TW202235315A - Blind spot detection method and system for vehicle - Google Patents

Abstract

A blind spot detection method is used for a vehicle including a first vehicle body and a second vehicle body towed by the first vehicle body. The blind spot detection method includes: acquiring the turning angle information of the second vehicle body relative to the first vehicle body during the running of the vehicle via a first sensor; acquiring a predetermined information related to the vehicle and/or a second sensor; dynamically defining a blind spot area around the vehicle based on the turning angle information and the predetermined information; receiving a sensing signal about an object around the vehicle from the second sensor to determine whether the object is located in the defined blind spot area.

Description

Blind spot detection method and system for vehicles

The present disclosure relates to a blind spot detection method and system for vehicles.

In a general semi-trailer truck (Semi-trailer truck) vehicle, there is a corner between the trailer and the trailer when the semi-trailer truck turns. The factor of this corner difference will greatly affect the radar technology. Blind spot detection performance for trucks. Therefore, how to propose a blind spot detection method and system for improving the performance of the blind spot detection is one of the goals of the practitioners in this field.

The present disclosure relates to a blind spot detection method and system for vehicles.

According to an embodiment of the present disclosure, a blind spot detection method is provided, which is applicable to a vehicle including a first vehicle body and a second vehicle body towed by the first vehicle body. The blind spot detection method includes the following steps: acquiring the rotation angle information of the second vehicle body relative to the first vehicle body with the first sensor during the running of the vehicle; determining predetermined information related to the vehicle and/or the second sensor; According to the corner information and predetermined information, dynamically define the blind spot area around the vehicle; receive the sensing signal of the object around the vehicle from the second sensor to determine whether the object is located in the defined blind spot area.

According to another embodiment of the present disclosure, a blind spot detection system is provided, which is suitable for a vehicle including a first vehicle body and a second vehicle body towed by the first vehicle body. The blind spot detection system includes a first sensor, a second sensor and a processor. The first sensor is used for acquiring information about the rotation angle of the second vehicle body relative to the first vehicle body during the running of the vehicle. The second sensor is used to sense objects approaching the surroundings of the vehicle. The processor communicates with the first sensor and the second sensor to determine predetermined information related to the vehicle and/or the second sensor; dynamically defines the blind spot area around the vehicle according to the corner information and the predetermined information; And receiving the sensing signal of the object from the second sensor to determine whether the object is located in the blind spot area.

In order to have a better understanding of the above and other aspects of the present disclosure, the following specific embodiments are described in detail in conjunction with the attached drawings as follows:

FIG. 1 shows a flowchart of a blind spot detection method S according to an embodiment of the present disclosure, FIG. 2 shows a block diagram of a blind spot detection system 100 according to an embodiment of the present disclosure, and FIG. 3 shows a blind spot detection method S Schematic top view applied to vehicle V.

The applied vehicle V includes a first vehicle body V1 and a second vehicle body V2. The vehicle V is, for example, a semi-trailer truck, the first vehicle body V1 corresponds to a tractor truck, and the second vehicle body V2 corresponds to a trailer (Trailer), towed by the first vehicle body V1 The second vehicle body V2. Specifically, the first vehicle body V1 can be connected through a so-called fifth wheel coupling.

Because the so-called fifth wheel shaft connection will cause a corner difference between the trailer and the trailer when the semi-trailer truck turns, resulting in a visual blind zone (Blind zone) during the driving of the semi-trailer truck, so the vehicle V generally A sensor (such as a radar sensor) is installed to sense objects approaching the vehicle V around. When a semi-trailer truck such as vehicle V is turning, the radar sensor may receive (a) echoes directly reflected by objects around the vehicle V, (b) objects passing through the wall of the trailer such as the second vehicle body V2 Indirectly reflected echoes, or (c) echoes directly reflected from the structure of the second vehicle body V2 itself, type (b) and (c) echoes are unexpected echoes that will interfere with the detection results, so this The disclosed blind spot detection method S and blind spot detection system 100 aim to dynamically construct a blind spot area to treat echoes of types (b) and (c) as non-interesting echoes, so as to filter out those that would interfere with detection The resulting signal makes the result of blind spot detection more accurate and reliable.

