METHOD, UNIT AND SYSTEM FOR DETERMINING WHETHER A VEHICLE IS OVERLOADING

Abstract

The present application relates to a method, a unit, and a system for determining whether a vehicle is rolling over sideways, wherein the vehicle comprises: a first acceleration sensor that detects a first acceleration on a first side in the lateral direction; a second acceleration sensor that detects a second acceleration on a second side in the lateral direction; a third acceleration sensor that detects a third acceleration of a central area in the lateral direction, wherein the method comprises: selecting the greater acceleration from the first and second accelerations; determining whether the difference between the greater acceleration and the third acceleration is greater than a difference threshold; integrating the difference over time in several successive time cycles to generate multiple integration values;Determining whether the majority of the integration values ​​are greater than an integration threshold; and if it is determined that the majority of the integration values ​​are greater than the integration threshold, determining whether the vehicle is rolling over sideways; and if it is determined that the majority of the integration values ​​are less than or equal to the integration threshold, determining whether the vehicle is not rolling over sideways.

Description

AREA OF INVENTION

[0001] The present application relates to the technical field of vehicle safety, in particular a method, a unit and a system for determining whether a vehicle is about to roll over. STATE OF THE ART

[0002] Currently, based on some mandatory standards, a software product for determining whether a vehicle is rolling over is embedded in the electronic control units of airbag systems (AB ECU) of some vehicles, so that the AB ECU can determine whether the vehicle is rolling over based on the rotational speed signal of a gyroscope sensor of the airbag system and optionally the acceleration signal of an acceleration sensor.

[0003] However, the challenge remains of how to upgrade a vehicle's airbag system in time to comply with mandatory standards if the airbag system itself does not have a gyroscope sensor. REVELATION OF THE INVENTION

[0004] The objective of the present application is to provide an improved method, an improved unit and an improved system for determining whether a vehicle is rolling over sideways, in order to solve the technical problems present in the existing technology.

[0005] According to one aspect of the present application, a method for determining whether a vehicle is rolling over sideways is provided, wherein the vehicle comprises: a first acceleration sensor mounted on a first side of the vehicle in the transverse direction and configured to detect a first acceleration of the first side in the transverse direction; a second acceleration sensor mounted on a second side of the vehicle, which is opposite in the transverse direction to the first side, and configured to detect a second acceleration of the second side in the transverse direction;a third acceleration sensor mounted in a central area of ​​the vehicle, located laterally between the first and second sides, and configured to detect a third acceleration of the central area in the lateral direction, the method comprising: detecting the first, second, and third accelerations; selecting the greater acceleration from the first and second accelerations; determining whether the difference between the greater acceleration and the third acceleration exceeds a difference threshold; integrating the difference over time in several successive time cycles to generate multiple integration values; and determining whether the majority of the integration values ​​exceed an integration threshold.and if it is determined that the majority of the integration values ​​are greater than the integration threshold, it is determined that the vehicle rolls over sideways about its longitudinal axis; and if it is determined that the majority of the integration values ​​are less than or equal to the integration threshold, it is determined that the vehicle does not roll over sideways about its longitudinal axis.

[0006] According to another aspect of the present application, a unit for determining whether a vehicle is rolling over sideways is provided. This unit comprises: a processor; and a memory in which executable instructions are stored, wherein the executable instructions, when executed, cause the processor to perform a method for determining whether a vehicle is rolling over sideways.

[0007] According to another aspect of the present application, a system for determining whether a vehicle is rolling over sideways is provided, comprising: a first acceleration sensor mounted on a first side of the vehicle in the transverse direction and configured to detect a first acceleration of the first side in the transverse direction; a second acceleration sensor mounted on a second side of the vehicle, opposite in the transverse direction to the first side, and configured to detect a second acceleration of the second side in the transverse direction; a third acceleration sensor mounted in a central area of ​​the vehicle, located in the transverse direction between the first side and the second side, and configured to detect a third acceleration of the central area in the transverse direction;and a unit for determining whether the vehicle is rolling over sideways, wherein the unit is in communication with the first acceleration sensor, the second acceleration sensor and the third acceleration sensor, wherein the first acceleration sensor, the second acceleration sensor and the third acceleration sensor are each mounted at the same height in the transverse direction on the first side, the second side and in the central area.

