OPTO-ELECTRONIC AID FOR ALIGNMENT OF EXTERIOR VEHICLE MIRRORS TO MINIMIZE BLIND SPOT EFFECTS

Abstract: An opto-electronic alignment method and apparatus capable of being incorporated into driver and passenger side vehicle exterior sideview mirrors to assist the driver in adjusting the mirrors to minimize the presence of blind spots on the sides of the vehicle. The apparatus having a led (40) fixed in a mirror housing (22) and aimed at the particular vehicle blind spot (30) but is reflected at an angle through a selectively light transmissive mirror region (21) toward the vehicle interior. The sideview mirror alignment is accomplished by the driver using conventional mirror adjustment control assembly (50). When the driver sees the beam of light, the sideview mirror is oriented correctly to reflect objects in the blind spot to the driver's eyes. Positional coordinates of the mirror adjustment may be used to derive the driver's eye position and/or to adjust the passenger's sideview mirror.

Description: OPTO-ELECTRONIC AID FOR ALIGNMENT OF EXTERIOR VEHICLE MIRRORS TO MINIMIZE BLIND SPOT EFFECTS Field of the Invention-The present invention relates to an opto-electronic alignment apparatus capable of being incorporated into left and right side vehicle exterior sideview mirrors to assist the driver in adjusting the mirrors to minimize the presence of any traffic "blind spots" or "blind zones" on either side of the vehicle. Description of the Background Art-Passenger and commercial vehicles, e.g. automobiles and light trucks, are typically provided with an interior rearview mirror and exterior left and right sideview mirrors with which the vehicle driver can view traffic to the sides and rear of the vehicle within certain fields of view dictated by the positioning of the mirrors. Typically, the interior rearview mirror can be manually adjusted about horizontal and vertical axes through its mount to the headliner or windshield to provide corresponding pitch and azimuth angle adjustment of the view through the vehicle rear window. Even when properly adjusted, the bordering structure of the rear window limits the view to either side. Consequently, vehicles are provided with left and right exterior rearview or sideview mirrors that are typically mounted at the junctures of the left and right windshield pillars with the adjacent front seat side windows. Mechanical or electro-mechanical, remote joystick controls are provided to allow the driver to adjust the sideview mirrors for azimuth (side to side about a vertical axis) and pitch (up and down about a horizontal axis perpendicular to die longitudinal axis of the vehicle). Improper adjustment of the sideview mirrors, particularly in azimuth angle results in wide blind zones or spots on either side of the vehicle. Such blind zones or spots are widely described and depicted as shown, for example, in the Figures 1 and 4 of U.S. Patent No. 5,033,835. The blind zones on either side generally subtend an azimuth arc angle between the limits of the driver's peripheral vision while looking ahead and the left and right limits of the fields of view of the left and right sideview mirrors when the mirrors are aimed along the vehicle sides and a pitch angle generally bisected by the horizon. The blind zones are really cone-shaped tunnel areas expanding outward from the sides of the vehicle sϋghtly downward from the eye level of the driver and away from the vehicle sides. Customarily, these right and left blind zones are referred to as blind spots, and that term will be used hereafter. The current method of exterior sideview mirror alignment used on virtually all domestic and imported passenger vehicles simply relies on the driver's judgment as to the proper imagery he/she should see reflected by the sideview mirror. This is supposedly gained by experience with different settings. Many drivers erroneously believe that correct azimuth angle alignment is achieved when the side panels of their own vehicle are reflected back to them along one edge of the exterior sideview mirrors when they are in their normal driving position. Both wide viewing angle, static mounted, mirrors and dynamically movable sideview mirrors are the subjects of further U.S. Patent Nos. 4,019,812, 4,187,001, 4,318,590, 4,439,813, 4,575,202, 4,792,220 and 4,971,930. All of these proposed solutions require either bulky assemblies, distort the image in the field of view so that the driver does not see all the potential safety hazards in correct prospective, or are complex electro-mechanical systems with intermittent or continuously running motors and subsequent noise and vehicle power drain. Frequently, two or more individuals may drive the same vehicle. While the interior rearview mirror may get readjusted by each driver, there is frequently no readjustment of the exterior sideview mirrors, even though a different driver is now controlling the vehicle. And, if one driver does adjust the sideview mirrors to his/her liking, the other should go through the same process but, typically, will forget to do so. The adjustments that are typically made by different drivers are pitch about the horizontal axis depending on the drivers' height or the pitch and azimuth, if the driver changes the seat height or distance from the steering wheel. In certain vehicles having memorized driver seat positions, the mirror pitch and azimuth positions are memorized with the seat positions as shown, for example, in U.S. Patent Nos. 4,267,494, 4,625,329 and 4,727,302. Such systems do not necessarily provide the optimum position for eliminating blind spots, but instead rely on the drivers to make the initial settings that are memorized. These problems with correctly aligning sideview mirrors to eliminate or minimize blind spots have attracted a great deal of attention at least in the patent literature as evidenced by the above-referenced '835 patent and U.S., Patent Nos. 5,022,747, 5,122,910 and 5,237,458. The '835 patent provides an auxiliary mirror built into a corner of the sideview mirror which images a reference point on the vehicle side to which the mirror is mounted when the main mirror is properly aligned to image the vehicle blind spot. In another form of the '855 patent, the sideview mirror is first adjusted by the driver to image the reference point, and then the electro-mechanical system changes the alignment a preset amount to image the blind spot. A lamp on the adjustment mechanism lights when the final alignment position is achieved by the system. The '747 and '910 patents also provide reference markers along the door or window and mirror mounted auxiliary mirrors to image those vehicle side markers. Such approaches provide only a limited range of correct mirror adjustment and are not usable in all seat positions for all driver heights. In this regard, it should be noted that the '747 and '910 patents profess that their disclosed systems are insensitive to driver height and seat position of up to 8 inches fore and aft and up and down from a "standard driver". However, the illustrations of Figures 8 and 9 confirm that the rearward views attained at these nonstandard positions do widely vary and are not ideal. The ability of the non-standard driver to rely on the setting attained by imaging the vehicle targets depends greatly on how large the sideview mirror surface is. As vehicle manufacturers seek to minimize sideview mirror size for styling and economy reasons, it is clear that this approach may well mislead drivers of non-standard height or seat position preference. The problem with the above approach is that having an auxiliary mirror on the front surface of the main sideview mirror reduces the area for viewing blind spot obstructions. Also, the required target on the side of the vehicle may not always be clearly visible due to road grime on the vehicle or simply because of low ambient lighting. Finally, salient auxiliary mirrors and targets on the side of the vehicle large enough to be seen by the driver are anathema to automotive stylists. The '458 patent professes to be an improvement on the earlier system of the '747 and '910 patents and discloses a light source 9 in the mirror housing 3 that illuminates a target 7 or is an illuminated target. The target 7 is reflected by an auxiliary mirror 6 and through a light transmissive portion 5 of the sideview mirror 4. It would appear that the targeting approach taken in this system is geared toward ensuring that an exact correct alignment is attained for a "standard driver", and all other driver positions are only approximately correct. Again, the adequacy of the sideview mirror setting for non-standard driver eye positions is highly dependent on the amount of the sideview mirror surface area. In addition, it has been proposed to alert the oncoming driver in the blind spot to the intention of the blinded driver to make a turn or lane change by adding turn signal indicators to the sideview mirror structure as disclosed, for example, in U.S. Patent Nos. 4,906,085, 5,014,167 and 5,207,492. These forward mounted, auxiliary turn signals may alert an overtaking driver in the adjacent lane too late to be totally effective, and may even encourage the failure of drivers to properly set their sideview mirror azimuth angles. Moreover, due to their fields of view, if the sideview mirrors are not properly adjusted in the first place, the turn signals may not be seen by an overtaking vehicle. Many vehicle accidents could be prevented with a simple aid for left and right sideview mirror alignments to embrace the blind spots peculiar to each vehicle model in the reflected images seen by the driver. To be adapted by vehicle manufacturers, such an aid must be inexpensive, reliable, consume minimal power, and be able to be incorporated into a new or existing mirror housing subject to whatever styling considerations are imposed. To be accepted by the driving public, the aid must be simple to operate and not impact the cost of the sideview mirror system substantially. To be of practical value to the general public, the aid must inherently compensate, at least approximately, for variations in driver height and seat position. This inherent compensation should be automatic and occur as the vehicle operator uses the aid's optical cues during mirror alignment. Moreover, when used, the aid should provide positive feedback to the driver that assures him/her that the alignment is correct, even if it appears to the driver to be incorrect. These goals are all met with the embodiments of the present invention described in detail hereafter. SUMMARY QF THE INVENTION These goals are realized in a simple, first embodiment of the invention wherein a light source is incorporated into a first, preferably driver's, sideview mirror in or on the sideview mirror housing and fixedly mounted to emit a light beam directed toward the blind spot at least in azimuth. The light beam is reflected into the passenger compartment to intersect the fore-aft seat adjustment plane by an auxiliary mirror mounted to the main mirror at its azimuth axis of adjustment. The reflected light beam preferably passes through a light transmissive region of the main sideview mirror. The driver adjusts the sideview mirror and auxiliary mirror until the light beam is visible to the driver's eyes, whereupon the sideview mirror is adjusted at least in azimuth to the