Please refer to FIGS. 1 to 3 to illustrate the configuration of the blind spot detection system 100 and the procedure of steps S10 to S13 of the blind spot detection method S according to the disclosed embodiment. The blind spot detection system 100 includes a first sensor 110 , a second sensor 120 and a processor 130 , and the processor 130 communicates with the first sensor 110 and the second sensor 120 . In step S10, the first sensor 110 may be, but not limited to, an angle sensor built in the vehicle V, and is used to obtain an angle of the second vehicle body V2 relative to the first vehicle body V1 while the vehicle V is running. Corner information. The corner information corresponds to information related to the angle (rotation angle Ф) between the longitudinal axis a1 of the first vehicle body V1 and the longitudinal axis a2 of the second vehicle body V2 in Fig. Belong to dynamic (dynamic) information. The first sensor 110 communicates with the processor 130 to provide the corner information of the corner Φ to the processor 130 in real time as an important reference factor for constructing the blind spot area.

Next, in step S11, the processor 130 determines predetermined information related to the vehicle V and/or the second sensor 120, wherein the second sensor 120 can be installed on the vehicle V to detect objects around the vehicle V For sensing, the second sensor 120 may be, but not limited to, a radar sensor. In one embodiment, the predetermined information related to the vehicle V and/or the second sensor 120 may include sensing performance information of the second sensor 120 itself, for example, the maximum detectable The range is generally set to a semicircular sensing range of 180 degrees, but it can also be set to other values according to actual usage conditions. In another embodiment, the predetermined information related to the vehicle V and/or the second sensor 120 may include size information of the first vehicle body V1 and the second vehicle body V2, for example, the size information of the first vehicle body V1 and the second vehicle body V1. Vehicle body dimensions such as length or width of the vehicle body V2. In another embodiment, the predetermined information related to the vehicle V and/or the second sensor 120 includes the location information of the second sensor 120 installed on the vehicle V, for example, the second sensor 120 is installed on the second sensor 120. A location (eg, a coordinate) on the vehicle body V1. In another embodiment, the predetermined information related to the vehicle V and/or the second sensor 120 may simultaneously include sensing performance information of the second sensor 120 itself, the first vehicle body V1 and the second vehicle body V2 The size information of the second sensor 120 and the position information of the second sensor 120 installed on the vehicle V are used to construct the blind spot area of the vehicle V more accurately during driving. That is to say, in step S11, the processor 130 determines the predetermined information related to the vehicle V and/or the second sensor 120 that is static and can be input into the processor 130 in advance. The information input into the processor 130 does not need to be adjusted and changed later, and it is used as an important reference factor for the subsequent construction of the blind spot area. In addition, in another embodiment, when the processor 130 determines that the second sensor 120 is installed on the first vehicle body V1 and the width W1 of the _first vehicle body V1 is smaller than the width W2 of the _second vehicle body V2 The processor 130 further determines the shading angle information; and dynamically defines the blind spot area according to the aforementioned corner information, size information, position information, sensing performance information and the shading angle information. The so-called shading angle information is mainly when the width W ₂ of the second vehicle body V2 is greater than the width W ₁ of the first vehicle body V, the second vehicle body V2 will oppose the second sensor 120 installed on the first vehicle body V1 The maximum sensing range of , causes field of view shielding, as shown in Figure 3 at the shielding angle θ _s .

Then, in step S12 , the processor 130 dynamically defines a blind spot area around the vehicle V according to the corner information from the first sensor 110 and the predetermined information determined by itself. As mentioned above, during the turning process of the vehicle V, the second sensor 120 is likely to receive the unexpected echo of the interference detection result, so the processor 130 considers the dynamic corner information and the static corner information together in step S12. The predetermined information is used to define a variable blind spot area, so as to filter the echo results detected outside the variable blind spot area, so as to eliminate unexpected echoes that interfere with the detection results.

