A method for detecting fracture areas of new energy vehicle parts

Abstract

The present invention discloses a method for detecting fracture areas of new energy vehicle parts. The present invention relates to the field of parts detection technology and solves the problem that fracture areas will not appear in areas on the surface of automobile parts where no deformation occurs, and that such areas are also simultaneously subjected to relevant scanning and analysis, which seriously wastes detection time and causes a decrease in detection efficiency. The present invention constructs a model of automobile parts that need to be monitored, and then determines the non-overlapping areas between the part model and the standard model based on the specific comparison processing results between the part model and the relevant standard model. Subsequently, relevant analysis is performed on the deformed areas, and a step-by-step analysis and confirmation method is adopted to quickly and effectively identify specific abnormalities of the corresponding automobile parts, rather than performing analysis, scanning, processing and comparison on the entire part. By performing relevant processing by confirming the deformation area, the detection rate is faster and the detection accuracy can be simultaneously guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of parts detection, and in particular to a method for detecting a fracture area of a new energy vehicle part. Background Art

[0002] New energy vehicle parts refer to components and accessories related to new vehicles such as electric vehicles and hybrid vehicles, which are components of new energy vehicles.

[0003] Application Publication No. CN108956112A discloses an intelligent, fully automatic inspection jig for automotive parts, comprising an inspection jig body, a first connecting rod, and a second connecting rod. The first and second connecting rods are fixedly mounted at the bottom of the inspection jig body, the second connecting rod is mounted on one side of the first connecting rod, a vibration motor is fixedly mounted on one side of the bottom of the first connecting rod, a sliding rod is mounted on the second connecting rod, and a sound sensor is fixedly mounted on one side of the sliding rod. A single-chip microcomputer is mounted within the inspection jig body, and a display screen and a data input unit are mounted at the connection end of the single-chip microcomputer. The present invention utilizes the free movement of the sliding rod on the second connecting rod to facilitate clamping inspection of automotive parts of different sizes, thereby improving inspection flexibility. Furthermore, the sound sensor receives the sound generated by the automotive parts, which is then analyzed by the single-chip microcomputer. The sound signal is then processed to determine whether there are factors such as fractures and bubbles inside the automotive parts.

[0004] During the relevant inspection and processing of new energy vehicle parts, the auto parts are generally scanned in all directions and numerical feature analysis is performed to assess whether the corresponding auto parts have fractures or other abnormalities. However, this assessment method covers the entire auto part, and areas on the surface of the auto part that have not been deformed will not have fractures. Relevant scanning and analysis are also performed on such areas at the same time, which will seriously waste inspection time and extend inspection efficiency, and cannot achieve better inspection results. Summary of the Invention

[0005] In response to the shortcomings of the existing technology, the present invention provides a method for detecting fracture areas of new energy vehicle parts, which solves the problem that there will be no fracture areas in areas where no deformation occurs on the surface of the automobile parts. The relevant scanning and analysis of such areas are also performed simultaneously, which will seriously waste detection time and cause the detection efficiency to be extended.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions: A method for detecting the fracture area of new energy vehicle parts, comprising the following steps:

[0007] S1) Perform visual scanning on the new energy vehicle parts that need to be inspected, generate a part model of the vehicle part based on the full range scanning parameters of the vehicle part, select the standard model associated with the vehicle part from the model library, perform preliminary processing on the part model, and lock the model center point of the part model. The specific sub-steps are as follows:

[0008] S11, placing the constructed part model in a set of three-dimensional coordinate systems, decomposing the part model into a plurality of points, and determining the three-dimensional coordinates of the plurality of points in the three-dimensional coordinate system;

[0009] S12. Based on the three-dimensional coordinates of the plurality of points, perform mean processing on the plurality of three-dimensional coordinates to determine a set of mean coordinates, determine corresponding coordinate points in the three-dimensional coordinate system based on the mean coordinates, mark the determined corresponding coordinate points as the model center points of the part model, and simultaneously mark the model center points in the part model;

[0010] S2) Based on the center point preset in the standard model and the model center point determined by this part model, the center points of the two are moved to coincide with each other, and the model coincidence between the standard model and the part model is identified. If the coincidence is abnormal, the non-coinciding model area is determined based on the specific coincidence analysis process. The specific method is as follows:

[0011] Move the standard model and the part model so that their center points coincide. Identify the overlapping area between the two sets of models and determine the percentage value ZB of the overlapping area in the entire part model. If ZB is ≥ 98%, the automotive part associated with this part model is calibrated as a standard part.

