n in Table 3.

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Vehicle Control LightingPower Electrical DeviceBuss Device Buss_~ vice Buss Device l,ighting ~evice LIA 32 24 (LIA) Lighting Device LIN 32 24 (LIN) Lighting Device IIA1, 32 26 (LIIA) Lighting Device IINl, 32 26 (LIIN~

Lighting Device IIIA 32 26 (LIIIA) Lighting Device IIIN 32 26 (LIIIN) Electrically Activated 32 30 (MIA) Device IA
Electrically Activated 32 30 (MIN) Device IN

The active or inactive state oP the electrical device.s of Table 3 is determined by the presence or absence of the control signals of control buss 22 shown in ~able 2. For example, the presence of conkrol signal LI~ o~ Table 2 cause~ ~he lighting device IA of Table 3 to obtain its active or operational state S2, whereas, the presence of control signal MIN of Table 2 causes the electrically activated device IN of Table 3 to obtain its actiYe or operational state S2.
CQnversely, the absence o~ control signals LIA and MIN
respectively prevents lighting device IA and electr~cally activated device IN to seek or obtain their active state Sl. The presence or ab~ence of these control signals LIA...~IN is dependent upon the active or inactive state of the operator initiated commands 18 or th~ commands initiated from the external panel such as the vehicle ~teering column 20. The , ~ ~ -,; . . . .

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present invent.ion contemplates various techniques for generating these control signals some o~ the embodiments of which are illustrated Figs. 3, 4(a), 4(b), 6, 8(a), 8(b) and 8(c) showing four (4) separate control logic 22 mechanizations.
Fig. 3 illustrates an arrangement 40, included into and designated as 22 (control logic A), that comprises a plurality of optical fibers 22I(LIA)...22I(MIN) for conducting light which is respecitively generated in response to the output signals LIA...MIN of the control panel 16, which, in turn, i~ respectively responsive to the operator commands 18 and the qignals from the steering column 20 shown in Fig. 2. The control logic A of Fig. 3 provides an optical control device 42 for each of the control signal~ LIA...MIN generated by the control panel 16. The device 42 may be comprised of optoelectronic circuits that accept an electrical signal, such as LIA, at the input stage and convert such to an optical signal i.e., 22I ~LIA).
Each o~ the optical devices 42 may have routed to it the light present on light buss 12A. Each of the electrical output signals generated by the control panel 16 is received and converted by respectively devices 42 in~o an optical signals that are respectively routed to separate optical fibers 22I(LIA)...22I(MIN)~ The respective optical ~ibers may be routed to the control buss devices or direcitly to the lighting buss devices in a manner a8 shown in Table 4.

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., Optical Control Light Power Fiper Buss D~vic~ BUs~ Dev c~ Buss Device 22I (LIA) 32 (I-IA) 24 (LIA) 22I (LIN) 32 (LIN) 24 ~LIN) 22I (LIIA) 32 (LIIA) 26 (LIIA) 22I (LIIN) 32 (LIIN) 26 (LIIN) 22X (LIIIN) 32 (LIIIA) 28 (LIIIA) 22I (LIIIA) 32 (LIIIN) 28 (LIIIN) 22I (MIA) 32 (MIA) 30 (MIA) 22I (MIN) 32 (MIN) 30 (MIN) The optical control provided by the embodiment of Fig. 3 allows for the direct routiny o~ the optical fiber into the lighting buss interface device related to ~he ligh~ing device to be controlled by the light ~ignal present on the optical fiber, thereby bypassing the need for a separate control element 32 for communicating with buss 22I. Although the embodiment of Fig. 3 eliminates the need for control elements 32, the reduction of the complexity o~ the wiring device related to the electrical system di~cussed in the "Background" section of ~he pres~nt inYention i~ not r~duced by an a~ount capable by the practice of the present invention. This limitation is removed by the embodiments shown in Fig~. 4(a)~ 4~b) and 6.
Fig~ 4(a~ illustrate~ an arrange~ent 44, included into and designated as 2~ (control logic B), which has a ~eries of ligh~ coding network 46~, 46B, ~6C and 46D

