FORM2
THE PATENTS ACT 1970
39 OF 1970
&
THE PATENT RULES 2003
COMPLETESPECIFICATION
(SEE SECTIONS 10 & RULE 13)
1. TITLEOFTHEINVENTION
“AN ADAPTIVE BLIND SPOT DETECTION SYSTEM”
2. APPLICANTS (S)
(a) Name: Varroc Engineering Limited
(b) Nationality: Indian
(c) Address: L-4, Industrial Area,
Waluj MIDC, Aurangabad-431136,
Maharashtra, India
3. PREAMBLETOTHEDESCRIPTION
COMPLETESPECIFICATION
The following specification particularly describes the invention and the manner in
which it is to be performed.

FIELD OF THE INVENTION
The present invention relates generally to vehicular blind spot detection system, and more particularly relates to dynamic/adaptive blind spot detection systems in two wheelers with respect to change in steering angle and position of side mirrors.
BACKGROUND OF THE INVENTION
One of the key problems for vehicle drivers is difficulty in seeing obstacles near or adjacent to the vehicle or in a location that is difficult to observe from the seat of the driver. Such areas or regions which are not visible to the driver, directly to his/her eye or through rear view mirror are generally referred as “blind spots” or “blind zones”, and an angular area which is clearly visible through the rear view mirror of the vehicle is considered as “field of view” (FOV) of the rear view mirror. For instance, the angles between 100° and 160° from the forward direction of a vehicle (i.e., to the right and to the left of the vehicle and slightly behind the driver thereof) are common blind spots. These right-side and left-side blind spots are a source of numerous collisions and accidents when a driver makes a turn or changes lane and is not able to see another vehicle in the blind spot(s).
A conventional solution to the aforesaid problem related to blind spots is to use blind spot mirrors and sensors to help the driver of the vehicle in determining whether obstacles or other vehicle are present within blind spot(s). Such mirrors have been made in a variety of shapes and sizes (including rectangular, round, and oval) and mounted at various locations in the vehicle to provide the driver with the greatest ability to detect obstacles in blind spot(s). Some blind spot mirrors are also adjustable, allowing the drivers to manually change the angle of the mirror to better suit their needs as per their body habitus. In addition to being mounted onto the side mirrors, the blind spot mirrors can also be mounted onto the interior of a vehicle, such as on the A-pillar or dashboard. For instance, now-a-days, it is very common to see a concave mirror mounted to the right side of a vehicle aimed at the right-side blind spot. Mirrors provide the driver with some information regarding the presence of obstacles in the vehicle’s blind spots, but these are less useful during vehicle turning time or lane changing time.

Further, many other conventional systems have been configured and designed which attempt to manually rotate the mirror to pick up or allow a driver to visually see the obstacle or adjacent vehicle in the blind spot. These systems include the use of convex mirrors, which provide a wider field of view than flat mirrors, and the use of manually adjustable mirrors that can be angled to provide a better view of the blind spot. This is cumbersome for a driver to manually adjust the mirror every time. For example, manually adjusting the mirrors can be time-consuming and may require frequent readjustment to maintain the desired view. Additionally, convex mirrors can sometimes distort the image and make it difficult to judge distances accurately.
Another known alternative to the use of mirrors to detect obstacles in a vehicle’s blind spots is to use optical or radar systems for sensing the presence of obstacles. Optical systems use cameras and sensors to detect objects and provide visual or audible warnings to the driver. These systems may be mounted onto the side mirrors or elsewhere on the vehicle and can provide a more detailed view of the blind spots than a mirror. On the other hand, radar systems use radio waves to detect obstacles, and can provide an alert to the driver when an object is detected in the blind spot. Some radar systems can also provide additional features, such as adaptive cruise control and lane departure warnings. Both optical and radar systems can be effective at detecting obstacles in blind spots and can help improve driving safety. However, these systems can be more expensive than blind spot mirrors and may require professional installation. In addition, these systems only provide a visual or audible warning, and do not allow the vehicle operator to actually see what is in the vehicle’s blind spot when taking turn.
One of the embodiments disclosed in patent document No. US 7859432B2 provides a collision avoidance system based on the detection of obstacles (e.g., other vehicles and obstructive objects) in the blind spots of a vehicle. Although, in this document, the system automatically identifies the lane change, but the same is based on camera and steering angle only and not with the change in mirror position.
None of the existing technologies disclose changes in blind spot area with respect to change in mirror position and steering angle of the vehicle. Therefore, a complete and