blind spot, regardless of the fore-aft seat position of the driver. Manual adjustment in pitch may then be made by the driver. The sideview mirror is equipped with mirror position angle of adjustment determining means from which the manual adjustment of the first sideview mirror can be determined. Then, the measured azimuth and pitch adjustment angles of the first mirror may be used to determine the azimuth and pitch angles of adjustment of the second sideview mirror. The second sideview mirror may then be automatically adjusted to the determined angles of adjustment by an automatic positioning means. In this first embodiment of the invention, an on-board microcomputer may be employed for automatic adjustment of the second, preferably passenger's, side exterior sideview mirror and to memorize alignment settings for both exterior sideview mirrors for future use. Moreover, the driver's eye position in the fore-aft seat plane of the vehicle may be determined from one or both angles of adjustment of the sideview mirrors. The second, more sophisticated, embodiment of this invention employs one or more light source mounted with respect to the vehicle such that it is outside the fore- aft seat plane. The driver adjusts the mirror controls in azimuth and pitch, until the light beam is visible to the driver's eyes. Light beam adjustment pickoffs provide light beam adjustment position signals to a microcomputer which is programmed to solve a set of optical beam direction equations and/or to use pre-stored look-up table data referenced to the specific vehicle and mirror design and the driver's seat position to derive mirror adjustment control signals. These mirror adjustment control signals are then used to exactly, rather than approximately, change the mirror pitch and azimuth to compensate for differences in driver height and seat position in making the correct mirror alignment. A feature of the second, more sophisticated, embodiment of this invention involving the microcomputer (and of the variation of the first embodiment employing a microcomputer) is to automatically determine the location of the driver's eyes for use in the alignment of the second exterior sideview mirror, typically the passenger's side mirror, and or by other control systems (climate, seat level, radio settings, other mirrors, etc.). In the case of a subsequent seat realignment, the exterior sideview mirrors would, of course, be aligned to correspond to the final rather than initial seat position. The alignment aids of the present invention may therefore advantageously be employed with both vehicle sideview mirrors and coordinated with the setting of the interior rearview mirror. The additional components of the mirror assembly are relatively inexpensive and durable. The alignment aids may be implemented into the existing vehicle microcomputer or a separate inexpensive on-board microcomputer. Through use of the alignment aids of the present invention , accuracy in positioning of the sideview mirrors to reflect objects in the vehicle blind spot and driver appreciation of the proper mirror settings are greatly increased, hopefully resulting in lower frequency of accidents and injury. BRIEF DESCRIPTION OF THE DRAWINGS Other objects, advantages and features of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, in which like reference numerals designate like parts throughout the figures thereof and wherein: Figure 1 is a top plan schematic view showing the basic geometry involved in the angular, horizontal azimuth adjustments of a sideview vehicle mirror achieving a correct alignment that reflects light from objects in the vehicle blind spot in accordance with a first embodiment of the invention; Figure 2 is a two-dimensional plan view showing the sideview mirror incorrectly aligned so that the driver can not see objects in the vehicle's blind spot; Figure 3 is a simplified perspective illustration of a sideview mirror assembly used in the first preferred embodiment of the invention; Figure 4 is a simplified perspective illustration of the sideview mirror assembly used in the first preferred embodiment of the invention modified to depict one simple means of adjusting the light beam to compensate for varying driver heights; Figure 5 is a system block diagram of a sideview mirror control system for the sideview mirror assembly of the first preferred embodiment of the invention; Figure 6 shows a simplified assembly diagram of a second embodiment of an opto-electronic aid for aligning an exterior sideview mirror to the proper pitch and azimuth orientation; Figure 7 is a simplified system diagram of a microcomputer-based mirror adjustment and driver's eye location mechanism in accordance with the second embodiment of the invention; Figure 8 is a simplified top plan schematic view of correctly aligned sideview mirrors in either the first or second embodiment showing both a left hand and a right hand mirror affixed to the vehicle and the determination of the driver's eye position; and " ' Figure 9 schematically illustrates other locations of the light source and associated components of the second embodiment of the invention inside the vehicle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Introduction— A basic assumption of the first preferred alignment aid embodiment of the present invention is that the blind spot or blind zone for a given vehicle make and model, and given mirror style, is fixed and can be determined a 'priori by the mirror manufacturer. This is an approximate, but very nearly correct assumption, as the actual blind spot location will be somewhat affected by the relative displacement in three dimensional space between a particular driver's eyes (to be more precise, the center point between the driver's left eye and right eye) and a suitable mirror reference point at which the driver is looking. As is well known, a driver intuitively looks at the center of the mirror when aligning a mirror. Furthermore, the intersection of the mirror's pitch and azimuth rotation axes constitutes a true pivot point, which remains stationary with respect to the housing regardless of mirror adjustment. For most mirrors, the location of this pivot point can be considered to be at or very near the center of the sideview mirror's reflective surface. For purposes of simplification, the nominal location of the mirror reference point will be considered coincident with the center of the mirror and the mirror pivot point. The nominal location (referenced to the center of the mirror) of the blind spot is a function of the width (end to end) and height (top to bottom) of the mirror, the known vehicle dimensions, the location where the mirror housing is mounted to the vehicle, the angular field of view that the interior rear view mirror covers (perhaps, more properly, does not cover), and the ranges of possible seat heights, seat back angle adjustments, fore-aft seat positions, and driver population heights. With these variables, appropriate mathematical formulae or algorithms may be used by the mirror manufacturer to determine, a 'priori, a best estimate for a direction vector (unit vector) pointing from the mirror reference point to the nominal center of the blind spot. These mathematical formulae or algorithms are based on the simple laws of ray optics as applied to reflection from a mirror surface and are well known to those practicing in the art of automotive mirror design. In the second embodiment of the invention, the exact blind spot direction vector (unit vector), rather than an approximate or nominal, direction vector, from the mirror reference point to the center of the blind spot is determined. In this embodiment, the vector direction of the driver's eyes (more precisely a center point located between the driver's eyes) focused on the mirror reference point is actually measured. The exactly correct, or more precisely, optimal, mirror orientations in pitch and azimuth for the particular driver's seated position in the vehicle can then be determined, and the mirror automatically driven to those angular positions. The determination of the correct mirror pitch and azimuth positions involves calculations by an on-board or vehicle microcomputer using mathematical formulae and/or algorithms based on data stored in the form of look-up tables. Unlike the first embodiment these calculations must be performed during the actual mirror adjustment process as conducted by the vehicle driver rather than simply being used to determine the best estimate for the blind spot direction vector a 'priori by the mirror manufacturer. These formulae or algorithms are again based on the laws of ray optics applied to mirror reflection and are well known to those practicing in the art of automotive mirror design. First Preferred Embodiment— Returning to the first embodiment illustrated in Figures 1 - 5, the a 'priori mathematical determination of the nominal blind spot direction with respect to the aforementioned mirror reference point on the mirror surface is used to mount a narrow wavelength light source emitting a light beam in a fixed relationship with respect to the vehicle left sideview mirror housing. When properly mounted in the mirror housing, the light source body references the vehicle longitudinal (fore-aft) axis, the vehicle's vertical axis perpendicular to the road surface, and a transverse horizontal vehicle axis, so that the light beam is launched directly at the blind spot in the azimuth direction. Both the fixed azimuth and pitch launch directions are set during fabrication of the mirror assembly with respect to the known characteristics of the vehicle and driver population taken into account as described above. For most vehicle applications, the pitch launch direction will be close to horizontal as only small pitch angles, say within ± 10 degrees of horizontal, are typically involved in mirror alignment. The mirror reference point, the light source center, and the light beam pitch and azimuth launch directions are all fixed and may be employed in more complex variations of the first embodiment to partially automate the settings of the second sideview mirror and to locate the position of the driver's eyes for other purposes after the driver completes adjustment of the first sideview mirror. The light source is energized by the driver to provide the narrow wavelength light beam only when a mirror adjustment is to be made. Figures 1 and 2 are schematic illustrations of the concept and theory of the azimuth adjustment only. Figures 3 and 4 illustrate in simplified views the mechanical configuration of the improved mirror assembly of the first embodiment tor providing the correct azimuth alignment and allowing a range of pitch adjustment to compensate for driver eye level height variation. Figure 5 schematically illustrates the interconnection of the components of the mirror alignment aid system in the mirror housing and in the vehicle employing a microcomputer 52 in order to implement the adjustment of the passenger's sideview mirror from measured angles of adjustment of the driver's sideview mirror. Turning to Figure 1 , it shows a schematic, top plan view of the basic geometry involved in the first embodiment of the invention with respect to a vehicle 10 with a driver 12 sitting inside and a sideview mirror 20 in correct alignment to reflect the image of the blind spot 30 into the