KR102569892B1 - Method and Apparatus for Determining Vehicle Overturn Situation - Google Patents

Abstract

A vehicle rollover detection method according to an embodiment of the present invention includes calculating a change in lateral speed, calculating a friction coefficient based on lateral acceleration information, calculating a predicted time based on the calculated friction coefficient, Calculating an expected reduced lateral speed based on the lateral speed change amount and the predicted time, calculating an expected increased roll rate change based on the expected reduced lateral speed, rollover preliminary flag for determining early deployment without a break in the morning The method may include determining a rollover reference roll rate based on a reference roll rate and the expected increase roll rate change amount, and determining rollover of the vehicle based on the rollover reference roll rate.

Description

Vehicle overturn detection method and apparatus {Method and Apparatus for Determining Vehicle Overturn Situation}

The present invention relates to a vehicle overturn detection method and apparatus for determining a rollover and pitch-over situation in a rollover situation having a particularly low roll angular velocity among rollover situations of a vehicle.

In general, when a vehicle makes a sharp turn, the center of gravity of the vehicle moves in the direction in which the centrifugal force acts according to the law of inertia, whereby the vehicle's inner wheels in the turning direction are separated from the ground and the vehicle rolls over. can happen

The prior art rollover detection method detects the change in acceleration of the vehicle through a sensor for detecting acceleration in the longitudinal direction of the vehicle and a sensor for detecting acceleration in the axle direction of the vehicle in a running vehicle, and the vehicle determines the X-axis of the vehicle. (vehicle longitudinal direction), Y axis (vehicle axis direction), and Z axis (vehicle height direction) angular velocity for rolling, pitching, and yawing motions that are about to rotate. The angular velocity of the vehicle was identified through a rolling sensor, a pitching sensor, and a yaw sensor, and the rollover state of the vehicle was determined using the roll rate, pitch rate sensor, and acceleration sensor.

Such a rollover situation detection method of the prior art has a problem in that early deployment performance is limited because it does not consider the influence of lateral speed, which is an important factor in determining rollover.

The present invention is to provide a vehicle rollover detection method and apparatus.

More specifically, the present invention performs early deployment preliminary judgment based on various signals. By applying the preview time (prediction time), which changes according to the type of change in the measured lateral speed, to predict the amount of roll rate change that additionally occurs after a certain period of time after the rollover, and reflect it to the roll rollover criteria to determine roll rollover at an early point in time It relates to a method and apparatus for detecting vehicle rollover.

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

A vehicle rollover detection method according to an embodiment of the present invention includes calculating a change in lateral speed, calculating a friction coefficient based on lateral acceleration information, calculating a predicted time based on the calculated friction coefficient, Calculating an expected reduced lateral speed based on the lateral speed change amount and the predicted time, calculating an expected increased roll rate change based on the expected reduced lateral speed, rollover preliminary flag for determining early deployment without a break in the morning The method may include determining a rollover reference roll rate based on a reference roll rate and the expected increase roll rate change amount, and determining rollover of the vehicle based on the rollover reference roll rate.

Vehicle overturn detection device according to an embodiment of the present invention calculates a lateral speed variation calculation unit for calculating a lateral speed variation, calculates a friction coefficient based on lateral acceleration information, and calculates a predicted time based on the friction coefficient calculation value A predicted time calculation unit that calculates an expected reduced lateral speed based on the lateral speed change and the predicted time, and a roll rate change amount predictor that calculates an expected increased roll rate change based on the expected reduced lateral speed, An early deployment preliminary flag calculator for determining an early deployment preliminary flag for determining early deployment, a rollover reference roll rate calculator for calculating a rollover reference roll rate based on a reference roll rate and the expected increase roll rate change amount, and the rollover reference roll rate It may include a roll overturn determination unit for determining roll overturn of the vehicle based on the.

The above aspects of the present invention are only some of the preferred embodiments of the present invention, and various embodiments in which the technical features of the present invention are reflected are detailed descriptions of the present invention to be detailed below by those skilled in the art. It can be derived and understood based on.

Effects of the vehicle overturn detection method and apparatus according to the present invention are described as follows.

The present invention predicts the vehicle lateral speed component with sensor signals without explicitly reflecting the lateral speed and reflects it to the roll rollover logic, thereby minimizing the opening of the airbag for rollover cases other than rollover, Curb, It has the advantage of improving early deployment performance in soil type.

