Vehicle metal plate state evaluation method and related device

Abstract

The invention relates to the technical field of vehicle detection, in particular to a vehicle metal plate state evaluation method and a related device. The method comprises the following steps: determining a first state evaluation result based on a first hardness state evaluation result, a first stress state evaluation result and a first shape deformation evaluation result; determining a second state evaluation result of the sheet metal covering part according to a second hardness state evaluation result, the second stress state evaluation result and the second shape deformation evaluation result; and determining a sheet metal state comprehensive evaluation result of the vehicle according to the first state evaluation result and the second state evaluation result. According to the method, the first state evaluation result and the second state evaluation result are combined to obtain the sheet metal state comprehensive evaluation result, so that whether the sheet metal state of the vehicle has the abnormal risk or not is visually analyzed according to the sheet metal state comprehensive evaluation result; and a good and real data basis is provided for whether the follow-up vehicle needs to be subjected to sheet metal maintenance or not.

Description

Technical Field

[0001] This application relates to the field of vehicle inspection technology, and in particular to a method and related apparatus for assessing the condition of vehicle sheet metal. Background Technology

[0002] Currently, in vehicle inspection, the condition of the sheet metal directly impacts driving safety. For example, poor sheet metal condition indicates weak collision resistance, posing a significant safety risk to occupants in the event of a collision. Sheet metal includes structural sheet metal components (or body structural components) and body panel components (or body panel components). Abnormalities in either type of sheet metal significantly affect overall safety. Therefore, current technology typically relies on simple visual inspection by repair personnel or basic testing with instruments to assess the condition. However, both visual inspection and instrumental testing suffer from low accuracy, and the resulting test results cannot accurately represent the true condition of the sheet metal. Summary of the Invention

[0003] To address the aforementioned issues, this application provides a method and related apparatus for assessing the condition of vehicle sheet metal, which can improve the accuracy of sheet metal condition assessment.

[0004] According to one aspect of the embodiments of this application, a method for evaluating the condition of vehicle sheet metal is proposed, applied to a vehicle sheet metal evaluation system, the vehicle sheet metal evaluation system including a hardness tester and an ultrasonic stress tester, the method comprising: Receive first hardness data obtained by the hardness tester testing the sheet metal structural parts of the vehicle and first stress data obtained by the ultrasonic stress tester testing the sheet metal structural parts of the vehicle. Receive second hardness data obtained by the hardness tester testing the sheet metal panels of the vehicle and second stress data obtained by the ultrasonic stress tester testing the sheet metal panels of the vehicle. Acquire a first visual feature for the sheet metal structural component and a second visual feature for the sheet metal covering component; The first hardness state assessment result of the sheet metal structural component is determined based on the first hardness data and the first historical hardness data of the sheet metal structural component. The first stress state assessment result of the sheet metal structural component is determined based on the first stress data and the first historical stress data of the sheet metal structural component. The first shape deformation assessment result of the sheet metal structural component is determined based on the first visual feature; The first state assessment result of the sheet metal structural component is determined based on the first hardness state assessment result, the first stress state assessment result, and the first shape deformation assessment result. The second hardness status assessment result of the sheet metal cover is determined based on the second hardness data and the second historical hardness data of the sheet metal cover. The second stress state assessment result of the sheet metal cover is determined based on the second stress data and the second historical stress data of the sheet metal cover. The second shape deformation assessment result of the sheet metal cover is determined based on the second visual feature; The second state evaluation result of the sheet metal cover is determined based on the second hardness state evaluation result, the second stress state evaluation result, and the second shape deformation evaluation result. The comprehensive assessment result of the sheet metal condition of the vehicle is determined based on the first condition assessment result and the second condition assessment result.

[0005] In the above solution, the sheet metal structural component includes multiple body structural feature areas, and each of the body structural feature areas includes multiple first feature points. The first hardness data is obtained through the following steps: For each of the aforementioned vehicle body structural feature areas, hardness test data of each first feature point in the vehicle body structural feature area is collected using the hardness tester to obtain hardness test area data of the vehicle body structural feature area. The first hardness data is determined based on the hardness test area data of each of the aforementioned vehicle body structural feature areas; The first stress data is obtained through the following steps: For each of the aforementioned vehicle body structural feature areas, stress test data at each first feature point of the vehicle body structural feature area is collected using the ultrasonic stress tester to obtain stress test area data of the vehicle body structural feature area. The first stress data is determined based on the stress test area data of each of the aforementioned vehicle body structural feature areas.

[0006] In the above solution, the sheet metal cover includes multiple body covering feature areas, and each body covering feature area includes multiple second feature points. The second hardness data is obtained through the following steps: For each of the aforementioned vehicle body covering feature areas, hardness test data of each second feature point in the vehicle body covering feature area is collected using the hardness tester to obtain hardness test area data of the vehicle body covering feature area. The second hardness data is determined based on the hardness test area data of each of the vehicle body covering feature areas; The second stress data is obtained through the following steps: For each of the aforementioned vehicle body covering feature areas, stress test data at each of the second feature points of the vehicle body covering feature area is collected using the ultrasonic stress tester to obtain stress test area data for the vehicle body covering feature area. The second stress data is determined based on the stress test area data of each of the vehicle body covering feature areas.

