Out-of-area collision detection using lateral acceleration at different locations in a vehicle

Abstract

The present invention relates to detecting an off-area collision involving a vehicle using lateral acceleration values detected at locations within the vehicle. In one example method, an electronic processor receives a first acceleration value at a centerline of the vehicle from a first acceleration sensor of at least two acceleration sensors. The electronic processor also receives a second acceleration value at the centerline of the vehicle from a second acceleration sensor of the at least two acceleration sensors. The method also includes deriving, with the electronic processor, an approximate yaw acceleration at the centerline of the vehicle based on the first acceleration value and the second acceleration value. The method also includes comparing, with the electronic processor, the approximate yaw acceleration to a threshold value, and initiating, with the electronic processor, one or more actions in response to the yaw acceleration exceeding the threshold value.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 057,003, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The embodiments involve using lateral acceleration values ​​detected at different locations within the vehicle to detect off-zone collisions involving the vehicle. Background Technology

[0004] Current vehicle safety systems include various sensors designed to detect impacts to a vehicle. However, these sensors are not optimized to detect impacts in front of the A-pillar (e.g., impacts occurring in front of the windshield or dashboard) and impacts behind the C-pillar (e.g., impacts occurring behind the rear windshield). This type of impact is called an "out-of-area impact" or "out-of-area collision." Out-of-area impacts typically occur during lane changes or merging, intersections, crossing guardrails, and other driving situations. Because these out-of-area collisions are difficult to detect with conventional systems, appropriate responses may not be possible. Summary of the Invention

[0005] Therefore, among other objectives, one objective of some embodiments is to use translational acceleration from one or more acceleration sensors to detect out-of-area collisions involving a vehicle.

[0006] One embodiment provides a system for detecting out-of-area impacts involving a vehicle. The system includes at least two acceleration sensors located within the vehicle body and an electronic processor. The electronic processor is configured to receive a first acceleration value at the vehicle centerline from a first acceleration sensor of the at least two acceleration sensors, and a second acceleration value at the vehicle centerline from a second acceleration sensor of the at least two acceleration sensors. The electronic processor is also configured to derive an approximate yaw acceleration at the vehicle centerline based on the first and second accelerations. The electronic processor is further configured to compare the approximate yaw acceleration with a threshold and initiate one or more actions in response to the yaw acceleration exceeding the threshold.

[0007] Another embodiment provides a method for detecting an out-of-area collision involving a vehicle. The method includes receiving a first acceleration value at the vehicle centerline from a first acceleration sensor of at least two acceleration sensors using an electronic processor, and receiving a second acceleration value at the vehicle centerline from a second acceleration sensor of the at least two acceleration sensors using the electronic processor. The method further includes deriving an approximate yaw acceleration at the vehicle centerline based on the first and second accelerations using the electronic processor. The method further includes comparing the approximate yaw acceleration with a threshold using the electronic processor, and initiating one or more actions using the electronic processor in response to the yaw acceleration exceeding the threshold.

[0008] Another embodiment provides a non-transitory computer-readable medium containing instructions configured, when executed by an electronic processor, to perform a set of functions, including receiving a first acceleration value at the vehicle centerline from a first acceleration sensor and a second acceleration value at the vehicle centerline from a second acceleration sensor. The set of functions also includes deriving an approximate yaw acceleration at the vehicle centerline based on the first and second accelerations. The set of functions further includes comparing the approximate yaw acceleration to a threshold and initiating one or more actions in response to the yaw acceleration exceeding the threshold.

[0009] These and other features, aspects, and advantages will become apparent from the following detailed description and related figures. It should be understood that the foregoing overview and the following detailed description are illustrative and do not limit the claimed aspects. Attached Figure Description

[0010] Figure 1 The illustration depicts a system for detecting out-of-area collisions involving a vehicle, according to some embodiments.

[0011] Figure 2 An electronic controller according to some embodiments is illustrated.