The effects obtainable in 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 below. will be.

The accompanying drawings are provided to aid understanding of the present invention, and provide embodiments of the present invention together with a detailed description. However, the technical features of the present invention are not limited to specific drawings, and features disclosed in each drawing may be combined with each other to form a new embodiment.
1 is a block diagram of a vehicle overturn detection device according to an embodiment of the present invention.
2 and 3 are diagrams showing the operation of the vehicle overturn detection device in detail.
4 is a diagram illustrating an early deployment point according to an embodiment of the present invention.
FIG. 5 is a graph showing roll overturn determination in the FH_Curb2(R) state shown in FIG. 4;
6 is a flowchart illustrating a vehicle overturn detection method according to an embodiment of the present invention.

Hereinafter, an apparatus and various methods to which embodiments of the present invention are applied will be described in more detail with reference to the drawings. The suffixes "module" and "unit" for components used in the following description are given or used together in consideration of ease of writing the specification, and do not have meanings or roles that are distinct from each other by themselves.

In the description of the embodiment, in the case where it is described as being disposed in "above (above) or below (below)", "before (front) or after (rear)" of each component, "upper (above) or lower (below)" (below)" and "before (front) or after (rear)" include both arrangements in which two elements are in direct contact with each other or one or more other elements are disposed between the two elements.

Also, terms such as first, second, A, B, (a), and (b) may be used in describing the components of the present invention. These terms are only used to distinguish the component from other components, and the nature, order, or order of the corresponding component is not limited by the term. When an element is described as being “connected,” “coupled to,” or “connected” to another element, that element is or may be directly connected to the other element, but there is another element between the elements. It will be understood that elements may be “connected”, “coupled” or “connected”.

In addition, terms such as "include", "comprise" or "have" described above mean that the corresponding component may be inherent unless otherwise stated, excluding other components. It should be construed as being able to further include other components. All terms, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs, unless defined otherwise. Commonly used terms, such as terms defined in a dictionary, should be interpreted as consistent with the meaning in the context of the related art, and unless explicitly defined in the present invention, they are not interpreted in an ideal or excessively formal meaning.

1 is a block diagram of a vehicle overturn detection device according to an embodiment of the present invention. 2 and 3 are diagrams showing the operation of the vehicle overturn detection device in detail.

As shown in FIG. 1 , a vehicle equipped with a rollover detection function according to the present invention may include a sensor unit 100 and a processor 200 .

The sensor unit 100 may detect a signal generated during vehicle driving or a predetermined operation and input the signal to the processor 200 . The sensor unit 100 may include a roll rate sensor 110, a yaw rate sensor 120, a longitudinal/lateral acceleration sensor 130, a steering angle sensor 140, and a wheel speed sensor 150.

The processor 200 includes a lateral speed change calculation unit 210, a predicted time calculation unit 220, a roll rate change amount prediction unit 230, an early deployment preliminary flag calculation unit 240, and a rollover reference roll rate calculation unit 250. , It may include a roll overturn determination unit 260.

The lateral speed change calculation unit 210 may calculate the lateral speed change of the vehicle based on the lateral acceleration sensor signal ay, the yaw rate r, the vehicle speed Vx, and the roll estimation value ф. In addition, the lateral speed change amount calculation unit 210 may calculate the lateral speed change amount through Equation 1 below.

[Equation 1]

At this time, is the rate of change of transverse speed, is the lateral acceleration sensor signal, r the yaw rate, Vehicle speed, g is the acceleration due to gravity.

The lateral speed variation calculator 210 may calculate the lateral speed variation of the vehicle in real time.

The predicted time calculation unit 220 may calculate the friction coefficient mu of the road based on the lateral acceleration information of the vehicle prior to the rollover. Accordingly, the predicted time calculation unit 220 may calculate the road friction coefficient mu just before impact based on the lateral acceleration sensor signal ay. In this case, the lateral acceleration sensor signal may be filtered lateral acceleration.

For example, two wheels on the left or right side may be lifted off the ground due to overturning while the vehicle skids at a high lateral speed. At this time, on a slippery road surface having a low friction coefficient, such as a road covered with ice or snow, the lateral force is small, and thus the possibility of roll overturning may be reduced. On the other hand, when sliding at a high lateral speed on a road with a high friction coefficient, the possibility of roll overturning may increase because the lateral force is large.

