MXPA99009218A - Automatically adjustable passenger mirror assembly for a trailered vehicle - Google Patents

Abstract

An automatic mirror rotation assembly for a vehicle including a tractor and semi-detached trailer is provided. A control wheel (58) is mounted in a structure connecting to a chassis of the tractor, and is raised into engagement with a lower surface of the trailer. As the vehicle turns, the rotation of the trailer with respect to the tractor is measured by counting rotations or partial rotations of the wheel (58) against the underside surface of the trailer. A corresponding degree of passenger-side rear view mirror is calculated, and a motor automatically rotates the mirror.

Description

AUTOMATIC ADJUSTMENT MIRROR ASSEMBLY FOR THE PASSENGER SIDE, WHICH IS USED IN A TOWED VEHICLE BACKGROUND OF THE INVENTION This application is a continuation in part of the application Serial Number 08 / 385,448 filed on February 8, 1995.

TECHNICAL FIELD The invention relates to an assembly for automatically rotating a rear-view mirror of a vehicle. More specifically the invention relates both to an assembly for automatically rotating a rearview mirror mounted on the passenger side of a vehicle comprising a tugboat carrying a semi-detached trailer, and also refers to the rear view mirror itself.

DESCRIPTION OF THE RELATED TECHNIQUE The towed vehicles are well known.

Referring to Figure 1, a towed vehicle 20 comprises a semi-detached trailer 22 mounted to a tug 24. The trailer "22 is mounted at a launching point 26," which is typically referred to as "fifth wheel" and it's placed on the rear end 28 of the chassis P897 30 of the tugboat. The tug and the trailer are generally aligned to define an imaginary axis 32. A rearview mirror 34 on the passenger side is typically mounted on the passenger side door of the tug and, in general, is placed in alignment with the axle 32 so that the driver can observe the rear corner 36 of the passenger side on the trailer 22. The driver normally adjusts this mirror 34 on the passenger side either electrically or manually, according to the length of the trailer 22. The relationship described above is shown in Figure 1 (a) where the right-hand side is illustrated as the passenger side, as is commonly used in the United States, Canada and continental Europe. The field of vision of the driver in the mirror on the passenger side is illustrated with the reference number 38. A problem arises when the driver is going to take a curve, either forward or backward. As the tug takes the curve the trailer pivots with respect to the tugboat forming an angle between them. However, the rear-view mirror on the passenger side remains stationary. The trailer 22 therefore locks the field of view 38 causing the driver to lose sight of the rear corner 36 of the passenger side in the trailer and also does not see any object that P897 is in the vicinity. This problem is illustrated in Figure 1 (b). The steeper turns obviously exacerbate this problem. The resulting loss of rear visibility creates potentially dangerous situations. When driving on winding roads or trying to roll back the trailer to enter a lot of parking lots or a landing platform, the driver's inability to see other vehicles, people and objects in his passenger-side mirror can cause damage to most serious property or accidents. Reports published in 1994 indicate that out of 330,000 truck crashes reported in the United States for 1991, 19.1% (approximately 198,000) of these accidents involved reverse movement, cornering, lane change, or fast-track entry maneuvers who carry out the towed vehicles. These crashes constituted 1.0% of all fatalities, 10.8% of injuries and 6.3% of the costs of accidents involving towed vehicles for that year, with total direct monetary losses estimated at more than $ 250 million. Several commercially available warning systems currently exist to provide a driver with warning about objects that are behind the P897 truck when taking a curve. Despite the need for these systems, surveys with professional truck drivers have shown that there are several problems with these available systems. For example, existing devices are not necessarily installed. Another problem that exists is the reliability of existing systems, including damage to the systems when they are in use. Another problem is the difficulty of using existing systems. In summary, existing systems to detect and warn drivers about the presence of objects behind the truck have a limited coverage area, provide inconsistent warning and are rarely used. A better solution is to allow the driver to rely on the rear-view mirror on the passenger side, providing the mirror with the ability to turn in response to a curve the vehicle takes. Past attempts to provide this type of device have had limited success, as evidenced by the fact that no device is widely used in the truck industry. An auto-adjust rear-view mirror assembly is necessary for the passenger side in towed vehicles, which can be easily installed and P897 also operates easily, and is reliable under the environments and under normal conditions of truck driving. The additional objects and advantages of the invention will be set forth in the description that continues and in part will be obvious from the same or may be learned by practicing the invention. The objects and advantages of the invention may be realized and obtained by means of the combinations described in the appended claims.