[0007] In the above solution, obtaining the first visual feature for the sheet metal structural component and the second visual feature for the sheet metal covering component includes: Collect an image dataset of the vehicle, which includes images of the vehicle taken from multiple angles; Each of the captured images in the image dataset is input into a pre-trained visual model to obtain the first visual features of the sheet metal structural component and the second visual features of the sheet metal covering component.

[0008] In the above scheme, determining the first hardness state assessment result of the sheet metal structural component based on the first hardness data and the first historical hardness data of the sheet metal structural component includes: The structural hardness data of the sheet metal structural component at multiple historical time points are determined based on the first historical hardness data. Determine the historical time node closest to the current time node as the first target historical time node; The hardness variation trend of the sheet metal structural component is determined based on the structural hardness data at each of the historical time points. The first hardness state assessment result is determined based on the hardness change trend of the sheet metal structural component and the difference between the first hardness data and the structural hardness data of the sheet metal structural component at the first target historical time node. The determination of the second hardness state assessment result of the sheet metal cover based on the second hardness data and the second historical hardness data of the sheet metal cover includes: The hardness data of the sheet metal cover at multiple historical time points are determined based on the second historical hardness data; The hardness change trend of the sheet metal cover is determined based on the hardness data of each historical time point. The second hardness status assessment result is determined based on the hardness change trend of the sheet metal cover and the difference between the second hardness data and the cover hardness data at the first target historical time point.

[0009] In the above scheme, determining the first stress state assessment result of the sheet metal structural component based on the first stress data and the first historical stress data of the sheet metal structural component includes: Based on the first historical stress data, determine the structural stress data of the sheet metal structural component at multiple historical time points; The historical time node closest to the current time node is determined as the second target historical time node; The stress variation trend of the sheet metal structural component is determined based on the structural stress data at each of the historical time points. The first stress state assessment result is determined based on the stress change trend of the sheet metal structural component and the difference between the first stress data and the structural stress data of the second target historical time node. The determination of the second stress state assessment result of the sheet metal cover based on the second stress data and the second historical stress data of the sheet metal cover includes: The sheet metal covering stress data at multiple historical time points are determined based on the second historical stress data; The stress variation trend of the sheet metal cover is determined based on the cover stress data at each of the historical time points. The second stress state assessment result is determined based on the stress change trend of the sheet metal cover and the difference between the second stress data and the cover stress data at the second target historical time point.

[0010] In the above scheme, determining the first state assessment result of the sheet metal structural component based on the first hardness state assessment result, the first stress state assessment result, and the first shape deformation assessment result includes: The structural hardness score of the sheet metal component is determined based on the first hardness state assessment result. The structural stress state score value of the sheet metal structural component is determined based on the first stress state assessment result. The structural shape status score of the sheet metal structural component is determined based on the first shape deformation assessment result. The structural stiffness score, the structural stress score, and the structural shape score are weighted and fused to obtain a comprehensive structural score. The structural stiffness state score, the structural stress state score, the structural shape state score, and the structural comprehensive score are used as the first state evaluation results.

[0011] In the above scheme, determining the second state evaluation result of the sheet metal cover based on the second hardness state evaluation result, the second stress state evaluation result, and the second shape deformation evaluation result includes: The hardness rating of the sheet metal cover is determined based on the second hardness rating result. The stress state score of the sheet metal cover is determined based on the second stress state assessment result; The cover shape status score of the sheet metal cover is determined based on the second shape deformation evaluation result; The cover hardness status score, the cover stress status score, and the cover shape status score are weighted and fused to obtain the comprehensive cover score. The cover hardness status score, the cover stress status score, the cover shape status score, and the cover comprehensive score are used as the second status evaluation results.

[0012] According to one aspect of the embodiments of this application, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the vehicle sheet metal condition assessment method as described above. According to one aspect of the embodiments of this application, a computer program product is provided, the computer program product including a computer program, the computer program being read and executed by a processor of an electronic device, causing the electronic device to perform the vehicle sheet metal condition assessment method as described above.

[0013] The beneficial effects of this application are as follows: This application comprehensively evaluates the sheet metal structural parts and sheet metal covering parts of the vehicle. The comprehensive evaluation result of the sheet metal condition can well represent the true condition of the vehicle's sheet metal. When a significant abnormal risk is detected or evaluated in the sheet metal condition of the vehicle, it can be sent for repair in a timely manner, which can greatly reduce the safety risks of driving.

[0014] Specifically, the first hardness state assessment result of the sheet metal structural component is obtained by using the first hardness data and the first historical hardness data. The first stress state assessment result of the sheet metal structural component is determined by using the first stress data and the first historical stress data. The first state assessment result of the sheet metal structural component is obtained by combining the first visual features. The first state assessment result obtained at this time can comprehensively represent the true state of the sheet metal structural component.