[0008] The method, unit, and system provided in the present application for determining whether a vehicle is rolling over sideways can function without using a gyroscope sensor to detect the vehicle's rotational speed about its longitudinal axis. Instead, using the vehicle's first, second, and third acceleration sensors, they can meaningfully estimate the vehicle's rollover angle about its longitudinal axis and the rate of change of the rollover angle to determine whether the vehicle is rolling over sideways. Furthermore, the difference between the duration of a rollover and the duration of a side collision can also be taken into account to precisely distinguish whether the vehicle is actually rolling over or in a side collision. DESCRIPTION OF THE FIGURES

[0009] The following is a detailed description of exemplary embodiments of the present application with reference to the figures, it being understood that the embodiments described below serve only to interpret the present application and not to limit its scope, with regard to the figures: Fig. 1 is a block diagram of a system installed on a vehicle for determining whether the vehicle is rolling over sideways, according to an embodiment of the present application, wherein the system may comprise a unit for determining whether the vehicle is rolling over sideways, according to an embodiment of the present application, wherein the unit may perform a method for determining whether the vehicle is rolling over sideways, according to an embodiment of the present application; Fig. Figure 2 is a schematic representation of the principle of application of the in Fig. 1 unit shown; Fig. 3 is a flowchart of one of the units according to Fig. 1 feasible procedure; Fig. 4 is a flowchart of a step of the process carried out by the unit according to Fig. 1 feasible procedure; Fig. 5 is one of the system's requirements according to Fig. 1 generateable diagram; and Fig. 6 is one of the system according to Fig. 1 generateable diagram. DETAILED DESCRIPTION OF THE EXECUTION FORMS

[0010] The following section describes in detail various exemplary embodiments of the present application with reference to the figures. The following should be noted: Unless expressly stated otherwise, the relative arrangement of the components and steps described in these embodiments, as well as numerical expressions and values, do not limit the scope of protection of the present application.

[0011] Techniques and equipment known to experts in the relevant field may not be explained in detail, but should be considered as part of the description where appropriate.

[0012] All examples presented and discussed in this document are to be understood as meaning that specific values ​​are merely illustrative and not restrictive. Accordingly, other examples of the exemplary embodiments may have different values.

[0013] The following should be noted: In the following figures, identical reference symbols and letters denote identical or similar elements, so that an element defined once in one figure does not need to be explained again in the following figures.

[0014] In some vehicles, without a gyroscope sensor in the airbag system itself, it is not possible to detect the vehicle's rotational speed around its longitudinal axis, so the AB ECU cannot determine whether the vehicle is rolling over sideways, which is not permitted based on certain mandatory standards.

[0015] Therefore, with reference to Fig. 1. The present application provides a system 40 for determining whether a vehicle is rolling over sideways (hereinafter referred to as system 40) without the need to add an additional gyroscope sensor to the vehicle.In general, the system 40 can comprise at least two side impact sensors, namely a first acceleration sensor 42 and a second acceleration sensor 44, wherein the first acceleration sensor 42 is mounted on a first side of the vehicle (for example, on a front crossmember of the body or at another suitable location) in the transverse direction (i.e., in the direction defined by the Y-axis of the vehicle coordinate system) and is configured to detect a first (linear) acceleration of the first side in the transverse direction, and the second acceleration sensor 44 is mounted on a second side of the vehicle opposite the first side in the transverse direction and is configured to detect a second (linear) acceleration of the second side in the transverse direction.The system 40 can further comprise a third acceleration sensor 46, which is mounted in a central area of ​​the vehicle in the transverse direction between the first and second sides, wherein the central area is located near or on the vehicle floor and the AB ECU 48 is also located on the vehicle floor, such that the third acceleration sensor 46 can be positioned either on or near the AB ECU 48; furthermore, the central area or the AB ECU 48 can be considered the transverse center of the vehicle, wherein the third acceleration sensor 46 is configured to detect a third (linear) acceleration of the central area in the transverse direction. It is understandable that current vehicles, in particular airbag systems, can generally be equipped with the sensors described.The first acceleration sensor 42, mounted on the first side, the second acceleration sensor 44, mounted on the second side, and the third acceleration sensor 46, mounted in the central area, can be arranged at the same height in the transverse direction of the vehicle. Specifically, the first acceleration sensor 42, the second acceleration sensor 44, and the third acceleration sensor 46 can be distributed along the same transverse axis in the transverse direction.

[0016] Furthermore, the system 40 includes a unit 50 for detecting whether the vehicle is rolling over (hereinafter referred to as unit 50), wherein unit 50 comprises: a processor; and memory on which executable instructions are stored, wherein the executable instructions, when executed, cause the processor to perform a procedure for detecting whether a vehicle is rolling over. For example, unit 50 may be embedded in the AB ECU 48, or unit 50 may be a virtual unit 50 consisting of several parts distributed among various other control units of the vehicle.