driver's eyes. A light beam emitter 40 is fixed to the mirror housing 22. The optical rays 32 to the driver's eyes from the blind spot 30 and the light beam 42 emitted by emitter 40 during the adjustment for a properly aligned sideview mirror 20 are depicted. Any variations in driver height and required small adjustments in vertical alignment (i.e. in mirror pitch) are not accounted for in Figure 1 for simplicity of explanation. As also shown in Figure 3, the main sideview mirror 20 is attached to a much smaller, stubby "auxiliary" mirror 24 projecting at 90° from its back side to form a mirror subassembly 25. The main mirror 20 has a primary reflective front surface 26 acing outward of the mirror housing 22 (depicted with an outward extending mirror normal vector 74) and a second interior or back surface and may be of any conventional configuration and construction. The auxiliary mirror 24 (depicted with an outward extending normal unit vector 78, perpendicular to the mirror surface) is mounted to the back surface at right angles to the plane of reflective surface 26 near the center of the main mirror 20 and extends into the mirror housing 22. The auxiliary mirror 24 has a reflective mirror surface 28 at 90° to the main mirror surface 26. The auxiliary mirror 24 changes the azimuth direction of the light beam 42 by 90 when and only when the main mirror surface 26 is oriented properly in azimuth so as to reflect rays from objects in the blind spot into the driver's eyes. When the mirror 20 is properly aligned in azimuth, both rays 32 from the blind spot and the beam of light 42 are directed to the driver's eyes. For the reflected light beam 42 to be transmitted through the main mirror 20 and seen by the driver 12, a small, central region 21 of the main mirror 20 is not totally reflective but is transparent, or at least semi-transparent, or otherwise selectively transmissive to the wavelength of the light beam 42 employed. The selectively transmissive region 21 may be readily achieved in a number of ways. One method is by fabricating the main mirror 20 using properly selected layers of thin dielectric films which reflect all wavelengths except the selected wavelength of the light source 40. The only region 21 where the dielectric layer stack would actually have to permit the narrow band light beam to pass is shown in an exaggerated size in dashed lines in Figures 3 and 4. Therefore, the main mirror 20 would only have to be selectively transmissive to the wavelength of the light beam in the selectively transmissive region 21. The art of making such wavelength selective reflectors is well known to thin film coating specialists engaged in multilayer dielectric mirror fabrication as shown, for example, in the above-referenced '167 and '085 patents. An alternate, perhaps simpler, method for achieving transmission of the light beam 42 through the selectively transmissive region 21 can be employed by varying the silver metal deposition process. In this method, the small region 21 (typically a few mm on a side) would be left not silvered or only partially silvered. Such techniques are well known to those skilled in the art of metal film mirror fabrication. In this case, the not-silvered, or partially silvered, light transmissive region 21 is transmissive of all light wavelengths or "white" light. However, in practice, only the light emitted by the light source 40 would be present, when energized, within the mirror housing 22 and visible to the driver through the region 21 when the main and auxiliary mirrors 24 and 20 are properly aligned. At other times, the selectively transmissive region 21 would appear as a small black dot on the otherwise reflective mirror surface 26. For this reason, using this or similar methods of fabrication of a region that would pass a wider band or all wavelengths of visible light still results in a selectively transmissive region 21, for all practical purposes. The expression "selectively light transmissive region" is therefore intended to include any such fabrication technique and resulting structure and technical equivalents thereto. Similarly, the expression "selective wavelength" is intended to include narrow bandwidths and full "white" light depending on the construction. Use of a small, low power Light Emitting Diode (LED) for the mirror housing light beam emitter 40 is preferred due to the ease of aiming, mounting and powering it inside the mirror housing 22 and behind the mirror's back surface. For example a Panasonic Corp. LN28RAL (US) high brightness LED may be used to emit a bright red light beam 42 that appears as a spot on the main mirror surface 26 reference point in the selectively light transmissive region 21 when the reflected light beam 42 strikes the driver's eyes. Alternatively, the light beam emitter 40 could be a small lamp, or a visible low intensity laser diode (with the beam 42 suitably spread rather than collimated). In this regard, while a narrow bandwidth is preferable, wide band (white) light could even be employed, as long as it could be seen in daylight by the driver 12. In addition, the light beam emitter 40 could be remote from the sideview mirror housing 22, with the light "piped" to the mirror housing 22 mounting position via a fiber optic cable. In the latter case, the end of the fiber optic cable, suitably cleaved and lensed, would constitute a virtual light source within the mirror housing 22 cavity. In any case, the spot of light seen at the mirror surface 26 in selectively light transmissive region 21 should be bright enough to be seen in daylight and distinctive of die reflected image while not so bright as to damage the driver's eyes. With proper alignment of the exterior sideview mirror 22 by the vehicle driver 12, central rays 32 from the blind spot image area 30 reflected from mirror surface 26 and the reflected alignment LED light beam 42 transmitted through the selectively transmissive region 21 are collinear when directed to the driver's eyes, as shown in Figure 1. The driver 12 will see both the bright spot of the narrow bandwidth light beam 42 as well as the reflected blind spot image area 30 (this collinear condition is not exact when driver height and fore-aft seat position is considered in the first embodiment, but is still approximately correct, as will be discussed shortly). On the other hand, when the mirror 20 is not properly aligned, the collinear condition is no longer even approximately valid. When the main mirror 20 is misaligned, the vehicle driver 12 no longer sees the alignment light beam 42, or at least the radiation intensity entering the driver's eyes is much reduced from that occurring under correct mirror alignment. Figure 2 is again a two-dimensional plan view as in Figure 1, but showing the effect of incorrect alignment of the driver's side or left sideview mirror 20. Due to the incorrect alignment, the driver 12 would not be viewing traffic in the vehicle's blind spot if he/she looked into the mirror 20. The LED light beam 42 is reflected away and would not be seen by the driver 12 in this incorrect position. Figure 3 shows a simplified mechanical assembly drawing of this first preferred embodiment of the opto-electronic aid for alignment of automotive exterior sideview mirrors. As noted, the LED 40 is fixed to the stationary mirror housing 22, and the light beam 42 points into the blind spot area 30 (as stated earlier really a conical shaped volume). The reflection of the light beam 42 afforded by the small auxiliary mirror 24 through the selectively light transmissive region 21 (shown dotted) of the main mirror 20 is depicted. The main mirror 20 is supported for rotation about the horizontal or pitch and vertical or azimuth mirror axes 37 and 39. In regard to all of the described embodiments, it should be noted that, depending on the mirror design and mirror mounting system used, the pitch and azimuth mirror axes 37 and 39 may not be truly horizontal and vertical, respectively, as measured against the force of gravity, nor even be exactly orthogonal to one another. Rather, horizontal and vertical as used herein must be considered as nominal directions. However, whatever their exact orientation with respect to each other and gravity, the axes 37 and 39 are constants in any given mirror subassembly 25 and vehicle. For illustration clarity, the sizes of the mirror alignment aid components are exaggerated in Figures 1 - 3. The reflection of light beam 42 is actually much closer to the "root" (the junction line between the two mirrors 20 and 24). Furthermore, the root and the selectively light transmissive region 21 are displaced in Figures 1 - 3 for ease of illustration. In practice, they are virtually coincident with the previously described mirror reference point on the front surface of the mirror at or very near the center of the mirror 20 and at or near the intersection of die pitch and azimuth mirror axes 37 and 39. Therefore, in reference to Figure 3, under a condition of proper alignment, the light beam 42 reflects from the reflective mirror surface 28 near its "root" with die main mirror 20 and transmitted through the selectively light transmissive region 21 of the main mirror 20 and through the vehicle 10 window into die vehicle interior. When the driver sees the transmitted light beam 42, the mirror reflective surface 26 is properly aligned to reflect the rays 32 of the vehicle blind spot 30 on that side of the vehicle. It should be noted that the LED light beam 42 is, in practice, not die colli mated pencil beam shown for simplicity in Figure 3 but rather diverges into a radiation cone. Thus, reasonably small, random motions of the driver's head may occur, while the main LED beam 42 will still be maximized in the driver's eyes when d e mirror 20 is properly aligned. Examining Figures 1 - 3 further, it should be noted that the LED 40 should point at the blind spot 30 in azimuth. On the other hand, the LED 40 should not actually point at the blind spot 30 in pitch. Rather the LED 40, or other light source, beam 42 should be angled upwards in pitch to the same amount (in degrees) that a nominal driver would want his or her view of the blind spot in the center of the mirror to be angled downwards. To understand this, consider die following. The driver's eyes are usually higher than the horizontal pitch axis 37. The blind spot 30 is usually slightiy below the level of the mirror subassembly 25, i.e. closer to the surface of the road. This is also usually below the driver's eye level. Thus, in order for the LED light beam 42 to be approximately collinear witii the central ray 32 from die blind spot 30, as seen by me driver 12, die LED 42 must actually be angled a small amount upwards corresponding to the nominal small upward angle of die direction vector (unit vector) 66 pointing from the mirror reference point to the location point of a typical driver's eyes 80. Once identified mathematically or empirically, this nominal upwards pitch adjustment of LED 40 can be fixed for a given mirror style and vehicle model. Wben angled slightly upward, the LED light beam 42 will continue to rise into the driver's eyes upon reflection from the auxiliary mirror 24 through the selectively transmissive region 21. This path is similar to the path in which the light rays 32 from me image in the blind spot 30 are deviated upwards into die driver's eyes