[0012] If ZB is less than 98%, the part model is moved around the center point according to the location of the center point, and the corresponding proportion value ZB of each group of movement processes is confirmed in turn. If there is a group of movement processes with ZB greater than or equal to 98%, the automobile part associated with this part model is calibrated as a standard part;

[0013] If ZB ≥ 98% does not exist, the part model is moved to the position where the proportion value ZB is at the maximum and stops. The position of the model center point of the part model is calibrated as the accurate position and the accurate position is kept unchanged. Then the non-overlapping model area between the part model and the standard model is confirmed.

[0014] S3) Based on the determined non-overlapping model area, the non-overlapping model area belonging to the part model is calibrated as the abnormal area, and the non-overlapping model area belonging to the standard model is calibrated as the standard area. With the standard area as a benchmark, the maximum deformation area in the abnormal area is confirmed and calibrated as the area to be detected. The specific sub-steps are:

[0015] S31. Based on the abnormal area and the standard area within the non-overlapping area, determine related model surfaces of the abnormal area and the standard area, mark the related model surface of the abnormal area as the abnormal surface, mark the related model surface of the standard area as the standard surface, determine the point with the largest vertical distance between the abnormal surface and the standard surface, mark this point as a convex point of the abnormal surface, and mark the perpendicular line between the convex point and the standard surface as a reference line;

[0016] S32, moving the standard surface toward the convex point according to the determined reference line, with the moving direction being consistent with the reference line, determining several intersection points of the standard surface and the relevant model surface, and determining the internal angle J of each different intersection point. k , where k represents different intersection points, if J k >Y1, where Y1 is the preset value, then this intersection is marked as an abnormal intersection. If J k ≤Y1, no calibration is performed;

[0017] S33. Within the abnormal region, the relevant area covered by the determined abnormal intersection points is marked as the area to be detected. If there is a missing area within the area to be detected, the missing area is directly selected from the abnormal region to be filled into the area to be detected, and the intersection points corresponding to the edge contours of the missing area are all abnormal intersection points.

[0018] S4) Based on the determined area to be detected, the area to be detected is verified and compared with the relevant standard area, and based on the comparison result, it is identified whether the part model is abnormal. The specific sub-steps are:

[0019] S41, placing the standard surface determined within the standard area at an initial position, determining a vertical point perpendicular to the standard surface corresponding to the abnormal intersection in the area to be detected, and using the vertical point within the standard area as a reflection point corresponding to the abnormal intersection;

[0020] S42. Based on the positional relationship between several adjacent abnormal intersection points of the standard surface, the positions of the mapping points with a mapping relationship are changed, so that the standard surface is transformed into a surface to be compared with the area to be detected with the same curvature;

[0021] S43. Compare the surface to be compared with the standard surface to identify whether there is an inconsistent area on the surfaces of the two. If there is, it means that the automobile part is abnormal, and the area to be detected is directly displayed and a part abnormality signal is directly generated. If there is no such area, it means that the automobile part is in a repairable state, and there are no cracks or other defects in the corresponding area to be detected, and a part repairable signal is directly generated.

[0022] The present invention provides a method for detecting fracture areas in new energy vehicle parts. Compared with the prior art, it has the following advantages:

[0023] The present invention constructs a model of the automobile part that needs to be monitored, and then determines the non-overlapping area between the part model and the standard model based on the specific comparison processing results of the part model and the relevant standard model. The specific waveform bending characteristics in the non-overlapping area are used to determine the specific deformation area where the maximum deformation exists. Subsequently, the deformation area is subjected to correlation analysis. A step-by-step analysis and confirmation method is adopted to quickly and effectively identify the specific abnormalities of the corresponding automobile part, rather than performing analysis, scanning, processing and comparison on the entire part. Correlation processing is performed by confirming the deformation area. This detection and processing correlation method has a faster detection rate and can simultaneously ensure its detection accuracy.

