[0001] This application is related to and claims priority benefits from U.S. provisional patent application Serial No. 62/238,099 filed on October 6, 2015, entitled "Smart Lighting System For A Vehicle". The Ό99 application is hereby incorporated by reference in its entirety.

Field of the Invention

[0002] The present application relates to a smart lighting system for a vehicle. More particularly, the system comprises a lighting control unit connected to a vehicle bus to receive data that is then used to control at least one light source in accordance with predetermined commands determined as a function of the data received from the vehicle bus.

Background of the Invention

[0003] The emergence of light emitting diodes (LEDs) as an economical and effective light source for vehicle lighting has also enabled features and lighting effects that could not be practical or even possible with more conventional light sources. LEDs are relatively inexpensive, have a long life span, offer low power consumption compared to alternative light sources, and beyond simply being turned on or off, LED lights can be controlled to achieve certain effects such as changing light intensity, and/or with RGB LED lights, changing colors. RGB LEDs consist of three LEDs with one red, one green and one blue light, and the intensity of each light can be individually controlled to blend the three lights, resulting in a light source capable of producing a broad spectrum of colors. The long life span of LED lights allows them to be installed in locations where servicing is less convenient because they can be expected to require very little, if any, user maintenance for the typical lifetime of the vehicle. Some of the opportunities for improving the user experience in ways that are functional and/or aesthetic are only just now being imagined, but before more of these new capabilities enabled by LEDs can be practically utilized, an improved approach is needed for controlling the vehicle lighting system.

[0004] In the automotive industry today, original equipment manufacturers ("OEMs") are the ones known by the car buyers as the automaker, and while OEMs still manufacture some parts, much of the manufacturing process involves the OEMs assembling outsourced sub-assemblies manufactured by suppliers. Accordingly, depending upon the sub-assembly, a supplier, or different departments within an OEM will have responsibility and control over the design and manufacture of each sub-assembly. Vehicles today have evolved to incorporate more and more electronic control units ("ECU's"), with each having specialized functions. For example, one type of ECU is known as a body control module ("BCM"), which typically controls various functions relating to the vehicle body such as interior lighting, power windows, power mirrors, central locking for vehicle access, alarm systems, immobilizers, and air conditioning. Another example of a type of ECU is known as an engine control unit or engine control module ("ECM"), which controls the engine by controlling parameters such as the quantity of fuel delivered to each combustion chamber, timing for fuel injection, engine valve timing, ignition timing, engine speed, and engine torque.

[0005] In the past, vehicle lighting systems have been considered a simple system, with the most basic functionality being limited to turning lights on and off, which could be controlled by simple switches. For example, simple mechanical switches associated with doors, triggered by the opening of a door, were used to turn on interior lights to assist with vehicle entry. If electronic controls were needed to control lighting, simple functions could be managed by existing ECUs such as the BCM. However, because of the modular

manufacturing process this is problematic if the design responsibility for the BCM is assigned to a different group from the supplier of the lighting system.

[0006] In a typical scenario an OEM vehicle manufacturer will outsource a lighting system to a supplier. The supplier will be given a specification describing the features wanted for the lighting system. The supplier undertakes to develop a system with software programmed to deliver the specified features. The BCM controls more than just lighting so responsibility is typically assigned to a group within the OEM organization or to another supplier. Sometimes the programming for the BCM is already completed and "frozen" before the vehicle integration with the lighting system supplier, and as a result, the one with responsibility for the BCM is very reluctant to make changes to the

programming to assist the supplier of the lighting system. This arrangement works for simpler conventional lighting systems, but with the adoption of LED- based lighting systems, the OEM's are specifying lighting systems with more light sources and more sophisticated features such as sequencing the lighting of ambient light sources.

[0007] LED-based light sources, known as light engines typically comprise an LED and a micro-controller unit ("MCU") connected by electrical circuits to control the light produced by the LED. In these systems the MCU controls the intensity of the LED light source but it simply acts a slave to the BCM (acting as master), which processes the data and sends commands to the MCU.

