FIELD OF THE INVENTION 
       [0001]    The present invention relates to an adaptive RV chassis tail lamp and tow lamp configuration. 
         [0002]    More specifically, the configuration may be simply switched between American and European schemas through use of a user interface in communication with a chassis control module, rather than be limited to one or the other configuration due to hardwiring, as called for previously. Further, the configuration of the tail lamps of a vehicle being towed by the RV can be configured separately from the configuration of the RV chassis tail lamps, in like manner. Still further, diagnostics may be run to determine functionality of all tail and tow lamps powered by the vehicle power distribution source. 
       BACKGROUND 
       [0003]    Heretofore an RV chassis has been hardwired in either an American or European tail and tow lamp configuration, with no option being presented to switch between the two, as needed. Also, the configuration of lamps of a vehicle being towed by an RV has been necessarily an identical configuration of that of the RV chassis. 
         [0004]    The adaptive RV chassis tail lamp and tow lamp configuration of the present invention provides a variety of options in these regards through use of an user interface, in communication with a chassis control module, as has not been previously proposed. Also, it has not been previously proposed to use such configuration for tail lamp diagnostics. 
       SUMMARY OF THE INVENTION 
       [0005]    According to the invention there is provided an adaptive RV chassis tail lamp and tow lamp configuration, which allows switching between American and European style tail and tow lamp configurations through use of a preprogrammed chassis control module which is simply accessed via a user interface. Further, the configuration of the tail lamps of a vehicle being towed by the RV can be configured separately from the configuration of the RV chassis tail lamps, in like manner. Still further, diagnostics may be run to determine functionality of all tail and tow lamps powered by the vehicle power distribution source. 
     
    
     
       BRIEF DESCRIPTIONS OF THE DRAWINGS 
         [0006]      FIG. 1  is a schematic block diagram of the prior art configuration, wherein all lamps are hardwired and cannot be adapted. 
           [0007]      FIG. 2  is a schematic block diagram of the adaptive tail lamp and tow lamp configuration of the present invention, showing accommodation of American and/or European lamp configuration in either the RV chassis and/or trailer being towed thereby through use of a chassis control module providing selective input and output control schema, selected via an instrument cluster panel suitably engaged to the chassis control module. 
           [0008]      FIGS. 3-8  are very detailed schematic circuit diagrams showing a significant portion of the complex circuitry entailed in the configuration of the present invention, as related to simplified  FIG. 2 . 
           [0009]      FIG. 9  is a logic flow diagram of the logic used in the CCM with respect to control of the RV chassis tail lamp configuration. 
           [0010]      FIG. 10  is a logic flow diagram of the logic used in the CCM with respect to control of the towed vehicle tail lamp configuration. 
       