[0024] For the determined deformation area, the corresponding flat area is quickly found. Based on the determined flat related surface, the corresponding deformation area is converted into a synchronous flat area according to the characteristics between the internal points of the flat related surface. Then, synchronous analysis and comparison are performed to identify specific abnormal situations and ensure the detection effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 Schematic diagram of the process of the present invention;

[0026] Figure 2 This is a schematic diagram for determining the area to be detected in the present invention. DETAILED DESCRIPTION

[0027] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0028] See also Figure 1 The present application provides a method for detecting fractured areas of new energy vehicle parts. Detection of fractured areas of vehicle parts is generally limited to those bent vehicle parts that are difficult for the human eye to detect. In order to identify whether such surfaces have cracks or other hidden cracks, it is necessary to use relevant precision equipment for detection to identify whether such bent vehicle parts have any abnormalities. The method includes the following steps:

[0029] S1) Use relevant machine vision equipment to perform visual scanning on the new energy vehicle parts that need to be inspected, generate a part model of this vehicle part based on the full range of scanning parameters of this vehicle part, select a standard model associated with this vehicle part from the model library, perform preliminary processing on the part model, and lock the model center point of this part model. Specifically, the relevant machine vision equipment can use an optical scanner or a laser scanner. Since visual scanning technology is relatively mature in the existing technology, the corresponding part model can be directly generated according to the relevant parameters scanned, so it will not be described in detail here. The specific sub-steps of locking the corresponding model center point of this part model are:

[0030] S11. Placing the constructed part model in a set of three-dimensional coordinate systems, decomposing the part model into a plurality of points (a model body is composed of a plurality of faces, a face is composed of a plurality of lines, and a line is composed of a plurality of points, so the corresponding model can be directly decomposed into a plurality of points, and each point has a corresponding three-dimensional coordinate in the three-dimensional coordinate system), and determining the three-dimensional coordinates of each point in the three-dimensional coordinate system;

[0031] S12. Based on the three-dimensional coordinates of the plurality of points, perform mean processing on the plurality of three-dimensional coordinates to determine a set of mean coordinates, determine corresponding coordinate points in the three-dimensional coordinate system based on the mean coordinates, mark the determined corresponding coordinate points as the model center points of the part model, and simultaneously mark the model center points in the part model;

[0032] Specifically, the model can be decomposed into several points, each of which has related coordinates. The related parameters of the same coordinate axis between the coordinates can be averaged. By adopting this average processing method, the center point of the model can be quickly and effectively locked and calibrated directly. The midline point of this model represents the "balanced" position of the part model. For symmetrical or nearly symmetrical models, this point is often the natural symmetry center of the model.

[0033] When the part model and the standard model are overlapped, the postures of the obtained part model are in the accurate state after calibration and debugging, so the opposite surfaces of the obtained part model and the standard model are the same. That is to say, when the two center points overlap, the part model is in a parallel state before the overlap process with the standard model, and the overlap process can be performed directly;

[0034] S2) Based on the center point preset in the standard model and the model center point determined by the part model, the center points of the two are moved to overlap, and the model overlap between the standard model and the part model is identified. If the overlap is abnormal, the non-overlapping model area is determined based on a specific overlap analysis process. The specific method for determining the non-overlapping area is:

[0035] The standard model has a preset corresponding center point, which is determined when the standard model is constructed. The center point of the standard model and the center point of the part model are moved to overlap, and the overlapping area between the two sets of models is identified. The percentage value ZB of the overlapping area in the entire part model is determined. If ZB is ≥ 98%, the automotive part associated with this part model is calibrated as a standard part and displayed accordingly.

[0036] If ZB is less than 98%, the part model is moved around the center point according to its location, and the corresponding proportion value ZB of each group of movement processes is confirmed in turn. If there is a group of movement processes with ZB ≥ 98%, the automotive part associated with this part model is calibrated as a standard part and displayed accordingly;

[0037] If ZB ≥ 98% does not exist, the part model is moved to the position where the proportion value ZB is at the maximum and stops. The position of the model center point of the part model is calibrated as the accurate position and the accurate position is kept unchanged. Then the non-overlapping model area between the part model and the standard model is confirmed.

[0038] For example, assume the standard model is a cube with a side length of 10 cm and its center is at coordinates (0, 0, 0); the part model is a cube with a side length of 9.99 cm and its initial center is at (-0.1, 0.1, 0.1).

