Blind spot detection system and method

Abstract

The present invention relates to a blind spot detection system for a vehicle. The blind spot detection system includes a sensor unit, a control device, and a warning indication unit. The sensor unit includes at least a radar. The positioned sensor notifies a vehicle occupant about an obstacle approaching toward the vehicle in the blind spot area under various traffic conditions. Thus, the present invention ensures the safety of the vehicle occupant and avoids vehicle accidents.

Description

[Technical field]

[0001] The present invention relates to vehicles, and more particularly to systems and methods for blind spot detection in vehicles. [Background technology]

[0002] Blind spot detectors have been developed to detect the presence of vehicles or other objects in a vehicle occupant's blind spot, which is an area around the vehicle where objects are not normally visible to a user of the vehicle's interior and exterior mirrors. By detecting the presence of objects in the occupant's blind spot area, blind spot detectors are useful in assisting the occupant in performing a preventative maneuvering assessment of the environment around the vehicle in anticipation of lane changes, etc. Known blind spot detectors include active and passive infrared detectors, optical detectors, and radar-type detectors. Summary of the Invention [Problem to be solved by the invention]

[0003] Driving a vehicle in modern traffic conditions is a very complex and dangerous task. The occupants must be alert to all approaching road hazards and traffic control devices, such as stopped cars, crossing pedestrians, and red lights. Driving on a highway presents a dangerous task of being alert to approaching road hazards while at the same time being alert to vehicles approaching from behind and on the sides while moving at high speeds. This significantly reduces the time available to find objects, analyze and process information for the human brain, and make the necessary decisions and take the necessary actions in a short time. Before safely changing lanes on a highway, one must look both to the side and behind. Failure to properly look both to the side and behind before changing lanes can lead to serious safety risks and accidents at high speeds. Such accidents often result in serious injuries or death.

[0004] A major cause of driving accidents is the limitation of occupants in recognizing that another vehicle is in the vicinity of their vehicle and therefore it is unsafe to change lanes. The most difficult area for an occupant to monitor is the occupant's blind spot. Blind spots are due to lack of visibility caused by, among other things, mirrors positioned on the vehicle and obstructions of visibility caused by objects located within the occupant's field of vision (e.g., parts of the vehicle or objects transported on or within the vehicle).

[0005] Blind spots are traditionally monitored by an occupant by turning their head from the direction of travel ahead of the vehicle to look directly at the area. This is typically done to determine if there is another vehicle in the vicinity of the occupant's vehicle. In order for the occupant to determine if it is safe to change lanes, the occupant must determine not only if there is a vehicle in the blind spot, but also the size and relative speed of that vehicle. This cannot be done unless the occupant observes the blind spot and observes the vehicle in the blind spot for a period of time (usually a few milliseconds). By turning their head from the direction of travel ahead of the vehicle to observe the blind spot, the occupant reduces the chance of an accident with a vehicle beside the occupant's vehicle when changing lanes. However, in this situation, the occupant is not continuously observing the road ahead of the vehicle, which increases the chance that the occupant's vehicle will be involved in a head-on collision.

[0006] In such cases, in the case of four-wheeled vehicles, rear-view mirrors, traditionally located both inside the windshield and on the sides of the vehicle, have been the only widely accepted means for the rider to detect vehicles to the side and rear of the vehicle. In the case of two-wheeled vehicles, the rear-view mirror is usually located on the handlebar assembly to detect vehicles to the side or rear of the rider's vehicle. However, when comparing the blind spot areas of four-wheeled vehicles and two-wheeled vehicles, two-wheeled vehicles are considered to have larger blind spot areas because the field of view covered by the multiple mirrors of four-wheeled vehicles is larger than that of two-wheeled vehicles, plus the problems caused by the need to wear a safety helmet in saddle-type vehicles. Also, motorcycle riders are more likely to have accidents than four-wheeled vehicles due to the nature of the vehicle, where the rider needs to balance to avoid a fall that is unrelated to four-wheeled vehicles. All rear-view mirrors known in the art leave at least one blind spot where the rider cannot detect nearby vehicles. These blind spots are generally located, for example, right next to the rear fender of a car, or next to the rear wheel of a truck, or on both sides of a motorcycle. Sometimes an entire car or motorcycle may travel right alongside the occupant's vehicle and pass by completely undetected even after the occupant checks the rearview mirror.

[0007] Furthermore, most of the causes of blind spots in motorcycles include the fact that the majority of the field of vision is the forward field of vision, which is the area that the rider can see while riding the vehicle. The forward area consists of a field of vision and a peripheral zone. The use of a helmet reduces the visibility of the peripheral zone, which is the largest field of vision, by an additional small value on each side of the vehicle. This reduction varies from helmet to helmet and is mainly determined by the helmet design. This increases the blind spot zone in saddle-type vehicles, such as motorcycles. Since the forward visibility is very limited in motorcycles, a system is needed to eliminate various blind spots.

[0008] Thus, from the above paragraphs, it is quite clear that the blind spots of a vehicle pose a threat to the life of the vehicle occupants. The blind spots of a vehicle create a problem especially for vehicle occupants in developing and less developed countries with developed economies where there is a significant traffic volume and includes riding motorcycles at high speeds. Developing countries face the problem of high unregulated traffic volume which creates safety risks for vehicle occupants. For example, in developing countries such as India, lack of lane discipline is ubiquitous when driving a vehicle. Lack of lane discipline leads to approaching vehicles changing lanes without sending proper instructions. This can also result in vehicle collisions. Furthermore, the blind spots of a vehicle leave a non-visualized area, i.e. an area outside the occupant's field of vision. Also, in this particular area, the occupant cannot see the approaching vehicle from either side or rear of the vehicle. Thus, one solution proposed for this problem is the use of rear view mirrors in the vehicle. However, during vehicle turning, the blind spot area changes and thus the provision of rear view mirrors cannot effectively address this drawback. When using the rear view mirror as a blind spot detector, the passenger must always keep in mind the mirror position, the shape and size of the mirror, and the orientation of the mirror so that the mirror can be set to a predetermined position. Furthermore, it is obvious that the mirror will not cover the blind spots of the vehicle, since the field of view from the rear view of the vehicle is not constant, especially while leaning the vehicle or turning the vehicle. Further problems such as the vibration of the mirror at high speeds also arise, and when the passenger is driving the vehicle at high speeds, the passenger may not have enough reaction time to avoid obstacles, which may lead to a collision or accident. Furthermore, for novice passengers, there is always a fear / anxiety that is specific to novice passengers when driving in busy traffic conditions and high-speed highways in developing countries.

[0009] Conventionally, a blind spot detection system is disclosed for detecting the blind spot area of ​​a vehicle. Conventional blind spot detection systems have their own drawbacks in that due to the short detection range of the system, the conventional blind spot detection system cannot detect approaching vehicles that are moving too fast enough in advance, and therefore the passengers receive warnings too late to react. This may lead to undesirable collisions. In heavy traffic / congested traffic scenarios, when a vehicle approaching from behind changes lanes while overtaking, the system provides left or right indications based on the current position of the approaching vehicle and depending on the cycle time of the system. In some cases, when a vehicle approaches from the right side and overtakes from the left side, the system may not be able to give a timely warning to the passengers, which may create a safety risk for the passengers. In another case, conventional blind spot detection systems simultaneously indicate / communicate multiple warnings when the vehicle is in a traffic condition such as a traffic jam condition, some of which may not be needed by the passengers at the time, creating confusion in the passengers' minds. This may divert the passengers' attention from the road, which may lead to an accident. Furthermore, conventional blind spot detection systems provide only limited information to occupants. Moreover, the blind spot detection system only communicates / indicates one level of warning in all situations. For example, even if the approaching vehicle is farther away from the target vehicle, the warning level, such as flashing LEDs, in one traffic condition is the same as when the approaching vehicle is closer to the target vehicle. This creates safety risks for occupants and increases the possibility of collision due to the lack of warning differentiation. Therefore, there is a need for an improved blind spot detection system that includes multiple levels of warning communication in all traffic conditions, detects the vehicle's blind spots, and communicates accurate information, such as lane change advisories, and other important information to occupants to increase occupant safety and reduce risk.

[0010] Further, other systems for detecting blind spot areas include active and passive infrared detectors, optical detectors, and radar-type detectors. According to such known solutions, blind spot detection systems require a user interface to inform the user that an object is in the occupant's blind spot area. To be most effective, such a user interface should be natural and provide an intuitive warning to the user. One approach known in the art has been to provide a series of indicator lights on the exterior mirror of the same side of the vehicle that is protected by the blind spot detector. Alternatively, a display system may be mounted within the vehicle's cabin, but on a pillar adjacent to the exterior rear view mirror. Positioning the display on or adjacent to the exterior / primary rear view mirror in this manner provides an association with the side of the vehicle that is covered by the blind spot detector. Typically, the occupant looks at the primary rear view mirror to perform any pre-maneuver evaluation. Because the occupant and his vision are processing a significant amount of information in a fraction of a second while driving, it is possible that the occupant may miss a visual indicator or indication from a display system associated with the rear view mirror until later in the pre-maneuver evaluation. The presence of raindrops or road debris on the display unit, the window glass, the canopy, or the mirror itself may further reduce the clarity of the indications seen by the occupants.

[0011] Another known technology discloses a blind spot detection system with variable hazard indicators based on time to collision (ttc). As the ttc decreases, stronger warnings are communicated to the occupants through the indicators. However, this system has its own drawbacks in that it does not communicate other important information to the occupants in various types of traffic conditions, such as overtaking and lane change communication by oncoming vehicles, and does not address the issue of multiple warning indications in traffic jam conditions, thereby increasing the safety concerns of the occupants.

[0012] Another known technology discloses a blind spot detection system with a mechanically aligned radar. With the aid of mechanical alignment, the radar changes direction as the vehicle tilt angle changes. This configuration makes it possible to overcome the problems associated with the change in the blind spot area due to the vehicle tilt. However, this configuration is limited to only detecting the blind spot area at the rear side of the vehicle. The system communicates other important information to the passengers, such as overtaking by approaching vehicles and lane change communication in various types of traffic conditions, thereby increasing the safety risk for the passengers.

[0013] In another known technology, a radar is placed at the rear of the vehicle to monitor the rear blind spot area and provide a warning to the occupants based on an estimate of the time to crash. This system has its own limitations in that the blind spot detection system only works when the vehicle exceeds a threshold speed. This therefore creates further problems for vehicles moving slowly on the road due to heavy traffic. As such, the disclosed blind spot detection system is unable to detect approaching vehicles, thereby increasing the safety risk for the occupants.

