Method for monitoring a chain of effects of a vehicle dynamics device of a motor vehicle by means of a monitoring device, computer program product and monitoring device.

Abstract

Method for monitoring a chain of action of a vehicle dynamics device (2) of a motor vehicle (1) by means of a monitoring device (3), comprising the steps of: - detecting at least one first parameter at a first component (7) of the chain of action by means of a first fiber optic measuring device (4) of the monitoring device (3); - detecting at least one second parameter at a second component (8) of the chain of action by means of a second fiber optic measuring device (5) of the monitoring device (3); - analyzing the first parameter as a function of the second parameter by means of an electronic computing device (6) of the monitoring device (3);and monitoring the action chain depending on the analysis using the electronic computing device (6), wherein at least one strain on one of the components (7, 8) and / or one compression on one of the components (7, 8) is detected using at least one of the fiber optic measuring devices (4, 5).

Description

The following invention relates to a method for monitoring a chain of actions of a vehicle dynamics system by means of a monitoring device according to claim 1. The invention further relates to a computer program product and a corresponding monitoring device. In the future, motor vehicles will increasingly drive autonomously. For this to happen, it is crucial that the fundamental control systems are sufficiently reliable and monitored. For example, with the introduction of a steer-by-wire system, there will no longer be any active feedback from the steering to the driver. However, autonomous driving requires the chassis and other systems to react to changing environmental conditions and system states throughout the vehicle's lifespan, recalibrating themselves or requiring maintenance. Complete monitoring of this entire chain of interactions is currently impossible, making truly reliable autonomous driving difficult to envision. Furthermore, systems using various sensors and cameras that operate independently are already known, such as the lane keeping assist system, which continuously counter-steers in case of lane deviation or wind. However, no solutions are known for providing feedback on changes, damage, or wear, other than potentially occurring noises. Furthermore, independently separated sensors and cameras require significant integration effort, resulting in high costs. Additionally, complete predictive monitoring is not possible. Moreover, only local recordings of conditions are possible, but no coherent chain of effects can be observed. DE 10 2019 216 852 A1 relates to a detection device for determining at least one parameter of at least one device of a motor vehicle, wherein the detection device is designed to determine an electrical signal generated by the operation of the at least one device, wherein the detection device is designed to detect an overall signal formed from at least two individual signals, in particular current signals, assigned to at least two different devices and, based on a respective characteristic signature of the individual signals assigned to at least two devices, to determine one of the at least two devices for the at least one parameter. DE 10 2019 212 618 A1 describes a motor vehicle power steering system comprising a steering handle with at least one handle sensor for detecting the position of the steering handle, an electronically controlled longitudinal actuator with an electric motor for providing an actuating torque depending on the detected handle position, a mechanical power transmission for transmitting the actuating torque to steered wheels and a position sensor for detecting the position of the steered wheels, wherein a monitoring device is further provided which is designed to relate the wheel position detected by the position sensor to at least one input variable of the mechanical power transmission specified by the electric motor in order to monitor the function of the mechanical power transmission. DE 30 07 887 A1 relates to a device for measuring the wear of wear blocks, such as brake pads for vehicles of all kinds, magnets, etc., wherein the wear or operational readiness is indicated by an electrical or optical conductor inserted in the wear block, either directly or via contact with the part carrying the counter-friction surface against which the wear block comes into contact. A disadvantage of the current state of the art is that no chain of effects of an entire vehicle dynamics system can be reliably monitored, and therefore no sufficiently accurate control and regulation of the vehicle dynamics system can be carried out. The object of the present invention is to provide a method, a computer program product and a monitoring device by means of which a chain of effects of a vehicle dynamics device can be monitored in an improved manner and, if necessary, appropriate control and regulation measures can be taken. This problem is solved by a method, a computer program product, and a monitoring device according to the applicable independent patent claims. Advantageous embodiments are specified in the dependent claims. One aspect of the invention relates to a method for monitoring a chain of interactions of a vehicle dynamics system by means of a monitoring device. At least one first parameter of a first component of the chain of interactions is detected by means of a first fiber optic measuring device of the monitoring device. At least one second parameter of a second component of the chain of interactions is detected by means of a second fiber optic measuring device of the