Suppliers of lighting systems have reduced the amount of modifications needed in the programming of the BCM by programming the MCU with instructions on how to control the light intensity for each LED that is part of the light engine, for example the three individually colored LEDs for an RGB LED, or a series of LEDs controlled together as part of an array of light sources.

[0008] However, there are several challenges introduced by this approach. Depending upon the features specified by the OEM, a different program might be needed for each LED-based light source, which adds to the number of part numbers and the inventory of unique manufactured parts or uniquely

programmed light engines. Depending upon the complexity of the desired controls this can also necessitate a more powerful MCU. That is, an MCU for a mono-color LED light engine can use a much less powerful MCU compared to an MCU for a RGB LED light engine. The required MCU performance, memory size and circuit board form factor can limit the implementation of new lighting features and algorithms and/or add to the cost of the system. The software for controlling the light engines might be incompatible with the software used for another vehicle introducing complications and additional programming if the same or a different OEM wants to implement the same lighting controls on another vehicle. Again this multiplies the number of unique parts and part numbers and results in higher development costs and more development time associated with the extra programming, testing and validation. With known system architectures, if there are changes to the specification this can result in extensive work to re-program software. It can be labor intensive to re-flash each MCU for each light engine with software updates, again adding to the cost and time to implement such changes to introduce fixes or upgrades.

[0009] Chinese Patent Application CN 103997809 teaches another system architecture for a lighting system that comprises a lighting control module connected to a BCM by a controller area network ("CAN") bus and a light that is controlled by a control switch between the light control unit and the light source. However, this approach still retains the BCM as part of the light control system and illustrates how the industry continues to be entrenched in using the BCM to control vehicular lighting systems. The '809 application maintains this conventional aspect for the system architecture. As such the problem of being dependent upon close cooperation between the lighting system developer and the BCM developer to control and enable the specified features for controlling the lighting system remains.

[0010] FIG. 1 shows a schematic overview of a prior art electronic system for a vehicle. In this example, a CAN bus serves as a vehicle bus to which various ECUs are attached including a central BCM. The BCM uses a local interconnect network ("LIN bus") to send commands and power to devices under its control, in this example, namely the roof, interior lights, and a steering wheel panel. Other lights such as the external lights, including the headlamps and tail lamps are connected to the CAN bus and are not controlled as part of the vehicle lighting system. LED light sources are used today for external lighting but mainly in simple on-off-flashing modes. Some prior art vehicle architectures control such lights with more simple switches which are not controlled by the BCM or other ECUs.

[0011] Because of the modular manufacturing process used today in the automotive industry, there is a need for an improved approach to controlling automotive lighting systems that will reduce manufacturing costs and reduce the need for coordination between different modules and the parties responsible for each module. Accordingly, better system architecture is needed to make an independent lighting system that is more cost effective and better able to implement more complex control programs.

Summary of the Invention

[0012] A smart lighting system for a vehicle comprises a lighting control unit connectable to a vehicle bus to receive data therefrom; a light source connected to the lighting control unit by a lighting circuit wherein the lighting control unit is programmable to control the light source in accordance with predetermined commands as a function of data received from the vehicle bus. In preferred embodiments, the lighting control unit is connected to a plurality of lighting circuits each one associated with at least one light source. The smart lighting system is particularly suited to lighting systems wherein the light source is a light engine comprising a light emitting diode, a micro-controller unit for receiving signals from the lighting control unit, and an electrical circuit for connecting the micro-controller unit to a power source, ground and a command signal and for controlling the activation of the light emitting diode.

[0013] The data received from the vehicle bus can include data delivered to the vehicle bus from several different sources, including, but not limited to: other vehicle electronic control units; the vehicle operator; a sensor that measures a vehicle operating parameter; a sensor that measures an

environmental parameter; and an external computer network not physically connected to the vehicle bus. In some embodiments, the external computer network can be the internet or a computer network associated with another vehicle.

