Method for detecting damage to a vehicle

Abstract

The invention relates to a method for detecting damage to a vehicle (1) using a control unit (14) and at least one internal sensor (16) arranged in the control unit (14) and at least one peripheral sensor (9) arranged in the region of an outer skin of the vehicle (1), wherein vehicle-specific parameters are determined and stored in advance, wherein at least two damage severity classes for the vehicle (1) are defined and stored in advance, wherein at least one measure to be carried out is assigned in advance to each of the at least two damage severity classes, wherein sensor data from the at least one internal sensor (16) and / or the at least one peripheral sensor (18) are continuously received and, if necessary, processed and evaluated to detect an external influence on the vehicle (1), wherein the sensor data are compared with at least one predetermined threshold value,which is based on the vehicle-specific parameters, wherein if the at least one predetermined threshold value is exceeded, the external impact on the vehicle (1) is detected and a corresponding damage is classified according to the predefined damage severity classes and the at least one measure to be carried out assigned to the damage class is carried out, as well as a corresponding control device arrangement (10) for a vehicle (1).,

Description

[0001] The invention relates to a method for detecting damage to a vehicle. The present invention also relates to a control unit arrangement for a vehicle, which is designed to carry out the method for detecting damage to a vehicle.

[0002] DE 10 2012 018 521 A1 discloses a method and a device for damage detection in a motor vehicle having a control unit and at least one sensor device. Based on the sensor data transmitted from the at least one sensor device to the control unit, the control unit evaluates whether a damage event has occurred in or on the motor vehicle and, if so, generates a damage report. This allows damage to be clearly assigned to individual renters, particularly in rental vehicles.

[0003] DE 10 2021 209 257 B4 discloses a device and a method for detecting damage to an outer shell of a vehicle. The vehicle is designed as a vehicle of a specific type with specific vehicle data. Damage is divided into at least two groups. Damage in a first group is more severe than damage in a second group. An acceleration of the vehicle is determined using an acceleration sensor and / or a yaw rate of the vehicle is determined using a yaw rate sensor. Damage in the first group is determined when the acceleration of the vehicle exceeds a threshold acceleration value and / or when the yaw rate of the vehicle exceeds a threshold yaw rate value. The acceleration and / or the yaw rate are compared with values ​​for acceleration and / or yaw rate learned for the specific vehicle type.Damage in the second group is determined when damage is detected based on the comparison with the learned values. Disclosure of the invention

[0004] The method for detecting damage to a vehicle with the features of independent patent claim 1 and the control unit arrangement for a vehicle with the features of independent patent claim 10 each have the advantage that, in particular, smaller impacts and / or collision events, i.e. accidents, minor damage, etc., on a vehicle while it is being driven and also when the vehicle is parked can be detected and classified. The "intensity" of the collision events addressed here is generally below the triggering threshold of restraint devices of a corresponding occupant protection system, which includes, for example, airbags, belt tensioners, etc. This means that with embodiments of the method according to the invention for detecting damage to a vehicle, the accident detection of an occupant protection system installed in the vehicle can be specifically narrowed down to include less serious accidents orThis can be expanded to include minor damage. This damage information, available in near real-time, can be used to automatically trigger subsequent measures, which can provide added value for both fleet operators and vehicle users. Hardware already installed in the vehicle, such as an airbag control unit, internal sensors, and / or peripheral sensors, can be used to implement the inventive method for detecting damage to a vehicle.

[0005] Embodiments of the present invention provide a method for detecting damage to a vehicle using a control unit and at least one internal sensor arranged in the control unit and at least one peripheral sensor arranged in the region of an outer skin of the vehicle, in which method vehicle-specific parameters are determined and stored in advance. In addition, at least two damage severity classes for the vehicle are defined and stored in advance. At least one measure to be carried out is assigned in advance to each of the at least two damage severity classes. Sensor data from the at least one internal sensor and / or the at least one peripheral sensor is continuously received and, if necessary, processed and evaluated to detect an external influence on the vehicle. The sensor data is compared with at least one predetermined threshold value based on the vehicle-specific parameters.If at least one predefined threshold value is exceeded, the external impact on the vehicle is detected and a corresponding damage is classified according to the predefined damage severity classes and at least one measure to be carried out assigned to the damage class is carried out.