EXPOSITION OF THE INVENTION To achieve the above objectives and in accordance with the purposes of the invention which are hereby incorporated and described broadly, a mirror rotation assembly is provided for a vehicle "having a tugboat and a trailer pivotally connected thereto and semi-separated. The assembly comprises an apparatus "that supports a rotating control wheel that can be attached to the tractor chassis in a manner close to the" fifth wheel. The control wheel support apparatus is configured to move the control wheel from an uncoupled position close to the chassis, to a position engaged with the wheel in rolling contact with the lower part of a trailer. A counter "that works for P897 count a number of full or partial rotations of the wheel as the trailer pivots relative to the tug when the vehicle takes a curve. A motor is connected to a rotating mirror on the tug. A programmed processor is also provided to receive the number of complete or partial rotations of the wheel from the counter, calculate a degree of curve taken by the vehicle corresponding to the number of complete or partial rotations of the wheel, calculate a degree of rotation of the mirror corresponding to the degree of the curve taken by the vehicle and instruct the engine to rotate the mirror according to the calculated degree of rotation of the mirror. In a preferred embodiment, the control wheel support apparatus includes a mounting block having a slot defined therein, a sliding block mounted in the slot, the control wheel is mounted on the sliding block, and a spring for pushing the sliding block upwards, so that the control wheel is coupled to the underside of the trailer. In another embodiment, the control wheel support mechanism includes an arm that pivots upwardly until the control wheel engages with the bottom of the trailer. Other structures capable of supporting the control wheel and putting it to the control wheel in coupling and out of engagement with the underside of the trailer, are also possible.

BRIEF DESCRIPTION OF THE DRAWINGS Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Together with the general description given above and the detailed description of the preferred embodiments given below, the drawings serve to explain the principles of the invention. Figure 1 (a) is a top view of a towed vehicle including a tugboat and a semi-detached trailer showing the normal field of view of the rear-view mirror on the passenger side; Figure 1 (b) is the top view of a semi-separate prior art tractor and trailer, wherein the field of view in the rear-view mirror of the passenger side is reduced or eliminated when the vehicle takes a curve; Figure l (c) is a top view of a semi-detached tow truck and trailer including an automatically adjustable rearview mirror assembly according to the present invention, wherein the driver retains the field of view in the rearview mirror on the side of the passenger when taking a curve. Figure 2 is a view of certain components of an embodiment of the mirror rotation assembly according to the present invention; Figure 3 is a top view of the embodiment of the components of the mirror rotation assembly as illustrated in Figure 2; Figure 4 is a schematic top view illustrating the placement of a processor and the wiring according to the present invention; Figure 5 is a side view of a tow vehicle illustrating the placement of the components of the mirror rotation assembly; Figure 6 is a front view of a control panel used with the present invention, placed in the cabin of the tow vehicle; Figure 7 is a side view of a mirror assembly used with the present invention; Figure 8 is a front view of the mirror assembly shown in Figure 7; Figure 9 is a top view of the mirror assembly shown in Figure 7; Figure 10 is a detailed front view of a mirror assembly having a separable mirror face, which can be used with the present invention; Figure 11 is a side view of a second embodiment of a mirror rotation assembly according to the present invention; Figure 12 is another side view of the second embodiment of a mirror rotation assembly shown in Figure 11; and Figure 13 is a front view of the second embodiment of a mirror rotation assembly shown in Figure 11.