[0014] In preferred embodiments, the lighting circuit that connects the lighting control unit to the light sources is a lighting bus for transmitting power and control signals and a connection to ground. A suitable example of such a lighting bus is a bus that employs the LIN network protocol. The vehicle bus can use a different protocol. A common protocol used for vehicle buses in vehicles today is a CAN bus.

[0015] In one embodiment of the disclosed smart lighting system the lighting control unit is programmed to autonomously configure colors and actions to a preset driver preference associated with an electronic vehicle key presented to the vehicle.

[0016] In another embodiment the smart lighting system can further comprise an onboard diagnostic connector through which data can be delivered to the vehicle bus. In this way the lighting system can be tested and diagnosed by delivering simulated data to the vehicle bus which can be received and processed by the lighting control unit as if the data was generated from normal data sources generated by use of the vehicle. If the vehicle does not have an onboard diagnostic connector an alternative arrangement is to input data into the lighting control unit through an external data port, such as a USB female port; however this arrangement in some embodiments will not detect problems that might exist in the transfer of data from the vehicle bus to the lighting control unit.

[0017] The smart lighting system can comprise a plurality of light sources used for a variety of purposes. By way of example, some light sources can be used for ambient lighting inside the vehicle cabin; spotlight task lighting inside the vehicle cabin; lighting to improve visibility to assist with vehicle access; external lighting for safety, visibility and aesthetics; hazard lights to warn nearby people, and warning lights to warn the vehicle operator.

[0018] Because the disclosed lighting control unit is part of the lighting system module supplied to the vehicle OEM by the manufacturer and/or supplier of the lighting system, a particular advantage of the disclosed system is that it enables the lighting system to better utilize the capabilities of LED light sources because the controls for the LED light sources can be programmed into the lighting control unit, without needing to cooperate and coordinate with the owners of other vehicle modules such as the module that includes the BCM. Command signals from the lighting control unit to the light source can be facilitated by the use of a lighting bus which can use known, proprietary, and/or custom communication protocols because the lighting bus is only used for communication within the smart lighting system. Existing lighting systems that rely on the BCM are more difficult to develop because the software for the BCM is owned by the BCM supplier and cooperation with the lighting system suppliers is needed to develop the software with outputs to control the lighting system which typically requires modifications to the software. Software modifications can cause significant delays to the overall development time because of the time needed to coordinate between different module owners and because it takes more time to validate software modifications if the modified portions of the software are part of the larger and more complex functionality of a BCM. Accordingly, there is an advantage in reducing both development time and cost, by introducing a dedicated lighting control module. The disclosed architecture gives the manufacturer of the lighting system more autonomy over the lighting control system which can make the software easier to modify and customize for different vehicles and for different OEMs. Reduced development costs can be passed on as cost savings for the OEMs who purchase the lighting system.

[0019] Another advantage of the disclosed lighting system architecture is that compared to an architecture that relies upon the MCU to control a light source, the introduction of a lighting control unit that is part of the lighting system can lower the performance requirements for the MCU and thus reduce costs.

[0020] In conventional lighting systems where the master control function is performed by the BCM or some other ECU apart from the lighting system, the scope of modifications to the programming for the master controller are constrained, resulting in more software programming for the slave MCU. The introduction of a lighting control unit enables shifting more of the programming from the MCU to the lighting control unit. This simplifies and consolidates the programming in the lighting control unit and results in less programming, further lowering the development time and cost.

[0021] The lighting control unit can be designed to allow for the user to input custom controls and can include a USB interface for user input. For example, pre-programmed downloadable LED color and intensity programs can be selected by the user and uploaded into the lighting control unit. Alternatively, the USB interface could allow connection of a computer with a tool to modify the software programmed into the lighting control unit. For example, an "app" can be installed on a smart phone, which can be connected via the USB interface to install an interior lighting program customized to the user's preferences for color and functions. The USB interface for the lighting control unit can also be used to service the lighting system, for example to connect a computer for diagnostic purposes and/or to install upgrades to the software for the lighting control unit, for example with updates or fixes.

[0022] An important advantage of the disclosed architecture is that the addition of a lighting control module allows OEMs to implement lighting strategies without needing additional electronic controls to interpret vehicle bus data.

