Procedure for monitoring the condition of a vehicle

Abstract

Method for condition monitoring of a vehicle (1) comprising a chassis (3) with several vehicle wheels (10, 11, 12, 13), a vehicle body (2) supported by the chassis (3) and connected by vehicle springs (20) to unsprung components of the chassis (3) comprising the vehicle wheels (10, 11, 12, 13), several vertical acceleration sensors (29) provided on the unsprung components of the chassis (3), each of which detects a vertical acceleration in the vertical direction (z) of the vehicle and provides a vertical acceleration signal (Sz) characterizing this vertical acceleration, an evaluation device (33) connected to the vertical acceleration sensors (29) and at least one storage unit (34) connected to or integrated into the evaluation device (33), wherein a vertical acceleration classification (40) with several vertical acceleration classes (41, 42, 43, 44, 45) is provided,of which at least one first class (41) represents a permissible event and each further class (42, 43, 44, 45) represents a load event, by means of the evaluation device (33) the value of each vertical acceleration signal (Sz) is assigned to one of the vertical acceleration classes and, with each assignment to a load event, load information (46) characterizing the respective load event is stored in the storage unit (34).

Description

The invention relates to a method for monitoring the state of a vehicle, which comprises a chassis having a plurality of vehicle wheels, a vehicle structure which is supported by the chassis and is connected by vehicle springs to unsprung components of the chassis, which components comprise the vehicle wheels, a plurality of vertical acceleration sensors provided on the unsprung components of the chassis, by means of which sensors in each case a vertical acceleration in the vehicle vertical direction is detected and a vertical acceleration signal characterizing this vertical acceleration is provided, an evaluation device connected to the vertical acceleration sensors and at least one storage unit connected to the evaluation device or integrated into this.As car sharing offers are increased, there is a more common case where principal users and owners of a vehicle are not the same person. This can result in vehicles no longer being treated in a careful manner and resulting vehicle damage remaining hidden from owners.On the basis of this, the invention is based in particular on the object of being able to automatically identify and log possible damage to the vehicle.This object is achieved according to the invention by a method according to claim 1. Preferred developments of the invention are given in the dependent claims and in the following description.A method for monitoring the state of a vehicle, which comprises a chassis having a plurality of vehicle wheels, a vehicle structure which is supported by the chassis and is connected by vehicle springs to unsprung components of the chassis, which components comprise the vehicle wheels, a plurality of vertical acceleration sensors provided on the unsprung components of the chassis, by means of which sensors in each case a vertical acceleration in the vehicle vertical direction is detected and a vertical acceleration signal characterizing this vertical acceleration is provided, an evaluation device connected to the vertical acceleration sensors and at least one storage unit connected to the evaluation device or integrated into this, is further developed according to the invention in particular in that a vertical acceleration classification is provided having a plurality of vertical acceleration classes, of which one or at least one first class represents an admissible event and each further class represents an, in particular impermissible, load event, by means of the evaluation device, the value of each vertical acceleration signal is assigned to one of the vertical acceleration classes and, in each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently.Since the value of each vertical acceleration signal is assigned to one of the vertical acceleration classes by means of the evaluation device, classification is carried out by means of the evaluation device. Because, with each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently, loads, in particular higher and / or impermissible loads, and thus possible damage to the vehicle, are logged, which can thus be called up, in particular later or at any time.The expression "at each assignment to a load event" can also be formulated, for example, as follows: "at each assignment to a class representing a load event" and / or "at each assignment to one of the classes representing a load event".The number of vertical acceleration classes is, for example, two, at least two, three, at least three, four, at least four, five or at least five. The class boundaries of the vertical acceleration classes are defined in particular by vertical acceleration threshold values.The classification for a signal value is defined in particular as follows (classification definition):A signal value up to a minimum or first threshold value is considered an event of a first class, which corresponds in particular to an admissible event. Furthermore, a signal value greater than a maximum or last threshold value is considered a last class event, which corresponds to a, for example high or extreme, load event. Preferably, the signal value is a value greater than or equal to zero. Advantageously, each threshold value is a value greater than or equal to zero.First possibility: the minimum threshold value corresponds to the maximum threshold value. In this case, the classification comprises only two classes, so that the last class corresponds to a second class.Second possibility: the minimum threshold value and the maximum threshold value are different. In this case, the classification comprises three or at least three classes. In particular, a signal value greater than the minimum or first threshold value and up to the maximum or last threshold value is considered to be an event of a second class which corresponds to a, for example normal, load event. The last class here corresponds in particular to a third class.Third possibility: One or at least one further threshold value is inserted between the minimum threshold value and the maximum threshold value. In this case, the classification comprises four or at least four classes. The further threshold value is referred to, for example, as an intermediate threshold value and forms here, in particular, a second threshold value. In particular, a signal value greater than the minimum or first threshold value and up to the or an intermediate threshold value is considered to be an event of a second class which corresponds to a, for example minor, load event. Furthermore, a signal value greater than the intermediate threshold value and up to the maximum threshold value is considered to be an event of a third class which corresponds to a, for example medium, load event. The last class here corresponds in particular to a fourth class.Fourth possibility: two or at least two further threshold values are inserted between the minimum threshold value and the maximum threshold value. In this case, the classification comprises five or at least five classes. A first of the further threshold values is referred to, for example, as a first intermediate threshold value and forms here, in particular, a second threshold value. A second of the further threshold values is referred to, for example, as a second intermediate threshold value and forms, in particular, a third threshold value here. The second intermediate threshold value is preferably between the first intermediate threshold value and the maximum threshold value. In particular, a signal value greater than the minimum or first threshold value and up to the or a first intermediate threshold value is considered to be an event of a second class which corresponds to a, for example minor, load event. Furthermore, a signal value greater than the first intermediate threshold value and up to the or a second intermediate threshold value is considered to be an event of a third class which corresponds to a, for example medium, load event. A