Control method and control system for warning range of vehicle

Abstract

A control method and control system for a warning range of a vehicle. A control method for a warning range of a vehicle. The control method for a warning range of a vehicle comprises the following steps. Based on a turning information of the vehicle, determining whether the vehicle is turning or rotating. If the vehicle is turning or rotating, determining a warning range based on at least one polynomial. Performing foreign object detection based on the warning range.

Description

Technical Field

[0001] The present invention relates to a control method and a control system for a vehicle, and in particular to a control method and a control system for a warning range of a vehicle. Background Art

[0002] In order to improve driving safety, vehicles can use detectors to detect and warn whether foreign objects have entered the warning range of the vehicle.

[0003] However, when the vehicle is turning, the vehicle behind it can easily enter the warning range by mistake, causing a false alarm. In order to improve the false alarm rate, researchers are working on developing a new control method for the warning range. Summary of the invention

[0004] The present invention relates to a control method and control system for a warning range of a vehicle. When the vehicle turns or rotates, the warning range is determined based on at least one polynomial, so that the warning range is adaptively reduced to ensure that the rear vehicle will not enter the warning range, effectively avoiding false alarms.

[0005] According to the purpose of the present invention, a method for controlling the warning range of a vehicle is provided. The method for controlling the warning range of a vehicle comprises the following steps: judging whether the vehicle is turning or rotating according to a turning information of the vehicle; determining the warning range according to at least one polynomial if the vehicle is turning or rotating; and performing foreign object detection according to the warning range.

[0006] According to another object of the present invention, a control system for a warning range of a vehicle is provided. The control system for the warning range of a vehicle includes a turning information unit, a driving judgment unit, a warning range determination unit, and a detection unit. The turning information unit is used to obtain turning information of the vehicle. The driving judgment unit is used to determine whether the vehicle is turning or turning based on the turning information of the vehicle. If the vehicle is turning or turning, the warning range determination unit determines the warning range based on at least one polynomial. The detection unit is used to detect foreign objects based on the warning range.

[0007] In order to better understand the above and other aspects of the present disclosure, embodiments are given below and described in detail with reference to the accompanying drawings:

[0008] Diagram Description

[0009] Figure 1 FIG. 1 shows a warning range for a vehicle traveling straight according to an embodiment of the present invention.

[0010] Figure 2 FIG. 1 shows a warning range of a turning vehicle according to an embodiment of the present invention.

[0011] Figure 3A block diagram showing a control system of a warning range of a vehicle according to an embodiment of the present invention.

[0012] Figure 4 A flowchart showing a method for controlling a warning range of a vehicle according to an embodiment of the present invention.

[0013] Figures 5 to 8 Various determination methods based on the warning range are described in the embodiments of the present invention.

[0014] Fig. 9 The warning range of the turn of the present invention is shown.

[0015] Fig.10 The warning range of the rotation of the present invention is shown.

[0016] Fig.11 The warning range of another embodiment of the present invention is shown.

[0017] Fig.12 A block diagram showing a warning range determination unit according to another embodiment of the present invention.

[0018] Fig.13 A detailed flowchart of step S131 according to another embodiment of the present invention is shown.

[0019] Fig.14 A detailed flowchart of step S132 according to another embodiment of the present invention is shown.

[0020] Fig.15 The steps of Figures 13 and 14 of the present invention are shown.

[0021] Among them: 100. control system, 110. turning information unit, 120. driving judgment unit, 130. warning range determination unit, 1301. coordinate point determination element, 1302.

[0022] Center determination element, 1303. Range determination element, 140. Detection unit, 150. Storage unit, 900. Vehicle, AR1. First arc, AR2. Second arc, CL 1, CL2.