[0014] Furthermore, another known technology discloses a blind spot detection system with fixed warning zones and lane recognition devices, but such a system communicates other important information to the passengers in various types of traffic conditions, such as communication of overtaking by approaching vehicles and sudden lane changes, thereby increasing the safety risks for the passengers.

[0015] Furthermore, in another known technology, a camera is placed on the rear of the helmet to provide a view of road traffic behind the vehicle, which is projected to the occupant on the helmet visor with the aid of a head-up display. This disclosed solution for blind spot detection has its own limitations, such as the fact that helmets are typically unstable and prone to shaking, which can create problems for the occupant when driving a vehicle.

[0016] Therefore, there is a challenge to design an improved blind spot detection system that can sufficiently cover all sides of the vehicle and eliminate the blind spot areas of the vehicle, thereby increasing the safety of the occupants in various traffic conditions and overcoming all the problems of the known technology. Furthermore, there is also a challenge to design a blind spot detection system that can function regardless of the speed of the vehicle.

[0017] Therefore, there is a need to have an improved blind spot detection system that overcomes all of the above problems and other problems known in the art. [Means for solving the problem]

[0018] The present invention discloses an improved blind spot detection system for a vehicle, which includes a sensor unit, a controller unit, a control signal and a warning indication unit to ensure coverage of blind spot areas and provide different levels of warning to the passengers in different traffic conditions while ensuring the safety of the passengers. [Brief description of the drawings]

[0019] [Figure 1] 1 is a right side view of a saddle-type vehicle according to an embodiment of the present invention; [Diagram 2] FIG. 1 is a block diagram of a blind spot detection system according to one embodiment of the present invention. [Figure 2a] 1 is a diagram of a vehicle equipped with a radar according to an embodiment of the present invention; [Diagram 3] 4 is a flow diagram for a controller unit of a blind spot detection system to determine various traffic conditions. [Figure 4] 1 is a flow chart detailing a method used by a controller unit of a blind spot detection system in a traffic jam situation to avoid the vehicle colliding with an oncoming vehicle by communicating different levels of warning to the occupants via a warning indication unit according to an embodiment of the present invention. [Figure 4a]1 is a flow chart detailing a method used by a controller unit of a blind spot detection system in normal traffic conditions to avoid a vehicle colliding with an oncoming vehicle by communicating different levels of warning to an occupant via a warning indication unit according to an embodiment of the present invention. [Figure 4b] 1 is a flow chart detailing a method used by a controller unit of a blind spot detection system in high speed traffic conditions to avoid the vehicle colliding with an oncoming vehicle by communicating different levels of warning to an occupant via a warning indication unit according to an embodiment of the present invention. [Diagram 5] 1 is a flow diagram detailing a method used by a controller unit of a blind spot detection system in various traffic conditions to indicate a level of warning after determining that an approaching vehicle being overtaken is preparing to change lanes, according to an embodiment of the present invention. [Figure 5a] FIG. 1 illustrates the calculation of a projected / specific path of an approaching vehicle according to one embodiment of the present invention. [Figure 6] 4 is a flow chart detailing a method used by a controller unit of a blind spot detection system in different traffic conditions to show warning signals in different directions. [Figure 6a] FIG. 2 illustrates cycle times at various points according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] The present invention will now be described in detail with reference to the accompanying drawings, in which like numbers are used to refer to like features and components throughout.

[0021] According to one aspect of the present invention, a vehicle includes a blind spot detection system. The blind spot detection system includes a sensor unit, a power supply unit, a controller unit, a warning indication unit, and a control signal unit. The sensor unit includes a radar. In another implementation, an ultrasonic sensor or a camera is configured in the sensor unit. The vehicle speed unit communicates the speed of the vehicle to the controller unit via CAN bus communication. The control signal unit includes left and right turn signals that communicate the passenger's intention to change lanes while driving, and a system activation switch that is an alternating means for activating / deactivating the blind spot detection system. According to one aspect of the present invention, the warning indication unit includes one or more of an LED indicator and a tactile indicator. The LED / visual indicator is located in the passenger's line of sight to alert the passenger in an emergency. The tactile indicator vibrates to alert the passenger in an emergency. Furthermore, according to one embodiment of the present invention, the power supply unit provides power to the blind spot detection system provided in the vehicle.

[0022] Further, according to an aspect of the present invention, the blind spot detection system is activated by a system activation switch. The activation switch is located on the handlebar assembly of the vehicle. In another implementation, the activation switch may be located on a speedometer. Such a positioning of the switch increases the accessibility of the system, allowing the occupant to manually access the activation of the system depending on the traffic congestion on the road. According to an aspect of the present invention, the sensor unit including a radar senses an obstacle approaching the vehicle within a detection range, field of view, and sends a signal to the control device unit. Furthermore, the control device unit determines the distance and speed of the approaching vehicle and the collision margin time of the approaching vehicle according to the input received from the sensor unit in various traffic conditions. If the approaching vehicle / obstacle is within the blind spot area of ​​the vehicle, the control device unit sends one or more warnings to the warning indication unit, i.e., the control device unit is configured to generate and send to the warning indication unit either a left or right warning and either a level 1, level 2 or level 3 warning depending on various current or general traffic conditions. As a result, the warning indication unit indicates to the passengers about the approaching obstacles / vehicles via various warning indication unit channels such as LED indicators or tactile indicators. This configuration helps to protect the passengers from accidents, collisions, etc.

[0023] According to an aspect of the present invention, this paragraph details how the controller unit of the blind spot detection system determines various traffic conditions. According to an aspect of the present invention, the traffic conditions are classified into three categories: traffic jam condition, normal traffic condition, and high speed driving condition. According to an aspect of the present invention, predetermined vehicle speed ranges, e.g. WX, XY, YZ, and predetermined number of vehicles V within predetermined distance ranges B-B', C-C' for various traffic conditions are stored in the controller unit. According to an aspect of the present invention, the speed S of the vehicle and the number V of approaching vehicles are provided as inputs from the sensor unit and the vehicle speed unit to the controller unit. The controller unit determines whether the speed S of the vehicle is within the predetermined range WX stored in the controller unit, where the range WX corresponds to a traffic jam condition. If the controller unit determines that the speed S of the vehicle is within the predetermined range WX, the controller unit further determines whether the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles and whether the distance D of the approaching vehicles is within the predetermined distance range B-B' based on the input received from the sensor unit. If the controller determines that the number V of approaching vehicles is greater than a predetermined number A of approaching vehicles within a predetermined distance range B-B' and the vehicle speed S is within a predetermined range WX, the controller unit triggers a traffic congestion condition.

[0024] Further, according to an aspect of the present invention, if the controller unit determines that the speed S of the vehicle is within a predetermined range WX, but the number V of approaching vehicles is less than the predetermined number A of approaching vehicles and the approach distance is within a predetermined distance range B-B', the controller unit triggers a normal traffic state. According to an aspect of the present invention, the speed of the vehicle is provided as an input to the controller unit via the CAN bus. Further, if the controller determines that the speed S of the vehicle is not within the range WX, the controller unit further determines whether the speed S of the vehicle is within a predetermined range XY stored in the controller unit. If the controller unit determines that the speed S of the vehicle is within the predetermined range XY, the controller unit triggers a normal traffic state. According to an aspect of the present invention, if the controller unit determines that the speed S of the vehicle is not within the predetermined range XY, the controller unit further determines whether the speed S of the vehicle is within a predetermined range YZ stored in the controller unit. If the controller unit determines that the vehicle's speed S is within the predetermined range YZ, the controller unit further determines whether the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles and whether the approach distance is within the predetermined distance range C-C' based on the input received from the sensor unit. If the controller determines that the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles within the predetermined distance range C-C' and the vehicle's speed S is within the predetermined range YZ, the controller unit triggers a normal traffic state. Further, according to an aspect of the present invention, if the controller unit determines that the vehicle's speed S is within the predetermined range YZ but the number V of approaching vehicles is less than the predetermined number A of approaching vehicles within the predetermined distance range C-C', the controller unit triggers a high-speed traffic state. Further, the controller determines whether the vehicle's speed S is within the predetermined range YZ stored in the controller unit. If the controller determines that the vehicle's speed S is not within the range YZ, the controller unit further determines whether the vehicle's speed S is greater than Z stored in the controller unit. If the controller unit determines that the vehicle's speed S is greater than Z, the controller unit triggers a high speed traffic condition.

[0025] According to an aspect of the present invention, this paragraph details a method used by the control device unit of the blind spot detection system in different traffic conditions to avoid the vehicle colliding with an oncoming vehicle by communicating different levels of warning to the occupants via the warning indication unit according to an embodiment of the present invention. The different levels of warning signal are determined by the time to collision (ttc), the distance range of the oncoming vehicle, and the intention to change lanes. All these factors are provided as inputs to the control device unit to determine the different levels of warning. According to an aspect of the present invention, when the vehicle starts to move, the control device unit receives and analyzes the raw signal generated by the sensor unit, the speed of the vehicle, the number of oncoming vehicles, and the time to collision (ttc) as inputs. The control device unit first determines the traffic state based on the logic described in the paragraph above. After determining the traffic state, the control device unit determines the time to collision of the vehicle, where the time to collision is the difference between the time when the oncoming vehicle passes the vehicle and the time when the oncoming vehicle is detected. According to one aspect of the present invention, for example, in case 1, where the state is a traffic jam state, the control device unit determines a collision time to collision and compares it with a predetermined second collision time to collision range (ttc2) stored in the control device unit. If the control device unit determines that ttc is greater than the predetermined second time ttc2, the control device unit determines a distance D of the approaching vehicle and compares it with a predetermined distance range B-B' stored in the control device unit. If the control device unit determines that the collision time to collision ttc is greater than the predetermined second collision time to collision range ttc2 stored in the control device unit and the distance of the approaching vehicle is greater than the predetermined distance range stored in the control device unit, the control device unit does not communicate a warning to the warning indication unit. Furthermore, if the control device unit determines that the collision time to collision ttc is less than the predetermined second collision time to collision range ttc2 stored in the control device unit, the control device unit determines whether the collision time to collision ttc is less than a predetermined first collision time to collision range (ttc1) stored in the control device unit.If the control device unit determines that the collision time to collision ttc is greater than the first predetermined collision time to collision range (ttc1) stored in the control device unit, the control device unit determines whether the distance D of the approaching vehicle is less than the predetermined distance stored in the control device unit. If the control device unit determines that the collision time to collision ttc is greater than the first predetermined collision time to collision range (ttc1) stored in the control device unit and the distance D of the approaching vehicle is less than the predetermined distance range stored in the control device unit, the control device unit communicates a level 1 warning to the warning indication unit. The warning unit further communicates this to the passenger via various communication means such as an LED or a tactile indicator. If the control device unit further determines that the collision time to collision is less than the first predetermined collision time to collision range (ttc1) stored in the control device unit, the control device unit communicates a level 2 warning to the warning indication unit. The warning unit further communicates this to the passenger via various communication means such as an LED or a tactile indicator. This can eliminate unnecessary warnings in traffic congestion conditions, improving the safety of the passengers.

