Procedures for monitoring a vehicle and for carrying out the procedures trained vehicle and vehicle control

Abstract

Methods for monitoring a vehicle (30), comprising: Monitoring (405) a fuel level before a collision; Detecting (410) a collision event; Detecting (420, 435, 450, 460) a vehicle orientation based on at least the fuel level before a collision and the fuel level after a collision; and Transmitting (480) a notification about the vehicle status to a remote server (88), where detecting the vehicle orientation (420, 435, 450, 460) includes detecting a rollover orientation (420) when the fuel level after a collision is equal to a difference in fuel tank capacity relative to the fuel level before a collision.

Description

[0001] The present invention relates to methods for monitoring a vehicle, as well as a vehicle trained to carry out the methods and a correspondingly trained vehicle control system. STATE OF THE ART

[0002] Fuel-powered vehicles have a fuel system consisting of a fuel tank, a fuel gauge, and a fuel pump. Some fuel systems also have an evaporative emissions control system. The fuel tank stores fuel for the vehicle. The fuel tank contains the fuel pump, which draws fuel from the tank to deliver it to the engine, and the fuel gauge. The fuel gauge has a float, a rod, a wiper, and a variable resistor. The float is attached to one end of the rod. The rod and wiper are fixed relative to each other and are rotatably connected to the variable resistor. The float floats and rests on the surface of the fuel in the fuel tank. The rod rotates freely relative to the variable resistor. As the float moves up or down, the rod rotates accordingly relative to the variable resistor.The wiper is positioned so that as the float moves from the top of the fuel tank to the bottom, the rod rotates the wiper from one end of the variable resistor to the other. The wiper is electrically connected to a fuel gauge and the variable resistor. The variable resistor is electrically connected to the wiper and grounded. As the wiper changes position relative to the variable resistor, an electrical resistance provided by the variable resistor changes. The fuel gauge detects a current flowing through the wiper and the variable resistor to ground. The current changes as the resistance changes, and the fuel gauge translates this current into a fuel level reading.

[0003] From US patent 2008 / 0314674A1, a method is known for monitoring the tilt position or rollover of a vehicle, in particular a jet ski boat, using the signals from fuel level sensors for the purpose of injection control, which may eliminate the need for a dedicated tilt sensor.

[0004] From US 2005 / 0 236 213 A1 it is known to not only switch off a fuel pump for safety reasons in the event of an airbag deployment, but also to evaluate the signals from fuel level sensors for collision detection and fuel pump shutdown under redundancy aspects.

[0005] The present invention is based on the objective of detecting and reporting an anomalous vehicle position caused by a collision (rollover, sideways position) independently of the signals of possibly missing or damaged position detection systems, in particular to an emergency call center.

[0006] The aforementioned problem is solved by means of a method having the features of independent claims 1, 3 and / or 5, and by means of a vehicle or a vehicle control system which is designed to carry out one or more of these methods.

[0007] Advantageous embodiments of the invention are described in the dependent patent claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective view of a vehicle. Fig. 2 is a fuel system of the vehicle made of Fig. 1 in a correct orientation. Fig. 3 is the vehicle's fuel system. Fig. 1 in a rollover orientation. Fig. 4 is a block diagram of a vehicle's control system. Fig. 1. Fig. Figure 5 is a process flow diagram of a process for controlling a vehicle orientation of the vehicle from Fig. 1. DETAILED DESCRIPTION

[0008] Referring to the figures, in which identical numbers denote identical parts within the different views, a controller 31 (which may be a standalone device or embedded in, for example, a vehicle controller 32, a restraint control module 80, or a powertrain control module 82) comprises a processor and memory that stores processor-executable instructions. The processor is programmed to monitor a fuel level, detect a collision event, and detect a vehicle state based on at least one fuel level before a collision and one fuel level after a collision.

