Method and system for vehicle rollover identification and safety control and vehicle

Abstract

The invention belongs to the technical field of intelligent vehicles, and particularly relates to a method and system for vehicle rollover recognition and safety control and a vehicle. The invention aims to solve the problems of high false alarm rate and missing report rate caused by dependence on a single sensor, an instantaneous threshold value or single judgment logic in the traditional rollover detection. Motion signals such as three-axis acceleration, three-axis angular velocity, vehicle speed and wheel speed of a vehicle are collected in real time, continuous confirmation of the abnormal state is carried out on the acceleration signals, and a reliable continuous confirmation mark is generated; based on the motion signal and the sign, whether the vehicle meets various preset rollover mode conditions or not is judged in parallel, and the accuracy and reliability of judgment are remarkably improved through a dual verification mechanism; a parallel multi-mode judgment framework ensures that the system can comprehensively cover and quickly distinguish different types of rollover conditions, so that safety protection measures can be triggered in time after the danger is accurately identified, and the safety of passengers is ensured while false alarms are reduced.

Description

Technical Field

[0001] This invention belongs to the field of intelligent vehicle technology, specifically relating to a method and system for vehicle rollover identification and safety control, and a vehicle. Background Technology

[0002] With the continuous development of automotive technology and the increasing safety awareness of consumers, automotive electronic safety systems have become a core feature of modern vehicles. Active safety devices such as Electronic Stability Program (ESP) and Anti-lock Braking System (ABS) play a crucial role in preventing vehicle loss of control. However, in extreme accidents such as rollovers or side rollovers, traditional braking and stability control systems alone are insufficient to effectively prevent secondary damage. After a rollover, if the engine continues to run and the fuel system is not shut off in time, fuel leaks, foreign objects inhaled into the engine causing serious mechanical damage, and even fires caused by short circuits or high exhaust pipe temperatures can easily occur, posing a serious threat to the lives and property of passengers. Therefore, in the event of a rollover accident, quickly and accurately identifying dangerous conditions and automatically triggering passive safety measures such as power cut-off and fuel isolation has become a key issue in improving post-accident vehicle safety.

[0003] Currently, some high-end models are equipped with basic rollover detection functions, but existing technologies generally have the following shortcomings: First, the detection methods are limited, relying mainly on simple tilt sensors or low-precision accelerometers, which are easily affected by normal vehicle bumps and aggressive driving conditions, resulting in a high false alarm rate; Second, there is a lack of continuous confirmation mechanisms, making them sensitive to instantaneous impact signals, which may trigger false alarms when passing over speed bumps or encountering road impacts, affecting driving safety and experience; Third, the system response is incomplete, with most solutions only providing alarm prompts and not being deeply integrated with the vehicle's powertrain, fuel system, and body control system, thus failing to perform a full set of passive safety protection actions such as automatic engine shutdown, fuel cut-off, door unlocking, and emergency call activation.

[0004] In view of this, the present invention is hereby proposed. Summary of the Invention

[0005] One objective of this invention is to solve the problem of high false alarm and false negative rates in traditional rollover detection due to reliance on a single sensor, instantaneous threshold, or single judgment logic.

[0006] To achieve the above objectives, the present invention provides a method for vehicle rollover detection and safety control, comprising:

[0007] The system collects dynamic motion signals of the vehicle in real time; these dynamic motion signals include triaxial acceleration signals, triaxial yaw rate signals, vehicle speed signals, and wheel speed signals.

[0008] The abnormal state of the triaxial acceleration signal is continuously confirmed, and a corresponding continuous confirmation flag is generated;

[0009] Based on the dynamic motion signal and the continuous confirmation flags for each axis, it is determined in parallel whether the vehicle simultaneously meets multiple preset rollover mode conditions.

[0010] When any rollover mode condition is determined to be met, a control command is generated to trigger the vehicle's safety protection.

[0011] Further, the abnormal state persistence confirmation step includes: in each fixed sampling period, acquiring the absolute value of the current sampled value of the triaxial acceleration signal, and determining whether the absolute value of the current sampled value is greater than its corresponding axial determination threshold; wherein, the axial determination threshold is set according to the critical acceleration required for the vehicle to roll over in the target axial direction; if so, determining whether the absolute value of all the current sampled values ​​is greater than its corresponding axial determination threshold within K consecutive sampling periods; if so, recording it as the target axial signal, and determining that the abnormal state of the acceleration signal of the target axial signal meets the persistence condition; wherein, K is a positive integer greater than 1, and the product of K and the duration of each sampling period is greater than the duration of the abnormal acceleration signal that can be generated by non-accident dynamic disturbance of the vehicle; when the corresponding acceleration signal is determined to meet the persistence condition, setting the corresponding persistence confirmation flag to a valid state, and maintaining the valid state within the current execution period of the persistence confirmation step.

[0012] Furthermore, the abnormal state persistence confirmation step further includes: if, within K consecutive sampling periods, the absolute value of any current sample value is less than or equal to its corresponding axial determination threshold, then the acceleration signal abnormal state is determined not to meet the persistence condition; when the corresponding acceleration signal is determined not to meet the persistence condition, the corresponding persistence confirmation flag is set to an invalid state, and the invalid state is maintained within the current execution period of the persistence confirmation step.

[0013] Furthermore, the three-axis yaw rate signal includes longitudinal yaw rate, lateral yaw rate, and gravity-direction yaw rate; the preset rollover modes include at least longitudinal rollover mode, lateral rollover mode, and gravity-direction rollover mode; in the step of parallelly determining whether the vehicle simultaneously meets multiple preset rollover mode conditions, the determination logic for any rollover mode condition must simultaneously couple the corresponding dynamic motion signal and the valid state of the continuous confirmation flag corresponding to the axis.

[0014] Furthermore, the determination conditions for the longitudinal rollover mode must simultaneously meet the following: the current vehicle speed is less than a first vehicle speed threshold; the absolute value of the vehicle's longitudinal acceleration is greater than the longitudinal acceleration threshold; the continuous confirmation flag corresponding to the longitudinal acceleration is in a valid state; the vehicle's lateral yaw rate is greater than the lateral yaw rate threshold; and the wheel speed of at least one non-driving wheel is less than the wheel speed threshold. Wherein, the first vehicle speed threshold is set to 18 to 22 km / h, the longitudinal acceleration threshold is set to 9 to 9.4 m / s², the lateral yaw rate threshold is set to 48 to 52° / s, and the wheel speed threshold is set to 1.8 to 2.2 km / h.

[0015] Furthermore, the determination conditions for the lateral rollover mode must simultaneously meet the following: the current vehicle speed is less than a first vehicle speed threshold; the vehicle's lateral acceleration is greater than a lateral acceleration threshold; the continuous confirmation flag corresponding to the lateral acceleration is in a valid state; the vehicle's yaw rate in the direction of gravity is greater than a yaw rate threshold in the direction of gravity; and the wheel speed of at least one non-drive wheel is less than a wheel speed threshold. The lateral acceleration threshold is determined based on the ratio of the vehicle's center of gravity height to its wheelbase and its product with the gravitational acceleration. The yaw rate threshold in the direction of gravity is set to 48 to 52° / s.