[0026] According to one aspect of the present invention, for example, in case 2 where the state is normal traffic state, the control device unit determines ttc and compares it with the second predetermined collision margin range (ttc2). If the control device unit determines that the collision margin time (ttc) is greater than the second predetermined collision margin range (ttc2) stored in the control device unit, the control device unit determines the distance D of the approaching vehicle and compares it with the predetermined distance range stored in the control device unit. If the control device unit determines that the collision margin time (ttc) is greater than the second predetermined collision margin range (ttc2) stored in the control device unit and the distance D of the approaching vehicle is greater than the predetermined distance range B-B' stored in the control device unit, the control device unit does not communicate a warning to the warning indication unit. According to one aspect of the present invention, the control device unit determines the collision margin time and compares it with the second predetermined collision margin range (ttc2). If the control device unit determines that the time to collision (ttc) is less than the predetermined time to collision range (ttc2) stored in the control device unit, the control device unit determines whether the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit. If the control device unit determines that the time to collision is greater than the first predetermined time to collision range (ttc1) stored in the control device unit, the control device unit determines whether the distance D of the approaching vehicle is less than the predetermined distance range B-B' stored in the control device unit. If the control device unit determines that the time to collision is greater than the predetermined time to collision range (ttc1) stored in the control device unit and the distance D of the approaching vehicle is less than the predetermined distance range stored in the control device unit, the control device unit communicates a level 1 warning to the warning indication unit. The warning unit further communicates this to the occupant via various communication means such as an LED or a tactile indicator. According to one aspect of the present invention, the control device unit determines whether the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit.If the control device unit determines that the time to collision (ttc) is less than the first predetermined time to collision range (ttc1) stored in the control device unit, the control device unit determines whether the lane change condition is met, i.e., whether the intention to change lanes is provided by the occupant. If the control device unit determines that the lane change condition is not met, the control device unit communicates a level 2 warning to the warning indication unit. The warning unit further communicates this to the occupant via various communication means, such as an LED or a tactile indicator. According to one aspect of the invention, the control device unit determines whether the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit. If the control device unit determines that the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit, the control device unit determines whether the lane change condition is met. If the control device unit determines that the lane change condition is met, i.e., whether the intention to change lanes is provided by the occupant, the control device unit communicates a level 3 warning to the warning indication unit. The warning unit further communicates this to the occupants via various communication means such as an LED or a tactile indicator.

[0027] According to one aspect of the present invention, for example, in case 3 where the state is a high speed traffic state, the controller unit determines a time to collision (ttc) and a distance D of the oncoming vehicle. The controller unit determines ttc and compares it with a predetermined second time to collision range (ttc2). If the controller unit determines that the time to collision (ttc) is greater than the predetermined second time to collision range (ttc2) stored in the controller unit, the controller unit determines a distance D of the oncoming vehicle and compares it with a predetermined distance range C-C', where C-C' is a range of 15-25 m stored in the controller unit. If the controller unit determines that the time to collision (ttc) is greater than the predetermined second time to collision range (ttc2) stored in the controller unit and the distance D of the oncoming vehicle is greater than the predetermined distance range stored in the controller unit, the controller unit does not communicate a warning to the warning indication unit. According to one embodiment of the present invention, if the control device unit determines that the time to collision is smaller than the second predetermined time to collision range (ttc2) stored in the control device unit, the control device unit further determines whether the time to collision is smaller than the first predetermined time to collision range (ttc1) stored in the control device unit. If the control device determines that the time to collision is larger than the first predetermined time to collision range (ttc1) stored in the control device unit, the control device unit determines whether the distance D of the approaching vehicle is smaller than the predetermined distance range C-C' stored in the control device unit. If the control device unit determines that the time to collision (ttc) is larger than the first predetermined time to collision range (ttc1) stored in the control device unit and the distance D of the approaching vehicle is smaller than the predetermined distance range stored in the control device unit, the control device unit communicates a level 1 warning to the warning indication unit. The warning unit further communicates this to the occupant via various communication means such as LEDs or tactile indicators. According to one aspect of the invention, the controller unit determines whether the time to crash (ttc) is less than a first predetermined time to crash range (ttc1) stored in the controller unit.If the control device unit determines that the time to collision (ttc) is less than the first predetermined time to collision range (ttc1) stored in the control device unit, the control device unit determines whether the lane change condition is met. If the control device unit determines that the time to collision (ttc) is less than the first predetermined time to collision range (ttc1) stored in the control device unit and the lane change condition is not met, the control device unit communicates a level 2 warning to the warning indication unit. The warning unit further communicates this to the occupant via various communication means such as an LED or a tactile indicator. According to one aspect of the present invention, if the control device unit determines that the time to collision (ttc) is less than the first predetermined time to collision range (ttc1) stored in the control device unit, the control device unit determines whether the lane change condition is met. If the controller unit determines that the time to crash (ttc) is less than a first predetermined time to crash range (ttc1) stored in the controller unit and a lane change condition is met, the controller unit communicates a level 3 warning to the warning indication unit, which further communicates this to the occupants via various communication means such as an LED or a tactile indicator.

[0028] According to an aspect of the present invention, this paragraph details a method used by the controller unit of the blind spot detection system in various traffic conditions to indicate a level of warning after determining that an approaching vehicle during overtaking is preparing to change lanes, according to an embodiment of the present invention. According to an aspect of the present invention, when the vehicle is started, the controller unit analyzes the input provided by the sensor unit, the vehicle speed, the number of approaching vehicles, etc. A predetermined speed range of the vehicle is stored in the controller unit. According to an aspect of the present invention, the controller unit determines the speed of the vehicle and compares it with the predetermined speed of the vehicle stored in the controller unit. If the controller unit determines that the speed of the vehicle is less than the predetermined speed range of the vehicle stored in the controller unit, the controller unit does not issue a warning. Furthermore, if the controller unit determines that the speed of the vehicle is greater than or within the range WX, the controller unit determines a traffic state based on the input communicated to the controller unit. The controller further determines whether the traffic state is a traffic jam state. If the controller determines that the traffic state is a traffic jam state, the controller unit estimates / identifies a path of the approaching vehicle. Based on the estimated / determined path of the approaching vehicle, the control device unit communicates either a level 1 or level 2 warning to the warning indication unit along with the direction of the warning signal. Furthermore, if the control device determines that the traffic state is not a heavy traffic state, the control device unit determines whether the traffic state is a normal traffic state. If the control device determines that the traffic state is a normal traffic state, the control device unit estimates / determines the path of the approaching vehicle. Based on the estimated / determined path of the approaching vehicle, the control device unit communicates either a level 1, level 2, or level 3 warning to the warning indication unit along with the direction of the warning signal. Further, according to an aspect of the present invention, the control device determines whether the traffic state is a normal traffic state. If the control device determines that the traffic state is not a normal traffic state, the control device unit determines whether the traffic state is a high-speed traffic state. If the control device determines that the traffic state is a high-speed traffic state, the control device unit estimates / determines the path of the approaching vehicle.Based on the estimated / determined path of the approaching vehicle, the controller unit communicates either a Level 1, or Level 2, or Level 3 warning to the warning indication unit along with the direction of the warning signal.

[0029] According to an aspect of the present invention, this paragraph details the method used by the control device unit of the blind spot detection system in different traffic conditions to show warning signals in different directions. A predetermined lateral predicted position range and a change rate of the lateral predicted position range are stored in the control device unit. According to an aspect of the present invention, the control device unit analyzes the previous estimated intersection path of the approaching vehicle, which is P1 (predicted position 1), and the current estimated intersection position of the approaching vehicle, which is P2 (predicted position 2). Furthermore, from the difference between the predicted position P2 and the predicted position P1, the control device unit obtains the range of the area where the approaching vehicle will overtake the vehicle, i.e., the range of the lateral predicted position of the approaching vehicle. According to an aspect of the present invention, the control device unit further simultaneously determines whether the predicted position 1 is positive and whether the predicted position 2 of the approaching vehicle is positive. Positive refers to the left direction. Furthermore, according to an aspect of the present invention, if the control device unit determines that the predicted position 1 and the predicted position 2 are negative, the control device unit determines whether the range of the lateral predicted position is smaller than a predetermined safe range A-A' of the lateral predicted position of the approaching vehicle. If the controller unit determines that the range of the lateral predicted position is greater than the predetermined safe range of the lateral predicted position of the approaching vehicle, the controller unit communicates both level 1 and level 2 warning signals to the warning indication unit. If the controller unit determines that the range of the lateral predicted position of the approaching vehicle is less than the predetermined safe range of the lateral predicted position of the approaching vehicle, the controller unit further determines whether the rate of change of the lateral predicted position is less than a predetermined value D of the rate of change of the predicted range of the lateral position. If the controller unit determines that the rate of change of the lateral predicted position is greater than the predetermined rate of change of the lateral predicted position, the controller unit activates / communicates both warning alerts to the warning indication unit. According to one aspect of the present invention, if the controller unit determines that the rate of change of the lateral predicted position is less than the predetermined value D of the rate of change of the lateral predicted position, the controller unit further determines whether the predicted position P1 or the predicted position P2 is greater than a first predetermined value E of the predicted position of the approaching vehicle. If the controller unit determines that the value of the predicted position P1 or the predicted position P2 is less than the first predetermined value E of the predicted position of the approaching vehicle, then the controller unit does not communicate an alert.Furthermore, if the controller unit determines that the predicted position P1 or the predicted position P2 is greater than the first predetermined value E of the predicted position of the approaching vehicle, the controller unit determines whether the predicted position 1 or the predicted position 2 is less than the second predetermined value F of the predicted position of the approaching vehicle. If the controller determines that the predicted position 1 or the predicted position 2 is less than the second predetermined value F of the predicted position of the approaching vehicle, the controller unit communicates the right warning signal to the warning communication unit. The warning communication unit communicates this to the passenger via various means. If the controller determines that the predicted position 1 or the predicted position 2 is greater than the second predetermined value F of the predicted position of the approaching vehicle, the controller unit communicates both warning signals to the warning communication unit.

