KR101697925B1 - Vehicle and method for sensing rollover of vehicle - Google Patents

Abstract

The present invention relates to an automobile having a rollover detection function and a method thereof, and more particularly, it relates to an automobile equipped with an rollover detection function, which uses data measured by an acceleration sensor and an angular speed sensor to determine a rollover type according to a running state of a vehicle, It is possible to detect rollover and protect the occupant by minimizing the damage by deploying the airbag at the optimal time when judging the rollover.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle equipped with a rollover detection function,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an automobile equipped with a rollover detection function and, more particularly, to an automobile having an rollover detection function for determining the rollover possibility of a vehicle using an angular velocity sensor and an acceleration sensor, .

Generally, the vehicle is provided with an airbag to minimize injury to the driver in the event of an accident such as a collision.

The automobile detects the collision of the plurality of sensors provided on the front or side of the vehicle, and protects the driver by deploying the airbag provided thereon.

At this time, the automobile detects not only a simple collision of the vehicle but also a rollover of the vehicle due to a collision of the vehicle, thereby deploying the airbag.

When the vehicle is overturned, the airbag is deployed differently from a simple frontal collision or a side collision, and the position and the number of the deployed airbag are different. The automobile uses multiple sensors to detect the rollover and divides the rollover type to develop the airbag.

However, in the conventional case, there is a limitation in judging the type of rollover of the vehicle, and there is a problem that the erroneous air bag deployment often occurs due to misjudgment.

Accordingly, by analyzing the type of rollover of the vehicle, it is necessary to accurately determine the possibility of rollover, thereby preventing the morning airbag and deploying the airbag if necessary, thereby assuring the safety of the driver.

An object of the present invention is to provide an airbag detection function that uses an angular velocity sensor and an acceleration sensor to determine the possibility of rollover of a vehicle in advance to develop an airbag when the vehicle is rollover, Automobile and the method.

The problems of the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

In order to achieve the above object, according to the present invention, there is provided an automobile comprising a sensor unit including an acceleration sensor and an angular velocity sensor, an airbag deployed when a vehicle collides or when the vehicle is rollover, An airbag controller for controlling the airbag to be deployed when the vehicle overturn is anticipated, and a main controller for controlling driving of the vehicle and outputting a warning when the vehicle overturns, , The threshold value according to the determined rollover type is finally set as a threshold value of the angular velocity, the absolute value of the angular velocity is equal to or larger than the threshold value of the angular velocity, the morning prevention flag is set, And when the sign of the angular velocity is equal, it is determined that the vehicle is overturned, .

According to another aspect of the present invention, there is provided a method for detecting rollover of an automobile, the method comprising: inputting a sensor value from an acceleration sensor and an angular velocity sensor; setting an anti-morning flag to use a sensor value of the acceleration sensor; Calculating an angle and an angular velocity from the sensor value and setting a threshold value of the angular velocity according to the rollover type; calculating, as a threshold value of angular velocity, a threshold value based on the determined rollover type among the threshold values of the angular velocity according to the rollover type Determining whether the vehicle is overturned when the morning opening prevention flag is set and the sign of the angle and the angular velocity are equal to each other and the absolute value of the angular velocity is equal to or greater than a threshold value of the angular velocity; And deploying the airbag.

An automobile having the rollover detection function according to the present invention and a method thereof include an angular velocity sensor and an acceleration sensor for interlocking with an airbag controller to determine an actual rollover possibility so that the driver can be protected by deploying an airbag So that the safety and reliability of the vehicle are improved.

In addition, since the type of vehicle rollover is analyzed and the air bag is deployed according to each type of the rollover, it is possible to deploy the air bag at the optimum time, thereby minimizing the driver's accident.

The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description of the claims.

1 is a block diagram showing a control configuration of a vehicle according to an embodiment of the present invention.
FIG. 2 and FIG. 3 are views showing examples of reference values or threshold values set in determining the possibility of rollover of a vehicle using the acceleration sensor and the angular velocity sensor according to the embodiment of the present invention.
4 is a flow chart for explaining a rollover detection method of an automobile and an airbag deployment method according to an embodiment of the present invention.
5 is a flowchart referred to for explaining a rollover detection method of a vehicle according to an embodiment of the present invention.
FIG. 6 is a flowchart referred to for explaining a method of determining the type of rollover of an automobile according to the embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention, and how to accomplish them, will become apparent by reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a block diagram showing a control configuration of a vehicle according to an embodiment of the present invention.