[0016] Furthermore, the determination conditions for the gravity-direction rollover mode must simultaneously meet the following: the current vehicle speed is less than a second vehicle speed threshold; the vehicle's gravity-direction acceleration is less than a gravity acceleration threshold; the continuous confirmation flag for the corresponding gravity-direction acceleration is valid; and the vehicle's longitudinal yaw rate is greater than a longitudinal yaw rate threshold. Wherein, the second vehicle speed threshold is set to 28 to 32 km / h, the gravity acceleration threshold is set to 4.3 to 4.7 m / s², and the longitudinal yaw rate threshold is set to 58 to 62° / s².

[0017] Furthermore, the step of triggering the vehicle's safety protection includes: actively controlling one or more safety actuators of the vehicle to enter a preset passive safety protection state; and / or, the step of triggering the vehicle's safety protection also includes: sending alarm information containing the vehicle's location and accident status to an external rescue system or cloud service platform via an onboard communication module; wherein, the safety actuator includes a powertrain controller; the step of entering the passive safety protection state includes: sending a command to the powertrain controller to cut off the engine's ignition and fuel injection or disconnect the power supply to the high-voltage system; and / or, the safety actuator also includes a body control module; the step of entering the passive safety protection state also includes: sending a command to the body control module to unlock all or part of the vehicle doors and / or activate the emergency hazard warning lights and / or activate the interior emergency lighting.

[0018] In other embodiments, a system for vehicle rollover identification and safety control is provided, capable of executing the method for vehicle rollover identification and safety control described above; the system includes: a signal acquisition module for acquiring dynamic motion signals of the vehicle; a control module connected to the signal acquisition module, the control module including: an acceleration anomaly continuous confirmation unit for continuously confirming the abnormal state of the three-axis acceleration signals and generating corresponding continuous confirmation flags; a rollover mode determination unit for determining, in parallel, whether the vehicle simultaneously meets multiple preset rollover mode conditions based on the dynamic motion signals and the continuous confirmation flags of each axis; and a safety protection unit for generating a control command to trigger the vehicle's safety protection when any rollover mode condition is determined to be met.

[0019] In other embodiments, a vehicle is provided, including the system described above for vehicle rollover detection and safety control.

[0020] Based on the foregoing description, those skilled in the art will understand that this invention acquires multi-dimensional motion signals of the vehicle in real time, including triaxial acceleration, triaxial angular velocity, vehicle speed, and wheel speed, and continuously verifies the abnormal state of the acceleration signals to generate a reliable continuous verification flag. Subsequently, based on these processed signals and flags, it determines in parallel whether the vehicle meets multiple preset rollover mode conditions. This invention solves the problems of high false alarm rates, false negative rates, and inability to distinguish rollover types caused by reliance on a single sensor, instantaneous threshold, or single judgment logic in traditional rollover detection. Through a dual mechanism of multi-sensor information fusion and signal continuous verification, the accuracy and reliability of the judgment are significantly improved. The parallel multi-mode judgment architecture ensures that the system can comprehensively cover and quickly distinguish different types of rollovers (such as side rollovers and longitudinal rollovers), thereby triggering safety protection measures in a timely manner after accurately identifying hazards, reducing false alarms while ensuring occupant safety. Attached Figure Description

[0021] The accompanying drawings, as part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are used to explain the invention, but do not constitute an undue limitation of the invention. Obviously, the drawings described below are merely some embodiments, and those skilled in the art can obtain other drawings based on these drawings without creative effort. In the drawings:

[0022] Figure 1 This is a flowchart of a method for vehicle rollover identification and safety control in some embodiments of the present invention;

[0023] Figure 2 This is a schematic diagram of the vehicle's longitudinal rollover according to the present invention;

[0024] Figure 3This is a schematic diagram illustrating the vehicle's rollover in the direction of gravity according to the present invention;

[0025] Figure 4 This is a schematic diagram of the vehicle overturning according to the present invention;

[0026] Figure 5 This is a schematic diagram illustrating the force analysis principle for calculating the lateral yaw rate threshold and the gravity-direction yaw rate threshold based on the longitudinal acceleration threshold and the lateral acceleration threshold, respectively. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0028] Those skilled in the art should understand that the embodiments described below are merely a part of the embodiments of the present invention, and not all of the embodiments of the present invention. These partial embodiments are intended to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by those skilled in the art without creative effort should still fall within the scope of protection of the present invention.

[0029] The following reference Figures 1 to 5 This document will provide a detailed description of the methods for vehicle rollover identification and safety control in some embodiments of the present invention. Figure 1 This is a flowchart of a method for vehicle rollover identification and safety control in some embodiments of the present invention; Figure 2 This is a schematic diagram of the vehicle's longitudinal rollover according to the present invention; Figure 3 This is a schematic diagram illustrating the vehicle's rollover in the direction of gravity according to the present invention; Figure 4 This is a schematic diagram of the vehicle overturning according to the present invention; Figure 5 This is a schematic diagram illustrating the force analysis principle for calculating the lateral yaw rate threshold and the gravity-direction yaw rate threshold based on the longitudinal acceleration threshold and the lateral acceleration threshold, respectively.

[0030] In some embodiments of the present invention, a system for vehicle rollover identification and safety control is provided. The system can identify various rollover situations caused by accidents during vehicle operation, such as side rollover, longitudinal rollover, and gravity-direction rollover, by using various vehicle motion signals (such as three-axis acceleration signals, three-axis yaw rate signals, vehicle speed signals, and wheel speed signals), and take safety protection measures accordingly.

[0031] like Figures 2 to 4As shown, a rollover refers to a vehicle rolling or turning sideways around its longitudinal axis (X-axis). The direction of the rollover or turning includes left and right rollovers. Rollovers are usually caused by excessive lateral force, such as loss of control when cornering at high speed, avoiding obstacles, or being hit from the side.

[0032] Longitudinal rollover refers to a vehicle rolling or overturning around its lateral axis (Y-axis). The direction of the rollover or overturning includes the front of the vehicle rolling forward and the rear of the vehicle rolling backward. It is commonly seen in scenarios such as a vehicle running off the road, riding on an obstacle, or being hit by a huge force from behind.

[0033] Gravity-direction rollover refers to a vehicle yawing or rotating around its vertical axis (Z-axis), or the vehicle becoming unstable in the direction of gravity. Gravity-direction rollover includes yaw rotation and weightlessness / inversion. Yaw rotation is when the vehicle rotates at high speed around its vertical axis. Weightlessness / inversion is when the vehicle experiences abnormal acceleration in the direction of gravity, such as when falling from a height or rolling in the air.

[0034] When a gasoline-powered vehicle rolls over, components such as the fuel tank, fuel lines, and fuel pump may rupture due to the impact, leading to fuel leakage. If the engine is still running, the high temperatures of the exhaust pipe, turbocharger, and other components (reaching 600-800℃) can ignite the leaking fuel, causing a fire or even an explosion. In other words, during a rollover, the gasoline-powered engine may be in an abnormal operating state: the oil pump may fail to supply oil properly, causing engine dry friction damage; the engine may be inverted or tilted, preventing oil from lubricating the upper cylinders and camshaft; foreign objects may be sucked into the intake manifold, causing severe engine damage. Furthermore, automatic transmissions require a continuous oil pump for lubrication; abnormal oil levels during a rollover can lead to clutch plate burnout and gear dry friction; and in an inverted position, manual transmissions may not be able to engage properly.

[0035] Therefore, upon detecting any rollover situation, this invention requires cutting off the engine ignition and fuel injection for gasoline-powered vehicles to prevent secondary collisions or threats to rescue personnel caused by the engine continuing to run after an accident, which could allow rescue personnel to approach the vehicle more safely and avoid injury from spinning tires or moving parts of the vehicle. For new energy vehicles that rollover, the high-voltage power supply can be disconnected to prevent secondary collisions.