Next, in step S13 , the processor 130 receives a sensing signal of an object around the vehicle V from the second sensor 120 and determines whether the object is located in the blind spot area. Specifically, the processor 130 judges whether it falls in a variable blind spot area according to the position signal (for example, a coordinate) of objects around the vehicle V reported by the second sensor 120 , thereby completing the detection of the blind spot area.

After the detection of the blind spot area is completed, if the processor 130 determines that an object exists in the constructed blind spot area, a warning prompting step represented by step S14 may be performed subsequently. In step S14, when the processor 130 determines that there is an object in the aforementioned blind spot area, it can activate a warning device 140 to send an alarm signal to the driver of the vehicle V to warn the driver, thereby preventing traffic accidents. On the contrary, if the processor 130 judges that there is no object in the constructed blind spot area, then return to step S10 to obtain the rotation angle information of the second vehicle body V2 relative to the first vehicle body V1 during the driving of the vehicle V. In one embodiment, the warning device 140 may be a device pre-assembled on the vehicle V to provide warning sounds or warning lights. Alternatively, in another embodiment, the warning device can also be a device that is not installed on the vehicle, such as a driver's electronic device (such as a smart phone, a tablet computer, a smart wearable device or a wireless earphone) that maintains communication with the processor 130. etc.), another example is a road safety warning device and equipment (infrastructure) (so-called V2I) that maintains communication with the processor 130, etc., and sends an alarm signal to the driver in the form of remote notification.

4A to 4B illustrate a schematic diagram of a scenario in which the blind spot detection method and system according to an embodiment of the present disclosure are applied to a vehicle V. FIGS. 5A to 5C are schematic diagrams illustrating another scenario in which the blind spot detection method and system are applied to a vehicle V according to an embodiment of the present disclosure. FIGS. 6A to 6C are schematic diagrams illustrating another scenario in which the blind spot detection method and system according to the disclosed embodiments are applied to a vehicle V. Referring to FIG. 7A to 7B are schematic diagrams illustrating another scenario where the blind spot detection method and system according to an embodiment of the present disclosure are applied to a vehicle. The present disclosure takes four possible scenarios as examples for illustration, but the method and system for detecting blind spots in the embodiments of the present disclosure are not limited to be applicable only to these scenarios.

In the situation shown in Figures 4A to 4B, the width W ₁ of the first vehicle body V1 of the vehicle V is equal to the width W ₂ of the second vehicle body V2, and the second sensor 120 is disposed on the first vehicle body V On the side, there is no shading angle for the second sensor 120 at this time; the maximum sensing range θ _m of the second sensor 120 is preset to be 180 degrees. Figure 4A shows the state of the vehicle V running straight. At this time, due to the existence of no shading angle, the second sensor 120 will not sense the echo directly reflected from the structure of the second vehicle body V2 itself. Therefore, there is no need to change the sensing range of the second sensor 120 . However, Figure 4B shows the driving state of the vehicle V turning (that is, the turning angle Φ is greater than 0∘). At this time, the partial structure of the second vehicle body V2 is located within the maximum detectable range θ _m of the second sensor 120 , the sensing range of the second sensor 120 will receive the echo directly reflected from the structure of the second vehicle body V2 itself, so it is necessary to filter the signal in the sensing range of the second sensor 120 to avoid interfering with the detection results . Therefore, it is necessary to set the boundary line of the vehicle wall of the second vehicle body V as the blind spot detection boundary B of the second sensor 120 through the processor 130 to form the blind spot area Z11, so that the filter falls outside the range of the blind spot area Z11 (such as in the filter Echo signal in area Z12). By the above mechanism, the blind spot area around the vehicle V is dynamically defined.