[0015] Similarly, the second hardness state assessment result of the sheet metal cover is obtained by using the second hardness data and the second historical hardness data. The second stress state assessment result of the sheet metal cover is determined by using the second stress data and the second historical stress data. The second state assessment result of the sheet metal cover is obtained by combining the second visual features. The second state assessment result obtained at this time can comprehensively characterize the true state of the sheet metal cover.

[0016] Furthermore, by combining the results of the first and second state assessments, a comprehensive sheet metal condition assessment result is obtained, which yields the sheet metal condition across multiple dimensions. This comprehensive sheet metal condition assessment result allows for an intuitive analysis of whether there are any abnormal risks in the vehicle's sheet metal condition, providing a sound and accurate data foundation for determining whether subsequent sheet metal repairs are necessary. Attached Figure Description

[0017] Figure 1 This is a system architecture diagram of the vehicle sheet metal condition assessment method provided in the embodiments of this application; Figure 2 A schematic flowchart illustrating the vehicle sheet metal condition assessment method provided in this application embodiment; Figure 3 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a server provided in an embodiment of this application. Detailed Implementation

[0018] To enable those skilled in the art to better understand the solutions of this application, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] It should be noted that while some processes described in the specification, claims, and accompanying drawings include multiple steps appearing in a specific order, it should be clearly understood that these steps may not be performed in the order they appear herein, or may be performed in parallel. The step numbers are merely used to distinguish different steps and do not themselves represent any execution order. Furthermore, descriptions such as "first," "second," or "objective" in this document are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. "Multiple" in this document refers to at least two.

[0020] It is worth noting that in the specific embodiments of this application, data such as hardness and stress of vehicle sheet metal are involved. When the above embodiments of this application are applied to specific products or technologies, permission or consent from the target object is required, and the collection, use, and processing of related data must comply with relevant laws, regulations, and standards. For example, when this application embodiment needs to obtain data such as hardness and stress of vehicle sheet metal, separate permission or consent from the target object can be obtained through pop-up windows or redirection to a confirmation page. After obtaining separate permission or consent from the target object, the necessary data such as hardness and stress of vehicle sheet metal for the normal operation of this application embodiment can then be obtained.

[0021] Please see Figure 1 , Figure 1 This is a system architecture diagram of the vehicle sheet metal condition assessment method provided in this application embodiment. It includes a terminal 140, an Internet connection 130, a gateway 120, a server 110, etc.

[0022] Terminal 140 can take various forms, including desktop computers, laptops, PDAs (personal digital assistants), mobile phones, vehicle terminals, and dedicated terminals. Furthermore, it can be a single device or a collection of multiple devices. For example, multiple desktop computers can be interconnected via a local area network, sharing a single monitor to work collaboratively, forming a single terminal 140. Terminal 140 can communicate with the Internet 130 via wired or wireless means to exchange data.

[0023] Server 110 refers to a computer system capable of providing certain services to terminal 140. Compared to ordinary terminal 140, server 110 has higher requirements in terms of stability, security, and performance. Server 110 can be a single high-performance computer in a network platform, a cluster of multiple high-performance computers, a portion of a single high-performance computer (e.g., a virtual machine), or a combination of portions of multiple high-performance computers (e.g., virtual machines). Server 110 can also communicate with the Internet 130 via wired or wireless means to exchange data.

[0024] Gateway 120, also known as an internetwork connector or protocol converter, is a computer system or device that acts as a translator, enabling network interconnection at the transport layer. It bridges the gap between two systems using different communication protocols, data formats, languages, or even completely different architectures. Gateways can also provide filtering and security functions. Messages sent from terminal 140 to server 110 are forwarded to the corresponding server 110 via gateway 120. Messages sent from server 110 to terminal 140 are also forwarded to the corresponding terminal 140 via gateway 120.

[0025] The following provides a detailed description of the specific implementation methods of the embodiments of this application: Please see Figure 2 , Figure 2 This is a flowchart illustrating the vehicle sheet metal condition assessment method provided in this application embodiment. The vehicle sheet metal condition assessment method can be implemented by server 110 and / or terminal 140. Figure 2 The methods for assessing the condition of vehicle sheet metal shown include: Step 201: Receive the first hardness data obtained by the hardness tester testing the sheet metal structural parts of the vehicle and the first stress data obtained by the ultrasonic stress tester testing the sheet metal structural parts of the vehicle. Step 202: Receive the second hardness data obtained by the hardness tester testing the sheet metal parts of the vehicle and the second stress data obtained by the ultrasonic stress tester testing the sheet metal parts of the vehicle. Step 203: Obtain the first visual features of the sheet metal structural component and the second visual features of the sheet metal covering component; Step 204: Determine the first hardness state evaluation result of the sheet metal structural component based on the first hardness data and the first historical hardness data of the sheet metal structural component; Step 205: Determine the first stress state assessment result of the sheet metal structural component based on the first stress data and the first historical stress data of the sheet metal structural component; Step 206: Determine the first shape deformation assessment result of the sheet metal structural component based on the first visual feature; Step 207: Determine the first state evaluation result of the sheet metal structural component based on the first hardness state evaluation result, the first stress state evaluation result, and the first shape deformation evaluation result. Step 208: Determine the second hardness state evaluation result of the sheet metal cover based on the second hardness data and the second historical hardness data of the sheet metal cover; Step 209: Determine the second stress state assessment result of the sheet metal cover based on the second stress data and the second historical stress data of the sheet metal cover; Step 210: Determine the second shape deformation evaluation result of the sheet metal cover based on the second visual feature; Step 211: Determine the second state evaluation result of the sheet metal cover based on the second hardness state evaluation result, the second stress state evaluation result, and the second shape deformation evaluation result; Step 212: Determine the comprehensive evaluation result of the sheet metal condition of the vehicle based on the first state evaluation result and the second state evaluation result.