[0036] Based on this, the system of the present invention includes a signal acquisition module and a control module. The signal acquisition module is electrically connected to the control module. The signal acquisition module is used to acquire the dynamic motion signal of the vehicle, and the control module is used to determine whether the vehicle is in a rollover state based on the acquired dynamic motion signal. If the vehicle is in a rollover state, the vehicle's safety protection is triggered.

[0037] Specifically, the signal acquisition module is used to acquire the vehicle's dynamic motion signals. These dynamic motion signals include three-axis acceleration signals, three-axis yaw rate signals, vehicle speed signals, and wheel speed signals.

[0038] The triaxial acceleration signal provides feedback on longitudinal acceleration (Ax), lateral acceleration (Ay), and vertical acceleration (Az) during vehicle operation. Specifically, longitudinal acceleration (Ax) reflects the acceleration and deceleration in the forward / reverse direction, indicating braking, acceleration, and collision impacts. Lateral acceleration (Ay) reflects the centrifugal force in the left-right direction, indicating turning, sideslip, and lateral collisions. Vertical acceleration (Az) reflects the vertical motion of the vehicle, indicating bumps, jumps, and weightlessness (abnormal gravitational acceleration during rollover).

[0039] The three-axis yaw rate signal can provide feedback on the longitudinal yaw rate (Ax_YawRate), lateral yaw rate (Ay_YawRate), and gravity-directed yaw rate (Az_YawRate) during vehicle operation. Specifically, the longitudinal yaw rate (Ax_YawRate) is the vehicle's pitch rate around the X-axis (left-right direction), reflecting the vehicle's head-up / head-down motion. The lateral yaw rate (Ay_YawRate) is the vehicle's roll rate around the Y-axis (front-back direction), reflecting the vehicle's tendency to roll over. The gravity-directed yaw rate (Az_YawRate) is the vehicle's yaw rate around the Z-axis (gravity direction), reflecting steering, fishtailing, and uncontrolled rotation.

[0040] This invention employs an IMU module to detect triaxial acceleration and triaxial yaw rate signals. The IMU module includes a 6-axis MEMS sensor (such as MPU6050 or BMI088) and integrates a triaxial accelerometer and a triaxial gyroscope. The triaxial accelerometer measures the linear acceleration of an object in the X, Y, and Z directions. The triaxial gyroscope measures the rotational angular velocity of an object around the X, Y, and Z axes. The triaxial accelerometer typically has a range of ±2g to ±16g, and the triaxial gyroscope typically has a range of ±250° / s to ±2000° / s.

[0041] The vehicle speed signal is used to provide feedback on the absolute speed of the vehicle, that is, the actual speed of the vehicle relative to the ground, and the direction of travel includes forward or backward.

[0042] In some specific examples, vehicle speed signals can be obtained by adding wheel speed sensors and calculating the vehicle speed based on the average speed of the four wheels. Specifically, four wheel speed sensors are installed on the four wheels of the vehicle, and each wheel speed sensor detects the rotational speed pulse signal of the corresponding wheel. First, the rotational speed of a single wheel is calculated using the formula ω=(ΔP×60) / (N×Δt), where ω is the rotational speed of a single wheel in revolutions per minute (rpm); ΔP is the pulse increment of a wheel within the sampling period in units of pulses; N is the number of pulses per revolution of the wheel in units of pulses / revolution; and Δt is the sampling period in units of seconds (s). Based on the above formula, the rotational speeds of the four wheels are calculated separately, and then the average rotational speed of the four wheels is calculated using the formula ω. 平均 = (ω1 + ω2 + ω3 + ω4) / 4. Finally, the vehicle speed is calculated based on the average rotational speed, using the formula: v = ω 平均 ×(2πr×60) / 1000, where v is the vehicle speed in kilometers per hour (km / h); r is the effective rolling radius of the tire in meters (m).

[0043] In this example, the wheel speed sensor can be configured as a Hall effect sensor or a magnetoelectric sensor.

[0044] In other specific examples, the vehicle speed signal provides absolute speed information through the vehicle's built-in GPS module, which calculates the ground speed and uses changes in satellite signal frequency to estimate the receiver's speed.

[0045] In other specific examples, the vehicle speed signal can also be obtained by measuring the vehicle's acceleration on three orthogonal axes using the vehicle's built-in inertial navigation system (INS), and then performing two integration operations to obtain the speed information.

[0046] In other specific examples, the vehicle speed signal can also be obtained by installing a speed sensor at the transmission output shaft. This speed sensor can be a Hall effect or magnetoelectric sensor. When the output shaft rotates, the sensor detects that the gears or magnets on the shaft generate pulse signals. Each pulse corresponds to a fixed angle the output shaft rotates. By counting the number of pulses and the time interval, the rotational speed of the output shaft can be calculated. Specifically, the calculation formula is: Vehicle speed = Output shaft rotational speed × Final drive ratio × Current gear ratio × Tire rolling radius, where the calculation formula for the output shaft rotational speed is: Output shaft rotational speed = (Number of pulses × 60) / (Number of pulses per revolution × Sampling time).

[0047] Wheel speed signals are used to provide feedback on the rotational speed of each wheel, wheel slip status, and vehicle dynamics. The rotational speed of each wheel is the independent rotational speed of the four wheels. The wheel slip status determines whether the wheel is locked, spinning freely, or off the ground. Vehicle dynamics are determined by the difference in wheel speed, such as steering and sideslip.

[0048] Wheel speed signals can be detected using wheel speed sensors, which can be Hall effect or magnetoresistive. These sensors calculate rotational speed by detecting the number of teeth on the gear. When a magnetic gear tooth passes the sensor, the magnetic field strength changes, and the Hall element generates a voltage pulse signal. Each gear tooth passing the sensor generates one pulse. By counting the number and duration of these pulses, the wheel speed can be calculated. Alternatively, wheel speed signals can be obtained from the vehicle's built-in ABS (Anti-lock Braking System). The ABS system includes wheel speed sensors, typically four independent sensors, one for each wheel. Each sensor independently outputs a wheel speed pulse signal, and the signal frequency is proportional to the wheel speed.

[0049] Specifically, the calculation formula is: wheel speed = (N×60) / (P×Δt), where the unit of wheel speed is rpm, Δt is the sampling period, N is the number of pulses output by the Hall effect wheel speed sensor, and P is the number of teeth of the gear.

[0050] The signal acquisition module is configured as a microcontroller. The IMU module communicates with the microcontroller through the I2C or SPI interface. The vehicle speed sensor and wheel speed sensor can communicate with the microcontroller through the CAN bus, which can be connected to the microcontroller's SPI interface through the CAN transceiver.

[0051] Understandably, in addition to acquiring the vehicle's dynamic motion signals, the signal acquisition module is also configured to preprocess the acquired signals. Preprocessing steps include, but are not limited to, aligning and filtering the timestamps of the triaxial accelerometer and triaxial gyroscope data. Specifically, the signal acquisition module is also configured to synchronize the data from the triaxial accelerometer and gyroscope, assigning a unified timestamp to data from different sensors to eliminate sampling delays between sensors; and to perform low-pass filtering on the time-synchronized triaxial accelerometer and triaxial gyroscope data, with the cutoff frequency set in the range of 5 to 10 Hz based on the vehicle's motion dynamics characteristics to filter out high-frequency noise interference.