[0023] Yet another advantage with respect to the development process is that the disclosed architecture facilitates testing by enabling a "hardware in the loop" development process whereby vehicle bus scripts can be run to test the lighting patterns so that they can be "de-bugged". This development process confirms feasibility of a desired lighting system on a test bench, rather than having to install it in a vehicle as is required when control of the lighting system is dependent upon other vehicle modules. The disclosed architecture allows a state diagram expressing the desired control of the lighting to be developed and tested

Brief Description of the Drawings

[0024] FIG. 1 is a schematic view of a prior art vehicle bus showing various vehicle lighting systems controlled in different ways and without a modular lighting system independent of command signals from other systems and components such as the BCM.

[0025] FIG. 2 is a schematic block diagram of a vehicle lighting system with the lighting control unit connected to receive data from the vehicle bus and to control a plurality of light circuits.

[0026] FIG. 3 is a block diagram that illustrates an embodiment of the lighting control unit that is part of a smart lighting control system. [0027] FIG. 4 is a block diagram that illustrates an embodiment of a light engine that is controllable by the lighting control unit in a smart lighting system.

[0028] FIG. 5 A shows a typical light engine, this one with four LED light sources, showing the front side of the light engine's circuit board.

[0029] FIG. 5B shows a typical light engine, this one with four LED light sources, showing the back side of the light engine's circuit board.

[0030] FIG. 6 shows a lighting control unit in accordance with a smart lighting system.

Detailed Description of Illustrative Embodiment s)

[0031] Referring to FIG. 2, the illustrated schematic block diagram shows a preferred embodiment of smart lighting control system 200 for a vehicle.

Lighting control unit 210 is connected to vehicle bus 212, which is also connected to other ECUs, as illustrated by box 214 which represents other ECUs such as the BCM and ECM. In some embodiments, if a dangerous vehicle operating condition is occurring, such as an abnormal engine state, lighting control unit 210 can detect this from the data available from vehicle bus 212 and the vehicle's hazard lights could be automatically activated. Other lighting programs can be automatically activated when data from vehicle bus 212 indicates that a door is open, or when the engine transmission setting is changed, for example between park to drive, or when reverse or neutral is selected. Box 216 represents data delivered to vehicle bus 212 from vehicle operator inputs. These operator inputs include commands entered through controls manually changed by the vehicle operator, for example, controls to dim internal lighting or to brighten the instrument panel illumination. The vehicle operator might also use manual controls to adjust light intensity or color. Box 217 represents data delivered to the vehicle bus from one or more sensors that measure(s) one or more vehicle operating parameters. Examples of such sensors include sensors that measure engine temperature, tire pressure, and battery charge levels. In some embodiments, data taken from vehicle bus 212 that indicates that the battery charge level has dropped below a predetermined set point could trigger lighting control unit 210 to automatically switch to a low energy consumption mode for the lighting system. In other or the same embodiments, another sensor that measures steering wheel position or front wheel rotation can transmit data to vehicle bus 212 that is then used by lighting control unit 210 to automatically activate signal lights based on which direction the wheels are turned. Box 218 represents data delivered to the vehicle bus from one or more sensors that measure(s) one or more parameters associated with the vehicle environment, such as for example external temperature, external light intensity, the detection of oncoming headlights, or the detection of an object in the vehicle operator's blind spot(s). In some embodiments the vehicle ambient lighting inside the cabin can be automatically adjusted depending upon the external light density to improve visibility of the dashboard instruments and/or passenger comfort. The vehicle's own headlamps can be automatically switched to low beams when oncoming headlights are detected. Box 219 represents data delivered to vehicle bus 212 from an external computer network.