[0009] When a vehicle 30 is involved in a collision, there is a possibility that the vehicle 30 will partially or completely roll over, and the rollover orientation of the vehicle 30 is useful for first responders to know the accident location before their arrival, as explained below. Some vehicles 30 are equipped with rollover sensors 86 that detect whether the vehicle 30 has rolled over or is about to roll over. However, some vehicles 30 may not be equipped with rollover sensors 86, or the rollover sensors 86 or controllers that receive information from the rollover sensors 86 may be damaged during the collision. Occupants of the vehicle 30 may be able to communicate the rollover orientation to first responders, but the occupants may be unconscious or otherwise unable to communicate with first responders before their arrival. Furthermore, in the case of an autonomous vehicle 30, there may be no occupants in the vehicle 30.

[0010] Secondly, if the vehicle 30 is involved in a collision, there is a possibility that fuel will leak from the vehicle into the surrounding area, and knowing the risk of such a fuel leak can be useful for first responders before they arrive at the scene. If fuel is leaking from the vehicle 30, the occupants may smell the fuel and inform the first responders. However, the occupants may be unconscious, incapacitated, or otherwise unable to communicate with the first responders before their arrival, and in the case of an autonomous vehicle 30, they may not even be in the vehicle 30.

[0011] The control unit 31 generates useful information for first responders or others who may be able to react to a collision involving the vehicle 30. The programming of the control unit 31 provides redundancy with respect to the rollover sensor 86 by activating it if the rollover sensor 86 is inoperative or if the vehicle 30 is not equipped with a rollover sensor 86. The programming of the control unit 31 also provides redundancy for information communicated by occupants of the vehicle 30 in the event that the occupants are unconscious, incapacitated, or otherwise unable to communicate with first responders, or if the vehicle 30 has no occupants.

[0012] The vehicle 30 can be an autonomous vehicle. The vehicle control unit 32 is sometimes referred to as a "virtual driver" and can be operated to a greater or lesser extent to control the vehicle 30 independently of intervention by a human driver. The vehicle control unit 32 can be programmed to operate the engine, braking system, steering, and / or other vehicle systems.

[0013] With reference to Fig. 1 and Fig. 2. The vehicle 30 has a fuel system 34. The fuel system 34 includes a fuel tank 36, a fuel gauge 38, a fuel pump 90, and an evaporative emission control system 40.

[0014] The fuel tank 36 stores fuel for the vehicle 30. The fuel tank 36 can receive fuel via a filler neck 42 from an inlet 44, which may be covered by a gas cap 46. The fuel tank 36 contains the fuel pump 90, which draws fuel from the fuel tank 36 for delivery to an engine.

[0015] The fuel tank 36 contains a fuel gauge 38. The fuel tank 36 can have a single chamber or can be, for example, a saddle tank. If the fuel tank 36 is a saddle tank, it has two chambers for storing the fuel, which are fluidically coupled to each other at the tops of the chambers. A saddle tank 36 can have pumps for moving fuel between the chambers and two fuel gauges 38, one for each chamber.

[0016] The fuel gauge 38 comprises a float 48, a rod 50, a wiper 52, and a variable resistor 54. The float 48 is attached to one end of the rod 50. The rod 50 and the wiper 52 are fixed relative to each other and rotatably connected to the variable resistor 54.

[0017] The float 48 floats and rests on the surface of the fuel in the fuel tank 36. When the fuel tank 36 is full of fuel, the float 48 rests on the top vertical part of the fuel tank 36. When the fuel tank 36 is empty, the float 48 rests on the bottom vertical part of the fuel tank 36.

[0018] The float 48 is attached to the end of the rod 50. The rod 50 is freely rotatable with respect to the variable resistance 54. When the float 48 moves up or down, the rod 50 rotates accordingly with respect to the variable resistance 54.

[0019] The wiper 52 is fixed relative to the rod 50 and rotates with the rod 50 relative to the variable resistor 54. The wiper 52 is positioned such that when the float 48 moves from the top of the fuel tank 36 to the bottom of the fuel tank 36, the rod 50 rotates the wiper 52 from one end of the variable resistor 54 to the other end of the variable resistor 54. The wiper 52 is electrically connected to a fuel gauge 56 and the variable resistor 54.

