Method for detecting slight damage on vehicle

Abstract

The embodiment of the invention relates to a method for identifying slight damage on a vehicle. The invention relates to a method for detecting a slight damage to a vehicle using a central control unit and an evaluation and control unit, in which direction-dependent sensor data is continuously received and processed and evaluated as required, on the basis of which at least one feature is calculated, on the basis of which a collision region and a collision angle are estimated, specifying at least one threshold value on the basis of the estimated collision region and the estimated collision angle, comparing the calculated at least one feature and / or the direction-dependent sensor data and / or the processed direction-dependent sensor data with the at least one threshold value, an external action and a corresponding minor damage are detected when the calculated feature and / or the direction-dependent sensor data and / or the processed direction-dependent sensor data exceed at least one predefined threshold value and fall below a triggering threshold value of the restraining means, and to a controller assembly for a vehicle.

Description

Technical Field

[0001] This invention relates to a method for identifying minor damage on a vehicle. The subject matter of this invention also includes a controller assembly for a vehicle configured to perform the method for identifying minor damage on a vehicle. Background Technology

[0002] A method and apparatus for identifying damage in a motor vehicle having a controller and at least one sensor device are known from DE 10 2012 018 521 A1. In this method and apparatus, the controller evaluates whether a damage event has occurred in or on the motor vehicle based on sensor data transmitted to the controller from the at least one sensor device, and if so, generates a damage report. This allows for the clear allocation of damage to individual renters, particularly in the case of rental vehicles.

[0003] An apparatus and method for identifying damage on a vehicle body are known from DE 10 2021 209 257 B4. Here, the vehicle is constructed as a specific type of vehicle with specific vehicle data. Damage is divided into at least two groups. The first group of damage has a greater severity than the second group of damage. The vehicle's acceleration is determined using an acceleration sensor and / or the vehicle's rotational rate is determined using a rotational rate sensor. The first group of damage is identified when the vehicle's acceleration exceeds an acceleration threshold and / or the vehicle's rotational rate exceeds a rotational rate threshold. The acceleration and / or rotational rate are compared with values ​​of acceleration and / or rotational rate learned for a specific vehicle type. The second group of damage is identified when damage is identified based on the comparison with the learned values. Summary of the Invention

[0004] The method for identifying minor damage on a vehicle, having the features of independent claim 1, and the controller assembly for a vehicle, having the features of independent claim 11, each have the advantages of being able to identify particularly minor impacts and / or collisions on the vehicle, i.e., accidents, minor damage, etc., both during vehicle operation and when the vehicle is stationary. Here, the "intensity" of the collision event referred to herein is below the trigger threshold of the restraint devices of the corresponding occupant protection system, such as airbags, seatbelt pretensioners, etc. This means that, using an embodiment of the method for identifying damage on a vehicle according to the invention, the accident identification of occupant protection systems installed in the vehicle can be specifically extended to the range of minor accidents or minor damages. This near-real-time damage information can be used to automatically trigger follow-up measures, which can provide added value for both fleet operators and vehicle users. To implement the method for identifying minor damage on a vehicle according to the invention, hardware already installed in the vehicle, such as airbag controllers, internal sensors, and / or peripheral sensors, can be utilized.

[0005] Embodiments of the present invention provide a method for identifying minor damage to a vehicle when using a controller and an analysis, evaluation, and control unit in which at least one internal sensor is arranged. Here, direction-dependent sensor data is continuously received from at least one internal sensor and processed and analyzed as needed. At least one feature is calculated based on the direction-dependent sensor data or processed direction-dependent sensor data. A collision area and a collision angle are estimated based on the calculated at least one feature. At least one threshold is pre-defined based on the estimated collision area and estimated collision angle. The calculated at least one feature and / or the direction-dependent sensor data and / or the processed direction-dependent sensor data are compared with at least one threshold. Here, if the calculated at least one feature and / or the direction-dependent sensor data and / or the processed direction-dependent sensor data exceed at least one pre-defined threshold and are below the trigger threshold of the restraint device of the vehicle occupant protection system, an external force on the vehicle and corresponding minor damage are identified.