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respectively having as their inputs the signals LIA...LIN, LIIA...LIIN, LIIIA...LIIIN, and MIA...MIN.
The front end of control logic B is similar to the previously described control logic (22) in that it has a optical device 42 for accepting each of these electrical signals LIA...MIN and converting such electrical signals into optical signals that are routed to respective optical fibers, which, in turn are routed to the four (4) groups of color coding networks 46A, 46B, 46C, and 46D respectively,. These networks 46A...46D provide liyht signals serving as the output signals of the control logic B which are applied to the control buæs 22I and ara comprised of different colors. The different colors each signify a particular control signal for the control buss interface devices 32. For the embodiment shown in Fig. 4, the control buss 22I comprises a light guide that i~ routed to in a serial manner (shown in Fiy. 4(a)) or in a parallel manner (not shown) to all of the control buss interface devices 32 given in Tables 3 and 4.
The optical signals that are present on light guide 22I are comprised of different colors so as to serve as different commanded functions. For example, the color coding network 42A may provide a blue color in response the presenae of each or all of the control signals LIA...LIN so as to respectively com~and the activation of lighting device IA and/or lighting device IN.
Similarly, the light coding natwork 46B may develop a yellow light in response to the presence of each or all 3~ of control signals LIIAo ~ ~ LIIN ~o as to respectively activatQ lighting device IIA and/or lighting device IIN. Conversely, the presence of the yellow light on light guide 22I generated by the light coding network 46B will not activate the lighting device IA, and similarly, the presence of the blue light genera~ed by the light coding network 46~ will not activate the ~ .

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lighting device IIA.
One of the ways to obtain the different colors is to usa various filters that are to ibe discussed with regard to Fig. 8. Anotiher way is shown schematically in Fig. 4(b) representative, for example, of the color coding networks 46A, in which refraction or diffraction is used to spread out light according to it-~ color.
As sean in Fig. 4(b), the light rays related to LIA
are emitted from an optical fiber and intercepted by a collimating lens, which, in turn, directs the intercepted light rays into a prism. The prism spreads or separates the ray~ according to color and directs such color rays onto a focussing lens, which, in turn, directs the rays onto at least two shutters. The shutters in their open condition allow the light rays to pass therethrough to ibe of selectable colors, e.g~
red or iblue. The light rays pass through the colored shutters and into the buss 22I for transmission to the devices of Tables 3 and 4. The arrangements of Fig.

4(a) and 4~b) allow for one common bus~ 22A to serve all of the needs of the electrical devices illustrated in Tables 3 and 4 and Fig. 1, and thereby reduces the complexity of the electrical wiring harness related to the vehicle in which the preæent invention finds application. The light generated by the various light coding networks 46A...46D is decoded by the arrangements 50 shown in Figs. 5(a) and 5~b).
Fig. 5~a) illustrates a decoding network 46A' responsive to the different light signal generated by ~he light coding network 46A of Figs. 4(a) an~ 4(b).
For the embodiment shown in Fig. 5(a), the output signal generated by coding network 46A of Fig. 4 is of a partioular color that is indicative o~ the de~ired activation signal LIA that is used to energiz~ lighting 3~ device IA. The optical decoding network 46A' accepts, for example, the blue ignal generated by coding network 46 for controlling lighting device IA and responses thereto by providing an electrical signal LI~, which is routed to the lighting ~uss device 24 (LIA) having at its input stage an arrangement 60 of a light sensitive device and optical transistor device.
For the embodiment shown in Fig. 5(a), the signal that is developed by device 46A' may be directly routed to a non-optical transistor devic~ (not ~hown) of arrangement 60 and thereby eliminate the light sensitive device such as a light emitting diode that is shown for arrangement 60.
The optical decoding network 46A' may be of an arrangement shown in Fig. 5(b) which operates in a manner similar to the arrangement o~ Fig. 4(b) with the difference being related to the detection and response to the light rays emitted by the focussing lens. The light rays ~mitted by the focussing lens ~irst pass through their related colored shutter (red or blue) and appear therefrom as white light and which is then intercepted by an array of respective phototransistor devices that are rendered conductive by the intercepted light so as to generate, for example, the signal LIA
shown in Fig. S(a).
A further e~bodiment for developing the control signals for activating the electrical devices of Tables 3 and 4 is shown in Fig. 6 ~or an arrangement 60 included in and designated as 22 (control logic C~.
Control logic C provides light frequency modulated signals as output signals that are applied to the control bus~ 22I and which are o~ dif~erent light frequencies each indicative of respective control ~ignals LIA...MIN. Control logic C i di~erent from control logic B in that it does not have any optical devic2s at its input stage, but rather directly accepts the electrical output signal~ gen~rat~d by the control panel 16 and routes such output 5ignal6 into the , , ~ , -, ~ " . : .