[0020] The variable resistor 54 is fixed relative to the fuel tank 36. The variable resistor 54 is electrically connected to the wiper 52 and grounded. As the wiper 52 changes position relative to the variable resistor 54, the electrical resistance provided by the variable resistor 54 changes. The fuel gauge 56 detects a current flowing through the wiper 52 and the variable resistor 54 to ground. The current changes as the resistance changes, and the fuel gauge 56 translates this current into a fuel level reading.

[0021] During operation, when the vehicle 30 is in the correct condition (i.e., using fuel), the float 48 moves downwards (i.e., in the direction of gravity) with the surface of the fuel. The rod 50 and the wiper 52 rotate relative to the variable resistor 54, changing the position of the wiper 52 opposite to the variable resistor 54. As the wiper 52 moves across the variable resistor 54, the current level flowing from the fuel gauge 56 through the wiper 52 and the variable resistor 54 to ground changes. The fuel gauge 56 translates this current level into the fuel level reading.

[0022] The evaporative emissions control system 40, also known as EVAP system 40, extracts evaporated fuel from the fuel tank 36, stores the evaporated fuel, and supplies it to the engine. The evaporated fuel can be discharged through vent valves on the top of the fuel tank 36, such as staged vent valves 58 and fuel limiting vent valves 60. The evaporated fuel can then flow through a load line 62 to a canister 64, which stores the evaporated fuel. The canister 64 can contain, for example, activated carbon or any other substance suitable for storing evaporated fuel. The canister 64 is connected to the external environment by a vent line 66 and a canister vent valve 68. The canister vent valve 68 can draw air from the environment into the canister 64.The canister 64 is connected to the engine via a purge line 70 and a canister purge valve 72. The canister 64 can release air and evaporated fuel through the canister purge valve 72, which are then used by the engine. If the vehicle 30 rolls over after a collision, fuel can escape through the EVAP system 40.

[0023] With reference to Fig. The vehicle 30 has a control system 74. The control system 74 can include a communication network 76 that connects a collision sensor 78, the vehicle control unit 32, the restraint control module 80, the powertrain control module 82, the fuel gauge 56, and a transmitter 84. The control system 74 can also include a rollover sensor 86 communicating with the restraint control module 80 and a fuel gauge 38 communicating with the fuel gauge 56.

[0024] The collision sensor 78 can communicate with the vehicle control unit 32, the restraint control module 80, and / or a powertrain control module 82. The collision sensor 78 is programmed to detect an impact of the vehicle 30. The collision sensor 78 can be of any suitable type, e.g., post-impact sensors such as accelerometers, pressure sensors, and contact switches; and pre-impact sensors such as radar, lidar, and image acquisition systems. The image processing systems can include one or more cameras, CCD image sensors, CMOS image sensors, etc. The collision sensor 78 can be located at numerous points in or on the vehicle 30.

[0025] The vehicle control unit 32 is implemented by circuits, chips, or other electronic components. The vehicle control unit 32 can therefore be a microprocessor-based controller comprising a processor 32a, a memory 32b, etc. The memory 32b of the vehicle control unit 32 can include storage for electronically storing instructions executable by the memory 32a, as well as for electronically storing data and / or databases.

[0026] The restraint control module 80 is a microprocessor-based controller. The restraint control module 80 can include a processor 80a, a memory 80b, etc. The memory 80b of the restraint control module 80 can include storage for instructions executable by the processor 80a, as well as for electronic storage of data and / or databases. The restraint control module 80 can communicate with, among other things, the airbags in the vehicle 30 and control them.

[0027] The rollover sensor 86 can communicate directly with the restraint control module 80 or can be connected to the communication network 76. The rollover sensor 86 is designed to detect an orientation or a change in the orientation of the vehicle 30 with respect to the ground, e.g., a rollover or tipping of the vehicle 30. The rollover sensor 86 can be, for example, an angular velocity sensor such as a gyroscope or any other suitable sensor.