[0006] Furthermore, a controller assembly for a vehicle is proposed, having at least one controller in which at least one internal sensor and at least one analysis, evaluation, and control unit are arranged. The analysis, evaluation, and control unit is designed to perform, in addition to the method for activating restraint devices, the method for identifying minor damage on the vehicle, and to receive and analyze orientation-related sensor data from the at least one internal sensor to identify external forces acting on the vehicle.

[0007] An embodiment of the method for identifying damage on a vehicle according to the invention operates in parallel with a method for activating restraint devices, utilizing the same sensor data without interfering with the method for activating restraint devices. Because at least one pre-defined threshold is lower than the trigger threshold of the restraint devices in the vehicle occupant protection system, an embodiment of the method for identifying minor damage on a vehicle can also identify severe external forces acting on the vehicle. Identification of minor damage with an intensity lower than the trigger threshold of the restraint devices in the vehicle occupant protection system is generally not time-sensitive. This means that it is sufficient to identify external forces acting on the vehicle after the event has ended, rather than during the event. Therefore, it can be advantageous to complete the analysis and evaluation of the event only after all data for the event is available and thus after the event has ended. For this purpose, for example, the maximum signal characteristics reached during the event can be stored and evaluated at the end of the event. This is difficult during the event because individual signal characteristics typically reach their maximum values ​​at different times, making a comprehensive evaluation impossible.

[0008] In embodiments of the invention, the direction-dependent sensor data from at least one internal sensor preferably corresponds to acceleration data in the vehicle's longitudinal direction (x), lateral direction (y), or vertical direction (z). The magnitude and characteristics of the measured corresponding acceleration signal depend on the impact angle, the geometry of the materials involved at the impact zone, and their elasticity. Generally, an impact in a less elastic zone produces a larger energy peak and a shorter impact duration compared to the same impact in a more elastic zone. Therefore, experimental measurements show that, for example, a bumper absorbs impact energy well, and thus the signal recorded by at least one internal sensor in the central controller is smaller than that in a similar impact occurring at the side of the vehicle.

[0009] Optionally, the orientation-related sensor data may include information about the rate of rotation about the vehicle's longitudinal axis x, the rate of rotation about the vehicle's lateral axis y, or the rate of rotation about the vehicle's vertical axis z.

[0010] The embodiments of the present invention use different strategies or thresholds to process orientation-related sensor data based on context, collision angle, and collision area.

[0011] The method for identifying minor damage on a vehicle according to the present invention can be applied to all vehicle types equipped with a central airbag controller. In addition to passenger cars, light commercial vehicles (delivery vehicles) can also be equipped with this method.

[0012] At least one analysis, evaluation, and control unit can be understood as a circuit or circuit unit, for example, integrated into a central controller, particularly an airbag controller, and processing or analyzing detected sensor signals. The analysis, evaluation, and control unit may have at least one interface, which can be constructed in hardware and / or software. In a hardware construction, the interface may be, for example, part of a so-called application-specific integrated circuit (ASIC) module containing various functions of the analysis, evaluation, and control unit. However, the interface may also be a standalone integrated circuit or at least partially composed of discrete structural elements. In a software construction, the interface may be a software module, which, for example, exists on a microcontroller along with other software modules. The analysis, evaluation, and control unit is capable of receiving and analyzing collision-related physical quantities from internal sensors integrated in the central controller and identifying external forces acting on the vehicle. For this purpose, the internal sensors may be implemented, for example, as single-axis to three-axis acceleration sensors or rotation rate sensors. Using analysis and evaluation algorithms, at least one analysis, evaluation, and control unit can analyze and evaluate two-dimensional or three-dimensional physical quantities acting on the vehicle and estimate the geographic location, severity, and extent of potential damage to the vehicle.

[0013] Furthermore, peripheral sensors arranged in areas of the vehicle body can be used in various ways to identify external forces acting on the vehicle. These peripheral sensors can also be implemented as single-axis to three-axis acceleration sensors or, alternatively, as pressure sensors, and are mounted at the front, rear, and sides of the vehicle. Therefore, peripheral sensors can be used to assist and verify external forces acting on the vehicle identified by internal sensors and to identify or determine the collision zone on the vehicle. A central controller with at least one internal sensor is typically mounted or securely screwed onto the central tunnel of the vehicle. This mounting location, close to the vehicle's center of gravity, eliminates the need for transformation calculations in signal processing and provides a good transmission path for the transmission of collision events. For embodiments of the method according to the invention for identifying damage on a vehicle, a more sensitive low-g sensor channel of the internal sensor is preferred because the events to be detected are typically in the acceleration range of several g (g = 9.81 m / s²). 2 Therefore, it is usually less than 100 m / s 2 ).