various groups of control signals for the embodiment of Fig. 6. For the embodim~nt shown in Fig. 6, the control signals LIA...LIN are routed to logic array 62A, control signals LIIA...LIIN are routed to logic S array 62B, control signal3 LIIIA...LIIIN are routed to logic array 62C and control signals MIA...MI~ are routed to logic array 62D so that tha signals are grouped to four (4) separate function~ with each function corresponding to a particular light frequency 10 modulation signals. Logic arrays 62A, 62B, 62C, and 62D, respectively generate output signals SA, SB, SC
and SD which, in turn, are routed to modulation device 64.
Modulating device 64 serve as a source of modulating signals that are activated or deactivated by thQ respective presence or absence of iignals SA, SB, 5C and S~, which, in turn, respectively generate ~ignals MA, MB, MC and MD that are rou~ed to the light frequency transmitter 66.
The light frequency transmitter 66 generates a frequency modulated li~ht signal respon.~ive to and indicative of one or more o~ the applied signals MA, MB, i~C and MD. In a manner as discussed with x~gard to the output of control logic B, the different signals indicative of grouping of MA, M~, MC and MD activate or inactivate the electrical devices illu~trated in Tables 2, 3 and 4. More particularly, groups MA, MB, MC and MD may be ~urther segmented into MAIA...MAIN, MBIIA...MBIIN, MCIIIA...MCIIIN, and MDI~...MDIN so as to serve as the control signal~ of Table 2 of LIA...LIN, LIIA...LIIN, LIIIA...LIIIN and MIA and MIN.
~he light ~requency modulated signal~ of transmitter 66 is applied to the control buss ~2I which ii~ routed to all of the control buss interface devices of Tables 3 and 4. The modulated light present in control buss 22I
may be accomplished by acousto;optic, el~ctro-optic, or . , . :::, .

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~ LD 9974 magneto-optic methods, but it is preferred that such light be in the form of different radio ~requency pulse~ generated by a light emitting diode or laser diode in the output stage of transmitter 66~ The control buss interface devices related to Fig. 6 have an embodiment illustrated in F~g. 7.
In a manner similar to that described with regard to Figs. 5(a) and 5(b) relative to the control signal LIA related to lighting buss device 24LIA, Fig. 7 illustrates a frequency di~criminator 70 responsive to the light frequency modulating signals MAIA generated by the control logic C of Fig. 6. For ~he embodiment shown in Fig. 7, the frequency discriminator 70 accepts a control signal MAIA present on control buss 22I, which is indicative o~ the frequency related to control signal LIA, and in response to that particular frequency, produces an electrical signal that is routed to and controls the device 24 (LIA). The frequency discriminator 70 has a tuned amplifier to detect the particular frequency related to the r~spective device so a~ to turn-on or render conductive that respective device. The detector may be o~ the optoelectronics art such as being a phototransistor having a related tuned amplifier.
A further embodim~nt of the present invention that has features similar to the light coding and decoding networks of Figs. 4(a), 4(b), S(a) and 5(b) is illustrated in Fig. 8 which consists of Fig~O 8(a), 8(b) and 8~c)~ In general, Fig. 8 shows an optical switch 18I (Fig. 8(a)) which may be used in the optical multiplexed system of the present invention. The purpose of th~ switch 18I is to extract light from the white ligh~ within fiber 12A which com~s from the light source 12, pass it through a filter (18IA or 18IB
of Fig. 8(a)~, and then introduce it into t~e other fiber which is routed to all of the lighting and .
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electrically activated deviceR or other electrical devices which are to be controlled by the practice of the present invention. The filter (18IA or 18IB) passes light of a particular color. The electrical device which is to be controlled by the switch has a matching filter 24IB (Fig. 8(c)) corresponding to ~ilter 18IA or 18IB and allows the light acting as, for example, control signal LIA to pass through to the phototransistor 24IA so as to activate the device 24LIA of Fig. 8(c).
Fig. 8(a) is a top view illustrating an operator control switch 18I which may b~ mounted on a panel convenient to the operator such as control panel 16.
The switch 18I comprises the filter member 18I~ which may be of a reddish color, the filter member 18IB
which may be of a bluish color, and a member 18IC
which may be opaque and which separates filters 18IA
and 18IB. The switch 18I further comprise~ an arm 18I~ which pivots in a manner as shown in phantom in Fig. 8(b). The switch 18I is shown in Fig. 8(a) as encompassing at laast a portion of an optical fiber serving as the light buss 12A and another optical fiber serving as the control buss 22I.
In operation, to extract light ~rom the first fiber 12A, fiber 12A is sharply bent as shown in the Fig.
~(a) so that light leaks from ~iber 12~ at the bend.
If the switch 18I is in the position so that the red light is transmitted, that is, the pivot arm is moved clockwise so as to cause the ~ibers 12A and 22I of Fig.
8(a) to be pressed again~t filter 18A1, thereby allowing some of ~he liyht being trans~i~ted by fiber 12A to enter the second fiber 22I, again at the bend, and which light is transmitted by fiber 22I to the device 24 (LIA3 shown in Fig. 8(c). ~t the device 24LIA, a bend in fiber 22X allows so~ of the transmitted light to escape from the fiber, go through ' ' ',; `:
,'; .'` ' :' ` ` ' '.: ' :,:

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the red filter 24IB to the phototransistor 24IA, and thereby turn-on or activate the 24LIA device. If double activation is desired, for exa~ple, the motor which drives the window up in one case and down in the other, a second phototran~istor (not shown) with a blue filter is located at the bend of the f~ber so as to control tlle drive o~ the motor in the opposite direction. In this way a single switch can close the window when appropriately pressed so that the red light (18IA) is transmitted to the second filter 24I~ and the window may be opened by moving the ~wikch so that the blue light (18IC) is transmittad and responded to by an appropriate blue filter and phototransistor located within device 24 (LIA). The two sensors may be in a single device with the appropriatQ filter over each one.
The embodiment of Figs. 8~a), 8(b) and 8(c) allows for the advantage of only routing four "wires" to any part o~ the car, for example the door. one of these wires may be for the power buss 14~ which acts a~ the hot side of the electrical system, the second i~ a light guide from the light source 12 which provides whatever lighting is accomplished from the door, ~.g.
key hole illumination or court~sy light, the third is the light guide (fiber) fro~ the control buss 22I
(white lightj used in the multiplexed control system, and the fourth is the light guide (fiber) coming from the switches 18I carrying the control ~ignal~ (Golored light).
For the embodiment o~ Figs. 4(a), 4(b), 5(a) and 5(b) employing a light ~oding multiplexing system, colored filt~rs may be employed to separate di~ferent channels of information. The colored filters need to be of a fairly narrow band in operation which is commonly termed 'ispike filter~". To be able to use many channels of infor~ation for the ~mbodi~ents of ~ :.: . - . . ~:
. . . .
. : : . .
.
.