[0028] The powertrain control module 82 is a microprocessor-based controller. The powertrain control module 82 may include a processor 82a, a memory 82b, etc. The memory 82b of the powertrain control module 82 may contain storage for instructions executable by the processor 82a, as well as for electronic storage of data and / or databases. The powertrain control module 82 may communicate with, among other things, the engine and / or transmission of the vehicle 30 and control them.

[0029] The control unit 31 can be a standalone device or can be embedded in one or more of the vehicle control units 32, the restraint control module 80, and / or the powertrain control module 82. For example, in Fig. Figure 3 shows the controller 31 embedded in the powertrain control module 82. The controller 31 can rely on one or more memories 32b, 80b, 82b for electronically storing instructions that can be executed by one or more of the processors 32a, 80a, 82, as well as for electronically storing data and / or databases. Alternatively, the controller 31 can physically separate the module, including a separate processor, memory, etc.

[0030] The control system 74 can transmit signals through the communication network 76, which can be a control area network (CAN) bus, Ethernet, local area network (LIN) and / or any other wired or wireless communication network.

[0031] The transmitter 84 can be connected to the communication network 76. The transmitter 84 can be designed for wireless signal transmission via any suitable wireless communication protocol, such as Bluetooth, WLAN, 802.11 a / b / g, radio, etc. The transmitter 84 can be designed to communicate with a remote server 88, i.e., a server that is distinct from and located at a distance from the vehicle 30. The remote server 88 can be located outside the vehicle 30. For example, the remote server 88 can be assigned to other vehicles (e.g., V2V communications), infrastructure components (e.g., V21 communications), emergency responders, towing companies, etc.

[0032] Fig. Figure 4 is a process flow diagram illustrating an exemplary process 400 for controlling a vehicle state of the vehicle 30. The vehicle state can be a rollover orientation (e.g., right-side-up, rollover, sideways), a fuel leak risk (e.g., increased fuel leak risk, non-elevated fuel leak risk), a combination of rollover orientation and fuel leak risk, and other characteristics of the vehicle 30. The process 400 is executed by the controller 31. The controller 31 can be embedded in the vehicle controller 32, the powertrain control module 82, the restraint control module 80, and / or another controller of the vehicle 30.Alternatively or additionally, the controller 31 can be embedded in any two of the controllers 32, 80, or 82, one of which can be programmed to execute process 400, and another of which can be configured to execute process 400 if the controllers 32, 80, or 82 are damaged or unresponsive. Furthermore, alternatively or additionally, process 400 can be executed as a backup for the rollover orientation detection by the rollover sensor 86 in the event that the rollover sensor 86 or the restraint control module 80 is damaged or unresponsive, or process 400 can be executed in addition to the rollover orientation detection by the rollover sensor 86.

[0033] Process 400 begins in a block 405, where the controller 31 monitors the fuel level before a collision. The fuel gauge 56 can transmit the fuel level to the controller 31 via the communication network 76. If the fuel tank 36 is a saddle tank, the controller 31 can receive fuel level readings from at least two fuel gauges 38. The controller 31 stores the fuel level as a pre-collision fuel level reading.

[0034] The controller 31 then detects a collision event in block 410. The collision sensor 78 can detect the collision event and send a signal indicating the collision to the controller 31 via the communication network 76. The controller 31 can detect the collision event in response to receiving the signal from the collision sensor 78.

[0035] Subsequently, in block 415, the control unit 31 monitors the fuel level after a collision. The control unit 31 can, for example, receive signals output by the fuel gauge 56, representing the fuel level detected after the collision. The control unit 31 stores the fuel level as a post-collision fuel level in one or more memory locations 32b, 80b, 82b.

[0036] The text below, accompanying blocks 420 to 475, describes the detection of vehicle orientation based on at least the fuel level before a collision and the fuel level after a collision.