[0014] Components of the vehicle's controller assembly are also powered when the vehicle is parked. This means that methods for identifying damage to the vehicle can be used not only while the vehicle is in motion, but also when the vehicle is parked with the engine off.

[0015] Advantageous improvements can be made to the method for identifying damage on a vehicle given in independent claim 1 and the controller assembly for a vehicle given in independent claim 11 by means of the measures and extensions listed in the dependent claims.

[0016] Of particular advantage is that, for processing orientation-dependent sensor data, the sliding signal average value calculation and / or sliding signal energy average value calculation and / or filtering can be performed to smooth the orientation-dependent sensor data. Of course, other suitable methods can also be used to process the sensor data.

[0017] In another advantageous configuration of the method, a first direction vector representing the signal energy in the longitudinal direction of the vehicle, a second direction vector representing the signal energy in the lateral direction of the vehicle, and / or a third direction vector representing the signal energy in the vertical direction of the vehicle can be calculated within a sliding window as features of the orientation-dependent sensor data. Based on these three direction vectors, a synthesized collision vector and its Euclidean distance can be calculated as additional features of the orientation-dependent sensor data. If the Euclidean distance calculated during the collision is recorded as peaking, the synthesized angle with respect to its components can be used at that instant as a coarse estimate of the collision angle. For example, at least one first angle in the vehicle's xy-plane can be estimated based on the first and second direction vectors, which can be used as the collision angle in frontal, rear-end, or side collisions. Here, the xy-plane corresponds to the plane unfolded through the vehicle's longitudinal and lateral directions. A second angle can be estimated based on the third direction vector and the Euclidean distance, which can additionally be used for damage to the vehicle's undercarriage or roof.

[0018] In another advantageous configuration of the method, sensor data from at least one peripheral sensor arranged in a region of the vehicle body can be additionally and continuously received, and processed and analyzed as needed to estimate the collision zone and collision angle. Based on the additional sensor data from at least one peripheral sensor, the corresponding collision can be estimated—whether it occurred in the front, rear, or side region of the vehicle—using simple switching logic. Furthermore, information about angular velocity can also be used to determine the collision zone. Therefore, the collision rotation rate signal depends on the collision zone on the vehicle, allowing different collision zones on the vehicle to be identified and distinguished based on the rotation direction of the rotation rate signal.

[0019] In another advantageous configuration of the method, additional information available in the vehicle regarding its current state and / or current operating state and / or current vehicle environment can be provided and analyzed for evaluation. This additional information can be provided, for example, through the vehicle's communication network, such as via a CAN bus system, and used for damage identification. The current vehicle state can include vehicle-specific parameters such as empty vehicle weight, vehicle type, sensor configuration, chassis characteristics (sports chassis), bumper configuration, etc. Depending on the current operating state (slow driving, fast driving, off-road driving, parking, getting in or out of the vehicle), different intensities or strengths of signals may appear on the sensors used, even when there is no external force causing damage to the vehicle. This makes the accurate identification of events, especially those involving minor damage, difficult. Such identification can be improved by analyzing and evaluating the additional information present in the vehicle. Thus, information about vehicle speed and / or door status can be used, for example, to identify the vehicle's current operating state. For example, if the vehicle's location is known, it can also be identified whether the vehicle is stopped on the road. In this case, a severe collision with another vehicle may only occur on the side of the vehicle facing the road. On the other side of the vehicle is a pedestrian walkway, and other types of collisions may occur, such as scrapes or impacts with very low energy, which may result in minor damage. Furthermore, information provided by external cameras located in the vehicle's environment, such as those positioned at charging stations, traffic lights, or other vehicles, can facilitate event identification by providing information such as the angle of impact, the area of ​​impact, and the severity. The relevant participants in this collaboration can communicate via cloud technology.