BEST MODE FOR CARRYING OUT THE INVENTION Reference is now made to the presently preferred embodiments of the invention which are described in detail and are amply illustrated in the accompanying drawings. A mirror rotation assembly is provided for a vehicle having a tug and a semi-detached trailer, pivotally connected to the tug. Referring to Figure 1, a vehicle 20 includes a trailer 22 which is pivotally connected to a tug 24, at a pivot point 26 which is commonly known in the truck industry as a "fifth wheel". The wheel remover 26 is positioned proximate a rear end 28 of the chassis 30 of the tug. The tug and the trailer align to define an imaginary axis 32. A rearview mirror is provided at the passenger side door in order to provide the driver with a field of view 38 spanning the rear corner 36 of the passenger side, towards the passenger side. trailer The general configuration of a towed vehicle and the connection between the trailer and the tug, are also well known and will not be described further. In a first embodiment of the invention, an elongated arm having first and second ends is provided, the first end can be pivotally mounted on a support on the tractor chassis, where the arm generally traverses an axis defined by the trailer and the tug , the second end supports a rotating wheel. As amply illustrated in Figure 2, a support 40 can be attached in a plurality of positions on the chassis of the tugboat. Preferably, the support 40 is a steel cross member 42 that can be mounted to the chassis channels 29 in various selected positions on the front of the fifth wheel 26, using steel clamps 44, bolts 46 and neoprene 48 packs. clamps 44 are preferably steel clamps. The use of clamps and bolts to secure the cross member 42 to the chassis 30 allows the driver to loosen the bolts and move the cross member 42 to the desired position, depending on the particular trailer being towed. Anyone experienced in this field will recognize that most commercial trailers in the United States have a steel plate with holes mounted on the underside of the trailer, either 12 or 22 inches in front of the fifth wheel. The position of the transverse member 42 on the chassis must, therefore, be adjustable according to what is necessary to avoid making holes in this plate. The neoprene 48 packages allow variations in the chassis surfaces. Illustrated more fully in Figure 2 is an elongated control arm 50 having a first end 52 and a second end 54. The first end 52 is pivotally attached to the support 40 at the pivot point 56. A control wheel 58, which preferably includes a molded rubber tire having a maximum capacity of 400 psi, is rotatably mounted at the pivot point 60 at the second end 54 of the control arm 50. According to the first embodiment of the invention described above, a pivot unit is provided for pivoting the arm from an uncoupled position proximate the chassis to a position engaged with the wheel, in rolling contact with the underside of the trailer. As illustrated more fully in Figure 2, a cylinder 62, preferably a double acting pneumatic cylinder is pivotally connected to the support 40 in the P897 pivot point 64. The rod 66 of the piston projects from the cylinder 62 and is pivotally connected to the control arm 50 at the pivot point 68, intermediate the first end 52 and the second end 54. As noted in Figure 2, pressurized fluid is provided to drive cylinder 62 via fluid line 70. Preferably, 15 psig is delivered to cylinder 62 via fluid line 70. In the preferred embodimentThe pressurized fluid is compressed air, which is preferably supplied by the vehicle's air compressor via a solenoid control valve 72. It may be the same compressed air used for the vehicle's brake system. However, it is within the scope of this invention to provide a separate pneumatic system for operating the cylinder 62. According to the first embodiment of the invention, the control arm 50 and the cylinder 62 are placed on the support 40 in such a way that when the cylinder 62 is pressurized, the control arm 50 will pivot upwardly from an uncoupled position 80 proximate the chassis, to an engaged position 82 with the wheel 58 in rolling contact with the surface of the underside of the trailer 22. Furthermore, in accordance with the invention, these components are positioned so that the arch 84 defined P897 by the movement of the arm from the decoupled position 80 to the engaged position 82, is transverse to the axis 32 defined by the tug and the trailer aligned. The reason for this placement will be apparent from the description of the operation of the invention that is provided below. It is also preferred that the control arm 50 of the first embodiment be in the engaged position 82 and the wheel 58 be maintained in a substantially continuous rolling contact with the underside of the trailer 22. This feature of the invention takes into account the conditions of the road, which will cause the trailer 22 to move up and down as the wheels of the vehicle encounter bumps in the road. In order to maintain this substantially continuous contact, a regulator 86 is preferably provided in the fluid line 70 to adjust the pressure in the cylinder 62, as necessary to adjust the position of the control arm 50 and maintain the control wheel. 58 in contact with the trailer 22. Preferably, the regulator 86 will operate to maintain the pressure of the cylinder 62 substantially constant. According to the first embodiment of the invention, a counter is provided that functions to count the number of complete or partial rotations of the P897 rolls as the trailer pivots on the tug, when taking a curve. As already amply illustrated here and in relation to Figs. 2 and 3, an electronic counter mechanism 90 is attached to the support 42. A rotating cable 92, preferably a flexible drive cable of standard type, joins the counter mechanism 90 to control the wheel 58. The cable 92 can be example, a standard speedometer cable covered with a plastic liner. As the wheel 58 takes a curve in response to the curve taken by the vehicle and correspondingly is pivoted by the trailer around the pivot point 26, the cable 92 rotates in correspondence. The complete or partial rotations of the cable 92 in turn are converted in the counter 90 into electronic impulses. The counter 90 counts these electronic impulses. Another option for counting the rotations of the wheel 58, not shown in the drawings, is to place windows on the wheel 58 and mount a counter with a visual scanner near the wheel to count the windows as they turn and pass through the counter . The invention is not limited to the use of an elongated control arm and a pivot unit for pivoting the control arm to a coupled position. The rotation of the trailer is detected by the rotation of the control wheel 58 against the bottom surface of the P897 trailer as it takes a curve. The rotations of the control wheel 58 are counted to be subsequently translated into a corresponding degree of trailer rotation. Therefore, any structure capable of placing the control wheel 58 in engagement with the lower surface of the trailer is within the scope of the present invention. For example, a second embodiment of a structure capable of coupling the control wheel to the lower surface of the trailer is shown in Figs. 11-13. According to a second embodiment of the present invention there is provided a mounting block which can be attached to the chassis and which has a slot defined therein. As shown in Figure 11, a mounting block 200 is attached to the chassis 30 of the tug in a manner close to the rear end of the fifth wheel 26. Preferably, the mounting bolts 202 are attached to the mounting block 200 directly to the fifth wheel 26. In a preferred embodiment, the mounting block 200 is an aluminum block having dimensions of approximately 3 inches x 3 1/2 inches. As shown in Figure 13, a slot 214 is provided in the mounting block 200. According to a second embodiment of the invention, a control wheel is slidably supported in the P897 slot. As shown in Figs. 11-13 a sliding block 206 slidably engages the slot 204. The sliding block 206 includes at least one projecting arm 208 and preferably includes two. The projecting arms 208 and, consequently, the sliding block 206 are pushed in an upward direction (as shown in Figure 16) by the coil springs 210 mounted on the arrows 212. As shown in Figs. 11 and 12, a bracket 214 generally U-shaped is attached to the sliding block 206, the bracket 214 supports the shaft 216. The control wheel is rotatably supported on the shaft 216. As noted above, the coil springs 210 push the sliding block 206 in an upward direction, thus pushing the control wheel 58 upwards to a coupled position in contact with the lower surface of the trailer 22. The spring force of the coil springs 210 must be adequate to maintain the wheel control 58 in engagement with the trailer 22, despite the jolts caused by irregularities in the road surface. As shown in Figs. 11-13 the