[0052] The preprocessed signals are transmitted to the control module via the CAN bus for subsequent comprehensive assessment of the vehicle's motion status and rollover risk.

[0053] The control module includes an acceleration anomaly continuous confirmation unit, a rollover mode determination unit, and a safety protection unit. The acceleration anomaly continuous confirmation unit continuously confirms the abnormal state of the three-axis acceleration signals and generates corresponding continuous confirmation flags. The rollover mode determination unit determines, based on dynamic motion signals and the continuous confirmation flags for each axis, whether the vehicle simultaneously meets multiple preset rollover mode conditions. The safety protection unit generates a control command to trigger the vehicle's safety protection when any rollover mode condition is determined to be met.

[0054] In some embodiments, the acceleration anomaly persistence confirmation unit is further configured to: execute the anomaly state persistence confirmation step, including: in each fixed sampling period, acquiring the absolute value of the current sampled value of the triaxial acceleration signal, and determining whether the absolute value of the current sampled value is greater than its corresponding axial determination threshold; wherein, the axial determination threshold is set according to the critical acceleration required for the vehicle to roll over in the target axial direction; if so, determining whether the absolute value of all the current sampled values ​​is greater than its corresponding axial determination threshold in K consecutive sampling periods; if so, recording it as the target axial signal, and determining that the acceleration signal anomaly state of the target axial signal meets the persistence condition; wherein, K is a positive integer greater than 1, and the product of K and the duration of each sampling period is greater than the duration of the acceleration anomaly signal that can be generated by non-accident dynamic disturbance of the vehicle; when the corresponding acceleration signal is determined to meet the persistence condition, setting the corresponding persistence confirmation flag to a valid state, and maintaining the valid state in the current execution period of the persistence confirmation step.

[0055] In some embodiments, the acceleration anomaly persistence confirmation unit is further configured to: perform the step of determining whether the absolute value of the current sampled value is greater than its corresponding axial determination threshold, and further include: if, within K consecutive sampling periods, there exists an absolute value of the current sampled value that is less than or equal to its corresponding axial determination threshold, then determine that the sampled value in the current period does not meet the persistence condition, set the persistence confirmation flag corresponding to it to an invalid state, and maintain the invalid state within the current execution period of the persistence confirmation step.

[0056] In some embodiments, the axial determination threshold includes a longitudinal acceleration threshold, a lateral acceleration threshold, and a gravity direction acceleration threshold; the target axial signal includes a target longitudinal signal, a target lateral signal, and a target gravity direction signal; the acceleration anomaly continuous confirmation unit is further configured to: perform the step of determining whether the absolute value of the current sampled value is greater than its corresponding axial determination threshold, including: determining whether the longitudinal acceleration is greater than the longitudinal acceleration threshold; if so, accumulating a longitudinal acceleration anomaly once and using it as the target longitudinal signal; determining whether the lateral acceleration is greater than the lateral acceleration threshold; if so, accumulating a longitudinal acceleration anomaly once and using it as the target lateral signal; determining whether the gravity direction acceleration is greater than the gravity direction acceleration threshold; if so, accumulating a longitudinal acceleration anomaly once and using it as the target gravity direction signal.

[0057] The rollover mode determination unit is further configured such that, in the step of parallel determination of whether the vehicle simultaneously meets multiple preset rollover mode conditions, the determination logic of any rollover mode condition must simultaneously couple the corresponding dynamic motion signal and the valid state of the continuous confirmation flag corresponding to the axis.

[0058] The rollover mode determination unit is further configured to execute the determination conditions for the longitudinal rollover mode, which must simultaneously satisfy the following: the current vehicle speed is less than a first vehicle speed threshold; the absolute value of the vehicle's longitudinal acceleration is greater than a longitudinal acceleration threshold; the continuous confirmation flag corresponding to the longitudinal acceleration is in a valid state; the vehicle's lateral yaw rate is greater than a lateral yaw rate threshold; and the wheel speed of at least one non-drive wheel is less than a wheel speed threshold. Wherein, the first vehicle speed threshold can be set to 18 to 22 km / h, the longitudinal acceleration threshold can be set to 9 to 9.4 m / s², the lateral yaw rate threshold can be set to 48 to 52° / s, and the wheel speed threshold can be set to 1.8 to 2.2 km / h.

[0059] The rollover mode determination unit is further configured to execute the determination conditions for the lateral rollover mode, which must simultaneously satisfy the following: the current vehicle speed is less than a first vehicle speed threshold; the vehicle's lateral acceleration is greater than a lateral acceleration threshold; the continuous confirmation flag corresponding to the lateral acceleration is in a valid state; the vehicle's yaw rate in the gravity direction is greater than a yaw rate threshold in the gravity direction; and the wheel speed of at least one non-drive wheel is less than a wheel speed threshold. The longitudinal acceleration threshold can be set to 8 to 8.4 m / s², or the lateral acceleration threshold can be determined based on the ratio of the vehicle's center of gravity height to the wheelbase and its product with the gravitational acceleration; the yaw rate threshold in the gravity direction can be set to 48 to 52° / s.

[0060] The rollover mode determination unit is further configured to execute the determination conditions for the gravity direction rollover mode. The determination conditions for the gravity direction rollover mode must simultaneously meet the following: the current vehicle speed is less than a second vehicle speed threshold; the vehicle's gravity direction acceleration is less than a gravity acceleration threshold; the continuous confirmation flag for the corresponding gravity direction acceleration is valid; and the vehicle's longitudinal yaw rate is greater than a longitudinal yaw rate threshold. The second vehicle speed threshold can be set to 28 to 32 km / h, the gravity acceleration threshold can be set to 4.3 to 4.7 m / s², and the longitudinal yaw rate threshold can be set to 58 to 62° / s².

[0061] The safety protection unit is configured to execute the steps of triggering vehicle safety protection, including: actively controlling one or more safety actuators of the vehicle to enter a preset passive safety protection state; and / or, the steps of triggering vehicle safety protection further include: sending alarm information containing vehicle location and accident status to an external rescue system or cloud service platform via an onboard communication module; wherein, the safety actuator includes a powertrain controller; the steps of entering the passive safety protection state include: sending a command to the powertrain controller to cut off engine ignition and fuel injection or disconnect the power supply to the high-voltage system; and / or, the safety actuator further includes a body control module; the steps of entering the passive safety protection state further include: sending a command to the body control module to unlock all or part of the door locks and / or activate emergency hazard warning lights and / or activate interior emergency lighting.

[0062] In other embodiments of the present invention, a vehicle is also provided, including the system described above for vehicle rollover detection and safety control. The rollover detection and safety control system of the present invention is applicable to various types of motor vehicles equipped with electronic control units, particularly passenger cars and commercial vehicles requiring active safety protection.

[0063] The method for vehicle rollover identification and safety control is described below, and both the system and the vehicle of the present invention are capable of executing the method for vehicle rollover identification and safety control described in any of the following descriptions.