[0020] In another advantageous configuration of the method, the dynamic behavior of the vehicle can be estimated based on at least one calculated feature and / or orientation-related sensor data and / or processed orientation-related sensor data and / or additional information available in the vehicle, and a corresponding "dynamic index" can be assigned to this dynamic behavior. The "dynamic index" can be used to adapt to at least one threshold. For example, when the vehicle is stationary, the "dynamic index" can have a value of "0". When the vehicle is traveling on a gravel road or unpaved road, the "dynamic index" can have a value greater than "0".

[0021] In another advantageous configuration of the method, the calculated sensor data and / or processed orientation-related sensor data, based on at least one feature and / or orientation, can be filtered at different frequencies before threshold comparison. Different frequencies can be pre-assigned based on the estimated collision angle or the estimated collision region. In practice, signal portions contained in certain frequency bands may be more relevant to different collision angles or collision regions than other signal portions.

[0022] In another advantageous configuration of the method, the external forces acting on the vehicle and the corresponding minor damage can be stored and / or displayed internally and / or externally. Thus, Boolean flags, for example, can indicate the presence of damage. Furthermore, metadata can be included, providing information about the collision angle and / or collision area, as well as the current dynamic estimate.

[0023] In an advantageous configuration of the controller assembly, at least one peripheral sensor can be arranged in a region of the vehicle's housing. Here, at least one analysis, evaluation, and control unit can also be designed to receive and analyze sensor data from the at least one peripheral sensor to identify external effects on the vehicle.

[0024] In another advantageous configuration of the controller assembly, at least one internal sensor can be designed as an acceleration sensor or a rotational rate sensor. At least one peripheral sensor can be designed as an acceleration sensor or a pressure sensor.

[0025] In another advantageous configuration of the controller assembly, the analysis, evaluation, and control units can also be located in the central controller.

[0026] In another advantageous configuration of the controller assembly, at least one central controller may include a communication device designed to receive additional information available in the vehicle regarding the current vehicle status and / or current operating status and / or vehicle environment, and / or to establish a wireless communication connection with an external cloud service. Attached Figure Description

[0027] Embodiments of the invention are shown in the accompanying drawings and described in detail below. In the drawings, the same reference numerals denote parts or elements that perform the same or similar functions.

[0028] Figure 1 A schematic flowchart illustrating one embodiment of a method for identifying minor damage on a vehicle according to the present invention is shown.

[0029] Figure 2 A schematic diagram of a vehicle having one embodiment of a controller assembly according to the present invention is shown.

[0030] Figure 3 Showing the use of Figure 2 A schematic block diagram of an embodiment of the analysis, evaluation, and control unit of the controller component according to the present invention.

[0031] Figure 4 Shown by Figure 3 The analysis, evaluation, and control unit uses a schematic diagram of the collision vector to estimate the collision angle.

[0032] Figure 5 Show Figure 2A schematic diagram of the vehicle's surrounding environment. Detailed Implementation

[0033] As from Figures 1 to 5 As can be seen, an embodiment of the method 100 according to the present invention for identifying minor damage on a vehicle 1 using a central controller 12 with at least one internal sensor 14 and an analysis, evaluation, and control unit 20 includes step S100, in which direction-dependent sensor data SDx, SDy, SDz are continuously received from at least one internal sensor 14, and processed in step S110 and analyzed and evaluated in step S120 as needed. In step S130, at least one feature is calculated based on the direction-dependent sensor data SDx, SDy, SDz or the processed direction-dependent sensor data SDx, SDy, SDz. In step S140, the collision area AZ and the collision angle AW are estimated based on the calculated at least one feature. In step S150, at least one threshold is pre-defined based on the estimated collision area AZ and the estimated collision angle AW. In step S160, the calculated at least one feature and / or the direction-dependent sensor data SDx, SDy, SDz and / or the processed direction-dependent sensor data SDx, SDy, SDz are compared with at least one threshold. In step S170, if at least one characteristic and / or orientation-related sensor data SDx, SDy, SDz and / or processed orientation-related sensor data SDx, SDy, SDz exceed at least one pre-given threshold and are below the trigger threshold of the restraint device of the occupant protection system of vehicle 1, then an external action on vehicle 1 and corresponding minor damage are identified.