[0037] The controller 31 then determines in a decision block 420 whether the vehicle 30 is in a rollover orientation. The controller 31 can detect a rollover orientation if the fuel level after a collision is equal to a difference of one fuel tank capacity relative to the fuel level before a collision. If the vehicle 30 is in a rollover orientation, the fuel rests on what would otherwise be the top of the fuel tank 36, which is now facing downwards. The float 48 assumes a complementary position relative to its position before the collision. For example, if the fuel level before a collision is 75% and the vehicle 30 is in a rollover orientation, the fuel gauge 38 will display the fuel level after a collision as 25% because the float 48 is volumetrically 75% of the way down from the top of the fuel tank 36, as shown in Fig. Figure 2 illustrates this. If the fuel level after a collision is equal to the difference in fuel tank capacity relative to the fuel level before the collision, the controllers 32, 80, 82 store the roll orientation of the vehicle 30 as a rollover in block 425. If the fuel level after a collision is not equal to the difference in fuel tank capacity relative to the fuel level before the collision, process 400 proceeds to a decision block 435.

[0038] Additionally, the control unit 31 can confirm a rollover by checking the levels of one or more other fluids stored in the vehicle 30, such as windshield washer fluid, oil, urea in diesel engines, etc. If the fuel level after a collision equals the difference between the fuel tank capacity and the fuel level before the collision, the control unit 31 has greater confidence that the vehicle 30 has a rollover. If the fuel level after a collision does not equal the fuel tank capacity, the control unit 31 has less confidence that the vehicle 30 has a rollover.

[0039] Following block 425, in block 430 the overturned alignment is assigned to an increased fuel leak risk. The fuel leak risk is stored as increased. Process 400 can proceed from block 425 to block 480.

[0040] If the controller 31 determines in decision block 420 that the roll orientation is not overturned, the controller 31 can then determine in decision block 435 whether the vehicle 30 is in a sideways orientation. The controller 31 can detect a sideways orientation if the post-collision fuel level is equal to a stored value corresponding to the pre-collision fuel level. In other words, memories 32b, 80b, and 82b may contain a table or similar that maps possible pre-collision fuel levels to post-collision fuel levels when the vehicle 30 is in a sideways orientation. If the current post-collision fuel level matches the stored value corresponding to the pre-collision fuel level, the controller 31 concludes that the vehicle 30 is in a sideways roll orientation.The stored values, corresponding to different fuel levels prior to a collision, can be determined by a system designer through experiments, computer simulations, or other methods. If the controller 31 determines that the roll orientation of the vehicle 30 is sideways, the controller 31 stores the roll orientation as sideways in a block 440. If the controller 31 determines that the roll orientation is not sideways, the process 400 proceeds to a decision block 450.

[0041] Following block 440, in block 445, the lateral orientation is assigned to an increased fuel leakage risk. The fuel leakage risk is stored as increased. Process 400 can proceed from block 440 to block 480.

[0042] If the controller 31 determines in decision block 435 that the roll orientation is not sideways, it can then determine in decision block 450 whether the vehicle 30 is in a right-side-up orientation. The controller 31 detects the correct orientation when the fuel level after a collision is approximately the same (e.g., within 1% of) the fuel level before a collision. If the controller 31 determines that the roll orientation is right-side-up, it stores the roll orientation as right-side-up in block 460. If the controller 31 determines that the roll orientation is not right-side-up, it stores the roll orientation as unknown in block 455, and then stores the fuel leakage risk as increased in block 470.

[0043] Following block 460, the controller 31 detects an increased fuel leak risk in a decision block 465 if the fuel level decreases after a collision. The controller 31 can check for a monotonic decrease, i.e., that the fuel level decreases after a collision without any increase, to eliminate false positive values ​​from sloshing fuel that might appear as other increases and decreases. Alternatively, the controller 31 can measure a net decrease over a preset time, or the controller 31 can wait a preset time after the collision before using post-collision fuel level measurements. If the controller 31 detects an increased fuel leak risk, it stores the fuel leak as increased in block 470.If control 31 does not detect an increased fuel leakage risk, the correct alignment is assigned to a non-increased fuel leakage risk in block 475 and the fuel leakage risk is stored as non-increased.