Figs. 4(a), 4(b3, 5(a) and 5~b), it is desirable that the white light be continuous, tha~ is, to cover all of electromagnetic spectrum related to visible light rather than one or more particular color portions of the visible light spectrum. To accomplish such, a light source is prcferred in which the light i~
produced by an incandescent filament or p~rhaps by a xenon discharge source rather than a metal halide lamp in which the white light consists of a mixture of many color emission lines. Alternatively, filters might b~
plcked to match emission lines so that a mercury or metal halide lamp would be suitable. The selection o~
the type of light source depends on how many channels of info~nation are needed to control all of the vehicle electrical devices shown in Fig. 1.
As shown in Fig. 8(c) with re~erence to device 24IA and as also shown in Figs. 5(a), 5(b) and 7 with reference to circuit arrangement 60, the lighting buss interface device 24(LIA) and also the other devices 20 24LIN, 26LI~A.. ~26LIIN, 28LIIIA.. 28LIIIN and 30MIA...30MIN all preferably have at their input stage an optical sensitive device each of which are activated by respective control buss interface devices 32. These devi~es 24, 26, 28 and 30 have dif~erent embodiments so as to serve the particular needs oP their related lighting or electrically activated deviceæ.
Devices 24(LIA~...24(LIN) may have an embodiment illustrated in Fig. 9(a). The device 24 may comprise an optical switching network 74 shown in Fig. 9(a) as having a first or upper port 74A directly coupled to the light buss 12B and a second or lower port 74B
directly coupled to the lighting device IA. The optical switching network 74 has ~eans 74C that is responsive to the output signal 62A developed by the 35 optical swi~ch 62 of arrange~ent 60 of 24IA of Fig. 8 in r~sponse to a con~rol signal LIA fro~ ~he .,: ,. . . . :.

, . ' ~ ' . ,' , . .

z~

embodiments of Figs. 3, 4(a~ and 4(b), 5(a) and 5(b), 6 or 8.
The optical switching networ~ 74 may be comprised of an arrangement which is schematically illustrated in Fig. 9(b). The optical switching network 74 is responsive to the optical switch 62 and compri~es a device which moves an optical carrying member in and out of alignment with its re~pactive light ~uss. The means 74C responsi.ve to the signal 62A may comprise a piezoelectric device having an arm 74C' that is positioned under an optical fiber serving as the output port 74B that is routed to lighting devic~ IA. The device 74C upon receiving the signal 62A causes the arm 74C' to be moved upward and thereby raising fiber 74B
lS up to alignment (shown in phantom) with light buss 12B
allowing the light emitted from buss 12B to enter into fiber 74B for conduction to tha lighting device I~.
The xemoval of signal 62A causes the fiber 74b to return to its at-rest position which does not allow any to the light from light bus~ 12B to enter into fiber 74B. The movement of fiber 7~B to and from its at-rest position may be accomplish by electromagnetic, pneumatic bimetal or memory metal devices in lieu of the describad piezoelectric means.
The device 24 is adapted to provide the light excitation for the lighting device I~ which may have various forms, such as, a headlight or a fog light.
The needs of lighting device IA are essentially that of being a device that may either be in its active or inactive state, thereby ~roviding for the automotive need uch as high or low beam illumination. The control of th~ excitation, that is the active or inactive state o~ the li~hting device IA, is detarmined by the presence or absence of control signal LIA. If desired, the lighting device IA may be o~ a flashing arrangement e.g., turn signal by allowing the periodic :, : . .:

, . . ~

2~

occurrence and removal of the control signal LIA from the device 24.
Devices 26(LIIA)...26(LIIN) may be of an embodiment illustrated in Fig. lO(a). Device 26 m~y comprise an optical interruption network 76 having an input port 76A, two output ports 76B and 76C, and means 74C
described with regard to Fig. 9(b). The first port 76A
i~ dir~ctly coupled to light bus~ 12D and second port 76B and third port 76C are respectively, directly coupled to the lighting devices IIAl and IIA2.
The optical switching network 76 may be comprised of an arrangement which is schematically illustrated in Fig. lO(b). The op~ical swi~ching network 76 ls responsive to said optical switch 62 and comprises a device which moves an optical carrying member in and out of alignment with the respective light buss. The device 74C upon receiving the signal 62A causes the arm 74C' to be moved upward and thereby raising fiber 76A
up to alignment (shown in phantom) with optical fiber 76C so as to allow the light emikted from buss 12D to enter into iber 76C for conduction to the light device IIA1. The removal of signal 62A cause~ the fiber 76A
to return to its at rest position which allows the light emitted from buss 12D to enter into fiber 76B for conduction to lighting device IIA2.
The device 26 adapts the lighting device~ II~1 and IIA2 to the needs of th~ automobile. For example, the lighting device IIAl and IIA2 may provide for the turn ~iqnal means of the automobile. The turn ~ignal light energy is existing within the lightîng bus~ 12D and the fla hing which indicates the turn signals function i~
accomplished by having the m~an~ 74C alternat~ly couple light energy from light buss 12B into the lighting d~vice IIAl and then into lighting device IIA2. For this type of function, the ~laRhing control for the lights in the front and in the rear may be alternatDly . . .: , - . . . - , .
.