1, the automobile having the rollover detection function of the present invention includes an air bag 130, an air bag control unit 120, a sensor unit 140, a data unit 160, a vehicle driving unit 170, (150), and a main control unit (110) for performing electronic control of the overall operation of the vehicle.

The vehicle includes an engine, a motor, and a mission for driving the vehicle, but a description thereof will be omitted in the following.

The sensor unit 140 senses and inputs a signal generated during driving or a predetermined operation, and inputs the sensed signal to the main control unit 110. Also, the sensor unit 140 inputs a sensed signal to the airbag control unit 120.

The sensor unit 140 includes a plurality of sensors inside and outside the vehicle to input various sensing signals. At this time, the type of the sensor may be different depending on the installed position. Particularly, the sensor unit 140 inputs the measured value of the sensor used to determine the airbag deployment or the possibility of rollover of the vehicle to the airbag control unit 120.

The sensor unit 140 includes at least one angular velocity sensor 141 and an acceleration sensor 142, respectively.

The angular velocity sensor 141 is installed to sense the angular velocity based on the traveling direction of the vehicle, and the acceleration sensor 142 is installed in the lateral direction of the vehicle and in the vertical direction of the vehicle based on the traveling direction of the vehicle, and senses the acceleration. At this time, assuming that the traveling direction of the vehicle is the X axis, the lateral direction of the vehicle is the Y axis, and the vertical direction of the vehicle is the Z axis, and the X, Y, and Z axes are described below with respect to each traveling direction .

The angular velocity sensor 141 and the acceleration sensor 142 input the sensed measured values to the main control unit 110 and the airbag control unit 120. At this time, the measured values of the angular velocity sensor 141 and the acceleration sensor 142 are passed through a S / W LPF (Low Pass Filter) to remove high frequency noise.

The airbag control unit 120 controls the deployment of at least one airbag in the vehicle. The airbag control unit 120 deploys the airbag at a predetermined position in accordance with the degree of the impact in the event of a vehicle collision, thereby protecting the occupant in the vehicle including the driver.

The airbag control unit 120 determines the possibility of rollover of the vehicle based on the measured values of the angular velocity sensor 141 and the acceleration sensor 142 as well as the vehicle collision,

 The interface unit 150 includes input means including a plurality of switches for inputting predetermined signals by the operation of the driver and output means for outputting information during the current operation of the electric vehicle. In addition, the interface unit 150 includes operating means for operation such as a steering wheel, an accelerator, and a brake.

The input means includes a plurality of switches, buttons, and the like for operation of a turn signal lamp, a tail lamp, a head lamp, a brush, etc., according to the running of the vehicle.

The output means includes a display unit for displaying information, a speaker for outputting music, an effect sound and a warning sound, an instrument panel of the vehicle, and various states. The output means outputs status information on the overall operation of the current vehicle, such as speed information, lamp lighting status, and the like.

In particular, the output means may output a warning corresponding to the occurrence of a vehicle abnormality, and may output a warning related thereto when the airbag deployment unit 120 deploys the airbag. At this time, the warning of the vehicle can be outputted in the form of at least one of a warning sound, a warning light and a warning message of sound or voice.

The main control unit 110 controls the lamps to be turned on or turn on and off according to the switch operation of the interface unit 150 and controls the vehicle speed so as to accelerate or decelerate the vehicle in response to the operation of the accelerator or brake .

Also, the main control unit 110 detects an abnormality of the vehicle and outputs a warning through the output means of the interface unit 150. In particular, when the vehicle overturn is detected by the airbag control unit 120, the main control unit 110 may cause the interface unit 150 to output a warning.

The data unit 160 stores driving data according to vehicle driving, reference data for determining whether the vehicle is abnormal, data input through the sensor unit 140, and data generated during vehicle operation. Particularly, in the data unit 160, data calculated based on the measured value of the sensor unit 140 is stored in detecting the rollover of the vehicle, and a reference value or a threshold value necessary for determining whether the vehicle is rollover is stored.