[0012] Figure 3 The illustration shows a sensor configuration for collecting acceleration values ​​in the vehicle body, according to some embodiments.

[0013] Figure 4A The illustration shows the impact zone on a vehicle according to some embodiments.

[0014] Figure 4B This is a graph illustrating how the impact region is determined in a two-dimensional feature space according to some embodiments.

[0015] Figure 5 The illustration depicts a method for detecting out-of-area collisions involving a vehicle, according to some embodiments.

[0016] Figure 6 The illustration depicts a method for detecting out-of-area collisions involving a vehicle, according to an alternative embodiment. Detailed Implementation

[0017] One or more embodiments are described and illustrated in the following description and accompanying drawings. These embodiments are not limited to the specific details provided herein and can be modified in various ways. Furthermore, other embodiments not described herein may exist. Additionally, the functions performed by one component as described herein may be performed by multiple components in a distributed manner. Similarly, functions performed by multiple components may be integrated and performed by a single component. Likewise, components described as performing specific functions may also perform additional functions not described herein. For example, an apparatus or structure “configured” in a certain way is configured at least in that way, but may also be configured in ways not listed. Furthermore, some embodiments described herein may include one or more electronic processors configured to perform the described functions by executing instructions stored in a non-transitory computer-readable medium. Similarly, embodiments described herein may be implemented as non-transitory computer-readable media storing instructions executable by one or more electronic processors to perform the described functions. As used herein, “non-transitory computer-readable medium” includes all computer-readable media but excludes transient propagation signals. Therefore, non-transitory computer-readable media may include, for example, hard disks, CD-ROMs, optical storage devices, magnetic storage devices, ROMs (read-only memory), RAMs (random access memory), register memories, processor caches, or any combination thereof.

[0018] Furthermore, the wording and terminology used herein are for descriptive purposes and should not be considered limiting. For example, the use of "comprising," "containing," "including," "having," and variations thereof herein means to cover the items listed thereafter and their equivalents, as well as additional items. The terms "connection" and "coupling" are used extensively and cover both direct and indirect connections and couplings. Moreover, "connection" and "coupling" are not limited to physical or mechanical connections or couplings and may include direct or indirect electrical connections or couplings. Additionally, electronic communication and notification may be performed using wired connections, wireless connections, or combinations thereof, and may be transmitted directly or through one or more intermediate means via various types of networks, communication channels, and connections. Furthermore, relational terms such as first and second, top and bottom, etc., may be used herein merely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between these entities or actions.

[0019] Figure 1An example of a system 100 for detecting out-of-area collisions involving vehicle 105 is illustrated. Vehicle 105 may be a car, truck, tractor-trailer, or other type of vehicle. Vehicle 105 is illustrated as having four wheels 110-113, but may include more or fewer wheels depending on the type of vehicle 105. In some embodiments, vehicle 105 is an autonomous or semi-autonomous vehicle.

[0020] System 100 includes at least two acceleration sensors (illustrated by a first acceleration sensor 115 and a second acceleration sensor 116, which may be referred to as "accelerometers 115-116"). Accelerometers 115-116 detect lateral acceleration within the body of vehicle 105. In one embodiment, acceleration sensors 115-116 are mounted in the body of vehicle 105 along centerline 120 of vehicle 105. In another embodiment, acceleration sensors 115-116 are located at other parts of the body of vehicle 105, such as alternative locations 117-118. In this embodiment, acceleration sensors 115-116 may be mounted symmetrically in the body of vehicle 105 (e.g., at the same distance from centerline 20). In another embodiment, at least one of acceleration sensors 115-116 may be mounted at the center of mass of vehicle 105. In some embodiments, acceleration sensors 115-116 are configured to estimate lateral acceleration values ​​at different points along the centerline 120 of the vehicle 105, even if acceleration sensors 115-116 are not mounted or positioned along the centerline 120.