.. . . ,.: : .
~ . . . .
-activated. Various means can also be used for controlling the stop-turn warning lights, so that th~
flashing may be done by a simple rotating mirror that alternat~ly directs light fro~ the front of the vehicle s to the rear of the vehicle.
DevicQ 28~LIIIA)...26(LIIIN) may have an emb4diment illu~trated in Fig~ ll(a) and a~apts the lighting device III to the neads of the automobile. The device 28 provide~ a light adjustment function that may find usage in the instrumentation panel of a vehicle. The device 28 illustrated in Yig. ll(a) compris~s a light attenuation network 78 having a first port 78A and a second port 78B with the first port 78A being directly connected to lighting buss 12C, and the second port bein~ directly routed to lighting devicc IIIA. The lighting attenuation network 78 may further has means 78C which is responsive to the signal~ 62A generated by the optical switch 62 so that the light conducted from the light buss 12C to th~ lighting device III is reduced in a variable manner from its highest condition to its lowest or a zero condition. The highest and lowe~t values of this light intensity may be used as a means for adjusting the illumination o~ the instrumentation panel or clu6ter in accordance to the ambient conditions of the vehicle.
The light attenuation network 78 may be comprised of an arrangement which is schematically illustrated in Fig. ll(b). The li~ht attenuation is primarily accomplished by means 78C ~hat alters it~ ~ransparency from ~ubstantially clear, allowing about 100% of light to pass therethrough, to substantially cloudy, allowing about 5% of ligh~ ~o pass therethrough, in response ~o the electrical signal 62A. The network 78 further comprises a colluminating len~ 78D which gathers the light emitted from fiber 7~A and passe~ such lighk so as to imping~ unto mean~ 78C. The mean~ 7~C p~rform~

- ~
,: : - , ~, ~ ~.... ,-: . . . . .

-26~ LD 9974 its attenuation and passe~ the light unto a focussing lens 78E, which, in turn, directs the light into fiber 78B for transmittal to lighting device IIIA.
Device 30 adapts the need~ of a vehicle motoriæed device to the control o~ an operator and may have an embodiment illustrated in Fig. 12~ Fig. 12 generally illustrate~ a movable davice 80 which is controlled by a motor device 80A having a gearing arrange~ent 80~ connected to the movea~le device 80. The motor device 80A is in turn controlled by a motor control 80C, which, in turn, is responsive to the output signal 62A generated by the optical device 6~. The motor control 80C has one end directly connected to the power buss 14A. The motor control 80C i.n response to the output siynal 62A causes the movement of the moveable or maneuverable device which may be a window, seat, trunk lock, door lock or other operator controlled vehicle equipment. The motor control 80C in re~ponse to a feedback path 80D terminates such move~ent of device 80.
It should now be appreciated that the practice of the present invention provides a me~ns ~or controlling all of the lighting devices and all of the electrically ackivated devices operable by an occupant of a vehicle. With regard to the lighting devices, the optical energy for all of the lighting devices is developed by the 1 i~ht source 12, and is routed to all of the lighting devices by means o~ the lighting busses 12A, 12Br 12C and 12D. To selectively activate any of these devices, various methods are used such as the use o~ optical light coding and decoding or light frequency modulation coding and decoding or the separate use of ~iber optics for selectable control o~
individual function~. The ~ultiplexed distribution system of the present invention provides various embodiments that all satisfy the needs of a vehid e while at the same time reduces the electrical ~iring harnes6e~ complexity of the vehicle.

. :.