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0011]    As previously stated the adaptive RV chassis tail lamp and tow lamp configuration  10  of the present invention provides a user interface  11 , in the form of mode selection  12  in an instrument cluster  14  including an LCD display  15  connected to a chassis control module (CCM)  16  via a data bus  17  with an option to configure the rear lighting system for combined stop and turn lamps or separate stop and turn lamps, as illustrated. A coach body builder can now connect the rear lighting configuration for combined stop and turn lamps including control of operation of a CHMSL (center high mount stop lamp)  18 . The coach can then be configured for combined stop and turn using the instrument cluster menu (not shown) of the user interface  11  for adapting to desired vehicle settings, i.e., American or European. In such user menu there is now provided an option to configure the coach lamp  20  and  22  and/or the tow lamp  24  and  26  style. Selecting coach lamp  20 ,  22  style on the interface  11  brings up a sub menu with the option to select separate or combined stop/turn lamps  20 - 26  of the American or European style, respectively. 
         [0012]    When selecting a separate stop/turn style, the CHMSL lamp  18  is then used to power all the brake lamp circuits  28  and the turn lamps are discreetly powered by left and right turn lamp input circuits  30  and  32 , respectively. RV chassis designs include a tow lamp connector on a rear lamp harness (not shown). The tow lamp style  24 ,  26  can be configured independently, and can be different to the coach lamp style  20 ,  22 , if so desired. 
         [0013]    The lamp loads are controlled by the CCM  16 , which is, in a preferred embodiment, a programmable electronic module, such as a CCM made by Megatech Electro, a Teleflex Company, of 90 28 th  Street, P.O. Box 861 Grand-Mere (Quebec) Canada G9T 5Z8, sold under assembly part no. E01827 and/or E01830, used to perform power distribution to various loads on the RV chassis. The CCM  16  communicates with the instrument cluster  14  of the user interface  11  in order to configure the coach and tow lamp styles  20 ,  22  and  24 ,  26 , respectively. Before configuring the coach lamp style  20 ,  22  the user is required to turn on the ignition without starting the engine, turn on the hazard lamps  36  and depress the brake pedal (not shown) of the electronic brake system  40  connected to the CCM  16  via data bus  17 . This procedure was put in place to prevent a user from inadvertently changing the stop/turn lamp styles  20 ,  22  and  24 ,  26 . Usually, once a coach body builder has configured the stop/turn lamp style  20 ,  22  it would never need to be changed again, although it is possible to reconfigure multiple times. The tow stop/turn lamp style  24 ,  26  may also be changed multiple times. It may not be required to turn on the hazard lamps  36  and depress the brake pedal (not shown) of the electronic brake system  40  to change the tow stop/turn lamp style  24 ,  26 . 
         [0014]    Turning now to  FIG. 9 , wherein a logic flow diagram is presented of the inner algorithmic workings of the CCM, we begin with step  100 , wherein the logic starts up. Upon startup  100 , the logic first looks to see if the ignition switch is on (no start), and checks to see if the vehicle is in park, at  102 . If yes, a mode button  103  of the instrument cluster  14  is pressed for a predefined period of time. If no, the logic loops back to  100 . When the instrument cluster mode button  103  is depressed correctly at  104 , the logic next looks to see if a menu appears on the LCD display or message center  15  of the instrument cluster  14  at  106 . If no, the logic loops back to  104  and if yes, the logic then looks for the use of a trip button to scroll down to a vehicle settings submenu, at  108 . The user then selects “coach stop lamp style” at  110 . Next the logic looks to see if the hazard lamp switch is on, and if the service brake is depressed, at  112 . If not, it loops back to  110  until such is accomplished at  113 , and when so accomplished, it continues with the user being allowed to select between European and American style lamp configuration, at  114 . Next, it is determined if the required option is selected at  116 , if no it loops back to step  114 . If yes, the user is prompted to press the mode button  103  again and scroll to the exit menu at  118 , with the program terminating thereafter at  120 . 
         [0015]    Turning now to  FIG. 10 , there is set forth therein a simplified logic flow diagram for setting of the lamps of a vehicle being towed by the RV chassis, into the proper style, starting at step  200 . Again, at  202 , the logic checks to see if the ignition switch is on (no start), and checks to see if the vehicle is in park. If yes, a mode button  103  of the instrument cluster  14  is pressed for a predefined period of time. If no, the logic loops back to  200 . When the instrument cluster mode button  103  is depressed correctly at  204 , the logic looks to see if a menu appears on the LCD display, or message center,  15  of the instrument cluster  14 , at  206 . If no, the logic loops back to  204  and if yes, the logic then looks for the use of a trip button to scroll down to a vehicle settings submenu, at  208 . The user then selects “tow stop lamp style” at  210 . Next the logic looks to see if the hazard lamp switch is on, and if the service brake is depressed, at  212 . If not, it loops back to  210  until such is accomplished at  213 , and when so accomplished, it continues with the user being allowed to select between European and American style lamp configuration, at  214 . Next, it is determined if the required option is selected at  216 , if no it loops back to step  214 . If yes, the user is prompted to press the mode button  103  again and scroll to the exit menu at  218 , with the program terminating thereafter at  220 . 
         [0016]    As described above, the configuration of the present invention provides a number of advantages, some of which have been described above and others of which are inherent in the invention. Also, modifications may be proposed without departing from the teachings herein.
The adaptive RV chassis tail lamp and tow lamp configuration allows switching between American and European style tail and tow lamp configurations through use of a preprogrammed chassis control module, which is simply accessed via an user interface. Further, the configuration of the tail lamps of a vehicle being towed by the RV can be configured separately from the configuration of the RV chassis tail lamps, in like manner. Still further, diagnostics may be run to determine functionality of all tail and tow lamps powered by the vehicle power distribution source.