by die action of die main mirror reflective surface 26. In the event that the mirror is high mounted on die particular vehicle so that a typical driver's eyes are nominally below the mirror center, die LED beam 42 would, of course, have to be angled down a similar amount rather than angled up. From die geometry depicted in Figures 1 - 3, it should also be noted tiiat this first preferred embodiment is quite insensitive to driver fore-aft seat placement. In particular, die fixed LED 40 always launches its light beam 42 toward a nominal blind spot. Regardless of where die driver is sitting, objects in this nominal blind spot will be reflected into the driver's eyes after the mirror is aligned using die LED 40. As noted, die actual blind spot location and hence the optimal azimuth orientation of die mirror will depend somewhat on the driver's fore-aft seating position as shown next. However, to a first approximation this shift in actual blind spot location with driver fore-aft seat position is very small. The first embodiment always keeps the driver's eyes looking at the nominal blind spot as is shown next. In the case of an initial fixed mirror orientation, a forward movement of the seat from some nominal location, witfi no further mirror adjustment, causes objects laterally further out from and more towards die front of the vehicle to be imaged in die center of die mirror. Similarly, again with the mirror adjustment fixed for a centrally positioned driver, a seat movement backwards from this nominal driver position will cause objects laterally closer to but more behind die vehicle to be imaged in the center of the mirror. Neither of these positions are optimal, since in the former case die object is already in or is about to enter die driver's peripheral vision while in the latter case an object behind die vehicle will normally still be visible in the interior rearview mirror and, anyway, does not present a side impact danger at that time. In either case, if the driver tiien initiates operation of die first embodiment of die mirror blind spot alignment aid to adjust mirror azimuth angle, the region imaged in the mirror center can be restored to reflect die true blind spot. Turning now to fine adjustments in pitch made for driver height or selected seat height position, this usually requires a slight rotation of die main mirror 22 about its nominally horizontal pitch axis 37 from a condition of being exactiy vertical. In this first preferred embodiment, die central rays 42 and 32 of die LED 40 and blind spot 30 will not quite be collinear when they enter die driver's eyes at die extremes in height/seat position. What remains to consider, tiien, is how different driver height/seat height positions, and hence eye levels, may be accommodated in this first preferred embodiment with minimum reduction in azimuth alignment accuracy. As noted above, depending on die amount of driver eye level variation from the design norm for the particular vehicle, the main mirror 20 will have to be tilted plus or minus a few degrees from its nominal pitch orientation. The following modification to die first embodiment will work well with mirror designs in which die nominal pitch angle is near 0 ° or true vertical. Figure 4 shows tiiis modification involving simply diverging die LED light beam 42 to encompass die variety of driver eye levels typically encountered. It is only necessary to insure that die LED light beam 42 spreads adequately in the vertical direction so that both tall and short drivers, even in die extreme seat positions, will see the beam approximately maximized when die mirror 20 is properly aligned in die azimuth direction. Non-uniform divergence of die reflected light beam 42 is frequently already associated with many LEDs 40. In this case, it may only be necessary to align the LED 40 on its mount so that die greater inherent light beam divergence is along die vertical direction. If still more vertical divergence is necessary, a simple anamorphic or flat Fresnel or miniature glass rod lens (so-called SELFOC lens) 44 can be placed on die end of die LED 40 to produce die desired somewhat elliptical beam spot pattern. Typically, a 5 ° -10 ° divergence cone would be appropriate. Figure 4 shows such a lens 44 mounted on die LED 40 to properly shape the reflected light beam 42 into die depicted elliptic pattern as seen within the driver's compartment. In tiiis first embodiment of die present invention, die LED light beam 42 launch angle is not changed as die driver 12 tilts the main mirror 20 to compensate for variations in driver height. Hence, the degree of collinearity of the LED beam 42 and true blind spot image rays 32 is again reduced somewhat just as with driver fore- aft seat adjustment. Since only a small range of vertical mirror 22 pitch tilt should encompass all driver heights, tiiis slight reduction in exact collinearity of the LED and blind spot central rays should be quite tolerable when additional spreading of die LED beam 42 in the vertical direction is introduced as described with respect to Figure 4 and as necessary. The vertical spread of die light beam 42 makes it easier for die driver 12 to see die light beam as die mirror azimutii change is being made. Then, the driver 12 can still maximize the intensity of die LED beam 42 in his or her eyes by operating die mirror pitch control and can be assured that any residual misalignment from driver eye height effects will be very small. It should also be noted in this regard that most drivers are able to easily visually determine the pitch adjustment that provides die optimum view rearward from die reflected blind spot image 30. The pitch adjustment is not as critical, and once the azimuth adjustment is completed, die driver is still free to adjust die pitch, while driving die vehicle, to an optimum angle. If pitch adjustment alone is initiated, die LED 40 may be either powered or not powered on detection of movement of the joystick control knob. AU of the Figures 1 - 4 are schematic and exaggerated in certain details to illustrate and ease the understanding of the principles of the invention. The actual size of the auxiliary mirror 24 can be quite small, on die order of 0.5" wide by 0.5" high by 0.1 " thick. It should also be noted that die auxiliary mirror 24 used in the first preferred embodiment does not have to be a physical mirror. Instead, mirror 24 could be a 90° corner cube reflector, suitably mounted on die back side of main mirror 20. Alternately, mirror 24 could be a mechanically ruled or holographically formed diffraction grating placed on die back surface of die main mirror 20, where die appropriate diffraction order would redirect die light beam 42 by 90 and then tiirough die selectively light transmissive region 21. The particular joystick control, suspension of die mirror subassembly 25 within die mirror housing 22 that allows adjustments in azimuth and pitch, and die mechanism employed to make the adjustments are not shown in Figures 1 - 4. This is for ease of illustrating die principle components and operation of die first embodiment which may be implemented in its simplest form in a manually adjustable sideview mirror assembly. It should be understood that a ball swivel joint, azimuth and pitch gimbals or any of die known, remote control electro-mechanical mirror adjustment systems, including tiiose shown in any of die above-referenced patents, could be employed to provide a suitable suspension of the mirror subassembly 25 and adjustment mechanism for providing die adjustment of die mirror pitch and azimuth. For example, in a non-motorized "baseline" system, die conventional mechanical joystick control can be manipulated until die driver sees the LED beam 42 as described above. The baseline system may be duplicated to provide die alignment aid of die present invention of botii the right or passenger's side and the left or driver's side exterior sideview mirrors. Turning to Figure 5, it depicts a sideview mirror alignment aid system for left and/or right sideview mirrors similar to that shown in the above-referenced '835 patent that comprehensively illustrates one form of the components that would be used in the baseline system described above. Figure 5 also illustrates die components of progressively more complex, automated sideview mirror adjustment systems described as follows. In the comprehensive system of Figure 5, the mirror assembly 27 is depicted in relation to die alignment aid control assembly 50 including a joystick control 54 and optionally including a vehicle or on-board integrated microcomputer 52 and input/output signal lines. The mirror assembly 27 includes die mirror subassembly 25 supported on mirror pitch and azimutii gimbals 33 and 35. The mirror adjustment in relation to the LED 40, fixed in position in die mirror housing 22, is effected by mirror pitch and gimbal servo motors 34 and 36. The mirror pitch and azimutii gimbals 33 and 35 allow the rotation of die mirror subassembly 25 about die nominally horizontal and vertical mirror axes 37 and 39, respectively, in response to pitch and azimuth servo motor drive signals. The mirror assembly 27 of the system depicted in Figure 5 may be duplicated for botii die right and left exterior sideview mirrors. Separate joystick controls 54 or a sequential operation of die joystick control 54 may be provided to control the pitch and azimutii alignment of each mirror subassembly 25 in the manner described below. The comprehensive alignment aid control assembly 50 depicted in Figure 5 preferably comprises the joystick control 54 and a button 56 powered by the vehicle battery 58 when ignition auxiliary power switch 60 is closed and optionally includes die switching network 64, button 56 and microcomputer 52 for use in the more complex variations described below. The mirror adjustment joystick control 54 in the baseline system serves to direcdy provide illumination power to die LED 40 and direcdy adjusts die mirror 20 in tilt or pitch and azimutii as in adjustment of an ordinary exterior sideview mirror. In die depicted comprehensive embodiment of Figure 5, die joystick control 54 provides LED power and servo motor drive signals to die LED 40 and servo motors 34 and 36 directly (bypassing depicted switching network 64) during an adjustment. As described above, die adjustment may alternatively be accomplished via a cable extending from die joystick control 54 to a mechanical linkage for manually adjusting a known ball joint mirror pitch and azimutii support mechanism mounted in the mirror housing 22. In one of the simplest uses of die vehicle or on-board microcomputer 52, it may be interfaced through die button 56 and switching network 64 as shown in Figure 5 to provide simple on-off control and memory functions. In tiiis regard, die mirror gimbals 33 and 35 or servo motors 34 and 36 also include position pickoffs 38 and 41, respectively, for providing position data to die microcomputer 52 for storage optionally in relation to seat position and other vehicle operating data for the particular driver in a manner described in greater detail below. The pickoffs 38, 41 may be rotary optical encoders, preferably using absolute encoder disks of die type disclosed, for example, in the article "Principles of Rotary Optical Encoders", appearing in SENSORS, April 1993, pp 10-18. Particularly in original equipment