[0064] like Figure 1As shown, in some embodiments of the present invention, a method for vehicle rollover identification and safety control is provided. By simultaneously collecting multiple motion signals of the vehicle (such as three-axis acceleration, three-axis angular velocity, vehicle speed, and wheel speed), a complete dataset of the vehicle's motion state is constructed, solving the problem of frequent false alarms caused by single sensor failure or instantaneous impacts (such as going over speed bumps or emergency braking) in traditional solutions. Simultaneously, the acceleration signals in the three axes are judged separately, requiring abnormal signals to persist for a period of time, not just momentarily exceeding the limit, generating a reliable continuous confirmation flag. Based on all original signals and the continuous confirmation flag, the system simultaneously and independently checks whether the vehicle meets the preset judgment conditions for multiple rollover modes (longitudinal, lateral, and gravity direction), solving the problem of inaccurate judgments under complex conditions due to the lack of multi-signal cross-verification and continuous confirmation mechanisms. As soon as the conditions for any rollover mode are met, a command is immediately generated to trigger safety protection measures.

[0065] The method for vehicle rollover identification and safety control according to the present invention includes steps S110 to S140, as follows:

[0066] Step S110: Real-time acquisition of vehicle dynamic motion signals.

[0067] The dynamic motion signals include triaxial acceleration signals, triaxial yaw rate signals, vehicle speed signals, and wheel speed signals.

[0068] Specifically, the three-axis acceleration signals include longitudinal acceleration (Ax), lateral acceleration (Ay), and vertical acceleration (Az). Longitudinal acceleration (Ax) represents the vehicle's acceleration and deceleration in the forward / reverse direction, reflecting braking, acceleration, and collision impacts. Lateral acceleration (Ay) represents the centrifugal force in the left-right direction, reflecting turning, sideslip, and lateral collisions. Vertical acceleration (Az) represents the vehicle's vertical motion, reflecting bumps, jumps, and weightlessness (abnormal gravitational acceleration during rollovers).

[0069] The three-axis yaw rate signals include longitudinal yaw rate (Ax_YawRate), lateral yaw rate (Ay_YawRate), and gravity-directed yaw rate (Az_YawRate). Specifically, longitudinal yaw rate (Ax_YawRate) is the vehicle's pitch rate around the X-axis (left-right direction), reflecting the vehicle's nose-diving / nose-raising motion. Lateral yaw rate (Ay_YawRate) is the vehicle's roll rate around the Y-axis (front-back direction), reflecting the vehicle's tendency to roll over. Gravity-directed yaw rate (Az_YawRate) is the vehicle's yaw rate around the Z-axis (gravity direction), reflecting steering, fishtailing, and uncontrolled rotation.

[0070] This invention uses a triaxial accelerometer and a triaxial gyroscope to detect triaxial acceleration signals and triaxial yaw rate signals, respectively.

[0071] The vehicle speed signal is used to provide feedback on the absolute speed of the vehicle, that is, the actual speed of the vehicle relative to the ground, and the direction of travel includes forward or backward.

[0072] In some specific examples, vehicle speed signals can be obtained by adding wheel speed sensors. Four wheel speed sensors are installed on each of the four wheels of the vehicle. Each wheel speed sensor detects the rotational speed pulse signal of its corresponding wheel. The rotational speed of each of the four wheels is first calculated using the formula ω = (ΔP × 60) / (N × Δt), where ω is the rotational speed of a single wheel in revolutions per minute (rpm); ΔP is the pulse increment of a wheel within the sampling period in units of pulses; N is the number of pulses per revolution of the wheel in units of pulses / revolution; and Δt is the sampling period in seconds (s). Then, the average rotational speed of the four wheels is calculated using the formula ω. 平均 = (ω1 + ω2 + ω3 + ω4) / 4. Finally, the vehicle speed is calculated based on the average rotational speed, using the formula: v = ω 平均 ×(2πr×60) / 1000, where v is the vehicle speed in kilometers per hour (km / h); r is the effective rolling radius of the tire in meters (m). In this example, the wheel speed sensor can be set as a Hall effect sensor or a magnetoelectric sensor.

[0073] In other specific examples, the vehicle speed signal provides absolute speed information through the vehicle's built-in GPS module. That is, the GPS module calculates the ground speed and uses changes in satellite signal frequency to estimate the receiver's speed. The specific calculation process is existing technology and will not be described in detail here.

[0074] In other specific examples, the vehicle speed signal can also be obtained by measuring the vehicle's acceleration on three orthogonal axes through the vehicle's built-in inertial navigation system (INS), and then performing two integration operations to obtain the speed information. The specific calculation process is existing technology and will not be described in detail here.

[0075] In other specific examples, the vehicle speed signal can also be obtained by installing a speed sensor at the transmission output shaft. This speed sensor can be a Hall effect or magnetoelectric sensor. When the output shaft rotates, the sensor detects that the gears or magnets on the shaft generate pulse signals. Each pulse corresponds to a fixed angle the output shaft rotates. By counting the number of pulses and the time interval, the rotational speed of the output shaft can be calculated. Specifically, the calculation formula is: Vehicle speed = Output shaft rotational speed × Final drive ratio × Current gear ratio × Tire rolling radius, where the calculation formula for the output shaft rotational speed is: Output shaft rotational speed = (Number of pulses × 60) / (Number of pulses per revolution × Sampling time).

[0076] Wheel speed signals are used to provide feedback on the rotational speed of each wheel, wheel slip status, and vehicle dynamics. The rotational speed of each wheel is the independent rotational speed of the four wheels. The wheel slip status determines whether the wheel is locked, spinning freely, or off the ground. Vehicle dynamics are determined by the difference in wheel speed, such as steering and sideslip.

[0077] Wheel speed signals can be detected using wheel speed sensors, which can be Hall effect or magnetoresistive. These sensors calculate rotational speed by detecting the number of teeth on the gear. When a magnetic gear tooth passes the sensor, the magnetic field strength changes, and the Hall element generates a voltage pulse signal. Each gear tooth passing the sensor generates one pulse. By counting the number and duration of these pulses, the wheel speed can be calculated. Alternatively, wheel speed signals can be obtained from the vehicle's built-in ABS (Anti-lock Braking System). The ABS system includes wheel speed sensors, typically four independent sensors, one for each wheel. Each sensor independently outputs a wheel speed pulse signal, and the signal frequency is proportional to the wheel speed.

[0078] Specifically, the calculation formula is: wheel speed = (N×60) / (P×Δt), where the unit of wheel speed is rpm, Δt is the sampling period, N is the number of pulses output by the Hall effect wheel speed sensor, and P is the number of teeth of the gear.

[0079] Understandably, before step S120, the acquired signals need to be preprocessed. Preprocessing steps include, but are not limited to, aligning and filtering the timestamps of the triaxial accelerometer and triaxial gyroscope data. Specifically, the preprocessing involves: synchronizing the data from the triaxial accelerometer and gyroscope, assigning a unified timestamp to data from different sensors to eliminate sampling delays between sensors; and performing low-pass filtering on the time-synchronized triaxial accelerometer and triaxial gyroscope data. The cutoff frequency of the low-pass filter is set within the range of 5 to 10 Hz based on the vehicle's motion dynamics characteristics to filter out high-frequency noise interference.

[0080] Step S120 involves confirming the continuity of the abnormal state of the triaxial acceleration signal and generating a corresponding continuity confirmation flag. Step S120 also includes steps S121 to S126, as follows:

[0081] Step S121: In each fixed sampling period, obtain the absolute value of the current sampled value of the triaxial acceleration signal, and determine whether the absolute value of the current sampled value is greater than its corresponding axial determination threshold.