:

Claims (28)

1. An control system for a vehicle comprising:
(a) a light source that generates light energy for a plurality of light busses which are routed within said vehicle and provide the light energy for lighting devices;
(b) a power source for a power buss that is routed to and provides electrical energy for electrical activation of devices of said vehicle:
(c) at least one control panel connected to one of said light busses and responsive to a plurality of operator initiated commands for controlling said electrically activated devices and for controlling lighting devices of said vehicle, said control panel being further responsive to operator initiated commands signalling the forthcoming motion of the vehicle, said control panel generating a plurality of output signals each respectively representative of said operator initiated commands.
(d) control logic responsive to said output signals of said control panel for generating corresponding control signals onto a control buss routed within said vehicle:
(e) a device for respectively interfacing each of said electrically activated devices and said lighting devices with said control buss, each of said control buss interfacing devices responding to the respective output signals related to said electrically activated devices along with said lighting devices and generating an output signal in response thereto, (f) a device for respectively interfacing each of said lighting devices with a related light buss, each of said lighting buss interfacing device coupling its respective lighting device to its related light buss in response to a respective output signals from said respective control buss interfacing device; and (g) a device for respectively interfacing each of said electrically activated devices with said power buss, each of said power buss interfacing devices coupling respective electrically activated devices to said power buss in response to a respective output signal from said respective control buss interfacing device.

2. A control system for a vehicle according to claim 1 wherein said light source comprises;
a gas discharge high intensity light source having a spherical shape and a plurality of light guides merged into its outer surface,said plurality of light guides having respectively connected thereto a plurality of optical light carrying devices serving as said light busses.

3. A control system for a vehicle according to claim 1 wherein said light source comprises;
an incandescent light source having a plurality of light guides merged into its outer surface, said plurality of light guides having respectively connected thereto a plurality of optical light carrying devices serving as said light busses,

4. A control system for a vehicle according to claim 1 wherein said control panel comprises.
(a) optical switches having an excitation supplied from said one of said light busses and being responsive to said plurality of operator initiated commands for controlling the operating state of said electrically activated device and said lighting devices.

5. A control system for a vehicle according to claim 1 wherein said control logic comprises;
(a) plurality of optical fibers for conducting light and having one end respectively connected to each of the output signals of said control panel with their other end serving as said control buss and being connected to respective said light buss interfacing device and to respective said power buss interfacing device.

6. A control system for a vehicle according to claim 1 wherein said control buss comprises a light guide that is routed to all of said control buss interfacing devices.

7. A electrical transmission system for a vehicle according to claim 6 wherein said control logic comprises:
(a) a light coding network having as inputs said output signals of said control panel, said coding network providing light signals serving as said output signals of said control logic and being applied to said light guide control buss, said coding network light signals being segmented into different colors to indicate different functions.

8. A control system for a vehicle according to claim 1 wherein said control logic comprises;
(a) a coding network having as inputs said output signals of said control panel, said coding network providing light frequency modulated signals serving as output signals and applied to said control buss, said network output signals being light modulated at different frequencies to indicate different functions.

9. A control system for a vehicle according to claim 7 wherein said control buss interfacing device comprises;
a decoding network responsive to said light signals of said coding network and decoding said different colors to correspond to and provide an electrical signal to selectively activate respective said light buss interfacing devices and said power buss interfacing devices.

10. An electrical transmission system for a vehicle according to claim 8 wherein said control buss interfacing device comprises;
a frequency discriminator responsive to said light frequency modulated signals of said coding network and decoding said light frequency modulated signals to correspond to and provide an electrical signal to selectively active respective said light buss interfacing devices and said power buss interfacing devices.

11. A control for a vehicle according to claim 5 wherein each of said light buss interfacing devices and said power buss interfacing devices have an input stage with an optical switch responsive to a light signal generated by respective said optical fiber.

12. A control system for a vehicle according to claim 9 wherein each of said light buss interfacing devices and said power buss interfacing devices have an input stage with an optical switch responsive to said electrical signal generated by respective said decoding network of said control buss interfacing network.

13. A control system for a vehicle according to claim 10 wherein each of said light buss interfacing devices and said power buss interfacinq devices have an input stage with an optical switch responsive to said electrical signal generated by respective said decoding network of said control buss interfacing network.

14. A control system according to claim 11 wherein said light buss interfacing device comprises;
(a) an optical switching network having one end directly coupled to one of said plurality of light busses and its other end directly coupled to one of said lighting device, said optical switching network being responsive to said optical switch to direct the light that may be present on said respective light buss into said lighting device.