[0026] The complete embodiment of this application will be explained in detail below with reference to steps 201-212: First, it's necessary to explain the structure of a vehicle's sheet metal structural components and sheet metal body panels. Sheet metal structural components form the vehicle's skeleton, directly determining its passive safety, rigidity, and durability. Sheet metal body panels primarily determine the vehicle's aesthetics and aerodynamics, but also influence passive safety to some extent. For example, sheet metal structural components include the sheet metal at the A-pillar location: on both sides of the windshield, crucial for frontal offset collisions and rollovers; and the sheet metal at the B-pillar location: between the front and rear doors, the main load-bearing structure in side collisions. Sheet metal body panels include the sheet metal at the doors and body panels, etc.

[0027] In step 201, this application can use a hardness tester to test the sheet metal structure of the vehicle to obtain first hardness data. More specifically, the sheet metal structural component includes multiple body structural feature areas, and each of the body structural feature areas includes multiple first feature points. The body structural feature areas can be, for example, the area where the A-pillar is located, or the area where the B-pillar is located. By dividing these body structural feature areas into points, multiple first feature points can be obtained. By performing hardness tests on these feature points, hardness test data for each first feature point can be obtained. Then, the hardness test area data of the body structural feature areas can be obtained. Finally, hardness tests are performed on each body structural feature area of ​​the vehicle's sheet metal structural component, and the data is finally summarized to obtain the first hardness data.

[0028] Similarly, this application can use an ultrasonic stress tester to collect stress test data at each first feature point in the structural feature area of ​​the vehicle body, thereby obtaining the first stress data.

[0029] In step 202, this application can use a hardness tester to test the sheet metal body panels of the vehicle to obtain second hardness data. More specifically, the sheet metal body panels include multiple body structure feature areas, each of which includes multiple first feature points. The sheet metal body panels include multiple body covering feature areas, each of which includes multiple first feature points. For example, the body covering feature areas include the area where the door is located, such as the area of ​​the driver's seat door. By dividing these body structure feature areas into points, multiple second feature points can be obtained. By performing hardness tests on these feature points, hardness test data for each second feature point can be obtained. These data are then aggregated to obtain hardness test area data for the body covering feature areas. Finally, hardness tests are performed on each body covering feature area of ​​the vehicle's sheet metal body panels, and the results are aggregated to form the second hardness data.

[0030] This application utilizes an ultrasonic stress tester to test the sheet metal panels of a vehicle, thereby obtaining second stress data. More specifically, the sheet metal panel includes multiple body panel feature areas, each of which includes multiple first feature points. These body panel feature areas can be, for example, the area where a door is located, such as the area of ​​the driver's side door, or an unknown area where the left rear door is located. By dividing these body panel feature areas into points, multiple second feature points can be obtained. By performing stress tests on these feature points, stress test data for each second feature point can be obtained, and then the stress test area data for the body panel feature areas can be summarized. Finally, stress tests are performed on each body panel feature area of ​​the vehicle's sheet metal panel, and the data is summarized to form the second stress data.

[0031] In step 203, a first visual feature for the sheet metal structural component and a second visual feature for the sheet metal covering are obtained. Specifically, an image dataset of the vehicle is collected, which includes images taken from multiple angles of the vehicle. Each of the images in the image dataset is input into a pre-trained visual model to obtain the first visual feature of the sheet metal structural component and the second visual feature of the sheet metal covering.

[0032] Here, the pre-trained visual model can be trained in the following way: First, we collect images of various vehicle models taken from multiple perspectives at the time of manufacture. Since vehicles generally have good performance at the time of manufacture, we use these images taken from multiple perspectives at the time of manufacture as a benchmark. We then use these images as training samples to train the visual model. The trained visual model can directly extract the visual features of the currently captured images, namely the first visual feature and the second visual feature. This is then compared with the benchmark images (i.e., the images taken at the time of manufacture) to determine whether the sheet metal has undergone significant deformation. In other words, we can obtain the first and second deformation assessment results.