signal value greater than the second intermediate threshold value and up to the maximum threshold value is also considered as an event of a fourth class which corresponds to a, for example high, load event. The last class here corresponds in particular to a fifth class.When applying the classification definition to the vertical acceleration classification, for example, the signal value corresponds to the value of the vertical acceleration signal or the magnitude of this value and / or each threshold value corresponds to one of the vertical acceleration threshold values and / or each class corresponds to one of the vertical acceleration classes. The vertical acceleration classification corresponds, for example, to a classification according to the first possibility, according to the second possibility, according to the third possibility or according to the fourth possibility of the classification definition.Example:A vertical acceleration up to 20 gis considered not critical. A vertical acceleration greater than 20 g and up to 30 g is considered to be slightly critical. A vertical acceleration greater than 30 g and up to 40 g is considered to be medium critical. A vertical acceleration greater than 40 g and up to 50 g is considered highly critical.A vertical acceleration greater than 50g is considered extremely critical. Thus, the first vertical acceleration threshold value 20 g, the first intermediate vertical acceleration threshold value 30 g, the second intermediate vertical acceleration threshold value 40 g, and the last vertical acceleration threshold value 50 gare obtained. The exemplary vertical acceleration classification may also be represented as follows: 1. vertical acceleration class: to 20g; 2. vertical acceleration class: >20g to 30g; 3. vertical acceleration class: >30g to 40g; 4. vertical acceleration class: >40g to 50g; 5. vertical acceleration class: >50g.The values mentioned are merely exemplary and can be different from vehicle type to vehicle type. The book penalty "g" stands in particular for the acceleration due to gravity and is, for example: g=9.81 m / s^2.The vehicle is preferably a land vehicle. The vehicle is preferably a motor vehicle. In particular, the vehicle is a passenger car. For example, the vehicle is a sport utility vehicle.The number of vehicle wheels is preferably four. Advantageously, the vehicle wheels are arranged in corners of the vehicle. The chassis is preferably provided with at least one vehicle axle, which in particular comprises two or at least two of the vehicle wheels. Preferably, the chassis is provided with a front axle, which in particular comprises two or at least two front wheels of the vehicle wheels. Advantageously, the chassis is provided with a rear axle, which in particular comprises two or at least two rear wheels of the vehicle wheels. For example, the chassis is provided with two or at least two vehicle axles, which each comprise in particular two or at least two of the vehicle wheels. One of these vehicle axles is preferably the or a front axle and another of these vehicle axles is preferably the or a rear axle.The vertical acceleration sensors are preferably provided on the vehicle wheels and / or on wheel suspensions of the vehicle wheels and / or on wheel carriers carrying the vehicle wheels and / or on chassis control arms connected to the vehicle wheels and / or in, in particular, the corners of the vehicle. The number of vertical acceleration sensors corresponds in particular to the number of vehicle wheels. For example, the number of the vertical acceleration sensors is four. Preferably, one of the vertical acceleration sensors is assigned to each vehicle wheel.According to an advantageous embodiment, each load information item, which is based in particular on a classification and / or classification, comprises or is formed by class information item characterizing the respective class. Preferably, one or each load information resulting from one of the vertical acceleration signals comprises or is formed by class information characterizing the respective vertical acceleration class.Each load information item and / or class information item comprises, for example, the respective signal value and / or the number of the respective class. In the case of the vertical acceleration classification, each load information item and / or class information item comprises, for example, the value of the respective vertical acceleration signal and / or the number of the respective vertical acceleration class. Alternatively, it is possible, for example, to count the load events, in particular for each class or further class, and to store only the number or sum of these load events as load information. For example, the load events resulting from the vertical acceleration signals are counted, preferably per class, and the number or sum of these load events is stored as load information, preferably together with information characterizing the respective class.According to an advantageous development, each load information item is stored in the form of a value tuple which comprises in particular the class information item or a class information item characterizing the respective class. Thus, supplementary information, such as the current mileage of the vehicle and / or the number of the respective load events, can be stored in a simple manner.According to an advantageous embodiment, the vehicle has a height sensor connected to the evaluation device for each vehicle wheel of the at least one vehicle axle, by means of which sensor a wheel stroke of the respective vehicle wheel of the at least one vehicle axle is detected and a wheel stroke signal characterizing this wheel stroke is provided. Preferably, a wheel stroke difference classification is provided with a plurality of wheel stroke difference classes, of which one or at least one first class represents an admissible event and each further class represents an, in particular impermissible, load event. Preferably, a wheel stroke difference signal is formed, in particular by means of the evaluation device, by subtraction of the wheel stroke signals of the at least one vehicle axle, and the value of which is assigned to one of the wheel stroke difference classes, in particular by means of the evaluation device.Preferably, in this case as well, for each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently. Preferably, each load information also comprises a class information characterizing the respective class here or is formed thereby. Preferably, one or each load information resulting from the wheel stroke difference signal comprises or is formed by class information characterizing the respective wheel stroke difference class. For example, the load events resulting from the wheel stroke difference signal or signals are counted, preferably per class, and the number or sum of these load events is stored as load information, preferably together with information characterizing the respective class.The number of wheel stroke difference classes is, for example, two, at least two, three, at least three, four, at least four, five or at least five. The class boundaries of the wheel stroke difference classes are defined in particular by wheel stroke difference threshold values.When applying the classification definition to the wheel stroke difference classification, for example, the signal value corresponds to the value of the wheel stroke difference signal or to an amount of this value and / or each threshold value corresponds to one of the wheel stroke difference threshold values and / or each class corresponds to one of the wheel stroke difference classes. The wheel lift difference classification corresponds, for example, to a classification according to the first possibility, according to the second possibility, according to the third possibility or according to the fourth possibility of the classification definition.Example 1:A wheel stroke difference of up to 150 mm is considered non-critical. A wheel stroke difference greater than 150 mm is considered critical. Thus, the first and last wheel stroke difference threshold value is 150 mm. The exemplary wheel stroke difference classification can also be represented as follows: 