[0034] However, in order to identify external actions on vehicle 1 and identify corresponding minor damage, information about methods performed in vehicle 1 to trigger restraint devices can be received and used, such as the activation of various restraint devices and calculated quantities, such as acceleration, velocity change or intrusion.

[0035] As from Figure 2 and Figure 3 As can be further seen, the illustrated embodiment of the controller assembly 10 for a vehicle 1 according to the invention includes at least one central controller 12, in which at least one analysis, evaluation, and control unit 20 and at least one internal sensor 14 are arranged. The at least one analysis, evaluation, and control unit 20 is designed to, in addition to performing the method for activating the restraint device, also perform the method 100 according to the invention for identifying minor damage on the vehicle, and receive and analyze direction-related sensor data SDx, SDy, SDz from the at least one internal sensor 14 to identify external forces acting on the vehicle 1.

[0036] As from Figure 2 and Figure 3 As can be further seen in the illustrated embodiment, the controller assembly 10 for a vehicle 1 according to the invention includes at least one peripheral sensor 16 disposed in a region of the housing 3 of the vehicle 1. Furthermore, at least one analysis, evaluation, and control unit 20 is also designed to receive and analyze sensor data SD from the at least one peripheral sensor 16 to identify external actions on the vehicle 1.

[0037] In the illustrated embodiment, the central controller 12 is implemented as an airbag controller 12A, in which an analysis, evaluation, and control unit 20 and an internal sensor 14 implemented as a triaxial accelerometer are arranged. Here, the triaxial accelerometer detects the acceleration of the vehicle 1 along the longitudinal direction x, lateral direction y, and vertical direction z of the vehicle 1, respectively. In an alternative embodiment not shown, the additional internal sensor 14 is implemented as a triaxial rotational rate sensor and arranged in the central controller 12. The triaxial rotational rate sensor detects the rotational motion of the vehicle 1 about the longitudinal direction x, lateral direction y, and vertical direction z of the vehicle 1, respectively.

[0038] As from Figure 2 As can be further seen in the illustrated embodiment, a total of six peripheral sensors 16 are arranged in the area of ​​the vehicle body 3. Therefore, two peripheral sensors 16A, implemented as triaxial acceleration sensors, are arranged in the front region 5 of the vehicle 1. Two peripheral sensors 16C, each implemented as a triaxial acceleration sensor, are also arranged in the rear region 7 of the vehicle 1. Furthermore, peripheral sensors 16B, each implemented as a triaxial acceleration sensor, are arranged in the B-pillar region at the side regions 8 and 9 of the vehicle 1. Alternatively or additionally, the six peripheral sensors 16 may be implemented as pressure sensors.

[0039] Furthermore, in the illustrated embodiment, the central controller 12 includes a communication device (not shown in detail) coupled to a bus system (not shown in detail) of the vehicle 1 and configured to receive additional information available in the vehicle 1 regarding the current vehicle status and / or current operating status and / or vehicle environment and / or to establish communication with the vehicle. Figure 5 The wireless communication connection 32 of the external cloud service 30 shown.

[0040] As from Figures 2 to 4Further, in the illustrated embodiment, the analysis, evaluation, and control unit 20 includes a first preprocessing block 21, which performs sliding signal average calculation and / or sliding signal energy average calculation and / or filtering on the direction-dependent sensor data SDx, SDy, SDz to smooth the direction-dependent sensor data SDx, SDy, SDz. In the first collision calculation block 22, a first direction vector AVx representing the signal energy in the vehicle's longitudinal direction x, a second direction vector AVy representing the signal energy in the vehicle's lateral direction y, and / or a third direction vector AVz representing the signal energy in the vehicle's vertical direction z are calculated within a sliding window as features of the direction-dependent sensor data SDx, SDy, SDz. Based on the three direction vectors AVx, AVy, AVz, a synthesized collision vector AV and the Euclidean distance |AV| of the collision vector AV are calculated as additional features of the direction-dependent sensor data SDx, SDy, SDz, which is calculated according to formula (1). (1)

[0041] At least one first angle W1 in the xy plane of vehicle 1 is estimated based on the first direction vector AVx and the second direction vector AVy. This first angle can be used as the collision angle AW in the event of a frontal collision, a rear-end collision, or a side collision. The first angle W1 corresponds to the azimuth angle and is estimated by formula (2). (2)

