Method for locating damage to a vehicle

Abstract

The invention relates to a method for locating damage to a vehicle (1) using a plurality of sensors (14, 16) arranged in the vehicle (1) at different installation locations, which are designed to continuously record at least one physical measurement variable and to output corresponding sensor data, which are processed as required, wherein at least one signal feature of the corresponding sensor (14, 16) is calculated from the sensor data or from the processed sensor data at the individual installation locations, and equivalent signal features from at least two sensors (14, 16) arranged at different installation locations are combined and / or fused and evaluated in a time-dynamic and / or static manner to detect an external influence on the vehicle (1), wherein a damage location and a degree of localization of the damage are determined based on the combined and / or fused signal features,which indicates an extent of the damage, and a corresponding sensor arrangement (10) for a vehicle (1).,

Description

[0001] The invention relates to a method for locating damage to a vehicle. The present invention also relates to a sensor arrangement for a vehicle, which is designed to carry out the method for locating 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 localizing damage to a vehicle with the features of independent patent claim 1 and the sensor arrangement for a vehicle with the features of independent patent claim 7 each have the advantage of enabling a more precise assessment of a damage type, in particular how localized or extensive a damage event is. The improved detection of the "degree of localization" allows, on the one hand, better detection of the damage location and, on the other hand, improved detection of the damage severity or damage class, since the threshold values ​​for damage detection or the damage classes can be adapted to the precise degree of localization or the precise damage location.This means that the damage location and the degree of localization, which are determined by embodiments of the method according to the invention, can be used to define and / or adapt threshold values ​​for at least two damage severity classes for the vehicle.

[0005] Embodiments of the present invention provide a method for locating damage to a vehicle using a plurality of sensors arranged at different installation locations in the vehicle, which are designed to continuously record at least one physical measurement variable and output corresponding sensor data, which is processed as needed. At each individual installation location, at least one signal characteristic of the corresponding sensor is calculated from the sensor data or from the processed sensor data, and equivalent signal characteristics from at least two sensors arranged at different installation locations are combined and / or fused and evaluated in a time-dynamic and / or static manner to detect an external influence on the vehicle.Based on the combined and / or fused signal features, a damage location and a degree of localization of the damage are determined, which indicates the extent of the damage.

[0006] In addition, a sensor arrangement for a vehicle is proposed, which has at least one evaluation and control unit and a plurality of sensors arranged in the vehicle at different installation locations and is designed to carry out the method according to the invention for locating damage to a vehicle.

[0007] In contrast to the prior art, in which signal features formed from the signals of individual sensors are compared in isolation against threshold values, the inventive approach uses the signal features of the individual sensors to form or fuse signal combinations from equivalent features of different sensors, which can reflect a relative distribution of the magnitude of these signal features at different sensors. Such relative or standardized features can enable a better determination of the degree of localization or location of damage, which in turn can influence a method for detecting damage to a vehicle or a method for detecting the severity of damage. The determined location of damage and the determined degree of localization can thus be used, in particular, to detect and classify damage in the case of minor impacts and / or collision events, i.e., accidents, minor damage, etc., on a vehicle while it is in motion and also when the vehicle is parked.

[0008] 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, for example, located 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 into the airbag control unit and from peripheral sensors located in the vehicle's outer skin. It can also detect and classify external influences on the vehicle and determine the location and severity of the damage.

[0009] The internal sensors can be designed as single-axis to three-axis acceleration sensors or yaw rate sensors, for example. 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, the at least one evaluation and control unit can evaluate physical variables acting on the vehicle in two or three dimensions. The control unit with the at least one internal sensor is usually installed or permanently bolted to the center tunnel of the vehicle. This installation location close to the vehicle's center of gravity not only eliminates the need for transformation calculations in signal processing, but also provides a good transfer path for the transmission of impact events.For embodiments of the method according to the invention for localizing 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.

[0010] The components of a vehicle's sensor array are also powered while parked. This means that the method for locating damage to a vehicle can be used not only while driving but also while parked with the ignition off.