[0033] In step 204, the first hardness state evaluation result of the sheet metal structure is determined based on the first hardness data and the first historical hardness data of the sheet metal structure. Specifically, the structural hardness data of the sheet metal structure at multiple historical time points is determined based on the first historical hardness data. Determine the historical time node closest to the current time node as the first target historical time node; The hardness variation trend of the sheet metal structural component is determined based on the structural hardness data at each of the historical time points. The first hardness state assessment result is determined based on the hardness change trend of the sheet metal structural component and the difference between the first hardness data and the hardness data of the sheet metal structural component at the first target historical time node.

[0034] Here, each pair of adjacent historical time points can be defined as a detection cycle. This allows for the acquisition of structural hardness data from multiple historical time points prior to the current time point, thus determining the hardness variation trend of the sheet metal structural component. This application uses Rockwell hardness (HR) as the unit of hardness. For example, selecting the five historical time points closest to the current time point as a reference, the hardness of a certain feature point at these five historical time points is 1000HR, 990HR, 989HR, 987HR, and 984HR, respectively. This allows the determination of the hardness variation trend of the sheet metal structural component at these five historical time points. The hardness variation trend can be represented by the average change between each pair of adjacent historical time points. For example, 1000 - 984 = 16HR. Dividing 16 by 4, which is the average change between each pair of adjacent historical time points, gives the hardness variation trend. If the average change of a point is 4 HR, then the hardness of this feature point in the current first hardness data is, for example, 979 HR. We compare 979 HR with the difference between 5 HR and the structural hardness data of the first target historical time point, which is the closest historical time point to the current time point. Clearly, 5 HR is greater than the average change of 4 HR, meaning it exceeds the range of hardness change trend. In this case, the current feature point can be determined as an abnormal feature point. Similarly, performing this comparison operation for each first feature point yields the first hardness state assessment result. The calculation method for the second hardness state assessment result is the same as that for the first hardness state assessment result, and will not be elaborated here.

[0035] In step 205, the first stress state assessment result of the sheet metal structure is determined based on the first stress data and the first historical stress data of the sheet metal structure.

[0036] Here, each two adjacent historical time nodes can be defined as a detection cycle. This allows us to obtain structural stress data from multiple historical time nodes prior to the current time node, and then determine the stress change trend of the sheet metal structural component. Here, the stress value can be expressed in Pascals (Pa). For example, if we select the five historical time nodes closest to the current time node as a reference, the stress at a certain feature point at these five historical time nodes is 800 Pa, 810 Pa, 815 Pa, 816 Pa, and 818 Pa, respectively. This allows us to determine the stress change trend of the sheet metal structural component at these five historical time nodes. The Pa change trend can be represented by the average change between each two adjacent historical time nodes. For example, 818-800=16HR. Dividing 16 by 4, we get the average change between two adjacent historical time nodes as 4 Pa. So, the stress at this feature point in the current first stress data is, for example, 825 Pa. We compare the difference between 825 Pa and the structural stress data of the second target historical time node closest to the current time node, which is 7 Pa, with the average change of 4 Pa. Obviously, 7 Pa is greater than the average change of 4 Pa, which means it exceeds the range of stress change trend. At this time, we can determine that the current feature point is an abnormal feature point. Similarly, we perform this comparison operation for each second feature point to obtain the first stress state assessment result. The calculation method for the second stress state assessment result is the same as that for the first stress state assessment result, and will not be explained further here.

[0037] In step 206, the first shape deformation assessment result of the sheet metal structural component is determined based on the first visual feature. Here, the pre-trained visual model can be trained in the following way: First, we collect images of various vehicle models taken from multiple perspectives at the time of manufacture. Since vehicles generally have good performance at the time of manufacture, we use these images taken from multiple perspectives at the time of manufacture as a benchmark. We then use these images as training samples to train the visual model. The trained visual model can directly extract the visual features of the currently captured images, namely the first visual feature and the second visual feature. This is then compared with the benchmark images (i.e., the images taken at the time of manufacture) to determine whether the sheet metal has undergone significant deformation. In other words, we can obtain the first and second deformation assessment results.

[0038] In step 207, the first state evaluation result of the sheet metal structural component is determined based on the first hardness state evaluation result, the first stress state evaluation result, and the first shape deformation evaluation result. Specifically, the structural hardness state score value of the sheet metal structural component is determined based on the first hardness state evaluation result. The structural stress state score value of the sheet metal structural component is determined based on the first stress state assessment result. The structural shape status score of the sheet metal structural component is determined based on the first shape deformation assessment result. The structural stiffness score, the structural stress score, and the structural shape score are weighted and fused to obtain a comprehensive structural score. The structural stiffness state score, the structural stress state score, the structural shape state score, and the structural comprehensive score are used as the first state evaluation results.

[0039] Here, the structural hardness score ranges from 0 to 100. It is obtained by comprehensively analyzing the difference between the structural hardness data and the hardness change trend of each first feature point. That is, the hardness change trend of the sheet metal structural component mentioned above and the difference between the first hardness data and the structural hardness data of the sheet metal structural component at the first target historical time node are used as the current hardness score of the first feature point. By combining the hardness score values ​​of each first feature point, such as through averaging or weighted fusion, the structural hardness state score can be obtained. Similarly, the structural stress state score and the structural shape state score can be calculated in the same way as the structural hardness state score, which will not be explained further here.