manufacture applications, die vehicle or on¬ board microcomputer 52 may be used to memorize die pickoff signal values after a driver has once aligned each mirror and then generate the pitch and azimutii mirror alignment signals for the sideview mirror(s) on subsequent occasions in a "smart" mode of operation. The object here is to avoid requiring die driver to repeatedly realign die sideview mirror(s) after having already done tiiis once before, even if another person has driven die car since tiien and has changed the mirror alignment. Apart from the pickoffs 38, 41 and microcomputer 52 (for alignment data storage), all that is required is a suitable identification code, card or key for each driver and an entry system interfacing with die microcomputer 52. The microcomputer 52 may also be operational to receive seat position data and otiier vehicle data that is personalized to die ID code of die driver as shown in Figure 5. In tiiis smart or intelligent mode of operation, die system operates as follows. Assuming either no prior storage of mirror position data or that die driver wishes to make a mirror readjustment, when he driver is seated in die vehicle, he or she turns die ignition power switch 60 to die auxiliary or full on position and depresses or turns die button 56 to generate a reset signal. The switching network 64 connects the mirror positioning servo motors 34 and 36 to die driver's joystick control 54 during die initial mirror adjustment. The microcomputer 52 turns on die LED 40 in response to the reset signal control, and die driver continues to adjust the control knob 62 thereby varying the mirror azimutii and pitch angles until die LED light beam 42 is sighted. When die driver is satisfied and again depresses button 56, die microcomputer 52 stores die gimbal position signals. The microcomputer 52 may request the driver to input his/her personal identification code and may also then store die associated seat position data and other driver related data described below. This procedure is followed for both die driver's and passenger's side exterior sideview mirrors. Assuming smart mode operation, the next time that die driver uses the vehicle, he/she simply inputs their identification code, and die microcomputer 52 automatically energizes the mirror azimuth and pitch servo motors 36 and 34, respectively, through die switching network 64, to effect the alignment, if necessary. The stored alignment values are compared to die values fed back by die pickoffs 38, 41 during die alignment check. Thus, each mirror 20, 20' can be automatically adjusted to die driver's previously completed alignment settings. This system contemplates die simultaneous seat adjustment in response to the identification code to ensure that die driver is properly seated. If die seat positions are changed, then die system contemplates alerting die driver to make a new adjustment of die sideview mirror alignments. The system of Figure 5 may be employed in accordance witii the first embodiment of die invention to automatically adjust die pitch and azimuth of die passenger's sideview mirror, allowing elimination of the LED 40, selectively light transmissive region 21, and auxiliary mirror 24 in die passenger's sideview mirror. Instead of using the light beam 42, the passenger's side exterior sideview mirror would be aligned based on die results of the driver's side sideview mirror alignment after a series of approximately correct computations using the pickoff pitch and azimuth setting signals and certain assumptions. This aspect of die first embodiment will be discussed after die second embodiment is described and in reference to Figure 8, since the required computations involve the same equations as are solved in die second embodiment. Second Preferred Embodiment-The second, somewhat more sophisticated, embodiment of die opto-electronic mirror alignment aid for reduction of blind spot effects in one or both of die exterior sideview mirrors will now be described witii reference to Figures 6 - 8. In this second embodiment, die driver's manipulation of die joystick control 54 now direcdy adjusts die LED 40 (or other light source) light beam 42 direction, not die main mirror 20 position. In die system illustrated in Figure 7, when die driver indicates tiiat he/she sees die narrow wavelength LED beam 42 by depressing button 56, die microcomputer 52 solves a set of mathematical equations and/or performs a table look-up operation and uses die resulting position data to drive die mirror servo motors 34 and 36. Servo motors 34, 36 set die azimutii and pitch angles of die mirror 20 in the correct alignment to reflect objects in the vehicle blind spot 30 into the driver's eyes. In tiiis embodiment, die compensations for driver eye level variations and fore-aft seat placement can both be exact. Thus, the driver 10 can be assured that no further optimization of die mirror 20 pitch alignment obtained from this embodiment is necessary. Figure 6 shows a simplified mirror subassembly 25 of the mechanical components of this second preferred embodiment of the invention, wherein the LED 40 is mounted on a set of LED pitch and azimutii gimbals 43 and 45, respectively, radier tiian directly mounted on die mirror housing 22. Note here tiiat die LED beam 42 is directed toward die driver through the selectively light transmissive region 21 and not reflected off an auxiliary mirror. The latter is not necessary and would only complicate die mathematics involved in this second embodiment. The outer, LED azimuth gimbal 45 permits rotations of the LED 40, and hence LED light beam 42, about a vertical axis 49 to adjust for driver fore-aft seat position. The inner, LED pitch gimbal 43 allows for the LED 40 to be tilted up or down witii respect to die driver's eye level about a horizontal axis 47. In tiiis second preferred embodiment, the alignment process is therefore accomplished by first directing the narrow wavelength LED beam 42 through the sideview mirror's selectively transmissive region 21 from the backside and toward the driver. This requires suitable fabrication of the mirror reflective layers in the region shown in dashed lines in Figure 6 in the same manner as described above. For ease of illustration, die selectively transmissive region 21 is shown off center from the mirror reference point in Figures 6 and 7. Turning to Figure 7, the main mirror 20 is supported on die two mirror alignment gimbals 33, 35 coupled to die mirror servo motors 34, 36. The LED alignment servo motors 44, 46 track the driver's manual adjustment of control knob 62 to maximize die LED beam intensity at die driver's eyes. The LED angle measurement encoders or pickoffs 48, 51 on die LED servo motor gear drives provide LED pitch and azimuth position feedback signals to die microcomputer 52. The mirror alignment servo motors 34, 36 respond to the microcomputer derived azimutii and pitch mirror drive signals to drive die two mirror gimbals 33, 35 and perform the actual alignment of die main mirror 20 with the blind spot. In particular, the mirror alignment servo motors 34, 36 operate under microcomputer 52 control to align the main mirror 20 to die proper pitch and azimutii orientation determined from die final alignment of die LED light beam 42 axis witii the driver's eyes. This includes introducing any shift in the blind spot direction witii variations in driver height or fore-aft position of the driver's eyes. The angle measurement encoders or pickoffs 38, 41 are also placed on die gear drive to provide feedback position signals to die microcomputer 52. The feedback control signals provide die microcomputer 52 with die positional information needed to determine the direction and amount of azimutii and pitch adjustment of die main mirror 20 required to achieve optimal mirror alignment with the blind spot 30. The automatic mirror positioning system of Figure 7 constitutes a closed loop angular positioning servo control system. The LED beam 42 direction is adjusted by die driver via the joystick control 54 as described above. Once die driver sees the LED beam 42, he or she maximizes its intensity by fine tune operating the sideview mirror control knob 62 and then depresses die button 56. The button switch 56, is typically on the same mirror control joystick 54. This "pickle" button feature is well known in the art of video game hardware design. When the button switch 56 is pressed, die microcomputer 52 removes power from die LED 40 to extinguish die light beam 42. The LED gimbal pitch and azimutii angles, Θ L and L respectively, are tiien read out via die miniature angle resolvers or pickoffs 48, 51. The LED gimbal pitch and azimuth angles Θ L and Φ L are simply the Euler angles, relating a transformation of coordinates between a mirror housing fixed Cartesian coordinate system establishing die mirror vertical axis 39 and die mirror horizontal axis 37 and a second Cartesian coordinate system establishing the LED vertical axis 49 and die LED horizontal axis 47. Given these two Euler angles, die microcomputer 52 is able to compute die tiiree direction cosines (p Λ , q^, r„) which define a unit vector 66 pointing from a suitable reference origin point on the LED 40, typically at the pivot center of the LED 40, towards die driver's eyes 80. (The corresponding displacement, or distance, vector between the driver's side mirror 20 and the driver's eyes 80, shown in Figure 8, is simply the linear extension of unit vector 66 and is identified by the same number, 66, in Figure 8.) Each component of the three element, driver direction cosine vector 66 is die cosine of die angle between the unit vector 66 toward die driver's eyes and die corresponding mirror housing fixed reference axis, i.e. the X v , Y„, Z Ϋ vehicle axes using Cartesian axes. The nominal direction cosines of the blind spot axis are known a 'priori for a given mirror mount placement and vehicle model. Furthermore, any variations due to changes in driver eye height or fore-aft position from nominal can be included in a suitable mathematical model in the vehicle microcomputer 52. Let us denote these three direction cosines to die blind spot by the vector [p-,, q b , r b ]. Again, these direction cosines define a unit vector 70, this time pointing from a vehicle fixed reference or origin point (typically at or very near the center of die mirror) down die axis of the conical volume defining die blind spot 30 and toward die blind spot. (The corresponding displacement, or distance, vector between the driver's side mirror 20 and blind spot 30 shown in Figure 8 is simply die linear extension of die unit vector 70 and is identified by die same number, 70, in Figure 8.) Any required depression angle to account for the fact tiiat a driver usually wishes to see die road surface some distance behind a vehicle centered in die mirror is included in die unit vector 70. It is not stricdy necessary that die driver direction reference point on the LED 40 be coincident with die blind spot direction reference point on the mirror 20, although die coincidence simplifies the computations if a mathematical solution is being attempted. Typically, die pivot center of die LED 40 will be much closer to die center and/or azimuth rotation axis of the mirror 20 than shown in Figures 6 and 7, so die above assumption will most often be valid. It is necessary, however, tiiat