control wheel 58 is mounted on the U-shaped bracket 214 and the shaft 216, at a preselected angle? with relates the vertical line z-z drawn between the bottom surface P897 of trailer 22 and earth. It has been found that as the control wheel 58 travels in an arc along the underside of the trailer 22 when it is pivoted, the control wheel 58 can roll more easily if it is angled with respect to a vertical line and, therefore, can rotate more easily. both, also with respect to the horizontal top surface of the trailer. The preferred angle e of the control wheel 58 in relation to the vertical line z-z is 15a. It is further preferred that the edge of the control wheel 58, which will contact the top surface of the trailer 22 due to the deflection 150, be chamfered to increase the surface area of the wheel that is in contact with the trailer. . According to the second embodiment of the invention, a counter is provided that functions to count the number of complete or partial rotations of the control wheel as the trailer pivots with respect to the tug, when taking a curve. As shown in Figs. 12 and 13, the electronic counter mechanism 220 is attached to the sliding block 206. The counter 220 is configured to count complete or partial rotations of the wheel. Alternatively the wheel 58 can be fixed to a rotation axis 216, in which case the counter 220 can be configured to count the full or partial rotations of the axis 216. The number of P897 rotations results in an account that is transmitted via wires 96 to the system processor described below. According to the second embodiment of the invention, the control wheel can move away from the lower surface of the trailer when the trailer is uncoupled from the tractor chassis. As shown in Figure 11, a release lever 230 is provided with the fifth wheel 26 to release the coupling between the trailer 22 and the tractor 24. Preferably, a second release lever 232 can be attached to the release lever 230. of the fifth wheel. The release lever 232 in turn is joined to an arrow 234 which is attached to a rotation cam 236 on the mounting block 200. A cable 238 extends between the cam 238 and a cable adjustment screw 240 which is clamped to the sliding block 206. When the driver operates the deliberative lever 230 of the fifth wheel, the second release lever 232 rotates the arrow 234 which rotates the cam 236. The rotation of the cam 236 pulls the cable 238, which at its the downward force of the slide block 206 against the upward thrust of the coil springs 210 is applied. The downward pull of the cable 238 slides the sliding block down along the slot 204, thereby decoupling the P897 the control wheel 58 of the trailer 22 and moving the control wheel 58 downwardly away from the trailer 22. This sequence functions to move the control wheel 58 and clear the trailer 22, thus preventing the possibility of damage during the uncoupling the trailer 22 from the tug 24. The above-described embodiment provides the sliding movement of the slide block 206 in the slot 204 of the mounting block 200. To assist in this sliding movement, a lubricant such as graphite can be inserted into the slot 204. It is also within the scope of the invention to provide bearings or wheels between the sliding block 206 and the slot 204, in order to create a rolling movement. It is irrelevant that the movement is sliding, rolling or pivoting as long as the structure is able to move the control wheel 58 towards and out of engagement with the lower surface of the trailer 22. As broadly illustrated in Figs. 4 and 5, the electronic counter 90 or, alternatively, the electronic counter 220 is electrically connected to the processor 100 (described below), where the cable 96 is mounted on the chassis 30 and runs towards the tug 24. The electronic impulses coming from of the counter 90 or 220 travel via cable 96 to the processor. Although P897 shows and a cable is described, other ways of transmitting a signal from the counter 90 or the counter 220 to the processor are also contemplated and these are within the scope of the present invention. For example, a fiber optic cable, a radio transmitter or any other signal transmission mode may be used. According to the invention, there is provided an engine that can be connected to a rotating mirror on the tug and a processor is programmed to receive the number of wheel rotations from the counter, calculate the degree of the curve taken by the vehicle corresponding to the number of rotations of the wheel, calculate a degree of rotation of the mirror «corresponding to the degree of the curve of the vehicle and instruct the engine to« rotate the mirror according to the calculated degree of rotation of the mirror. As amply illustrated in Figs. 4 and 5, a computer processor 100 is connected via the wire 96 to the counter 90 or to the counter 220 and mounted inside the tug 24. The processor 100 receives the electronic pulses from the counter 90 or the counter 220. The processor 100 is programmed to calculating the degree of the curve taken by the vehicle corresponding to the number of wheel rotations (ie, electronic pulses) received from the counter 90 or the counter 220. The processor 100 then calculates a degree of rotation of the P897 mirror corresponding to the degree of the curve taken by the vehicle and is necessary to maintain the field of vision of the rear corner 36 on the passenger side in the trailer 22, within the field of view 38. In order that the system Effectively operate certain information should be entered into the processor 100 before the vehicle turns around. A control box 110, shown extensively in Figure 6, is preferably mounted in the cab in a position that allows easy manipulation by the driver. In addition to an on / off switch 112, active / inactive switch 113 and system markings 114, control box 110 includes a mirror positioning control 116 and a calibration control 118. The energy for the control box 110 is supplied by a typical electrical system of 12 V or 24 V of the vehicle. The mirror positioning control 116 allows the driver to adjust the mirror 34 at the desired location to provide an acceptable field of view 38, generally along an axis substantially parallel to the axis 32. The calibration control 118 allows the driver enter the trailer length data 22. Pre-setting the length of the trailer on the processor is a critical step in determining the proper degree of rotation of the mirror to retain a field of view P897 acceptable during the curve the vehicle takes, since the degree of rotation it needs will be a function of the length of the trailer. Indicators 114 preferably include an "Active / Inactive" signal light to warn the driver when fluid pressure has been supplied to the cylinder and when the control arm is engaged. The "Active" signal can be set to turn on when pressure is supplied to the cylinder. However, it is preferred that a limit switch 115 be provided in close proximity to the solenoid control valve 72, activated by pressure when the wheel 58 contacts the trailer 22 and deactivated when the wheel 58 no longer sets in contact with the trailer 22, to provide the driver with a positive indication that the system is actually coupled and capable of operation. Preferably, the processor 100 is electrically connected by the cable 120 to a motor 122 in the mirror unit 34. As was the case with the connection between the counter 90 and the processor it can be replaced with optical fiber, the radio transmitter or any other signal transmitter well known in the art. As amply illustrated in Figs. 7 and 8, the motor 122 is a servo-motor positioned within the frame 124 of the mirror assembly 34. The frame 124 and the face 126 of the mirror are P897 pivotally mounted on a universal mounting bracket 128 and a post 130. The motor 122 is connected to the mirror frame 124 by suitable mechanical gears and rods (not shown), in order to rotate the frame 124 of the mirror and face 126 around the post 130. It is further preferred that the mirror assembly 34 be capable of providing variable optical abilities to the driver. For this purpose, it is preferred that it is preferred that a plurality of pliers 134 be provided in an opening of the frame 124 and that the plurality of different mirror faces 126 each have different optical characteristics, i.e. a face mirror or a mirror can be provided. typical surface, a panoramic view mirror, a wide-angle mirror, a convex mirror, a point mirror or the like. In addition, the selected faces or surfaces of the mirror 126 may have multiple optical characteristics. As illustrated in detail in Figure 10, the face 126 of the mirror comprises an upper portion 136, a dividing line 138 and a lower portion 140. The upper portion and the lower portion 140 have different optical characteristics. The driver can select the face 126 of the mirror suitable for the moment in which he is driving and can easily insert or remove mirror faces 126 by opening and closing the clips 134.