[0032] In some preferred embodiments, because the smart lighting system is for vehicles, the external computer network is not physically connected to vehicle bus 212. A receiver that receives data over wireless, cellular or satellite networks is connected to deliver data from the external computer network to vehicle bus 212. Examples of how this functionality could be applied include, but are not limited to, automatically flashing external lights such as a vehicle's hazard lights, for traffic slow-downs or incidents, and interior signaling when an emergency vehicle is approaching. The external computer network could belong to another vehicle, and the received data could be used, for example, to coordinate lighting, for example for military vehicles or fleet vehicles driving in a convoy. [0033] As shown in FIG. 1, vehicles have become dependent upon electronic controls. Thirty years ago it was rare for a vehicle to have a computer and the electrical system was primarily for the lights, radio and starter motor. FIG. 1 is an example of the variety of devices that are now connected to a typical vehicle bus, to input or receive data. Accordingly, the devices shown in FIG. 2 are merely examples of preferred sources for data that lighting control unit 210 can receive from vehicle bus 212. Other devices shown in FIG. 1 can also be sources of data used by lighting control unit 210.

[0034] In some embodiments lighting control unit 210 is configured to be connected to a plurality of lighting circuits. FIG. 2 illustrates lighting control unit 210 with four lighting circuits each connected to lighting control unit 210 by lighting bus 220, 222, 224 and 226. Like with vehicle bus 212, which can be designed to employ known communication protocols such as CAN and LIN, because the commands from lighting control unit 210 to the light sources through the lighting bus are part of the same module, the developer of the module has the independence and flexibility to choose a communication protocol that is best suited to the lighting system module, irrespective of the communication protocol employed elsewhere in the vehicle. In some

embodiments the LIN bus protocol can be used as it is suitable for

communicating the type of commands needed for controlling advanced lighting programs contemplated for present-day lighting circuits and it is not as expensive as a CAN bus, even though vehicle bus 212 might be a CAN bus. Accordingly, an advantage of the disclosed architecture is that other network protocols can be employed, including unique manufacturer-developed network communication protocols. For example, a given protocol can be better suited for the desired future lighting programs and/or might result in cost savings, by incorporating characteristics specialized for controlling lighting systems and removing features associated with other network protocols that are not needed for a lighting system. [0035] In FIG. 2, each of lighting buses 220, 222, 224 and 226 is dedicated to a series of light sources 221, consisting of an array of light engines, each individually connected to a respective lighting bus, such as a LIN bus. A LIN bus conveys three signals: power, ground and LIN bus interface. Lighting control unit 210 is responsible for driving each of the light sources connected to a respective LIN bus. Each of the light sources has a specific address, so that command signals directed to that address will be received by the light source. In some embodiments at least some if not all of these light sources are light engines comprising an electronic circuit, an LED, and a microcontroller. Many different styles of electronic circuits are known and suitable electronic circuits can be employed to provide a circuit that connects the components of the light engine together. For example, in preferred embodiments the electronic circuit can be a printed circuit, which can be printed onto a circuit board, another rigid surface, or a flexible surface depending upon the desired form factors.

[0036] While the trend in lighting technology appears to be shifting to LED light sources, and the disclosed smart lighting system is particularly suited to LED light sources, the light sources connected to the lighting bus can include other light sources installed in a vehicle, including incandescent and fluorescent lights so long as the light source can be controlled by power and command signals delivered over a lighting bus. By way of example the types of lights and lighting applications that can be controlled by the disclosed smart lighting system, include, without limitation: ambient light sources inside the vehicle cabin, including general cabin lighting and task lighting; headlamps, including low beams and high beams, fog lamps, daytime running lights, and auxiliary off-road lighting; turn signal lamps; side marker lights; brake lights; back-up lights; lights activated by vehicle access (such as interior dome lights, door sill lights, exterior lighting, including door handle lighting, ground lighting, and vehicle identification lighting manually or automatically activated when the key holder approaches the vehicle); lights manually or automatically activated to flash when a hazard condition is detected by the operator or automatically from data received from the vehicle bus; lighting for vehicle controls, such as the instrument panel, climate controls, a settings for a touch screen, or other user interfaces; under hood lighting; lighting in a trunk or other storage area.