[0023] Connection, BE, BE 11, BE 12, BE21, BE22. End, FE 11, FE 12, FE21, FE22. Front end, L 11, L12, L21, L22, L61, L62, L71, L72. Length, O 1. Common center, P 1. First coordinate point, P2. Second coordinate point, P3. Third coordinate point, P4. Fourth coordinate point, RG, RG 11, RG 12, RG21,

[0024] RG22, RG61, RG62, RG71, RG72, RG811, RG812,

[0025] RG813, RG821, RG822, RG823. Warning range, S110, S120, S131, S1311, S1312, S1313, S132, S1321, S1322, S1323, S140. Step, TR. Turning information, W11, W12, W21, W22. Width, YR. Yaw angular velocity. DETAILED DESCRIPTION

[0026] The technical terms in this specification refer to the customary terms in the technical field. If some terms are explained or defined in this specification, the interpretation of the said terms shall be based on the explanation or definition in this specification. Each embodiment of the present invention has one or more technical features. Under the premise of possible implementation, a person with ordinary knowledge in the technical field can selectively implement some or all of the technical features in any embodiment, or selectively combine some or all of the technical features in these embodiments.

[0027] Please refer to Figure 1 , which illustrates the warning ranges RG 11 and RG 12 of a vehicle 900 traveling straight according to an embodiment of the present invention. Figure 1 In FIG. 1 , the vehicle 900 is traveling straight, the right warning range RG11 has a length L11 and a width W11, and the left warning range RG12 has a length L12 and a width W12. Figure 1 In the example, the rear end of the vehicle 900 is used as the coordinate origin. The front ends FE11 and FE12 of the warning ranges RG11 and RG12 are, for example, located 3 meters forward of the rear end of the vehicle 900, that is, located at a position of -3m. The ends BE11 and BE12 of the warning ranges RG11 and RG12 are, for example, located 7 meters backward of the rear end of the vehicle 900, that is, located at a position of +7m. The lengths L11 and L12 of the warning ranges RG11 and RG12 are, for example, 10 meters.

[0028] Please refer to Figure 2 , which illustrates the warning ranges RG21 and RG22 of a turning vehicle 900 according to an embodiment of the present invention. Figure 2In the figure, the vehicle 900 is turning, the warning range RG21 on the right has a length L21 and a width W21, and the warning range RG22 on the left has a length L22 and a width W22. The front ends FE21 and FE22 of the warning ranges RG21 and RG22 are, for example, located 3 meters forward of the rear end of the vehicle 900, that is, located at a position of -3m. The ends BE21 and BE22 of the warning ranges RG21 and RG22 are, for example, located 1 meter backward of the rear end of the vehicle 900, that is, located at a position of +1m. The lengths L21 and L22 of the warning ranges RG21 and RG22 are, for example, reduced to 4 meters.

[0029] Compared to the width W11 and length L11 of the straight warning range RG11, the width W21 of the turning warning range RG21 remains unchanged, but the length L21 is reduced. Compared to the width W12 and length L12 of the straight warning range RG12, the width W22 of the turning warning range RG22 remains unchanged, but the length L22 is reduced.

[0030] like Figure 2 As shown, reducing the warning range RG22 of the rear turn can prevent the rear vehicle 910 from entering the warning range RG22, thereby effectively avoiding false alarms.

[0031] Please refer to Figure 3, which shows a block diagram of a control system 100 of a warning range RG of a vehicle 900 according to an embodiment of the present invention. The control system 100 includes a turning information unit 110, a driving judgment unit 120, a warning range determination unit 130, a detection unit 140 and a storage unit 150. The turning information unit 110 is used to obtain the turning information TR of the vehicle 900, such as a yaw rate detector, a steering angle detector or a reading circuit connected to the storage unit 150. The driving judgment unit 120 is used to make a driving judgment, and the warning range determination unit 130 is used to determine the warning range RG. The driving judgment unit 120 and the warning range determination unit 130 are, for example, a circuit, a circuit board, a storage device storing program code or a chip. The chip is, for example, a central processing unit (CPU), or other programmable general-purpose or special-purpose micro control unit (MCU), microprocessor, digital signal processor (DSP), programmable controller, application specific integrated circuit (ASIC), graphics processing unit (GPU), image signal processor (ISP), image processing unit (IPU), arithmetic logic unit (ALU), complex programmable logic device (CPLD), field programmable gate array (FPGA) or other similar components or combinations of the above components.