the above two sets of direction cosines, i.e. die two unit vectors, be measured witii respect to the same vehicle fixed coordinate system, and tiiat any vector displacement between die two reference points on die mirror front surface through which these direction cosine vectors pass be accounted for. The microcomputer 52 tiien computes or, more simply looks up in a stored look-up table, die required direction cosines associated with die mirror normal vector when die mirror is correctly positioned. This mirror normal vector constitutes yet another unit vector. Let us denote die mirror normal unit vector 74 (hereafter called die mirror normal) by the ordered tuple lp m , q,,, rj. Being a vector normal to a plane, the mirror normal 74 may be translated freely anywhere over die mirror surface. In particular, it may be placed at the same common origin used for die driver and blind spot direction vectors. The required tiiree conditions or constraints that allow the tiiree unknown quantities p., q., r,. to be derived are: (1) tiiat die mirror normal 74 must be in the plane of the incident central ray from die blind spot (known a 'priori) and die reflected central ray 32 heading towards die driver's eyes (collinear witii die LED pointing direction); (2) that the mirror normal 74 must bisect the angle formed between die incident and reflected central rays 32, and (3) tiiat the mirror normal 74 has unit length. The first two constraints arise from the properties of plane mirrors and guarantee that the blind spot image will be directed exactly at the driver's eyes, regardless of his or her eye level and fore-aft seat position. The third constraint is a simple property of all unit vectors, viz, given two direction cosines of a unit vector, die third is automatically defined. After Ip,,,, q B , r are solved for, the corresponding mirror azimutii and pitch Euler angles, Θ M and Φ M , respectively, for the correct mirror position are computed. The fact tiiat only two, rather than three, such angles result is consistent with the fact that rotating a mirror about its normal axis does not change die direction that incident rays are reflected. These angle computations are all straightforward, although nonlinear because of the trigonometric functions involved. As die mathematics involved are well known to tiiose skilled in optical ray tracing and computer analysis of lens and mirror systems, no detailed equations need to be given here. In a typical implementation of this second preferred embodiment, no equations would actually be solved during sideview mirror alignment. Rather, for all possible observed LED pitch and azimutii gimbal angles, Θ L and Φ L , the corresponding required mirror gimbal angles, Θ M and Φ M of die correct mirror position for the particular vehicle would be derived a 'priori by the mirror manufacturer and stored in a look-up table in ROM associated witii die microcomputer 52. Thereafter, the required mirror gimbal angles, Θ M and Φ M for die observed LED pitch and azimuth gimbal angles, Θ L and Φ L , would be simply looked up in die ROM look-up table by die microcomputer 52 once the pickle switch 56 is closed by die driver. ' Next, die mirror 20 would be automatically servoed, first about the azimuth (outer) gimbal 35, and second about the pitch (inner) gimbal 33 by azimuth and pitch mirror drive signals generated by die microcomputer 52. The above order assumes a certain convention in defining the Euler angle transformations. A different convention might result in the servoing being conducted first about pitch and then about azimuth. The resultant final mirror 20 orientation would be identical in either case, although the commanded Θ M and Φ M values would be different. Regardless of the Euler angle convention adopted, appropriate mirror gimbal angle encoders or pickoffs 38, 41 are employed so tiiat a continuous feedback of the actual mirror angular orientation is returned to die microcomputer 52 during the servo operation. This will insure that the mirror servo motors 34, 36 are run in die correct directions and are stopped when correct alignment is obtained. At completion, die blind spot image is reflected direcdy into the driver's eyes. A suitable indicator, such as a green LED, may be momentarily energized to signal to die driver tiiat a condition of proper alignment has been achieved. Another refinement to the second embodiment would be the incorporation of a panel warning light similar to the "door ajar" warning to indicate a malfunction in the alignment aid. Turning to the adjustment of botii the driver's and passenger's sideview mirrors, several variations on the second embodiment are possible. In die simplest baseline version of die second embodiment, each mirror assembly 27 would be configured in die manner of Figures 6 and 7 and would have its own LED source that die driver orients so tiiat he or she sees a maximum light spot intensity in each sideview mirror 20, 20' . The microcomputer 52 may be shared witii both mirror assemblies and simply computes die mirror alignments twice as the driver signals completion of die manipulation of the control knob for each mirror and then automatically adjusts each sideview mirror 20, 20' to the computed alignments via die appropriate mirror servo motors. Just as with the first embodiment, a smart mode, most useful for high end OEM manufacturers, can be implemented wherein die driver's preferred pitch and azimutii angle settings for both mirrors are automatically remembered once an alignment is initially performed. A suitable driver ID code would have to be entered into die vehicle microcomputer in this case for the automatic vehicle customizing to occur. In addition, the driver's seat fore-aft, height and seat back adjustments are preferably also memorized in microcomputer 52 and employed in resetting the mirror adjustment on entry of the driver ID code. Again, the driver may be alerted to changes in memorized seat positions inconsistent with the memorized mirror alignment data. Derivation of Driver's Actual Eye Location-Figure 8 schematically depicts botii left and right sideview mirrors 20 and 20' correctly aligned to die driver's eyes 80 to view die blind spots 30 and 30', respectively, in accordance witii either of the above embodiments. For each mirror 20, 20', die components of the mirror subassembly 25 and assembly 27, such as the mirror housing 22, LED sources 40, gimbals, servo motors, etc., of Figures 1 - 7, are not depicted in Figure 8 for simplicity. Only die schematic symbols 20, 20' for the two mirrors along with the appropriate left and right mirror normals 74 and 76, and the associated distance, or displacement, vectors 66, 68, 70, and 72 are depicted. The displacement vectors are simply die linear extensions of the corresponding unit vectors bearing the same identification numbers, as noted earlier. From Figure 8, it can be seen tiiat die two distance, or displacement, vectors 66, 68, intersect between the driver's eyes 80. This intersection point defines die exact current location of die driver in the car seat along the fore-aft driver's seat adjustment plane 82, not just a direction to his/her eyes 80. The two distance vectors 66 and 68 represent the straight line extensions of die unit vectors represented by die two direction cosine tuples [p d , q„, r„] and [p d , q d , r d ]' from their known origins (at or very near the mirror reference points). By definition, at correct mirror alignment, these two distance vectors 66, 68 must intersect at the midpoint between the driver's left eye and right eye. In the context of Figures 1 - 7 described previously, die distance vector 66 lies along the common direction of the reflected light rays 32 from die left side blind spot 30 and the transmitted light beam 42 witii respect to the left mirror normal 74 (a unit vector). The distance vector 68 similarly lies along die common direction of the reflected light rays 32' from the right side blind spot 30' and die transmitted light beam 42' (if an LED 40 is actually present in the right sideview mirror subassembly) witii respect to the right mirror normal 76. Two variations for the determination of the position of the driver's eyes 80 in a fore-aft seat adjustment plane 82 in three-dimensional space after adjustment of one or both of die exterior sideview mirrors 20, 20' can be observed from Figure 8 and die following discussion. In die first variation for determining the driver's eye location, the right sideview mirror subassembly includes an LED source 40 emitting light beam 42'. The two light beams 42 and 42' are botii adjusted by die driver to point at his or her eyes 80 as described above. Then, as also noted above, die point where the two distance vectors intersect is the location of the driver's eyes, 80. The same variation for determining die driver's eye location is also possible with the first embodiment provided die microcomputer 52 and pickoffs 38, 41 are employed. To understand tiiis, it must be recalled from die above description that the position Cartesian coordinates for die mirror reference points and pitch and azimutii axes of the mirrors 20, 20' and die associated LED sources 40, 40', die fore-aft driver's seat adjustment plane 82, and die blind spot lines of position 70, 72 are known a 'priori for the specific vehicle and stored in memory in microcomputer 52. Hence, by measuring the final azimuth and pitch alignment of die mirror 20, die driver side mirror normal 74 direction cosine tuple [p„, q., r„] can be derived in die first embodiment, as well as the second embodiment. In turn, die unit vector 66 pointing from the left sideview mirror to the driver's eyes may be solved for mathematically in either embodiment. Similarly, die passenger side mirror normal 76 direction cosine tuple [p B , q β , rj' for the mirror 20' can also be derived from die feedback signals from die mirror servo motor pickoffs 38', 41 ', processed by die microcomputer 52. From die two driver's eye unit vectors 66, 68, the actual position of the driver's eyes 80 in die fore-aft seat plane 82 may be determined in this first variation of the first embodiment, just as the position may be determined in die second embodiment as described above. It should be noted in tiiis first variation for determining die driver's eye position tiiat the knowledge of die position driver's eyes 80 is not actually used to align either mirror. Rather, regardless of whetiier the first or second embodiment is being implemented, die mirrors are aligned independently of one another, and die position of the driver's eyes 80 is located afterwards. The eye position coordinates are then simply made available to be employed by other vehicle control systems (climate, seat level, radio settings, other mirrors, etc.). In the second variation for determining the driver's eye location, one light beam (typically the right mirror light beam 42') is not actually present. Here only one light source and beam, typically the left or driver's side mirror beam 42, and die corresponding distance vector 66, is necessary for die location of the driver's eyes 80 to be computed. This is because die midpoint of die eyes 80 should also lie in die vertical fore-aft seat plane 82 passing through the center of the driver's seat and directed fore-aft in die vehicle 10 if die driver is properly seated behind die steering wheel. The seat