Method and apparatus for controlling an actuatable protection device with off-road and roll-over detection

Abstract

A method for controlling the actuation of an actuable restraint in response to a vehicle rollover event includes detecting whether the vehicle (12) is engaged in off-road driving. The method further includes determining whether the vehicle (12) is experiencing a rollover event (99), which, if the vehicle is engaged in on-road driving, would guarantee the actuation of the actuable restraint (20). The method further includes actuating the actuable restraint (20) in response to determining that a roll acceleration (D RATE) of the vehicle (20) indicates that the roll event is continuing. A vehicle safety system (10) includes an actuable restraint and a controller (50) configured to control the actuation of the actuable restraint according to the method.

Description

Technical Field

[0001] The present invention relates to a method and apparatus for controlling an actuable occupant protection device for a vehicle, and more particularly to a method and apparatus for controlling the protection device in response to a rollover event under both normal and off-road driving conditions. Background Technology

[0002] Vehicle safety systems include a central control unit, sometimes called the airbag control unit (“ACU”), which uses sensors located locally and remotely to detect the occurrence of a collision event involving the vehicle and determine whether these events warrant the activation of actuable restraints such as airbags and seatbelt retractors. The sensors used by the ACU may include accelerometers and other sensors such as impact sensors, seatbelt buckle switches, seat pressure switches, steering angle sensors, etc. Using data from these sensors, the ACU can determine that a vehicle collision event has occurred and can execute a discrimination algorithm to classify the collision event into a specific type. The ACU can then actuate actuable restraints based on the specific type of collision event.

[0003] For vehicle safety systems, it is necessary to identify the various impact events a vehicle may be involved in. "Identifying" an impact event may mean classifying it into a specific type and distinguishing it from other types. If a vehicle safety system can identify or classify an impact event into a specific type, it can actuate actuable restraints in a manner tailored to that specific type of impact event. The term "impact event" as used here can be used to encompass a wide range of events involving a vehicle. For example, an impact event can be a collision or impact where the vehicle collides, impacts, or otherwise engages with different types of structures. These impact events can be collisions with deformable obstacles (such as another vehicle) or collisions with non-deformable obstacles (such as trees or utility poles). As another example, impact events can also involve events such as rollover events, where the vehicle impact is caused by the vehicle rolling over. Rollover incidents may be caused by a vehicle skidding and hitting a curb, sliding down the side of the road along an embankment or ditch, or otherwise moving away from the side of the road, or sliding up a slope (such as an incline) or otherwise moving away from the side of the road.

[0004] Vehicle safety systems can be configured or adapted to distinguish between events requiring the deployment of actuated restraints (“deployment events”) and events not requiring the deployment of actuated restraints (“non-deployment events”). Impact determination requires identifying the type of event, such as deformable obstacles, non-deformable obstacles, frontal impacts, rearal impacts, side impacts, tilting impacts, offset impacts, rollovers, etc. Impact determination also requires determining the severity of the impact and implementing a safety function, which serves as a check to ensure that actuated restraints are deployed safely.

[0005] In summary, it should be understood that the actuation and timing of actuable restraints in a safety system can be controlled in response to the type and / or severity of a collision event involving the vehicle. To determine which occupant protection device is actuated in response to a sensed collision event, the safety system can implement a collision assessment process to determine the type of collision event. If the identified collision event reaches or exceeds a severity threshold, and the safety function agrees, the actuable restraints can be actuated in a manner appropriate to the determined event type.

[0006] Over the years, safety standards have been continuously revised and updated to "push the limits" when it comes to vehicle safety. Therefore, to keep up with these standards, automakers have been forced to constantly improve the safety of their products. As standards become increasingly stringent, safety systems have adapted, becoming more complex and robust. Advances in vehicle safety systems have revealed that crash classification is one of the key aspects helping to determine system effectiveness. If a safety system can accurately and robustly identify crash scenarios defined by safety standards, it can take tailored actions to produce optimal results for the occupants involved in the accidents targeted by that standard.

[0007] While vehicle safety systems have been developed to distinguish between various impact events, there remains a continuing need for further classification and differentiation of impact events so that vehicle safety systems can take appropriate response actions. Rollover events are among the impact events that require differentiation.

[0008] In response to a rollover event, it may be necessary to activate safety devices such as side airbags (curtain airbags, chest airbags) and / or seat belt pretensioners. Rollover events can occur in a variety of scenarios. For example, a vehicle may lose control, skid off the road, land on nearby grass / soil, slide down an embankment, slide into a ditch, or slide up a ramp or slope. As another example, a vehicle may lose control and skid onto a lower obstacle, such as a curb. In any of these scenarios, the magnitude of the resulting rollover event may warrant the activation of one or more vehicle safety devices.

[0009] Some vehicles are designed for practical off-road use or recreational purposes. During off-road use, vehicles may be susceptible to sudden movement, abrupt or sudden starts / stops, steep angles, and violent swaying in all directions. However, during certain off-road passages and in the initial stages of a rollover event, vehicle movement can be detected by vehicle safety systems, and partial rollovers may share similarities, leading to similar signals to sensors and potentially causing unintended activation of safety devices. A method is needed to further differentiate between off-road non-rollover events and actual rollover events. Summary of the Invention

[0010] According to one aspect, a vehicle safety system includes an actuable restraint and a controller. The actuable restraint is used to help protect vehicle occupants, and the controller is used to control the actuable restraint in response to a vehicle rollover event. The controller is configured to perform an off-road detection metric configured to determine whether the vehicle is operating under normal use or off-road use conditions. The controller is also configured to perform a rollover discrimination metric configured to discriminate the occurrence of a rollover event in response to a vehicle roll rate (R_RATE) having a magnitude exceeding one or more predetermined roll rate thresholds. In response to determining that the vehicle is operating under normal use conditions, the controller is further configured to perform a normal rollover deployment algorithm to detect a vehicle rollover in response to the rollover discrimination metric determining a rollover event. In response to determining that the vehicle is operating under off-road use conditions, the controller is further configured to perform an off-road rollover deployment algorithm to detect a vehicle rollover in response to the rollover discrimination metric determining a rollover event.

[0011] On the other hand, either alone or in combination with any other aspect, the off-road detection metric can be configured to evaluate the vehicle roll angle (R_ANGLE) over time to determine whether the vehicle is operating under normal use or off-road use.

[0012] According to another aspect, either alone or in combination with any other aspect, the off-road detection metric can be configured to determine off-road use in response to the rollover discrimination metric not entering the reset box when the vehicle roll angle exceeds the upper roll threshold indicating a positive roll angle and the lower roll threshold indicating a negative roll angle.

[0013] According to another aspect, either alone or in combination with any other aspect, the off-road rollover deployment algorithm can be configured to classify rollover events in response to the activation of a general safety function and / or a specific rollover classification algorithm, and to detect vehicle rollover when the rollover discrimination metric crosses the off-road rollover threshold.

[0014] According to another aspect, either alone or in combination with any other aspect, the off-road rollover deployment algorithm can be configured to detect vehicle rollover events in response to all of the following conditions being met: the rollover discrimination metric exceeds a rollover threshold for classifying a specific type of rollover event; the rollover classification algorithm classifies rollover events that match the specific type of rollover identified by the rollover discrimination metric; and the roll acceleration (D_RATE) metric remains above a predetermined D_RATE threshold.

[0015] According to another aspect, either alone or in combination with any other aspect, a specific type of rollover event can be one of the following: slope rollover event, ditch rollover event, soft soil rollover event, medium soil rollover event, and hard soil / curb rollover event.

[0016] Alternatively, either alone or in combination with any other aspect, the rollover classification algorithm can be configured to reset the classification in response to the rollover discrimination metric crossing a reset threshold or the vehicle roll angle (R_ANGLE) being equal to zero.

[0017] According to another aspect, either alone or in combination with any other aspect, the rollover classification algorithm can be configured to classify rollover events in response to the following conditions: • The lateral Y-axis acceleration (AMA_Y) metric exceeds a predetermined threshold, where the lateral Y-axis acceleration (AMA_Y) metric plots the relationship between AMA_Y and the roll angle (R_ANGLE); • The vertical Z-axis acceleration (AMA_Z) metric exceeds a predetermined threshold, where the vertical Z-axis acceleration (AMA_Z) metric plots the relationship between AMA_Z and the roll angle (R_ANGLE); • The roll rate (R_RATE) metric exceeds a predetermined threshold, where the roll rate (R_RATE) metric plots the relationship between R_RATE and the roll angle (R_ANGLE); • The roll acceleration (D_RATE) metric exceeds a predetermined threshold, where the roll acceleration (D_RATE) metric plots the relationship between D_RATE and the roll angle (R_ANGLE).

[0018] Depending on the other aspect, either alone or in combination with any other aspect, the D_RATE metric may include predetermined thresholds for identifying soft soil rollover events, medium soil rollover events, and hard soil / curb rollover events.

[0019] According to another aspect, either alone or in combination with any other aspect, rollover deployment algorithms can typically be configured to detect vehicle rollovers by classifying rollover events in response to a rollover discrimination metric and a specific rollover classification algorithm.

[0020] According to another aspect, either alone or in combination with any other aspect, a typical rollover deployment can be configured to perform at least one of the following: • determining that a typical rollover event has occurred in response to a rollover discrimination metric exceeding a typical threshold and a typical safety function being enabled; • determining that a slope rollover event has occurred in response to a rollover discrimination metric exceeding a slope threshold and a slope classification algorithm being enabled; • determining that a ditch rollover event has occurred in response to a rollover discrimination metric exceeding a ditch threshold and a ditch classification algorithm being enabled; • determining that a hard soil / curb rollover event has occurred in response to a rollover discrimination metric exceeding a hard soil / curb threshold and a hard soil / curb classification algorithm being enabled; • determining that a medium soil rollover event has occurred in response to a rollover discrimination metric exceeding a medium soil threshold and a medium soil classification algorithm being enabled; • determining that a soft soil rollover event has occurred in response to a rollover discrimination metric exceeding a soft soil threshold and a soft soil classification algorithm being enabled.