[0011] The measures and further developments listed in the dependent claims enable advantageous improvements to the method for locating damage to a vehicle specified in independent patent claim 1 and the sensor arrangement for a vehicle specified in independent patent claim 7.

[0012] It is particularly advantageous that the combined and / or fused signal characteristics can be compared with each other and / or with at least one threshold value in order to determine the location and degree of localization of the damage. The at least one signal characteristic can advantageously be calculated by filtering, by integration, by integration of an absolute value, or by derivative. Depending on the use of the signal characteristics or whether the evaluation is time-dynamic or based on the static final values, different properties of the damage event can be identified. This allows more information to be obtained by combining different relative evaluations. For example, an assessment of whether an event affects the entire vehicle can best be made based on the static final values ​​of speed reduction, which corresponds to the first integral of the acceleration.The point of impact can preferably be determined based on the time-dynamic values ​​of velocity decay, since the signal characteristic arises earlier at sensors close to the point of impact. Alternatively, the point of impact can be determined based on the time-dynamic values ​​of signal energies, since higher characteristic values ​​occur at sensors close to the point of impact.

[0013] In a further advantageous embodiment of the method, during combination and / or fusion, a height of the at least one signal characteristic of the individual sensors can be normalized to a maximum value or to a sum of the heights of the at least one signal characteristic of the individual sensors. In this way, equivalent characteristics at different sensor locations can be combined with one another. A suitable measure for the normalization is, for example, a reference of the height of a value of the at least one signal characteristic of the individual sensors to a highest or maximum value of the at least one signal characteristic, which is determined at one of the sensors. The at least one relative signal characteristic can be defined dynamically over time or statically based on the corresponding maximum achieved characteristic value over the course of the event. The relative characteristic can have the value 1 at the sensor with the highest characteristic value and a value below the value 1 at the other sensors.Alternatively, instead of the maximum value of at least one signal characteristic, the sum of the values ​​of at least one signal characteristic across all sensors can be used for normalization. In this case, the characteristic values ​​at the sensor with the highest or maximum value of at least one signal characteristic are below the value 1. Such normalized or relative characteristics now allow conclusions to be drawn, through suitable combinations of threshold comparisons, as to whether a damage event is very local or widespread.

[0014] In an alternative embodiment of the method, a center of gravity of at least one signal characteristic can be calculated and evaluated between two sensors arranged at different installation locations. The evaluation of the center of gravity can be applied particularly between adjacent sensor locations. This allows the impact location to be determined quite precisely in the event of a damage event between two sensor locations.

[0015] In an advantageous embodiment of the sensor arrangement, at least one of the multiple sensors can be designed as an internal sensor and integrated into a control unit located centrally in the vehicle. The at least one internal sensor can be designed as an acceleration sensor or a yaw rate sensor. Furthermore, the evaluation and control unit can be located in the control unit.

[0016] In a further advantageous embodiment of the sensor arrangement, at least one of the plurality of sensors can be designed as a peripheral sensor, which is arranged in the region of an outer skin of the vehicle. In this case, the at least one peripheral sensor can be designed as an acceleration sensor or a pressure sensor.

[0017] 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 locating damage to a vehicle. Fig. 2 shows a schematic representation of an embodiment of a sensor arrangement according to the invention for a vehicle. Embodiments of the invention

[0018] As from Fig. 1 and Fig. 2, the illustrated embodiment of a method 100 according to the invention for localizing damage to a vehicle 1 using a plurality of sensors 14, 16 arranged at different installation locations in the vehicle 1 comprises a step S100 in which at least one physical measurement variable is continuously recorded by the sensors 14, 16 and corresponding sensor data is output, which is processed if necessary. In a step S110, at least one signal feature of the corresponding sensor 14, 16 is calculated from the sensor data or from the processed sensor data at the individual installation locations, and in a step S120, equivalent signal features from at least two sensors 14, 16 arranged at different installation locations are combined and / or fused with one another and evaluated in a time-dynamic and / or static manner to detect an external influence on the vehicle 1.In a step S130, a damage location and a degree of localization of the damage are determined based on the combined and / or fused signal features, which indicates an extent of the damage.