[0042] The second angle W2 is estimated based on the third-direction vector AVz and the Euclidean distance |AV|, which can be used in case of damage to the bottom or roof of vehicle 1. The second angle W2 corresponds to the polar angle and is estimated by formula (3). (3)

[0043] As from Figure 2 and Figure 3 Furthermore, in the illustrated embodiment, sensor data SD from at least one peripheral sensor 16 arranged in a region of the vehicle 1's housing 3 is additionally and continuously received, and processed and analyzed as needed to estimate the collision area AZ and the collision angle AW. (As seen from...) Figure 2 and Figure 3As can be further seen in the illustrated embodiment, the analysis, evaluation, and control unit 20 includes a second preprocessing block 21 that performs sliding signal average calculation and / or sliding signal energy average calculation and / or filtering for processing sensor data SD to smooth the sensor data SD of at least one peripheral sensor 16. The collision area is estimated in the second collision calculation block 23 based on the sensor data SD of at least one peripheral sensor 16. Because in the illustrated embodiment, the controller assembly 10 includes a plurality of peripheral sensors 16 arranged in the front region 5, rear region 7, and side regions 8, 9 of the vehicle 1, the collision can be estimated in the second collision calculation block 23 by simple logic whether it occurred in the front region 5, rear region 7, or side regions 8, 9 of the vehicle 1. For example, if the collision occurred in the front region 5 of the vehicle 1, the strength of the sensor signal recorded by the peripheral sensor 16A arranged in the front region 5 of the vehicle 1 is typically slightly higher than the strength of the sensor signal recorded by the internal sensor 14 in the central controller 12.

[0044] exist Figure 2 The diagram exemplarily illustrates two collision events at two different collision zones AZ. Here, the first collision event occurs at a first collision angle AW1 in the front region 5 of vehicle 1, at the first collision zone AZ1. The second collision event occurs at a second collision angle AW2 in the rear region 8 of vehicle 1, on the left side of the diagram, at the second collision zone AZ2. The two collision events shown generate yaw rate signals with different rotational directions in the area of ​​the central controller 12. Therefore, information about the yaw rate or angular velocity can be used to distinguish the collision zones AZ.

[0045] As from Figure 3 Furthermore, additional information available in vehicle 1 regarding the current vehicle state FZ and / or the current operating state BZ and / or the current vehicle environment FU is provided. This additional information available in vehicle 1 is used in the first collision calculation block 22 to improve the estimation of the collision vector AV and the collision angle AW, and in the second collision calculation block 23 to improve the estimation of the collision region AZ.

[0046] The current vehicle status can be understood as, for example, parking, driving, or a vehicle 1 with an electric motor. Figure 5Charging is performed at the charging station 40 shown. To identify the current vehicle status and operating state, information such as the vehicle's own speed, specific driving modes (e.g., off-road mode), actions of other controllers (e.g., current ESP intervention), and / or vehicle openings (e.g., open doors, hood, trunk lid, etc.) can be detected and analyzed. Information about the vehicle environment can be provided, for example, by an environmental sensing device, which preferably includes at least one camera. Additionally, information from external cameras 42, 52 located in the surrounding environment of the vehicle, such as at the charging station 40, traffic lights 50, or other vehicles, can be used to facilitate event identification. External cameras 42, 52 can provide information such as the collision angle AW, collision area AZ, and collision severity. Relevant participants in this collaboration can communicate with the vehicle 1 and / or cloud service 30 via corresponding communication connections 32, 34, 54.

[0047] At least one threshold is pre-defined in the first threshold pre-defined block 24 based on the estimated collision area AZ and the estimated collision angle AW. Only very low signal strength can be predicted when vehicle 1 is parked or charging. Therefore, the identification of external forces acting on vehicle 1 can be adjusted to be more sensitive and have a lower threshold than when vehicle 1 is in motion. When vehicle 1 is moving slowly, the signal strength can be predicted to be lower than when vehicle 1 is moving fast due to uneven road conditions or driving maneuvers. Therefore, the sensitivity of identification can decrease with increasing speed using a higher threshold.