[0017] Fig. Figure 2 shows a scenario in which the vehicle begins to rotate around its longitudinal axis (with the longitudinal axis in Fig. 2 parallel to the X-axis of the vehicle coordinate system and thus perpendicular to the drawing plane) and flips over counterclockwise, wherein in this scenario the first acceleration sensor42 on the first side detects a first acceleration, wherein this first acceleration comprises a component of the first centripetal acceleration and the gravitational acceleration of the first side in the transverse direction with respect to the center of rotationO on the longitudinal axis, the second acceleration sensor44 on the second side detects a second acceleration, wherein this second acceleration comprises a component of the second centripetal acceleration and the gravitational acceleration of the second side in the transverse direction with respect to the center of rotationO, and the third acceleration sensor46 in the central area detects a third acceleration,where this third acceleration comprises a component of the third centripetal acceleration and the gravitational acceleration of the central region in the transverse direction with respect to the center of rotation O. The relationship between the first acceleration, the second acceleration, and the third acceleration is as follows: ay_1=g×sin α−ω2×(L−R) ay_2=g×sin α+ω2×(L+R) ay_3=g×sin α+ω2×R where a y_1 the first acceleration, a y_2 the second acceleration and a y_3The third acceleration is g, where g denotes the gravitational acceleration, α is the angle between the lateral direction of the vehicle and the vertical relative to the ground during the rollover, ω represents the angular velocity of the vehicle about the center of rotation O, L denotes the lateral distance between the first acceleration sensor 42 and the third acceleration sensor 46 or between the second acceleration sensor 44 and the third acceleration sensor 46, and R represents the lateral distance between the third acceleration sensor 46 and the center of rotation O. It is understood that equations (1) to (3) are applicable when the vehicle is at least partially in contact with the ground.

[0018] From equations (1) to (3) it follows that in the Fig. The following applies to the scenario 2 shown: ay_2−ay_3=ω2×L ay_3−ay_1=ω2×L

[0019] From equations (4) and (5) it is evident that the second acceleration is greater than the third acceleration, and the third acceleration is greater than the first acceleration. It is understandable that equations (4) to (5) are applicable both when the vehicle is at least partially in contact with the ground and when it is already in the air.

[0020] It is understandable that in the case of a clockwise rollover of the vehicle triggered by various events, it can also occur that the first acceleration is greater than the third acceleration and the third acceleration is greater than the second acceleration.

[0021] Unit 50 communicates with the respective acceleration sensors to determine the values ​​in Fig. to implement the 3 illustrated steps of the procedure for determining whether the vehicle is rolling over sideways. For example, the unit 50 can receive a first piezoelectric signal from the first acceleration sensor 42, representing the first acceleration, a second piezoelectric signal from the second acceleration sensor 44, representing the second acceleration, and a third piezoelectric signal from the third acceleration sensor 46, representing the third acceleration, in order to perform processing and calculation, wherein in this document the signals can be in different forms and therefore the parameters represented by the respective signals are used directly to describe the procedure according to this application.

[0022] In step 101, the first acceleration, the second acceleration, and the third acceleration are recorded.

[0023] In step 102, the larger of the two accelerations is selected for the subsequent estimation of the vehicle's angular velocity around the center of rotation O. Using the larger acceleration improves the accuracy of the estimate. Generally, an accelerometer located farther from the center of rotation O will detect a larger acceleration.

[0024] In step 103, it is determined whether the difference between the larger acceleration and the third acceleration is greater than a difference threshold, wherein the difference threshold is determined, for example, at least on the basis of the product of the distance between the first acceleration sensor 42 and the third acceleration sensor 46 and the square of a predetermined angular velocity, where the predetermined angular velocity specifies an angular velocity that the vehicle should have in the event of an incipient rollover.

[0025] Optionally, the detected first, second, and third accelerations can be subjected to low-pass filtering to eliminate interference in the estimation caused by signals detected by the first acceleration sensor 42, the second acceleration sensor 44, and the third acceleration sensor 46 during high-frequency vehicle vibrations. Additionally or alternatively, an offset correction of the detected first, second, and third accelerations can be performed to eliminate interference in the estimation caused by offset values ​​in the signals detected by the first acceleration sensor 42, the second acceleration sensor 44, and the third acceleration sensor 46 during normal driving.