In the situations shown in Figures 5A to 5C, the width W ₁ of the first vehicle body V1 of the vehicle V is smaller than the width W ₂ of the second vehicle body V2, and the second sensor 120 is disposed on the side of the first vehicle body V On the other hand, at this time, the shading angle θ _s of the second sensor 120 is generated (that is, the shading angle θ _s >0); the maximum sensing range θ _m of the second sensor 120 is preset to be 180 degrees. In Fig. 5A, the straight-line driving state of the vehicle V is shown. At this time, the partial structure of the second vehicle body V2 is located within the maximum detectable range θ _m of the second sensor 120, and the second sensor 120 will The echo directly reflected from the structure of the second vehicle body V2 is continuously sensed. Therefore, the oblique line I extending from the second sensor 120 according to the shielding angle _θs needs to be set as the blind spot detection boundary of the second sensor 120 through the processor 130 to form the blind spot area Z21, thereby limiting the second sensing The sensing range of the device 120 is limited to prevent detection falling within the range of the shielding area Z22. In Fig. 5B, the driving state of the vehicle V making a turn smaller than the shielding angle θ _s (that is, the turning angle Φ<the shielding angle θ _s ), at this time, the turning angle Φ is not greater than the shielding angle θ _s , so that the second vehicle body The structure of V2 itself still falls within the range of the shielding area Z22 , so it will not cause echo interference to the second sensor 120 . Therefore, the processor 130 still maintains the oblique line I as the blind spot detection boundary of the second sensor 120 to define the blind spot area Z21. As for, in Figure 5C, the driving state of the vehicle V making a turn larger than the shielding angle θ _s (that is, the turning angle Φ>the shielding angle θ _s ), at this time, the turning angle Φ is already greater than the shielding angle θ _s , so that the second vehicle Part of the structure of the body V2 is beyond the scope of the shielding area Z22 , which will cause echo interference to the second sensor 120 . Therefore, it is necessary to set the boundary line of the vehicle wall of the second vehicle body V as the blind spot detection boundary B of the second sensor 120 through the processor 130 to change the blind spot area, so as to filter the vehicles falling outside the range of the changed blind spot area Z21' echo signal. By the above mechanism, the blind spot area around the vehicle V is dynamically defined.

In the situations shown in Figures 6A to 6C, the width W ₁ of the first vehicle body V1 of the vehicle V is smaller than the width W ₂ of the second vehicle body V2, and the second sensor 120 is disposed on the first vehicle body V side, thus having a shading angle θ _s for the second sensor 120 (that is, shading angle θ _s >0∘); the maximum sensing range θ _m of the second sensor 120 is preset to be less than 180 degrees (ie the maximum detectable range θ _m <180∘) and the blind spot detection boundary B is set as an oblique line I extending according to the shielding angle θ _s to form the blind spot area Z31. In Figure 6A, the vehicle V is in a straight-line driving state. At this time, because the second vehicle body V2 falls outside the maximum detectable range θ _m of the second sensor 120, the second sensor 120 does not The echo directly reflected from the structure of the second vehicle body V2 will be sensed, so the echo interference to the second sensor 120 will not be caused. Figure 6B shows the driving state of the vehicle V making a turn smaller than the shielding angle θ _s (that is, the turning angle Φ<the shielding angle θ _s ). The maximum sensing range θ _m of the second sensor 120 is outside, so the echo interference to the second sensor 120 will not be caused. Therefore, the processor 130 still uses the oblique line I as the blind spot detection boundary B of the second sensor 120 to define the blind spot area Z31 . As for, in Fig. 6C, the driving state of the vehicle V making a turn larger than the shielding angle θ _s (that is, the turning angle Φ>the shielding angle θ _s ), at this time, the turning angle Φ is already greater than the shielding angle θ _s , so that the second vehicle The partial structure of the body V2 has entered the preset sensing range of the second sensor 120 , thus causing echo interference to the second sensor 120 . Therefore, it is necessary to set the boundary line of the vehicle wall of the second vehicle body V as the blind spot detection boundary B of the second sensor 120 through the processor 130 to redefine the blind spot area, so as to filter out the range of the changed blind spot area Z31' (such as in the filter area Z32) echo signal. By the above mechanism, the blind spot area around the vehicle V is dynamically defined.