[0030] Further, if the controller unit determines that predicted position 1 and predicted position 2 are positive, the controller unit determines whether the range of the lateral predicted position of the approaching vehicle is smaller than a predetermined safe range A-A' of the lateral predicted position of the approaching vehicle. If the controller unit determines that the range of the lateral predicted position of the approaching vehicle is larger than the predetermined safe range of the lateral predicted position of the approaching vehicle, the controller unit activates / communicates both warning alerts to the alarm indication unit. If the controller unit determines that the range of the lateral predicted position of the approaching vehicle is smaller than the predetermined safe range of the lateral predicted position of the approaching vehicle, the controller unit further determines whether the rate of change of the lateral predicted position is smaller than a predetermined value D of the rate of change of the lateral predicted position. If the controller unit determines that the rate of change of the lateral predicted position is larger than the predetermined value D of the rate of change of the lateral predicted position, the controller unit activates / communicates both warning alerts to the alarm indication unit. If the controller unit determines that the rate of change of the lateral predicted position is less than the predetermined value D of the rate of change of the predicted lateral position, the controller unit further determines whether the predicted position P1 or the predicted position P2 is less than a first predetermined value E of the predicted position of the approaching vehicle. If the controller unit determines that the predicted position P1 or the predicted position P2 is greater than the first predetermined value E of the predicted position of the approaching vehicle, the controller unit does not communicate a warning. If the controller unit further determines that the predicted position P1 or the predicted position P2 is less than a predetermined range of the predicted position of the approaching vehicle, the controller unit determines whether the range of the predicted position 1 or the predicted position 2 is greater than a second predetermined value F of the predicted position of the approaching vehicle. If the controller determines that the predicted position 1 or the predicted position 2 is greater than the second predetermined value F of the predicted position of the approaching vehicle, the controller unit communicates a left warning signal to the warning communication unit, which communicates this to the occupant via various means. If the controller unit determines that predicted position 1 or predicted position 2 is less than a predetermined range of the predicted position of the approaching vehicle, the controller unit communicates both warning alerts to the alarm communication unit.

[0031] Further, according to one aspect of the invention, if the controller unit determines that predicted position 1 is positive and predicted position 2 is negative, the controller unit communicates both warning signals to the warning indication unit, which communicates both warning signals to the occupants via various means. According to one aspect of the invention, if the controller unit determines that predicted position 1 is negative and predicted position 2 is positive, the controller unit communicates both warning signals to the warning indication unit, which communicates both warning signals to the occupants via various means.

[0032] According to one aspect of the invention, at least one type of warning, e.g., either a level 1 warning, or a level 2 warning, or a level 3 warning, is generated by the controller unit and communicated to the occupants via the warning indication unit. As mentioned above, the level and direction of the warning varies depending on inputs such as the vehicle's time to collision, the distance D of the approaching vehicle, and the occupants' intention to change lanes. According to one aspect of the invention, the level 1 warning is the lowest level of warning. The level 1 warning is a visual warning generated by the controller unit and communicated to the occupants by the warning indication unit. The level 1 warning is generated by the controller unit when an approaching vehicle is within the detection range of the sensor unit of the blind spot detection system. This type of warning is the lowest level of warning and is generated by the controller unit when an approaching vehicle is in the blind spot of the vehicle but at a safe distance from the vehicle. According to one aspect of the invention, the level 2 warning is a visual warning generated by the controller unit when an approaching vehicle is about to overtake or is about to overtake the vehicle. According to one aspect of the invention, the level 3 warning is generated by the controller unit when the approaching vehicle is fast and is about to overtake the vehicle. Level 3 warning is visual and tactile warning. In this level of warning, the warning indication unit communicates to the occupant to avoid lane change maneuvers. Thus, this one or more levels of warning assist the occupant to drive the vehicle safely in all kinds of traffic conditions, and also warn the occupant about the situation of approaching vehicles, while eliminating undesirable frequent warnings. These levels of warning warn the occupant in advance, thus enhancing the safety of the occupant when driving the vehicle.

[0033] In the exemplary embodiment that follows, the vehicle is a saddle-ride type two-wheeled vehicle, although it is contemplated that the concepts of the present invention may be applied to any two-, three-, and four-wheeled vehicle.

[0034] Various other features of the present invention will be described in detail below with reference to the accompanying drawings, together with embodiments of a two-wheeled vehicle. In the drawings, like reference numbers generally indicate the same, functionally similar, and / or structurally similar elements. The drawing in which an element is first shown is indicated by the leftmost digit of the corresponding reference number. With reference to the accompanying drawings, like reference numbers are used throughout the several views to identify like or similar elements. The present subject matter will be further described with reference to the accompanying drawings. It should be noted that these descriptions and drawings are merely illustrative of the principles of the present subject matter. Although not explicitly described or illustrated herein, various configurations may be devised that incorporate the principles of the present subject matter. Moreover, all statements herein that recite principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0035] Furthermore, the terms "front" and "rear" as well as "left" and "right" referred to in the following description of the exemplary embodiments refer to the front and rear, and left and right directions as viewed from a seated position in the seat of a saddle-type vehicle. Furthermore, a longitudinal axis refers to a front-to-rear axis relative to the vehicle, and a lateral axis refers to a side or left-to-right axis relative to the vehicle. It should also be understood that the phraseology and terminology used herein are for purposes of description and not of limitation.

[0036] FIG. 1 is a right side view of an exemplary saddle-type vehicle. The vehicle (100) includes a frame assembly (not shown) that functions as a framework for supporting weight. The instrument cluster (119) is mounted on a handlebar assembly (126). The handlebar assembly (126) is disposed above a head tube (not shown) and includes a brake lever (not shown). The handlebar assembly (126) is connected to a front wheel (129) by one or more front suspensions (130). The front fender (131) is disposed above the front wheel (129) and covers at least a portion of the front wheel (129). The fuel tank (103) is mounted on a main tube (not shown) of the frame (not shown), which is disposed in a front portion F of the space of the frame (not shown). The vehicle (100) has lighting means including a headlamp (127), a tail lamp (not shown), and a turn signal, each of which includes a front indicator (not shown) and a rear indicator (not shown). The rear fender (138) protrudes outwardly of the vehicle system to protect the rear seats from mud splashes and the rear wheels (133) from external components. The power unit (125) is mounted on the lower portion of the vehicle (100). In one embodiment, the power unit (125) is an IC engine. The fuel tank (103) is operatively connected to the engine (125). The seat (134) is located in a rear region of the fuel tank (103) and extends longitudinally along the seat frame. According to one embodiment of the present invention, the exhaust system (126) is connected to the engine (125) and extends rearward of the vehicle (100).

[0037] FIG. 2 is a block diagram of a blind spot detection system according to an embodiment of the present invention. According to an embodiment of the present invention, a vehicle includes a blind spot detection system (200). The blind spot detection system (200) includes a sensor unit (201), a power supply unit (205), a controller unit (202), an alarm indication unit (204), and a control signal unit (203). The sensor unit (201) includes a radar (201a). In another implementation, one or more of an ultrasonic sensor and a camera are configured in the sensor unit. The vehicle speed unit (206) communicates the speed of the vehicle to the controller unit via CAN bus communication. The control signal unit (203) includes left and right turn signals (203a) that communicate the passenger's intention to change lanes while driving, and a system activation switch (203b) that is an alternating means for activating / deactivating the blind spot detection system. According to one embodiment of the present invention, the warning indication unit (204) includes an LED indicator (204a) and a tactile indicator (204b). The LED / visual indicator is located in the line of sight of the passenger to warn the passenger in case of an emergency. The tactile indicator vibrates to warn the passenger in case of an emergency. Furthermore, according to one embodiment of the present invention, the power supply unit (205) provides power to a blind spot detection system installed in the vehicle.

[0038] According to one embodiment of the present invention, the radar is disposed on the rear side of the vehicle to expand the coverage range of the blind spot area and the detection range required for lane change warning. The radar is disposed above the ground level by a predetermined value X, where X is in the range of 50 to 80 cm based on the ground. According to one embodiment of the present invention, the radar is disposed above the rear fender and on the license plate of the vehicle. In another implementation, the sensor unit includes one or more radars to cover the blind spot area.

[0039] Further, according to one embodiment of the present invention, the blind spot detection system is activated by a system activation switch. The activation switch is located on the handlebar assembly of the vehicle. In another implementation, the activation switch may be located on the speedometer. Such a positioning of the switch makes the system more accessible, allowing the occupant to manually access the activation of the system depending on the traffic congestion on the road. According to one embodiment of the present invention, the sensor unit (201) including the radar (201a) senses obstacles approaching the vehicle within a detection range, field of view, and sends a signal to the controller unit (202). According to one embodiment of the present invention, the radar detects one or more approaching vehicles in the blind spot of the vehicle via radar waves. The radar consists of several transmitters and receivers. The transmitter transmits radio signals in the air within its field of view and detection range. These signals are reflected when the signals hit an obstacle / approaching vehicle and are detected by the receiver. The received signals are processed by digital signal processing methods to determine the distance, speed and angle of the approaching vehicle / obstacle. The radar detection range (minimum) is calculated as the product of the maximum relative speed and the minimum collision time. The relative speed is defined as the difference between the speed of the vehicle and the speed of the approaching vehicle. The collision time is the time when the approaching vehicle passes / overtakes the vehicle (t cross) and the time (t0) when the approaching vehicle is detected in the blind spot of the vehicle (shown in FIG. 2b). Furthermore, the control device unit (202) determines the distance, speed and collision time of the approaching vehicle with the target vehicle according to the input received from the sensor unit in various traffic conditions. The collision time is inversely proportional to the speed of the approaching vehicle, i.e., the faster the speed of the approaching vehicle, the shorter the collision time with the target vehicle. If the approaching vehicle / obstacle is within the blind spot area of ​​the vehicle, the control device unit sends one or more warnings to the warning indication unit, i.e., the control device unit generates and sends to the warning indication unit either a left or right warning and either a level 1, level 2 or level 3 warning depending on the current traffic condition. As a result, the warning indication unit (204) indicates the approaching obstacle / vehicle to the occupants via various warning indication unit channels, such as LED indicators or tactile indicators. This configuration helps to protect the occupants from accidents, collisions, etc.