plane 82 and mirror subassembly coordinates witii respect to the vehicle 10 are known. The extended unit vector from mirror 20 (or 20') to the driver's eyes 80 constitutes a distance vector 66 (or 68) in 3-D space. Since the distance vector 66 (or 68) can intersect plane 82 in at most one point, one can again make use of basic geometry and solve for die position of die eyes 80 where die line and plane intersect. This point is die midpoint location of the driver's eyes 80. In tiiis second variation, one would preferably use die distance vector 66 from the left hand (driver's side) mirror 20, since this would be the shorter vector and would yield die most accuracy in determining the eye midpoint 80. Therefore, it is possible to eliminate the LED 40 and associated LED gimbals 43, 45, servo motors 44, 46 and LED pickoffs 48, 51 in the right hand or passenger's side exterior sideview mirror subassembly altogether. Once the location of the driver's eye is determined, die microcomputer 52 can solve for the distance vector 68 to die right hand mirror 20' rather tiian actually have to read out die direction of light beam 42'. This second variation for determining die driver's eye location leads to die simplification in the mirror subassembly discussed below. A Related Simplification Variation for a Two Mirror Alignment System-ln a system of either die first or second embodiment employing botii the driver's and passenger side exterior sideview mirror, it is desirable to simplify the mirror assemblies to save cost and simplify die alignment procedure when die system admits of use of die microcomputer 52. For example, it is preferred that only the driver's side mirror be equipped witii the LED 40, auxiliary mirror 24 and associated light transmissive region 21 (of die first embodiment) and die LED pitch and azimutii adjustment means (of die second embodiment). The alignment data from die setting of the pitch and azimuth of the left or driver's sideview mirror is used to automatically set the pitch and azimutii of the right or passenger's sideview mirror. -30- Referring again to Figure 8, from the final alignment of die mirror 20, the left hand mirror normal 74 represented as a tuple |p m , q m , rj is derived as described above in regard to die second embodiment. In a like manner, the components of the mirror normal 74 represented as a tuple lp m , q tt , rj can also be derived in die first embodiment employing die microcomputer 52 and pickoffs 38, 41. Then, from die stored body of positional data identified above, the right hand sideview mirror normal 76, represented as a tuple [p„, q B , r ', may be determined for proper alignment of die mirror 20' with respect to the driver's eyes 80 in die fore-aft seat plane 82. More particularly, first consider die second embodiment of die invention for which the simplification manifests itself most directly. There, knowledge of die location of the fixed reference point for niirror 20 in 3-D space along with knowledge of die direction cosines corresponding to distance vector 66 from mirror 20 to the driver's eyes 80 allows the location of the driver's eyes to be determined in 3-D space as explained for the second variation earlier. This is because the midpoint of die eyes 80 should also lie in die vertical fore-aft seat plane 82 passing through the center of the driver's seat and directed fore-aft in die vehicle 10 if die driver is properly seated behind die steering wheel. In turn, knowledge of die location of point 80 and die also fixed reference point for mirror 20' allows distance vector 68 from 20' to 80 to be computed. Given distance vector 68, one can readily compute die direction cosine tuple [p d , q Λ , r d ]' of the corresponding direction vector. Next, since the location 30' of the right hand blind spot is known a 'priori, so is the direction cosine tuple |p„, q„, r b J' defining die displacement vector 72. Finally, given the direction cosines of displacement vectors 68 and 72 one may solve for die direction cosines of the right hand mirror normal 76 and die corresponding Euler azimuth and pitch angles. This last step uses die same set of equations as employed with the second embodiment. Servo positioning of the right hand sideview mirror 20' (using mirror pickoffs 38, 41 and pitch and azimutii servo motors 34 and 36 mounted on gimbals 33 and 35 in die passenger's sideview mirror subassembly) can tiien proceed under control of the microcomputer 52 with no further driver intervention. This is the situation assumed in Figure 7 where the pitch and azimutii drive signals for die right sideview mirror servo motors are generated by die microcomputer 52 after the left hand, or driver's, exterior mirror adjustment is completed. In die same fashion, die more complex version of the first embodiment system depicted in Figure 5 may be employed to eliminate die need for a light source in die passenger side mirror 20' and for any driver actions to align this mirror once die driver side sideview mirror 20 is aligned. Rather, it is possible to derive the approximately correct azimuth and pitch angle positions of the right sideview mirror 20' when die driver signals completion of the manual adjustment of die left sideview mirror 20 to the microcomputer 52. As in the case for the related simplification variation of the second embodiment, this can be done witiiout requiring any light source be present in the right sideview mirror subassembly, tiiereby saving components and reducing manufacturing costs of the system. This variation may also be demonstrated in reference to Figures 5 and 8. The mirror servo pickoffs 38 and 41 allow die final pitch and azimuth orientation angles of the left sideview mirror 20 to be quantified by die microcomputer 52. a 'priori and are stored in die microcomputer 52. In turn, tiiese define die mirror unit normal 74. Now, in die more complex form of the first embodiment, the approximate direction cosines of a vector from die mirror 20 to he blind spot 30 are assumed to be known a 'priori and are stored in die microcomputer. These direction cosines define a unit vector collinear witii the vector direction 70 in Figure 5. Given die determination of the unit vector collinear with distance vector 70 and of die mirror normal 74 (also a unit vector), a third unit vector collinear with the distance vector 66 and extending from die reference point on the mirror surface toward die driver's eyes 80 can be derived. This solution makes use of the same basic mirror laws as employed in die second embodiment and described earlier. Derivation of the unit vector collinear with distance vector 66 along witii knowledge of die stored Cartesian coordinates in tiiree dimensional space of die reference point for the left hand mirror 20 and knowledge of die driver's seat center plane 82 allows die approximate location 80 of die driver's eyes to be determined. Next knowledge of die stored Cartesian coordinates of die right hand sideview mirror's reference point and die just completed derivation of the coordinates of die driver's eyes 80 may be employed to derive die distance vector 68 from die right hand sideview mirror 20'. Upon derivation of the distance vector 68, knowledge of die stored a 'priori direction cosines corresponding to distance vector 72 from die right hand mirror 20' to the nominal right side blind spot 30' may be employed to derive die direction cosines of the mirror normal vector 76. The corresponding pitch and azimutii orientation angles for the right hand mirror can be computed, again using the same mathematics as for the second embodiment. Finally, the mirror azimuth and pitch drive signals are calculated and die servo motors driven to achieve die correct alignment of the passenger's side sideview mirror 20'. Final Comments-ln the above description and die following claims, no requirements will be made on die microcomputer as to whether it is a general purpose or special purpose unit and whetiier it is integrated in die mirror hardware or not. The microcomputer may be a general purpose vehicle microcomputer, used for other functions such as computing gas milage computation or climate control, or a special purpose processor or computer, strictly dedicated to die mirror alignment functions described in tiiis application. The general adjectives "vehicle", "on-board" and/or "integrated" covers all locations and types of microprocessors or microcomputers used by die mirror blind spot reduction technology described herein. If an integrated microcomputer is employed in either the first or second embodiments, it may be located in one or both of die mirror housings and included by die mirror manufacturer as part of the delivered unit. In the description and illustration of the preferred embodiments and variations thereof, it has been assumed tiiat the LED or other light source is positioned witiiin the mirror housing 22 behind die movable mirror subassembly, tiiereby requiring the selectively transmissive region 21. The present invention contemplates the possibility that the light source 40 may be otherwise positioned and supported fixedly or for movement in pitch and azimutii with respect to the mirror assembly 27 while performing the same functions as described above. In tiiis regard, in respect to the second embodiment, die light source(s) 40, 40' and associated light beam direction adjustment and pickoff components may, for example, be mounted at many convenient location(s) inside die vehicle. Suitable vehicle interior locations are shown in Figure 9 depicting locations of one or more light sources 40, 40', 40" mounted inside die vehicle witii light beams 42, 42', 42" directed toward die driver's eyes. Such locations include on die control knob or switch(s) 62, 62' mounted on he driver's side door for die sideview mirror(s) 20, 20', or light sources and associated components mounted anywhere else witiiin reach, as long as die light beams 42, 42', 42" are not coplanar witii the fore-aft seat plane 82. Preferably, the light sources 40, 40', 40" are mounted at some distance outside die fore-aft seat plane 82. Alternatively, or additionally, one or more light sources 40" may be mounted on die windshield mounted interior rearview mirror and selectively illuminated in a driver's eye location operation. In this case, light source adjusting pickoffs may track the adjustment of die rearview mirror so that the (one or more) light beam is visible to die driver and be used in die identification of the location of the driver's eyes from which die sideview mirror adjustment(s) in pitch and azimuth may be calculated and effected. Any combination of one or more of such interior mounted light sources 40, 40', 40" and associated components for adjusting and measuring die adjustment of die light beam direction into the driver's eyes may be employed and may also be used in combination with exterior sideview mirror mounted light sources and associated components as described above. While a number of preferred embodiments of die invention and variations thereof have been described in detail, otiier modifications and methods of using or implementing the same will be apparent to those of skill in the art. Accordingly, it should be understood tiiat various applications, modifications, and substitutions may be made of equivalents witiiout departing from the spirit of the invention or the scope of the claims.