[0026] If it is determined that the difference between the larger acceleration and the third acceleration is less than or equal to the difference threshold, this means that the vehicle is still in normal driving operation, so it is possible to return to step 101.

[0027] If, however, it is determined that the difference between the larger acceleration and the third acceleration is greater than the difference threshold, this means that the vehicle may begin to roll over. Therefore, in step 104, the difference is integrated over a time cycle (for example, using window integration) to generate an integration value. From equations (4) and (5), it is evident that the integration value corresponds to the time integral of the square of the vehicle's angular velocity about the center of rotation O during the specified time cycle and reflects the rate of change of the vehicle's rollover angle about the center of rotation O. It is understandable that by repeatedly integrating the difference over several successive time cycles (for example, using window integration), a multitude of integration values ​​can be generated.

[0028] In step 105, it is determined whether the majority of these integration values ​​are greater than an integration threshold P. For example, the integration threshold P can be determined at least on the basis of the time integral (e.g., by window integration) of the product of the distance between the first accelerometer 42 and the third accelerometer 46 and the square of a given angular velocity.

[0029] If it is determined that the majority of the integration values ​​(for example, all) are greater than the integration threshold P, this means that the rollover angle of the vehicle around the center of rotation O is increasing continuously and rapidly, so that in step 106 the unit 50 determines that the vehicle is rolling over sideways and sends a signal indicating that the vehicle is rolling over sideways to a corresponding control unit of the vehicle or to a cloud.

[0030] If it is determined that the majority of the integration values ​​are less than or equal to the integration threshold P, this means that the rollover angle of the vehicle about the center of rotation O is at least not increasing continuously and rapidly, and therefore the vehicle does not meet the conditions for a continued rollover about the center of rotation O, so that in step 107, unit 50 determines that the vehicle is not rolling over sideways; however, unit 50 may still send a signal to a corresponding control unit of the vehicle or to a cloud to prompt the user to confirm the vehicle's status.

[0031] Optionally, the procedure may further include: providing a counter or a count value, wherein the unit 50 comprises a counter having a count value; and setting an initial value N0 of the count value, a first count threshold N1 greater than the initial value N0, a second count threshold N2 less than the initial value N0, and an increment of the counter. At the same time, step 105, as in Fig. 4 shown, and furthermore steps 201 to 205.

[0032] In step 201, a loop sequence determines whether any of the multiple integration values ​​is greater than the integration threshold P. For example, in step 104, during the M-th time cycle, the difference is integrated over time to generate the M-th integration value, and in step 201, it is determined whether the M-th integration value is greater than the integration threshold P. It is understood that M is a positive integer greater than or equal to 1.

[0033] As in Fig. As shown in Figure 5, if the M-th integration value is determined to be greater than the integration threshold P, the rollover angle of the vehicle about the center of rotation O increases rapidly during the M-th time cycle, potentially causing the vehicle to roll over about its longitudinal axis. Therefore, in step 202, the count is updated by adding an increment. Step 203 then determines whether the updated count is greater than the first count threshold N1. If the updated count is greater than N1, the process proceeds to step 106. If the updated count is less than or equal to N1, the process returns to step 104 to wait for the (M+1)th integration value corresponding to the (M+1)th time cycle (if available).

[0034] As in Fig. As shown in Figure 6, conversely, if it is determined that the M-th integration value is less than or equal to the integration threshold P, it means that the rollover angle of the vehicle around the center of rotation O has not increased rapidly during the M-th time cycle and that the rollover of the vehicle around the center of rotation O tends to come to a standstill, so that in step 204 the count is updated by subtracting an increment. Then, in step 205, it is determined whether the updated count is less than the second count threshold N2. If it is determined that the updated count is less than the second count threshold N2, the process proceeds to step 107. If it is determined that the updated count is greater than or equal to the second count threshold N2, the process returns to step 104 to wait for the (M+1)th integration value corresponding to the (M+1)th time cycle (if available).

[0035] It is understandable that at Fig. 5 and Fig. 6 the abscissa represents time and the ordinate the magnitude of the integration value, the scaling values ​​of the axes not limiting the scope of protection of the present application; for example, a time cycle in this document may be 50ms, but this is not mandatory.

[0036] In the present document, the integration value directly reflects the magnitude of the square of the angular velocity, so that the increment can be set non-linearly over the multiple time cycles to compensate for deviations in the results that arise from integrating the square of the angular velocity rather than the angular velocity itself.