[0040] FIG. 3 is a flow diagram of the controller unit of the blind spot detection system determining various traffic conditions. According to one embodiment of the present invention, the traffic conditions are classified into three categories: heavy traffic condition, normal traffic condition and high speed driving. According to one embodiment of the present invention, predetermined vehicle speed ranges, e.g. WX, XY, YZ, and predetermined number of vehicles V within predetermined distance ranges B-B', C-C' for various traffic conditions are stored in the controller unit. According to one embodiment of the present invention, when the vehicle is started in S301, the speed S of the vehicle and the number V of approaching vehicles are provided as inputs from the sensor unit and the vehicle speed unit to the controller unit in S302. In S303, the controller unit determines whether the speed S of the vehicle is within a predetermined range WX stored in the controller unit, where the range WX is, for example, in the range of 20-30 km / hr in a preferred embodiment. If the controller unit determines that the speed S of the vehicle is within the predetermined range WX, then in S304, the controller unit further determines whether the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles based on the inputs received from the sensor unit. Here, the number A of approaching vehicles is, for example, 2 in the predetermined distance range B-B'. The predetermined range B-B' is, for example, a range of 8 to 15 m. If the controller determines that the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles in the predetermined distance range B-B' and the vehicle speed S is within the predetermined range WX, then in S305, the controller unit triggers a traffic congestion state.

[0041] Further, according to an embodiment of the present invention, if the controller unit determines that the speed S of the vehicle is within a predefined range WX but the number V of approaching vehicles is less than a predefined number A of approaching vehicles within a predefined distance B-B', then in S307 the controller unit triggers a normal traffic state. According to an embodiment of the present invention, the speed of the vehicle is provided as an input to the controller unit via the CAN bus. Further, if the controller determines that the speed S of the vehicle is not within a range WX greater than the range WX, then in S306 the controller unit further determines whether the speed S of the vehicle is within a predefined range XY stored in the controller unit. The predefined range XY is, for example, in the range 30-50 km / hr. If the controller unit determines that the speed S of the vehicle is within the predefined range XY, then in S307 the controller unit triggers a normal traffic state. According to an embodiment of the present invention, if the controller unit determines that the speed S of the vehicle is not within the predefined range XY, then in S308 the controller unit further determines whether the speed S of the vehicle is within a predefined range YZ stored in the controller unit. The predetermined range YZ is, for example, in the range of 50-80 km / hr. If the controller unit determines that the speed S of the vehicle is within the predetermined range YZ, then in S309, the controller unit further determines whether the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles based on the input received from the sensor unit, where the number A of approaching vehicles is, for example, 2 in the predetermined distance range C-C'. The predetermined range C-C' is, for example, in the range of 15-25 m. If the controller determines that the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles in the predetermined distance range C-C' and the speed S of the vehicle is within the predetermined range YZ, then the controller unit triggers a normal traffic state in S307. Furthermore, according to one embodiment of the present invention, if the controller unit determines that the speed S of the vehicle is within the predetermined range YZ but the number V of approaching vehicles is less than the predetermined number A of approaching vehicles in the predetermined distance range C-C', then in S310, the controller unit triggers a high-speed traffic state. Additionally, at S308, the controller determines whether the vehicle speed S is within a predetermined range YZ stored in the controller unit.If the controller determines that the vehicle speed S is not within the range YZ, then in S311 the controller unit further determines whether the vehicle speed S is greater than Z stored in the controller unit. If the controller unit determines that the vehicle speed S is greater than Z, then in S310 the controller unit triggers a high speed traffic condition.

[0042] FIG. 4, FIG. 4a, FIG. 4b are flow charts detailing the method used by the control device unit of the blind spot detection system in different traffic conditions to avoid the vehicle colliding with an oncoming vehicle by communicating different levels of warning to the occupants via the warning indication unit according to an embodiment of the present invention. The different levels of warning signal are determined by the time to collision (ttc), the distance range of the oncoming vehicle, and the intention of lane change. All these factors are provided as inputs to the control device unit to determine the different levels of warning. According to an embodiment of the present invention, when the vehicle starts and starts moving in S400, the control device unit receives and analyzes the raw signal generated by the sensor unit, the speed of the vehicle, the number of oncoming vehicles, and the time to collision (ttc) as inputs in S401. The control device unit first determines the traffic condition based on the logic described in the above paragraphs according to S305, S307, and S312. After determining the traffic condition, the control device unit determines the time to collision (ttc) of the vehicle, where the time to collision is the difference between the time when the oncoming vehicle passes the vehicle and the time when the oncoming vehicle is detected. According to an embodiment of the present invention, for example, in case 1, where the state of S402 is a traffic jam state, in S405, the control device unit determines the collision time to collision and compares it with a predetermined collision time to collision range (ttc2, where ttc2 ranges from 3 to 6 seconds) stored in the control device unit. If the control device unit determines that ttc is greater than the predetermined time ttc2, then in S410, the control device unit determines the distance D of the approaching vehicle and compares it with a predetermined distance range B-B' stored in the control device unit, where B-B' ranges from 8 to 15 meters. If the control device unit determines that the collision time to collision ttc is greater than the second predetermined collision time to collision range ttc2 stored in the control device unit and the distance D of the approaching vehicle is greater than the predetermined distance range B-B' stored in the control device unit, then in S412, the control device unit does not communicate a warning to the warning indication unit.Furthermore, if the controller unit determines in S405 that the time to collision ttc is less than the second predetermined time to collision range ttc2 stored in the controller unit, then in S408 the controller unit determines whether the time to collision ttc is less than the first predetermined time to collision range (ttc1, where ttc1 is in the range of 1.5-3 seconds) stored in the controller unit. If the controller unit finds that the time to collision ttc is greater than the first predetermined time to collision range (ttc1, where ttc1 is in the range of 1.5-3 seconds) stored in the controller unit, then in S410 the controller unit determines whether the distance D of the oncoming vehicle is less than the predetermined distance B-B' stored in the controller unit. If the controller unit determines in S408 that the time to collision ttc is greater than a first predetermined time to collision range (ttc1, where ttc1 is in the range of 1.5 to 3 seconds) stored in the controller unit, and the distance D of the approaching vehicle is less than a predetermined distance range B-B' stored in the controller unit, then in S411 the controller unit communicates a level 1 warning to the warning indication unit. The warning unit further communicates this to the occupants via various communication means such as LEDs or tactile indicators. If the controller unit further determines in S408 that the time to collision is less than the first predetermined time to collision range (ttc1) stored in the controller unit, then in S409 the controller unit communicates a level 2 warning to the warning indication unit. The warning unit further communicates this to the occupants via various communication means such as LEDs or tactile indicators. This enhances the safety of the occupants by helping to eliminate unnecessary warnings in traffic congestion conditions.

[0043] According to an embodiment of the present invention, for example, in case 2 where the state of S403 is normal traffic state, the control device unit determines ttc and compares it with the predetermined collision margin range in S413. If the control device unit determines that the collision margin time (ttc) is greater than the second predetermined collision margin range (ttc2) stored in the control device unit, then in S418 the control device unit determines the distance D of the approaching vehicle and compares it with the predetermined distance range stored in the control device unit. If the control device unit determines that the collision margin time (ttc) is greater than the second predetermined collision margin range (ttc2) stored in the control device unit and in S418 the distance D of the approaching vehicle is greater than the predetermined distance range B-B' stored in the control device unit, then in S419 the control device unit does not communicate a warning to the warning indication unit. According to an embodiment of the present invention, the control device unit determines the collision margin time in S413 and compares it with the second predetermined collision margin range (ttc2). If the control device unit determines that the time to collision (ttc) is less than the predetermined time to collision range (ttc2) stored in the control device unit, then in S414 the control device unit determines whether the time to collision (ttc) is less than the first predetermined time to collision range (ttc1) stored in the control device unit. If the control device unit determines that the time to collision (ttc) is greater than the first predetermined time to collision range (ttc1) stored in the control device unit, then in S418 the control device unit determines whether the distance D of the approaching vehicle is less than the predetermined distance range B-B' stored in the control device unit. If the control device unit determines that the time to collision (ttc) is greater than the first predetermined time to collision range (ttc1) stored in the control device unit and the distance D of the approaching vehicle is less than the predetermined distance range B-B' stored in the control device unit, then in S420 the control device unit communicates a level 1 warning to the warning indication unit. The warning unit further communicates this to the occupant via various communication means such as an LED or a tactile indicator.According to an embodiment of the present invention, the control device unit determines in S414 whether the time to collision (ttc) is less than the first predetermined time to collision range (ttc1) stored in the control device unit. If the control device unit determines that the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit, then in S415 the control device unit determines whether the lane change condition is met, i.e. whether the intention to change lanes is provided by the occupant via the TSL. If the control device unit determines that the lane change condition is not met, i.e. the TSL is off, then in S417 the control device unit communicates a level 2 warning to the warning indication unit. The warning unit further communicates this to the occupant via various communication means such as an LED or a tactile indicator. According to an embodiment of the present invention, the control device unit determines in S414 whether the time to collision (ttc) is less than the first predetermined time to collision range (ttc1) stored in the control device unit. If the controller unit determines that the time to crash is less than a predetermined time to crash range (ttc1) stored in the controller unit, then in S415 the controller unit determines whether a lane change condition is met. If the controller unit determines that a lane change condition is met, i.e., an intention to change lanes is provided by the occupant, then in S416 the controller unit communicates a level 3 warning to the warning indication unit, which further communicates this to the occupant via various communication means such as an LED or a tactile indicator.

[0044] According to an embodiment of the present invention, for example, in case 3, when the state of S404 is a high speed traffic state of S421, the control device unit determines a time to collision (ttc) and a distance D of the approaching vehicle. In S422, the control device unit determines ttc and compares it with a second predetermined time to collision range (ttc2). If the control device unit determines that the time to collision is greater than the second predetermined time to collision range (ttc2) stored in the control device unit, in S426, the control device unit determines a distance D of the approaching vehicle and compares it with a predetermined distance range C-C', where C-C' is a range of 15-25m stored in the control device unit. If the control device unit determines that the time to collision is greater than the predetermined time to collision range (ttc2) stored in the control device unit and the distance D of the approaching vehicle is greater than the predetermined distance range stored in the control device unit, in S428, the control device unit does not communicate a warning to the warning indication unit. According to an embodiment of the present invention, if the controller unit determines in S422 that the time to collision is less than the second predetermined time to collision range (ttc2) stored in the controller unit, then in S423 the controller unit further determines whether the time to collision is less than the first predetermined time to collision range (ttc1) stored in the controller unit. If the controller determines that the time to collision is greater than the first predetermined time to collision range (ttc1) stored in the controller unit, then in S426 the controller unit determines whether the distance D of the approaching vehicle is less than the predetermined distance range C-C' stored in the controller unit. If the controller unit determines that the time to collision is greater than the first predetermined time to collision range (ttc1) stored in the controller unit and the distance D of the approaching vehicle is less than the predetermined distance range stored in the controller unit, then in S429 the controller unit communicates a level 1 warning to the warning indication unit. The warning unit further communicates this to the occupant via various communication means such as LEDs or tactile indicators.According to an embodiment of the present invention, the control device unit determines in S423 whether the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit. If the control device unit determines that the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit, then in S424 the control device unit determines whether the lane change condition is met. If the control device unit determines that the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit and the lane change condition is not met, then in S427 the control device unit communicates a level 2 warning to the warning indication unit, which further communicates this to the occupant via various communication means such as an LED or a tactile indicator. According to an embodiment of the present invention, if the control device unit determines in S423 that the time to collision is less than the first predetermined time to collision range (ttc1) stored in the control device unit, then in S424 the control device unit determines whether the lane change condition is met. If the controller unit determines that the time to crash is less than the predetermined time to crash range stored in the controller unit and a lane change condition is met, then in S425 the controller unit communicates a level 3 warning to the warning indication unit which in turn communicates this to the occupants via various communication means such as an LED or tactile indicator.