The vehicle driving unit 170 controls each configuration of the vehicle to operate according to the input of the interface unit 150 and the control command of the main control unit 110. [ The vehicle driving section 170 directly controls driving of the vehicle configuration such as an engine, a mission, and a brake in accordance with a control command.

FIG. 2 and FIG. 3 are views showing examples of reference values or threshold values set in determining the possibility of rollover of a vehicle using the acceleration sensor and the angular velocity sensor according to the embodiment of the present invention.

The airbag control unit 120 receives the measured values of the angular velocity sensor 141 and the acceleration sensor 142 of the sensor unit 140 and determines the possibility of rollover of the vehicle. At this time, And applies it to the judgment.

The airbag control unit 120 analyzes the type of rollover according to the measured values of the angular velocity sensor 141 and the acceleration sensor 142 and the running state of the vehicle when the rollover is detected, Is applied.

2, the airbag control unit 120 measures the acceleration value of the Y-axis acceleration sensor, that is, the acceleration sensor installed in the lateral direction of the vehicle, and the Z-axis acceleration sensor, the vertical direction of the vehicle The possibility of rollover of the vehicle or the type of rollover of the vehicle is determined by using the measured value of the acceleration sensor provided corresponding to the acceleration sensor.

The airbag control unit 120 determines whether or not the absolute value of the Y-axis acceleration exceeds a specified threshold value in determining the type of rollover of the vehicle or the possibility of rollover of the vehicle. The threshold value varies depending on the magnitude of the acceleration in the Z axis.

If the acceleration in the Z axis is negative (-), the threshold value for the absolute value of the Y axis acceleration also increases as the value increases. If the acceleration in the Z axis is positive, however, as the acceleration in the Z axis increases, The threshold value for the absolute value of the acceleration decreases. The threshold value for the absolute value of the Y-axis acceleration becomes maximum when the acceleration in the Z-axis is close to zero.

 At this time, if the acceleration of the Z axis has a positive (+) or negative (-) value, it may be determined that the vehicle has been separated from the ground due to a certain distance from the ground or a part of the vehicle is removed from the ground, The criterion is set low in judging the possibility of rollover of the vehicle.

Referring to FIG. 3, the airbag control unit 120 determines the possibility of rollover by applying different threshold values according to the rollover type of the vehicle.

Here, when the vehicle rotates while one of the right and left sides of the vehicle is turning, the rollover mode is selected when the vehicle enters the downhill ramp, such as a ramp mode or a bank, ), A curb when the vehicle rotates around a jawed part such as a curb of a road in a lateral direction, and a curb when the vehicle enters the road surface having a large friction coefficient such as a sole, When it rotates, it is judged as a sand mode (Soil). If it is not judged that it is a type of rollover type, it is judged as a back-up mode.

Fig. 3 (a) is a threshold value according to the calculated angle in the ramp mode Ramp, Fig. 3 (b) is a threshold value according to the angle in the ditch mode, (D) is a threshold value according to an angle in a sand mode (Soil), and (e) is a threshold value according to an angle in an auxiliary mode (Backup). At this time, the threshold value is a threshold value of the angular velocity according to the angle.

The threshold value is set differently for each rollover type according to the change of the angle. At this time, data set in advance according to the characteristics of the vehicle is stored as a lookup table based on the sensor values measured by the experiment, and the airbag control unit 120 calculates a threshold value as shown in FIG. 3 based on the data of the stored lookup table.

The airbag control unit 120 calculates the angular velocity based on the measured value input from the angular velocity sensor 141, calculates the angle based on the angular velocity, and calculates the threshold value for each type of rollover according to the calculated angle as shown in FIG. 3 do.

The airbag control unit 120 determines the type of rollover by using the measured value of the acceleration sensor 142 and selects a threshold value according to the rollover type among threshold values calculated for each rollover type as shown in FIG. .

4 is a flow chart for explaining a rollover detection method of an automobile and an airbag deployment method according to an embodiment of the present invention.