[0040] After obtaining the structural stiffness state score, the structural stress state score, and the structural shape state score, weighting coefficients can be assigned to each of these scores. For example, the weighting coefficient for the structural stiffness state score is 0.5, the weighting coefficient for the structural stress state score is 0.3, and the weighting coefficient for the structural shape state score is 0.2. The larger the value of the weighting coefficient, the greater the impact of the sheet metal condition on the vehicle. Finally, the structural stiffness state score, the structural stress state score, the structural shape state score, and the comprehensive structural score are weighted and fused to obtain the comprehensive structural score. The structural stiffness state score, the structural stress state score, the structural shape state score, and the comprehensive structural score are used as the first state evaluation result. This indicates that the first state evaluation result can characterize the state of each first feature point as well as the overall state of the sheet metal structure, demonstrating multi-dimensional data representation capabilities.

[0041] In step 208, the second hardness state evaluation result of the sheet metal cover is determined based on the second hardness data and the second historical hardness data of the sheet metal cover. Since the calculation method of the second hardness state evaluation result is the same as that of the first hardness state evaluation result, it will not be described again here.

[0042] In step 209, the second stress state assessment result of the sheet metal cover is determined based on the second stress data and the second historical stress data of the sheet metal cover. Since the calculation method of the second stress state assessment result is the same as that of the first stress state assessment result, it will not be described again here.

[0043] In step 210, the trained visual model can directly extract the visual features of the currently captured image, namely the first visual feature and the second visual feature, and compare them with the reference captured image (i.e. the image captured at the time of manufacture) to determine whether the sheet metal has undergone significant deformation. In other words, the first deformation assessment result and the second deformation assessment result can be obtained.

[0044] In step 211, after obtaining the cover hardness state score, the cover stress state score, and the cover shape state score, weighting coefficients can be assigned to each of these scores. For example, the weighting coefficient for the cover hardness state score is 0.4, the weighting coefficient for the cover stress state score is 0.3, and the weighting coefficient for the cover shape state score is 0.3. The larger the value of the weighting coefficient, the greater the impact of the sheet metal condition on the vehicle. Finally, the cover hardness state score, the cover stress state score, the cover shape state score, and the overall cover score are weighted and fused to obtain the overall cover score. The cover hardness state score, the cover stress state score, the cover shape state score, and the overall cover score are used as the second state evaluation result. This indicates that the second state evaluation result can characterize the state of each second feature point as well as the overall state of the sheet metal cover, providing multi-dimensional data representation capabilities.

[0045] In step 212, the first and second state evaluation results are combined to obtain a comprehensive sheet metal condition evaluation result with multi-dimensional characterization capabilities. Here, the first and second state evaluation results can also be weighted and fused to obtain a comprehensive sheet metal condition evaluation result. Since sheet metal structural components have a significant impact on the passive safety of the vehicle, the weighting coefficient of the first state evaluation result can be set to 0.7, while the weighting coefficient of the second state evaluation result can be set to 0.3. That is to say, the weighting coefficient of the first state evaluation result needs to be greater than the weighting coefficient of the second state evaluation result. The resulting comprehensive sheet metal condition evaluation result can better characterize the sheet metal condition of the vehicle and more intuitively analyze whether there are abnormal risks in the sheet metal condition of the vehicle, providing a good and realistic data basis for whether the vehicle needs sheet metal repair in the future.

[0046] Reference Figure 3 , Figure 3 To implement the structural block diagram of a portion of the terminal 140 in this application embodiment, the terminal 140 includes: a radio frequency (RF) circuit 710, a memory 715, an input unit 730, a display unit 740, a sensor 750, an audio circuit 760, a wireless fidelity (WiFi) module 770, a processor 780, and a power supply 790, among other components. Those skilled in the art will understand that... Figure 3 The terminal 140 structure shown does not constitute a limitation on a mobile phone or computer, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0047] The RF circuit 710 can be used to receive and transmit signals during information transmission or calls. In particular, it receives downlink information from the base station and processes it with the processor 780; in addition, it transmits uplink data to the base station.

[0048] The memory 715 can be used to store software programs and modules. The processor 780 executes various terminal functions and vehicle sheet metal condition assessment processing by running the software programs and modules stored in the memory 715.

[0049] The input unit 730 can be used to receive input numeric or character information, and to generate key signal inputs related to the terminal's settings and function control. Specifically, the input unit 730 may include a touch panel 731 and other input devices 732.

[0050] The display unit 740 can be used to display input or provided information, as well as various menus of the terminal. The display unit 740 may include a display panel 741.

[0051] Audio circuitry 760, speaker 761, and microphone 762 provide an audio interface.

[0052] In this embodiment, the processor 780 included in the terminal 140 can execute the vehicle sheet metal condition assessment method of the previous embodiment.