[0082] The axial determination threshold includes a longitudinal acceleration threshold, a lateral acceleration threshold, and a gravitational acceleration threshold. Specifically, the step of determining whether the absolute value of the current sampled value is greater than its corresponding axial determination threshold includes three parallel steps, as follows:

[0083] Step S1211: Determine whether the longitudinal acceleration is greater than the longitudinal acceleration threshold;

[0084] Step S1212: Determine whether the lateral acceleration is greater than the lateral acceleration threshold;

[0085] Step S1213: Determine whether the acceleration in the direction of gravity is greater than the threshold value for acceleration in the direction of gravity.

[0086] The axial determination threshold is set based on the critical acceleration required for the vehicle to roll over in the target axial direction.

[0087] In some specific examples, the longitudinal acceleration threshold is set to 9~9.4 m / s². 2 Preferably, the longitudinal acceleration threshold is set to 9.2 m / s². 2 The lateral acceleration threshold can be set to a fixed range, namely 8~8.4 m / s². 2 Preferably, the lateral acceleration threshold is set to 8.2 m / s². 2 Alternatively, the lateral acceleration threshold is determined by the ratio of the vehicle's center of gravity height to its wheelbase and its product with gravitational acceleration, i.e., lateral acceleration Ay = H / (2*B*g), where Ay is the lateral acceleration, H is the center of gravity height, B is the wheelbase, and g is the gravitational acceleration of 9.8 m / s². 2 This invention uses a truck as an example. The truck's center of gravity height is 1.2m, and its wheelbase is 2.01m. The calculated lateral acceleration is: 2.01 ÷ 2.4 × 9.8 ≈ 8.2m / s². 2 The gravitational acceleration threshold is set to 4.3~4.7 m / s². 2 Preferably, the gravitational acceleration threshold is set to 4.5 m / s². 2 .

[0088] Step S122: If yes, determine whether the absolute value of all current sampled values ​​is greater than their corresponding axial determination threshold within K consecutive sampling periods. If no, proceed to step S121.

[0089] Specifically, step S122 also includes the following steps based on steps S1211 to S1213:

[0090] Step S1221: If yes, then accumulate one longitudinal acceleration anomaly and determine whether the accumulated longitudinal acceleration anomaly value reaches the K value; if no, then clear the accumulated longitudinal acceleration anomaly value within K consecutive sampling periods and execute step S1211.

[0091] Step S1222: If yes, then accumulate one lateral acceleration anomaly and determine whether the accumulated lateral acceleration anomaly value reaches the K value; if no, then clear the accumulated lateral acceleration anomaly value within K consecutive sampling periods and execute step S1212.

[0092] Step S1223: If yes, then accumulate one gravity direction acceleration anomaly and determine whether the accumulated target gravity direction signal number reaches K value; if no, then clear the accumulated lateral acceleration anomaly value within K consecutive sampling periods and execute step S1213.

[0093] Where K is a positive integer greater than 1, and the product of K and the duration of each sampling period is greater than the duration of the acceleration anomaly signal that can be generated by non-accident dynamic disturbances of the vehicle.

[0094] The duration of the abnormal acceleration signal generated by non-accident dynamic disturbances of the vehicle refers to the length of time that the abnormal signal generated by the acceleration sensor can last when the vehicle encounters dynamic disturbances such as bumps, sharp turns, or rapid acceleration / deceleration during normal driving, i.e., in a non-accident state. The signal duration of an accidental rollover is long, typically lasting several seconds, while the signal duration of non-accident disturbances is short. By setting a duration threshold, transient interference during normal driving can be filtered out, reducing the false alarm rate and improving system reliability.

[0095] This invention uses 10 milliseconds as a sampling period, and the duration of the acceleration anomaly signal generated by non-accident dynamic disturbances of the vehicle is set to 2 seconds. Therefore, the minimum value of K is set to 200, that is, the number of each axial signal reaches 200, which means that within K consecutive sampling periods, the absolute value of all current sampled values ​​is greater than its corresponding axial judgment threshold.

[0096] Step S123: If the absolute value of all current sampled values ​​is greater than its corresponding axial determination threshold within K consecutive sampling periods, then it is recorded as the target axial signal, and the abnormal state of the acceleration signal of the target axial signal is determined to meet the continuity condition.

[0097] The target axial signal includes the target longitudinal signal, the target lateral signal, and the target gravity direction signal. Specifically, step S123 also includes the following steps based on steps S1221 to S1223:

[0098] The step of “determining whether the cumulative number of target longitudinal signals has reached the K value” in step 1221 includes step S1231, if the cumulative number reaches the K value, then the longitudinal acceleration anomaly value is taken as the target longitudinal signal, and it is determined that the acceleration signal anomaly state of the target longitudinal signal meets the persistence condition.

[0099] The step of “determining whether the accumulated lateral acceleration anomaly value has reached the K value” in step 1222 includes step S1232, if the accumulated number reaches the K value, then the lateral acceleration anomaly value is taken as the target lateral signal, and it is determined that the acceleration signal anomaly state of the target lateral signal meets the persistence condition.

[0100] The step of “determining whether the cumulative number of target gravity direction signals has reached the K value” in step 1223 includes step S1233, if the cumulative number reaches the K value, then the abnormal value of the gravity direction acceleration is taken as the target gravity direction signal, and it is determined that the abnormal state of the acceleration signal of the target gravity direction signal meets the continuity condition.

[0101] In step S124, which is parallel to step S123, if, within K consecutive sampling periods, the absolute value of any current sampled value is less than or equal to its corresponding axial determination threshold, then the acceleration signal abnormal state is determined to not meet the continuity condition.

[0102] Specifically, step S124 also includes the following steps based on steps S1221 to S1223:

[0103] The step of “determining whether the cumulative number of target longitudinal signals has reached the K value” in step 1221 includes step S1241, if the cumulative number has not reached the K value, then it is determined that the abnormal state of the longitudinal acceleration signal in the current execution cycle of the continuity confirmation step does not meet the continuity condition, and step S1211 is continued.

[0104] The step of “determining whether the accumulated abnormal value of lateral acceleration has reached the K value” in step 1222 includes step S1242, if the accumulated number has not reached the K value, then it is determined that the abnormal state of the lateral acceleration signal in the current execution cycle of the continuity confirmation step does not meet the continuity condition, and step S1212 is continued.

[0105] The step of "determining whether the cumulative number of target gravity direction signals has reached the K value" in step 1223 includes step S1243, if the cumulative number has not reached the K value, then it is determined that the abnormal state of gravity direction acceleration signal in the current execution cycle of the continuity confirmation step does not meet the continuity condition, and step S1213 is continued.

[0106] Step S125: When the corresponding acceleration signal is determined to meet the persistence condition, the corresponding persistence confirmation flag is set to a valid state and maintained in a valid state during the current execution cycle of the persistence confirmation step.

[0107] Specifically, step S125 includes the following steps based on steps S1231 to S1233:

[0108] Step S1251: When the abnormal state of the acceleration signal of the target longitudinal signal meets the persistence condition, the persistence confirmation flag of the target longitudinal signal is set to a valid state and remains valid during the current execution cycle of the persistence confirmation step.

[0109] Step S1252: When the abnormal state of the acceleration signal of the target lateral signal meets the persistence condition, the persistence confirmation flag of the target lateral signal is set to a valid state and remains valid during the current execution cycle of the persistence confirmation step.

[0110] Step S1253: When the abnormal state of the acceleration signal of the target vertical direction signal meets the persistence condition, the persistence confirmation flag of the target vertical direction signal is set to a valid state and remains valid during the current execution cycle of the persistence confirmation step.