[0021] System 100 also includes an electronic controller 125. In the illustrated embodiment, the electronic controller 125 is located at the center of gravity of the vehicle 105. However, it should be understood that the electronic controller 125 may be located at other locations within the vehicle body.

[0022] Figure 2 An example of an electronic controller 125 is illustrated. The electronic controller 125 includes a communication interface 205, an electronic processor 210, and a memory 215. The communication interface 205 allows the electronic processor 210 to communicate with external hardware, such as accelerometers 115-116 and / or a back-end server, via wireless or wired communication technologies. The electronic processor 210 is configured to access the memory 215 and, in particular, execute instructions to implement the methods and functions described herein. The electronic processor 210 may be a microprocessor, an application-specific integrated circuit (“ASIC”), or a similar processing circuit. The memory 215 is a non-transitory computer-readable medium and contains, in particular, instructions that, when executed by the electronic processor 210, perform the methods and functions described herein.

[0023] The memory 215 includes, in particular, collision detection software 220. The collision detection software 220 uses inputs from various sensors, such as acceleration sensors 115-116, to detect impacts involving vehicle 105. Specifically, the collision detection software 220 uses acceleration values ​​from acceleration sensors 115-116 to detect out-of-area collisions involving vehicle 105.

[0024] Figure 3 The diagram illustrates a sensor configuration for collecting acceleration values ​​within the vehicle body. In these configurations, vehicle 105 can position acceleration sensors 115-116 at any of the locations illustrated by Y_UFS, Y_ECU, and Y_Rear. When impact vehicle 305 contacts vehicle 105 outside the impact zone, both translational acceleration and rotational or yaw acceleration occur within vehicle 105. Acceleration sensors 115-116 detect the translational acceleration component of the impact.

[0025] The yaw acceleration at the centerline 120 of vehicle 105 can be approximated using two translational acceleration values ​​detected by acceleration sensors 115-116. In one embodiment, the linear acceleration at each measurement point (e.g., acceleration sensors 115-116) can be interpreted as translational acceleration. (It is the same value at all measurement points) and the sum of the rotational accelerations around the center of mass of vehicle 105. The rotational acceleration is determined based on the yaw acceleration and the radius vector from the center of mass to the measurement point. ,in For yaw acceleration, For rotational acceleration, and It is the radius vector.

[0026] Using two different measurement points located at different distances r1 and r2 from the center of mass, the linear acceleration at each of these measurement points... This can be summarized in the following equation:

[0027] Equation 1,

[0028] Equation 2.

[0029] Distances r1 and r2 are known quantities. In other words, when acceleration sensors 115-116 are installed in vehicle 105, they are placed at a known distance from the center of mass of vehicle 105, and this distance does not need to be determined.

[0030] Then, as shown in Equation 3, this can be achieved by taking two linear accelerations. , The difference is used to obtain yaw acceleration.

[0031] Equation 3.

[0032] Then, the yaw acceleration can be derived from the difference between the first acceleration from the first acceleration sensor 115 and the second acceleration from the second acceleration sensor 116. .

[0033] In the second embodiment, if one of the measurement points is located near the center of mass of vehicle 105 ( If the rotational acceleration becomes zero, then Equation 4 can be used instead to obtain the yaw acceleration by taking the quotient of the first acceleration and the second acceleration.

[0034] Equation 4.

[0035] Based on either Equation 3 or Equation 4, it can be solved... To derive the yaw acceleration at the centerline 120 of vehicle 105.

[0036] If acceleration sensors 115-116 are not directly mounted on the centerline 120 of vehicle 105, the acceleration values ​​from acceleration sensors 115-116 are still meaningful. Specifically, if one of acceleration sensors 115-116 is replaced by a pair of sensors symmetrically mounted about the centerline 120 (e.g., 115 is replaced by two sensors at replacement positions 117-118) (which may be referred to as "secondary sensors" for classification or labeling purposes), the average of the two acceleration sensors 117 and 118 can be taken to obtain an approximate acceleration value for sensor 115 on the centerline 120 of vehicle 105. In other embodiments, the maximum or minimum acceleration can be obtained from acceleration sensors 117 and 118.