P897 The present invention works in the following manner. In the first embodiment, and after hooking the trailer 22 to the fifth wheel 26 the driver manually adjusts the bracket 40 to the proper position from the front to the rear of the chassis 30 and tightens the bolts 46. Upon entering the cabin, the conduit energizes the system with the switch 112 establishes the desired position of the mirror assembly 34 with the mirror positioning switch 126 and calibrates the system with the calibration switch 118 establishing the length of the trailer. Typically, the position of the mirror is adjusted along an axis generally parallel to axis 32 defined by the tug and trailer, thus providing the driver with vision of the rear corner 36 of the passenger side in the trailer. Subsequently, the system is energized with the switch 112, the pneumatic cylinder is activated with the switch 113. The valve operated by solenoid 72 is opened and the fluid pressure is provided via the fluid line 70 to the cylinder 72. The arm of piston 66 retracts by pulling the control arm 50 from the decoupled position 80 towards the engaged position 82, where the wheel 58 is in rolling contact with the lower portion of the trailer 22, along a line transverse to the axis 32, defined by the tug 24 and the trailer 22.

P897 In the second embodiment, when the trailer 22 is coupled to the tractor 24, the helical spring 210 pushes the sliding block 206 upwards in the slot 204, until the control wheel 58 engages with the lower surface of the trailer 22. The driver then enters the cabin, energizes the system, adjusts his mirrors and calibrates the system as described above. In both embodiments, when the driver takes a curve, the trailer 22 pivots with respect to the tug 24 around the pivot point 26. As the trailer 22 pivots, the control wheel 58 rotates. Corresponding rotations of the wheel or rotations The electronic impulses are then transmitted to a processor 100. The processor 100 calculates the degree of the curve taken by the vehicle corresponding to the partial rotations. or counted complete of the control wheel 58. Knowing already the position of the mirror assembly 36 and the length of the trailer 22, the processor 100 calculates the degree of rotation of the mirror corresponding to the degree of the curve taken by the vehicle and which is necessary to keep the rear corner of the passenger side in the trailer, within the field of view of the mirror.