satisfactory solution is needed to present a dynamic blind spot detection system which can avoid accidents and collision while turning or lane changing of a vehicle.
SUMMARY OF THE INVENTION
The following presents a simplified summary of the subject matter in order to provide a basic understanding of some aspects of the embodiments of the present invention. This summary is not an extensive overview of the subject matter. It is not intended to identify key/critical elements of the embodiments or to delineate the scope of the subject matter.
The primary objective of the present invention is to provide an adaptive or dynamic blind spot detection system for motor vehicles include but not limited to two or three wheelers with respect to change in mirror alignment/position and vehicle heading angle.
Another objective of the present disclosure is to provide a system which is configured to dynamically adjust the blind zone or area of a vehicle for detecting other vehicles and/or obstacles in one or more adjacent lanes/area that may not be visible in the side mirrors’ field of view as well as to the driver’s/rider’s eyes.
Yet another objective of the present disclosure is to provide a system which alerts the driver about the objects in the modified blind zone or spot through audible and visual signals (such as by flashing lights or beeping) to indicate presence of any other vehicle(s) and/or obstacle(s) detected in the blind spot area.
Yet another objective of the present disclosure is to provide a system comprising of a blind spot control unit which is configured to determine an adjustment angle for displacement of visible zone (or modification of blind spot area) based on the change in side mirrors’ position and vehicle heading/steering angle.
The disclosure now will be described more fully hereinafter with reference to the accompanying drawings, which is intended to be read in conjunction with both this summary and objective of the invention, the detailed description and any preferred and/or particular embodiments specifically discussed or otherwise disclosed. This disclosure may,

however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided by way of illustration only and so that this disclosure will be thorough, complete and will fully convey the full scope of the disclosure to those skilled in the art.
BRIEF DESCRIPTION OF THE DRAWINGS
The present disclosure may be better understood, and its numerous objects, features, components and advantages are made apparent to those skilled in the art, by referring to the accompanying drawings, in which:
Figure 1 illustrates a system architecture for blind spot detection, according to an embodiment of the present disclosure;
Figure 2 illustrates a blind zone during a normal operation (movement without any turn) of the vehicle, according to an embodiment of the present disclosure;
Figure 3 illustrates a blind zone during adjusted positions of side mirrors, according to an embodiment of the present disclosure;
Figure 4 illustrates a blind zone during vehicle turning condition, according to an embodiment of the present disclosure;
Figure 5 illustrates a system workflow for blind zone detection, according to an embodiment of the present disclosure; and
Figure 6 depicts a process flowchart describing a method for determining the vehicle heading and mirror position dependent blind spot, according to an embodiment of the present disclosure.
Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have been necessarily drawn to scale. Furthermore, in terms of the construction of the device, one or more components of the device may have been

represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.
DETAILED DESCRIPTION OF THE INVENTION
The following description describes various features and functions of the disclosed device with reference to the accompanying figures The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the present disclosure.
The detailed description is construed as a description of the currently preferred embodiments of the present disclosure and does not represent the only form in which the present disclosure may be practiced. This is to be understood that the same or equivalent functions may be accomplished, in any order unless expressly and necessarily limited to a particular order, by different embodiments that are intended to be encompassed within the scope of the present disclosure.
The embodiment is chosen and described to provide the best illustration of the principles of the disclosure and its practical application and to enable one of ordinary skill in the art to utilize the disclosure in various embodiments and with various modifications as are suited to the particular use contemplated. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this disclosure belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.
The term “some” as used herein is defined as “none, or one, or more than one, or all.” Accordingly, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would all fall under the definition of “some.” The term “some embodiments” may refer to no embodiments or to one embodiment or to several embodiments or to all embodiments. Accordingly, the term “some embodiments” is defined as meaning “no embodiment, or one embodiment, or more than one embodiment, or all embodiments.”

The terminology and structure employed herein is for describing, teaching and illuminating some embodiments and their specific features and elements and does not limit, restrict or reduce the spirit and scope of the disclosure.
More specifically, any terms used herein such as but not limited to “includes,” “comprises,” “has,” “consists,” and grammatical variants thereof do NOT specify an exact limitation or restriction and certainly do NOT exclude the possible addition of one or more features or elements, unless otherwise stated, and furthermore must NOT be taken to exclude the possible removal of one or more of the listed features and elements, unless otherwise stated with the limiting language “MUST comprise” or “NEEDS TO include.”
Whether or not a certain feature or element was limited to being used only once, either way it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do NOT preclude there being none of that feature or element, unless otherwise specified by limiting language such as “there NEEDS to be one or more . . . ” or “one or more element is REQUIRED.”
Unless otherwise defined, all terms, and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by one having an ordinary skill in the art.
Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements. Some embodiments have been described for the purpose of illuminating one or more of the potential ways in which the specific features and/or elements of the disclosure fulfill the requirements of uniqueness, utility and non-obviousness.
Use of the phrases and/or terms such as but not limited to “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or variants thereof do NOT necessarily refer to the same embodiments. Unless otherwise specified, one or more

particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or alternatively in the context of more than one embodiment, or further alternatively in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
As can be seen from Figure 1 of the present disclosure, the system of the present disclosure comprises a plurality of sensors 106a and 106b and indicators 107a and 107b strategically positioned on the side mirrors 102a and 102b respectively to detect the presence of objects in the blind spot areas. The sensors 106a and 106b may include, but not limited to, inertial measurement unit (IMU) sensors, hall effect sensors, rotary encoders, etc. or any other type of sensor capable of detecting objects. Further, object sensing unit 104 mounted at the rear end of the vehicle 101 also consists of radar sensors or camera sensors or ultrasonic sensors or combination thereof, to detect the presence of objects, such as other vehicles or pedestrians, in the blind spot area and alert the driver if there is any potential hazard or possible collision. Once an object is detected, the object sensing unit 104 sends a signal to the blind spot control unit 103 which process the information and determines whether to issue warning to the rider. The warning may be visual, such as in the form of an icon or light on the side mirror indicators 107a or 107b, as the case may be, or audible, such as a beep or chime. For ease of reference, the reference numerals of the Figure 1 are tabulated below:

101 Two wheeler/Bike
102a Left side rear view mirror assembly
102b Right side rear view mirror assembly
103 Blind Spot Control Unit
104 Object sensing unit
105 Steering Angle/Vehicle heading angle sensor

106a Left side mirror position sensor
106b Right side mirror position sensor
107a Left side Blindspot object indicator
107b Right side Blindspot object indicator
The present disclosure provides a system which is configured to dynamically adjust the blind zone or area, i.e., to detect other vehicles and/or obstacles in one or more adjacent lanes/area not visible in side mirrors’ field of view and to the driver’s eye, with respect to a change in position and alignment of side mirrors’ 102a and 102b and vehicle heading/steering angle sensors 105. The present disclosure intends to make the object sensing capability of the vehicle 101 in the blind zone accurate by making the blind zone determination adaptive with respect to the change in side mirrors’ 102a and 102b position and a position of steering angle sensor 105. As the change in side mirror’s 102a and 102b position and the position of steering angle sensor 105 is detected, the blind zone of the target vehicle 101 is modified, thus increasing the range of detection of the rear/side mounted sensors 106a and 106b.
The blind zone will vary with respect to the following vehicles and mirrors’ conditions:
a) Vehicle 101 lateral movement while taking turns; and
b) Side mirrors’ 102a and 102b position adjustment as per rider’s or driver’s requirements for better rear visibility.
The blind zone under various operating conditions may easily be understood through Figure 2, Figure 3 and Figure 4 of the present disclosure.
For instance, in Figure 2, the vehicle 101 is moving in the forward direction with the object sensing unit 104 mounted at the rear end of the vehicle 101 and the side mirrors 102a and 102b are placed at the standard positions. In Figure 3, the vehicle 101 is moving in the forward direction with the object sensing unit 104 mounted at the rear end of the vehicle 101, while the left and right-side mirrors 102a and 102b are placed at the riders’ adjusted positions. In Figure 4 of the present disclosure, the vehicle 101 is taking a turn and the

object sensing unit 104 is still placed at the rear end of the vehicle with the adjusted side mirror position 102a and 102b.
The system of the present disclosure works on a set of instructions which allows a blindspot detection system to detect the presence of objects in the vehicle’s blind spots and provide a warning to the driver. The designed methodology as shown in Figure 5 of the present disclosure, for accounting the change in mirror’s 102a and 102b position and vehicle heading angle sensor 105 for the detection of objects in blind spot involves following two calculations:
Modified Sensor field of View: Once the change in heading and Mirror position is detected, the mirror field of view will get changed and hence will lead to change in mirror blind-zone for the rider. This new blind zone will be shifted and the angular position of the new blind zone with respect to vehicle longitudinal axis is called “Adjustment Angle”. The blind zone on the left hand side of the driver is affected by change in left hand side mirror position and vehicle heading angle. The blind zone on the right hand side of the driver is affected by change in right hand side mirror position and vehicle heading angle The angular position of new blind zones on left side and right side of the driver are referred as “Left side adjustment Angle” and “Right side adjustment angle” respectively. The FOV of the Object sensing unit (104) is focused for the Adjustment angles on both sides of the driver. The adjustment angles for all possible combinations of mirror positions and vehicle heading angles can be calculated experimentally in a laboratory setup based on the principles of Geometry and Trigonometry. Data from the experiments is fed into lookup tables to identify blind zone adjustments in real time when the vehicle is utilized.
The adjustment angle can be calculated for both the mirrors and fed into following look up tables:

X1 X2 X3 X4 X5
H1 AAL1 AAL6 AAL11 AAL16 AAL21
H2 AAL2 AAL7 AAL12 AAL17 AAL22
H3 AAL3 AAL8 AAL13 AAL18 AAL23
H4 AAL4 AAL9 AAL14 AAL19 AAL24