[0048] As from Figure 3 Further, the analysis, evaluation, and control unit 20 includes a dynamic calculation block 23 that estimates the dynamic behavior of vehicle 1 based on at least one calculated feature and / or orientation-related sensor data SDx, SDy, SDz and / or processed orientation-related sensor data SDx, SDy, SDz and / or additional information available in vehicle 1. The result of the dynamic estimation is a "dynamic index," to which the dynamic behavior of vehicle 1 is assigned. Thus, the "dynamic index" has a value of "0" when the vehicle is not moving, and a value greater than "0" when the vehicle is traveling on a gravel road or unpaved road. The calculation of the "dynamic index" can preferably be achieved by estimating the variance of the signal within a time window or other variability measure. If there is higher variability in the signal, this will also be reflected in a higher variance estimate. Different variance values ​​can be simply assigned to the "dynamic index" and used in the second threshold pre-given block 26 to adapt or refine at least one threshold that has been pre-given by the first threshold pre-given block 24. In principle, when a vehicle experiences conditions with relevant driving dynamics, such as uneven driving lanes, strong braking, or drifting, at least one threshold can be modified more robustly to avoid false identification.

[0049] As from Figure 3 Further, the analysis, evaluation, and control unit 20 includes a filtering block 27 that filters the calculated at least one feature- and / or orientation-related sensor data SDx, SDy, SDz and / or processed orientation-related sensor data SDx, SDy, SDz at different frequencies before threshold comparison. In the illustrated embodiment, the filtering block 27 filters the calculated at least one feature- and / or orientation-related sensor data SDx, SDy, SDz and / or processed orientation-related sensor data SDx, SDy, SDz at two different frequencies F1, F2, and outputs the corresponding filtered signals SDx_F1, SDx_F2, SDy_F1, SDy_F2, SDz_F1, SDz_F2 to the calculation block 28. The two frequencies F1, F2 are defined based on the estimated collision angle AW or the estimated collision region. In practice, signals contained in some frequency bands may be more relevant to different collision angles AW or collision regions AZ than other signals.

[0050] In calculation block 28, at least one threshold, pre-given by first threshold pre-given block 24 and refined by second threshold pre-given block 26, is compared with filtered signals SDx_F1, SDx_F2, SDy_F1, SDy_F2, SDz_F1, and SDz_F2, and a decision is made and output in decision and output block 29. Therefore, the external impact on vehicle 1 and the corresponding minor damage can be stored and / or displayed internally and / or externally. For example, a Boolean flag can indicate the presence of minor damage. Furthermore, metadata can be included, which informs the collision angle and / or collision area and / or the current dynamic estimate.

Claims

1. A method (100) for identifying minor damage on a vehicle (1) using a central controller (12) and an analysis, evaluation, and control unit (20), wherein at least one internal sensor (14) is arranged in the central controller, wherein direction-dependent sensor data (SDx, SDy, SDz) from the at least one internal sensor (14) is continuously received (S100) and the direction-dependent sensor data is processed and analyzed as needed, wherein at least one feature is calculated based on the direction-dependent sensor data (SDx, SDy, SDz) or the processed direction-dependent sensor data (SDx, SDy, SDz), wherein a collision area (AZ) and a collision angle (AW) are estimated based on the calculated at least one feature. The at least one threshold is pre-given based on the estimated collision area (AZ) and the estimated collision angle (AW), wherein at least one calculated feature and / or the direction-related sensor data (SDx, SDy, SDz) and / or the processed direction-related sensor data (SDx, SDy, SDz) are compared with the at least one threshold, wherein an external action and corresponding minor damage to the vehicle (1) is identified when the calculated at least one feature and / or the direction-related sensor data (SDx, SDy, SDz) and / or the processed direction-related sensor data (SDx, SDy, SDz) exceeds the at least one pre-given threshold and is below the trigger threshold of the restraint device of the occupant protection system of the vehicle (1).

2. The method (100) according to claim 1, characterized in that, For processing the direction-dependent sensor data (SDx, SDy, SDz), perform sliding signal average calculation and / or sliding signal energy average calculation and / or filtering to smooth the direction-dependent sensor data (SDx, SDy, SDz).