monitoring device. The first parameter is analyzed as a function of the second parameter, or vice versa, by means of an electronic computing unit of the monitoring device. The chain of effects is thus monitored depending on the analysis by means of the electronic computing device. The aim of the invention is therefore to enable reliable monitoring of the chain of effects of a vehicle dynamics system such as a chassis or steering system, particularly in increasingly autonomous vehicles. The method ensures that the various components of the vehicle dynamics system can be continuously and precisely controlled, regulated, and monitored bidirectionally in order to guarantee the safety and functionality of the vehicle. In particular, continuous monitoring by measuring at multiple points along the chain of effects, for example, of a chassis as a vehicle dynamics system, can be achieved using fiber optic measuring equipment with multiple measuring points. This ensures so-called health monitoring as well as continuous monitoring of driving characteristics, such as the straight-line tracking of the vehicle. This enables, in particular, the assurance of driving characteristics and safety via a coherent measurement system independent of the human factor, which is especially relevant in at least partially autonomous or fully autonomous operation. To be able to monitor, regulate, control, or shut down the entire functional and tolerance chain of the wheel position bidirectionally using current sensor concepts, the current state of the art requires, for example, the application of 300 strain gauges throughout the entire tolerance and functional chain. In addition to the problematic application of 300 strain gauges, the vehicle must also have a corresponding bus system that accommodates and integrates a strain gauge measuring amplifier. According to the invention, the entire functional and tolerance chain of the wheel position is monitored, regulated, controlled, and / or deactivated bidirectionally via the fiber optic measuring device. Individual measuring points can thus be integrated via the fiber optic measuring device, enabling simultaneous bidirectional monitoring of the entire functional and tolerance chain, for example, of the wheel position, as well as real-time monitoring of the component states along the entire functional and tolerance chain of the wheel position. This allows for health monitoring, for example, of the chassis component, enabling the strength-based dimensioning and design of fiber-reinforced plastics or raw materials. The natural raw material cycle can thus be better considered. The monitoring method according to the invention can, in particular, improve the possibility of autonomous driving and achieve cost savings through component material design. Due to the 100% monitoring of the vehicle's own health status, future vehicle components will no longer require over-dimensioned designs, or a design with a lower safety factor can be implemented. This makes it possible, for example, to dimension and design chassis components made of fiber-reinforced plastics or raw materials in terms of strength. Furthermore, a lightweight construction solution can be proposed. The future use of chassis components made of lightweight fiber-reinforced plastics offers weight advantages and further protects the natural cycle. In addition, efficiency can be increased.Reduced energy / power consumption in existing vehicles is achieved through lightweight construction solutions, while simultaneously increasing the efficiency of vehicle drive components. The reusability of raw materials is also a key advantage. Fiber-reinforced plastics are crucial for achieving climate goals. The vehicle dynamics system can preferably be used as part of a steer-by-wire (SBW) steering system. Steer-by-wire is a type of drive-by-wire system that replaces the traditional mechanical connection between the steering wheel and the front wheels with electronic signals. In an SBW system, input, such as from the driver on the steering wheel, is converted into electrical signals by an electronic control unit (ECU), which are then sent to an actuator that controls the steering gear. SBW systems offer several advantages over traditional mechanical steering systems: Improved vehicle dynamics: SBW systems can provide more precise and responsive steering, resulting in better vehicle handling and stability. They can also enable advanced driver assistance systems (ADAS) such as lane keeping assist and automated parking.Reduced weight and complexity: SBW systems eliminate the need for heavy mechanical linkages, reducing vehicle weight and simplifying design. This can lead to improved fuel efficiency and reduced manufacturing costs. Increased flexibility: SBW systems can be adapted to different driving modes or conditions. For example, they can provide a lighter or heavier steering feel depending on vehicle speed or driver preference. Enhanced safety: SBW systems can provide redundancy and emergency response in the event of component failure. They can also be integrated into advanced safety features such as collision avoidance and emergency braking. Autonomous driving is a field of vehicle technology that focuses on the development and deployment of systems to support or take over the control of a vehicle without requiring human intervention. Autonomous vehicles utilize advanced technologies such as sensors, cameras, lidar, radar, and artificial intelligence (AI) to perceive their surroundings, make decisions, and navigate the vehicle safely. The benefits of autonomous driving include a potential reduction in traffic accidents caused by human error, less congestion, increased mobility for