[0032] The storage unit 150 is, for example, any type of fixed or removable random access memory (RAM), read-only memory (ROM), flash memory, hard disk drive (HDD), solid state drive (SSD) or similar elements or a combination of the above elements.

[0033] In this embodiment, the control system 100 detects and calculates through the above elements. When the vehicle 900 turns or rotates, the warning range RG is determined according to at least one polynomial, so that the warning range RG is adaptively reduced to ensure that the rear vehicle 910 (such as Figure 2 The following is a flowchart to explain the operation of the above components in detail.

[0034] Please refer to Figure 4 , which shows a flow chart of a method for controlling a warning range RG of a vehicle 900 according to an embodiment of the present invention. The method for controlling a warning range RG of a vehicle 900 includes steps S110, S120, S131, S132, and S140. In step S110, the turning information unit 110 obtains turning information TR of the vehicle 900. The turning information TR is a yaw rate or a steering angle. The turning information TR is updated in real time. The greater the yaw rate or the steering angle, the greater the degree of turning of the vehicle 900. The turning information TR also includes information on left turns and right turns.

[0035] Next, in step S120, the driving judgment unit 120 judges whether the vehicle 900 is turning or slewing according to the turning information TR of the vehicle 900. In the example of left-hand driving, turning includes right turning, left turning and left slewing; in the example of right-hand driving, turning includes right turning, right slewing and left turning. In one embodiment, when the yaw rate or the steering angle is greater than a predetermined degree, the driving judgment unit 120 can determine that the vehicle 900 is turning or slewing. If the vehicle 900 is not turning or slewing, the process proceeds to step S131; if the vehicle 900 is turning or slewing, the process proceeds to step S132.

[0036] In step S131, the warning range determination unit 130 determines the warning range RG according to a predetermined information (such as a predetermined value); in step S132, the warning range determination unit 130 determines the warning range RG according to at least one polynomial. Figures 5 to 8 , which illustrates various determination methods based on the warning range RG. Figure 5 As shown, the polynomial is, for example, a linear equation. Figure 5 The turning information TR is explained by taking the yaw angular velocity YR and the vehicle 900 being left-hand drive as an example, but is not limited to this. Figure 5 The horizontal axis is the yaw angular velocity YR, and the comprehensive axis is the position of the end BE of the warning range RG.

[0037] In step S131, when the yaw rate YR is between 0.1 and -0.1, it means that the vehicle 900 is not turning or rotating but is going straight. The warning range determination unit 130 determines the warning range RG according to predetermined information, so the end BE of the warning range RG is located at +7m.

[0038] In step S132, when the yaw angular velocity YR is, for example, less than or equal to -0.1, it indicates that the vehicle 900 is turning right, and the warning range determination unit 130 determines the warning range RG according to a linear equation with a fixed slope, so the end BE of the warning range RG gradually decreases from +7m to +0m (the length of the warning range RG gradually decreases from 10 meters to 3 meters); when the yaw angular velocity is, for example, greater than or equal to 0.1, it indicates that the vehicle 900 is turning left or making a left turn, and the warning range determination unit 130 determines the warning range RG according to a linear equation with a fixed slope, so the end BE of the warning range RG gradually decreases from +7m to -3m (the length of the warning range RG gradually decreases from 10 meters to 0 meters).

[0039] like Figure 5 As shown, when the vehicle 900 turns right, the warning range determination unit 130 determines the warning range RG using a linear equation with a fixed slope. The greater the negative yaw rate (the greater the absolute value), the smaller the length of the warning range RG.

[0040] like Figure 5 As shown, when the vehicle turns left or makes a left turn, the warning range determination unit 130 determines the warning range RG using a linear equation with a fixed slope. The smaller the positive yaw rate (the larger the absolute value), the smaller the length of the warning range RG.

[0041] like Figure 6 As shown, the polynomial is, for example, a first or second order polynomial. Figure 6 The turning information TR is explained by taking the yaw angular velocity YR and the vehicle 900 being left-hand drive as an example, but is not limited to this. Figure 6 The horizontal axis is the yaw angular velocity YR, and the comprehensive axis is the position of the end BE of the warning range RG.