Because modern vehicles comprise many sub-assemblies and manufacturing has become modular with responsibility for each module being assigned to different suppliers or different departments within multi-national companies, an advantage of the disclosed lighting system is that it can be a complete system with all of the lights in the system controlled by the lighting control unit, which is an integral part of the modular lighting system. Different OEM vehicle manufacturers can divide their sub-assemblies into different functions, and the disclosed smart lighting system is adaptable to different modules. For example, one OEM can outsource to one supplier just the interior lighting system. The disclosed smart lighting system could include and control just these lights.

Another OEM can specify a lighting system that includes the interior and exterior lighting whose main application is passenger comfort and aesthetics, and a different lighting system for lighting such as the headlamps, turn signal lamps, brake lamps, and so on. Each sub-assembly can benefit from the disclosed smart lighting system.

[0037] The disclosed lighting system is expandable by making a lighting control unit with support for more LIN buses so that more light sources can be controlled. In an alternative arrangement, the lighting system can be expanded by adding more lighting control units, such as lighting control unit 210A, illustrated by a box with dashed lines. Lighting control unit 21 OA can be configured to be a "Slave" of main lighting control unit 210. This is an advantage over existing vehicle lighting systems that use the BCM to control the lighting system, because the BCM controls more than just lighting so there can be limits on how much support is available for the lighting system. Some BCM-based ambient lighting systems can only support up to two LIN bus. [0038] With reference now to FIG. 3, shown is a block diagram of an example embodiment of lighting control unit 310. The shown components are connected through an electronic circuit. Because the lighting system is designed for use by vehicles, lighting control unit 310 is designed for installation in a protective enclosure and for sustained operation in a vehicular environment where it can be subjected to vibration, heat, cold, moisture, and other severe conditions. As such in most if not all embodiments, lighting control unit 310 is designed in accordance with known specifications and standards associated with vehicle electronics.

[0039] Data is received from vehicle bus 312 though transceiver 311 which is compatible with the communication protocol associated with the vehicle bus. The CAN protocol is a common protocol used in vehicles for the vehicle bus, but other protocols can work as well. For example, other vehicles such as airplanes often use other protocols such as Ethernet and TCP/IP.

[0040] Data received by transceiver 312 is sent to microcontroller 340, which processes the data in accordance with algorithms programed into installed software. For example, if microcontroller 340 receives data indicating that the door has been unlocked by an approaching key holder, microcontroller 340 can be programmed to turn on external lights to indicate the vehicle location to assist the key holder in finding the vehicle, and to give illumination to assist with vehicle entry. Such data could be combined with other data. In one example a light sensor or a system clock could give data indicating the time of day and/or whether it is dark outside. This data could be processed by microcontroller 340 such that ground illumination near the unlocked door(s) only activated when it is dark. When a sensor detects that a door is open, and this data is processed by microcontroller 340, internal ambient lighting can be activated to assist with entry and buckling the seatbelt. Data associated with the selected engine mode, for example shifting into drive from park, could be processed by microprocessor 340 to automatically dim ambient lighting to a level suitable for driving, and if a light sensor indicates that it would be beneficial to illuminate the instrument panel and other controls, then the intensity of the lighting for these purposes can be controlled automatically by microprocessor 340 in accordance with the software programming. Another component of lighting control unit 310 is power circuitry 350, to which power line 370 and ground line 372 are connected. For vehicular systems a 12-volt battery is normally used but other voltages can be used which would require different power circuitry.

[0041] An optional feature shown in FIG. 3 is external communication port 376. The adjacent arrow pointed towards external communication port 376 represents communication through external communication port 376. For example, external communication port could be a port for connecting to a USB or micro USB connector for receiving signals from external devices, for example to add new functionality for customized upgrades, fixes, or for diagnostic purposes.

[0042] While microcontroller 340 takes most of the data that it processes for controlling the lighting system from vehicle bus 312, external communication port 326 allows connectivity to external devices such as external computers for diagnostic or testing purposes and for installing software updates and fixes. This could also be the means for connecting user devices such as smart phones to load customizable features into lighting control unit 310. There are many styles of external communication ports, and a female USB port installed in the vehicle cabin, remote from the lighting control unit, is a common style of port that can be used.