4, when a measurement value is inputted from the angular velocity sensor 141 and the acceleration sensor 142 among the plurality of sensors of the sensor unit 140 (S310), the airbag control unit 120 determines that the angular velocity sensor value The angular velocity and the angle are calculated (S320).

In addition, the airbag control unit 120 sets the morning opening prevention flag using the acceleration sensor value (S330). The morning prevention flag is a value set to prevent the airbag control unit 120 from accidentally unintentionally deploying the airbag in determining whether to deploy the airbag using the input sensor value.

The airbag control unit 120 calculates the angular velocity threshold value for each type of rollover according to the velocity and analyzes the rollover type according to the acceleration (S340). If the type of rollover is determined, the airbag control unit 120 sets an angular velocity threshold value corresponding to the rollover type among the threshold values for the rollover type (S350).

The airbag control unit 120 compares the absolute value of the angular velocity with the threshold value of the angular velocity set as described above, and determines whether the absolute value of the angular velocity is greater than the threshold value of the angular velocity (S360).

In addition, the airbag control unit 120 determines whether the calculated angular speed and the angle have the same sign value (S370), and determines whether the morning-start preventing flag is set (S380).

At this time, the three judgments are not limited to the order shown in the drawings, but may be performed in a different order or simultaneously.

As described above, the airbag control unit 120 determines whether the absolute value of the angular velocity, the sign of the angular velocity and the speed, and whether or not the morning opening prevention flag is set. If any one of the three conditions is not satisfied, (S390), and the possibility of rollover of the vehicle is detected using the continuously measured sensor values (S310 to S400).

On the other hand, when all three conditions are satisfied, that is, the absolute value of the angular velocity, the sign of the angular velocity and the speed, and whether or not the morning opening prevention flag is set, the airbag control unit 120 determines that there is a possibility of rollover, 130) (S400).

The data processing used in determining the possibility of rollover of the vehicle will be described in more detail with reference to FIG. 5 is a flowchart referred to for explaining a rollover detection method of a vehicle according to an embodiment of the present invention.

5, when a measured value is input from the angular velocity sensor 141 and the acceleration sensor 142 among the plurality of sensors of the sensor unit 140 (S430), the airbag control unit 120 determines that the angular velocity sensor value is S / W LPF, the angular velocity is calculated from the filtered value (S440). The angle is calculated by accumulating the angular velocity for a predetermined time (S450).

Meanwhile, the airbag control unit 120 sets an anti-morning threshold value as a coordinate value according to the relationship between the absolute value of the speed of the Y axis and the absolute value of the Z axis speed, and the value between the coordinates is interpolated (S460).

When the acceleration sensor value is filtered in the S / W LPF, the air bag controller 120 performs the morning prevention logic using the filtered Y-axis acceleration sensor value and the Z-axis acceleration sensor value. In this case, the filtered Y-axis acceleration sensor value and the Z-axis acceleration sensor value can be used after being filtered by the S / W LPF.

The absolute value of the y-axis acceleration sensor value and the y-axis acceleration sensor value are compared with the anti-morning prevention threshold value set as described above (S480), and the absolute value of the y- If it is larger, the morning prevention flag is set (S480).

Here, the execution of the morning-play prevention logic and the flag setting are performed prior to the later-described angular velocity threshold setting, but it is specified that the execution may be performed after the angular velocity threshold setting.

The airbag control unit 120 compares the calculated angular velocity with the reference angle using the angular velocity and angle calculated in operation S470, and sets a threshold value of the angular velocity when the calculated angle is larger than the reference angle (S550) . If the calculated angle is equal to or less than the reference angle, it is determined that there is no possibility of rollover of the vehicle, and the sensor value inputted thereafter is processed.

When the calculated angle sets the threshold value of the angular velocity at or above the reference angle, the airbag control unit 120 calculates the threshold value of the angular velocity for each type of rollover according to the relationship between the absolute value of the angle and the absolute value of the angular velocity S500). At this time, the threshold value of the angular velocity for each overturn type is calculated by using the data of the pre-stored look-up table. The data of the lookup table are stored as coordinate values using the sensor output values measured by the experiment and the absolute values of the angles and angular velocities according to the characteristics of the vehicle.