P897 The processor 100 transmits the calculated degree of rotation of the mirror towards the servo motor 122. The servomotor 122 rotates the face 126 of the mirror in order to establish a field of view 38 (a), as shown in Figure 1 ( c) Similarly, when the trailer 22 pivots rearwardly in alignment with the tug 24 at the end of the curve, the wheel 58 rolls providing a signal that rotates the mirror back to the original position, restoring the original field of view 38. In this way, the driver can always see the rear corner of the passenger side on the trailer, even when the vehicle takes a curve. Further, in the first embodiment, as the regulator 86 maintains the constant pressure in the cylinder 62 as the trailer moves up and down, the wheel 58 remains in substantially continuous contact with the underside of the trailer, even in irregular roads. Similarly, in the second embodiment, the springs 210 keep the sliding block 206 pushed up and the wheel 58 in contact with the trailer, despite the jolts caused by the irregularities of the road. Preferably, when the limit switch 115 is provided, the conductor has a continuous positive indication in the control box 110 of when the P897 wheel 58 is engaging the lower side of trailer 22. Modifications to the invention described above can be made. For example, the presence of ice, mud and salt on roads in Nordic climates can interfere with the operation of wheel 58 and the various control wheel support mechanisms. In order to protect these components from the external environment, a permanent or separable type protective housing 120 can be provided (illustrated in detail in Figure 2). Also, additional structures that are capable of rotatably supporting the control wheel 58 can be provided by contacting the control wheel 58 with the underside of the trailer and moving the control wheel 58 away from the trailer 22 at the desired times. The exchange capacity between the signal transmitting devices in the counter and the processor and between the processor and the servo-motor has also been analyzed. The system can be provided with only one servo motor to connect to an existing mirror assembly or it can be provided with its own rotating mirror assembly to be mounted on the tug. The mirror assembly itself may include a single mirror face or a plurality of interchangeable mirror faces with variable optical characteristics. A source of P897 separate power and / or a source of pressurized fluid can be provided or the system can operate using the vehicle's electrical system and / or a high-pressure air system. The control panel 110 can also be configured to allow the driver to de-energize the automatic rotation capability of the mirror and to direct the rotation control of the mirror. Additionally, although the invention has been described with respect to the passenger-side mirror on the right hand side of the vehicle, it may also be configured to work with the mirror assembly on the driver's side or with a mirror on the passenger side at the left-hand side of the vehicle, such as those used in countries where drivers use the right side of the road. Other additional modifications will easily occur to those with expertise in this field. For example, in order to work with trailers that do not have a smooth bottom surface ie fuel pipes, car trailers or garbage trailers of 10 to 20 yards, a flat steel plate can be mounted on the lower front end side of the trailer so that the wheel 58 rolls against it. These modifications will be within the expertise of people with experience in this field.