Therefore, the prediction time calculation unit 220 may calculate the lateral acceleration value of the vehicle at a certain lateral speed or higher as the road surface friction coefficient.

As shown in FIG. 2 , the predicted time calculation unit 220 may vary and set the predicted time based on the calculated friction coefficient.

At this time, the prediction time calculation unit 220 may calculate the prediction time (preview time) based on the friction coefficient calculation value. In addition, the predicted time calculation unit 220 may change and set the predicted time reflection rate corresponding to the friction coefficient calculation value. The predicted time calculation unit 220 may set the predicted time reflection rate small when the friction coefficient is low, and set the predicted time reflection rate high when the friction coefficient is high.

The roll rate change amount prediction unit 230 calculates the expected reduced lateral speed based on the amount of change in the lateral speed of the vehicle and the predicted time ( ) can be calculated.

The roll rate change prediction unit 230 multiplies the rate of change of the lateral speed at the current moment by the preview time based on Equation 2 below to obtain the expected reduced lateral speed ( ) can be calculated.

[Equation 2]

=

At this time, is the expected reduced lateral speed, Is the rate of change of the lateral speed at the present moment, and the preview time is the preview time reflection rate determined according to the estimated friction coefficient of the road to the value of the preview time set to an arbitrary value that can be tuned as shown in the graph shown in FIG. It is the prediction time calculated by multiplying.

for example, the output filter is Expected reduced lateral speed after T = 0.02 LPF (Low Pass Filter) filtering to prevent rapid fluctuations in ( ) can be calculated. in other words, the output filter is may be the value of the expected reduced lateral speed.

The roll rate change amount prediction unit 230 is expected reduced lateral speed ( ), it is possible to calculate the expected increase roll rate change amount. That is, the roll rate change amount prediction unit 230 calculates the expected reduced lateral speed ( ), it is possible to predict the potential roll rate increase that will occur in the future.

Referring to FIG. 3 , the roll rate change estimation unit 230 may calculate the roll rate change based on the angular momentum conservation equation when the point O is assumed as the center of rotation. At this time, the conservation of angular momentum is can be displayed as

The roll rate change amount prediction unit 230 calculates the first expected increase roll rate change based on Equation 3 below ( ) can be calculated.

[Equation 3]

At this time, : Expected increase roll rate change amount, m: vehicle mass, : Rotational inertia in the roll direction, : arctan, expected reduced lateral speed, : It is a roll angle calculated value.

In addition, the roll rate change amount prediction unit 230 calculates the second expected increase roll rate change based on Equation 4 below ( ) can be calculated.

[Equation 4]

At this time, : Expected increase roll rate change amount, m: vehicle mass, : Rotational inertia in the roll direction, :arctan, expected reduced lateral speed, : It is a roll angle calculated value.

The method for calculating the roll rate change amount according to Equation 4, when the center of rotation changes from point A to the center of gravity as the roll angle increases, excessive expected reduced lateral speed when the roll angle is smaller than the initial overturn or roll angle than in Equation 3 ( ) to prevent reflection.

Accordingly, the roll rate change amount prediction unit 230 may calculate the roll rate change amount based on at least one of Equation 3 and Equation 3 above.

The early deployment preliminary flag calculation unit 240 may determine a rollover preliminary flag for determining early deployment without early deployment in a rollover situation while driving on a curb or soil type road. The preliminary flag may consist of two flags. At this time, in order to enable early deployment of the airbag rather than deploying the airbag according to the conventional rollover determination, and to prevent early deployment of the airbag even when there is no rollover situation, the early deployment preliminary flag calculation unit 240 determines the following rollover preliminary flag.

The preliminary flags are shown in Table 1 below.

reserve flag 1 |Vy| > A kph,
sgn(Vy)!=sign(Ay),
Roll angle> B degree (prevention of malfunction)
Rollrate > C deg/s (Prevention of malfunction) && condition
(threshold value is tunable)
Ay is the input after T= F LPF filtering (artificial delay) reserve flag 2 |Ay| > Dg (Flag On)
|Ay| < Eg (Flag Off) Ay is input after T= F LPF filtering (artificial delay, tunable)

Preliminary flag 1 may be a flag for preventing morning opening due to roll overturning.

Referring to Table 1, preliminary flag 1 is a condition for determining early roll rollover, the vehicle is sliding in the lateral direction at a certain speed or more, the signs of the acceleration due to rollover and the lateral speed are opposite, and the roll angle and roll of the vehicle A flag may be turned on in a situation where the rate is greater than a predetermined value.