[0021] According to another aspect, either alone or in combination with any other aspect, the vehicle safety system may further include: an accelerometer for sensing the vehicle's lateral Y-axis acceleration and providing a signal indicating the sensed lateral Y-axis acceleration (AMA_Y); an accelerometer for sensing the vehicle's vertical Z-axis acceleration and providing a signal indicating the sensed vertical Z-axis acceleration (AMA_Z); and a roll sensor for sensing the vehicle's roll value and providing a signal indicating the sensed roll value. The controller can be configured to use the signals provided by the accelerometer and roll rate sensor to perform off-road detection metrics, rollover discrimination metrics, general rollover deployment algorithms, and off-road rollover deployment algorithms.

[0022] According to another aspect, alone or in combination with any other aspect, the actuable restraint may include at least one of the following: seat belt anchor pretensioner, seat belt retractor pretensioner, curtain airbag, chest airbag, and side airbag.

[0023] According to another aspect, a method for controlling the actuation of an actuable constraint in response to a vehicle rollover event includes detecting whether the vehicle is engaged in off-road driving. The method further includes determining, if the vehicle is engaged in on-road driving, whether the vehicle is experiencing a rollover event, which would guarantee the actuation of the actuable constraint. The method also includes actuating the actuable constraint in response to determining that the vehicle's roll acceleration (D_RATE) indicates that the roll event is continuing.

[0024] Alternatively, either alone or in combination with any other aspect, detecting whether a vehicle is engaged in off-road driving may include evaluating the vehicle roll angle (R_ANGLE) over time, and determining that the vehicle is engaged in off-road driving in response to R_ANGLE crossing the upper roll threshold indicating a positive roll angle and the lower roll threshold indicating a negative roll angle and the rollover discrimination metric not entering the reset box.

[0025] On the other hand, determining whether a vehicle is experiencing a rollover event, either alone or in combination with any other aspect, may include evaluating a rollover discrimination metric to determine whether the rollover discrimination metric exceeds a rollover threshold. The rollover discrimination metric plots the relationship between the roll angle (R_ANGLE) and the roll rate (R_RATE).

[0026] Alternatively, determining whether a vehicle is experiencing a rollover event, either alone or in combination with any other aspect, may also include evaluating a rollover classification algorithm to determine the occurrence of a specific type of rollover event.

[0027] According to another aspect, either alone or in combination with any other aspect, evaluating the rollover classification algorithm may include: • evaluating whether the lateral Y-axis acceleration (AMA_Y) metric exceeds a predetermined threshold, wherein the lateral Y-axis acceleration (AMA_Y) metric plots the relationship between AMA_Y and the roll angle (R_ANGLE); • evaluating whether the vertical Z-axis acceleration (AMA_Z) metric exceeds a predetermined threshold, wherein the vertical Z-axis acceleration (AMA_Z) metric plots the relationship between AMA_Z and the roll angle (R_ANGLE); • evaluating whether the roll rate (R_RATE) metric exceeds a predetermined threshold, wherein the roll rate (R_RATE) metric plots the relationship between the roll rate and the roll angle (R_ANGLE); • evaluating whether the roll acceleration (D_RATE) metric exceeds a predetermined threshold, wherein the roll acceleration (D_RATE) metric plots the relationship between D_RATE and the roll angle (R_ANGLE).

[0028] According to another aspect, either alone or in combination with any other aspect, a specific type of rollover event can be one of the following: slope rollover event, ditch rollover event, soft soil rollover event, medium soil rollover event, and hard soil / curb rollover event.

[0029] According to another aspect, either alone or in combination with any other aspect, a vehicle safety system may include an actuable constraint and a controller, the controller being configured to control the actuation of the actuable constraint according to the methods described above(multiple). Attached Figure Description

[0030] The foregoing and other features and advantages of the invention will become apparent to those skilled in the art when considering the following description and drawings, wherein:

[0031] Figure 1 This is a schematic diagram of a vehicle and the signals obtained from the sensor architecture deployed in the vehicle.

[0032] Figure 2 This is a block diagram illustrating the vehicle's safety system.

[0033] Figure 3 It is a block diagram illustrating the measurement calculations implemented in the vehicle safety system.

[0034] Figure 4 This is a logic diagram illustrating the deployment algorithm implemented in a vehicle safety system for detecting rollover events and deploying safety devices in response to the detection of rollover events.

[0035] Figure 5 This is a diagram illustrating the discriminant metrics implemented in a vehicle safety system, which include thresholds used to determine when a rollover event occurs.

[0036] Figure 6 This is a diagram illustrating the off-road detection metrics implemented in the vehicle safety system.

[0037] Figure 7 It is a diagram illustrating the safety metrics implemented in a vehicle safety system.

[0038] Figure 8 This is a block diagram illustrating the classification and measurement of hill-end rollover events implemented in a vehicle safety system.

[0039] Figure 9 This is a block diagram illustrating the classification and measurement of ditch rollover events implemented in the vehicle safety system.

[0040] Figure 10 This is a block diagram illustrating the classification metrics for soft soil rollover events implemented in vehicle safety systems.

[0041] Figure 11 This is a block diagram illustrating the classification and measurement of rollover events implemented in the vehicle safety system.

[0042] Figure 12 This is a block diagram illustrating the classification metrics for hard soil / curb rollover events implemented in vehicle safety systems.

[0043] Figure 13 This is a diagram illustrating the discriminant metric implemented in a vehicle safety system based on D-Rate threshold rollover detection features, which includes a threshold for determining when a rollover event occurs.

[0044] Figure 14 This is a diagram illustrating the D-Rate threshold measurement implemented in vehicle safety systems. Detailed Implementation

[0045] This invention relates to a vehicle safety system that implements a rollover detection algorithm, which can identify and classify rollover events. The rollover detection algorithm also detects the vehicle's off-road use and adjusts or switches certain aspects of the rollover detection in response to the detected off-road use.

[0046] Because this invention relates to the discrimination of rollover events, the vehicle safety system herein is shown and described as including multiple components and multiple algorithms required to implement these specific discrimination functions. Those skilled in the art will understand that the vehicle safety system may include components other than those shown and described herein, and may execute discrimination functions other than those shown and described herein.

[0047] refer to Figure 1 According to an example configuration, vehicle 12 includes a vehicle safety system 10, which includes a central control unit, referred to herein as an airbag control unit (ACU) 50. The ACU 50 is operated to actuate one or more actuable restraints 20, such as left / right seatbelt pretensioners (anchors and / or retractors), left / right curtain airbags, left / right chest airbags, and left / right side airbags. The ACU 50 can also be operated to control the actuation of other protective devices, such as front airbags and knee airbags.

[0048] The ACU 50 includes one or more sensors that, through operation, provide signals indicative of the vehicle's linear and / or angular acceleration and / or rate of movement relative to different vehicle axes in different directions. The sensors may be locally mounted in or on the ACU 50 itself, or may be located remotely to the ACU and interconnected with the ACU, for example, via wiring. These vehicle axes include an X-axis that extends longitudinally within the vehicle in the direction of forward / reverse travel. A Y-axis extends laterally within the vehicle, perpendicular to the X-axis. A Z-axis extends vertically within the vehicle, perpendicular to both the X and Y axes.

[0049] The X, Y, and Z axes are in Figure 1 The intersection is shown at ACU 50. This is because ACU 50 can include sensors for measuring the movement of vehicle 12 relative to the X, Y, and Z axes, i.e., acceleration. These movements are... Figure 1 The markings (+ / -) indicate whether the safety system 10 assigns a positive or negative sign to the motion along the axis. The ACU 50 may also include sensors for sensing rotation about the X-axis (i.e., pitch), rotation about the Y-axis (i.e., roll), and rotation about the Z-axis (i.e., yaw). The vehicle safety system 10 can utilize different combinations of these accelerations and / or rotations to detect certain vehicle conditions.

[0050] like Figure 1As shown, the vehicle safety system 10 can be configured to interpret motion along the X-axis as positive from front to back (acceleration) and negative from back to front (deceleration). Motion along the Y-axis can be interpreted as positive from right to left and negative from left to right. Motion along the Z-axis can be interpreted as positive downward and negative upward. The vehicle safety system 10 can also be configured to interpret the vehicle's rotational motion about the X-axis, i.e., roll, where left roll can be positive and right roll can be negative. The vehicle's rotational motion about the Y-axis, i.e., pitch, where forward / downward pitch can be positive and backward / upward pitch can be negative. The vehicle's rotational motion about the Z-axis, i.e., yaw, where left yaw (viewed from a forward-facing angle) can be positive and right yaw can be negative.

[0051] refer to Figure 2 For part of the purposes of the vehicle safety system 10 described herein, the ACU 50 utilizes an accelerometer 52 for sensing the vehicle's lateral (Y-axis) acceleration (ACU_Y), an accelerometer 54 for sensing the vehicle's vertical (Z-axis) acceleration (ACU_Z), and a roll rate sensor 62 for sensing the vehicle's roll rate value (ROLL), i.e., the roll rate about the vehicle's X-axis. While the vehicle safety system 10 may also include additional accelerometers and / or sensors for detecting other vehicle motions such as X-axis acceleration, pitch, and yaw, these values ​​are not implemented in the algorithms disclosed herein and therefore are not included in... Figure 2 As shown in the image.