people without a driver's license or with limited mobility, and more efficient use of road space and resources. The challenges of autonomous driving lie in developing robust, reliable, and safe systems that can function in varying weather conditions, traffic situations, and environments. Chassis monitoring plays a crucial role in the context of autonomous driving, as it encompasses the sensors and data analysis required to monitor and control the chassis components of an autonomous vehicle. Chassis monitoring contributes to ensuring a safe, comfortable, and efficient driving experience. Sensors, particularly fiber optic sensors, and other monitoring systems are used to track the condition of tires, brakes, springs, dampers, shock absorbers, and steering systems in real time. This information allows the vehicle to detect potential problems early and, if necessary, take corrective action to ensure the vehicle's safety and comfort. Chassis monitoring helps analyze the driving behavior of an autonomous vehicle using data such as speed, steering angle, pitch, roll, and yaw angles, as well as acceleration vectors.By adjusting the chassis control in real time, the vehicle can ensure an optimal balance between comfort, safety, and performance. Chassis monitoring helps to detect potential collisions early by identifying hazardous situations such as aquaplaning, sudden braking maneuvers, or unstable driving behavior, and to initiate appropriate countermeasures. By monitoring the condition of chassis components and optimizing driving dynamics, the autonomous vehicle can reduce fuel consumption and increase range, which is particularly relevant for electric vehicles. The data collected by chassis monitoring can be used for predictive maintenance and fault diagnosis to reduce unplanned downtime and optimize the vehicle's total cost of ownership. By using fiber optic measuring devices, autonomous vehicles can continuously improve their driving dynamics and performance, thus achieving even higher levels of safety, comfort and efficiency. Furthermore, it is intended that the fiber optic measuring device will detect at least one strain and / or one compression of the component. Specifically, the fiber optic measuring device can detect strain and / or compression accordingly. For example, strain or compression can be determined based on different measurement points. Various other pieces of information can then be obtained from the strain or compression. For example, corresponding vibrations can also be detected via the strain and compression. Furthermore, force and pressure can also be indirectly detected via the corresponding strain or compression. Thus, reliable monitoring of the component can be achieved using the fiber optic measuring device. According to an advantageous embodiment, the first component and its corresponding second component are monitored. For example, a first component can be arranged on a steering rod in the direction of a first wheel, and a second component can be arranged on the opposite side at the second wheel. When steering, for example, a strain can be detected by the first fiber optic measuring device, and a corresponding compression by the second fiber optic measuring device. These correspond accordingly, especially with a functioning tie rod. For example, the measured forces at both components are essentially the same in magnitude and differ only in sign. Thus, the chain of effects can be reliably monitored redundantly. It is further advantageous to monitor at least a third component that is independent of the first and second components, with the at least three components being interconnected. For example, an additional fiber optic measuring device can be arranged at a wheel bearing. Corresponding forces are thus also observed at the wheel bearing, particularly during steering. These forces essentially correspond to the forces on the steering rod, but are not identical. Therefore, by monitoring the three components, the entire chain of effects can be reliably monitored. It is further advantageous to monitor both the first component and the independent second component. For example, as already mentioned, a fiber optic measuring device can be arranged on the steering column and a second fiber optic measuring device on a corresponding wheel bearing. These are independent of each other, but are operatively connected, particularly within the chain of action. Forces that can thus be measured at the first component are related to forces that can be measured at the second component. These can be monitored accordingly and compared to each other. This makes it possible to implement monitoring at different components of the chain of action. It has also proven advantageous to monitor a chassis component of the vehicle as a driving dynamics device. The chassis component can be monitored, for example, during steering. Thus, for instance, the steering can be monitored during at least partially autonomous or fully autonomous driving. It is also advantageous if at least 30 measuring points are provided by the fiber optic measuring device. In particular, fewer or more than 30 measuring points can also be provided. However, the fiber optic measuring device makes it possible to monitor all 30 measuring points via a single channel. Thus, 30 measuring points can be monitored via a single channel, enabling simple yet reliable monitoring via the fiber optic measuring device. It has also proven advantageous to determine the temperature of a component based on its specific strain and / or compression. This allows for temperature determination based on strain and / or compression. The temperature can then be used, for example, to monitor the component's