The preliminary flag 2 may be an impact flag by overturning.

The preliminary flag 2 may be flagged on when an impact of a predetermined lateral acceleration or higher is applied to the vehicle.

The early deployment preliminary flag calculation unit 240 may determine early deployment preliminary when preliminary flag 1 and preliminary flag 2 are simultaneously satisfied (On).

For example, the early deployment preliminary flag calculation unit 240 generates an external impact of sufficient magnitude to prevent morning opening, and at the same time slides at a certain speed or more in the lateral direction, and the direction of the lateral speed and the direction of the impact are opposite And, under the condition that a certain roll angle/roll rate occurs, early deployment determination can be performed.

The rollover reference roll rate calculation unit 250 calculates the reference roll rate and the expected increase roll rate change amount ( ), the rollover standard roll rate can be calculated based on.

The rollover reference roll rate calculation unit 250 may calculate a difference between a reference roll rate in which lateral motion is not reflected and a predicted roll rate change amount in a vehicle rollover situation.

The predicted roll rate change amount may be a roll rate change amount predicted to potentially occur due to a lateral speed in a rollover situation.

At this time, the reference roll rate at which the lateral motion is not reflected may be calculated by a kinetic energy conservation method or an angular momentum conservation method.

The standard roll rate by conservation of kinetic energy can be set by Equation 5 below.

[Equation 5]

Here, m: vehicle mass, : roll direction rotational inertia , It can be :arctan(height of center of gravity/tread/2 of vehicle).

The standard roll rate by conservation of angular momentum can be set by Equation 6 below.

[Equation 6]

Here, m: vehicle mass, : roll direction rotational inertia , It can be :arctan(height of center of gravity/tread/2 of vehicle).

The rollover standard roll rate calculation unit 250 may calculate the first standard roll rate using the standard roll rate according to the kinetic energy conservation method according to Equation 7 below.

The rollover reference roll rate calculation unit 250 calculates the change in the first reference roll rate and the expected increase roll rate ( ), it is possible to calculate the overturn reference roll rate based on the difference.

[Equation 7]

At this time, : roll rate based on rollover, m: vehicle mass, : Rotational inertia in the roll direction, : arctan, expected reduced lateral speed, : It is a roll angle calculated value.

The rollover reference roll rate calculation unit 250 may calculate the second reference roll rate using the reference roll rate according to the angular momentum preservation method according to Equation 8 below.

The rollover reference roll rate calculation unit 250 calculates the change in the second reference roll rate and the expected increase roll rate ( ), it is possible to calculate the overturn reference roll rate based on the difference.

[Equation 8]

At this time, : roll rate based on rollover, m: vehicle mass, : Rotational inertia in the roll direction, : arctan, expected reduced lateral speed, : It is a roll angle calculated value.

The rollover determining unit 260 may determine rollover of the vehicle based on the rollover reference roll rate.

The roll overturn determination unit 260 is the current roll rate of the vehicle ( ) is the reference roll rate (as shown in Equation 9 below) ), roll overturning can be determined.

[Equation 9]

( : roll rate based on abalone, : current roll rake m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle)

The roll overturn determination unit 260 is an overturn reference roll rate ( ), it is possible to determine an airbag deployment command upon rollover.

FIG. 4 shows an early deployment time point according to an embodiment of the present invention, and FIG. 5 is a graph showing roll overturn determination in the FH_Curb2(R) state shown in FIG. 4 .

Referring to FIG. 4 , the vehicle overturn detection apparatus may predict a lateral speed change amount using sensor signals without explicitly reflecting the lateral speed component of the vehicle, and reflect the lateral speed component to the roll overturn logic.

It is possible to improve early deployment performance in curb and soil types while minimizing morning opening for other types of rollover cases other than rollover.

Referring to FIG. 5 , a vertical axis in the graph represents a roll rate sensing value sensed by the roll rate sensor 110 . In the graph, the horizontal axis represents time to show the time at which the roll rate sensing value is predicted.

At this time, the time point 410 when the currently sensed roll rate value intersects the existing roll rate criterion and the time point 420 when the roll rate value intersects the overturn roll rate are shown, indicating the roll overturn determination time when the Curb is overturned.