[0052] It may be desirable to position the sensors on or near the respective axes, sensing vehicle motion along or around these axes. Since the sensors can be locally mounted on the ACU 50, it may be desirable to mount the ACU at or near the vehicle's center of gravity, through which the X, Y, and Z axes pass. However, the location of the ACU 50 at or near the vehicle's center of gravity is not critical; the ACU 50 can be located at other locations within the vehicle.

[0053] The hardware and software configurations for the ACU implemented in a vehicle safety system are known in the art. Therefore, a detailed description of the hardware configuration of the ACU 50 is unnecessary for those skilled in the art to understand and appreciate the vehicle safety system 10. Figure 1 The ACU 50 includes a central processing unit (CPU), such as a microcomputer, which is configured to receive signals ACU_Y, ACU_Z, ROLL from their respective sensors, perform vehicle measurement calculations 70 on these signals, and execute a rollover detection algorithm 80 using the calculated measurements.

[0054] The vehicle metrics calculated from 70 include: • Moving average of vehicle lateral Y-axis acceleration (AMA_Y); • Moving average of vehicle vertical Z-axis acceleration (AMA_Z); • Vehicle roll differential rate, i.e., roll acceleration (D_RATE); • Vehicle roll rate (R_RATE); • Vehicle roll rate² (R_RATE2); • Vehicle roll angle (R_ANGLE).

[0055] The rollover detection algorithm 80 may include detection algorithms for a variety of different rollover events. These include: off-road rollover; normal rollover; slope rollover; ditch / embankment rollover; hard soil / curb rollover; medium soil rollover; and soft soil rollover. The rollover events detected by the vehicle safety system 10 can vary depending on a variety of factors, such as manufacturer requirements and / or industry standards for producing the vehicle.

[0056] Figure 3 This describes the vehicle measurement calculation 70 performed by ACU 50. Figure 2 The elements of the vehicle measurement calculation 70 shown are referred to here as “functions” executed internally by the ACU 50.

[0057] Side roll rate measurement The ACU 50 employs signal conditioning, including analog-to-digital conversion (ADC), to convert the ROLL, ACU_Y, and ACU_Z signals from various accelerometers into digital signals. The ACU can also perform track checking and bias adjustment. For example... Figure 3 As shown, the digitized and biased roll ratio ROLL is passed to a high-pass filter (HPF) function 104, which can be selected, for example, to have a time constant that causes the filter function to be reset after a predetermined time period (e.g., T = 8 seconds). The high-pass filtered roll ratio ROLL generated at HPF function 104 is passed to a low-pass filter (LPF) function 106, which generates a roll ratio metric R_RATE, which has a value indicating the vehicle roll ratio (i.e., angular velocity), in the rollover detection algorithm 80 (see...). Figure 2 The R_RATE signal is passed to the Integral High-Pass Filter (IHPF) function 110, which includes an integrator function and a dual-time-constant high-pass filter function. The IHPF function 110 integrates the R_RATE signal to produce a value indicating a defined relative roll angle of the vehicle. The IHPF function 110 also performs a high-pass filter on the R_RATE signal. The IHPF function 110 generates the metric R_ANGLE, which is implemented in the rollover detection algorithm 80 (see [link to algorithm 80]). Figure 2 ).

[0058] R_ANGLE indicates the vehicle's normalized roll angle, which is a measurement of the vehicle's relative angular rotation in response to a sensed roll rate. The IHPF function 110 can reset R_ANGLE based on the time constant of the high-pass filter function, such that R_ANGLE provides an indication of angular rotation during the period when the detected roll rate occurs. Therefore, R_ANGLE may not indicate the vehicle's actual angular orientation relative to the ground. Thus, the determination of vehicle rollover conditions does not depend on the determination of the vehicle's initial angular orientation relative to the ground or road.

[0059] The high-pass filtered roll rate ROLL generated in HPF function 104 is also passed to moving average function 120, and then to moving average function 122. For example, each moving average function 120, 122 can be adjustable to select the number of samples, such as 1-32 samples. Moving average functions 120, 122 smooth the change in roll rate, producing a metric R_RATE 2, which is implemented in rollover discrimination algorithm 80 (see...). Figure 2 ).

[0060] R_RATE 2 is provided to the difference function 124, in which the difference between the current sample and the previous sample is compared. This produces the differential roll rate metric D_RATE, which indicates the rate of change of the roll rate, i.e., acceleration. This roll acceleration D_RATE is the angular acceleration of the vehicle about the vehicle's X-axis. The roll acceleration D_RATE is implemented in the rollover detection algorithm 80 (see [link to algorithm]). Figure 2 ).

[0061] Lateral acceleration measurement like Figure 3 As shown, the digitized and biased lateral acceleration ACU_Y is passed to a high-pass filter (HPF) function 130. For example, the high-pass filter (HPF) function 130 may be selected to have a time constant that causes the filter function to be reset after a predetermined time period (e.g., T = 8 seconds). The high-pass filtered lateral acceleration ACU_Y generated at the HPF function 130 is passed to a low-pass filter (LPF) function 132. The low-pass filtered lateral acceleration ACU_Y value generated at the LPF function 132 is passed to moving average blocks 134 and 136, which generate lateral acceleration metrics ACU_Y_AMA and ACU_Y_AMA_SAFE, respectively. The number of samples included in each of the moving average functions 134 and 136 can be adjusted within a predetermined range, for example, 1-32 samples. ACU_Y_AMA and ACU_Y_AMA_SAFE are used in the rollover discrimination algorithm 80 (see...). Figure 2 The average lateral acceleration shift implemented in ).

[0062] Vertical acceleration measurement like Figure 3As shown, the digitized and biased vertical acceleration ACU_Z is passed to a high-pass filter (HPF) function 140. For example, the high-pass filter (HPF) function 140 may be selected to have a time constant that causes the filter function to be reset after a predetermined time period (e.g., T = 8 seconds). The high-pass filtered vertical acceleration ACU_Z generated at the HPF function 140 is passed to a low-pass filter (LPF) function 142. The low-pass filtered vertical acceleration ACU_Z value generated at the LPF function 142 is passed to moving average blocks 144 and 146, which generate vertical acceleration metrics ACU_Z_AMA and ACU_Z_AMA_SAFE, respectively. The number of samples included in each of the moving average functions 144 and 146 can be adjusted within a predetermined range, for example, 1-32 samples. ACU_Z_AMA and ACU_Z_AMA_SAFE are used in the rollover detection algorithm 80 (see...). Figure 2 The average vertical acceleration moving average implemented in ).

[0063] Deployment Algorithm Figure 4 The rollover deployment algorithm 150 implemented by the vehicle safety system 10 is described. In the example configuration shown here, the rollover deployment algorithm 150 is implemented in the ACU 50. In response to a detected rollover event, the rollover deployment algorithm 150 determines when to actuate or “trigger” the actuable constraint 20. The rollover deployment algorithm 150 advantageously implements off-road vehicle use detection, which is used to customize the response of the vehicle safety system 10 to various instances of the detected rollover event based on whether the vehicle 12 is used in an off-road manner. Thus, the rollover deployment algorithm 150 implements both the general rollover deployment algorithm 152 and the off-road rollover deployment algorithm 154. As explained below, the rollover deployment algorithm 150 utilizes the roll rate (R_RATE) to implement these off-road enhancements.

[0064] Roll detection Side-flip deployment algorithm 150 implements side-flip discrimination metric 160, such as... Figure 5 As shown in the diagram. Figure 5 As shown, the rollover discrimination metric 160 assesses the relationship between roll rate (R_RATE) and roll angle (R_ANGLE) to determine whether a rollover threshold is met. Figure 5As shown, the rollover discrimination metric 160 implements the following rollover thresholds: • Off-road rollover threshold; • Normal rollover threshold; • Slope rollover threshold; • Ditch rollover threshold; • Hard soil rollover threshold; • Medium soil rollover threshold; • Soft soil rollover threshold. However, the rollover discrimination metric 160 may implement additional thresholds, subsets of these thresholds, or combinations thereof. Once the normal threshold is exceeded, it is latched until R_RATE equals zero or the metric remains configurable within the reset box 162 for a continuously configurable period. All other thresholds are latched until R_ANGLE equals zero or the metric remains configurable within the reset box 162 for a continuously configurable period.

[0065] The rollover detection algorithm 160 implements the ability to identify various types of rollover events, which allow for the customization of thresholds that trigger the deployment of actuable constraints 20. Figure 5 The threshold determination describes left lateral tilt (i.e., tilt toward the driver's side) indicated by the positive values ​​of R_RATE and R_ANGLE. Right lateral tilt (i.e., tilt toward the passenger's side) is also shown as indicated by the values ​​of R_RATE and R_ANGLE in the opposite direction (i.e., the negative direction).

[0066] like Figure 5 As shown, the soft soil rollover classification has the lowest threshold for triggering the deployment of actuated restraints. The medium soil rollover classification has the second lowest threshold for triggering the deployment of actuated restraints, followed by hard soil, ditches, slopes, normal, and off-road. Although in Figure 4 The thresholds are shown in a specific order of magnitude, but it should be understood that the magnitudes associated with the thresholds can vary. Furthermore, the order or relative magnitudes of the thresholds can also vary depending on the variability of the vehicle platform and the manufacturer's requirements. For example, the threshold for hard soil may be lower than that for soft soil. Nevertheless, the off-road threshold is the highest threshold.