[0019] The method 100 according to the invention can preferably be used in methods for detecting damage to a vehicle, in which, in particular, minor impacts and / or collision events, i.e., accidents, minor damage, etc., on a vehicle are detected while driving and also when the vehicle is parked and classified into various damage severity classes. In this method, the determined damage location and the determined degree of localization can be used to improve the definition and / or adaptation of threshold values ​​for at least two damage severity classes for vehicle 1.

[0020] In the illustrated embodiment, in step S130, the combined and / or fused signal features are compared with each other and / or with at least one threshold value to determine the damage location and the degree of localization of the damage. At each installation location N, the signal s N (t) of the corresponding sensor 14, 16 suitable signal characteristics Fea N (t). This way, at least one signal characteristic Fea N (t) is calculated, for example, by filtering or by integration or by integration of an absolute value or by derivation. In damage detection, it is advantageous to have at least one signal feature Fea N (t) only at the end of an event, for example, via the maximum reached in the course of the event according to equation (1) FeaN=Max[FeaN(t)] to evaluate.

[0021] In the illustrated embodiment of the method 100, during the combination and / or fusion, a level of the value of the at least one signal feature Fea N (t) of the individual sensors 14, 16 to the maximum value Max[Fea N(t) ] of at least one signal feature Fea N (t) of the individual sensors 14, 16. Now equivalent features Fea N (t) at different installation locations N. A suitable measure for normalization is, for example, the height of a signal characteristic Fea N (t) of the sensor 14, 18 at the installation location N relative to the sensor 14, 18 with the highest value of at least one signal characteristic Fea N (t) among all M sensors 14, 16. At least one time-dynamic relative feature FeaRel N(t) can be calculated according to equation (2) FeaRelN(t)=FeaN(t) / Max[Fea1(t),...,FeaM(t)] be defined.

[0022] Alternatively, at least one static relative feature FeaRel N based on the maximum achieved feature values ​​over the course of the event according to equation (3) FeaRelN=FeaN / Max[Fea1,...,FeaM] These relative characteristics FeaRel N(t) , FeaRel N indicate on the sensor 14, 16 with the highest or maximum value of at least one signal characteristic Fea N (t) has the value 1 and at the other installation locations N of the sensors 14, 16 values ​​below the value 1.

[0023] If the value of at least one relative signal characteristic FeaRel N(t) at a sensor 14, 16 at an installation location N significantly above the values ​​of at least one relative signal characteristic FeaRel N(t) of all other sensors 14, 16, it is a local event in the area around the installation location N of this sensor 14, 16. If the value of at least one relative signal characteristic FeaRel N(t)at two adjacent sensors 14, 16 significantly above the values ​​of at least one relative signal feature FeaRel N(t) of the other sensors 14, 16, this is a local event between the installation locations N of these two sensors 14, 16 or a more extensive event that extends over the two installation locations N of the sensors 14, 16. The separation between these two scenarios can be determined by the distance between the values ​​of the at least one relative signal feature FeaRel N(t) of the two sensors 14, 16 to the values ​​of at least one relative signal feature FeaRel N(t) of the remaining sensors 14, 16, which will be greater in the case of a local event between the installation locations N of the sensors 14, 16 than in the case of a somewhat more extensive event, which will also be visible from sensors 14, 16 at the more distant installation locations N. If the value of at least one relative signal characteristic FeaRel N(t)at many or all sensors 14, 16 at a significant level, this is an event that affects the entire vehicle 1, for example a low-speed accident, or driving on an uneven road or a misuse event.

[0024] In an alternative embodiment of the method 100 (not shown), during the combination and / or fusion, a level of the value of the at least one signal feature Fea N (t) of the individual sensors 14, 16 to the sum of the values ​​of at least one signal characteristic Fea N (t) is normalized over all sensors 14, 16. In this case, the value of at least one signal characteristic Fea N (t) also at the sensor 14, 16 with the highest or maximum value of at least one signal characteristic Fea N (t) below the value 1.