In the situation shown in Figures 7A to 7B, the width W ₁ of the first vehicle body V1 of the vehicle V is smaller than the width W ₂ of the second vehicle body V2, and the second sensor 120 is installed on the first vehicle body through the platform structure P. The body V is flush with the vehicle wall of the second vehicle body V2, so there is no shielding angle θ _s for the second sensor 120; the maximum sensing range θ _m of the second sensor 120 is preset to 180 Spend. In Figure 7A, the vehicle V is running in a straight line. At this time, because there is no shielding angle θ _s , the second sensor 120 will not receive echoes directly reflected from the structure of the second vehicle body V2 itself. , so there is no need to change the sensing range of the second sensor 120 . In Fig. 7B, the driving state of the vehicle V turning (that is, the turning angle Φ is greater than 0), at this time, the partial structure of the second vehicle body V2 is located within the maximum detectable range θ _m of the second sensor 120, The second sensor 120 will sense the echo directly reflected from the structure of the second vehicle body V2 itself, so it is necessary to filter the signal in the sensing range of the second sensor 120 to avoid disturbing the detection result. Therefore, it is necessary to set the boundary line of the vehicle wall of the second vehicle body V as the blind spot detection boundary of the second sensor 120 through the processor 130 to form the blind spot area Z41, so as to filter out the blind spot area Z41 (such as in the filter area) Z42) echo signal. By the above mechanism, the blind spot area around the vehicle V is dynamically defined.

…………………….(1) FIG. 8 is a schematic diagram of blind spot areas defined in the blind spot detection method/system according to an embodiment of the present disclosure. Taking the half-width position of the front end of the first vehicle body V1 as the reference point O, the blind spot area in the embodiment of the present disclosure is defined by the blind spot detection boundary B according to the following inequality (1):

…………………….(1)

為第二感測器120與第二車體V2之間的最小值(即最短距離)，

為第二感測器120與第二車體V2之間的最短距離

之位置

(x,y)相對於參考點O的x座標值，

為第二感測器120與第二車體V2之間的最短距離

之位置

(x,y)相對於參考點O的y座標值。轉角Ф為可由車輛V上的角度感測器(例如第一感測器110)隨車輛行駛期間獲取之轉角資訊，因此若確定出轉角Ф和位置

，即可確立如上的盲點偵測邊界B之不等式(1)。 in,

is the minimum value (ie the shortest distance) between the second sensor 120 and the second vehicle body V2,

is the shortest distance between the second sensor 120 and the second vehicle body V2

the location of

(x,y) relative to the x coordinate value of the reference point O,

is the shortest distance between the second sensor 120 and the second vehicle body V2

the location of

(x,y) The y coordinate value relative to the reference point O. The rotation angle Φ is the rotation angle information that can be obtained by the angle sensor (such as the first sensor 110 ) on the vehicle V during the driving of the vehicle. Therefore, if the rotation angle Φ and the position are determined

, the above inequality (1) of the blind spot detection boundary B can be established.

Thus, the processor 130 converts the position of the objects around the vehicle V into (x, y) coordinates relative to the reference point O by receiving the reported position of the second sensor 120 and substituting it into the inequality (1) Judgment is satisfied. If the inequality (1) is satisfied, it means that the object does not fall in the blind spot area Z in the embodiment of the present disclosure, and is the object of the interference detection result that needs to be filtered. On the contrary, if the inequality (1) is not satisfied, it means that the object falls in the blind spot area Z in the embodiment of the present disclosure, and the warning prompt step of the aforementioned step S14 can be performed subsequently. In this way, the blind spot detection boundary B can be used to assist the lack of radar sensors (that is, the inability to effectively and directly distinguish between actual reflections and virtual reflections), so that the detection of blind spot areas can be more accurately detected.