1. wheel stroke difference class: to 150 mm; 2. wheel stroke difference class: >150 mm.The values mentioned are merely exemplary and may vary from vehicle type to vehicle type. The term "mm" stands in particular for millimeters.Example 2:A wheel stroke difference of up to 150 mm is considered non-critical. A wheel stroke difference of greater than 150 mm and up to 180 mm is considered critical. A wheel stroke difference greater than 180 mm is considered highly critical. Thus, the first wheel stroke difference threshold value is 150 mm and the last wheel stroke difference threshold value is 180 mm. The exemplary wheel stroke difference classification can also be represented as follows: 1. wheel stroke difference class: to 150 mm; 2. wheel stroke difference class: >150 mm to 180 mm; 3. wheel stroke difference class: >180 mm.The values mentioned are merely exemplary and may vary from vehicle type to vehicle type. The term "mm" stands in particular for millimeters.According to an advantageous development, the vehicle has a height sensor connected to the evaluation device for each front wheel, by means of which sensor a wheel stroke of the respective front wheel is detected and a front wheel stroke signal characterizing this wheel stroke is provided. Advantageously, a front wheel stroke difference classification is provided with a plurality of front wheel stroke difference classes, of which one or at least one first class represents an admissible event and each further class represents an, in particular impermissible, load event. Preferably, a front wheel stroke difference signal is formed, in particular by means of the evaluation device, by subtraction of the front wheel stroke signals, and its value is assigned to one of the front wheel stroke difference classes, in particular by means of the evaluation device.Preferably, in this case as well, for each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently. Preferably, each load information also comprises a class information characterizing the respective class here or is formed thereby. Preferably, one or each load information resulting from the front wheel stroke difference signal comprises or is formed by class information characterizing the respective front wheel stroke difference class. For example, the load events resulting from the front wheel stroke difference signal or signals are counted, preferably per class, and the number or sum of these load events is stored as load information, preferably together with information characterizing the respective class.The number of front wheel stroke difference classes is, for example, two, at least two, three, at least three, four, at least four, five or at least five. The class boundaries of the front wheel lift difference classes are defined in particular by front wheel lift difference threshold values.When applying the classification definition to the front wheel lift difference classification, for example, the signal value corresponds to the value of the front wheel lift difference signal or to an amount of this value and / or each threshold value corresponds to one of the front wheel lift difference threshold values and / or each class corresponds to one of the front wheel lift difference classes. The front wheel stroke difference classification corresponds, for example, to a classification according to the first possibility, according to the second possibility, according to the third possibility or according to the fourth possibility of the classification definition.Advantageously, the front wheel stroke difference classification corresponds to the wheel stroke difference classification.According to an advantageous embodiment, the vehicle has a height sensor connected to the evaluation device for each rear wheel, by means of which sensor a wheel stroke of the respective rear wheel is detected and a rear wheel stroke signal characterizing this wheel stroke is provided. Advantageously, a rear wheel stroke difference classification is provided with a plurality of rear wheel stroke difference classes, of which one or at least one first class represents an admissible event and each further class represents an, in particular impermissible, load event. Preferably, a rear wheel stroke difference signal is formed, in particular by means of the evaluation device, by subtraction of the rear wheel stroke signals, and its value is assigned to one of the rear wheel stroke difference classes, in particular by means of the evaluation device.Preferably, in this case as well, for each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently. Preferably, each load information also comprises a class information characterizing the respective class here or is formed thereby. Preferably, one or each load information resulting from the rear wheel stroke difference signal comprises or is formed by class information characterizing the respective rear wheel stroke difference class. For example, the load events resulting from the rear wheel stroke difference signal or signals are counted, preferably per class, and the number or sum of these load events is stored as load information, preferably together with information characterizing the respective class.The number of rear wheel stroke difference classes is, for example, two, at least two, three, at least three, four, at least four, five or at least five. The class boundaries of the rear wheel lift difference classes are defined in particular by rear wheel lift difference threshold values.When applying the classification definition to the rear wheel lift difference classification, for example, the signal value corresponds to the value of the rear wheel lift difference signal or to an amount of this value and / or each threshold value corresponds to one of the rear wheel lift difference threshold values and / or each class corresponds to one of the rear wheel lift difference classes. The rear wheel stroke difference classification corresponds, for example, to a classification according to the first possibility, according to the second possibility, according to the third possibility or according to the fourth possibility of the classification definition.Advantageously, the rear wheel stroke difference classification corresponds to the front wheel stroke difference classification. Preferably, the rear wheel stroke difference classification corresponds to the wheel stroke difference classification.The height level sensors are preferably provided on the respective vehicle wheels and / or on, in particular, the wheel suspensions of the respective vehicle wheels and / or on, in particular, the wheel carriers carrying the respective vehicle wheels and / or on, in particular, the chassis control arms connected to the respective vehicle wheels and / or in, in particular, the, preferably respective, corners of the vehicle. The number of height level sensors corresponds in particular to the number of vehicle wheels. For example, the number of height sensors is four and / or two for each vehicle axle. Preferably, one of the height level sensors is assigned to each vehicle wheel.According to an advantageous development, the vehicle has one or more longitudinal acceleration sensors provided on the unsprung components of the chassis and connected to the evaluation device, by means of which longitudinal acceleration in the vehicle longitudinal direction is detected in each case and a longitudinal acceleration signal characterizing this longitudinal acceleration is provided. Preferably, a longitudinal acceleration classification is provided with a plurality of longitudinal acceleration classes, of which one or at least one first class represents an admissible event and each further class represents an, in particular impermissible, load event. Preferably, the value of each longitudinal acceleration signal is assigned to one of the longitudinal acceleration classes by means of the evaluation device.Preferably, in this case as well, for each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently. Preferably, each load information also comprises a class information characterizing the respective class here or is formed thereby. Preferably, one or each load information resulting from one of the longitudinal acceleration signals