[0044] Following blocks 430, 445, 470, or 475 in block 480, controller 31 transmits a vehicle orientation notification to remote server 88. Controller 31 instructs sender 84 to transmit a V2V, V2I, or other type of notification, including vehicle orientation, to an available remote server 88. The vehicle orientation may be accompanied by fuel leak risk. If remote server 88 is associated with first responders, the notification can enable first responders to bring rescue and / or assistance equipment appropriate for the vehicle's roll alignment, such as an appropriate type of tow truck, and can enable first responders to adjust their precautions based on the fuel leak risk.

[0045] In general, the computer systems and / or described devices may use a variety of computer operating systems, including, but not limited to, versions and / or modifications of the Ford Sync® application, AppLink / Smart Device Link middleware, Microsoft Automotive® operating system, Microsoft Windows® operating system, Unix operating system (e.g., the Solaris® operating system from Oracle Corporation in Redwood Shores, California), AIX UNIX operating system distributed by International Business Machines of Armonk, New York, Linux operating system, Mac OSX and iOS operating systems distributed by Apple Inc. of Cupertino, California, BlackBerry OS distributed by Blackberry, Ltd. of Waterloo, Canada, and Android operating system developed by Google, Inc. and the Open Handset Alliance, or the QNX® CAR infotainment platform offered by QNX Software Systems.Examples of data processing equipment include, but are not limited to, a vehicle on-board computer, a computer workstation, a server, a desktop, notebook, laptop or portable computer, or other data processing systems and / or devices.

[0046] Data processing devices generally contain computer-executable instructions, which can be executed by one or more data processing devices such as those listed above. Computer-executable instructions can be compiled or interpreted by computer programs created using a variety of programming languages ​​and / or technologies, including, but not limited to, Java™, C, C++, Visual Basic, JavaScript, Perl, and others, either alone or in combination. Some of these applications can be compiled or executed on a virtual machine, such as the Java Virtual Machine, the Dalvik Virtual Machine, or similar. Generally, a processor (for example, a microprocessor) receives instructions, for example, from memory, a computer-readable medium, etc., and executes these instructions, thereby carrying out one or more processes, including one or more of the processes described herein. Such instructions and other data can be stored and transmitted using a variety of machine-readable media.

[0047] A computer-readable medium (also called a processor-readable medium) includes any non-transient (e.g., physical) medium involved in providing data (e.g., instructions) that can be read by a computer (e.g., a computer's processor). Such a medium can take many forms, including non-volatile and volatile media. Non-volatile media can include, for example, optical or magnetic disks and other persistent storage devices. Volatile media can include, for example, dynamic random access memory (DRAM), which typically forms main memory. Such instructions can be transmitted through one or more transmission media, including coaxial cable, copper wire, and fiber optic cable, including the wires that comprise a system bus coupled to a computer's processor.Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, a hard disk, a magnetic tape, any other magnetic medium, a CD-ROM, a DVD, any other optical medium, punched cards, punched tape and any other physical medium with hole patterns, a RAM, a PROM, an EPROM, a FLASH EEPROM, any other memory chip or memory cartridge or any other medium from which a computer can read.

[0048] The databases, data repositories, or other data stores described here can include various mechanisms for storing, accessing, and retrieving different types of data, including a hierarchical database, a set of files in a file system, an application database in a proprietary format, a relational database management system (RDBMS), and so on. Each such data store is generally contained within a data processing device that uses a computer operating system, such as one of those mentioned above, and each is accessed over a network in one or more of a variety of ways. A file system can be accessed from a computer operating system and can contain files stored in various formats.In addition to a language for creating, storing, editing and executing stored procedures, such as the aforementioned PL / SQL language, an RDBMS generally uses the Structured Query Language (SQL).