[0037] The collision detection software 220 may also include a threshold lookup table or a threshold curve. The threshold lookup table and threshold curve contain values ​​for comparing derived yaw acceleration to determine if an out-of-area collision has occurred. The lookup table and curve can be determined based on the type of vehicle 105 (e.g., a car relative to a tractor-trailer) and the vehicle structure of vehicle 105. The derived yaw acceleration is input into the lookup table or compared with the curve, and if the derived yaw acceleration exceeds the expected value for vehicle 105, an out-of-area collision is detected. In the lookup table, the x-axis is the lateral acceleration taken from one of the acceleration sensors 115-116 (preferably the one closest to the center of mass of vehicle 105). Lateral acceleration can also be obtained by averaging the acceleration values ​​at acceleration sensors 115-116, which is particularly useful if one of the acceleration sensors 115-116 is mounted in the front of vehicle 105 and the other acceleration sensor is mounted in the rear of vehicle 105. A threshold is determined based on the lateral acceleration.

[0038] The collision detection software 220 also performs collision location detection. For example, Figure 4A The diagram illustrates impact zones 405, 406, 407, and 408 on vehicle 105. Points A and P are points on the centerline 120 of vehicle 105 where acceleration sensors 115-116 measure lateral acceleration. Points A and P lie on the same longitudinal line, which in this embodiment is the centerline 120. Because points A and P lie on the same longitudinal line, the acceleration at a point (e.g., point P) can be characterized by Equation 5 shown below.

[0039] Equation 5

[0040] In equation 5, This is the longitudinal distance between points A and P on the longitudinal line, both of which lie on this line (in this example, the centerline 120). From Equation 5, the yaw acceleration can then be derived. As shown in Equation 6 below.

[0041] Equation 6.

[0042] Yaw acceleration can be determined by using the accelerations that are determined or estimated at points A and P.

[0043] Based on the acceleration determined for at least one of points A and P, and based on the determined yaw acceleration, the collision detection software 220 performs impact location detection. The collision detection software 220 uses a two-dimensional feature space to determine which of the impact regions 405-408 has received an impact. Figure 4B An example of a two-dimensional feature space 450 is shown in the figure.

[0044] The two-dimensional feature space 450 illustrates the relationship between features based on lateral acceleration at one of points A and P and features based on yaw acceleration. In the two-dimensional feature space 450, a positive value for the feature based on lateral acceleration indicates that vehicle 105 has been impacted on the right side and is moving to the left, while a positive value for the feature based on yaw acceleration indicates that vehicle 105 is rotating counterclockwise. If the value of the feature based on lateral acceleration at one of points A and P is positive, and the value of the feature based on yaw acceleration is positive (quadrant 455), an impact is detected in impact region 407 or the right rear impact region. If the value of the feature based on lateral acceleration at one of points A and P is positive, and the value of the feature based on yaw acceleration is negative (quadrant 460), an impact is detected in impact region 408 or the right front impact region. If the characteristic value of the lateral acceleration based on either point A or P is negative, and the characteristic value of the yaw acceleration is negative (quadrant III 465), then an impact is detected in impact zone 406 or the left rear impact zone. If the characteristic value of the lateral acceleration based on either point A or P is negative, and the characteristic value of the yaw acceleration is positive (quadrant II 470), then an impact is detected in impact zone 405 or the left front impact zone.

[0045] Back Figure 1 The electronic controller 125 is communicatively connected to the acceleration sensors 115-116 via a wired connection (such as a vehicle communication bus, a controller area network (“CAN”) bus, or a direct electrical connection) or a wireless connection (such as a wireless transceiver). The electronic controller 125 also communicates with other vehicle systems 130, such as vehicle safety systems including airbags. In one embodiment, if the vehicle 105 is an autonomous or semi-autonomous vehicle, the electronic controller 125 may also be configured to communicate wirelessly with a back-end server at a remote location, such as a manufacturer's server, an owner's server, etc.