comprises or is formed by class information characterizing the respective longitudinal acceleration class. For example, the load events resulting from the longitudinal acceleration signals are counted, preferably per class, and the number or sum of these load events is stored as load information, preferably together with information characterizing the respective class.The longitudinal acceleration sensors are preferably provided on the vehicle wheels and / or on, in particular, the wheel suspensions of the vehicle wheels and / or on, in particular, the wheel carriers carrying the vehicle wheels and / or on, in particular, the chassis control arms connected to the vehicle wheels and / or in, in particular, the corners of the vehicle. The number of longitudinal acceleration sensors corresponds in particular to the number of vehicle wheels. For example, the number of longitudinal acceleration sensors is four. Preferably, one of the longitudinal acceleration sensors is assigned to each vehicle wheel. Preferably, the longitudinal acceleration sensors are arranged in the wheel center points or in the region of the wheel center points of the respective vehicle wheel or wheels.The number of longitudinal acceleration classes is, for example, two, at least two, three, at least three, four, at least four, five or at least five. The class boundaries of the longitudinal acceleration classes are defined in particular by longitudinal acceleration threshold values.When applying the classification definition to the longitudinal acceleration classification, for example, the signal value corresponds to the value of the longitudinal acceleration signal or to an amount of this value and / or each threshold value corresponds to one of the longitudinal acceleration threshold values and / or each class corresponds to one of the longitudinal acceleration classes. The longitudinal acceleration classification corresponds, for example, to a classification according to the first possibility, according to the second possibility, according to the third possibility or according to the fourth possibility of the classification definition.According to an advantageous embodiment, the vehicle has at least one body lateral acceleration sensor provided on the vehicle body and connected to the evaluation device, by means of which a body lateral acceleration in the vehicle transverse direction is detected and a body lateral acceleration signal characterizing this body lateral acceleration is provided. Preferably, one or at least one tuple of a setup lateral acceleration threshold value and an associated time threshold value is provided. Preferably, the value of the build-up lateral acceleration signal is compared with the build-up lateral acceleration threshold value by means of the evaluation device and is associated with a load event if the value of the build-up lateral acceleration signal exceeds the build-up lateral acceleration threshold value for a time duration exceeding the associated time threshold value. Otherwise, in particular, there is an admissible event.Preferably, in this case as well, for each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently. In particular, the load events resulting from the structural transverse acceleration signal or signals are counted and the number or sum of these load events is stored as load information.Example:A body lateral acceleration up to 0.8 g is considered not critical. A body transverse acceleration greater than 0.8 g is also considered non-critical for a duration to three seconds. A body lateral acceleration greater than 0.8 g for a duration of more than three seconds, on the other hand, is considered critical.The values mentioned are merely exemplary and may vary from vehicle type to vehicle type. The book penalty "g" stands in particular for the acceleration due to gravity and is, for example: g=9.81 m / s^2.Preferably, the setup lateral acceleration signal is subjected to low-pass filtering and / or signal processing, in particular by means of the evaluation device, preferably before the assignment. Thus, transient body lateral accelerations may be filtered out, such as body lateral accelerations occurring for a duration of one second or less.According to an advantageous further development, the vehicle has at least one body longitudinal acceleration sensor provided on the vehicle body and connected to the evaluation device, by means of which a body longitudinal acceleration in the vehicle longitudinal direction is detected and a body longitudinal acceleration signal characterizing this body longitudinal acceleration is provided. Preferably, one or at least one tuple of a setup longitudinal acceleration threshold value and an associated time threshold value is provided. Preferably, the value of the build-up longitudinal acceleration signal is compared with the build-up longitudinal acceleration threshold value by means of the evaluation device and is associated with a load event if the value of the build-up longitudinal acceleration signal exceeds the build-up longitudinal acceleration threshold value for a time duration exceeding the associated time threshold value. Otherwise, in particular, there is an admissible event.Preferably, in this case as well, for each assignment to a load event, in particular by means of the evaluation device, load information characterizing the respective load event is stored in the storage unit, preferably permanently. In particular, the load events resulting from the build-up longitudinal acceleration signal or signals are counted and the number or sum of these load events is stored as load information.Example:A body longitudinal acceleration up to 0.8 g is considered not critical. A setup longitudinal acceleration greater than 0.8 g for a duration of up to two seconds is also considered non-critical. a setup longitudinal acceleration greater than 0.8 g for a duration of more than two seconds is, on the other hand, considered critical.The values mentioned are merely exemplary and may vary from vehicle type to vehicle type. The book penalty "g" stands in particular for the acceleration due to gravity and is, for example: g=9.81 m / s^2.Preferably, the setup longitudinal acceleration signal is subjected to low-pass filtering and / or signal processing, in particular by means of the evaluation device, preferably before the assignment. Thus, transient body longitudinal accelerations may be filtered out, such as body longitudinal accelerations occurring for a duration of one second or less.According to an advantageous embodiment, the vehicle has an anti-lock braking system, by means of which in particular blocking of the vehicle wheels can be avoided. Preferably, each intervention of the anti-lock brake system represents an ABS event. Preferably, an ABS information characterizing this event is stored, preferably permanently, in the memory unit, for example by means of the evaluation device. In particular, the ABS events are counted and the number or sum of these events is stored in the memory unit.According to an advantageous development, the vehicle has an electronic stability program as a driver assistance system, by means of which, in particular, a break-out of the vehicle can be avoided. Preferably, each intervention of the electronic stability program represents an ESP event. Preferably, an ESP information characterizing this event is stored, preferably permanently, in the memory unit, for example by means of the evaluation device. Specifically, the ESP events are counted and the number or sum of these events is stored in the storage unit.According to an advantageous embodiment, the vehicle has a hodometer, preferably connected to the evaluation device, by means of which a distance travelled by the vehicle as a whole is detected and a distance signal characterizing this distance is provided. In particular, each load information item comprises a piece of travel information characterizing the total distance travelled by the vehicle at the time of the respective load event. Preferably, for each assignment to a load event, in particular by means of the evaluation device, path information characterizing the total distance travelled by the vehicle at the time of the respective load