[0045] FIG. 5 is a flow diagram detailing a method used by the controller unit of the blind spot detection system in various traffic conditions to indicate a level of warning after determining that an approaching vehicle during overtaking is preparing to change lanes, according to an embodiment of the present invention. According to an embodiment of the present invention, when the vehicle is started in S501, the controller unit analyzes the input provided from the sensor unit, the vehicle speed, the number of approaching vehicles, etc., in S502. A predetermined speed range of the vehicle is stored in the controller unit. According to an embodiment of the present invention, the controller unit determines the speed S of the vehicle and compares it with the predetermined speed range of the vehicle (WX) stored in the controller unit in S503. If the controller unit determines that the speed S of the vehicle is less than the predetermined speed range of the vehicle stored in the controller unit, in S504, the controller unit does not issue a warning. Furthermore, if the controller unit determines that the speed of the vehicle is greater than or within the range of WX, the controller unit determines the traffic state based on the input communicated to the controller unit. In S506, the controller further determines whether the traffic state is a traffic jam state. If the control device determines that the traffic state is a traffic jam state, the control device unit estimates / specifies the path of the approaching vehicle in S507 (estimating the path of the approaching vehicle is described in FIG. 5a). Based on the estimated / specified path of the approaching vehicle, the control device unit communicates either a level 1 or level 2 warning to the warning indication unit in S508 along with the direction of the warning signal. Furthermore, if the control device determines that the traffic state is not a traffic jam state in S506, the control device unit determines whether the traffic state is a normal traffic state in S509. If the control device determines that the traffic state is a normal traffic state, the control device unit estimates / specifies the path of the approaching vehicle in S510. Based on the estimated / specified path of the approaching vehicle, the control device unit communicates either a level 1, level 2, or level 3 warning to the warning indication unit in S511 along with the direction of the warning signal. Furthermore, according to one embodiment of the present invention, the control device determines whether the traffic state is a normal traffic state in S509.If the controller determines that the traffic condition is not a normal traffic condition, the controller unit determines whether the traffic condition is a high-speed traffic condition, S513. If the controller determines that the traffic condition is a high-speed traffic condition, the controller unit estimates / determines a path of the oncoming vehicle, S514. Based on the estimated / determined path of the oncoming vehicle, the controller unit communicates either a level 1, or level 2, or level 3 warning to the warning indication unit, S515, along with a direction of the warning signal.

[0046] FIG. 5a is a diagram illustrating the calculation of the estimated path / specific path of the approaching vehicle according to an embodiment of the present invention. For reference, S507 according to an embodiment of the present invention is described. According to an embodiment of the present invention, the possible positions of the approaching vehicle (also referred to herein as expected points) are determined, which are here P1 and P2. Here, expected points are points that the approaching vehicle may reach when it overtakes the target vehicle. According to an embodiment of the present invention, for example, different points are considered for the approaching vehicle, P1(t2) is a path prediction with points, for example, point 1 and point 2, at the instant t2. Similarly, P2(t3) is a path prediction with points 2 and point 3, at the instant t3. Furthermore, the rate of change of the expected point position (R) is given by the difference between P2 and P1 divided by the difference between times t3 and t2, where t3 and t2 are the expected times that the approaching vehicle will take to overtake the vehicle. Thus, the expected point P3 where the approaching vehicle will overtake the vehicle is given as the sum of P2 and the product of R and the collision margin time. Therefore, according to the above description, the likely position between P2 and P3 of the overtaking vehicle at any moment is predicted and based on this, a left or right warning and a multi-level alert are generated by the controller unit, which is further communicated to the alert communication unit, which communicates the alert through various means such as visual or tactile indicators.

[0047] FIG. 6 is a flow chart detailing the method used by the control device unit of the blind spot detection system in various traffic conditions to show warning signals in various directions. The predetermined lateral predicted position range and the change rate of the lateral predicted position range are stored in the control device unit. According to an embodiment of the present invention, in S601, the sensor unit with the radar detects an approaching vehicle (AV) at time t-2*tcycle. Similarly, in S602, the position of the approaching vehicle is detected at time t-tcycle, and in S603, the position of the approaching vehicle is detected at time t. Furthermore, in S604, the predicted position P1 is calculated at time t-tcycle. In S605, the predicted position P1 is calculated at time t, where t is the time interval the radar takes between two consecutive detections. The cycle time tcycle is the time it takes the radar to detect an object, filter the detection signal (shown in FIG. 6a), and then calculate parameters such as speed and distance. In S606, the control device unit determines the collision margin time. Here, the collision time is calculated by the longitudinal relative distance and longitudinal relative speed between the approaching vehicle and the target vehicle. Furthermore, in S607, the change rate of the predicted position (R) at time t seconds is determined. Here, the change rate of the predicted position is determined by the difference between the predicted positions determined at time t and t-tcycle.

[0048] According to an embodiment of the present invention, the control device unit analyzes the previous estimated intersection path of the approaching vehicle to be P1 (predicted position 1) based on the position of the approaching vehicle at t and t-t cycle in S609, and analyzes the current estimated intersection position of the approaching vehicle to be P2 (predicted position 2) based on the predicted position 1, ttc, and R in S610. From the difference between the predicted position P2 and the predicted position P1, the control device unit obtains the range of the area where the approaching vehicle will overtake the vehicle, i.e., the range of the lateral predicted position of the approaching vehicle, in S611. According to an embodiment of the present invention, in S612 and S613, the control device unit further simultaneously determines whether the predicted position 1 of the approaching vehicle is positive and whether the predicted position 2 of the approaching vehicle is positive. Positive refers to the left direction. Furthermore, according to an embodiment of the present invention, if the control device unit determines that the predicted position 1 and the predicted position 2 are negative, the control device unit determines whether the range of the lateral predicted position is smaller than a predetermined range A-A' in S617. Where A-A' is the range of the lateral predicted position of the approaching vehicle of 3-5m. If the controller unit determines that the range of the lateral predicted position is larger than the predetermined range of the lateral predicted position of the approaching vehicle, then in S620 the controller unit communicates both warning signals to the warning indication unit. If the controller unit determines that the range of the lateral predicted position of the approaching vehicle is smaller than the predetermined range of the lateral predicted position of the approaching vehicle, then in S617 the controller unit further determines whether the rate of change of the lateral predicted position is smaller than a predetermined value D, where D is, for example, the rate of change of the predicted range of the lateral position of 3m / sec. If the controller unit determines that the rate of change of the lateral predicted position is larger than the predetermined rate of change D of the lateral predicted position, then in S621 the controller unit activates / communicates both warning alerts to the warning indication unit. According to one embodiment of the present invention, if in S618 the controller unit determines that the rate of change of the predicted lateral position is less than a predefined value D, where D is for example a rate of change of the predicted lateral position of 3 m / s, then in S619 the controller unit further determines whether the predicted position P1 or the predicted position P2 is greater than a predefined value E, where E is for example a predicted position of the approaching vehicle of 3 m.If the controller unit determines that the value of the predicted position P1 or the predicted position P2 is less than the predetermined value E of the predicted position of the approaching vehicle, then in S622 the controller unit does not communicate a warning. Furthermore, if the controller unit determines in S619 that the predicted position P1 or the predicted position P2 is greater than the predetermined value E of the predicted position of the approaching vehicle, then in S623 the controller unit determines whether the predicted position 1 or the predicted position 2 is less than a predetermined value F, where F is, for example, a predicted position of the approaching vehicle of 0.5 m. If the controller determines in S623 that the predicted position 1 or the predicted position 2 is less than the predetermined value F of the predicted position of the approaching vehicle, then in S624 the controller unit communicates the right warning signal to the warning communication unit, which communicates this to the passenger via various means. If the controller determines in S623 that the predicted position 1 or the predicted position 2 is greater than the predetermined range F of the predicted position of the approaching vehicle, then in S625 the controller unit communicates both warning signals to the warning communication unit.

[0049] If the control device unit determines in S612, S613 that predicted position 1 and predicted position 2 are positive, then in S616 the control device unit determines whether the range of the lateral predicted position of the approaching vehicle is smaller than a predefined range A-A', where A-A' is the range of the lateral predicted position of the approaching vehicle of 3-5 m. If the control device unit determines that the range of the lateral predicted position of the approaching vehicle is larger than the predefined range of the lateral predicted position of the approaching vehicle, then in S630 the control device unit activates / communicates both warning alerts to the warning indication unit. If the control device unit determines in S616 that the range of the lateral predicted position of the approaching vehicle is smaller than the predefined range of the lateral predicted position of the approaching vehicle, then in S626 the control device unit determines whether the rate of change of the lateral predicted position is smaller than a predefined value D, where D is, for example, a rate of change of the lateral predicted position of 3 m / s. If the controller unit determines in S626 that the rate of change of the lateral predicted position is greater than the predetermined value of the rate of change of the lateral predicted position, then in S629 the controller unit activates / communicates both warning alerts to the warning indication unit. If the controller unit determines in S626 that the rate of change of the lateral predicted position is less than the predetermined value of the rate of change of the predicted lateral position, then in S627 the controller unit further determines whether the predicted position P1 or the predicted position P2 is less than a predetermined value E, where E is, for example, a predicted position of the approaching vehicle of 3 m. If the controller unit determines in S627 that the predicted position P1 or the predicted position P2 is greater than the predetermined value E of the predicted position of the approaching vehicle, then in S628 the controller unit does not communicate a warning. If the controller unit further determines in S627 that the predicted position P1 or the predicted position P2 is less than the predetermined value E of the predicted position of the approaching vehicle, then in S631 the controller unit determines whether the range of the predicted position 1 or the predicted position 2 is greater than a predetermined value F. where F is the predicted position of the approaching vehicle, for example, 0.5 m. If the controller unit determines that predicted position 1 or predicted position 2 is greater than the predetermined value F of the predicted position of the approaching vehicle, then in S632 the controller unit communicates a left warning signal to the warning communication unit, which communicates this to the occupants via various means.If, at S631, the controller unit determines that predicted position 1 or predicted position 2 is less than a predetermined value F of the predicted position of the approaching vehicle, then, at S633, the controller unit communicates both warning alerts to the alarm communication unit.