[0006] In this case, the determination and storage of the vehicle-specific parameters, as well as the definition and storage of at least two damage severity classes for the vehicle and the assignment of at least one action to be performed to each of the at least two damage severity classes, can preferably be performed once during the implementation of the method according to the invention for detecting damage to a vehicle. Furthermore, regular adjustments can be made over the vehicle's lifetime.

[0007] Furthermore, a control unit arrangement for a vehicle is proposed, comprising at least one control unit in which at least one evaluation and control unit and at least one internal sensor are arranged, and at least one peripheral sensor arranged in the region of an outer skin of the vehicle. The at least one evaluation and control unit is designed, in addition to a method for activating restraint devices, to carry out the method according to the invention for detecting damage to a vehicle and to receive sensor data from the at least one internal sensor and the at least one peripheral sensor and to evaluate it to detect an external influence on the vehicle.

[0008] Embodiments of the method according to the invention for detecting damage to a vehicle operate in parallel with the method for activating restraint devices and utilize the same sensor data without interfering with the method for activating restraint devices. The vehicle-specific parameter set can include, for example, unladen weight, vehicle type, sensor equipment, chassis characteristics (sports chassis), bumper design, etc. Embodiments of the method according to the invention for detecting damage to a vehicle can be used in all vehicle types equipped with an airbag control unit. In addition to passenger cars, light commercial vehicles (delivery vans) in particular can be equipped with such an airbag control unit.

[0009] In this case, the at least one evaluation and control unit can be understood as an electrical circuit or circuit unit which is integrated, for example, into a control unit, in particular an airbag control unit, and processes or evaluates detected sensor signals. The evaluation and control unit can have at least one interface, which can be implemented in hardware and / or software. In a hardware implementation, the interfaces can, for example, be part of a so-called system ASIC module (ASIC: Application-Specific Integrated Circuit), which contains a wide variety of functions of the evaluation and control unit. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components.In a software-based implementation, the interfaces can be software modules, which are present, for example, on a microcontroller alongside other software modules. The evaluation and control unit is capable of receiving and evaluating crash-relevant physical variables from internal sensors integrated in the airbag control unit and from peripheral sensors arranged in the area of ​​the vehicle's outer skin, and of detecting and classifying external influences on the vehicle. The internal sensors can be designed, for example, as single-axis to three-axis acceleration sensors or yaw rate sensors. The peripheral sensors can also be designed as single-axis to three-axis acceleration sensors or, alternatively, as pressure sensors and can be installed at the front, rear, and sides of the vehicle.Using evaluation algorithms, at least one evaluation and control unit can evaluate physical variables acting on the vehicle in two or three dimensions and make an estimate of the geographical location, severity and extent of potential damage to the vehicle.

[0010] Peripheral sensors can be used in various ways to detect external impacts on the vehicle. This allows detection of external impacts on the vehicle and classification of damage based on the signal from a peripheral sensor, independent of the internal sensors. Pressure sensors installed in vehicle doors, in particular, can be used for this purpose. Furthermore, peripheral sensors can be used to support and verify the plausibility of the external impacts on the vehicle detected by the internal sensors and to detect or determine the impact zone on the vehicle. The control unit with at least one internal sensor is usually installed or firmly bolted to the center tunnel of the vehicle.This installation location close to the vehicle's center of gravity eliminates the need for transformation calculations in signal processing, while also providing a good transfer path for transmitting impact events. For embodiments of the method according to the invention for detecting damage to a vehicle, more sensitive low-g sensor channels of the internal sensors are preferably used, since the events to be detected typically occur in an acceleration range of a few g (g = 9.81 m / s). 2 , typically less than 100 m / s 2 ) lay.

[0011] The components of the control unit arrangement for a vehicle can be supplied with power even when parked. Preferably, the components of the control unit arrangement can be switched on or off at least partially when the vehicle is parked, depending on the available on-board power supply. This means that the method for detecting damage to a vehicle can be used not only during driving but also when parked with the ignition off, provided the available on-board power supply is sufficient.