event is stored, preferably permanently, in particular in such a way that each load information item comprises, preferably additionally, the respective path information item. For example, the value tuple of each load information item comprises, in particular additionally, the respective path information item.In particular, each piece of ABS information comprises a piece of travel information characterizing the total distance travelled by the vehicle at the time of the respective ABS event. Preferably, for each ABS event, in particular by means of the evaluation device, a piece of travel information characterizing the total travel distance covered by the vehicle at the time of the respective ABS event is stored, preferably permanently, in particular in such a way that each piece of ABS information comprises, preferably additionally, the respective piece of travel information. For example, a value tuple of each ABS information item comprises the respective path information item.In particular, each ESP information item comprises a piece of travel information characterizing the total distance travelled by the vehicle at the time of the respective ESP event. Preferably, for each ESP event, in particular by means of the evaluation device, a piece of travel information characterizing the total travel distance covered by the vehicle at the time of the respective ESP event is stored, preferably permanently, in particular in such a way that each piece of ESP information comprises the respective piece of travel information, preferably additionally. For example, a value tuple of each ESP information item comprises the respective path information item.According to an advantageous development, the vertical accelerations and / or the wheel strokes and / or the longitudinal accelerations and / or the body lateral acceleration and / or the body longitudinal acceleration are detected during a journey of the vehicle.According to an advantageous embodiment, at least one wear signal characterizing the state of the vehicle is formed from the values and / or information stored in the memory unit, in particular by means of the evaluation device or by means of another evaluation device. The aforementioned state of the vehicle is in particular a state of wear of the vehicle.Each classification and / or each tuple provided is stored in particular in the evaluation device, in the storage unit or in another storage unit connected to the evaluation device or integrated into this. Preferably, each classification and / or each provided tuple is predefined.According to an exemplary embodiment, the vertical acceleration sensors and the height level sensors are provided on the, preferably four, unsprung components or masses of the chassis, so that both the vertical accelerations and the wheel strokes are measured and their values are stored in the memory unit whenever certain limits are exceeded, for example. These limits are, for example, >20 g, >30 g, >40 g, >50 g for the vertical acceleration. As a further measured variable, for example, the entanglement, i.e. the time-synchronous differences of the compression of the left and right vehicle wheels, can be used, which occur substantially in off-road operation. Here too, for example, a critical (generally speaking "log-sensitive") differential spring travel is defined, which in particular allows a statement about the frequency of the off-road drives. The aforementioned limits are, for example, >150 mm for the differential spring travel to the left to the right. The values are preferably cumulative in the memory unit and can be read out-such as the tachometer reading. Over time, in particular when more vehicles are increasingly equipped with such logging, relative comparison variables (i.e., SVs can therefore become apparent. Data bases or evaluation scales) result which, for example, permit a statement whether a chassis has been treated in a material-saving or material-loading manner.Bump holes or threshold crossings represent a very high load for the wheel suspension. During a striking hole travel, longitudinal and vertical accelerations generally occur in combination. Longitudinal acceleration sensors are thus preferably additionally provided in the wheel center points, so that longitudinal accelerations can also be measured in addition to the vertical accelerations. A spectrum is also defined in particular for the longitudinal accelerations, for example from slightly above medium to highly damaging. The quality of information concerning the level of material damage is thereby further increased.The aforementioned measurements of the vertical acceleration and / or the longitudinal acceleration can also be supplemented with a measurement of the transverse and / or longitudinal accelerations of the vehicle body. In this case, too, events are counted, in particular, both of which a high acceleration value occurs over a specific period of time (e.g. the number of transverse accelerations>0.8 g and longer than 3 s and / or the number of longitudinal accelerations>0.8 g and longer than 2 s). The acceleration values of the vehicle body are optionally low-pass filtered, since short-term events in the body can also have unimportant reasons, so that preferably only long-term events of the order of magnitude of greater than one second are considered to be relevant.One or more diagrams can be formed from the stored information, for example:a spectrum of vertical acceleration of the unsprung components or unsprung mass;a spectrum of longitudinal acceleration of the unsprung components or unsprung mass;a spectrum of the wheel stroke differences, for example at the front axle and / or at the rear axle;a spectrum of the lateral acceleration values of the structure;a spectrum of the longitudinal acceleration values of the structure.The invention is described below with reference to a preferred embodiment with reference to the drawings. In the drawing, the following are shown: FIG. 1 shows a schematic plan view of a vehicle, FIG. 2 shows a schematic view of a wheel suspension of the vehicle, FIG. 3 shows a schematic illustration of an evaluation device connected to a plurality of sensors, FIG. 4 shows an example of a vertical acceleration classification, FIG. 5 shows an example of load information, FIG. 6 shows another example of load information, FIG. 7 shows an example of a front wheel stroke difference classification, FIG. 8 shows an example of a rear wheel stroke difference classification, FIG. 9 shows an example of a longitudinal acceleration classification, FIG. 10 shows an example of a tuple of setup lateral acceleration threshold value and associated time threshold value, and FIG. 11 shows an example of a tuple of setup longitudinal acceleration threshold value and associated time threshold value.FIG. 1 shows a schematic plan view of a vehicle 1 which has a vehicle body 2 and a chassis 3 with a plurality of wheel suspensions 4, 5, 6 and 7, of which the wheel suspensions 4 and 5 are assigned to a front axle 8 and the wheel suspensions 6 and 7 are assigned to a rear axle 9. Each wheel suspension comprises a vehicle wheel, wherein the wheel suspension 4 has the vehicle wheel 10, the wheel suspension 5 has the vehicle wheel 11, the wheel suspension 6 has the vehicle wheel 12 and the wheel suspension 7 has the vehicle wheel 13. Furthermore, a vehicle longitudinal direction x, a vehicle transverse direction y and a vehicle vertical direction z are illustrated.FIG. 2 shows a schematic view of the wheel suspension 4 which has a wheel carrier 14 which is connected by a joint 15, preferably designed as a ball joint, to a suspension arm 16 whose end remote from the wheel carrier 14 is articulated on the vehicle body 2 by at least one joint 17, preferably designed as a rubber bearing. Furthermore, the wheel carrier 14 is connected, in particular fixedly, to a suspension strut 18, the end of which remote from the wheel carrier 14 is connected to the vehicle body 2 by a suspension strut support bearing 19. The suspension strut 18 comprises a vehicle spring 20 and a damper 21, which is surrounded in particular by the vehicle spring 20, which is preferably designed as a helical spring. A wheel bearing 22 is fastened to the wheel carrier 