[0037] Optionally, at least one of the initial value N0, the first counting threshold N1, the second counting threshold N2, and the increment can be determined based on the difference in time between a vehicle rollover and a side collision. Typically, a vehicle rollover lasts longer than 500 ms, while a side collision is usually shorter than 200 ms. To accurately distinguish between a vehicle rollover and a side collision, at least one of the initial value N0, the first counting threshold N1, and the increment can be determined based on the condition that the total duration of the multiple time cycles is greater than 500 ms when the multiple integration values ​​are consecutively greater than the integration threshold P.Additionally or alternatively, at least one of the integration values ​​can be determined from the initial value N0, the second counting threshold N2, and the increment, based on the requirement that the total duration of the multiple time cycles is less than 200 ms if the multiple integration values ​​are continuously less than or equal to the integration threshold P. In other words, the difference between the first counting threshold N1 and the initial value N0 can be greater than the difference between the initial value N0 and the second counting threshold N2. Optionally, the increment by which the count is increased when the multiple integration values ​​are greater than the integration threshold P can be different from the increment by which the count is decreased when the multiple integration values ​​are less than or equal to the integration threshold P.

[0038] It is understandable that the parameters mentioned in the present document, such as the difference threshold, the integration threshold P, the initial value N0 associated with the counter, the first counting threshold N1, the second counting threshold N2, the increment and the time cycle, are calibratable.

[0039] Optionally, to ensure that a large difference between the first acceleration, the second acceleration, and the third acceleration is due to the vehicle rolling over around its longitudinal axis (for example, during a rollover) and not to the vehicle yaw around its vertical axis (the vertical axis runs parallel to the Z-axis of the vehicle coordinate system) (for example, during steering), it can be determined at least simultaneously with the acquisition of the first acceleration, the second acceleration, and the third acceleration that the vehicle is not yaw.For example, the Unit50 can receive an angle signal from an angle sensor connected to the vehicle's steering wheel, representing the steering angle, to determine whether the vehicle is rotating purposefully about its vertical axis; if the steering angle is zero or less than or equal to an angle threshold, it is determined that the vehicle is not yawing. Additionally or alternatively, the Unit50 can receive wheel speed signals from wheel speed sensors connected to the respective wheels of the vehicle, each wheel speed signal representing the wheel speed of a corresponding wheel, to determine whether the vehicle is yawing about its vertical axis; if the difference between the wheel speeds of each wheel is less than or equal to a wheel speed threshold, it is determined that the vehicle is not yawing.Additionally or alternatively, the unit can receive 50 torque signals from torque sensors connected to the respective wheel electric motors of the vehicle, each torque signal representing the torque provided by a corresponding wheel electric motor; if the difference between the individual torques is less than or equal to a torque threshold, it is determined that the vehicle is not in yaw behavior.

[0040] In one embodiment of the present application, a machine-readable storage medium is further provided on which executable instructions are stored which can be executed on a processor, wherein the executable instructions cause the processor, upon their execution, to carry out a described method for determining whether a vehicle is rolling over sideways.

[0041] In one embodiment of the present application, a computer program product is further provided which comprises executable instructions that are executable on a processor, wherein the executable instructions, when executed by the processor, implement a described method for determining whether a vehicle is rolling over sideways.

[0042] The present application has been described in detail above with reference to specific embodiments. However, all of the aforementioned descriptions and the embodiments illustrated in the figures are to be understood as examples and do not constitute a limitation of the present application. Those skilled in the art in this field may, without departing from the fundamental concept of the present application, make various variations or modifications to it, and these variations or modifications shall not leave the scope of the present application.