Also, the airbag control unit 120 analyzes the rollover type using the filtered Y-axis acceleration sensor value and the Z-axis acceleration sensor value (S510). The type of rollover will be described with reference to FIG.

The airbag control unit 120 selects a threshold value of the angular velocity according to the determination result of the rollover type among the threshold values of the angular velocity calculated for each rollover type according to the angle (S520). That is, the threshold value of the angular velocity according to the determined rollover type is selected as a threshold value for determining the rollover possibility.

The airbag control unit 120 calculates the angular velocity and the velocity as described above, sets the threshold value of the angular velocity, and sets the morning opening prevention flag so that the absolute value of the angular velocity is compared with the threshold value of the angular velocity as shown in FIG. And determines whether or not the sign of the angle and the angular velocity coincide with each other. If it is determined that the vehicle is overturned, the airbag is deployed.

FIG. 6 is a flowchart referred to for explaining a method of determining the type of rollover of an automobile according to the embodiment of the present invention.

Referring to FIG. 6, when the angular velocity sensor value and the acceleration sensor value are inputted (S550), the respective acceleration, angular velocity, and velocity are calculated (S560) and the type of rollover is determined accordingly.

First, the absolute value of the Y-axis speed is compared with the reference value of the trip mode (S570). If the absolute value of the Y-axis speed is greater than the reference value of the set trip mode, the overturn type is determined as the trip mode (S580).

In the trip mode, a curb is formed in which the vehicle rotates around a jawed portion such as a curb of a road in a lateral direction, and a curb in which a vehicle travels in a lateral direction It is once again classified as a mode in which the jam occurs and the rotating sand mode (Soil) is selected.

At this time, it is determined whether the absolute value of the velocity of the Y axis is greater than or equal to the reference value for the curve mode (S590). If the absolute value of the velocity is greater than or equal to the reference value of the barrier mode, ).

If the absolute value of the Y-axis acceleration speed is equal to or greater than the reference value for the curve mode and the Z-axis is greater than the predetermined second reference acceleration, the overturning type is determined to be the wear-off mode at step S610.

If the absolute value of the y-axis acceleration speed is less than the reference value for the curve mode, or if the absolute value of the z-axis acceleration is less than the second reference acceleration, the overturning type is determined to be the sand mode (S620).

On the other hand, if the absolute value of the Y-axis speed is less than the reference value of the trip mode, that is, if it is not the trip mode, the Z-axis speed is compared with the first reference acceleration (S630).

Also, the Z-axis acceleration speed is compared with the second reference acceleration (S670).

Here, the first reference acceleration is a positive threshold value for a predetermined reference acceleration, and the second reference acceleration is a negative threshold value for the reference acceleration. That is, the first reference acceleration is greater than the second reference acceleration and the absolute values of the two reference acceleration are the same.

If the Z-axis acceleration speed is greater than the first reference acceleration, it is determined that the rollover type is the ramp mode (S640).

If the Z-axis acceleration speed is smaller than the second reference acceleration, it is determined that the overturn type is the trench mode (S660).

At this time, if the Z-axis acceleration is equal to or greater than the second reference acceleration and less than the first reference acceleration, it is not included in any rollover type, so the rollover type is set in the auxiliary mode (S670).

If the rollover type is set to any one mode, lock is set without changing the rollover type until the value is reset (S680).

If the type of rollover is determined as described above, a threshold value is set according to the rollover type as shown in FIGS. 4 and 5 to detect rollover, and the airbag is deployed accordingly.

Therefore, the present invention can protect passengers by deploying the airbag by judging the possibility of rollover of the vehicle by using the angular velocity sensor and the acceleration sensor, and reduce various safety accidents that may be caused.

It will be understood by those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. It should be understood that the above-described embodiments are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the appended claims rather than the foregoing detailed description, and all changes or modifications derived from the meaning and range of the claims and the equivalents thereof are included in the scope of the present invention Should be interpreted.