14, by means of which the vehicle wheel 10 is mounted on the wheel carrier 14 such that it can rotate about a wheel rotational axis 23. Furthermore, a tie rod 24 is connected to the wheel carrier 14 by means of a joint 25 preferably designed as a ball joint. The vehicle wheel 10 is in contact with a ground surface 26 which is, for example, a road.A height sensor 27 is provided on the joint 17, by means of which a wheel stroke h relative to a reference position 28 can be detected, for example, by measuring an angle α enclosed between the vehicle body 2 and the suspension arm 16. The reference layer 28 is in particular stationary relative to the vehicle body 2. According to a possible alternative, the height level sensor is provided, for example, on the joint 15, so that the wheel stroke h can be detected, for example, by measuring an angle enclosed between the wheel carrier 14 and the suspension arm 16. A vertical acceleration sensor 29 is provided on the wheel carrier 14, by means of which acceleration of the wheel carrier 14 in the vehicle vertical direction z can be detected. Furthermore, a longitudinal acceleration sensor 30 is provided on the wheel carrier 14, by means of which acceleration of the wheel carrier 14 in the vehicle longitudinal direction x can be detected. The vertical acceleration sensor 29 and the longitudinal acceleration sensor 30 can also be combined in a single sensor component.The wheel suspension 5 is preferably constructed laterally reversed with respect to the wheel suspension 4. Furthermore, the wheel suspension 7 is preferably constructed laterally reversed with respect to the wheel suspension 6. In particular, the front axle 8 is of steerable design. The rear axle is, for example, of steerable or non-steerable design. Apart from this, the wheel suspensions 4, 5, 6 and 7 are constructed in particular in the same way, so that each wheel suspension has the sensors 27, 29 and 30 described above.As can be seen from FIG. 1, a body lateral acceleration sensor 31 is provided on the vehicle body 2, by means of which acceleration of the vehicle body 2 in the vehicle transverse direction y can be detected. Furthermore, a body longitudinal acceleration sensor 32 is provided on the vehicle body 2, by means of which acceleration of the vehicle body 2 in the vehicle longitudinal direction x can be detected. The sensors 31 and 32 are connected to an evaluation device 33, which is furthermore connected to a storage unit 34. In addition, the sensors 27, 29 and 30 of each wheel suspension are connected to the evaluation device 33, as can be seen from FIG. 3.FIG. 3 also shows that each height sensor 27 provides a wheel stroke signal Sh characterizing the wheel stroke h of the respective vehicle wheel, which is fed to the evaluation device 33. Each vertical acceleration sensor 29 also provides a vertical acceleration signal Sz characterizing the respectively detected vertical acceleration, which is fed to the evaluation device 33. In addition, each longitudinal acceleration sensor 30 provides a longitudinal acceleration signal Sx characterizing the respective detected longitudinal acceleration, which is fed to the evaluation device 33.Furthermore, the body lateral acceleration sensor 31 provides a body lateral acceleration signal Say characterizing the lateral acceleration of the vehicle body 2, which is subjected to low-pass filtering by means of a low-pass filter 35 and then fed to the evaluation device 33. The low-pass filter 35 can, however, also be integrated into the evaluation device 33. In addition, the body longitudinal acceleration sensor 32 provides a body longitudinal acceleration signal Sax characterizing the longitudinal acceleration of the vehicle body 2, which is subjected to low-pass filtering by means of a low-pass filter 36 and then fed to the evaluation device 33. The low-pass filter 36 can, however, also be integrated into the evaluation device 33.The vehicle 1 further comprises a hodometer 37 connected to the evaluation device 33, by means of which a distance travelled by the vehicle 1 as a whole is detected and a distance signal Sw characterizing this distance is provided and which is fed to the evaluation device 33. The hodometer is also referred to as an odometer, for example.As can be seen from FIG. 4, data for a vertical acceleration classification 40 with a plurality of vertical acceleration classes 41, 42, 43, 44 and 45 are stored in the evaluation device 33 or the storage unit 34, of which a first class 41 represents an admissible event and each further class 42, 43, 44 and 45 represents a loading event. In this case, the class 42 forms a second class, the class 43 forms a third class, the class 44 forms a fourth class and the class 45 forms a fifth class. The class boundaries of the vertical acceleration classes are defined by vertical acceleration threshold values Sz1, Sz2, Sz3 and Sz4. Although five vertical acceleration classes are shown here, the number of vertical acceleration classes can also be only two, three, four or more than five. Exemplary values are: Sz1=20g, Sz2=30g, Sz3=40g and Sz4=50g, where g is the gravitational acceleration.By means of the evaluation device 33, the value of each vertical acceleration signal Sz is assigned to one of the vertical acceleration classes, which corresponds to a classification. In each assignment to a load event, i.e. to a class which is not the first class, load information 46 characterizing the respective load event is stored in the storage unit 34 by means of the evaluation device 33, as can be seen from FIG. 5. Each load information 46 comprises class information 47 characterizing the respective vertical acceleration class and path information 48 characterizing the total distance travelled by the vehicle 1 at the time of the respective load event. Alternatively, for example, the load events resulting from the vertical acceleration signals Sz are counted per vertical acceleration class and the determined number 60 of these load events is stored together with class information 47 characterizing the respective class as load information 46, which can be seen from FIG. 6.As can be seen from FIG. 7, data for a front wheel stroke difference classification 49 with a plurality of front wheel stroke difference classes 50 and 51 are stored in the evaluation device 33 or the storage unit 34, of which a first class 50 represents an admissible event and a second class 51 represents a loading event. The class boundaries of the front wheel lift difference classes are defined by a front wheel lift difference threshold ΔShv1. Although only two front wheel stroke difference classes are shown here, the number of front wheel stroke difference classes can also be three, four, five or more than five. An exemplary value is: ΔShv1=150 mm.By means of the evaluation device 33, a front wheel stroke difference signal ΔShvis formed by subtraction of the wheel stroke signals Shof the front axle 8, and the value of said front wheel stroke difference signal is assigned to one of the front wheel stroke difference classes. In the case of an assignment to a load event, that is to say to a class which is not the first class, load information 46 characterizing the load event is stored in the storage unit 34 by means of the evaluation device 33, which can be seen, for example, from FIG. 5 or FIG. 6. In this case, the load information 46 comprises, for example, class information 47 characterizing the respective front wheel stroke difference class and travel information 48 characterizing the total distance travelled by the vehicle at the time of the load event. Alternatively, the load information 46 comprises e.g. a class information 47 characterizing the respective front wheel stroke difference class as well as the number 60 of load events. Since only the two classes 50 and 51 are present here and only the class 51 represents a loading event, the loading information 46 can also comprise only the path information 48 or the number 60.As can be seen from FIG. 8, data for a rear wheel stroke difference classification 52 with a plurality of rear wheel stroke difference classes 53 and 54 are stored in the evaluation device 33 or the storage unit 34, of which a first class 53 represents