The roll overturn determination time point 410 based on the existing roll rate determines the roll overturn of the vehicle 5.4 to 5.6 seconds after the detection of the existing roll rate, and the roll overturn determination time point 420 according to the rollover roll rate criterion according to the present invention is overturn After detecting the roll rate, it is possible to determine the roll overturn of the vehicle in 4.8 to 5.4 seconds. That is, the vehicle rollover detection method of the present invention may have an effect of speeding up the rollover determination timing.

6 is a flowchart illustrating a vehicle overturn detection method according to an embodiment of the present invention.

Referring to FIG. 6 , the vehicle overturn detection method may receive a signal sensed from the sensor unit 100 of the vehicle.

The sensor signal may include a roll rate signal, a yaw rate signal, a longitudinal/lateral acceleration signal, a steering angle signal, and a wheel speed signal (S110).

The lateral speed change calculation unit 210 may calculate the lateral speed change amount based on the lateral acceleration signal frequently received by the sensor unit 100 (S120). That is, the lateral speed change calculation unit 210 may calculate the lateral speed change amount of the vehicle in real time.

Thereafter, the predicted time calculation unit 220 may calculate the road friction coefficient based on the lateral acceleration information before rollover, and set the predicted time based on the calculated road friction coefficient (S130).

At this time, when the friction coefficient is smaller than the preset value, the prediction time may be set small, and when the friction coefficient is greater than the preset value, the prediction time may be set longer.

When the predicted time is set, the roll rate change prediction unit 230 may calculate a potential roll rate increase based on the lateral speed change and the set predicted time (S140).

Thereafter, the early deployment preliminary flag calculating unit 240 may determine a rollover preliminary flag for determining early deployment without an early deployment in a rollover situation (S150). In this case, the preliminary flag may include two preliminary flags, and an early deployment preliminary determination may be performed only when both of the two preliminary flags are satisfied.

When the early deployment preliminary determination is performed, the rollover reference roll plate calculation unit 250 calculates the reference roll rate and the expected increase roll rate change amount ( ) Based on the overturn criterion roll rate ( ) can be calculated. At this time, the reference roll rate may be calculated by conservation of kinetic energy or conservation of angular momentum (S160).

The roll overturn determination unit 260 is the overturn reference roll rate ( ), roll overturning can be determined based on (S170).

The method according to the above-described embodiment may be produced as a program to be executed on a computer and stored in a computer-readable recording medium. Examples of the computer-readable recording medium include ROM, RAM, CD-ROM, and magnetic memory. Tape, floppy disk, optical input data storage system, etc. The computer-readable recording medium is distributed to computer systems connected through a network, so that computer-readable codes can be stored and executed in a distributed manner. In addition, functional programs, codes, and code segments for implementing the above-described method can be easily inferred by programmers in the technical field to which the embodiment belongs.

100: sensor unit
200: processor
210: lateral speed variation calculation unit
220: prediction time calculation unit
230: roll rate change prediction unit
240: early deployment preliminary flag calculation unit
250: Roll rate calculation unit based on rollover
260: roll overturn determination unit

Claims (19)

Calculating the amount of change in lateral speed;
Calculating a friction coefficient of the road based on the lateral acceleration information;
Calculating a preset predicted time based on the calculated friction coefficient;
Calculating an expected reduced lateral speed based on the amount of change in lateral speed and the predicted time;
Calculating an expected increased roll rate change based on the expected reduced lateral speed;
Determining a rollover preliminary flag for determining whether an airbag is deployed early without opening the airbag;
Calculating an overturn reference roll rate based on a reference roll rate and the expected increase roll rate change amount; and
and determining rollover of the vehicle based on the rollover reference roll rate. According to claim 1,
Calculating the amount of change in lateral speed
Vehicle overturn detection method for calculating the rate of change of lateral speed by Equation 1 below.
[Equation 1]

( is the rate of change of transverse speed, is the lateral acceleration sensor signal, r the yaw rate, vehicle speed, g is the acceleration due to gravity) According to claim 1,
Calculating the expected reduced lateral speed based on the amount of change in lateral speed and the predicted time
Vehicle overturn detection method for calculating the expected reduced lateral speed based on Equation 2 below.
[Equation 2]
=
( expected reduced lateral speed, Lateral speed change rate at the present moment, preview time is the predicted time) According to claim 3,
Calculating the expected increase roll rate change based on the expected reduced lateral speed
A vehicle overturn detection method for calculating a first expected increase roll rate change based on Equation 3 below.
[Equation 3]