[0012] The measures and further developments listed in the dependent claims enable advantageous improvements to the method for detecting damage to a vehicle specified in independent patent claim 1 and the control device arrangement for a vehicle specified in independent patent claim 10.

[0013] It is particularly advantageous that the at least one predetermined threshold value can be below a triggering threshold of restraint devices of an occupant protection system of the vehicle. This means that embodiments of the method for detecting damage to a vehicle can also detect and classify severe external impacts on the vehicle, but can preferably be used to detect minor external impacts on the vehicle. The detection of minor damage whose intensity lies below the triggering threshold of restraint devices of the vehicle's occupant protection system is generally not time-critical. This means that detecting the external impact on the vehicle after the end of the event rather than during the event is sufficient. It can therefore be advantageous to complete the analysis of the event only after all data of the event are available, and thus after the end of the event.For example, the maximum signal characteristics reached during the event can be stored and evaluated at the end of the event. This is difficult during the event because the individual signal characteristics usually reach their maximum values ​​at different times, making a comprehensive evaluation impossible.

[0014] In an advantageous embodiment of the method, for example, moving signal averages and / or moving signal energy averages and / or integrated signals can be calculated for the evaluation of the sensor data and / or the processed sensor data. Of course, other suitable methods for the evaluation of the sensor data and / or the processed sensor data can also be used.

[0015] In a further advantageous embodiment of the method, an impact signal pattern and an impact zone for classifying the damage can be determined based on the sensor data. Based on the impact signal pattern, the damage can be classified, for example, into three different accident severity classes. Depending on the severity of the accident or the severity of the external impact on the vehicle, information can be provided, for example, that the vehicle can either continue to be used if the damage is minor, or that, in the case of major damage, a thorough inspection by a specialist and, if necessary, repairs should be carried out. Furthermore, the evaluation of the sensor data can determine that there is no damage to the vehicle and that no further measures are required.

[0016] In a further advantageous embodiment of the method, additional information available in the vehicle about a current vehicle condition and / or a current operating condition and / or about the vehicle's surroundings can be provided and evaluated. This additional information can be made available, for example, via a vehicle's communications network, such as a CAN bus system, and used for damage detection. Depending on the current vehicle condition (slow driving, fast driving, off-road driving, parking, getting in and out), signals of varying strength or intensity are possible at the sensors used without there being any external influence on the vehicle causing a damage event. This makes correct detection difficult, particularly of events involving minor damage. Such detection can be improved by evaluating the additional information available in the vehicle.For example, information about the speed of the vehicle and / or a door status can be used to detect the current operating state of the vehicle. This context information can be used, for example, to dynamically adjust the sensitivity of the internal sensors and / or the peripheral sensors. A first damage severity class can be defined for very mild external events, which can occur, for example, when the vehicle is parked or at very low speeds of less than 1 to 2 km / h and can cause scratches caused by objects such as vehicles, obstacles, etc. A second damage severity class can be defined for somewhat more severe external events, such as a collision between two vehicles or a vehicle hitting an obstacle at low speeds of less than 5 km / h.For even more severe external events, such as a collision between two vehicles or a vehicle hitting an obstacle at speeds exceeding 10 km / h, a third damage severity class can be defined. Information from procedures implemented in the vehicle for triggering restraint devices, such as the activation of various restraint devices, as well as calculated variables such as accelerations, speed changes, or intrusions during the detected event can be used for damage classification.