[0050] Further, according to one embodiment of the present invention, if the controller unit determines in S612, S613 that predicted position 1 is positive and predicted position 2 is negative, then in S614 the controller unit communicates both warning signals to the warning indication unit, which communicates both warning signals to the passenger via various means. According to one embodiment of the present invention, if the controller unit determines in S612, S613 that predicted position 1 is negative and predicted position 2 is positive, then in S615 the controller unit communicates both warning signals to the warning indication unit, which communicates both warning signals to the passenger via various means.

[0051] FIG. 7 illustrates different types of warning indication units according to an embodiment of the present invention. According to an embodiment of the present invention, at least one type of warning, e.g., either a level 1 warning, or a level 2 warning, or a level 3 warning, is generated by the controller unit and communicated to the occupants via the warning indication unit. As mentioned above, the level and direction of the warning varies depending on inputs such as the vehicle's time to collision, the distance D of the approaching vehicle, and the occupants' intention to change lanes. According to an embodiment of the present invention, the level 1 warning is the lowest level of warning. The level 1 warning is a visual warning (704) generated by the controller unit and communicated to the occupants by the warning indication unit. The level 1 warning is generated by the controller unit when an approaching vehicle is within the detection range of the sensor unit of the blind spot detection system. This type of warning is the lowest level of warning and is generated by the controller unit when an approaching vehicle is in the blind spot of the vehicle but at a safe distance from the vehicle. According to an embodiment of the present invention, the level 2 warning is a visual warning generated by the controller unit when an approaching vehicle is about to overtake or is overtaking the target vehicle (100). According to one embodiment of the present invention, the level 3 warning is generated by the control device unit when the speed of the approaching vehicle is high and is about to overtake the vehicle (100). The level 3 warning is a visual warning 204a (704a) and a haptic warning 204b (701, 702, 703, 705). At this level of warning, the warning indication unit communicates to the occupants to avoid lane change maneuvers. Thus, this one or more levels of warning assist the occupants to safely drive the vehicle in all kinds of traffic conditions and also warn the occupants about the situation of the approaching vehicle. These levels of warning enhance the safety of the occupants when driving the vehicle since they are warned in advance.

[0052] The embodiment of the present invention described in FIG. 2 and the methods described in FIGS. 3, 4, 5 and 6 ensure the elimination of blind spots in a vehicle and help overcome all the problems known in the art.

[0053] Advantageously, embodiments of the present invention describe a possible modification of a blind spot detection system in a vehicle to ensure occupant safety by covering and eliminating the blind spot area and providing different levels of warning along with the direction of the warning signal in different traffic conditions, which facilitates a simple system to ensure occupant safety.

[0054] Numerous other improvements and modifications may also be included herein without departing from the scope of the invention. [Explanation of symbols]

[0055] Figure 1 100 Saddle-type vehicle 126 Handlebar Assembly 119 Instrument Cluster 127 Headlamp 131 Front fender 129 Front wheel 130 Front Suspension 125 Engine 103 Fuel Tank 134 seats 138 Rear fender 133 Rear wheel Figure 2 200 Blind Spot Detection System 201a Radar 205 Power Unit 206 Vehicle Speed ​​Unit 204 Alarm Unit 204a LED indicator 204b Tactile indicator 202 Control device unit 203 Control Signal 203a Turn signal 203b Switch

Claims

1. A blind spot detection system (200) for a vehicle (100), comprising: The device comprises a sensor unit (201), a control device unit (202), and an alarm indication unit (204), the sensor unit includes one of a radar (201a), an ultrasonic sensor, and a camera; the warning indication unit includes a visual indicator (204a) and a tactile indicator (204b); The sensor unit (201a) is located at the rear of the vehicle (100) to detect objects in blind spots in various traffic conditions; a blind spot detection system (200) configured to receive one or more input signals from one or more of the sensor unit (201) and the vehicle speed unit (206) and determine one or more output indicators, the determination being based on the one or more input signals in various traffic conditions, the one or more output indicators including a first output indicator, a second output indicator, a third output indicator, and a fourth output indicator indicating at least a level 1 warning, a level 2 warning, a level 3 warning, and an alarm, the one or more output indicators being progressively activated in various traffic conditions based on the at least one or more input signals;

2. 2. The blind spot detection system (200) of claim 1, wherein the radar (201a) is positioned at a rear side of the vehicle, a predetermined distance X above ground level of the vehicle (100).

3. The blind spot detection system (200) of claim 2, wherein the distance X is in the range of 50 to 80 cm.

4. The radar (201a) can detect an object within a detection range, and the detection range is the product of a maximum relative speed and a minimum time to collision, where the relative speed is defined as the difference between the speed of the vehicle (100) and the speed of an approaching vehicle (AV), and the time to collision is the time (t ) at which the approaching vehicle (AV) is about to pass or overtake the vehicle (100). ｃｒｏｓｓ ) and the time (t ０ 2. The blind spot detection system of claim 1, wherein the blind spot detection system is defined as the difference between the vehicle's speed and the vehicle's speed, thereby enabling an occupant of the vehicle to avoid a collision.

5. The blind spot detection system (200) of claim 1, wherein the various traffic conditions include a heavy traffic condition, a normal traffic condition, and a high-speed traffic condition.

6. 2. The blind spot detection system (200) of claim 1, wherein the sensor unit (201) and the control signal unit (203) are electrically connected to the control device (202), and the control device (202) is electrically connected to the warning indication unit (204).

7. 7. The blind spot detection system (200) of claim 6, wherein the control signal unit (203) includes left and right turn signals (203a) for assisting an occupant of the vehicle (100) during a lane change.

8. 7. The blind spot detection system (200) of claim 6, wherein the control signal unit (203) includes a switch (203b), the switch (203b) being positioned in an area that is reachable by a vehicle occupant to activate the blind spot detection system (200).

9. A method for avoiding a collision by communicating a warning in a traffic jam situation by a blind spot detection system for a vehicle, comprising: starting the vehicle (100); The controller unit (202) analyzes the input received from the sensor unit (201); The blind spot detection system (200) determines the traffic congestion state from various traffic states; The blind spot detection system (200) detects a time to collision (TTC) and compares the time to collision (TTC) with a predetermined second time to collision range (TTC2); the control device unit (202) determining that the time to collision (ttc) is greater than the second predetermined time range (ttc2); the blind spot detection system (200) detecting a distance D of an approaching vehicle (AV) and comparing it with a predetermined distance range B-B'; determining that the distance D of the approaching vehicle (AV) is greater than the predetermined range B-B' stored in the controller unit (202); not communicating a warning to an occupant of the vehicle (100); determining that the time to collision (ttc) is less than the second predetermined time to collision range (ttc2) stored in the control device unit (202); determining that the time to collision (ttc) is smaller than a predetermined first time to collision range (ttc1); determining that the time to collision (ttc) is greater than the first predetermined time to collision range (ttc1); the blind spot detection system (200) detecting a distance D of an approaching vehicle (AV) and comparing it with the predetermined distance range B-B'; determining that the distance D of the approaching vehicle (AV) is less than the predetermined distance range B-B' stored in the controller unit (202); communicating a level 1 alert; The blind spot detection system (200) detects that the time to collision (ttc) is less than the first predetermined time to collision range (ttc1); communicating a level 2 alert; A method comprising:

10. A method for determining the traffic congestion state by a blind spot detection system (200) for the vehicle (100), comprising: sending the speed S of said vehicle (100) and the number V of approaching vehicles as inputs to said control device unit (202); determining whether the speed S of the vehicle (100) is within a predetermined speed range W-X, the predetermined speed range W-X being stored in the control device unit (202); Detecting whether the speed S of the vehicle (100) is within the predetermined speed range W-X; determining whether the number V of approaching vehicles is greater than a predetermined number A of approaching vehicles and whether the number V of approaching vehicles is within the predetermined distance range B-B'; detecting whether the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles and whether the number V of approaching vehicles is within the predetermined distance range B-B'; communicating said traffic congestion status to said controller unit (202); 10. The method of claim 9, comprising:

11. 11. The method for avoiding a collision according to claim 10, wherein the predetermined speed range W-X is in the range of 20 to 30 km / hr.

12. The method for avoiding collisions according to claim 10, wherein the predetermined distance range B-B' is in the range of 8 m to 15 m.

13. 11. The method of avoiding a collision of claim 10, wherein the predetermined number A of oncoming vehicles is three.