[0025] In a further alternative embodiment of the method 100 (not shown), a center of gravity Loc N,M of at least one signal feature Fea (t) between two sensors 14, 16 arranged at different locations N, M is calculated and evaluated. The center of gravity Loc N,M of at least one signal feature Fea (t) can be calculated, for example, according to equation (4). LocN,M=(FeaN(t)−FeaM(t)) / (FeaN(t)+FeaM(t))

[0026] This is particularly useful for sensors 14, 16 between adjacent installation locations N, M. The center of gravity Loc N,M takes place in the event that the value of at least one signal characteristic Fea (t) of the sensor 14, 16 at installation location N (Fea N(t) ) is much larger than the value of at least one signal characteristic Fea (t) of the sensor 14, 16 at the installation location M (Fea M(t)), values ​​around the value 1. In the event that the value of at least one signal characteristic Fea (t) of the sensor 14, 16 at installation location N (Fea N(t) ) approximately equal to the value of at least one signal characteristic Fea (t) of the sensor 14, 16 at the installation location M, the center of gravity Loc N,M Values ​​around the value 0. In the event that the value of at least one signal characteristic Fea (t) of the sensor 14, 16 at installation location N (Fea N(t) ) is much smaller than the value of at least one signal characteristic Fea (t) of the sensor 14, 16 at the installation location M, the center of gravity Loc N,M Values ​​around the value -1. For other ratios of the values ​​of at least one signal characteristic Fea N (t) of the two sensors 14, 16, the center of gravity Loc N,Mcorresponding intermediate values. This allows the location of the damage to be determined quite precisely in the event of a damage event between two sensors 14, 16 at different installation locations N, M. For example, a center of gravity Loc N,M with the value 0.4 a damage location which is 30% of the distance between the two installation locations N, M away from the installation location N and 70% of the distance between the two installation locations N, M away from the installation location M.

[0027] As from Fig. 2, the illustrated embodiment of the sensor arrangement 10 according to the invention for a vehicle 1 comprises at least one evaluation and control unit 12 and a plurality of sensors 14, 16 arranged at various installation locations in the vehicle 1. The sensor arrangement 10 is designed to carry out the above-described inventive method 100 for localizing damage to a vehicle 1. In this case, at least one of the plurality of sensors 14, 16 is designed as an internal sensor 14 and integrated into a control unit 18 which is arranged centrally in the vehicle 1. In addition, at least one of the plurality of sensors 14, 16 is designed as a peripheral sensor 16 which is arranged in the region of an outer skin 3 of the vehicle 1.

[0028] As from Fig. 2, the at least one control unit 18 is designed as an airbag control unit 18A, in which the evaluation and control unit 12 and an internal sensor 14 designed as a three-axis acceleration sensor 14A and an internal sensor 14 designed as a three-axis yaw rate sensor 14B are arranged. The three-axis acceleration sensor 14A 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 14B 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 illustrated embodiment, a total of fourteen peripheral sensors 16 are arranged on the outer skin 3 of the vehicle 1. For example, four peripheral sensors 16 are arranged in the front area 5 of the vehicle 1. Two of the peripheral sensors 16 are designed as three-axis acceleration sensors 16A and two of the peripheral sensors 18 are designed as pressure sensors 16B. Four peripheral sensors 16 are also arranged in the rear area 7 of the vehicle 1, two of which are designed as three-axis acceleration sensors 16A and two as pressure sensors 16B. In addition, a peripheral sensor 16 designed as a three-axis acceleration sensor 16A 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 16 are arranged on the four vehicle doors 9.Thus, a peripheral sensor 16 designed as a pressure sensor 16B is arranged on the driver's door 9A and on the passenger door 9B as well as on the two rear doors 9C.