[0053] The terminal 140 in this application embodiment includes, but is not limited to, mobile phones, computers, intelligent voice interaction devices, smart home appliances, vehicle terminals, and aircraft. This application embodiment can be applied to various scenarios, including but not limited to cloud technology, artificial intelligence, smart transportation, and assisted driving.

[0054] Figure 4This is a partial structural block diagram of a server 110 implementing an embodiment of this application. The server 110 can vary significantly due to different configurations or performance characteristics, and may include one or more central processing units (CPUs) 822 (e.g., one or more processors) and memory 832, and one or more storage media 830 (e.g., one or more mass storage devices) for storing application programs 842 or data 844. The memory 832 and storage media 830 can be temporary or persistent storage. The program stored in the storage media 830 may include one or more modules (not shown in the diagram), each module including a series of instruction operations on the server 110. Furthermore, the CPU 822 may be configured to communicate with the storage media 830 and execute the series of instruction operations in the storage media 830 on the server 110.

[0055] Server 110 may also include one or more power supplies 826, one or more wired or wireless network interfaces 850, one or more input / output interfaces 858, and / or one or more operating systems 841, such as Windows Server™, Mac OS X™, Unix™, Linux™, FreeBSD™, etc.

[0056] The central processing unit 822 in server 110 can be used to execute the vehicle sheet metal condition assessment method of the present application embodiments.

[0057] This application also provides a computer-readable storage medium for storing program code for executing the vehicle sheet metal condition assessment methods of the foregoing embodiments.

[0058] This application also provides a computer program product, which includes a computer program. A processor of a computer device reads and executes the computer program, causing the computer device to perform the aforementioned vehicle sheet metal condition assessment method.

[0059] Furthermore, the terms “comprising” and “including”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0060] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0061] It should be understood that in the description of the embodiments of this application, "multiple" means two or more, "greater than", "less than", "exceeding" etc. are understood to exclude the number itself, and "above", "below", "within" etc. are understood to include the number itself.

[0062] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or units, and may be electrical, mechanical, or other forms.

[0063] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of this application, depending on actual needs.

[0064] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0065] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0066] It should also be understood that the various implementation methods provided in this application can be combined arbitrarily to achieve different technical effects.

[0067] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0068] The above is a detailed description of the embodiments of this application. However, this application is not limited to the above embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application. All such equivalent modifications or substitutions are included within the scope defined by the claims of this application.

Claims

1. A method for assessing the sheet metal condition of a vehicle, characterized in that, An application in a vehicle sheet metal evaluation system, the vehicle sheet metal evaluation system including a hardness tester and an ultrasonic stress tester, the method comprising: Receive first hardness data obtained by the hardness tester testing the sheet metal structural parts of the vehicle and first stress data obtained by the ultrasonic stress tester testing the sheet metal structural parts of the vehicle. Receive second hardness data obtained by the hardness tester testing the sheet metal panels of the vehicle and second stress data obtained by the ultrasonic stress tester testing the sheet metal panels of the vehicle. Acquire a first visual feature for the sheet metal structural component and a second visual feature for the sheet metal covering component; The first hardness state assessment result of the sheet metal structural component is determined based on the first hardness data and the first historical hardness data of the sheet metal structural component. The first stress state assessment result of the sheet metal structural component is determined based on the first stress data and the first historical stress data of the sheet metal structural component. The first shape deformation assessment result of the sheet metal structural component is determined based on the first visual feature; The first state assessment result of the sheet metal structural component is determined based on the first hardness state assessment result, the first stress state assessment result, and the first shape deformation assessment result. The second hardness status assessment result of the sheet metal cover is determined based on the second hardness data and the second historical hardness data of the sheet metal cover. The second stress state assessment result of the sheet metal cover is determined based on the second stress data and the second historical stress data of the sheet metal cover. The second shape deformation assessment result of the sheet metal cover is determined based on the second visual feature; The second state evaluation result of the sheet metal cover is determined based on the second hardness state evaluation result, the second stress state evaluation result, and the second shape deformation evaluation result. The comprehensive assessment result of the sheet metal condition of the vehicle is determined based on the first condition assessment result and the second condition assessment result.

2. The vehicle sheet metal condition assessment method according to claim 1, characterized in that, The sheet metal structural component includes multiple body structural feature areas, and each of the body structural feature areas includes multiple first feature points. The first hardness data is obtained through the following steps: For each of the aforementioned vehicle body structural feature areas, hardness test data of each first feature point in the vehicle body structural feature area is collected using the hardness tester to obtain hardness test area data of the vehicle body structural feature area. The first hardness data is determined based on the hardness test area data of each of the aforementioned vehicle body structural feature areas; The first stress data is obtained through the following steps: For each of the aforementioned vehicle body structural feature areas, stress test data at each first feature point of the vehicle body structural feature area is collected using the ultrasonic stress tester to obtain stress test area data of the vehicle body structural feature area. The first stress data is determined based on the stress test area data of each of the aforementioned vehicle body structural feature areas.