[0111] In step S126, which is parallel to step S125, when the corresponding acceleration signal is determined not to meet the continuity condition, the corresponding continuity confirmation flag is set to an invalid state and remains in an invalid state during the current execution cycle of the continuity confirmation step.

[0112] Specifically, step S126 includes the following steps based on steps S1241 to S1243:

[0113] Step S1261: If the abnormal state of the longitudinal acceleration signal does not meet the continuity condition during the current execution cycle of the continuity confirmation step, the continuity confirmation flag corresponding to the longitudinal acceleration signal is set to an invalid state and remains invalid during the current execution cycle of the continuity confirmation step.

[0114] In step S1262, if the abnormal state of the lateral acceleration signal does not meet the continuity condition during the current execution cycle of the continuity confirmation step, the continuity confirmation flag corresponding to the lateral acceleration signal is set to an invalid state and remains invalid during the current execution cycle of the continuity confirmation step.

[0115] Step S1263: If the abnormal state of the vertical acceleration signal does not meet the continuity condition in the current execution cycle of the continuity confirmation step, the continuity confirmation flag corresponding to the vertical acceleration signal is set to an invalid state and remains invalid in the current execution cycle of the continuity confirmation step.

[0116] Step S130: Based on the dynamic motion signal and the continuous confirmation marks of each axis, determine in parallel whether the vehicle simultaneously meets multiple preset rollover mode conditions.

[0117] In step S130, the step of "parallel determination of whether the vehicle simultaneously meets multiple preset rollover mode conditions" requires that the determination logic for any rollover mode condition be coupled simultaneously with the corresponding dynamic motion signal and the valid state of the corresponding continuous confirmation flag along the axis. The preset rollover modes include at least longitudinal rollover mode, lateral rollover mode, and gravity-direction rollover mode.

[0118] Based on this, step S130 includes steps S131 to S133, as follows:

[0119] Step S131, the determination conditions for the longitudinal rollover mode must be met simultaneously: the current vehicle speed is less than the first vehicle speed threshold; the absolute value of the vehicle's longitudinal acceleration is greater than the longitudinal acceleration threshold; the continuous confirmation flag of the corresponding longitudinal acceleration is in a valid state; the vehicle's lateral yaw rate is greater than the lateral yaw rate threshold; and the wheel speed of at least one non-drive wheel is less than the wheel speed threshold.

[0120] The first vehicle speed threshold is set to 18 to 22 km / h, the longitudinal acceleration threshold is set to 9 to 9.4 m / s², and the lateral yaw rate can be calculated from the longitudinal acceleration using the formula: Lateral yaw rate threshold = arcsin(|longitudinal acceleration threshold|). The calculation principle is as follows: Figure 5 As shown in the figure, θ1 represents the lateral yaw rate threshold. In the preferred embodiment of the present invention, the longitudinal acceleration threshold is 9.2 m / s², and the lateral yaw rate threshold is arcsin(|9.2|)≈67°; or, the lateral yaw rate threshold is set to a numerical range, i.e., 48 to 52° / s, and the wheel speed threshold is set to 1.8 to 2.2 km / h.

[0121] Preferably, the first vehicle speed threshold is set to 20 km / h, the longitudinal acceleration threshold is 9.2 m / s², the lateral yaw rate threshold is 50° / s, and the first wheel speed threshold is 2 km / h.

[0122] Step S132, the conditions for determining the lateral rollover mode must be met simultaneously: the current vehicle speed is less than the first vehicle speed threshold; the lateral acceleration of the vehicle is greater than the lateral acceleration threshold; the continuous confirmation flag of the corresponding lateral acceleration is in a valid state; the yaw rate of the vehicle in the direction of gravity is greater than the yaw rate threshold in the direction of gravity; and the wheel speed of at least one non-drive wheel is less than the wheel speed threshold.

[0123] The longitudinal acceleration threshold is set to a fixed range of 8 to 8.4 m / s², or the lateral acceleration threshold is determined based on the ratio of the vehicle's center of gravity height to its wheelbase and its product with gravitational acceleration, i.e., Ay = H / (2*B*g), where Ay is the lateral acceleration; H is the center of gravity height; B is the wheelbase; and g is the gravitational acceleration, with a value of 9.8 m / s². 2 .

[0124] The yaw velocity threshold in the gravitational direction is calculated from the lateral acceleration. The yaw angular velocity threshold in the gravitational direction = arcsin(|lateral acceleration threshold|), and the calculation principle is as follows: Figure 5 As shown in the figure, θ1 represents the lateral yaw rate threshold in the direction of gravity. In the preferred embodiment of the present invention, the longitudinal acceleration threshold is 8.2 m / s², and the lateral yaw rate threshold is arcsin(|8.2|)≈55°; or, the lateral yaw rate threshold in the direction of gravity is set to a fixed range, i.e., 48 to 52° / s.

[0125] Preferably, the longitudinal acceleration threshold is set to 8.2 m / s², the yaw rate threshold in the gravity direction is 55° / s, and the second wheel speed threshold is 2 km / h.

[0126] Step S133, the determination conditions for the gravity direction rollover mode must simultaneously include: the current vehicle speed is less than the second vehicle speed threshold; the vehicle's gravity direction acceleration is less than the gravity acceleration threshold; the corresponding gravity direction acceleration continuous confirmation flag is in a valid state; and the vehicle's longitudinal yaw rate is greater than the longitudinal yaw rate threshold.

[0127] Among them, the second vehicle speed threshold is 28 to 32 km / h, the gravitational acceleration threshold is set to 4.3 to 4.7 m / s², and the longitudinal yaw rate threshold is set to a fixed range of 58 to 62° / s.

[0128] Preferably, the second vehicle speed threshold is 30 km / h, the gravitational acceleration threshold is 4.5 m / s², and the longitudinal yaw rate threshold is 50° / s.

[0129] Step S140: When any rollover mode condition is determined to be met, a control command is generated to trigger the vehicle's safety protection.

[0130] In some embodiments, the steps to trigger vehicle safety protection include: actively controlling one or more safety actuators of the vehicle to enter a preset passive safety protection state.

[0131] The safety actuator includes the powertrain controller; the steps to enter a passive safety protection state include: sending a command to the powertrain controller to cut off the engine's ignition and fuel injection or disconnect the power supply to the high-voltage system.

[0132] The safety actuator also includes the body control module; the steps to enter the passive safety protection state also include: sending instructions to the body control module to unlock all or some of the doors and / or activate the emergency hazard warning lights and / or activate the interior emergency lighting.

[0133] In other embodiments, the step of triggering vehicle safety protection further includes: sending alarm information containing vehicle location and accident status to an external rescue system or cloud service platform via the vehicle communication module.

[0134] In other embodiments of the present invention, a computer is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the relevant steps of the method for vehicle rollover identification and safety control described above.

[0135] In other embodiments of the present invention, a computer-readable storage medium is also provided, on which a computer program is stored. The computer program is executed by a processor using the method for vehicle rollover detection and safety control described above. When executed by the processor, the computer program implements the method for vehicle rollover detection and safety control described above.