[0029] The information on the degree of localization and the point of impact or damage location of an event determined via the relative features can now be used to achieve a more precise classification into damage severity classes in a method for detecting damage to a vehicle that operates on the non-standardized signal features. On the one hand, different damage classes can be defined in advance for local and widespread events. On the other hand, the threshold values ​​for achieving a certain damage class can be adjusted depending on the degree of localization or damage location. This allows, on the one hand, local structural properties to be taken into account, and on the other hand, the threshold values ​​for detecting damage classes can be adjusted depending on the distance of the damage location from an installation location of the sensor 14, 16 (advantageously the nearest one).For a damage location close to the installation location of the sensor 14, 16, more robust thresholds can be used than for a damage location further away from the installation location of the sensor 14, 16. In a further variant, the characteristics for the severity assessment themselves can be adapted to the detected degree of localization or the damage location. For example, in the case of an event that affects the entire vehicle 1, the method for detecting damage to a vehicle 1 will solve the task of distinguishing between driving on an uneven road or a misuse event and a low-speed accident. Signal characteristics can be used to facilitate this separation. For example, determined speed deductions can be used instead of determined energy values. The localization can also be included in the decision regarding the damage severity class.Vehicles 1 exhibit varying degrees of sensitivity to damage severity across their perimeters. For the same impact force, less damage is expected in the front area 5 and rear area than, for example, in the side area 8 of the vehicle in the middle of the driver's door 9A, the passenger door 9B, or the rear doors 9c, 9D. Depending on the specific location of the damage on vehicle 1, the damage severity class can be upgraded or downgraded. 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 locating damage to a vehicle (1) using a plurality of sensors (14, 16) arranged in the vehicle (1) at different installation locations, which are designed to continuously record at least one physical measurement variable and to output corresponding sensor data, which are processed as required, wherein at least one signal feature of the corresponding sensor (14, 16) is calculated from the sensor data or from the processed sensor data at the individual installation locations, and equivalent signal features of at least two sensors (14, 16) arranged at different installation locations are combined and / or fused and evaluated in a time-dynamic and / or static manner to detect an external influence on the vehicle (1), wherein a damage location and a degree of localization of the damage are determined based on the combined and / or fused signal features,which indicates the extent of the damage. [2] Method (100) according to claim 1, characterized by that the combined and / or fused signal features are compared with each other and / or with at least one threshold value in order to determine the location and degree of localization of the damage. [3] Method (100) according to claim 1 or 2, characterized by that the at least one signal characteristic is calculated by filtering or by integration or by integration of an absolute value or by derivative. [4] Method (100) according to one of claims 1 to 3, characterized by that during the combination and / or fusion, a height of the at least one signal feature of the individual sensors (14, 16) is normalized to a maximum value or to a sum of the height of the at least one signal feature of the individual sensors (14, 16). [5] Method (100) according to one of claims 1 to 4, characterized bythat a center of gravity of the at least one signal feature between two sensors (14, 16) arranged at different installation locations is calculated and evaluated. [6] Method (100) according to one of claims 1 to 5, characterized by that the damage location and the degree of localisation are used to define and / or adapt thresholds for at least two damage severity classes for the vehicle (1). [7] Sensor arrangement (10) for a vehicle (1), which has at least one evaluation and control unit (12) and a plurality of sensors (14, 16) arranged at different installation locations in the vehicle (1) and is designed to carry out the method (100) for locating damage to a vehicle (1) according to one of claims 1 to 6. [8] Sensor arrangement (10) according to claim 7, characterized bythat at least one of the plurality of sensors (14, 16) is designed as an internal sensor (16) and is integrated into a control unit (18) which is arranged centrally in the vehicle (1). [9] Sensor arrangement (10) according to claim 8, characterized by that the at least one internal sensor (16) is designed as an acceleration sensor (16A) or as a rotation rate sensor (16B). [10] Sensor arrangement (10) according to claim 8 or 9, characterized by that the evaluation and control unit (12) is arranged in the control device (18). [11] Sensor arrangement (10) according to one of claims 7 to 10, characterized by that at least one of the plurality of sensors (14, 16) is designed as a peripheral sensor (16) which is arranged in the region of an outer skin (3) of the vehicle (1). [12] Sensor arrangement (10) according to claim 11, characterized by that the at least one peripheral sensor (16) is designed as an acceleration sensor (16A) or as a pressure sensor (16B).

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