[0017] In a further advantageous embodiment of the method, the location of the impact zone and / or the additional information available in the vehicle can be used to adapt the at least one threshold value and / or to select the at least one threshold value and / or to check the plausibility of the detected event and / or to classify the damage. The setting of the at least one threshold value based on the vehicle-specific parameters can be dynamically adapted to the respective driving situation. The highest sensitivity of the at least one internal sensor and / or the at least one peripheral sensor is achieved when the vehicle is parked. With increasing vibration input from the environment at higher driving speeds, the sensitivity of the at least one internal sensor and / or the at least one peripheral sensor can be reduced and the at least one threshold value can be increased.If, during further processing of the sensor data, a signal pattern is detected as an external impact on the vehicle, the vehicle is classified into different accident severity classes. If, during further processing of the sensor data, no signal pattern is detected as an external impact on the vehicle, then no damage to the vehicle is detected and no further measures are taken. In addition, a plausibility check and re-evaluation of the detected external impact on the vehicle can be carried out. This is because, with the same impact energy, damage of varying severity can occur depending on the impact zone. If the impact contact occurs in the area of ​​the front or rear bumper, for example, the damage is usually significantly less severe than in the side door area, for example. By knowing the impact zone, the accident severity can be upgraded or downgraded to the next damage class depending on the damage to the vehicle.In addition, findings from our own test series and previously collected field data can also be incorporated into this re-evaluation. Existing door pressure sensors can represent a special case. Often, the door structures are relatively stiff, especially in the center. Even a mild impact can cause severe denting of the door without reaching or exceeding threshold values ​​for the recorded acceleration. In this case, damage detection, including localization, can be performed based solely on the door pressure sensor signals. The information about the impact zone can also be used for subsequent measures or service processes.

[0018] In a further advantageous embodiment of the method, the at least one measure to be executed can comprise storing information about the detected external impact on the vehicle. The stored information can comprise at least a timestamp and / or evaluation results and / or the sensor data of the detected external impact on the vehicle. This means that a data packet can be compiled that can include, for example, a serial number of the at least one control unit, the timestamp of the impact event, information about the damage (detected yes or no), confidence level, damage class, maximum acceleration, damage zone on the vehicle, speed, context information, etc.

[0019] In a further advantageous embodiment of the method, the at least one measure to be carried out can comprise an internal and / or external notification of the detected external influence on the vehicle. Data processing can take place almost in real time immediately after the damage event, including forwarding the data packet to additional connected control units. For example, the data packet can first be supplemented with further information in the evaluation and control unit, which can include, for example, the vehicle number, location data, etc., and then transmitted, including the raw sensor data, to an external server via a wireless communication connection. There, further measures can be initiated. For example, the vehicle owner can be informed of the vehicle's condition and, if necessary, a replacement vehicle can be provided. In addition, the nearest workshop can be determined.In addition, the data can be enriched with information about the actual damage. This means that the data set can be used for quality assurance processes and data-based optimization and further development of the process for detecting damage to a vehicle. Additionally or alternatively, the detected damage can be stored and / or displayed in the vehicle's information system. Immediately after damage is detected or when the vehicle is started, a warning message about an impact event can be displayed to the vehicle user. The vehicle user can then check the vehicle's condition, decide whether it can continue to use it safely, and if necessary, initiate further measures such as reporting an accident. In parallel with forwarding to other control units, the data packet of an impact event, including the associated raw sensor data, can be stored in a non-volatile memory area of ​​at least one control unit.This storage allows the event data to be backed up in the event of a temporary unavailability of the wireless communication connection. It can then be transferred to an external server at a later time. Alternatively, the data can be read out in a workshop using a diagnostic interface.

[0020] In an advantageous embodiment of the control unit arrangement, the at least one internal sensor can be designed as an acceleration sensor or a rotation rate sensor. The at least one peripheral sensor can be designed as an acceleration sensor or a pressure sensor.

[0021] In a further advantageous embodiment of the control unit arrangement, the at least one control unit can comprise a communication device which is designed to receive additional information available in the vehicle about a current vehicle state and / or about a current operating state and / or about a vehicle environment and / or to establish a wireless communication connection to an external server.