15. A control system according to claim 12 wherein said light buss interfacing device comprises;
(a) an optical switching network having one end directly coupled to one of said plurality of light busses and its other end directly coupled to one of said lighting device, said optical switching network being responsive to said optical switch to direct the light that may be present on said respective light buss into said lighting device.

16. A control system according to claim 13 wherein said light buss interfacing device comprises;
(a) an optical switching network having one end directly coupled to one of said plurality of light busses and its other end directly coupled to one of said lighting device, said optical switching network being responsive to said optical switch to direct the light that may be present on said respective light buss into said lighting device.

17. A control system according to claim 16 wherein said optical switching network responsive to said optical switch comprises a device which moves an optical carrying member in and out of alignment with said respective light buss.

18. A control system according to claim 11 wherein said light buss interfacing device comprises;
(a) an optical interruption network having three (3) ports with the first being directly coupled to one of said plurality of light busses and the second and third ports being directly coupled to one of said lighting device, said interrupt network further having means to connect and then disrupt the interconnection of said first and second ports and said first and third ports.

19. A control system according to claim 18 wherein said means for connecting and then disrupting said interconnection is responsive to said optical switch and comprises a device which moves an optical carrying member in and out of alignment with said respective light buss.

20. A control system according to claim 12 wherein said light buss interfacing device comprises;
(a) an optical interruption network having three (3) ports with the first being directly coupled to one of said plurality of light busses and the second and third ports being directly coupled to one of said lighting device, said interrupt network further having means to connect and then disrupt the interconnection of said first and second ports and said first and third ports.

21. A control system according to claim 13 wherein said light buss interfacing device comprises;

(a) an optical interruption network having three (3) ports with the first being directly coupled to one of said plurality of light busses and the second and third ports being directly coupled to one of said lighting device, said interrupt network further having means to connect and then disrupt the interconnection of said first and second ports and said first and third ports.

22. A control system according to claim 11 wherein said light buss interfacing device comprises;
(a) a light attenuating network having a first and a second port with the first port being directly coupled to one of said plurality of light busses and said second port being directly coupled to one of said lighting devices, said light attenuating network further having means responsive to said optical switch so that the light conducted from said light buss to said lighting device is reduced in a variable manner from a high value to a low value.

23. A control system according to claim 11 wherein said light buss interfacing device comprises:
(a) a light attenuating network having a first and a second port with the first port being directly coupled to one of said plurality of light busses and said second port being directly coupled to one of said lighting devices, said light attenuating network further having means to be responsive to said optical switch so that the light conducted from said light buss to said lighting device is reduced in a variable manner from a high value to a low value.

24. A control system according to claim 13 wherein said light buss interfacing device comprises:
(a) a light attenuating network having a first and a second port with the first port being directly coupled to one of said plurality of light busses and said second port being directly coupled to one of said lighting devices, said light attenuating network further having means to be responsive to said optical switch so that the light conducted from said light buss to said lighting device is reduced in a variable manner from a high value to a low value.

25. A control system according to claim 11 wherein said power buss interfacing device comprises;
(a) a motorized mechanism responsive to an operator of said vehicle, said motorized mechanism having one side directly connected to said power bus-and another side connected to a gearing arrangement coupled to said electrically activated device, said motorized mechanism further having means responsive to said optical switch causing the movement and termination of such movement of said electrically activated device.

26. A control system according to claim 12 wherein said power buss interfacing device comprises:
(a) a motorized mechanism responsive to an operator of said vehicle, said motorized mechanism having one side directly connected to said power buss and another side connected to a gearing arrangement coupled to said electrically activated device, said motorized mechanism further having means responsive to said optical switch causing the movement and termination of such movement of said electrically activated device.

27. An electrical transmission system according to claim 13 wherein said power buss interfacing device comprises;

(a) a motorized mechanism responsive to an operator of said vehicle, said motorized mechanism having one side directly connected to said power buss and another side connected to a gearing arrangement coupled to said electrically activated device, said motorized mechanism further having means responsive to said optical switch causing the movement and termination of such movement of said electrically activated device.

28. The invention as defined in any of the preceding claims including any further features of novelty disclosed.