[0136] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, prediction models, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0137] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0138] Those skilled in the art will understand that this invention acquires multi-dimensional motion signals of the vehicle in real time, including triaxial acceleration, triaxial angular velocity, vehicle speed, and wheel speed, and continuously verifies the abnormal state of the acceleration signals to generate a reliable continuous verification flag. Subsequently, based on these processed signals and flags, it determines in parallel whether the vehicle meets multiple preset rollover mode conditions. This invention solves the problems of high false alarm rates, false negative rates, and inability to distinguish rollover types caused by reliance on a single sensor, instantaneous threshold, or single judgment logic in traditional rollover detection. Through a dual mechanism of multi-sensor information fusion and continuous signal verification, the accuracy and reliability of the judgment are significantly improved. The parallel multi-mode judgment architecture ensures that the system can comprehensively cover and quickly distinguish different types of rollovers (such as side rollovers and longitudinal rollovers), thereby triggering safety protection measures in a timely manner after accurately identifying hazards, reducing false alarms while ensuring occupant safety.

[0139] Those skilled in the art will understand that modules in the device of the embodiments can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiments can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0140] Furthermore, those skilled in the art will understand that although some embodiments herein include certain features included in other embodiments but not others, combinations of features from different embodiments are intended to be within the scope of the invention and form different embodiments. For example, in the claims, any of the claimed embodiments can be used in any combination.

[0141] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-described technical content to create equivalent embodiments without departing from the scope of the present invention. The implementation schemes in the above embodiments can be further combined or replaced. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A method for vehicle rollover detection and safety control, characterized in that, include: The system collects dynamic motion signals of the vehicle in real time; these dynamic motion signals include triaxial acceleration signals, triaxial yaw rate signals, vehicle speed signals, and wheel speed signals. The abnormal state of the triaxial acceleration signal is continuously confirmed, and a corresponding continuous confirmation flag is generated; Based on the dynamic motion signal and the continuous confirmation flags for each axis, it is determined in parallel whether the vehicle simultaneously meets multiple preset rollover mode conditions. When any rollover mode condition is determined to be met, a control command is generated to trigger the vehicle's safety protection.

2. The method according to claim 1, characterized in that, The abnormal state persistence confirmation step includes: In each fixed sampling period, the absolute value of the current sampled value of the triaxial acceleration signal is obtained, and it is determined whether the absolute value of the current sampled value is greater than its corresponding axial determination threshold; wherein, the axial determination threshold is set according to the critical acceleration required for the vehicle to roll over in the target axis; If so, it is determined whether the absolute value of all the current sampled values ​​is greater than the corresponding axial determination threshold within K consecutive sampling periods; if so, it is recorded as the target axial signal, and it is determined that the abnormal state of the acceleration signal of the target axial signal meets the persistence condition; where K is a positive integer greater than 1, and the product of K and the duration of each sampling period is greater than the duration of the abnormal acceleration signal that can be generated by the non-accident dynamic disturbance of the vehicle. When the corresponding acceleration signal is determined to meet the persistence condition, the corresponding persistence confirmation flag is set to a valid state, and the valid state is maintained during the current execution cycle of the persistence confirmation step.

3. The method according to claim 2, characterized in that, in, The abnormal state persistence confirmation step further includes: If, within K consecutive sampling periods, the absolute value of any current sampled value is less than or equal to its corresponding axial determination threshold, then the abnormal state of the acceleration signal is determined to not meet the persistence condition. When the corresponding acceleration signal is determined not to meet the persistence condition, the corresponding persistence confirmation flag is set to an invalid state and remains invalid during the current execution cycle of the persistence confirmation step.

4. The method according to claim 2, characterized in that, The triaxial yaw rate signal includes longitudinal yaw rate, lateral yaw rate, and yaw rate in the direction of gravity; The preset rollover modes include at least longitudinal rollover mode, lateral rollover mode, and gravity-direction rollover mode; In the step of determining whether a vehicle simultaneously meets multiple preset rollover mode conditions in parallel, the determination logic for any rollover mode condition must simultaneously couple the corresponding dynamic motion signal and the valid state of the continuous confirmation flag corresponding to the axis.

5. The method according to claim 4, characterized in that, The criteria for determining the longitudinal rollover mode must be met simultaneously: The current vehicle speed is less than the first vehicle speed threshold; The absolute value of the vehicle's longitudinal acceleration is greater than the longitudinal acceleration threshold; The continuous confirmation flag corresponding to the longitudinal acceleration is in a valid state; The vehicle's lateral yaw rate is greater than the lateral yaw rate threshold. The wheel speed of at least one non-driving wheel is less than the wheel speed threshold; The first vehicle speed threshold is set to 18 to 22 km / h, the longitudinal acceleration threshold is set to 9 to 9.4 m / s², the lateral yaw rate threshold is set to 48 to 52° / s, and the wheel speed threshold is set to 1.8 to 2.2 km / h.

6. The method according to claim 4, characterized in that, The conditions for determining the lateral rollover mode must be met simultaneously: The current vehicle speed is less than the first vehicle speed threshold; The vehicle's lateral acceleration exceeds the lateral acceleration threshold; The continuous confirmation flag corresponding to the lateral acceleration is in a valid state; The vehicle's yaw rate in the direction of gravity is greater than the threshold value for yaw rate in the direction of gravity. The wheel speed of at least one non-driving wheel is less than the wheel speed threshold; The lateral acceleration threshold is determined based on the ratio of the vehicle's center of gravity height to the wheelbase and its product with the gravitational acceleration; the gravitational yaw rate threshold is set to 48 to 52° / s.

7. The method according to claim 4, characterized in that, The conditions for determining the gravity-direction rollover mode must be met simultaneously: The current vehicle speed is less than the second vehicle speed threshold; The vehicle's acceleration in the direction of gravity is less than the gravitational acceleration threshold; The continuous confirmation flag corresponding to the acceleration in the direction of gravity is in a valid state; The vehicle's longitudinal yaw rate is greater than the longitudinal yaw rate threshold. The second vehicle speed threshold is set to 28 to 32 km / h, the gravitational acceleration threshold is set to 4.3 to 4.7 m / s², and the longitudinal yaw rate threshold is set to 58 to 62° / s.

8. The method according to claim 5, characterized in that, The step of triggering the vehicle's safety protection includes: actively controlling one or more safety actuators of the vehicle to enter a preset passive safety protection state; and / or, The steps for triggering vehicle safety protection also include: sending alarm information containing vehicle location and accident status to an external rescue system or cloud service platform through the vehicle communication module; The safety actuator includes a powertrain controller; the step of entering the passive safety protection state includes: sending a command to the powertrain controller to cut off the engine ignition and fuel injection or disconnect the power supply to the high-voltage system; and / or, the safety actuator also includes a body control module; the step of entering the passive safety protection state further includes: sending a command to the body control module to release the door locks of all or some of the doors and / or activate the emergency hazard warning lights and / or activate the interior emergency lighting.

9. A system for vehicle rollover detection and safety control, characterized in that, The system is capable of performing the method for vehicle rollover detection and safety control as described in any one of claims 1 to 8; the system comprises: The signal acquisition module is used to acquire the dynamic motion signals of the vehicle; A control module, connected to the signal acquisition module, includes: The acceleration anomaly continuous confirmation unit is used to continuously confirm the abnormal state of the triaxial acceleration signal and generate the corresponding continuous confirmation flag; The rollover mode determination unit is used to determine, in parallel, whether the vehicle simultaneously meets multiple preset rollover mode conditions based on the dynamic motion signal and the continuous confirmation flags of each axis. The safety protection unit is used to generate control commands to trigger the vehicle's safety protection when any rollover mode condition is determined to be met.

10. A vehicle, characterized in that, Includes the system for vehicle rollover detection and safety control as described in claim 9.

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