[0022] Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description. In the drawings, like reference numerals designate components or elements that perform the same or similar functions. Short description of the drawings Fig. 1 shows a schematic flow diagram of an embodiment of a method according to the invention for detecting damage to a vehicle. Fig. 2 shows a schematic representation of an embodiment of a control unit arrangement according to the invention for a vehicle. Embodiments of the invention

[0023] As from Fig. 1 and Fig. 2, the illustrated embodiment of a method 100 according to the invention for detecting damage to a vehicle 1 using a control unit 14 and at least one internal sensor 16 arranged in the control unit 14 and at least one peripheral sensor 9 arranged in the region of an outer skin of the vehicle 1 comprises a step S100 in which vehicle-specific parameters are determined and stored. In a step S110, at least two damage severity classes are defined and stored for the vehicle 1. In a step S120, at least one measure to be carried out is assigned to each of the at least two damage severity classes. Steps S100 to S120 can preferably be carried out once during the implementation of the method 100 according to the invention for detecting damage to a vehicle 1 in the vehicle 1. In addition, regular adjustments can be made over the service life of the vehicle 1.In a step S130, sensor data from the at least one internal sensor 16 and / or the at least one peripheral sensor 18 are continuously received and, if necessary, processed and evaluated to detect an external impact on the vehicle 1. In a step S140, the sensor data are compared with at least one predetermined threshold value based on the vehicle-specific parameters. If the at least one predetermined threshold value is exceeded in step S140, an external impact on the vehicle 1 is detected in a step S150 and a corresponding damage is classified according to the predefined damage severity classes. In a step S160, the at least one measure to be carried out assigned to the damage class is carried out.If in step S140 no exceedance of the at least one predetermined threshold value is detected, then no external influence on the vehicle 1 is detected and the method continues with step S130.

[0024] In the illustrated embodiment of the method, the at least one predetermined threshold value lies below a triggering threshold of restraint devices of an occupant protection system of the vehicle 1. However, for the detection of external effects on the vehicle 1 and for the classification of the corresponding damage, information from methods implemented in the vehicle 1 for triggering restraint devices, such as an activation of various restraint devices as well as calculated variables such as accelerations, speed changes or intrusions, can be received and used.

[0025] To evaluate the sensor data and / or the processed sensor data, the illustrated embodiment calculates moving signal averages and / or moving signal energy averages and / or integrated signals. In addition, an impact signal pattern and an impact zone are determined based on the sensor data to classify the damage.

[0026] As from Fig. 2, the illustrated exemplary embodiment of the control unit arrangement 10 according to the invention for a vehicle 1 comprises at least one control unit 12, in which at least one evaluation and control unit 14 and at least one internal sensor 16 are arranged, and at least one peripheral sensor 18, which is arranged in the region of an outer skin 3 of the vehicle 1. The at least one evaluation and control unit 14 is designed, in addition to a method for activating restraint devices, to carry out the method 100 according to the invention for detecting damage to a vehicle 1 and to receive sensor data from the at least one internal sensor 16 and the at least one peripheral sensor 18 and to evaluate it to detect an external influence on the vehicle 1.

[0027] As from Fig. 2, the at least one control unit 12 is designed as an airbag control unit 12A, in which the evaluation and control unit 14 and an internal sensor 16 designed as a three-axis acceleration sensor 16A and an internal sensor 16 designed as a three-axis yaw rate sensor 16B are arranged. Here, the three-axis acceleration sensor 16A detects an acceleration of the vehicle 1 along a longitudinal direction x and along a transverse direction y and along a vertical direction z of the vehicle 1. The three-axis yaw rate sensor 16B detects a rotational movement of the vehicle 1 about the longitudinal direction x and about the transverse direction y and about the vertical direction z of the vehicle 1. As can be seen from Fig.2, in the exemplary embodiment shown, a total of fourteen peripheral sensors 18 are arranged on the outer skin 3 of the vehicle 1. For example, four peripheral sensors 18 are arranged in the front area 5 of the vehicle 1. Two of the peripheral sensors 18 are designed as three-axis acceleration sensors 18A and two of the peripheral sensors 18 as pressure sensors 18B. Four peripheral sensors 18 are also arranged in the rear area 7 of the vehicle 1, two of which are designed as three-axis acceleration sensors 18A and two as pressure sensors 18B. In addition, a peripheral sensor 18 designed as a three-axis acceleration sensor 18A is arranged on each of the side areas 8 of the vehicle 1 in the area of ​​the B-pillar. In addition, four peripheral sensors 18 are arranged on the four vehicle doors 9.Thus, a peripheral sensor 18 designed as a pressure sensor 18B is arranged on the driver's door 9A and on the passenger door 9B as well as on the two rear doors 9C.