[0067] Off-road testing The rollover deployment algorithm 150 also implements an off-road detection function 156, which determines whether the vehicle 12 is being used in an off-road manner. Figure 6 The document describes the off-road detection function 156. For example... Figure 6 As shown, the off-road detection function 156 implements a metric 158 that monitors the roll angle (R_ANGLE) over time to determine whether the vehicle 12 is being used in an off-road manner. Off-road use conditions are detected when the metric 158 crosses the upper detection threshold 164 (positive roll angle) and the lower detection threshold 166 (negative roll angle). The off-road detection function 156 latches the off-road use detection until the rollover discrimination metric 160 (the relationship between R_RATE and R_ANGLE) enters the reset box 162 (see [link to relevant documentation]). Figure 5The system then remains in the reset box 162 for a configurable period of time. Crossing both thresholds without a reset indicator is characteristic of off-road use, attributed to back-and-forth tilting, or swaying, which is common in off-road vehicle use.

[0068] Safety The rollover deployment algorithm 100 also implements a safety function 170, which is implemented to determine whether to trigger a check on the actuable constraint 20. Figure 7 The document describes the security function 170. For example... Figure 7 As shown, safety function 170 implements measure 172, which compares the lateral acceleration measure ACU_Y_AMA_SAFE and the vertical acceleration measure ACU_Z_AMA_SAFE. Safety function 170 is off (Boolean 0) when measure 172 is within safety region 174, and latches on (Boolean 1) when measure 172 leaves the safety region. Safety function 170 can implement latching such that it remains on after the measure re-enters safety region 174. The duration of latching can be an adjustable parameter of the safety function. The result is as follows... Figure 7 As shown in the example metric, when the metric initially leaves the safe region 174, the security function 170 switches to on, and while the metric is outside the safe region, the security function 170 remains on, and once the metric re-enters the safe region 174, the security function 170 continues to latch for the duration (in [the specified timeframe]). Figure 7 (Highlighted in the middle).

[0069] Deployment Algorithm Figure 8-12 A specific rollover classification algorithm 180 implemented by vehicle safety system 10 is described. In the example configuration illustrated herein, the specific rollover classification algorithm 180 is implemented in ACU 50. The specific rollover classification algorithm 180 classifies specific rollover events using multiple vehicle metrics, as follows: • Slope rollover classification algorithm ( Figure 8 ); Ditch overturning classification algorithm ( Figure 9 ); Soft soil rollover classification algorithm ( Figure 10 ); · Central soil rollover classification algorithm ( Figure 11 ); ·Roadside rollover classification algorithm ( Figure 12 ).

[0070] Ramp rollover classification algorithm Figure 8 The ramp rollover classification algorithm 200 is described. The ramp rollover classification algorithm 200 uses vehicle metrics to classify rollover events as ramp rollover events. Figure 8 A slope rollover classification algorithm 200 is shown for left rollover events, i.e., when a vehicle tilts to the left or driver's side in response to a rollover event. However, it should be understood that... Figure 8The algorithm shown also applies to right-flipping events, the only difference being that the sign (+ / -) of the values ​​used in the classification metric is reversed. In other words, the classification metric for right-flipping events will be... Figure 8 The same applies to those shown, except that the signs of the corresponding axes for different metrics within the categorical measure (except for AMA_Z, which remains unchanged) will be opposite, for example, negative instead of positive, and vice versa.

[0071] The ramp rollover classification algorithm 200 implements four different classification metrics to classify ramp events. The four ramp classification metrics are: · Relationship of AMA_Y to R_ANGLE (metric 202); · Relationship of AMA_Z to R_ANGLE (metric 204); · Relationship of R_RATE to R_ANGLE (metric 206); · Relationship of D_RATE to R_ANGLE (metric 208).

[0072] The classification metric 202, which measures the relationship between lateral acceleration and roll angle, generates an output using AMA_Y and R_ANGLE, which is fed into the AND block 210. As shown in the figure, the classification metric 202 for the relationship between AMA_Y and R_ANGLE is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). While the metric is in the trigger zone, metric 202 remains active. The solid line in the classification metric 202 for the relationship between AMA_Y and R_ANGLE represents the metric when the vehicle experiences a hill-start rollover event. The classification metric 200 for the relationship between AMA_Y and R_ANGLE is a non-latched metric, meaning that it is only active when it is in the trigger zone.

[0073] The classification metric 204, which measures the relationship between vertical acceleration and roll angle, generates an output using AMA_Z and R_ANGLE, which is fed to AND block 210. As shown, the classification metric 204 for the relationship between AMA_Z and R_ANGLE is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). While the metric is in the trigger zone, metric 204 remains active. However, it is important to note that the lower limit of the trigger zone is not defined by the dashed line, indicating that the lower limit of the metric (in this case, AMA_Z) is infinite and cannot be crossed. The solid line in the classification metric 204 for the relationship between AMA_Z and R_ANGLE represents the metric when the vehicle is experiencing a hill-start rollover event. The classification metric 204 for the relationship between AMA_Z and R_ANGLE is a non-latched metric, meaning that the metric is only active when it is in the trigger zone.

[0074] The classification metric 206, which measures the relationship between roll rate and roll angle, generates an output using R_RATE and R_ANGLE, which is fed into the AND block 210. As shown, the metric is triggered when the classification metric 206, which measures the relationship between R_RATE and R_ANGLE, crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). While the metric is in the trigger zone, the metric 206 remains active. However, it is important to note that the upper limit of the trigger zone is not defined by the dashed line, indicating that the upper limit of the metric (in this case, R_RATE) is infinite and cannot be exceeded. The solid line in the classification metric 206, which measures the relationship between R_RATE and R_ANGLE, represents the metric when the vehicle is experiencing a hill-climb rollover event. The classification metric 206, which measures the relationship between R_RATE and R_ANGLE, is a non-latching metric, meaning that the metric is only active when it is in the trigger zone.

[0075] The classification metric 208, which measures the relationship between angular acceleration or roll acceleration and roll angle, generates an output using D_RATE and R_ANGLE, which is fed to AND block 210. As shown, the classification metric 208 for the relationship between D_RATE and R_ANGLE is enabled when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). The metric 208 remains enabled while in the trigger zone. The solid line in the classification metric 208 for the relationship between D_RATE and R_ANGLE represents the metric when the vehicle experiences a hill-start rollover event. The classification metric 208 for the relationship between D_RATE and R_ANGLE is a non-latched metric, meaning that the metric is only enabled when it is in the trigger zone.

[0076] The ramp rollover classification algorithm 200 implements Boolean logic to determine whether to issue a ramp classification activation instruction in block 218. For example... Figure 8 As shown, in response to the set / reset function 214, i.e., the output of AND block 218, ramp classification activation 218 is triggered. According to the set / reset function 214, the simultaneous activation of all four metrics 202, 204, 206, and 208 (AND block 210) for a continuously configurable time period (timer block 212) will trigger OR block 216 to activate, which is fed to the set input of AND block 218. As long as the condition fed to the reset input of AND block 218 does not exist (the circle at the reset input of AND block 218 represents the Boolean NOT), this will trigger AND block 218 and ramp classification activation.

[0077] Once the set / reset function 214 is set to enabled, ramp classification enabled 220 is also set to enabled and remains enabled until a reset condition is met. A reset condition occurs when timer block 228 is enabled, which occurs when OR block 226 is enabled for a configurable period of time as determined by timer block 228. Figure 8 As shown, OR block 226 is enabled when R_ANGLE = 0 (block 222) or when the rollover discrimination metric 160 is within reset box 162 within a configurable time period defined by timer block 228. Ramp classification enable 220 is therefore latched until at least one of these reset conditions is established.

[0078] Ditch overturning classification algorithm Figure 9 The ditch rollover classification algorithm 240 is described. The ditch rollover classification algorithm 240 uses vehicle metrics to classify rollover events as ditch rollover events. Figure 9 The ditch rollover classification algorithm 240 is shown for left rollover events, i.e., when a vehicle tilts to the left or driver's side in response to a rollover event. However, it should be understood that... Figure 9 The algorithm shown also applies to right-flipping events, the only difference being that the sign (+ / -) of the values ​​used in the classification metric is reversed. In other words, the classification metric for right-flipping events will be... Figure 9 The same applies to those shown, except that the signs of the corresponding axes for different metrics within the categorical measure (except for AMA_Z, which remains unchanged) will be opposite, for example, negative instead of positive, and vice versa.

[0079] The ditch overturning classification algorithm 240 uses four different classification criteria to classify ditch events. The four ditch classification metrics are: · Relationship between AMA_Y and R_ANGLE (metric 242); · Relationship between AMA_Z and R_ANGLE (metric 244); · Relationship between R_RATE and R_ANGLE (metric 246); · Relationship between D_RATE and R_ANGLE (metric 248).

[0080] The classification metric 242, which measures the relationship between lateral acceleration and roll angle, generates an output using AMA_Y and R_ANGLE, which is fed into the AND block 250. As shown, the classification metric 242 for the relationship between AMA_Y and R_ANGLE is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). While the metric is in the trigger zone, metric 242 remains active. However, it is important to note that the lower limit of the trigger zone is not defined by the dashed line, indicating that the lower limit of the metric (in this case, AMA_Y) is infinite and cannot be crossed. The solid line in the classification metric 242 for the relationship between AMA_Y and R_ANGLE represents the metric when the vehicle is experiencing a ditch rollover event. The classification metric 240 for the relationship between AMA_Y and R_ANGLE is a non-latched metric, meaning that the metric is only active when it is in the trigger zone.

[0081] The classification metric 244, which measures the relationship between vertical acceleration and roll angle, generates an output using AMA_Z and R_ANGLE, which is fed to AND block 250. As shown, the classification metric 244 for the relationship between AMA_Z and R_ANGLE is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). While the metric is in the trigger zone, metric 244 remains active. However, it is important to note that the upper limit of the trigger zone is not defined by the dashed line, indicating that the upper limit of the metric (in this case, AMA_Z) is infinite and cannot be exceeded. The solid line in the classification metric 244 for the relationship between AMA_Z and R_ANGLE represents the metric when the vehicle is experiencing a ditch rollover event. The classification metric 244 for the relationship between AMA_Z and R_ANGLE is a non-latched metric, meaning that the metric is only active when it is in the trigger zone.