[0039] The overlap area is calculated for the first time. The two sets of models are moved so that the center points of the two models overlap. If the determined proportion value ZB is 99.70%, which is greater than 98%, the automotive part associated with this part model is calibrated as a standard part and displayed accordingly.

[0040] Assume that another part model is an irregular shape and determine the overlapping area with the standard model. Calculate its proportion value ZB to be 80%, which is less than 98%. After multiple adjustments and movements, its center point follows the movement but never reaches ZB ≥ 98%. The part model is then moved to the position where the proportion value ZB is at its maximum (assuming it is 95%) and stops. The location of the model center point of this part model is calibrated as the accurate position and maintained at this accurate position. Then, the model area that does not overlap between the part model and the standard model is confirmed.

[0041] Specifically, if there are bent or damaged areas on the surface of the part model, the center point of the model determined by the three-dimensional coordinate system is not at the same point as the center point of the standard model. In other words, the entire part model has been changed, and the position of the original center point has also been changed accordingly.

[0042] In order to identify the different areas between the two, that is, the bending areas, it is necessary to adjust the part model. When the overlap between the two sets of models reaches the maximum state, it is the best state of model overlap. Based on this state, the non-overlapping areas between the two models can be determined. The non-overlapping areas are the bending areas or hidden crack areas of the corresponding part models.

[0043] S3) Based on the determined non-overlapping model areas, the non-overlapping model areas belonging to the part model are calibrated as abnormal areas, and the non-overlapping model areas belonging to the standard model are calibrated as standard areas. The standard areas are used as a benchmark to confirm the maximum deformation areas within the abnormal areas. Specifically, the reason for determining the corresponding maximum deformation areas is that the points with the strongest force in the bending areas of the corresponding parts are the areas with the most serious deformation changes. Therefore, such areas are the most likely areas for the occurrence of hidden cracks.

[0044] The specific sub-steps for determining the maximum deformation area within the abnormal area are:

[0045] S31, combination Figure 2 Based on the abnormal area and the standard area inside the non-overlapping area, the relevant model surfaces of the abnormal area and the standard area are determined, the relevant model surface of the abnormal area is calibrated as the abnormal surface, and the relevant model surface of the standard area is calibrated as the standard surface (that is, the relevant surface belonging to the corresponding area on the corresponding model is the surface displayed externally, and the corresponding 3D software can select the relevant surface by itself), and the point with the largest vertical distance between the abnormal surface and the standard surface is determined, and this point is calibrated as the convex point of the abnormal surface, and the perpendicular line between this convex point and the standard surface is calibrated as the reference line;

[0046] S32. Move the standard surface toward the convex point based on the determined reference line, with the moving direction being consistent with the reference line (i.e., the standard surface also moves vertically). Determine several intersection points between the standard surface and the relevant model surface (if no intersection points exist, expand and extend the standard surface until an intersection point is determined. When the standard surface moves upward, corresponding intersection lines are generated between the surfaces, and the intersection lines have several intersection points). Then determine the internal angle J of each different intersection point. k (The internal angle is the angle between the two faces, not the external angle), where k represents different intersection points. If J k >Y1, where Y1 is a preset value. Its specific value is determined by the operator based on experience, and is generally 10°. This intersection is marked as an abnormal intersection. If J k ≤Y1, no calibration is performed;

[0047] S33. Within the abnormal region, the relevant area covered by the determined abnormal intersections is marked as the area to be detected. If there is a missing area within the area to be detected, the missing area is directly selected from the abnormal region to fill in the area to be detected. The intersection points corresponding to the edge contours of the missing area are all abnormal intersection points. Specifically, the so-called missing area can be understood as the vertex of the corresponding convex part. If it is a circular convex part, the intersection point of the convex part may not be an abnormal intersection point, and such an area is not selected. In this case, there is a circular hole at the top of the missing area in the determined area to be detected, that is, the missing area.

[0048] For example, suppose there is a part model where the abnormal area is a raised irregular shape and the standard area is a flat surface.

[0049] In S31, the model surface associated with the abnormal area is determined to be the abnormal surface, and the model surface associated with the standard area is determined to be the standard surface. After measurement, the point with the largest vertical distance between the abnormal surface and the standard surface is found and calibrated as a convex point, and the perpendicular line between the convex point and the standard surface is calibrated as a reference line;

[0050] In S32, the standard surface is moved along the reference line toward the convex point. Assuming that three intersection points are determined, their internal angles J1, J2, and J3 are measured respectively. If the preset value Y1 is 10°, and J1 = 8°, J2 = 15°, and J3 = 5°, then J2 is greater than Y1, so this intersection point is calibrated as an abnormal intersection point, and J1 and J3 are not calibrated.