[0046] Figure 5 The illustration shows a method 500 for detecting an out-of-area collision involving vehicle 105 according to one embodiment. Method 500 includes receiving a first acceleration value (box 505) from a first acceleration sensor 115 using an electronic processor 210 at a point on the centerline 120 of vehicle 105. Method 500 also includes receiving a second acceleration value (box 510) from a second acceleration sensor 116 using the electronic processor 210 at a second point on the centerline 120 of vehicle 150.

[0047] In one example, the electronic processor 210 then determines the difference between the first acceleration and the second acceleration according to Equation 3 as described above (box 515). Then, according to Equation 3, the approximate yaw acceleration at the centerline 120 of the vehicle 105 is derived from the result of the difference between the first acceleration and the second acceleration (box 520).

[0048] Once the electronic processor 210 has derived the approximate yaw acceleration at the centerline 120 of the vehicle 105, the yaw acceleration is compared with a threshold obtained from a lookup table or curve stored in memory 215 (box 525). If the yaw acceleration exceeds the threshold of the vehicle 105, an out-of-area collision has been detected, and the electronic processor 210 is configured to initiate one or more actions (box 530).

[0049] In one embodiment, if an out-of-area collision is detected, the electronic processor 210 may be configured to generate a command to be sent to the vehicle system 130 to deploy airbags in the vehicle 105, in addition to performing other safety measures. In another embodiment, the electronic processor 210 is configured to also alert a backend server associated with the vehicle 105, indicating that an out-of-area collision has occurred. For example, the backend server may be owned by the owner of the vehicle 105, the manufacturer of the vehicle 105, etc. The electronic processor 210 may also be configured to send alerts to relevant safety agencies, such as law enforcement agencies or ambulance services.

[0050] Figure 6 The illustration shows a method 600 for detecting an out-of-area collision involving vehicle 105 according to a second embodiment. Method 600 includes receiving a first acceleration from a first acceleration sensor 115 using an electronic processor 210 (block 605). Method 600 also includes receiving a second acceleration from a second acceleration sensor 116 using the electronic processor 210 (block 610).

[0051] In one example, the electronic processor 210 then determines the quotient between the first acceleration and the second equation according to Equation 4 as described above (box 615). The approximate yaw acceleration at the centerline 120 of the vehicle 105 is then derived from the quotient between the first acceleration and the second acceleration according to Equation 4 (box 620).

[0052] Once the electronic processor 210 has derived the approximate yaw acceleration at the centerline 120 of the vehicle 105, it compares the yaw acceleration with a threshold obtained from a lookup table or curve stored in memory 215 (box 625). If the yaw acceleration exceeds the threshold for the vehicle 105, an out-of-area collision has been detected, and the electronic processor 210 is configured to initiate one or more actions (box 630), such as deploying an airbag in the vehicle 105 or sending an alert to a back-end server as described above.

[0053] The following examples illustrate the example systems and methods described herein. Example 1: A system for detecting out-of-area collisions involving a vehicle, the system comprising at least two acceleration sensors located within the vehicle body; and an electronic processor configured to: receive a first acceleration value at the vehicle centerline from a first acceleration sensor of the at least two acceleration sensors; receive a second acceleration value at the vehicle centerline from a second acceleration sensor of the at least two acceleration sensors; derive an approximate yaw acceleration at the vehicle centerline based on the first and second acceleration values; compare the approximate yaw acceleration with a threshold; and initiate one or more actions in response to the yaw acceleration exceeding the threshold.

[0054] Example 2: The system of Example 1, wherein the first acceleration sensor and the second acceleration sensor are positioned at the centerline of the vehicle.