3. The vehicle sheet metal condition assessment method according to claim 2, characterized in that, The sheet metal cover includes multiple body covering feature areas, and each body covering feature area includes multiple second feature points. The second hardness data is obtained through the following steps: For each of the aforementioned vehicle body covering feature areas, hardness test data of each second feature point in the vehicle body covering feature area is collected using the hardness tester to obtain hardness test area data of the vehicle body covering feature area. The second hardness data is determined based on the hardness test area data of each of the vehicle body covering feature areas; The second stress data is obtained through the following steps: For each of the aforementioned vehicle body covering feature areas, stress test data at each of the second feature points of the vehicle body covering feature area is collected using the ultrasonic stress tester to obtain stress test area data for the vehicle body covering feature area. The second stress data is determined based on the stress test area data of each of the vehicle body covering feature areas.

4. The vehicle sheet metal condition assessment method according to claim 3, characterized in that, The acquisition of the first visual features for the sheet metal structural component and the second visual features for the sheet metal covering component includes: Collect an image dataset of the vehicle, which includes images of the vehicle taken from multiple angles; Each of the captured images in the image dataset is input into a pre-trained visual model to obtain the first visual features of the sheet metal structural component and the second visual features of the sheet metal covering component.

5. The vehicle sheet metal condition assessment method according to claim 4, characterized in that, The determination of the first hardness state assessment result of the sheet metal structural component based on the first hardness data and the first historical hardness data of the sheet metal structural component includes: The structural hardness data of the sheet metal structural component at multiple historical time points are determined based on the first historical hardness data. Determine the historical time node closest to the current time node as the first target historical time node; The hardness variation trend of the sheet metal structural component is determined based on the structural hardness data at each of the historical time points. The first hardness state assessment result is determined based on the hardness change trend of the sheet metal structural component and the difference between the first hardness data and the structural hardness data of the sheet metal structural component at the first target historical time node. The determination of the second hardness state assessment result of the sheet metal cover based on the second hardness data and the second historical hardness data of the sheet metal cover includes: The hardness data of the sheet metal cover at multiple historical time points are determined based on the second historical hardness data; The hardness change trend of the sheet metal cover is determined based on the hardness data of each historical time point. The second hardness status assessment result is determined based on the hardness change trend of the sheet metal cover and the difference between the second hardness data and the cover hardness data at the first target historical time point.

6. The vehicle sheet metal condition assessment method according to claim 5, characterized in that, The determination of the first stress state assessment result of the sheet metal structural component based on the first stress data and the first historical stress data of the sheet metal structural component includes: Based on the first historical stress data, determine the structural stress data of the sheet metal structural component at multiple historical time points; The historical time node closest to the current time node is determined as the second target historical time node; The stress variation trend of the sheet metal structural component is determined based on the structural stress data at each of the historical time points. The first stress state assessment result is determined based on the stress change trend of the sheet metal structural component and the difference between the first stress data and the structural stress data of the second target historical time node. The determination of the second stress state assessment result of the sheet metal cover based on the second stress data and the second historical stress data of the sheet metal cover includes: The sheet metal covering stress data at multiple historical time points are determined based on the second historical stress data; The stress variation trend of the sheet metal cover is determined based on the cover stress data at each of the historical time points. The second stress state assessment result is determined based on the stress change trend of the sheet metal cover and the difference between the second stress data and the cover stress data at the second target historical time point.

7. The vehicle sheet metal condition assessment method according to claim 6, characterized in that, The step of determining the first state assessment result of the sheet metal structural component based on the first hardness state assessment result, the first stress state assessment result, and the first shape deformation assessment result includes: The structural hardness score of the sheet metal component is determined based on the first hardness state assessment result. The structural stress state score value of the sheet metal structural component is determined based on the first stress state assessment result. The structural shape status score of the sheet metal structural component is determined based on the first shape deformation assessment result. The structural stiffness score, the structural stress score, and the structural shape score are weighted and fused to obtain a comprehensive structural score. The structural stiffness state score, the structural stress state score, the structural shape state score, and the structural comprehensive score are used as the first state evaluation results.

8. The vehicle sheet metal condition assessment method according to claim 7, characterized in that, Determining the second state assessment result of the sheet metal cover based on the second hardness state assessment result, the second stress state assessment result, and the second shape deformation assessment result includes: The hardness rating of the sheet metal cover is determined based on the second hardness rating result. The stress state score of the sheet metal cover is determined based on the second stress state assessment result; The cover shape status score of the sheet metal cover is determined based on the second shape deformation evaluation result; The cover hardness status score, the cover stress status score, and the cover shape status score are weighted and fused to obtain the comprehensive cover score. The cover hardness status score, the cover stress status score, the cover shape status score, and the cover comprehensive score are used as the second status evaluation results.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the vehicle sheet metal condition assessment method according to any one of claims 1 to 8.

10. A computer program product, the computer program product comprising a computer program, characterized in that, The computer program is read and executed by the processor of the electronic device, causing the electronic device to perform the vehicle sheet metal condition assessment method according to any one of claims 1 to 8.

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