14. A method for avoiding a collision by communicating a warning under normal traffic conditions by a blind spot detection system (200) for a vehicle (100), comprising: starting the vehicle (100); The controller unit (202) analyzes the input received from the sensor unit (201); The blind spot detection system (200) detects a normal traffic state from various traffic states; The blind spot detection system (200) detects a time to collision (TTC) and compares it with a predetermined second time to collision range (TTC2); the control device unit (202) determining that the time to collision (ttc) is greater than the second predetermined time range (ttc2); the blind spot detection system (200) detecting a distance D of an approaching vehicle (AV) and comparing it with a predetermined distance range B-B'; determining that the distance D of the approaching vehicle (AV) is greater than the predetermined distance range B-B' stored in the controller unit (202); not communicating a warning; determining that the time to collision (ttc) is less than the second predetermined time to collision range (ttc2) stored in the control device unit (202); determining that the time to collision (ttc) is smaller than a predetermined first time to collision range (ttc1); determining that the time to collision (ttc) is greater than the first predetermined time to collision range (ttc1); the controller unit (202) detecting the distance D of the approaching vehicle (AV) and comparing it with the predetermined distance range B-B'; determining that the distance D of the approaching vehicle (AV) is less than the predetermined distance range B-B' stored in the controller unit (202); communicating a level 1 alert; determining that the time to collision (ttc) is less than the first predetermined time to collision range (ttc1); determining the state of a turn signal lamp (TSL) for lane change intent; detecting that the turn signal lamp (TSL) is off; communicating a level 2 alert; Detecting that the turn signal lamp (TSL) is on; communicating a level 3 warning; A method comprising:

15. A method for determining the normal traffic conditions by a blind spot detection system for a vehicle, comprising: sending the speed S of said vehicle (100) and the number V of approaching vehicles as inputs to a control device unit (202); determining whether the speed S of the vehicle (100) is within a predetermined speed range W-X, the predetermined speed range W-X being stored in the control device unit (202); Detecting whether the speed S of the vehicle (100) is within the predetermined speed range W-X; determining whether the number V of approaching vehicles is greater than a predetermined number A of approaching vehicles and whether the number V of approaching vehicles is within a predetermined distance range B-B'; detecting that the number V of approaching vehicles is less than the predetermined number A of approaching vehicles and that the number V of approaching vehicles is within the predetermined distance range B-B'; communicating said normal traffic conditions to said controller unit (202); determining whether the speed S of the vehicle (100) is within the predetermined speed range W-X stored in the control device unit (202); Detecting that the speed S of the vehicle (100) is greater than the predetermined speed range W-X; determining whether the speed S of the vehicle (100) is within a predetermined speed range XY stored in the controller unit (202); detecting whether the speed S of the vehicle (100) is within the predetermined speed range XY; communicating the normal traffic conditions; determining whether the speed S of the vehicle (100) is within the predetermined speed range XY stored in the controller unit (202); Detecting that the speed S of the vehicle (100) is greater than the predetermined speed range XY; determining whether the speed S of the vehicle (100) is within a predetermined speed range Y-Z stored in the controller unit (202); Detecting that the speed S of the vehicle (100) is greater than the predetermined speed range Y-Z; determining whether the number V of approaching vehicles is greater than a predetermined number A of approaching vehicles and whether the number V of approaching vehicles is within a predetermined distance range C-C'; detecting whether the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles and whether the number V of approaching vehicles is within the predetermined distance range C-C'; communicating said normal traffic conditions to said controller unit (202); 15. The method of claim 14, comprising:

16. 15. The method for avoiding a collision according to claim 14, wherein the predetermined range XY is in the range of 30 to 50 km / hr.

17. 15. The method for avoiding a collision according to claim 14, wherein the predetermined range YZ is in the range of 50 to 80 km / hr.

18. The method for avoiding collisions according to claim 14, wherein the predetermined range CC' is in the range of 15 to 25 m.

19. 15. The method for avoiding a collision according to claim 9 or 14, wherein the predetermined second time to collision range (TTC2) is in the range of 5 to 6 seconds, and the predetermined first time to collision range (TTC1) is in the range of 2 to 5 seconds.

20. 1. A method for avoiding collisions by communicating a warning in high speed traffic conditions by a blind spot detection system (200) for a vehicle (100), comprising: starting the vehicle (100); The controller unit (202) analyzes the input received from the sensor unit (201); The blind spot detection system (200) determines a high speed driving condition from various traffic conditions; The blind spot detection system (200) detects a time to collision (TTC) and compares it with a predetermined second time to collision range (TTC2); the control device unit (202) determining that the time to collision (ttc) is greater than the second predetermined time range (ttc2); the blind spot detection system (200) determining a distance D of an approaching vehicle (AV) and comparing it with a predetermined distance range C-C'; determining that the distance D of the approaching vehicle (AV) is greater than the predetermined distance range C-C' stored in the controller unit (202); not communicating a warning; determining that the time to collision (ttc) is less than the second predetermined time to collision range (ttc2) stored in the control device unit (202); determining that the time to collision (ttc) is smaller than a predetermined first time to collision range (ttc1); determining that the time to collision (ttc) is greater than the first predetermined time to collision range (ttc1); determining the distance D of the approaching vehicle (AV) and comparing it with the predetermined distance range C-C'; determining that the distance D of the approaching vehicle (AV) is less than the predetermined distance range C-C' stored in the controller unit (202); communicating a level 1 alert; determining that the time to collision (ttc) is less than the first predetermined time to collision range (ttc1); determining the state of a turn signal lamp (TSL) for lane change intent; detecting that the turn signal lamp (TSL) is off; communicating a level 2 alert; Detecting that the turn signal lamp (TSL) is on; communicating a level 3 warning; A method comprising:

21. 1. A method for determining the highway traffic conditions by the blind spot detection system (200) for the vehicle (100), comprising: sending the speed S of said vehicle (100) and the number V of approaching vehicles as inputs to a control device unit (202); the controller unit (202) determining whether the speed S of the vehicle (100) is within a predetermined speed range Y-Z, the predetermined speed range Y-Z being stored in the controller unit (202); determining that the speed S of the vehicle (100) is within the predetermined speed range Y-Z; determining whether the number V of approaching vehicles is greater than a predetermined number A of approaching vehicles and whether the number V of approaching vehicles is within a predetermined distance range C-C'; determining that the number V of approaching vehicles is greater than the predetermined number A of approaching vehicles and that the number V of approaching vehicles is within the predetermined distance range C-C'; communicating said highway traffic conditions to said controller unit (202); determining that the speed S of the vehicle (100) is greater than the predetermined speed range Y-Z; determining whether the speed S of the vehicle (100) is greater than a predetermined range Z stored in the controller unit (202); determining that the speed of the vehicle (100) is greater than the predetermined range Z stored in the controller unit (202); communicating said highway traffic conditions to said controller unit (202); 21. The method of claim 20, comprising:

22. 1. A method for indicating a warning by a blind spot detection system (200) for a vehicle (100), the blind spot detection system (200) being adapted to determine that an oncoming vehicle (AV) being overtaken is preparing to change lanes, the method comprising: starting the vehicle (100); The controller unit (202) analyzes the input received from the sensor unit (201); the controller unit (202) determining a speed S of the vehicle (100) and comparing it with a predetermined speed range (W-X) stored in the controller unit (202); determining that the speed S of the vehicle (100) is less than the predetermined speed range (W-X) stored in the controller unit (202); not communicating a warning; determining whether the speed S of the vehicle (100) is within or greater than the predetermined speed range (W-X) stored in the control device unit; the blind spot detection system (200) detecting that the speed of the vehicle (100) is within the predetermined speed range (W-X) stored in the control device unit (202); detecting a traffic congestion condition; estimating a path of the approaching vehicle (AV); communicating a Level 1 or Level 2 warning along with a direction of the warning signal; determining whether the traffic condition is a normal traffic condition; estimating a path of the approaching vehicle (AV); communicating said Level 1, or said Level 2, or Level 3 warning along with a direction of the warning signal; determining whether the traffic condition is a high speed traffic condition; estimating a path of an approaching vehicle (AV); communicating said Level 1, or said Level 2, or said Level 3 warning along with a direction of the warning signal; A method comprising:

23. 1. A method for indicating various directions of a warning signal by a blind spot detection system (200) for a vehicle (100), comprising: starting the vehicle (100); analyzing a previously estimated intersection path P1 of the approaching vehicle based on the position of the approaching vehicle at time t and time t-tcycle, and analyzing a current estimated intersection position P2 (predicted position 2) of the approaching vehicle based on a time to collision ttc and a rate of change of the predicted position R, wherein the time t represents the time interval taken by the radar (201a) between two successive detections, and the cycle time tcycle is the time taken by the radar (201a) to detect an object, filter the detection signal, and calculate one or more vehicle parameters; calculating a range of predicted lateral positions of the approaching vehicle; the controller unit (202) determining whether the predicted positions P1 and P2 of the approaching vehicle are positive; determining whether the predicted position P1 and the predicted position P2 are negative; determining whether the range of predicted lateral positions is less than a predetermined range A-A'; determining whether the range of predicted lateral positions is greater than the predetermined range of predicted lateral positions of the approaching vehicle; communicating both left and right warning signals; determining that the range of the predicted lateral position of the approaching vehicle is smaller than the predetermined range A-A' of the predicted lateral position of the approaching vehicle; determining whether the rate of change of the predicted lateral position is less than a predetermined value D; determining that the rate of change of the predicted lateral position is greater than the predetermined value D; communicating both left and right warning signals; determining that the rate of change of the predicted lateral position is less than a predetermined value D; determining whether the predicted position P1 or the predicted position P2 is greater than a predetermined value E; determining that the predicted position P1 or the predicted position P2 is smaller than the predetermined value E of the predicted position of the approaching vehicle; not communicating a warning; determining that the predicted position P1 or the predicted position P2 is greater than the predetermined value E of the predicted position of the approaching vehicle; determining whether the predicted position P1 or the predicted position P2 is less than a predetermined value F; determining that the predicted position P1 or the predicted position P2 is smaller than the predetermined value F of the predicted position of the approaching vehicle; communicating the right warning signal; determining that the predicted position P1 or the predicted position P2 is greater than the predetermined value F of the predicted position of the approaching vehicle; communicating both left and right warning signals; determining that the predicted position P1 and the predicted position P2 are positive; determining whether the range of predicted lateral positions is less than the predetermined range A-A'; determining that the range of the predicted lateral position is greater than the predetermined range of the predicted lateral position of the approaching vehicle; communicating both left and right warning signals; determining that the range of the predicted lateral position of the approaching vehicle is less than the predetermined range of the predicted lateral position of the approaching vehicle; determining whether the rate of change of the predicted lateral position (R) is less than the predetermined value D; determining that the rate of change of the predicted lateral position (R) is greater than the predetermined value D; communicating both left and right warning signals; determining that the rate of change of the predicted lateral position (R) is less than the predetermined value D; determining whether the predicted position P1 or the predicted position P2 is less than the predetermined value E; determining that the predicted position P1 or the predicted position P2 is greater than the predetermined value E of the predicted position of the approaching vehicle; not communicating a warning; determining that the predicted position P1 or the predicted position P2 is smaller than the predetermined value E of the predicted position of the approaching vehicle; determining whether the predicted position P1 or the predicted position P2 is greater than the predetermined value F; detecting that the predicted position P1 or the predicted position P2 is greater than the predetermined value F; communicating the left warning signal; determining that the predicted position P1 or the predicted position P2 is smaller than the predetermined range of the predicted position of the approaching vehicle; communicating both left and right warning signals; determining that the predicted position P1 is positive and that the predicted position P2 is negative; communicating both left and right warning signals; detecting that the predicted position P1 is negative and the predicted position P2 is positive; communicating both left and right warning signals; A method comprising:

24. 24. The method of indicating different directions of warning signals by a blind spot detection system (200) for a vehicle (100) of claim 23, wherein the left and right side warning signals are one of an LED indicator, an audible sound, and a tactile feedback.

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