[0028] In addition, the control unit 12 comprises a communication device (not shown in detail), which is coupled to a bus system (not shown in detail) of the vehicle 1 and is designed to receive additional information available in the vehicle 1 about a current vehicle state and / or about a current operating state and / or about a vehicle environment and to establish a wireless communication connection to an external server.

[0029] The location of the impact zone and / or the additional information available in vehicle 1 regarding the current vehicle state and / or the current operating state and / or the vehicle's surroundings are evaluated and used to adjust the at least one threshold value and / or to select the at least one threshold value and / or to verify the plausibility of the detected event and / or to classify the damage. The current vehicle state can be understood, for example, as parking, driving, charging in the case of a vehicle 1 with an electric motor, etc.To detect the current vehicle state and the current operating state, for example, information about the vehicle's 1 own speed, information about special driving modes, such as off-road mode, information about actions of other control units, such as current ESP interventions, and / or information about vehicle openings, such as open vehicle doors 9, hood, tailgate, etc., can be recorded and evaluated. Information about the vehicle's surroundings can be provided, for example, by an environmental sensor system, which can preferably comprise at least one camera.

[0030] Depending on the current vehicle condition or operating status, sensor signals of varying strength or intensity can be expected. For a parked or charging vehicle 1, only very low signal strengths can be expected. This allows the detection of external influences on vehicle 1 to be set more sensitively, with lower thresholds, than for a moving vehicle 1. For a slow-moving vehicle 1, lower signals can be expected due to uneven road surfaces or driving maneuvers than for a fast-moving vehicle 1. The sensitivity of the detection can therefore be reduced with increasing speed by setting higher thresholds. Furthermore, special driving modes can influence the expected sensor signals. For example, stronger sensor signals can be expected in an off-road vehicle in off-road mode. Therefore, more robust damage detection with higher thresholds is useful here.Driving in certain speed ranges or special driving modes can cause vibrations in characteristic frequency ranges, which can be amplified by resonances in vehicle 1. By adjusting filter parameters (cut-off frequencies of high-pass and low-pass filters), such interference signals can be reduced and the probability of erroneous damage detection lowered. If another control unit actively intervenes in the vehicle control system, for example during an ESP intervention to stabilize vehicle 1, vehicle 1 may be in a driving situation in which stronger sensor signals can occur. Therefore, more robust damage detection with higher threshold values ​​can be set during or after the intervention. Using the environmental sensors (not shown in detail), both upcoming driving maneuvers with stronger sensor signals, such as emergency braking, and impending damage events can be predicted.Based on data from the environmental sensors, it is therefore advisable to have more sensitive detection for expected damage or more robust detection for expected driving maneuvers with higher sensor signals. If vehicle openings such as doors 9, the hood or tailgate are open, locally strong sensor signals can occur when they are closed. More robust detection for specific sensor data is then advisable. Depending on the additional information, the detection can be adapted simultaneously based on several pieces of information. The decision to detect is made by combining the available and relevant additional information. By evaluating such additional information, damage detection can be influenced in various ways. For example, at least one threshold can be adjusted or independent thresholds can be used. Furthermore, the calculation of the detection features used can be changed.Alternatively, other recognition features and / or other logic can be used to combine different recognition features.

[0031] In the illustrated embodiment, the at least one measure to be carried out comprises storing information about the detected external influence on the vehicle 1. The stored information comprises at least a time stamp and / or results of the evaluation and / or the sensor data of the detected external influence on the vehicle 1.