condition or health. This enables simple monitoring of the components or the entire process chain. The presented method is, in particular, at least in part, a computer-implemented method. A further aspect of the invention relates to a computer program product with program code means which, when executed by the electronic computing device, cause the electronic computing device to carry out a method according to the preceding aspect. Furthermore, the invention also relates to a computer-readable storage medium containing at least the computer program product according to the preceding aspect. A further aspect of the invention relates to a monitoring device for monitoring a chain of actions of a vehicle dynamics system, comprising at least a first fiber optic measuring device, a second fiber optic measuring device, and an electronic computing device, wherein the monitoring device is configured to carry out a method according to the preceding aspect. In particular, the method is carried out by means of the monitoring device. Furthermore, the invention also relates to a motor vehicle with at least one monitoring device according to the preceding aspect. The motor vehicle is specifically designed as at least partially autonomous or as a fully autonomous motor vehicle. In the present disclosure, a computing unit / electronic computing device can be understood, for example, as a data processing device with processing circuits. A computing unit can therefore perform arithmetic operations to process data. These arithmetic operations can also include indexed access to a data structure, such as a lookup table (LUT). A computing unit may, in particular, comprise one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example, one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more systems on a chip (SoCs). The computing unit may also include one or more processors, for example, one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, in particular one or more digital signal processors (DSPs). The computing unit may also comprise a physical or virtual cluster of computers or other units of the aforementioned type. A processing unit can also include one or more hardware and / or software interfaces and / or one or more memory units. A memory unit can be implemented as volatile data storage, for example as dynamic random access memory (DRAM) or static random access memory (SRAM), or as non-volatile data storage, for example as read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or flash EEPROM, or ferromagnetic random access memory (FRAM).a magnetoresistive random access memory, MRAM (magnetoresistive random access memory), or a phase-change random access memory, PCRAM (phase-change random access memory). For use cases or application situations that may arise during the procedure and are not explicitly described here, it may be provided that, according to the procedure, an error message and / or a request for user feedback is issued and / or a default setting and / or a predetermined initial state is set. The invention also includes combinations of the features of the described embodiments. Exemplary embodiments of the invention are described below. Figure 1 shows a schematic side view of an embodiment of a motor vehicle with an embodiment of a monitoring device; Figure 2 shows a schematic perspective view of an embodiment of a fiber optic measuring device; Figure 3 shows a schematic top view of an embodiment of a chassis of a motor vehicle; and Figure 4 shows a schematic perspective view of an embodiment of a chassis of a motor vehicle. The embodiments described below are preferred embodiments of the invention. In these embodiments, the described components each represent individual features of the invention that can be considered independently of one another. Each of these features further develops the invention independently and can therefore be considered part of the invention individually or in a combination other than that shown. Furthermore, the described embodiments can also be supplemented by other features of the invention already described. In the figures, identical or functionally equivalent elements are provided with the same reference symbols. Fig. 1 shows a schematic side view of an embodiment of a motor vehicle 1. The motor vehicle 1 has at least one vehicle dynamics unit 2, for example in the form of a chassis. Furthermore, the motor vehicle 1 has at least one monitoring device 3. The monitoring device 3 is designed to monitor a chain of actions of the vehicle dynamics unit 2 of the motor vehicle 1. For this purpose, the monitoring device 3 has, in particular, at least a first fiber optic measuring device 4 and a second fiber optic measuring device 5. The monitoring device 3 also has an electronic computing unit 6. In particular, it is provided that at least one first parameter at a first component 7 (Fig. 4) of the chain of effects is acquired by means of the first fiber optic measuring device 4. Furthermore, at least one second parameter at a second component 8 (Fig. 4) of the chain of effects is acquired by means of the second fiber optic measuring device 5. The first parameter is analyzed as a function of the second parameter, or vice versa, by means of the electronic computing device 6. The chain of effects is monitored by means of the electronic computing device 6 as a function of the analysis. Fig. 2 shows a schematic perspective view of an embodiment of a fiber optic measuring device 4, illustrated here by way of example using the first fiber optic measuring device 4. In the following embodiment, the fiber optic measuring device 4 has a core 16 and a cladding 17. In the following embodiment, the core 16 is specifically designed