H5 AAL5 AAL10 AAL15 AAL20 AAL25
Adjustment Angle accounting for Left Mirror’s Blind-Zone
Here, (H1,H2..H5= Vehicle heading angle in degrees)
(X1,X2……..X5=Left mirror position in degrees)
(AAL1,AAL2….AAL25=Adjustment Angle in degrees accounting for left mirror’s blind-zone)

Y1 Y2 Y3 Y4 Y5
H1 AAR1 AAR6 AAR11 AAR16 AAR21
H2 AAR2 AAR7 AAR12 AAR17 AAR22
H3 AAR3 AAR8 AAR13 AAR18 AAR23
H4 AAR4 AAR9 AAR14 AAR19 AAR24
H5 AAR5 AAR10 AAR15 AAR20 AAR25
Adjustment Angle accounting for Right Mirror’s Blind-Zone
Here, (H1,H2..H5= Vehicle heading angle in degrees)
(Y1,Y2……..Y5=Left mirror position in degrees)
(AAR1,AAR2….AAR25=Adjustment Angle in degrees, accounting for right mirror’s blind-zone)
The method typically includes the various steps as shown in Figure 6 of the present disclosure. The steps begin with the system reading position data of the side mirrors 102a and 102b and the vehicle heading angle sensor 105. Based on this information, the system determines the left and right blind spot areas. Afterwards, the system reads data from the object sensing unit 104 to determine if there are any objects present in the blind spot area. If an object is detected, the system moves on to determine if the vehicle 101 is in a moving condition. If the vehicle is moving, the system checks if the vehicle 101 is turning or changing lanes. If the vehicle 101 is turning or changing lanes, the system issues a visual or audible warning to the driver accordingly to alert them to the presence of the object in the blind spot. If the object found in left blind spot, then left side blindspot objects

indicator 107a will blink and if object is found in right blind spot, then right side blindspot objects indicator 107b will blink.
The foregoing description of the specific embodiments will so fully reveal the general nature of the objectives herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific objective without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed objectives.

We Claim:
1. A blind spot detection system, configured to dynamically identifying/adjusting blind
spot for a vehicle, comprising:
a plurality of sensors (106a, 106b), disposed on a left side rear view mirror (102a) and a right side rear view mirror (102b) of the vehicle to detect position of the left side rear view mirror (102a) and the right side rear view mirror (102b);
a plurality of indicators (107a, 107b), disposed on the left side rear view mirror (102a) and the right side rear view mirror (102b) of the vehicle to warn the vehicle driver in case of any objects is detected in the blind spot;
at least a sensor (105), disposed on a front side of the vehicle to detect the vehicle heading/steering angle;
an object sensing unit (104), disposed on a rear side of the vehicle to detect presence of an object; and
a processing unit (103), electrically coupled to the object sensing unit (104) to receive the object presence detection signal sent from the object sensing unit (104) and issues a warning signal to the vehicle driver by activating the plurality of indicators (107a, 107b).
2. The blind spot detection system as claimed in claim 1, wherein the plurality of sensors (106a, 106b) is an inertial measurement unit (IMU) sensor or a hall effect sensor or a rotary encoder or a combination thereof.
3. The blind spot detection system as claimed in claim 1, wherein the plurality of sensors (106a, 106b) is configured to detect orientation and translation position of the left side rear view mirror (102a) and the right side rear view mirror (102b).
4. The blind spot detection system as claimed in claim 1, wherein the object sensing unit (104) is a radar sensor or a camera sensor or an ultrasonic sensor or a combination thereof.

5. The blind spot detection system as claimed in claim 1, wherein the plurality of indicators (107a, 107b) is configured to secured at a handlebar or instrument cluster of the vehicle.
6. The blind spot detection system as claimed in claim 1, wherein the plurality of indicators (107a, 107b) is configured to alert the diver through audio means or visual means or a combination thereof.
7. The blind spot detection system as claimed in claim 1 is configured in a two-wheel vehicle or a three-wheel vehicle.
8. A blind spot detection method, configured to dynamically identifying blind spot for a vehicle, comprising:
determining, current position of vehicle heading angle by a sensor (105) and vehicle rear view mirrors by plurality of sensors (106a, 106b);
determining, shift in vehicle heading angle by the sensor (105), and vehicle rear view mirrors position by the plurality of sensors (106a, 106b); and
shifting, the rear view mirrors field of view with respect to shift in vehicle heading angle and the vehicle rear view mirror position, by a blind spot control unit (104).
9. The blind spot detection method as claimed in claim 8, wherein the angular position of the blind zone on the left hand side of driver is affected by change in left hand side mirror position and vehicle heading angle.
10. The blind spot detection method as claimed in claim 8, wherein the angular position of the blind zone on the right hand side of driver is affected by change in right hand side mirror position and vehicle heading angle.