[0042] In step S131, when the yaw rate YR is between 0.1 and -0.1, it means that the vehicle 900 is not turning or rotating but is going straight. The warning range determination unit 130 determines the warning range RG according to predetermined information, so the end BE of the warning range RG is located at +7m.

[0043] In step S132, when the yaw angular velocity YR is, for example, less than or equal to -0.1, it indicates that the vehicle 900 is turning right, and the warning range determination unit 130 determines the warning range RG according to the second-order polynomial of the curve, so the end BE of the warning range RG gradually decreases from +7m to +0m (the length of the warning range RG gradually decreases from 10 meters to 3 meters); when the yaw angular velocity is, for example, greater than or equal to 0.1, it indicates that the vehicle 900 is turning left or making a left turn, and the warning range determination unit 130 determines the warning range RG according to the second-order polynomial of the curve, so the end BE of the warning range RG gradually decreases from +7m to -3m (the length of the warning range RG gradually decreases from 10 meters to 0 meters).

[0044] like Figure 6 As shown, when the vehicle 900 turns right, the warning range determination unit 130 determines the warning range RG using the second-order polynomial of the curve. The greater the negative yaw rate (the greater the absolute value), the smaller the length of the warning range RG.

[0045] like Figure 6 As shown, when the vehicle turns left or makes a left turn, the warning range determination unit 130 determines the warning range RG using the second-order polynomial of the curve. The smaller the positive yaw rate (the larger the absolute value), the smaller the length of the warning range RG.

[0046] like Figure 7 As shown, the polynomial is, for example, a logarithmic polynomial. Figure 7 The turning information TR is explained by taking the yaw angular velocity YR and the vehicle 900 being left-hand drive as an example, but is not limited to this. Figure 7 The horizontal axis is the yaw angular velocity YR, and the comprehensive axis is the position of the end BE of the warning range RG.

[0047] In step S131, when the yaw rate YR is between 0.1 and -0.1, it means that the vehicle 900 is not turning or rotating but is going straight. The warning range determination unit 130 determines the warning range RG according to predetermined information, so the end BE of the warning range RG is located at +7m.

[0048] In step S132, when the yaw angular velocity YR is, for example, less than or equal to -0.1, it indicates that the vehicle 900 is turning right, and the warning range determination unit 130 determines the warning range RG according to the second-order polynomial of the curve, so the end BE of the warning range RG gradually decreases from +7m to +1m (the length of the warning range RG gradually decreases from 10 meters to 4 meters); when the yaw angular velocity is, for example, greater than or equal to 0.1, it indicates that the vehicle 900 is turning left or making a left turn, and the warning range determination unit 130 determines the warning range RG according to the second-order polynomial of the curve, so the end BE of the warning range RG gradually decreases from +7m to -1.5m (the length of the warning range RG gradually decreases from 10 meters to 1.5 meters).

[0049] like Figure 7 As shown, when the vehicle 900 turns right, the warning range determination unit 130 determines the warning range RG using the logarithmic polynomial of the curve. The greater the negative yaw rate (the greater the absolute value), the smaller the length of the warning range RG.

[0050] like Figure 7 As shown, when the vehicle turns left or makes a left turn, the warning range determination unit 130 determines the warning range RG using the logarithmic polynomial of the curve. The smaller the positive yaw rate (the larger the absolute value), the smaller the length of the warning range RG.

[0051] like Figure 8 As shown, the polynomial is, for example, an exponential polynomial. Figure 8 The turning information TR is explained by taking the yaw angular velocity YR and the vehicle 900 being left-hand drive as an example, but is not limited to this. Figure 8 The horizontal axis is the yaw angular velocity YR, and the comprehensive axis is the position of the end BE of the warning range RG.

[0052] In step S131, when the yaw rate YR is between 0.1 and -0.1, it means that the vehicle 900 is not turning or rotating but is going straight. The warning range determination unit 130 determines the warning range RG according to predetermined information, so the end BE of the warning range RG is located at +7m.