[0051] In S33, the area covered by the abnormal intersection point J2 within the abnormal area is marked as the area to be detected. After inspection, it is found that there is a missing area in the area to be detected, which is characterized by the fact that all points corresponding to the edge contours of the area are abnormal intersections. This missing area is selected from the abnormal area to fill in the area to be detected.

[0052] For example, the missing area is a circular hole, and the points on its edge are all abnormal intersections. Filling this circular hole into the area to be detected makes the area to be detected complete;

[0053] S4) Based on the determined area to be detected, the area to be detected is verified and compared with the relevant standard area, and based on the comparison result, it is identified whether the part model is abnormal. The specific sub-steps of the identification are:

[0054] S41, placing the standard surface determined within the standard area at its initial position (i.e., a specific position that has not been moved), determining a perpendicular point perpendicular to the standard surface corresponding to the abnormal intersection in the area to be detected, and using the perpendicular point within the standard area as a reflection point corresponding to the abnormal intersection;

[0055] S42. Based on the positional relationship between several adjacent abnormal intersection points of the standard surface (including specific positional features such as angles or lengths), the positions of the mapping points that have a mapping relationship are changed to transform the standard surface into a comparison surface with the same curvature as the area to be detected. For example: assuming that the standard surface is a horizontal square plane ABCD, three abnormal intersection points E, F, and G are determined in the area to be detected.

[0056] In S41, the standard surface is at its initial position. A perpendicular point E' of the abnormal intersection E perpendicular to the standard surface is found in the detection area and falls within the standard surface. Similarly, a perpendicular point F' of F and a perpendicular point G' of G are found.

[0057] In S42 , assume that the angles formed between adjacent abnormal intersection points E, F, and G are 60°, 90°, and 120°, respectively, and that the distances between adjacent points EF are 5 cm, FG is 8 cm, and GE is 10 cm. Based on these positional relationships, the positions of the mapping points E', F', and G' within the standard plane are repositioned.

[0058] For example, E' is moved 2 cm in a certain direction, F' is rotated 30° and moved 3 cm in a specific direction, and G' is stretched 5 cm in another direction, so that the standard surface changes after the position of these mapping points and becomes the surface to be compared with the area to be detected with the same degree of curvature.

[0059] For example, consider a rectangular plane PQRS, with four abnormal intersection points H, I, J, and K within the area to be detected. Measurements show that the distance between HI is 6 cm, the distance between IJ is 4 cm, the distance between JK is 7 cm, and the distance between KH is 8 cm. The angles between adjacent abnormal intersection points are 75°, 105°, 80°, and 90°, respectively. Based on these positional relationships, the mapping points H', I', J', and K' are adjusted so that the standard surface becomes the same curvature as the area to be detected.

[0060] S43. Compare the surface to be compared with the standard surface to identify whether there is an inconsistent area on the surfaces of the two. If there is, it means that the automobile part is abnormal, and the area to be detected is directly displayed and a part abnormality signal is directly generated. If there is no such area, it means that the automobile part is in a repairable state, and there are no cracks or other defects in the corresponding area to be detected, and a part repairable signal is directly generated.

[0061] Some of the data in the above formulas are dimensionless and numerically calculated. Meanwhile, the contents not described in detail in this specification belong to the prior art known to those skilled in the art.

[0062] The above embodiments are only used to illustrate the technical method of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical method of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical method of the present invention.