In summary, the present disclosure provides a blind spot detection method and system applicable to a vehicle to dynamically define a vehicle by considering both dynamic information such as corner information and static information such as predetermined information related to the vehicle and/or sensors The surrounding blind spot area is used to make the detection result of the sensor more accurate, thereby improving the blind spot detection performance.

To sum up, although the present disclosure has been disclosed above with embodiments, it is not intended to limit the present disclosure. Those with ordinary knowledge in the technical field to which this disclosure belongs may make various changes and modifications without departing from the spirit and scope of this disclosure. Therefore, the scope of protection of this disclosure should be defined by the scope of the appended patent application.

(x,y):位置

:距離 I:斜線 O:參考點 P:平台結構 S:盲點偵測方法 S10~S14:步驟 V:車輛 V1:第一車體 V2:第二車體 W ₁,W ₂:寬度 Z11,Z21,Z21’,Z31,Z31’,Z41:盲點區域 Z12,Z32,Z42:過濾區域 Z22:遮蔽區域 θ _m:最大感測範圍 θ _s:遮蔽角 Ф:轉角 100: blind spot detection system 110: first sensor 120: second sensor 130: processor 140: warning device a1, a2: longitudinal axis B: blind spot detection boundary

(x,y): position

: distance I: oblique line O: reference point P: platform structure S: blind spot detection method S10~S14: step V: vehicle V1: first car body V2: second car body W ₁ , W ₂ : width Z11, Z21, Z21', Z31, Z31', Z41: blind spot area Z12, Z32, Z42: filtering area Z22: shielding area θ _m : maximum sensing range θ _s : shielding angle Ф: turning angle

FIG. 1 shows a flowchart of a blind spot detection method according to an embodiment of the present disclosure; FIG. 2 shows a block diagram of a blind spot detection system according to an embodiment of the present disclosure; FIG. 3 shows a schematic top view of a blind spot detection method and system applied to a vehicle according to an embodiment of the present disclosure; 4A to 4B illustrate a schematic diagram of a scenario in which the blind spot detection method and system according to an embodiment of the present disclosure are applied to a vehicle; FIGS. 5A to 5C illustrate another scenario where the blind spot detection method and system according to the disclosed embodiments are applied to a vehicle; FIGS. 6A to 6C illustrate another schematic diagram of a blind spot detection method and system applied to a vehicle according to an embodiment of the present disclosure; FIGS. 7A to 7B illustrate another scenario in which the blind spot detection method and system according to the disclosed embodiments are applied to a vehicle; and FIG. 8 is a schematic diagram of blind spot areas defined in the blind spot detection method according to an embodiment of the disclosure.

S: Blind spot detection method

S10~S14: steps

Claims (20)