[0082] The classification metric 246, which measures the relationship between roll rate and roll angle, generates an output using R_RATE and R_ANGLE, which is fed into the AND block 250. As shown, the metric is triggered when the classification metric 246, which measures the relationship between R_RATE and R_ANGLE, crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). The metric 246 remains active while it remains within the trigger zone. However, it is important to note that the upper limit of the trigger zone is not defined by the dashed line, indicating that the upper limit of the metric (in this case, R_RATE) is infinite and cannot be exceeded. The solid line in the classification metric 246, which measures the relationship between R_RATE and R_ANGLE, represents the metric when the vehicle experiences a ditch rollover event. The classification metric 246, which measures the relationship between R_RATE and R_ANGLE, is a non-latching metric, meaning that the metric is only active while it is within the trigger zone.

[0083] The classification metric 248, which measures the relationship between angular acceleration or roll acceleration and roll angle, generates an output using D_RATE and R_ANGLE, which is fed to AND block 250. As shown, the classification metric 248 for the relationship between D_RATE and R_ANGLE is enabled when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). The metric 248 remains enabled while in the trigger zone. The solid line in the classification metric 248 for the relationship between D_RATE and R_ANGLE represents the metric when the vehicle experiences a ditch rollover event. The classification metric 248 for the relationship between D_RATE and R_ANGLE is a non-latched metric, meaning that the metric is only enabled when it is in the trigger zone.

[0084] The ditch overturning classification algorithm 240 implements Boolean logic to determine whether to issue a ditch classification start instruction in block 258. For example... Figure 9As shown, in response to the set / reset function 254, i.e., the output of AND block 258, the trench classification enable instruction of block 258 is triggered. According to the set / reset function 254, the OR block 256 will be triggered to start when all four metrics 242, 244, 246, and 248 are simultaneously (AND block 250) enabled for a continuously configurable time period (timer block 252), which is fed to the set input of AND block 258. This will trigger AND block 258 and trench classification enable as long as the condition fed to the reset input of AND block 258 does not exist (the circle at the reset input of AND block 258 represents the Boolean NOT).

[0085] Once the set / reset function 254 is set to enabled and the ditch classification enabled 260 is set to enabled, it remains enabled until a reset condition is met. A reset condition occurs when timer block 268 is enabled, which occurs when OR block 266 is enabled for the period of time configured as determined by timer block 268. Figure 9 As shown, OR block 266 is enabled when R_ANGLE = 0 (block 262) or when the side-flipping discrimination metric 160 remains within the configurable time period defined by timer block 268 within reset block 162. Ditch classification enable 260 is thus latched until at least one of these reset conditions is established.

[0086] Soil rollover classification algorithm - soft soil Figure 10 The soil rollover classification algorithm 280 is described. The soil rollover classification algorithm 280 uses vehicle metrics to classify rollover events as soil rollover events. Figure 10 Soil rollover classification algorithm 280 is shown for left rollover events, i.e., when a vehicle tilts to the left or driver's side in response to a rollover event. However, it should be understood that... Figure 10 The algorithm shown also applies to right-flip events, the only difference being that the sign (+ / -) of the values ​​used in the classification metric is reversed. In other words, the classification metric for right-flip events will be... Figure 10 The same applies to those shown, except that the signs of the corresponding axes for different metrics within a categorical measure will be reversed, for example, negative instead of positive, and vice versa.

[0087] The soil overturning classification algorithm 280 implements four different classification measures to classify soil events. The four soil classification measures are: · Relationship of AMA_Y to R_ANGLE (measure 282); · Relationship of AMA_Z to R_ANGLE (measure 284); · Relationship of R_RATE to R_ANGLE (measure 286); · Relationship of D_RATE to R_RATE 2 (measure 288).

[0088] The classification metric 282, which measures the relationship between lateral acceleration and roll angle, generates an output using AMA_Y and R_ANGLE, which is fed into the AND block 290. As shown, the classification metric 282 for the relationship between AMA_Y and R_ANGLE is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (usually indicated by an asterisk). While the metric is in the trigger zone, metric 282 remains active. However, it is important to note that the lower limit of the trigger zone is not defined by the dashed line, indicating that the lower limit of the metric (in this case, AMA_Y) is infinite and cannot be crossed. The solid line in the classification metric 282 for the relationship between AMA_Y and R_ANGLE represents the metric when the vehicle is experiencing a soil rollover event. The classification metric 280 for the relationship between AMA_Y and R_ANGLE is a non-latched metric, meaning that the metric is only active when it is in the trigger zone.

[0089] The classification metric 284, which measures the relationship between vertical acceleration and roll angle, generates an output using AMA_Z and R_ANGLE, which is fed into the AND block 290. As shown in the figure, the classification metric 284, which measures the relationship between AMA_Z and R_ANGLE, is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). The metric remains active while in the trigger zone. The solid line in the classification metric 284, which measures the relationship between AMA_Z and R_ANGLE, represents the metric when the vehicle is experiencing a soil rollover event. The classification metric 284, which measures the relationship between AMA_Z and R_ANGLE, is a non-latching metric, meaning that the metric is only active when it is in the trigger zone.

[0090] The classification metric 286, which measures the relationship between roll rate and roll angle, generates an output using R_RATE and R_ANGLE, which is fed into the AND block 290. As shown, the metric is triggered when the classification metric 286, which measures the relationship between R_RATE and R_ANGLE, crosses the dashed threshold and enters the shaded trigger zone (usually indicated by an asterisk). While the metric is in the shaded trigger zone, the metric 286 remains active. However, it is important to note that the upper limit of the trigger zone is not defined by the dashed line, indicating that the upper limit of the metric (in this case, R_RATE) is infinite and cannot be exceeded. The solid line in the classification metric 286, which measures the relationship between R_RATE and R_ANGLE, represents the metric when the vehicle is experiencing a soil rollover event. The classification metric 286, which measures the relationship between R_RATE and R_ANGLE, is a non-latching metric, meaning that the metric is only active when it is in the trigger zone.

[0091] Note that in Figure 10In the diagram, the trigger zones for measures 282, 284, and 286 are separated from their corresponding vertical axes. As a result, the roll angle thresholds for their respective trigger zones increase; for example, trigger zones that begin at or near the vertical axis have lower roll angle thresholds. This is because soil conditions affect how a vehicle rollover event develops. In soft soil conditions, rollover events develop relatively slowly compared to, for example, in medium soil or hard soil / curb conditions. Therefore, the trigger zones can be located by selecting the roll angle threshold based on soil conditions. Figure 10 In the case of soft soil, the spacing is relatively large.

[0092] The classification metric 288, which measures the relationship between angular acceleration or roll acceleration and roll rate, generates an output using D_RATE and R_RATE2, which is then fed into the AND block 290. Figure 10 In the figure, the output of the classification metric 288, which defines the relationship between roll acceleration and roll rate, is a soft soil activation signal. As shown, for a specific soil classification, when the metric leaves the shaded area and crosses the dashed threshold into one of three soil zones (hard soil / edge, medium soil, and soft soil), the classification metric 288, defining the relationship between D_RATE and R_RATE_2, is activated. The output of the classification metric 288, defining the relationship between D_RATE and R_RATE_2—hard soil / edge, medium soil, or soft soil—is determined by the first soil zone the metric enters after leaving the shaded area. Therefore, in... Figure 10 Under the example conditions shown, the output of the categorical metric 288 for the relationship between D_RATE and R_RATE 2 is soft soil open because the metric goes directly from the shaded area into the soft soil area, as... Figure 10 The asterisks in the diagram are roughly as shown.

[0093] Soil overturning classification algorithm 280 implements Boolean logic to determine whether to issue a soil classification start instruction in block 298. For example... Figure 10 As shown, soil classification activation 298 is triggered in response to the set / reset function 294, i.e., the output of AND block 298. According to set / reset function 294, the simultaneous activation of all four metrics 282, 284, 286, and 288 (AND block 290) for a continuously configurable time period (timer block 292) will trigger OR block 296 to activate, which is fed to the set input of AND block 298. This will trigger AND block 298 and soil classification activation, provided that the condition fed to the reset input of AND block 298 does not exist (the circle at the reset input of AND block 298 represents the Boolean NOT).

[0094] Once the set / reset function 294 is set to enabled and soil classification enabled 300 is set to enabled, it remains enabled until a reset condition is met. A reset condition occurs when timer block 308 is enabled, which occurs when OR block 306 is enabled for the configurable period determined by timer block 308. Figure 10 As shown, OR block 306 is enabled when R_ANGLE = 0 (block 302) or when the side-flipping discrimination metric 160 remains within the configurable time period defined by timer block 308 within reset block 162. Soil classification enable 300 is thus latched until at least one of these reset conditions is established.

[0095] Soil rollover classification algorithm - China Soil Figure 11 The Zhongtu rollover classification algorithm 320 is explained. The Zhongtu rollover classification algorithm 320 uses vehicle metrics to classify rollover events as Zhongtu rollover events. Figure 11 The rollover classification algorithm 320 is shown for left rollover events, i.e., when a vehicle tilts to the left or driver's side in response to a rollover event. However, it should be understood that... Figure 11 The algorithm shown also applies to right-flipping events, the only difference being that the sign (+ / -) of the values ​​used in the classification metric is reversed. In other words, the classification metric for right-flipping events will be... Figure 11 The same applies to those shown, except that the signs of the corresponding axes for different metrics within a categorical measure will be reversed, for example, negative instead of positive, and vice versa.