110: main control unit 120: airbag control unit
130: air bag 140:
141: angular velocity sensor 142: acceleration sensor
150: interface unit 160: data unit
170:

Claims (12)

A sensor unit including an acceleration sensor and an angular velocity sensor;
An airbag deployed when the vehicle collides or when the vehicle overturns;
An airbag control unit for determining whether the vehicle is rollover in response to a sensor value input from the sensor unit and controlling the deployment of the airbag when the vehicle is rolled over; And
And a main control section for controlling driving of the vehicle and outputting a warning upon turning over of the vehicle,
Wherein the airbag control unit finally sets a threshold value according to the determined overturning type among the threshold values of the angular velocity for each rollover type to a threshold value of the angular velocity, and if the absolute value of the angular velocity is equal to or greater than the threshold value of the angular velocity, And when the angle calculated from the sensor value input from the angular velocity sensor is equal to the sign of the angular velocity, it is determined that the vehicle is overturned and the airbag is deployed. The method according to claim 1,
The airbag control unit determines the type of rollover of the vehicle by using the measured value of the Y-axis acceleration sensor provided corresponding to the lateral direction of the vehicle and the measured value of the Z-axis acceleration sensor provided corresponding to the vertical direction of the vehicle,
And detects the rollover of the vehicle in response to the angular velocity sensor and the rollover type of the vehicle, and the values of the Y-axis and Z-axis acceleration sensors. The method according to claim 1,
Wherein the airbag control unit changes the reference value for determining the possibility of vehicle overturn in response to the running state of the vehicle. The method of claim 3,
Wherein the airbag control unit calculates an angular velocity and an angle corresponding to a value input from the angular velocity sensor, and sets a threshold value for each rollover type with respect to an angular velocity according to a change in angle. delete The method according to claim 1,
The airbag control unit may control the ditch mode when the vehicle enters the downhill ramp such as a ramp mode or a bank when the vehicle rotates while one of the right and left sides of the vehicle is running, A curb when the vehicle rotates around a jawed portion such as a curb of a road in a lateral direction, and a curb when the vehicle suddenly jams in the lateral direction when entering the road with a large frictional coefficient such as a sand road And when it rotates, judges the type of rollover to be a sand mode and sets the rollover type to a back-up mode if it is not judged to be any type. Inputting a sensor value from an acceleration sensor and an angular velocity sensor;
Setting an amenity prevention flag by using a sensor value of the acceleration sensor;
Calculating an angle and an angular velocity from the sensor value of the angular velocity sensor and setting a threshold value of the angular velocity according to the rollover type;
Setting a threshold value of the rollover type as a threshold value of the angular velocity among the threshold values of the angular velocity according to the rollover type;
Determining that the vehicle overturns if the morning opening prevention flag is set and the sign of the angle is equal to the sign of the angular velocity and the absolute value of the angular velocity is equal to or greater than a threshold value of the angular velocity; And
And deploying the airbag when the vehicle is rolled over. 8. The method of claim 7,
Determining whether the vehicle is rollover when the angle is greater than or equal to the reference angle and determining that the vehicle does not roll over when the angle is less than the reference angle. 8. The method of claim 7,
Determining a rollover type of the vehicle using the measured value of the Y-axis acceleration sensor of the acceleration sensor and the measured value of the Z-axis acceleration sensor provided corresponding to the vertical direction of the vehicle, Of the rollover detection method. 10. The method of claim 9,
Wherein the threshold value of the angular velocity is different from the threshold value of the rollover type in accordance with the relationship between the angle and the angular velocity and finally sets the threshold value of the angular velocity corresponding to the rollover type Overturn detection method. 10. The method of claim 9,
An anti-morning threshold is set according to a relationship between the sensor value of the Y-axis acceleration sensor and the sensor value of the Z-axis acceleration sensor,
Wherein the morning open prevention flag is set when the absolute value of the sensor value of the Y-axis acceleration sensor is greater than or equal to the morning opening prevention threshold value. 10. The method of claim 9,
Axis acceleration sensor in response to a sensor value of the Z-axis acceleration sensor, and if the trip mode is a trip mode,
Wherein when the vehicle is not in the trip mode, it is divided into a trench mode and a ramp mode corresponding to the sensor value of the Z-axis acceleration sensor to determine the type of rollover.

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