[0043] In the embodiment illustrated in FIG. 3, lighting control unit 310 is designed to have four transceiver outputs for lighting buses 321, 323, 325 and 327. As already mentioned with respect to FIG. 2, LIN buses provide a suitable communication protocol for lighting buses 321, 323, 325 and 327, though lighting control unit 310 is not limited to the LIN protocol. [0044] Referring now to FIG. 4, a block diagram is shown of light engine 430 according to a preferred embodiment. Light engine 430 comprises a transceiver for receiving command signals from the lighting bus. Connections to the lighting bus are provided for power 470, commands 474, Input/Output interface 428, and connection to ground 472. Power regulator 432, which functions to regulate the power delivered to the light source to prevent, or at least reduce, damage to LED 460. Like other diodes, the current supplied to an LED changes exponentially with changes in voltage, so it is important for the power regulator to keep the current below the LED's maximum current rating. Microcontroller 442, also referred to as an MCU, acts in a slave capacity fulfilling the

commands received. Electrical circuits functionally connect the illustrated blocks. In some preferred embodiments the electrical circuits are printed on a board or a flexible support, depending upon where the light is installed and what type of housing it will be mounted into.

[0045] LED 460 can be, among other things, a single LED light source for producing one color or a plurality of LED light sources each with a different color. The different colored light sources can be combined and controlled in individual intensity to produce a range of blended colors.

[0046] FIGS. 5 A and 5B show an example of a LED light engine that has four LED light sources 510, 512, 514, and 516. The illustrated LED light engine is an example of a commercially available light engine that can be used as part of the disclosed lighting system. FIG. 5Acomprises a front image of a light engine, and FIG. 5B comprises a back image of the same light engine In this example the circuit is printed onto a rigid circuit board 518 and the front and back views show that electronic components are mounted on both sides. Like this example, color changing LEDs have a plurality of light sources, with each light source having a different color so that the blended and diffused color that is produced can be picked from a spectrum of colors and tuned for color consistency. Color changing LEDs can consist of light engines with two LEDs, three LEDs and four LEDs, with the most common being RGB LEDs with three colors (red, green and blue). Extending from the bottom edge of the circuit board in FIGS. 5 A and 5B are three pin connectors for connecting to a LIN bus, one pin for power 520, one pin for the LIN signal commands 522, and one pin for ground 524. Each LED has a slave MCU (shown as 530, 532, 534 and 536) for controlling a respective LED mounted directly opposite thereto on the other side of the circuit board. FIGS. 5A and 5B are an illustrative example of a LED light engine, and LED light engines can take many forms depending, for example, on the space available for mounting them and the environment where they will be installed. By way of example, some LED light engines have large heat sinks for more heat dissipation, some are miniaturized, some have different colored LEDs, and some have fewer LEDs.

[0047] FIG. 6 shows an example of a lighting control unit in accordance with the disclosed smart lighting system. A rigid circuit board 610 provides support for mounting the components of the illustrated lighting control unit. The circuit board comprises electrical circuits printed on the board for the electrical connections between the mounted components. In this example a standard connector 612 is provided for connecting to the vehicle bus. In this example a CAN transceiver 614 is used to receive data from a CAN bus. Power circuitry manages the power and connections to power and ground are also provided in the connector housing. This example also shows the mounted microcontroller 616. This lighting control unit was designed and built with four LIN

transceivers. FIG. 6 also shows other electronic components such as resistors 618 mounted on the circuit board, for example, as a subcomponent of the power circuitry.

[0048] While the smart lighting system was developed for the automotive industry, beyond just automobiles, buses and trucks, it can also be applied with similar benefits to other types of vehicles such as trains, boats, industrial vehicles, agricultural vehicles and airplanes. It is especially useful for vehicles that are produced on a large scale with manufacturing processes that involve the assembly of modular systems.

[0049] While particular elements, embodiments and applications of the present invention have been shown and described, it will be understood, that the invention is not limited thereto since modifications can be made by those skilled in the art without departing from the scope of the present disclosure, particularly in light of the foregoing teachings.