Claims: CLA1MS 1. A method of aligning a first exterior sideview mirror of a vehicle to die eye position of a driver in a driver's seat to enable die driver to view rearward into an adjacent traffic lane along a first side of the vehicle including a first vehicle blind spot comprising the steps of: emitting a first light beam from a location of the vehicle in a first light beam direction; adjusting the first light beam direction to an angle of adjustment so that the first light beam is visible to the driver in the driver's seat; deriving a first mirror positioning signal from said angle of adjustment; and employing the first mirror positioning signal to align the first sideview mirror to reflect an image of die first vehicle blind spot to the driver's eyes. 2. The method of Claim 1 further comprising the steps of: deriving die position of the driver's eyes from die angles of adjustment of said first and second light beams on adjustment of the first and second light beams light beam directions to be visible to the driver in the driver's seat. 3. The method of Claim 1 for aligning a second exterior sideview mirror of a vehicle to the eye position of a driver in a driver's seat to enable die driver to view rearward into an adjacent traffic lane along a second side of die vehicle including a second vehicle blind spot comprising die further steps of: deriving a second mirror positioning signal from said angle of adjustment; and employing die second mirror positioning signal to align the second sideview mirror to reflect an image of the second vehicle blind spot to die driver's eyes. 4. The method of Claim 1 further comprising the steps of: emitting a second light beam from a second location of the vehicle in a second light beam direction; adjusting the second light beam direction to an angle of adjustment so that the second light beam is visible to the driver in die driver's seat; deriving said first mirror positioning signal from said angles of adjustment of said first and second light beams. 5. The method of Claim 4 further comprising the steps of: deriving die position of the driver's eyes from die angles of adjustment of said first and second light beams on adjustment of die first and second light beams light beam directions to be visible to the driver in die driver's seat. 6. The metiiod of Claim 1 for aligning a second exterior sideview mirror of a vehicle to the eye position of a driver in a driver's seat to enable die driver to view rearward into an adjacent traffic lane along a second side of die vehicle including a second vehicle blind spot comprising the further steps of: emitting a second light beam from a second location of the vehicle in a second light beam direction; adjusting die second light beam direction to an angle of adjustment so tiiat the second light beam is visible to the driver in die driver's seat; deriving said first mirror positioning signal from said angles of adjustment of said first and second light beams; deriving a second mirror positioning signal from said angles of adjustment of said first and second light beams; and employing die second mirror positioning signal to align the second sideview mirror to reflect an image of the second vehicle blind spot to the driver's eyes. 7. The method of Claim 6 further comprising the steps of: deriving die position of the driver's eyes from die angles of adjustment of said first and second light beams on adjustment of die first and second light beams light beam directions to be visible to the driver in die driver's seat. 8. The metiiod of Claim 1 wherein the driver's seat position is along a vertical fore-aft seat adjustment plane of the vehicle having pre-determined Cartesian coordinates and wherein: said emitting step further comprises emitting said first light beam in said first light beam direction from a pre-determined location of the vehicle outside the vertical fore-aft seat adjustment plane; and said adjusting step further comprises adjusting die first light beam direction until it intersects the vertical fore-aft seat adjustment plane at an angle of intersection such tiiat the light beam is visible to the driver's eyes; and further comprising the steps of: measuring the adjustment of the first light beam to achieve the angle of intersection; and deriving die driver's eye position from die measured adjustment of die light beam angle of intersection and the pre-determined Cartesian coordinates of the fore- aft seat position adjustment plane. 9. The method of Claim 8 further comprising the steps of: emitting a second light beam from a second pre-determined location of the vehicle in a second light beam direction; adjusting die second light beam direction until the second light beam is visible to die driver's eyes; measuring the adjustment of die second light beam to be visible to the driver's eyes; and deriving die driver's eye position from the measured adjustments of the first and second light beams. 10. Apparatus for aligning an exterior sideview mirror of a vehicle to the eye position of a driver in a driver's seat to enable die driver to view rearward into an adjacent traffic lane along a first side of the vehicle including a first vehicle blind spot comprising: a light source for emitting a first light beam from a location of the vehicle in a first light beam direction; means for adjusting die first light beam direction to an angle of adjustment so tiiat the light beam is visible to the driver in the driver's seat; ' means for deriving a first mirror positioning signal from said angle of adjustment; and means responsive to the first mirror positioning signal for aligning the first sideview mirror to reflect an image of the first vehicle blind spot to die driver's eyes. 11. The apparatus of Claim 10 further comprising: means for deriving die position of the driver's eyes from die angles of adjustment of said first and second light beams on adjustment of the first and second light beams light beam directions to be visible to the driver in the driver's seat. 12. The apparatus of Claim 10 for aligning a second exterior sideview mirror of a vehicle to the eye position of a driver in a driver's seat to enable die driver to view rearward into an adjacent traffic lane along a second side of the vehicle including a second vehicle blind spot further comprising: means for deriving a second mirror positioning signal from said angle of adjustment; and means responsive to the second mirror positioning signal for aligning the second sideview niirror to reflect an image of the second vehicle blind spot to die driver's eyes. 13. The apparatus of Claim 10 further comprising: means for emitting a second light beam from a second location of die vehicle in a second light beam direction; means for adjusting the second light beam direction to an angle of adjustment so tiiat the second light beam is visible to die driver in the driver's seat; means for deriving said first mirror positioning signal from said angles of adjustment of said first and second light beams. 14. The apparatus of Claim 13 further comprising: means for deriving the position of die driver's eyes from the angles of adjustment of said first and second light beams on adjustment of die first and second light beams light beam directions to be visible to the driver in die driver's seat. 15. The apparatus of Claim 10 for aligning a second exterior sideview mirror of a vehicle to die eye position of a driver in a driver's seat to enable the driver to view rearward into an adjacent traffic lane along a second side of die vehicle including a second vehicle blind spot further comprising: means for emitting a second light beam from a second location of the vehicle in a second light beam direction; means for adjusting the second light beam direction to an angle of adjustment so tiiat the second light beam is visible to die driver in die driver's seat; means for deriving said first mirror positioning signal from said angles of adjustment of said first and second light beams; means for deriving a second mirror positioning signal from said angles of adjustment of said first and second light beams; and means responsive to the second mirror positioning signal for aligning the second sideview mirror to reflect an image of the second vehicle blind spot to the driver's eyes. 16. The apparatus of Claim 15 further comprising: means for deriving die position of the driver's eyes from die angles of adjustment of said first and second light beams on adjustment of die first and second light beams light beam directions to be visible to the driver in die driver's seat. 17. The apparatus of Claim 10 wherein the driver's seat position is along a vertical fore-aft seat adjustment plane of the vehicle having pre-determined Cartesian coordinates and wherein: said emitting means further comprises means for emitting said first light beam in said first light beam direction from a pre-determined location of the vehicle outside said vertical fore-aft seat adjustment plane; and said adjusting means further comprises means for adjusting the light beam direction until it intersects the vertical fore-aft seat adjustment plane at an angle of intersection such that the light beam is visible to the driver's eyes; and further comprising: means for measuring the adjustment of the light beam to achieve the angle of intersection; and means for deriving die point of intersection and the driver's eye position from the measured adjustment of the light beam angle of intersection and die pre¬ determined Cartesian coordinates of die fore-aft seat position adjustment plane. 18. The apparatus of Claim 17 further comprising: means for emitting a second light beam from a second pre-determined location of the vehicle in a second light beam direction; means for adjusting the second light beam direction until the second light beam is visible to die driver's eyes; means for measuring the adjustment of die second light beam to be visible to die driver's eyes; and means for deriving die driver's eye position from the measured adjustments of die first and second light beams. 19. Apparatus for aligning first and second exterior sideview mirrors of a vehicle to the eye position of a driver in a driver's seat located in a driver's seat fore- aft seat adjustment plane to enable the driver to view rearward into first and second vehicle blind spots in adjacent traffic lanes along the first and second sides of the vehicle comprising: a light source for emitting a first light beam from a location adjacent said first sideview mirror in a first light beam direction toward said first vehicle blind spot; means operable by the driver for adjusting a mirror reflective surface of the first sideview mirror to an angle of adjustment to orient said mirror reflective surface to reflect the image of said vehicle blind spot in proper alignment to die driver's eyes; means mounted for movement with die adjustment of said first sideview mirror reflective surface for reflecting said first light beam into the driver's eyes when die image of said vehicle blind spot is in proper alignment to the driver's eyes; means for measuring said angle of adjustment; means for deriving a second sideview mirror positioning signal from said angle of adjustment; and means responsive to said second mirror positioning signal for aligning the first sideview mirror to reflect an image of said second vehicle blind spot to die driver's eyes. 20. The apparatus of Claim 19 further comprising: ' means for deriving the position of the driver's eyes from die measured angle of adjustment of said first light beam direction to be visible to the driver in the driver's seat.

Inventors: FREDRICKS RONALD J, FREDRICKS, RONALD, J.
Applicants: FREDRICKS RONALD J, FREDRICKS, RONALD, J.
Application year: 1996
Main classification: B60R1
IPC codes: B60R1, B60R21