an admissible event and a second class 54 represents a loading event. The class boundaries of the rear wheel lift difference classes are defined by a rear wheel lift difference threshold ΔShh1. Although only two rear wheel stroke difference classes are shown here, the number of rear wheel stroke difference classes can also be three, four, five or more than five. An exemplary value is:By means of the evaluation device 33, a rear wheel stroke difference signal ΔShh is formed by subtraction of the wheel stroke signals Sh of the rear axle 9, and its value is assigned to one of the rear wheel stroke difference classes. In the case of an assignment to a load event, that is to say to a class which is not the first class, load information 46 characterizing the load event is stored in the storage unit 34 by means of the evaluation device 33, which can be seen, for example, from FIG. 5 or FIG. 6. In this case, the load information 46 comprises, for example, class information 47 characterizing the respective rear wheel stroke difference class and travel information 48 characterizing the total distance travelled by the vehicle at the time of the load event. Alternatively, the load information 46 comprises e.g. a class information 47 characterizing the respective rear wheel stroke difference class as well as the number 60 of load events. Since only the two classes 53 and 54 are present here and only the class 54 represents a loading event, the loading information 46 can also comprise only the path information 48 or the number 60.As can be seen from FIG. 9, data for a longitudinal acceleration classification 55 having a plurality of longitudinal acceleration classes 56, 57, 58 and 59 are stored in the evaluation device 33 or the storage unit 34, of which a first class 56 represents an admissible event and each further class 57, 58 and 59 represents a load event. In this case, class 57 forms a second class, class 58 forms a third class and class 59 forms a fourth class. The class boundaries of the longitudinal acceleration classes are defined by longitudinal acceleration threshold values Sx1, Sx2and Sx3. Although four longitudinal acceleration classes are shown here, the number of longitudinal acceleration classes can also be only two or three or five or more than five.By means of the evaluation device 33, the value of each longitudinal acceleration signal Sx is assigned to one of the longitudinal acceleration classes. In each assignment to a load event, i.e. to a class that is not the first class, load information 46 characterizing the respective load event is stored in the storage unit 34 by means of the evaluation device 33, which can be seen, for example, from FIG. 5 or 6. Each load information 46 comprises, for example, class information 47 characterizing the respective longitudinal acceleration class and travel information 48 characterizing the total distance travelled by the vehicle 1 at the time of the respective load event. Alternatively, the load information 46 comprises e.g. a class information 47 characterizing the respective longitudinal acceleration class as well as the number 60 of load events.Preferably, a tuple 61 with a setup lateral acceleration threshold value Say1and an associated time threshold value Δtay1is stored in the evaluation device 33 or the storage unit 34, which can be seen from FIG. 10. The value of the build-up lateral acceleration signal Say is compared with the build-up lateral acceleration threshold value Say1 by means of the evaluation device 33 and is associated with a load event if the value of the build-up lateral acceleration signal Say exceeds the build-up lateral acceleration threshold value Say1 for a time duration exceeding the associated time threshold value Δtay1. In the case of an assignment to a load event, load information 46 characterizing the respective load event is stored in the memory unit 34 by means of the evaluation device 33. In this case, the load information 46 comprises a piece of travel information characterizing the total distance 48 covered by the vehicle at the time of the load event or the number of load events.Preferably, a tuple 62 with a setup longitudinal acceleration threshold value Sax1and an associated time threshold value Δtax1is stored in the evaluation device 33 or the storage unit 34, which can be seen from FIG. 11. The value of the build-up longitudinal acceleration signal Sax is compared with the build-up longitudinal acceleration threshold value Sax1 by means of the evaluation device 33 and is associated with a load event if the value of the build-up longitudinal acceleration signal Sax exceeds the build-up longitudinal acceleration threshold value Sax1 for a time period exceeding the associated time threshold value Δtax1. In the case of an assignment to a load event, load information 46 characterizing the respective load event is stored in the memory unit 34 by means of the evaluation device 33. In this case, the load information 46 comprises a piece of travel information characterizing the total distance 48 covered by the vehicle at the time of the load event or the number of load events.Advantageously, the vehicle 1 has an anti-lock braking system 38 connected to the evaluation device 33, by means of which a locking of the vehicle wheels can be avoided, wherein each intervention of the anti-lock braking system represents an ABS event. In particular, the anti-lock brake system 38 provides an ABS signal S_ABS at each ABS event, which is fed to the evaluation device 33. By means of the evaluation device 33, an ABS information characterizing or taking into account each ABS event is stored in the storage unit 34. In this case, the ABS information comprises, for example, a piece of travel information characterizing the total distance travelled by the vehicle at the time of the respective ABS event or the number of ABS events.The vehicle 1 preferably has an electronic stability program as a driver assistance system 39 connected to the evaluation device 33, by means of which driving assistance system it is possible to avoid the vehicle 1 from breaking out, wherein each intervention of the electronic stability program represents an ESP event. In particular, the driver assistance system 39 provides an ESP signal S_ESP at each ESP event, which is fed to the evaluation device 33. By means of the evaluation device 33, ESP information characterizing or taking into account each ESP event is stored in the storage unit 34. In this case, the ESP information comprises, for example, a piece of travel information characterizing the total distance travelled by the vehicle at the time of the respective ESP event or the number of ESP events.Preferably, at least one wear signal Sv characterizing the wear state of the vehicle 1 is formed and provided by means of the evaluation device 33 from the values stored in the memory unit 34.Reference numerals denote reference numerals1 Vehicle 2 Vehicle structure 3 Chassis 4 Wheel suspension 5 Wheel suspension 6 Wheel suspension 7 Wheel suspension 8 Front axle 9 Rear axle 10 Vehicle wheel 11 Vehicle wheel 12 Vehicle wheel 13 Vehicle wheel 14 Wheel carrier 15 Joint / ball joint 16 Suspension arm 17 Joint / rubber bearing 18 Suspension strut 19 Suspension strut support bearing 20 Vehicle spring 21 Damper 22 Wheel bearing 23 Wheel rotational axis 24 Tie rod 25 Joint / ball joint 26 Underlying surface 27 Height level sensor 28 Reference position 29 Vertical acceleration sensor 30 Longitudinal acceleration sensor 31 Structure transverse acceleration sensor 32 Structure longitudinal acceleration sensor 33 Evaluation device 34 Storage unit 35 Low-pass filter 36 Low-pass filter 37 Hodometer / odometer 38 Anti-lock system 39 Electronic stability program / driver assistance system 40 Vertical acceleration classification 41 First vertical acceleration class 42 Second vertical acceleration class 43 Third vertical acceleration class 44 Fourth vertical acceleration class 45 Fifth vertical acceleration class 46 Load information 47 Class information 48 Path information 49 Front wheel stroke difference classification 50 First front wheel stroke difference class 51 Second front wheel stroke difference class 52 Rear wheel stroke difference classification 53 First rear wheel stroke difference class 54 Second rear wheel stroke difference class 55 Longitudinal acceleration classification 56 First longitudinal acceleration class 57 Second longitudinal acceleration class 58 Third longitudinal acceleration class 59 Fourth longitudinal acceleration class 60 Number of load events 61 Tuple of build-up lateral acceleration and time threshold 62 Tuple of build-up longitudinal acceleration and time threshold h Wheel stroke Say Build-up lateral acceleration signal Sax Build-up longitudinal acceleration signal Sh Wheel stroke signal Sv Wear signal Sw Path signal Sx longitudinal acceleration signal Sz vertical acceleration signal x vehicle longitudinal direction y vehicle transverse direction z vehicle vertical direction ΔShh rear wheel stroke difference signal ΔShv front wheel stroke difference signal