[0032] In addition, the at least one measure to be executed in the illustrated embodiment comprises an internal and external notification of the detected external impact on the vehicle 1. Immediately after damage is detected or when starting the vehicle 1, a warning message about an impact event is displayed to the vehicle user via a visual or acoustic output unit. The vehicle user can then check the vehicle's condition, decide on safe continued use, and, if necessary, initiate further measures such as an accident report. In parallel with forwarding to other control units, the data packet of an impact event, including the associated raw sensor data, is stored in a non-volatile memory area of ​​the at least one control unit 12. This storage enables the event data to be backed up in the event of a temporary unavailability of the wireless communication connection.The data can then be transferred to an external server via the wireless communication connection at a later time. Alternatively, the data can be read out using a diagnostic interface in a workshop. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2012 018 521 A1

[0002] DE 10 2021 209 257 B4

[0003]

Claims

[1] Method (100) for detecting damage to a vehicle (1) using a control unit (14) and at least one internal sensor (16) arranged in the control unit (14) and at least one peripheral sensor (9) arranged in the region of an outer skin of the vehicle (1), wherein vehicle-specific parameters are determined and stored, wherein at least two damage severity classes for the vehicle (1) are defined and stored in advance, wherein at least one measure to be carried out is assigned in advance to each of the at least two damage severity classes, wherein sensor data from the at least one internal sensor (16) and / or the at least one peripheral sensor (18) are continuously received and, if necessary, processed and evaluated to detect an external influence on the vehicle (1), wherein the sensor data are compared with at least one predetermined threshold value which is based on the vehicle-specific parameters,wherein, if the at least one predetermined threshold value is exceeded, the external impact on the vehicle (1) is detected and a corresponding damage is classified according to the predefined damage severity classes and the at least one measure to be carried out assigned to the damage class is carried out. [2] Method (100) according to claim 1, characterized by that the at least one predetermined threshold value is below a triggering threshold of restraint means of an occupant protection system of the vehicle (1). [3] Method (100) according to claim 1 or 2, characterized by that moving signal averages and / or moving signal energy averages and / or integrated signals are calculated for the evaluation of the sensor data and / or the processed sensor data. [4] Method (100) according to one of claims 1 to 3, characterized bythat based on the sensor data, an impact signal pattern and an impact zone are determined to classify the damage. [5] Method (100) according to one of claims 1 to 4, characterized by that additional information available in the vehicle (1) about a current vehicle state and / or about a current operating state and / or about a vehicle environment is provided and evaluated. [6] Method (100) according to claim 4 or 5, characterized by that the position of the impact zone and / or the additional information available in the vehicle (1) are used to adapt the at least one threshold value and / or to select the at least one threshold value and / or to check the plausibility of the detected event and / or to classify the damage. [7] Method (100) according to one of claims 1 to 6, characterized bythat the at least one measure to be carried out comprises storing information about the detected external influence on the vehicle (1). [8] Method (100) according to claim 7, characterized by that the stored information comprises at least a time stamp and / or results of the evaluation and / or the sensor data of the detected external influence on the vehicle (1). [9] Method (100) according to one of claims 1 to 8, characterized by that the at least one measure to be carried out comprises an internal and / or external notification of the detected external influence on the vehicle (1). [10] Control unit arrangement (10) for a vehicle (1), comprising at least one control unit (12) in which at least one evaluation and control unit (14) and at least one internal sensor (16) are arranged, and at least one peripheral sensor (18) which is arranged in the region of an outer skin (3) of the vehicle (1), wherein the at least one evaluation and control unit (14) is designed, in addition to a method for activating restraint means, to carry out the method (100) for detecting damage to a vehicle (1) according to one of claims 1 to 9 and to receive sensor data from the at least one internal sensor (16) and the at least one peripheral sensor (18) and to evaluate it to detect an external influence on the vehicle (1). [11] Control device arrangement (10) according to claim 10, characterized bythat the at least one internal sensor (16) is designed as an acceleration sensor (16A) or as a rotation rate sensor (16B), and the at least one peripheral sensor (18) is designed as an acceleration sensor (18A) or as a pressure sensor (18B). [12] Control device arrangement (10) according to claim 10 or 11, characterized by in that the at least one control unit (12) comprises a communication device which is designed to receive additional information available in the vehicle (1) about a current vehicle state and / or about a current operating state and / or about a vehicle environment and / or to establish a wireless communication connection to an external server.

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