3. The method (100) according to claim 1 or 2, characterized in that, Within a sliding window, a first direction vector (AVx) representing the signal energy in the vehicle's longitudinal direction (x), a second direction vector (AVy) representing the signal energy in the vehicle's lateral direction (y), and / or a third direction vector (AVz) representing the signal energy in the vehicle's vertical direction (z) are calculated as features of the direction-related sensor data (SDx, SDy, SDz). A composite collision vector (AV) and the Euclidean distance (|AV|) between the three direction vectors (AVx, AVy, AVz) are calculated as additional features of the direction-related sensor data (SDx, SDy, SDz).

4. The method (100) according to claim 3, characterized in that, Based on the first direction vector (AVx) and the second direction vector (AVy), at least one first angle (W1) in the xy plane of the vehicle (1) is estimated, and the first angle is used as the collision angle (AW) in the event of a frontal collision, a rear collision or a side collision.

5. The method (100) according to claim 4, characterized in that, A second angle (W2) is estimated based on the third directional vector (AVz) and the Euclidean distance (|AV|), and the second angle is additionally used when damage occurs at the bottom or roof of the vehicle (1).

6. The method (100) according to any one of claims 1 to 5, characterized in that, Additionally, sensor data (SD) from at least one peripheral sensor (16) arranged in a region of the housing (3) of the vehicle (1) is continuously received, and the sensor data is processed and analyzed as needed to estimate the collision area (AZ) and the collision angle (AW).

7. The method (100) according to any one of claims 1 to 6, characterized in that, Provide and analyze and evaluate additional information available in the vehicle (1) regarding the current vehicle status (FZ) and / or the current operating status (BZ) and / or the current vehicle environment (FU).

8. The method (100) according to claims 1 and 7, characterized in that, The dynamic behavior of the vehicle is estimated based on at least one calculated feature and / or the direction-related sensor data (SDx, SDy, SDz) and / or the processed direction-related sensor data (SDx, SDy, SDz) and / or the additional information available in the vehicle (1), and a corresponding dynamic index is assigned to the dynamic behavior, and the dynamic index is used to adapt the at least one threshold.

9. The method (100) according to any one of claims 1 to 8, characterized in that, Prior to the threshold comparison, the calculated at least one feature and / or the orientation-related sensor data (SDx, SDy, SDz) and / or the processed orientation-related sensor data (SDx, SDy, SDz) are filtered at different frequencies.

10. The method (100) according to any one of claims 1 to 9, characterized in that, Storage and / or display of external action and corresponding minor damage to the vehicle (1) inside and / or outside.

11. A controller assembly (10) for a vehicle (1), the controller assembly having at least one central controller (12) and at least one analysis, evaluation and control unit (20), wherein at least one internal sensor (14) is arranged in the central controller, the analysis, evaluation and control unit being designed to perform, in addition to the method for activating restraint devices, a method (100) for identifying minor damage on the vehicle (1) according to any one of claims 1 to 10, and to receive orientation-related sensor data (SDx, SDy, SDz) from the at least one internal sensor (14) and analyze and evaluate the sensor data to identify external actions on the vehicle (1).

12. The controller assembly (10) according to claim 11, characterized in that, At least one peripheral sensor (16) is arranged in the area of ​​the housing (3) of the vehicle (1), wherein the at least one analysis, evaluation and control unit (20) is also designed to receive sensor data (SD) from the at least one peripheral sensor (16) and analyze and evaluate the sensor data to identify external actions on the vehicle (1).

13. The controller assembly (10) according to claim 11 or 12, characterized in that, The at least one internal sensor (14) is designed as an acceleration sensor or a rotation rate sensor.

14. The controller assembly (10) according to claim 12 or 13, characterized in that, The at least one peripheral sensor (16) is designed as an acceleration sensor or a pressure sensor.

15. The controller assembly (10) according to any one of claims 11 to 14, characterized in that, The at least one analysis, evaluation and control unit (20) is located in the central controller (12).

16. The controller assembly (10) according to any one of claims 11 to 15, characterized in that, The at least one central controller (12) includes a communication device designed to receive additional information available in the vehicle (1) regarding the current vehicle status and / or current operating status and / or vehicle environment and / or to establish a wireless communication connection (32) with an external cloud service (30).

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