Claims

1. A method for detecting the fracture area of new energy vehicle parts, characterized in that: The following steps are involved: S1) Perform visual scanning on the new energy vehicle parts that need to be inspected, generate a part model of the vehicle part based on the omnidirectional scanning parameters of the vehicle part, select a standard model associated with the vehicle part from the model library, perform preliminary processing on the part model, and lock the model center point of the part model; S2), based on the center point preset in the standard model and the model center point determined by the part model, the center points of the two are moved to coincide with each other, and the model coincidence between the standard model and the part model is identified. If the coincidence is abnormal, the non-coinciding model area is determined based on a specific coincidence analysis process; S3) Based on the determined non-overlapping model area, the non-overlapping model area belonging to the part model is calibrated as the abnormal area, and the non-overlapping model area belonging to the standard model is calibrated as the standard area. With the standard area as a benchmark, the maximum deformation area in the abnormal area is confirmed and calibrated as the area to be detected. The specific sub-steps are: S31. Based on the abnormal area and the standard area within the non-overlapping area, determine related model surfaces of the abnormal area and the standard area, mark the related model surface of the abnormal area as the abnormal surface, mark the related model surface of the standard area as the standard surface, determine the point with the largest vertical distance between the abnormal surface and the standard surface, mark this point as a convex point of the abnormal surface, and mark the perpendicular line between the convex point and the standard surface as a reference line; S32, the standard surface is moved in the direction of the convex point according to the determined reference line, and the moving direction is consistent with the reference line, and several intersection points of the standard surface and the relevant model surface are determined, and then the internal angle J of each different intersection point is determined. k , where k represents different intersection points, if J k >Y1, where Y1 is a preset value, then this intersection is marked as an abnormal intersection; S33. Within the abnormal region, the relevant area covered by the determined abnormal intersection points is marked as the area to be detected. If there is a missing area within the area to be detected, the missing area is directly selected from the abnormal region to be filled into the area to be detected, and the intersection points corresponding to the edge contours of the missing area are all abnormal intersection points. S4) Based on the determined area to be detected, the area to be detected is verified and compared with the relevant standard area, and based on the comparison result, it is identified whether the part model is abnormal.

2. The method for detecting the fracture area of a new energy vehicle part according to claim 1, characterized in that: In step S1, the specific sub-steps for determining the model center point corresponding to the part model are: S11, placing the constructed part model in a set of three-dimensional coordinate systems, decomposing the part model into a plurality of points, and determining the three-dimensional coordinates of each point in the three-dimensional coordinate system; S12. Based on the three-dimensional point coordinates of several points, perform mean processing on the three-dimensional point coordinates to determine a set of mean coordinates, determine the corresponding coordinate points in the three-dimensional coordinate system based on the mean coordinates, calibrate the determined corresponding coordinate points as the model center points of this part model, and synchronously calibrate this model center point in this part model.

3. The method for detecting the fracture area of a new energy vehicle part according to claim 2, characterized in that: In step S2, the specific method of determining the non-overlapping area is: Move the standard model and the part model so that their center points coincide. Identify the overlapping area between the two sets of models and determine the percentage value ZB of the overlapping area in the entire part model. If ZB is ≥ 98%, the automotive part associated with this part model is calibrated as a standard part. If ZB is less than 98%, the part model is moved around the center point according to the location of the center point, and the corresponding proportion value ZB of each group of movement processes is confirmed in turn. If there is a group of movement processes with ZB greater than or equal to 98%, the automobile part associated with this part model is calibrated as a standard part; If ZB ≥ 98% does not exist, the part model is moved to the position where the proportion value ZB is at the maximum position and stops. The position of the model center point of this part model is calibrated as the accurate position, and the accurate position is kept unchanged. Then, the non-overlapping model area between the part model and the standard model is confirmed.

4. The method for detecting the fracture area of a new energy vehicle part according to claim 1, characterized in that: In step S32, if J k ≤Y1, no calibration is performed.

5. The method for detecting the fracture area of a new energy vehicle part according to claim 1, characterized in that: In step S4, the specific sub-steps of verifying and comparing the area to be detected with the relevant standard area are: S41, placing the standard surface determined within the standard area at an initial position, determining a vertical point perpendicular to the standard surface corresponding to the abnormal intersection in the area to be detected, and using the vertical point within the standard area as a reflection point corresponding to the abnormal intersection; S42. Based on the positional relationship between several adjacent abnormal intersection points of the standard surface, the positions of the mapping points with a mapping relationship are changed, so that the standard surface is transformed into a surface to be compared with the area to be detected with the same curvature; S43. Compare the surface to be compared with the standard surface to identify whether there is an inconsistent area on the surfaces of the two. If there is, it means that the automobile part is abnormal, and the area to be detected is directly displayed and a part abnormality signal is directly generated. If there is no such area, it means that the automobile part is in a repairable state, and there are no cracks or other defects in the corresponding area to be detected, and a part repairable signal is directly generated.

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