[0096] The Middle-earth rollover classification algorithm 320 implements four different classification measures to classify Middle-earth events. The four Middle-earth classification measures are: · Relationship of AMA_Y to R_ANGLE (measure 322); · Relationship of AMA_Z to R_ANGLE (measure 324); · Relationship of R_RATE to R_ANGLE (measure 326); · Relationship of D_RATE to R_RATE 2 (measure 328).

[0097] The classification metric 322, which measures the relationship between lateral acceleration and roll angle, generates an output using AMA_Y and R_ANGLE, which is fed into the AND block 330. As shown, the classification metric 322 for the relationship between AMA_Y and R_ANGLE is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (usually indicated by an asterisk). While in the trigger zone, the metric remains active. However, it is important to note that the lower limit of the trigger zone is not defined by the dashed line, indicating that the lower limit of the metric (in this case, AMA_Y) is infinite and cannot be crossed. The solid line in the classification metric 322 for the relationship between AMA_Y and R_ANGLE represents the metric when the vehicle is experiencing a rollover event. The classification metric 320 for the relationship between AMA_Y and R_ANGLE is a non-latched metric, meaning that it is only active when it is in the trigger zone.

[0098] The classification metric 324, which measures the relationship between vertical acceleration and roll angle, generates an output using AMA_Z and R_ANGLE, which is fed to the AND block 330. As shown in the figure, the classification metric 324, which measures the relationship between AMA_Z and R_ANGLE, is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (typically indicated by an asterisk). The metric remains active while in the shaded trigger zone. The solid line in the classification metric 324, which measures the relationship between AMA_Z and R_ANGLE, represents the metric when the vehicle is experiencing a rollover event. The classification metric 324, which measures the relationship between AMA_Z and R_ANGLE, is a non-latching metric, meaning that it is only active when the metric is in the trigger zone.

[0099] The classification metric 326, which measures the relationship between roll rate and roll angle, generates an output using R_RATE and R_ANGLE, which is fed into the AND block 330. As shown, the metric is triggered when the classification metric 326, which measures the relationship between R_RATE and R_ANGLE, crosses the dashed threshold and enters the shaded trigger zone (usually indicated by an asterisk). While in the shaded trigger zone, the metric remains active. However, it is important to note that the upper limit of the trigger zone is not defined by the dashed line, indicating that the upper limit of the metric (in this case, R_RATE) is infinite and cannot be exceeded. The solid line in the classification metric 326, which measures the relationship between R_RATE and R_ANGLE, represents the metric when the vehicle is experiencing a rollover event. The classification metric 326, which measures the relationship between R_RATE and R_ANGLE, is a non-latching metric, meaning that the metric is only active when it is in the trigger zone.

[0100] Note that in Figure 11In the model, trigger zones for measures 322, 324, and 326 are separated from their corresponding vertical axes. As a result, the roll angle thresholds for their respective trigger zones increase; for example, measures whose trigger zones begin at or near the vertical axis have lower roll angle thresholds. This is because soil conditions influence how a vehicle rollover event will develop. Under medium soil conditions, rollover events develop more slowly compared to hard soil / curb conditions, and more quickly compared to soft soil conditions. Therefore, trigger zones can be located by selecting the roll angle threshold based on soil conditions. Figure 11 In the case of medium soil conditions, the spacing is smaller than that for soft soil conditions. Figure 10 ).

[0101] The classification metric 328, which measures the relationship between angular acceleration or roll acceleration and roll rate, generates an output using D_RATE and R_RATE2, which is then fed into the AND block 330. Figure 11 In the figure, the output of the classification metric 328, which defines the relationship between roll acceleration and roll rate, is the medium soil opening signal. As shown in the figure, for a specific soil classification, when the metric leaves the shaded area and crosses the dashed threshold to enter one of three soil zones (hard soil / edge, medium soil, and soft soil), the classification metric 328 defining the relationship between D_RATE and R_RATE_2 is opened. The output of the classification metric 328 defining the relationship between D_RATE and R_RATE_2, i.e., hard soil / edge opening, medium soil opening, and soft soil opening, is determined by the first soil zone the metric enters after leaving the shaded area. Therefore, in Figure 11 Under the example conditions shown, the output of the categorical metric 328 for the relationship between D_RATE and R_RATE 2 is mid-ground enabled because the metric enters the mid-ground region directly from the shaded region, as... Figure 11 As indicated by the asterisk in the image.

[0102] The middle-earth rollover classification algorithm 320 implements Boolean logic to determine whether to issue a middle-earth classification start instruction at block 338. For example... Figure 11 As shown, in response to the set / reset function 334, i.e., the output of AND block 338, the Central Soil Classification is triggered to start 338. According to the set / reset function 334, the simultaneous activation of all four metrics 322, 324, 326, and 328 (AND block 330) for a continuously configurable time period (timer block 332) will trigger the OR block 336 to start, which is fed to the set input of AND block 338. As long as the condition fed to the reset input of AND block 338 does not exist (the circle at the reset input of AND block 338 represents the Boolean NOT), this will trigger AND block 338 and the Central Soil Classification to start.

[0103] Once the set / reset function 334 is set to enabled and the intermediate classification enable 340 is set to enabled, it remains enabled until a reset condition is met. A reset condition occurs when timer block 348 is enabled, which occurs when OR block 346 is enabled for the configurable period of time determined at timer block 348. Figure 11 As shown, OR block 346 is enabled when R_ANGLE = 0 (block 342) or when the side-flipping discrimination metric 160 remains within the configurable time period defined by timer block 348 within reset block 162. The middle-ground classification enable 340 is therefore latched until at least one of these reset conditions is established.

[0104] Soil rollover classification algorithm - hard soil / roadside Figure 12 This section describes the 360 ​​curb rollover classification algorithm. The 360 ​​curb rollover classification algorithm uses vehicle metrics to classify rollover events as curb rollover events. Figure 12 The curb rollover classification algorithm 360 is shown for left rollover events, i.e., when a vehicle tilts to the left or driver's side in response to a rollover event. However, it should be understood that... Figure 12 The algorithm shown also applies to right-flipping events, the only difference being that the sign (+ / -) of the values ​​used in the classification metric is reversed. In other words, the classification metric for right-flipping events will be... Figure 12 The same applies to those shown, except that the signs of the corresponding axes for different metrics within a categorical measure will be reversed, for example, negative instead of positive, and vice versa.

[0105] The curb rollover classification algorithm 360 implements four different classification metrics to classify curb events. The four curb classification metrics are: · AMA_Y relative to R_ANGLE (metric 362); · AMA_Z relative to R_ANGLE (metric 364); · R_RATE relative to R_ANGLE (metric 366); · D_RATE relative to R_RATE 2 (metric 368).

[0106] The classification metric 362, which measures the relationship between lateral acceleration and roll angle, generates an output using AMA_Y and R_ANGLE, which is fed into the AND block 370. As shown, the classification metric 362 for the relationship between AMA_Y and R_ANGLE is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (usually indicated by an asterisk). While in the trigger zone, the metric remains active. However, it's important to note that the lower limit of the trigger zone is not defined by the dashed line, indicating that the lower limit of the metric (in this case, AMA_Y) is infinite and cannot be crossed. The solid line in the classification metric 362 for the relationship between AMA_Y and R_ANGLE represents the metric when the vehicle is experiencing a curb rollover event. The classification metric 360 for the relationship between AMA_Y and R_ANGLE is a non-latched metric, meaning it is only active when in the trigger zone.

[0107] The classification metric 364, which measures the relationship between vertical acceleration and roll angle, generates an output using AMA_Z and R_ANGLE, which is fed into the AND block 370. As shown in the figure, the classification metric 364, which measures the relationship between AMA_Z and R_ANGLE, is triggered when the metric crosses the dashed threshold and enters the shaded trigger zone (usually indicated by an asterisk). The metric remains active while in the shaded trigger zone. The solid line in the classification metric 364, which measures the relationship between AMA_Z and R_ANGLE, represents the metric when the vehicle is experiencing a curb rollover event. The classification metric 364, which measures the relationship between AMA_Z and R_ANGLE, is a non-latched metric, meaning that the metric is only active when it is in the trigger zone.

[0108] The classification metric 366, which measures the relationship between roll rate and roll angle, generates an output using R_RATE and R_ANGLE, which is fed into the AND block 370. As shown, the metric is triggered when the classification metric 366, which measures the relationship between R_RATE and R_ANGLE, crosses the dashed threshold and enters the shaded trigger zone (usually indicated by an asterisk). The metric remains active while within the dashed-lined shaded trigger zone. However, it is important to note that the upper limit of the trigger zone is not defined by dashed lines, indicating that the upper limit of the metric (in this case, R_RATE) is infinite and cannot be exceeded. The solid line in the classification metric 366, which measures the relationship between R_RATE and R_ANGLE, represents the metric when the vehicle is experiencing a curb rollover event. The classification metric 366, which measures the relationship between R_RATE and R_ANGLE, is a non-latched metric, meaning that the metric is only active when it is within the trigger zone.

[0109] Note that in Figure 12In the model, the trigger zones for measures 362, 364, and 366 are separated from their corresponding vertical axes. As a result, the roll angle thresholds for their respective trigger zones increase; for example, measures whose trigger zones begin at or near the vertical axis have lower roll angle thresholds. This is because soil conditions influence how a vehicle rollover event will develop. Under hard soil conditions, rollover events develop relatively faster compared to soft and medium soil conditions. Therefore, the trigger zone can be positioned to select the roll angle threshold based on soil conditions. Figure 12 In the case of hard soil / roadside conditions, the spacing is smaller than that for medium soil conditions. Figure 11 ).