Claims

Method for monitoring the state of a vehicle (1), which comprises a chassis (3) having a plurality of vehicle wheels (10, 11, 12, 13), a vehicle structure (2) which is supported by the chassis (3) and is connected by vehicle springs (20) to unsprung components of the chassis (3) which comprise the vehicle wheels (10, 11, 12, 13), a plurality of vertical acceleration sensors (29) which are provided on the unsprung components of the chassis (3) and by means of which in each case a vertical acceleration in the vehicle vertical direction (z) is detected and a vertical acceleration signal (Sz) which characterizes this vertical acceleration is provided, an evaluation device (33) which is connected to the vertical acceleration sensors (29), and at least one storage unit (34) which is connected to the evaluation device (33) or is integrated into this, characterized in that a vertical acceleration classification (40) having a plurality of vertical acceleration classes (41, 42, 43, 44, 45) is provided, of which at least one first class (41) represents an admissible event and each further class (42, 43, 44, 45) represents a loading event, the value of each vertical acceleration signal (Sz) is assigned to one of the vertical acceleration classes by means of the evaluation device (33), and, in the case of each assignment to a loading event, loading information (46) characterizing the respective loading event is stored in the storage unit (34).Method according to Claim 1, characterized in that each load information item (46) based on a classification comprises or is formed by class information item (47) characterizing the respective class.Method according to Claim 1 or 2, characterized in that the chassis (3) is provided with at least one vehicle axle (8) which comprises two of the vehicle wheels (10, 11), the vehicle (1) has, for each vehicle wheel of the at least one vehicle axle (8), a height sensor (27) which is connected to the evaluation device (33) and by means of which a wheel stroke (h) of the respective vehicle wheel of the at least one vehicle axle (8) is detected and a wheel stroke signal (Sh) which characterizes this wheel stroke (h) is provided, a wheel stroke difference classification (49) is provided having a plurality of wheel stroke difference classes (50, 51), of which at least one first class (50) represents an admissible event and each further class (51) represents a loading event, and a wheel stroke difference signal (ΔShv) is formed by means of the evaluation device (33) by subtraction of the wheel stroke signals (Sh) of the at least one vehicle axle (8), and the value of which is assigned to one of the wheel stroke difference classes.Method according to one of the preceding claims, characterized in that the vehicle (1) has one or more longitudinal acceleration sensors (30) which are provided on the unsprung components of the chassis (3) and are connected to the evaluation device (33) and by means of which in each case a longitudinal acceleration in the vehicle longitudinal direction (x) is detected and a longitudinal acceleration signal (Sx) characterizing this longitudinal acceleration is provided, a longitudinal acceleration classification (55) is provided having a plurality of longitudinal acceleration classes (56, 57, 58, 59), of which at least one first class (56) represents an admissible event and each further class (57, 58, 59) represents a loading event, and the value of each longitudinal acceleration signal (Sx) is assigned to one of the longitudinal acceleration classes by means of the evaluation device (33).Method according to one of the preceding claims, characterized in that the vehicle (1) has at least one body lateral acceleration sensor (31) which is provided on the vehicle body (2) and is connected to the evaluation device (33) and by means of which a body lateral acceleration in the vehicle transverse direction (y) is detected and a body lateral acceleration signal (Say) which characterizes this body lateral acceleration is provided, at least one tuple consisting of a body lateral acceleration threshold value (Say1) and an associated time threshold value (Δtay1) is provided, and the value of the body lateral acceleration signal (Say) is compared with the body lateral acceleration threshold value (Say1) by means of the evaluation device (33) and is associated with a load event, when the value of the build-up lateral acceleration signal (Say) exceeds the build-up lateral acceleration threshold value (Say1) for a time period exceeding the associated time threshold value (Δtay1).Method according to one of the preceding claims, characterized in that the vehicle (1) has at least one body longitudinal acceleration sensor (32) which is provided on the vehicle body (2) and is connected to the evaluation device (33) and by means of which a body longitudinal acceleration in the vehicle longitudinal direction (x) is detected and a body longitudinal acceleration signal (Sax) which characterizes this body longitudinal acceleration is provided, at least one tuple consisting of a body longitudinal acceleration threshold value (Sax1) and an associated time threshold value (Δtax1) is provided, and the value of the body longitudinal acceleration signal (Sax) is compared with the body longitudinal acceleration threshold value (Sax1) by means of the evaluation device (33) and is associated with a load event, when the value of the build-up longitudinal acceleration signal (Sax) exceeds the build-up longitudinal acceleration threshold value (Sax1) for a time period exceeding the associated time threshold value (Δtax1).Method according to one of the preceding claims, characterized in that the vehicle (1) has a hodometer (37) connected to the evaluation device (33), by means of which a total distance travelled by the vehicle (1) is detected and a path signal (Sw) characterizing this distance is provided, and each load information item comprises a path information item (48) characterizing the total distance travelled by the vehicle (1) at the time of the respective load event.Method according to one of the preceding claims, characterized in that the vehicle has an anti-lock braking system (38), by means of which it is possible to avoid locking of the vehicle wheels (10, 11, 12, 13), wherein each intervention of the anti-lock braking system (38) represents an ABS event and an ABS information item characterizing this event is stored in the storage unit (34).Method according to one of the preceding claims, characterized in that the vehicle (1) has an electronic stability program as a driver assistance system (39), by means of which a break-out of the vehicle (1) can be avoided, wherein each intervention of the electronic stability program represents an ESP event and an ESP information characterizing this event is stored in the storage unit (33).Method according to one of the preceding claims, characterized in that the vertical accelerations and / or the wheel strokes and / or the longitudinal accelerations and / or the body lateral acceleration and / or the body longitudinal acceleration are detected during a journey of the vehicle (1).Method according to one of the preceding claims, characterized in that at least one wear signal (Sv) characterizing the state of the vehicle (1) is formed from the information stored in the memory unit (34).

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