as a single-mode fiber. A fiber Bragg grating 18 is also shown. The fiber Bragg grating 18 represents, for example, a potential measurement with a plurality of measuring points, such as 30 measuring points, which can be connected via a single channel. The basic principle is similar to a strain gauge. The fiber optic measuring device 4 measures the stress and strain changes. The most important difference is that a measuring channel can be configured with 30 measuring points. With a strain gauge, one measuring channel is required for each measuring point.A fiber optic measuring device 4 is, in particular, a periodic structure that reflects only one specific wavelength of the light guided in the fiber core. The measuring principle consists of a quartz glass fiber protected by a plastic coating. The fiber Bragg grating 18 is integrated into the plastic coating. Each measuring point is only a few millimeters long and is inscribed as a microstructure into the core 16 of the single-mode fiber using a UV laser. Due to strain and temperature, the fiber and the integrated fiber Bragg grating 18 are compressed / stretched. As a result, the wavelength of the reflected laser changes at that point, and the measured value can thus be interpreted by the interrogator, in particular an evaluation unit. The evaluation system, in particular the interrogator, evaluates all measuring points and uses them to create a status report, detecting all corresponding changes. The fiber optic measuring device 4 can be used to detect, in particular, strain, force, vibration, temperature and pressure. Fig. 3 shows a schematic top view of a vehicle dynamics device 2, in this case, in particular, a chassis. In this case, a tie rod is shown as the first component 7, and a wheel bearing 15 is shown as a further component. In the following embodiment, a first fiber optic measuring device 4 is shown on the tie rod, and a further fiber optic measuring device 10 is shown on the wheel bearing 15. Fig. 4 again shows a holistic vehicle dynamics system 2, in particular in the form of the chassis. Specifically, a left wheel bearing 14 and a right wheel bearing 15 are shown. Furthermore, Fig. 4 shows that, in particular, a plurality of fiber optic measuring devices 4, 5, 9, 10, 11, 12, 13, 19, 20 can be configured on different components 7, 8, 14, 15. In particular, it may be provided that, for example, the first component 7 and the corresponding second component 8 are monitored. For instance, with appropriate control, it may be provided that the first fiber optic measuring device 4 is stretched and the second fiber optic measuring device 5 is compressed. It can also be provided that at least a third component, for example the wheel bearing 15, is monitored independently of the first component 7 and the second component 8, whereby at least the three components 7, 8, 15 are operatively connected to each other. Alternatively, the first component 7 and the independent second component 8, in this case for example the wheel bearing 15, can be monitored accordingly.

Claims

Method for monitoring a chain of action of a vehicle dynamics device (2) of a motor vehicle (1) by means of a monitoring device (3), comprising the steps of: - detecting at least one first parameter at a first component (7) of the chain of action by means of a first fiber optic measuring device (4) of the monitoring device (3); - detecting at least one second parameter at a second component (8) of the chain of action by means of a second fiber optic measuring device (5) of the monitoring device (3); - analyzing the first parameter as a function of the second parameter by means of an electronic computing device (6) of the monitoring device (3);and monitoring the action chain depending on the analysis using the electronic computing device (6), wherein at least one strain on one of the components (7, 8) and / or one compression on one of the components (7, 8) is detected using at least one of the fiber optic measuring devices (4, 5). Method according to claim 1, characterized in that the first component (7) and the corresponding second component (8) are monitored. Method according to claim 2, characterized in that at least a third component (14, 15) is monitored, which is independent of the first component (7) and the second component (8), wherein the at least three components (7, 8, 14, 15) are operatively connected to each other. Method according to claim 1, characterized in that the first component (7) and the independent second component (8) are monitored. Method according to one of the preceding claims, characterized in that a chassis component of the motor vehicle (1) is monitored as a vehicle dynamics device (2). Method according to one of the preceding claims, characterized in that at least thirty measuring points are provided by means of at least one of the fiber optic measuring devices (4, 5). Method according to one of the preceding claims, characterized in that a temperature is determined on one of the components (7, 8) based on the determined elongation and / or compression. Computer program product with program code means which cause an electronic computing device (6) to perform a method according to one of claims 1 to 7 when the program code means are processed by the electronic computing device (6). Monitoring device (3) for monitoring a chain of actions of a vehicle dynamics device (2) of a motor vehicle (1), comprising at least a first fiber optic measuring device (4), a second fiber optic measuring device (5) and an electronic computing device (6), wherein the monitoring device (3) is configured to carry out a method according to one of claims 1 to 7.

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