Claims

[1] A method for determining whether a vehicle is rolling over sideways, wherein the vehicle comprises: a first acceleration sensor (42) mounted on a first side of the vehicle in the transverse direction and configured to detect a first acceleration of the first side in the transverse direction; a second acceleration sensor (44) mounted on a second side of the vehicle opposite to the first side in the transverse direction and configured to detect a second acceleration of the second side in the transverse direction; a third acceleration sensor (46) mounted in a central region of the vehicle located in the transverse direction between the first side and the second side and configured to detect a third acceleration of the central region in the transverse direction, wherein the method comprises: Recording of the first acceleration, the second acceleration, and the third acceleration; Selecting the greater acceleration from the first acceleration and the second acceleration; Determining whether the difference between the larger acceleration and the third acceleration is greater than a difference threshold; Integrating the difference over time in several successive time cycles to generate multiple integration values; Determining whether the majority of integration values ​​are greater than an integration threshold; and If it is determined that the majority of the integration values ​​are greater than the integration threshold, determine whether the vehicle rolls over around its longitudinal axis; and If it is determined that the majority of the integration values ​​are less than or equal to the integration threshold, determine whether the vehicle will roll over around its longitudinal axis. [2] Method for determining whether a vehicle is rolling over according to claim 1, wherein the determination of whether the majority of the integration values ​​is greater than an integration threshold comprises the following: Providing a count value; Setting an initial count value and a first count threshold that is greater than the initial value; Updating the count value by adding an increment when it is determined that one of the integration values ​​is greater than the integration threshold; and If the updated count value is greater than the first count threshold, determine whether the majority of the integration values ​​are greater than the integration threshold. [3] Method for determining whether a vehicle is rolling over according to claim 2, wherein the determination of whether the majority of the integration values ​​is greater than an integration threshold further comprises: Setting a second counting threshold that is smaller than the initial value; updating the count by subtracting an increment when determined, that one of the integration values ​​is less than or equal to the integration threshold; and If the updated count value is less than the second count threshold, determine whether the majority of the integration values ​​are less than or equal to the integration threshold. [4] Method for determining whether a vehicle is rolling over according to claim 2 or 3, wherein the increment is determined non-linearly over the multiple time cycles. [5] Method for determining whether a vehicle is rolling over according to any one of claims 3 to 4, wherein at least one is determined from the initial value, the first counting threshold, the second counting threshold and the increment based on the difference in the length of time between the vehicle rolling over and a side collision of the vehicle. [6] Method for determining whether a vehicle is rolling over according to claim 5, wherein at least one of the initial value, the first counting threshold and the increment is determined at least on the basis that the total duration of the multiple time cycles is greater than 500 ms if the multiple integration values ​​are continuously greater than the integration threshold; and / or wherein at least one of the initial value, the second counting threshold and the increment is determined at least on the basis that the total duration of the multiple time cycles is less than 200 ms if the multiple integration values ​​are continuously less than or equal to the integration threshold. [7] Method for determining whether a vehicle is rolling over according to any one of claims 1 to 6, wherein, when detecting the first acceleration, the second acceleration and the third acceleration, a low-pass filtering and / or an offset correction of the first acceleration, the second acceleration and the third acceleration is performed. [8] Method for determining whether a vehicle is rolling over according to any one of claims 1 to 7, wherein, in the detection of the first acceleration, the second acceleration and the third acceleration, it is determined that the vehicle is not in a yaw behavior about its vertical axis. [9] Unit (50) for determining whether a vehicle is overturning, comprising: a processor; and a memory in which executable instructions are stored, wherein the executable instructions, when executed, cause the processor to execute a method for determining whether a vehicle is rolling over, according to any one of claims 1 to 8. [10] System (40) for determining whether a vehicle is overturning, comprising: A first acceleration sensor (42) mounted on a first side of the vehicle in the transverse direction and configured to detect a first acceleration of the first side in the transverse direction; a second acceleration sensor (44) mounted on a second side of the vehicle, which is opposite to the first side in the transverse direction, and is configured to detect a second acceleration of the second side in the transverse direction; a third acceleration sensor (46) mounted on a central area of ​​the vehicle located laterally between the first side and the second side, and configured to detect a third acceleration of the central area in the lateral direction; and a unit (50) for determining whether a vehicle is rolling over, according to claim 9, wherein the unit (50) is in communication connection with the first acceleration sensor (42), the second acceleration sensor (44) and the third acceleration sensor (46), wherein the first accelerometer (42), the second accelerometer (44) and the third accelerometer (46) are each mounted at the same height in the transverse direction on the first side, the second side and the central area. [11] System (40) for determining whether a vehicle is overturning, according to claim 10, further comprising at least one of the following sensors which is in communication connection with the unit (50): An angle sensor connected to the vehicle's steering wheel, configured to detect the steering angle of the steering wheel, so that the unit (50) can determine, based on the steering angle, whether the vehicle is yaw-prone about its vertical axis; Wheel speed sensors connected to each wheel of the vehicle, configured to detect the wheel speed of the respective wheel, so that the unit (50) can determine, based on the wheel speeds, whether the vehicle is yaw-prone about its vertical axis; and Torque sensors connected to several of the vehicle's wheel electric motors, configured to detect the torque provided by each wheel electric motor, so that the unit (50) can determine, based on the respective torques, whether the vehicle is yaw-prone about its vertical axis.

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