A blind spot detection method for a vehicle comprising a first vehicle body and a second vehicle body towed by the first vehicle body, the blind spot detection method comprising: Acquiring a rotation angle information of the second vehicle body relative to the first vehicle body by a first sensor while the vehicle is running; determining a predetermined information related to the vehicle and/or a second sensor; dynamically defining a blind spot area around the vehicle according to the corner information and the predetermined information; A sensing signal of an object around the vehicle is received from the second sensor to determine whether the object is located in the blind spot area. The blind spot detection method as described in claim 1, wherein the blind spot detection method further includes: When it is judged that the object is located in the blind spot area, a warning device is activated. The blind spot detection method according to claim 1, wherein the step of determining the predetermined information related to the vehicle and/or the second sensor comprises: A size information of the first vehicle body and the second vehicle body is determined. The blind spot detection method according to claim 3, wherein the size information is the width of the first vehicle body and the second vehicle body, and when the width of the first vehicle body is smaller than the width of the second vehicle body, the The predetermined information further includes information of a shading angle caused by the second vehicle body to the second sensor. The blind spot detection method according to claim 1, wherein the step of determining the predetermined information related to the vehicle and/or the second sensor comprises: A position information of the sensor installed on the vehicle is determined. The blind spot detection method as claimed in claim 5, wherein the location information is a location where the second sensor is installed on the first vehicle body. The blind spot detection method according to claim 1, wherein the step of determining the predetermined information related to the vehicle and/or the second sensor comprises: A sensing performance information of the second sensor is determined. The blind spot detection method as claimed in claim 7, wherein the sensing performance information is a maximum sensing range of the second sensor. The blind spot detection method according to claim 1, wherein the step of determining the predetermined information related to the vehicle and/or the second sensor comprises: determining a size information of the first vehicle body and the second vehicle body; determining a position information of the second sensor installed on the vehicle; and A sensing performance information of the second sensor is determined. The blind spot detection method as described in claim 9, wherein the size information of the first vehicle body and the vehicle body includes the vehicle body widths of the first vehicle body and the second vehicle body, when the second sensor is determined When installed on the first vehicle body and the width of the first vehicle body is smaller than the width of the second vehicle body, the blind spot detection method further includes: Determining a shading angle information caused by the second vehicle body to the second sensor; and The blind spot area is dynamically defined according to the corner information, the size information, the location information, the sensing performance information and the shading angle information. A blind spot detection system for a vehicle comprising a first vehicle body and a second vehicle body towed by the first vehicle body, the blind spot detection system comprising: A first sensor is used to obtain a rotation angle information of the second vehicle body relative to the first vehicle body during the running of the vehicle; a second sensor for sensing an object approaching the vehicle; A processor, in communication with the first sensor and the second sensor, the processor is used to determine a predetermined information related to the vehicle and/or the second sensor; according to the corner information and the predetermined information to dynamically define a blind spot area around the vehicle; and receiving a sensing signal of the object from the second sensor to determine whether the object is located in the blind spot area. The blind spot detection system as claimed in claim 11, wherein when the processor determines that the object is located in the blind spot area, a warning device is activated. The blind spot detection system of claim 11, wherein the processor determining the predetermined information related to the vehicle and/or the second sensor includes determining a size of the first vehicle body and the second vehicle body Information. The blind spot detection system according to claim 13, wherein the size information includes the widths of the first vehicle body and the second vehicle body, and when the width of the first vehicle body is smaller than the width of the second vehicle body, the The processor further determines a shading angle information caused by the second vehicle body to the second sensor. The blind spot detection system as claimed in claim 11, wherein determining the predetermined information related to the vehicle and/or the second sensor by the processor includes determining a position where the second sensor is mounted on the vehicle Information. The blind spot detection system as claimed in claim 15, wherein the location information includes a location where the second sensor is installed on the first vehicle body. The blind spot detection system as claimed in claim 11, wherein the processor determining the predetermined information related to the vehicle and/or the second sensor comprises determining a sensing performance information of the second sensor. The blind spot detection system as claimed in claim 17, wherein the sensing performance information includes a maximum sensing range of the second sensor. The blind spot detection system as recited in claim 11, wherein the processor determining the predetermined information related to the vehicle and/or the second sensor includes determining a relationship between the first vehicle body and the second vehicle body Size information, a location information of the second sensor installed on the vehicle, and a sensing performance information of the second sensor. The blind spot detection system as claimed in claim 19, wherein the size information of the first vehicle body and the second vehicle body includes the vehicle body widths of the first vehicle body and the second vehicle body, when the processor determines the When the second sensor is installed on the first vehicle body and the width of the first vehicle body is smaller than the width of the second vehicle body, the processor is more sure that the second sensor is caused by the second vehicle body A shading angle information, and dynamically define the blind spot area according to the corner information, the size information, the position information, the sensing performance information and the shading angle information.

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