[0049] In some examples, system elements can be implemented as computer-readable instructions (e.g., software) stored on associated computer-readable media (e.g., disks, memory, etc.) on one or more data processing devices (e.g., servers, personal computers, etc.). A computer program product can include such instructions stored on computer-readable media for performing the functions described here.

[0050] With reference to the processes, systems, procedures, heuristics, etc., described herein, it is understood that, although the steps of such processes, etc., have been described as occurring according to a certain ordered sequence, such processes could be carried out with the described steps performed in a different order than that described here. Furthermore, it should be understood that certain steps could be performed simultaneously, that other steps could be added, or that certain steps described herein could be omitted. In other words, the descriptions of processes provided here are for the purpose of illustrating certain embodiments and should in no way be construed as limiting the claims.

[0051] Accordingly, it is understood that the above description is intended to be explanatory and not limiting. A review of the above description would reveal many other embodiments and applications beyond the examples listed. The scope of protection must not be determined by reference to the above description, but instead by reference to the attached claims together with the full scope of equivalents to which these claims entitle. It is anticipated and intended that future developments will take place in the technologies described herein and that the disclosed systems and methods will be incorporated into such future embodiments. In summary, it is understood that the application may be modified and varied.

[0052] All terms used in the claims are intended to have their ordinary meanings as understood by persons skilled in the technologies described herein, unless expressly indicated otherwise. In particular, the use of singular articles such as "a," "the," "this," etc., should be construed as citing one or more of the specified elements, unless a claim explicitly limits this to the contrary.

Claims

[1] Method for monitoring a vehicle (30), comprising: Monitoring (405) a fuel level before a collision; Detecting (410) a collision event; Detecting (420, 435, 450, 460) a vehicle orientation based on at least the fuel level before a collision and the fuel level after a collision; and Transmitting (480) a notification about the vehicle status to a remote server (88), where detecting the vehicle orientation (420, 435, 450, 460) includes detecting a rollover orientation (420) when the fuel level after a collision is equal to a difference in fuel tank capacity relative to the fuel level before a collision. [2] Method according to claim 1, wherein the overturned alignment is associated with an increased fuel leakage risk (430). [3] Method for monitoring a vehicle (30), comprising: Monitoring (405) a fuel level before a collision; Detecting (410) a collision event; Detecting (420, 435, 450, 460) a vehicle orientation based on at least the fuel level before a collision and the fuel level after a collision; and Transmitting (480) a notification about the vehicle status to a remote server (88), wherein Detecting the vehicle orientation (420, 435, 450, 460) includes detecting a side position (435) when the fuel level after a collision is equal to a stored value that is associated with a fuel level before a collision. [4] Method according to claim 3, wherein the side position is associated with an increased risk of fuel leakage (445). [5] Methods for monitoring a vehicle (30), comprising: Monitoring (405) a fuel level before a collision; Detecting (410) a collision event; Detecting (420, 435, 450, 460) a vehicle orientation based on at least the fuel level before a collision and the fuel level after a collision; and Transmitting (480) a notification about the vehicle status to a remote server (88), wherein Detecting the vehicle orientation (420, 435, 450, 460) includes detecting (450) a correct orientation when the fuel level after a collision is the same as the fuel level before a collision. [6] Method according to claim 5, wherein the correct alignment is associated with a non-increased fuel leakage risk (475). [7] Method according to claim 1, wherein the detection of the vehicle orientation (420, 435, 450, 460) includes the detection (470) of an increased fuel leakage risk when the fuel level decreases after a collision (465). [8] Method according to any of the preceding claims, further comprising receiving fuel level readings from at least two fuel gauges. [9] Controller (31) comprising a processor (82a) and a memory (82b) which stores processor-executable instructions, wherein the processor (82a) is programmed to perform a method according to one or more of claims 1 to 8. [10] Vehicle (30) comprising a control unit (31) according to claim 9. [11] Vehicle (30) according to claim 10, further comprising a fuel tank (36).

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