( : Expected increase roll rate change amount, m: vehicle mass, : Rotational inertia in the roll direction, :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 4,
Calculating the expected increase roll rate change based on the expected reduced lateral speed
A vehicle overturn detection method for calculating a second expected increase roll rate change based on Equation 4 below.
[Equation 4]

( : Expected increase roll rate change amount, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 1,
The step of determining a rollover preliminary flag for determining whether the airbag is deployed early without opening the airbag
A vehicle rollover detection method for performing an early deployment preliminary determination when a first preliminary flag for preventing an airbag from opening due to rollover and a second preliminary flag for determining an impact due to rollover are satisfied. According to claim 1,
Calculating the rollover reference roll rate based on the reference roll rate and the expected increase roll rate change amount
A vehicle rollover detection method for calculating a first rollover reference roll rate based on Equation 7 below.
[Equation 7]

( : reference roll rate, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 1,
Calculating the rollover reference roll rate based on the reference roll rate and the expected increase roll rate change amount
A vehicle rollover detection method for calculating a second rollover reference roll rate based on Equation 8 below.
[Equation 8]

( : reference roll rate, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 1,
Determining the rollover of the vehicle based on the rollover reference roll rate
A vehicle overturn detection method for determining a roll overturn when the current roll rate of the vehicle is greater than the reference roll rate as shown in Equation 9 below.
[Equation 9]

( : standard roll rate, : current roll rake, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle) A computer-readable recording medium in which a program for realizing the vehicle overturn detection method according to any one of claims 1 to 9 is recorded. a lateral velocity variation calculation unit for calculating a lateral velocity variation;
a predicted time calculation unit that calculates a friction coefficient of the road based on lateral acceleration information and calculates a preset predicted time based on the calculated friction coefficient;
a roll rate change estimation unit calculating an expected reduced lateral speed based on the lateral speed change and the predicted time, and calculating an expected increased roll rate change based on the expected reduced lateral speed;
an early-deployment preliminary flag calculating unit for determining a rollover preliminary flag for determining whether an airbag is early deployed without early deployment;
A rollover reference roll rate calculation unit for calculating a rollover reference roll rate based on a reference roll rate and a change amount of the expected increase roll rate; and
a roll overturn determination unit determining roll overturn of the vehicle based on the overturn reference roll rate;
Vehicle overturn detection device comprising a. According to claim 11,
The lateral speed variation calculation unit
A vehicle overturn detection device that calculates a rate of change in lateral speed by Equation 1 below.
[Equation 1]

( is the rate of change of transverse speed, is the lateral acceleration sensor signal, r the yaw rate, vehicle speed, g is the acceleration due to gravity) According to claim 11,
The roll rate change amount prediction unit
Vehicle overturn detection device for calculating the expected reduced lateral speed based on Equation 2 below.
[Equation 2]
=
( expected reduced lateral speed, Lateral speed change rate at the present moment, preview time is the predicted time) According to claim 13,
The roll rate change amount prediction unit
A vehicle overturn detection device for calculating a first expected increase roll rate change based on Equation 3 below.
[Equation 3]

( : Expected increase roll rate change amount, m: vehicle mass, : Rotational inertia in the roll direction, :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 14,
The roll rate change amount prediction unit
A vehicle overturn detection device for calculating a second expected increase roll rate change based on Equation 4 below.
[Equation 4]

( : Expected increase roll rate change amount, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 11,
The early deployment preliminary flag calculator
A vehicle overturn detection device that performs a preliminary determination of early deployment when a first preliminary flag for preventing the airbag from opening due to rollover and a second preliminary flag for determining an impact due to rollover are satisfied. According to claim 11,
The overturn reference roll rate calculation unit
A vehicle overturn detection device for calculating a first rollover reference roll rate based on Equation 7 below.
[Equation 7]

( : reference roll rate, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 11,
The overturn reference roll rate calculation unit
A vehicle overturn detection device for calculating a second rollover reference roll rate based on Equation 8 below.
[Equation 8]

( : reference roll rate, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle) According to claim 11,
The roll overturn determination unit
A vehicle overturn detection device that determines that the roll overturns when the current roll rate of the vehicle is greater than the reference roll rate as shown in Equation 9 below.
[Equation 9]

( : standard roll rate, , : current roll rake, m: vehicle mass, : roll direction rotational inertia , :arctan, expected reduced lateral speed, : Calculated roll angle)