[0055] Example 3: The system of Example 1 or Example 2, wherein the first acceleration sensor and the second acceleration sensor are located at two different longitudinal distances from the vehicle's center of gravity.

[0056] Example 4: A system of any of Examples 1-3, wherein one of the groups consisting of a first acceleration sensor and a second acceleration sensor includes a pair of secondary sensors symmetrically positioned within the body of the vehicle.

[0057] Example 5: A system of any of Examples 1-4, wherein the threshold is determined based on at least one of a first acceleration value and a second acceleration value.

[0058] Example 6: A system of any of Examples 1-5, wherein the one or more actions include deploying a vehicle safety system.

[0059] Example 7: A system of any of Examples 1-6, wherein the one or more actions include sending one or more alerts to a backend system associated with the vehicle.

[0060] Example 8: A method for detecting an out-of-area collision involving a vehicle, the method comprising: receiving, using an electronic processor, a first acceleration value at a vehicle centerline from a first acceleration sensor of at least two acceleration sensors; receiving, using an electronic processor, a second acceleration value at a vehicle centerline from a second acceleration sensor of the at least two acceleration sensors; deriving, using the electronic processor, an approximate yaw acceleration at the vehicle centerline based on the first acceleration value and the second acceleration value; comparing the approximate yaw acceleration with a threshold value using the electronic processor; and initiating one or more actions using the electronic processor in response to the yaw acceleration exceeding the threshold value.

[0061] Example 9: The method of Example 8, wherein the first acceleration sensor and the second acceleration sensor are positioned at the centerline of the vehicle.

[0062] Example 10: The method of Example 8 or Example 9, wherein the first acceleration sensor and the second acceleration sensor are located at two different longitudinal distances from the vehicle's center of gravity.

[0063] Example 11: A method of any of the embodiments of Examples 8-10, wherein one of the groups consisting of a first acceleration sensor and a second acceleration sensor includes a pair of secondary sensors symmetrically arranged within the body of the vehicle.

[0064] Example 12: A method of any of Examples 8-11, wherein a threshold is determined based on at least one of a first acceleration value and a second acceleration value.

[0065] Example 13: A method of any of Examples 8-12, wherein the one or more actions include deploying a vehicle safety system.

[0066] Example 14: A method of any of Examples 8-13, wherein the one or more actions include sending one or more alerts to a backend system associated with the vehicle.

[0067] Example 15: A non-transitory computer-readable medium containing instructions configured, when executed by an electronic processor, to perform a set of functions including: receiving a first acceleration value at the vehicle centerline from a first acceleration sensor located in the vehicle body; receiving a second acceleration value at the vehicle centerline from a second acceleration sensor located in the vehicle body; deriving an approximate yaw acceleration at the vehicle centerline based on the first and second acceleration values; comparing the approximate yaw acceleration with a threshold; and initiating one or more actions in response to the yaw acceleration exceeding the threshold.

[0068] Example 16: A non-transitory computer-readable medium of Example 15, wherein the first acceleration value and the second acceleration value are translational acceleration values.

[0069] Example 17: A non-transitory computer-readable medium of Example 15 or Example 16, wherein a threshold is determined based on at least one of a first acceleration value and a second acceleration value.

[0070] Example 18: The non-transitory computer-readable medium of Example 17, wherein a lookup table is used to determine the threshold.

[0071] Example 19: The non-transitory computer-readable medium of Example 17, where a curve is used to determine the threshold.

[0072] Example 20: A non-transitory computer-readable medium of any of Examples 15-19, wherein one or more actions include deploying a vehicle's safety system.

[0073] Therefore, the embodiments described herein particularly provide systems and methods for detecting out-of-area collisions involving vehicles. Various features, advantages, and embodiments are set forth in the following claims.