P897 The invention in its broader aspects is not limited to the specific details and modalities that have just been described and shown in the drawings. Deviations can be made to those details without departing from the spirit or scope of the invention.

P897

Claims (9)

1. CLAIMS 1. A mirror rotation assembly for a vehicle having a semi-separated trailer and trailer and pivotally connected thereto, the assembly comprising: a mounting block having a slot defined therein, which could be attached to a tugboat chassis; a mobile support coupled in the groove, the support and which rotatably supports a wheel so that it is mobile in rolling coupling with a lower surface of the trailer; a counter that functions to count a number of complete rotations or partial rotations of the wheel as the wheel pivots relative to the tug when the vehicle takes a curve; and an engine connectable to a rotating mirror on the tug; and a processor programmed to receive the number of complete or partial rotations of the wheel from the counter, calculate the degree of the curve taken by the vehicle corresponding to the number of partial or total rotations of the wheel, calculate the degree of rotation of the wheel, mirror that corresponds to the degree of the curve P897 taken by the vehicle and instruct a motorized mirror attached to the tug to rotate according to the calculated degree of mirror rotation. The assembly according to claim 1, wherein the engine is connected to a rearview mirror mounted on the passenger side of the tug. The assembly according to claim 1, wherein the processor is further programmed to calculate the degree of rotation of the mirror according to the pre-established length of the trailer. The assembly according to claim 1, further comprising a device that functions to center the mirror along an axis essentially parallel to the axis defined by the tug and the trailer. The assembly according to claim 1, wherein the control wheel is supported at an angle of about 152 with respect to a vertical line defined between the trailer and the ground. The assembly according to claim 1, wherein the support is configured to move the control wheel out of engagement with the trailer, when the latter is disconnected from the tug. The assembly according to claim 1, further comprising means for applying a pushing force towards the support in order to maintain the control wheel in P897 coupling with the trailer 8. The assembly according to claim 1, wherein the support is slidably coupled with the groove. The assembly according to claim 1, wherein the support is movably coupled in the groove. P897