[0110] The classification metric 368, which measures the relationship between angular acceleration or roll acceleration and roll rate, generates an output using D_RATE and R_RATE2, which is then fed into the AND block 370. Figure 12 In the figure, the output of the classification metric 368, which defines the relationship between roll acceleration and roll rate, is the hard soil activation signal. As shown in the figure, for a specific soil classification, when the metric leaves the shaded area and crosses the dashed threshold to enter one of three soil zones (hard soil / edge, medium soil, and soft soil), the classification metric 368, which defines the relationship between D_RATE and R_RATE_2, is activated. The output of the classification metric 368, which defines the relationship between D_RATE and R_RATE_2, i.e., hard soil / edge, medium soil, or soft soil, is determined by the first soil zone the metric enters after leaving the shaded area. Therefore, in Figure 12 Under the example conditions shown, the output of the categorical metric 368 for the relationship between D_RATE and R_RATE 2 is hard soil / curb on, because the metric goes directly from the shaded area into the hard soil / curb area, as... Figure 12 As indicated by the asterisk in the image.

[0111] The curb rollover classification algorithm 360 implements Boolean logic to determine whether to issue a curb classification activation instruction in block 378. For example... Figure 12 As shown, in response to the set / reset function 374, i.e., the output of AND block 378, curb classification activation 378 is triggered. According to the set / reset function 374, the simultaneous activation of all four metrics 362, 364, 366, and 368 (AND block 370) for a continuously configurable time period will trigger OR block 376 activation, which is fed to the set input of AND block 378. As long as the condition fed to the reset input of AND block 378 does not exist (the circle at the reset input of AND block 378 represents the Boolean NOT), this will trigger AND block 378 and curb classification activation.

[0112] Once the set / reset function 374 is set to enabled and curb classification 380 is set to enabled, it remains enabled until a reset condition is met. A reset condition occurs when timer block 388 is enabled, which occurs when OR block 386 is enabled for a configurable period as determined by timer block 388. Figure 12 As shown, OR block 386 is enabled when R_ANGLE = 0 (block 382) or when rollover discrimination metric 160 is within reset frame 162 for a configurable time period defined by timer block 388. Curb classification enable 380 is therefore latched until at least one of these reset conditions is established.

[0113] Typical side-flip deployment algorithm Refer again Figure 4 Typically, rollover deployment algorithm 152 is enabled by rollover deployment algorithm 150 in response to off-road detection metric 156. Figure 6 It is determined that vehicle 12 is being used in a normal, non-off-road manner. When the normal rollover deployment algorithm 152 is activated (block 156 = No), AND blocks 230 and 232 are enabled to determine the triggering conditions. Figure 4 As shown, when any AND block 230 or 232 is enabled by block 156, it will trigger the actuation of the actuated constraint in block 192.

[0114] When the discriminant metric exceeds 160 ( Figure 5 The typical rollover threshold and safety function 170 () Figure 7 When enabled, the first triggering condition of the normal side-flip deployment algorithm 152 occurs in block 230. If both conditions are met, an triggerable actuable constraint command 192 is issued. Note that, as described above, once the normal threshold is exceeded, it is latched until R_RATE equals zero or the metric is within the reset box 162. Also note that after the metric re-enters the safe region 174, the safe function 170 is latched and remains enabled for a predetermined period of time as determined by a configurable latch duration segment (see [link to safe function 170]). Figure 7 Therefore, the timing of the two excitation conditions at AND block 230 can be varied, and they do not need to occur simultaneously.

[0115] When the discriminant metric exceeds 160 ( Figure 5 The specific rollover threshold is determined by matching the specific rollover classification to determine 180 (see...). Figure 8-12When activated, a second triggering condition for the typical rollover deployment algorithm 152 occurs in AND block 232. If both conditions are met, a triggering actuated constraint command 150 is issued. Note that, as described above, the specific rollover classification is latched, and the specific rollover threshold determined by discrimination metric 160 is also latched. Therefore, the timing of the two triggering conditions at AND block 232 can vary and does not need to occur simultaneously. The timing of the triggering conditions can be selected via adjustable timing parameters of discrimination metric 160 and the specific rollover classification determination algorithm 180.

[0116] Off-road rollover deployment algorithm refer to Figure 4 Off-road rollover deployment algorithm 154 is generated by rollover deployment algorithm 150 in response to off-road detection metric 156. Figure 6 This is activated upon determining that vehicle 12 is being used in off-road mode. When off-road rollover deployment algorithm 154 is activated (block 156 = Yes), blocks 184 and 274 are enabled to determine the activation conditions. Figure 4 As shown, either AND block 184 or 274, when enabled by block 156 = , will trigger the activation of the actuable constraint in block 192, although satisfying the condition of AND block 274 requires additional timing and D_RATE threshold considerations (see blocks 274, 276, 278), which will be discussed below.

[0117] When the discriminant metric exceeds 160 ( Figure 5 The first trigger condition for the off-road rollover deployment algorithm 154 occurs in the AND block 184 when the off-road rollover threshold is met and at least one of the two conditions in the OR block 182 is enabled. More specifically, when the safety function 170 ( Figure 7 ) Enable or specifically categorize side rollover as 180 (see Figure 8-11 When any one of the conditions is enabled, OR block 182 is enabled. If both conditions are met, AND block 184 is enabled, and command 192 to activate the actuated constraint is issued.

[0118] Therefore, according to the first triggering condition, during off-road use, when the off-road roll threshold is exceeded, triggering is initiated in response to normal safety or any roll classification. Because the vehicle is being used off-road, rollovers are more difficult to predict and may exceed the normal roll threshold during aggressive off-road driving. This first triggering condition increases the roll threshold (see [link to relevant documentation]). Figure 5 This is taken into account (the off-road threshold), while rollover confirmation is reduced by accepting either a specific rollover classification or the usual safety function.

[0119] Note that, as referenced above Figure 6As described, once the off-road threshold is exceeded, it is latched until R_ANGLE equals zero or the rollover metric 160 is within the reset box 162. Furthermore, note that after the metric re-enters the safe zone 174, the safety function 170 is latched and remains open for a predetermined period of time determined by a configurable latch duration (see [link to documentation]). Figure 7 Additionally, note that due to the setup / reset functions implemented therein, the specific side-flip category 180 is latched, as referenced above. Figures 8 to 12 This has been described. Therefore, the timing of the excitation conditions at AND block 184 can be varied and does not need to occur precisely simultaneously.

[0120] Those skilled in the art will understand that, in off-road scenarios where rollover events occur, increasing the off-road threshold delays the activation of actuable constraints. Advantageously, the off-road rollover deployment algorithm 154 implements a second activation condition that applies a D_RATE metric to help eliminate any such delay. This is shown in blocks 274, 276, and 278. As shown in blocks 274 and 278, in response to the detected off-road use (block 156), a specific rollover classification is performed (see block 180). Figure 8-12 This corresponds to the threshold for classification being exceeded (see block 160). Figure 5 ), and the D_RATE threshold was not exceeded (see Figure 14 The second excitation condition occurs when the D ratio is 400.

[0121] In response to AND block 274 being enabled, timer block 276 begins a countdown with a configurable countdown duration. The output of timer block 276 is turned off while timing, turns on upon timeout, and is passed to AND block 278. The purpose of D_RATE metric 400 is to provide a means by which actuable constraints can be activated during off-road use when a specific roll threshold is crossed and verified by the corresponding specific roll classification, while still preventing activation in response to the use of the off-road vehicle. Essentially, D_RATE is used as an early indicator indicating 1) whether the vehicle continues to roll as indicated by the detected roll condition, or 2) the detected roll is due to an extreme condition of off-road use where the roll has stopped and the vehicle is returning in the opposite direction. If, after timer block 276 expires, D_RATE indicates that the vehicle is continuing to roll (box 400 - D_RATE threshold not crossed), then AND block 278 is triggered to open, and actuable constraints are activated (block 192).

[0122] D_RATE metric Figure 14 This indicates that the D_RATE metric is 400. In Figure 14In the D_RATE metric 400, two example metrics 402 and 404 are included to describe the function used to describe this metric. When describing this function, refer to... Figure 13 , Figure 13 The rollover discrimination metric 390 is explained, which shows the corresponding values ​​respectively. Figure 14 The metrics 402 and 404 are represented by two example metrics 392 and 394. In other words, metrics 392 and 402 correspond to one event, and metrics 394 and 404 correspond to another event.

[0123] In addition to the off-road threshold, Figure 13 It also explains that the ramp threshold is used for illustrative purposes. Figure 13 and 14 The example can be implemented using any of the other thresholds described here (slope, ditch, soft soil, medium soil, hard soil). For example... Figure 13 As shown, metric 392 crosses the ramp threshold (see asterisk A) and eventually crosses the off-road threshold. Therefore, metric 392 indicates a rollover event requiring the activation of the actuated restraints. Metric 394 also crosses the ramp threshold, but then reverses and never reaches the off-road threshold. Therefore, metric 394 does not indicate a rollover event requiring the activation of the actuated restraints. Metric 394 can be attributed to the extreme conditions of off-road vehicle use.

[0124] The D_RATE metric 400 monitors the D_RATE over time and determines whether the metric crosses / enters the D_RATE threshold 406. For reference, the D_RATE metric 400 ( Figure 14 ) Use block 276 (see Figure 4 The timer duration and corresponding to Figure 13 The star indicators A, B, and C shown are used for annotation. Figure 13 and 14 The implementation of D_RATE metric 400, applied to the excitation events of metrics 392 and 402 and the non-excitation events of metrics 394 and 404, is described.