Claims

1. A system for detecting out-of-area collisions involving a vehicle, the system comprising: At least two acceleration sensors are located inside the vehicle body; and Electronic processor, which is configured to A first acceleration value is received from a first acceleration sensor, one of the at least two acceleration sensors, at a first point on the centerline of the vehicle, the first acceleration sensor being located on the centerline of the vehicle and at a first known distance from the center of mass of the vehicle; A second acceleration value is received from a second acceleration sensor, one of the at least two acceleration sensors, at a second point on the centerline of the vehicle, the second acceleration sensor being located at the center of mass of the vehicle; The approximate yaw acceleration at the vehicle's centerline is derived from the quotient between the first acceleration value and the second acceleration value; The approximate yaw acceleration is compared with a threshold. as well as In response to the approximate yaw acceleration exceeding the threshold, one or more actions are initiated.

2. The system according to claim 1, wherein, The threshold is determined based on at least one of the first acceleration value and the second acceleration value.

3. The system according to claim 1, wherein, The one or more actions include deploying the vehicle's safety system and sending at least one of one or more alerts to backend systems associated with the vehicle.

4. The system according to claim 1, wherein, The electronic processor is also configured to determine the location of the out-of-area impact based on the approximate yaw acceleration and at least one of the first acceleration value and the second acceleration value.

5. A method for detecting an out-of-area collision involving a vehicle, the method comprising: An electronic processor receives a first acceleration value at the centerline of the vehicle from a first acceleration sensor, one of at least two acceleration sensors, the first acceleration sensor being located at the centerline of the vehicle and at a first known distance from the center of mass of the vehicle; The electronic processor receives a second acceleration value at the centerline of the vehicle from a second acceleration sensor, one of the at least two acceleration sensors, the second acceleration sensor being located at the center of gravity of the vehicle; Using the electronic processor, an approximate yaw acceleration at the centerline of the vehicle is derived based on the quotient between the first acceleration value and the second acceleration value; The electronic processor is used to compare the approximate yaw acceleration with a threshold. as well as In response to the approximate yaw acceleration exceeding a threshold, the electronic processor initiates one or more actions.

6. The method according to claim 5, wherein, The threshold is determined based on at least one of the first acceleration value and the second acceleration value.

7. The method according to claim 5, wherein, The one or more actions include deploying the vehicle's safety system and sending at least one of one or more alerts to backend systems associated with the vehicle.

8. The method according to claim 5, wherein, The electronic processor is also configured to determine the location of the out-of-area impact based on the approximate yaw acceleration and at least one of the first acceleration value and the second acceleration value.

9. A non-transitory computer-readable medium containing instructions for detecting out-of-area collisions involving a vehicle, the instructions being configured, when executed by an electronic processor, to perform a set of functions, the set of functions including A first acceleration value is received from a first acceleration sensor located in the body of the vehicle at the centerline of the vehicle, the first acceleration sensor being positioned at the centerline of the vehicle and at a first known distance from the center of mass of the vehicle; A second acceleration value at the centerline of the vehicle is received from a second acceleration sensor located in the body of the vehicle, the second acceleration sensor being positioned at the center of mass of the vehicle; The approximate yaw acceleration at the vehicle's centerline is derived based on the quotient between the first acceleration value and the second acceleration value. The approximate yaw acceleration is compared with a threshold. as well as In response to the approximate yaw acceleration exceeding the threshold, one or more actions are initiated.

10. The non-transitory computer-readable medium according to claim 9, wherein, The first acceleration value and the second acceleration value are translational acceleration values.

11. The non-transitory computer-readable medium according to claim 9, wherein, The threshold is determined based on at least one of the first acceleration value and the second acceleration value.

12. The non-transitory computer-readable medium according to claim 11, wherein, The threshold is determined using a lookup table.

13. The non-transitory computer-readable medium according to claim 11, wherein, The threshold is determined using a curve.

14. The non-transitory computer-readable medium according to claim 9, wherein, The instructions also include determining the location of the out-of-area impact based on the approximate yaw acceleration and at least one of the first acceleration value and the second acceleration value.

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