[0053] In step S132, when the yaw angular velocity YR is, for example, less than or equal to -0.1, it indicates that the vehicle 900 is turning right, and the warning range determination unit 130 determines the warning range RG according to the second-order polynomial of the curve, so the end BE of the warning range RG gradually decreases from +7m to +0.5m (the length of the warning range RG gradually decreases from 10 meters to 3.5 meters); when the yaw angular velocity is, for example, greater than or equal to 0.1, it indicates that the vehicle 900 is turning left or making a left turn, and the warning range determination unit 130 determines the warning range RG according to the second-order polynomial of the curve, so the end BE of the warning range RG gradually decreases from +7m to 0m (the length of the warning range RG gradually decreases from 10 meters to 3 meters).

[0054] like Figure 8 As shown, when the vehicle 900 turns right, the warning range determination unit 130 determines the warning range RG using the exponential polynomial of the curve. The greater the negative yaw rate (the greater the absolute value), the smaller the length of the warning range RG.

[0055] like Figure 8 As shown, when the vehicle turns left or makes a left turn, the warning range determination unit 130 determines the warning range RG using the exponential polynomial of the curve. The smaller the positive yaw rate (the larger the absolute value), the smaller the length of the warning range RG.

[0056] According to the above embodiment, when the vehicle 900 is turning, the warning range RG can be further shortened. Figures 9-10 , Fig. 9 The example shows the turning warning ranges RG61 and RG62. Fig.10 The following example illustrates the warning ranges RG71 and RG72 for rotation. Fig. 9 As shown, when the vehicle 900 turns, the warning ranges RG61 and RG62 have first lengths L61 and L62. Fig.10 As shown, when the vehicle 900 makes a turn, the warning ranges RG71 and RG72 have second lengths L71 and L72. The second lengths L71 and L72 are smaller than the first lengths L61 and L62.

[0057] In one embodiment, different polynomials may be used to determine the warning range RG when the vehicle 900 turns left or right. For example, when the vehicle 900 turns or rotates in the left direction, the polynomial is one of a linear equation, a second-order polynomial, a logarithmic polynomial, and an exponential polynomial; when the vehicle 900 turns or rotates in the right direction, the polynomial is another one of a linear equation, a second-order polynomial, a logarithmic polynomial, and an exponential polynomial.

[0058] After the above steps S131 and S132 are executed, the process proceeds to step S140. In step S140, the detection unit 140 performs foreign object detection according to the warning range RG. Since the vehicle 900 is turning or swerving, the control system 100 determines the warning range RG according to the polynomial in the above step S132, so that the warning range RG is adaptively reduced to ensure that the rear vehicle 910 (such as Figure 2 As shown in FIG. 1 , the detector 140 will not enter the warning range RG, thereby effectively avoiding false alarms of the detection unit 140.

[0059] Please refer to Fig.11 , which illustrates the warning ranges RG811, RG812, RG813, RG821, RG822, RG823 according to another embodiment. Fig.11 In the embodiment, the warning ranges RG811, RG812, RG813, RG821, RG822, and RG823 are arc-shaped, for example.

[0060] Please refer to Figures 12 to 15 , Fig.12 FIG. 1 is a block diagram of a warning range determination unit 130 according to another embodiment of the present disclosure. Fig.13 A detailed flow chart of step S131 according to another embodiment of the present disclosure is shown. Fig.14 A detailed flow chart of step S132 according to another embodiment of the present disclosure is shown. Fig.15 The steps of Figures 13 and 14 are explained with examples.

[0061] like Fig.12 As shown, the range determination unit 130 includes, for example, a coordinate point determination element 1301, a circle center determination element 1302, and a range determination element 1303. The coordinate point determination element 1301, the circle center determination element 1302, and the range determination element 1303 are used to perform various calculations and analysis procedures to achieve Figure 8 The arc warning range is RG811, RG812, RG813, RG821, RG822, RG823. The following flowchart explains the operation of each component in detail.

[0062] exist Fig.13 In step S1311, Fig.15 As shown, the coordinate point determination component 1301 determines a first coordinate point P1, a second coordinate point P2, a third coordinate point P3 and a fourth coordinate point P4 according to predetermined information.