[0125] exist Figure 13 and Figure 14 In the example, both metrics follow the same initial trajectory, crossing the ramp threshold at asterisk A. At this point, assuming the corresponding category is 180, the ramp category in this case is 200 (see...). Figure 8 ) is also enabled. Therefore, AND block 274 ( Figure 4 When activated, timer block 276 begins timing, as shown below. Figure 14As shown. In the absence of a triggering event, the value of metric 394 peaks before crossing the off-road threshold and begins to decline. Meanwhile, the D-Rate threshold metric 400 interprets this as a decrease or reduction in D_RATE, crossing the D_RATE threshold 406 at asterisk C, which is also... Figure 13 As shown in the diagram, D_RATE exceeding the threshold of 406 results in... Figure 4 Block 400 (not exceeding the threshold) is turned off or set to 0, which prevents AND block 278 from triggering the actuable constraint.

[0126] In the event of the triggering event, the value of metric 392 continues to rise and eventually crosses the cross-country threshold. If it crosses the threshold, other conditions are assumed to be met (see...). Figure 4 In box 184), the actuable constraint will be activated. Knowing this, it becomes clear that activating the actuable constraint earlier in time, i.e., before being triggered by the off-road threshold, can be beneficial. This is where the implementation of the D_RATE metric 400 proves advantageous. Figure 14 As shown, throughout the entire duration of timer 276, the D_RATE metric 402, corresponding to the discrimination metric 392, remains significantly higher than the D_RATE threshold 406. Therefore, when timer 276 expires, the D_RATE metric 402 does not cross the D_RATE threshold 406. This makes... Figure 4 Block 400 (which does not exceed the D_RATE threshold) is enabled or set to 1, which triggers AND block 278 and issues a trigger-actuable constraint command 192.

[0127] Based on the above description of the present invention, those skilled in the art will understand that the described vehicle safety system implements an algorithm using D_RATE to improve rollover detection and response capabilities during off-road vehicle use. Those skilled in the art will also recognize improvements, changes, and modifications to the disclosed systems and methods that fall within the spirit and scope of the invention. These improvements, changes, and / or modifications are intended to be covered by the appended claims.

Claims

1. A vehicle safety system, comprising: An actuable restraint, said actuable restraint being used to help protect vehicle occupants; as well as A controller for controlling the actuation of the actuable constraint in response to a vehicle rollover event; The controller is configured to perform off-road detection metrics, which are configured to: determine whether the vehicle is operating under normal use or off-road use, evaluate the vehicle roll angle R_ANGLE over time to determine whether the vehicle is operating under normal use or off-road use, and determine off-road use in response to the roll detection metric not entering a reset box if the vehicle roll angle exceeds both an upper roll threshold indicating a positive roll angle and a lower roll threshold indicating a negative roll angle. The controller is further configured to perform a rollover detection metric, which is configured to detect a rollover event in response to a vehicle roll rate R_RATE value exceeding one or more predetermined roll rate thresholds. In response to determining that the vehicle is operating under normal use, the controller is also configured to execute a normal rollover deployment algorithm to detect a vehicle rollover in response to the rollover discrimination metric that determines the rollover event. In response to determining that the vehicle is operating for off-road purposes, the controller is also configured to execute an off-road rollover deployment algorithm to detect vehicle rollover in response to the rollover discrimination metric that determines the rollover event.

2. The vehicle safety system of claim 1, wherein the off-road rollover deployment algorithm is configured to detect vehicle rollover in response to the following conditions: Typically, safety functions are enabled and / or specific rollover classification algorithms are used to classify the rollover events; and The rollover discrimination metric exceeds the off-road rollover threshold.

3. The vehicle safety system according to claim 1, wherein, The off-road rollover deployment algorithm is configured to detect vehicle rollover events in response to all of the following conditions: The rollover discrimination metric exceeds the rollover threshold for distinguishing specific types of rollover events; The rollover classification algorithm classifies rollover events that match the specific type of rollover determined by the rollover discriminant metric; and The roll acceleration D_RATE metric is maintained above a predetermined D_RATE threshold.

4. The vehicle safety system according to claim 3, wherein the specific type of rollover event is one of the following: slope rollover event, ditch rollover event, soft soil rollover event, medium soil rollover event, and hard soil / curb rollover event.

5. The vehicle safety system according to claim 3, wherein, The rollover classification algorithm is configured to reset the classification in response to the rollover discrimination metric exceeding a reset threshold or the vehicle roll angle R_ANGLE being equal to zero.

6. The vehicle safety system of claim 3, wherein the rollover classification algorithm is configured to classify the rollover event in response to the following conditions: The lateral Y-axis acceleration AMA_Y metric exceeds a predetermined threshold, and the lateral Y-axis acceleration AMA_Y metric plots the relationship between AMA_Y and the roll angle R_ANGLE; The vertical Z-axis acceleration AMA_Z metric exceeds a predetermined threshold, and the vertical Z-axis acceleration AMA_Z metric plots the relationship between AMA_Z and the roll angle R_ANGLE; The roll rate R_RATE metric exceeds a predetermined threshold, and the roll rate R_RATE metric plots the relationship between R_RATE and roll angle R_ANGLE; and If the roll acceleration D_RATE metric exceeds a predetermined threshold, the roll acceleration D_RATE metric plots the relationship between D_RATE and roll angle R_ANGLE.

7. The vehicle safety system according to claim 6, wherein, The D_RATE metric includes multiple predetermined thresholds for identifying soft soil rollover events, medium soil rollover events, and hard soil / curb rollover events.

8. The vehicle safety system according to claim 1, wherein, The typical rollover deployment algorithm is configured to detect vehicle rollovers in response to the rollover discrimination metric that discriminates rollover events and a specific rollover classification algorithm that classifies the rollover events.

9. The vehicle safety system according to claim 1, wherein, The typical side-flip deployment is configured to perform at least one of the following: In response to the rollover discrimination metric exceeding a normal threshold and the normal safety function being enabled, a normal rollover event is determined to have occurred; In response to the rollover detection metric exceeding the ramp threshold and the ramp classification algorithm being activated, a ramp rollover event is determined to have occurred. In response to the rollover discrimination metric exceeding the ditch threshold and the ditch classification algorithm being activated, a ditch rollover event is determined to have occurred; In response to the rollover discrimination metric exceeding the hard soil / curb threshold and the hard soil / curb classification algorithm being activated, a hard soil / curb rollover event is determined to have occurred. In response to the rollover discrimination metric exceeding the mid-soil threshold and the mid-soil classification algorithm being activated, a mid-soil rollover event is determined to have occurred. as well as In response to the rollover discrimination metric exceeding the soft soil threshold and the soft soil classification algorithm being activated, a soft soil rollover event is determined to have occurred.

10. The vehicle safety system according to claim 1, further comprising: An accelerometer is used to sense the lateral Y-axis acceleration of a vehicle and provides a signal indicating the sensed lateral Y-axis acceleration of the vehicle, AMA_Y. An accelerometer is used to sense the vehicle's vertical Z-axis acceleration and provides a signal indicating the sensed vehicle vertical Z-axis acceleration AMA_Z; A roll rate sensor is used to sense the vehicle roll value and provide a signal indicating the sensed vehicle roll value. as well as The controller is configured to use multiple signals provided by the accelerometer and the roll rate sensor to perform the off-road detection metric, rollover discrimination metric, normal rollover deployment algorithm and off-road rollover deployment algorithm.

11. The vehicle safety system according to claim 1, wherein, The actuable restraint includes at least one of the following: seat belt anchor pretensioner, seat belt retractor pretensioner, curtain airbag, chest airbag, and side airbag.

12. A method for controlling the actuation of an actuable constraint in response to a vehicle rollover event, comprising: Detect whether the vehicle is engaged in off-road driving; The process of detecting whether the vehicle is engaged in off-road driving includes evaluating the vehicle roll angle R_ANGLE over time, and determining that the vehicle is engaged in off-road driving if the rollover discrimination metric does not enter the reset box when R_ANGLE exceeds both the upper roll threshold indicating a positive roll angle and the lower roll threshold indicating a negative roll angle. Determine whether the vehicle is experiencing a rollover event; if the vehicle is being driven on a road, the rollover event will ensure the actuation of the actuable constraint; and In response to the determination that the rollover event is continuing due to the vehicle's roll acceleration D_RATE, the actuable constraint is actuated.

13. The method according to claim 12, wherein, Determining whether the vehicle is experiencing a rollover event includes evaluating a rollover discrimination metric to determine whether the rollover discrimination metric exceeds a rollover threshold, the rollover discrimination metric plotting the relationship between the roll angle R_ANGLE and the roll rate R_RATE.

14. The method according to claim 13, wherein, Determining whether the vehicle is experiencing a rollover event also includes evaluating a rollover classification algorithm to determine the specific type of rollover event that has occurred.

15. The method of claim 14, wherein evaluating the rollover classification algorithm comprises: The lateral Y-axis acceleration AMA_Y metric is evaluated if it exceeds a predetermined threshold. The lateral Y-axis acceleration AMA_Y metric plots the relationship between AMA_Y and the roll angle R_ANGLE. The evaluation of the vertical Z-axis acceleration AMA_Z metric exceeds a predetermined threshold. The vertical Z-axis acceleration AMA_Z metric plots the relationship between AMA_Z and the roll angle R_ANGLE. The assessment indicates that the roll rate R_RATE metric exceeds a predetermined threshold, and the roll rate R_RATE metric plots the relationship between R_RATE and roll angle R_ANGLE; and The roll acceleration D_RATE metric is evaluated if it exceeds a predetermined threshold. The roll acceleration D_RATE metric plots the relationship between D_RATE and roll angle R_ANGLE.

16. The method of claim 14, wherein the specific type of rollover event is one of the following: slope rollover event, ditch rollover event, soft soil rollover event, medium soil rollover event, and hard soil / curb rollover event.

17. A vehicle safety system, comprising: Actuable constraint; A controller configured to control the actuation of the actuable constraint according to the method of claim 12.

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