[0063] Then, in Fig.13In step S1312, the center determination component 1302 obtains a common center O1 according to the first coordinate point P1, the second coordinate point P2, the third coordinate point P3 and the fourth coordinate point P4. The first coordinate point P1 and the second coordinate point P2 are located on a first arc AR1 of the common center O1, and the third coordinate point P3 and the fourth coordinate point P4 are located on a second arc AR2 of the common center O1.

[0064] Then, in Fig.13 In step S1313, Fig.15 As shown, the range determination element 1303 uses the first arc AR1, the second arc AR2, the line CL1 between the first coordinate point P1 and the third coordinate point P3, and the line CL2 between the second coordinate point P2 and the fourth coordinate point P4 as the warning range RG.

[0065] exist Fig.14 In step S1321, Fig.15 As shown, the coordinate point determining element 1301 determines the first coordinate point P1, the second coordinate point P2, the third coordinate point P3 and the fourth coordinate point P4 according to the polynomial.

[0066] Then, in Fig.14 In step S1322, the circle center determination component 1302 obtains the common circle center O1 according to the first coordinate point P1, the second coordinate point P2, the third coordinate point P3 and the fourth coordinate point P4. The first coordinate point P1 and the second coordinate point P2 are located on the first arc AR1 of the common circle center O1, and the third coordinate point P3 and the fourth coordinate point P4 are located on the second arc AR2 of the common circle center O1.

[0067] Then, in Fig.14 In step S1323, if Fig.15 As shown, the range determination element 1303 uses the first arc AR1, the second arc AR2, the line CL1 between the first coordinate point P1 and the third coordinate point P3, and the line CL2 between the second coordinate point P2 and the fourth coordinate point P4 as the warning range RG.

[0068] That is, when the vehicle 900 is not turning or rotating, four coordinate points are determined according to predetermined information and a predetermined warning range RG is defined; when the vehicle 900 is turning or rotating, four coordinate points are determined according to a polynomial and a reduced warning range RG is defined.

[0069] According to the above various embodiments, when the vehicle 900 turns or rotates, the warning range RG can be determined based on at least one polynomial, so that the warning range RG is adaptively reduced to ensure that the rear vehicle 910 does not enter the warning range RG, effectively avoiding false alarms.

[0070] The above disclosure provides different features for implementing some embodiments or examples of the present disclosure. The above description of specific examples of components and configurations (e.g., numerical values ​​or names mentioned) is to simplify / illustrate some embodiments of the present disclosure. Of course, these components and configurations are only examples and are not intended to be restrictive. In addition, some embodiments of the present disclosure may repeat reference symbols and / or letters in various examples. This repetition is for the purpose of simplicity and clarity, and does not itself specify the relationship between the various embodiments and / or configurations discussed.

[0071] In summary, although the present disclosure has been disclosed as above by way of embodiments, it is not intended to limit the present disclosure. A person with ordinary knowledge in the technical field to which the present disclosure belongs may make various changes and modifications without departing from the spirit and scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be determined by the scope of the attached patent application.

Claims

1. A method for controlling a warning range of a vehicle, characterized in that: include: Determining whether the vehicle is turning or rotating according to turning information of the vehicle; If the vehicle turns or pivots, determining the warning range according to at least one polynomial; and Foreign object detection is performed based on the warning range.

2. A method for controlling a warning range of a vehicle as claimed in claim 1, characterized in that: The polynomial is a linear equation, a second-order polynomial, a logarithmic polynomial or an exponential polynomial.

3. A method for controlling a warning range of a vehicle as claimed in claim 2, characterized in that: When the vehicle turns or rotates to the left, the polynomial is one of the linear equation, the second-order polynomial, the logarithmic polynomial and the exponential polynomial; When the vehicle turns or rotates in the right direction, the polynomial is another one of the linear equation, the second-order polynomial, the logarithmic polynomial and the exponential polynomial.

4. The method for controlling the warning range of a vehicle as claimed in claim 1, characterized in that: The length of the warning range decreases with the degree of the turning information.

5. The method for controlling the warning range of a vehicle as claimed in claim 1, characterized in that: When the vehicle is turning, the warning range has a first length, and when the vehicle is rotating, the warning range has a second length, and the second length is smaller than the first length.

6. The method for controlling the warning range of a vehicle as claimed in claim 1, characterized in that: The turning information is a yaw rate or a rudder angle.

7. A method for controlling a warning range of a vehicle as claimed in claim 6, characterized in that: When the absolute value of the yaw angular velocity or the steering angle is greater than a predetermined level, the vehicle turns or pivots.

8. The method for controlling the warning range of a vehicle as claimed in claim 1, characterized in that: The warning range is arc-shaped.

9. A method for controlling a warning range of a vehicle as described in claim 1, characterized in that: The step of determining the warning range according to the at least one polynomial comprises: Determine a first coordinate point, a second coordinate point, a third coordinate point and a fourth coordinate point according to at least one of the polynomials; A common center is obtained according to the first coordinate point, the second coordinate point, the third coordinate point and the fourth coordinate point, wherein the first coordinate point and the second coordinate point are located on a first arc of the common center, and the third coordinate point and the fourth coordinate point are located on a second arc of the common center; and The warning range is defined based on the first arc, the second arc, the line connecting the first coordinate point and the third coordinate point, and the line connecting the second coordinate point and the fourth coordinate point.

10. A method for controlling a warning range of a vehicle as claimed in claim 9, characterized in that: The common center, the first arc and the second arc vary with the degree of the turning information.

11. A control system for a warning range of a vehicle, comprising: A turning information unit, used to obtain turning information of the vehicle; A vehicle judging unit, for judging whether the vehicle is turning or rotating according to the turning information of the vehicle; a warning range determination unit, wherein if the vehicle turns or pivots, the warning range determination unit determines the warning range according to at least one polynomial; and A detection unit is used to detect foreign objects according to the warning range.

12. A vehicle warning range control system as claimed in claim 11, characterized in that: The polynomial is a linear equation, a second-order polynomial, a logarithmic polynomial or an exponential polynomial.

13. A vehicle warning range control system as claimed in claim 11, characterized in that: When the vehicle turns or rotates to the left, the polynomial is one of the linear equation, the second-order polynomial, the logarithmic polynomial and the exponential polynomial; When the vehicle turns or rotates to the right, the polynomial is another one of the linear equation, the second-order polynomial, the logarithmic polynomial and the exponential polynomial.

14. A vehicle warning range control system as claimed in claim 11, characterized in that: The length of the warning range decreases with the degree of the turning information.

15. A control system for a warning range of a vehicle as described in claim 11, wherein when the vehicle turns, the warning range has a first length, and when the vehicle rotates, the warning range has a second length, and the second length is smaller than the first length.

16. A vehicle warning range control system as claimed in claim 11, characterized in that: The turning information is a yaw rate or a steering angle.

17. A vehicle warning range control system as claimed in claim 16, characterized in that: When the absolute value of the yaw angular velocity or the steering angle is greater than a predetermined level, the vehicle turns or pivots.

18. A vehicle warning range control system as claimed in claim 11, characterized in that: The warning range is in the shape of an arc.

19. A vehicle warning range control system as claimed in claim 11, characterized in that: The warning range determination unit comprises: a coordinate point determination element, used to determine a first coordinate point, a second coordinate point, a third coordinate point and a fourth coordinate point according to the at least one polynomial; a circle center determination element, used to obtain a common circle center according to the first coordinate point, the second coordinate point, the third coordinate point and the fourth coordinate point, wherein the first coordinate point and the second coordinate point are located on a first circular arc of the common circle center, and the third coordinate point and the fourth coordinate point are located on a second circular arc of the common circle center; and A range determination element is used to use the first arc, the second arc, the line connecting the first coordinate point and the third coordinate point, and the line connecting the second coordinate point and the fourth coordinate point as the warning range.

20. A vehicle warning range control system as claimed in claim 19, characterized in that: The common center, the first arc and the second arc vary with the degree of the turning information.

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