Method for identifying damage in vehicle exterior panels - Patents.com

Abstract

Proposed herein is a method (20) for identifying damage in an exterior skin of a vehicle (40), where the vehicle (40) is configured as a specific type of vehicle (40) having specific vehicle data, and where the damage can be classified into at least two groups, the first group of damage having a higher severity than the second group of damage. The acceleration of the vehicle (40) is determined using an acceleration sensor and / or the angular velocity of the vehicle (40) is determined using an angular velocity sensor. The first group of damage is identified if the acceleration of the vehicle (40) exceeds an acceleration threshold and / or the angular velocity of the vehicle (40) exceeds an angular velocity threshold. The acceleration and / or angular velocity are compared with acceleration and / or angular velocity values ​​learned for the specific vehicle type, and the second group of damage is identified if the damage is identified depending on the comparison with the learned values.

Description

[Technical field]

[0001] Background technology DE 10 2012 018 521 A1 discloses a method for detecting damage in a control device. [Prior art documents] [Patent documents]

[0002] [Patent Document 1] DE 102012018521 A1 Summary of the Invention [Means for solving the problem]

[0003] Disclosure of the Invention Proposed herein is a method for identifying damage in a vehicle skin, where the vehicle is configured as a vehicle of a particular type having particular vehicle data, and where the damage is classified into at least two groups, with the damage of the first group having a greater severity than the damage of the second group. Furthermore, an acceleration sensor is used to determine the acceleration of the vehicle and / or an angular velocity sensor is used to determine the angular velocity of the vehicle. The damage of the first group is identified if the acceleration of the vehicle exceeds an acceleration threshold and / or if the angular velocity of the vehicle exceeds an angular velocity threshold. Furthermore, the acceleration and / or the angular velocity are compared with acceleration and / or angular velocity values ​​learned for the particular vehicle type, and the damage of the second group is identified if the damage is identified depending on the comparison with the learned values.

[0004] The advantage of the present invention is that not only larger damages but also smaller damages can be identified by using the proposed method. By referring to the various specifications of the vehicle and comparing with the learned values, in particular smaller damages can be reliably identified. This makes it possible to identify when the current driver has caused damage to the vehicle, if the vehicle is used as a shared vehicle and different drivers go out with the vehicle. This makes it possible to identify, in particular, whether the damage requires immediate or quick repair. By determining the acceleration and / or angular velocity at the current time, in particular by comparing the current acceleration or angular velocity values ​​with threshold values, it makes it possible to determine in real time whether damage has been caused to the vehicle, and thus in particular whether an accident has been caused. This makes it possible, in particular, to directly associate the damage that has occurred with the driver currently driving the vehicle. This is particularly suitable for applying the method to vehicles that can be rented by various people, for example vehicles of a mobility service provider. For example, the driver can be sued for a collision or for the damage that has occurred. Furthermore, damage in the vehicle can be identified and thus remedied, so that the vehicle can be kept in a particularly safe or comfortable state, especially in the event of frequent driver changes.

[0005] Moreover, the advantage of the present invention is that the identification of damage is not only based on threshold values, but also vehicle specifications are associated with them, and these data are compared with damage data, especially with already learned or historical damage data. This allows the identification of damage to be performed precisely in classification, especially in identifying the location of damage. Due to the timely notification of the vehicle owner, the damage can be repaired more quickly, and thus the vehicle can always be kept in good condition. Furthermore, when the vehicle is a fleet vehicle, especially here, when the fleet vehicle has one owner and multiple users, it is possible to timely and objectively identify who caused the damage.

[0006] The vehicle may be configured as a passenger car. The damage may be formed as damage to the skin of the vehicle. The damage may occur, for example, during an accident, when the vehicle hits another object from behind. The damage to the skin of the vehicle may in particular include dents, paint scratches or other damage to the vehicle. A first group of damage may include, for example, damage to the rear or front area, which occurs during a rear-end collision, as well as dropped side mirrors. A second group of damage may include, for example, paint scratches or smaller dents in the sheet metal. Some damage may occur during driving, for example when the vehicle hits another vehicle, or when parking, for example when the bumper hits a curb, or in a parked state, damage due to a collision with a shopping cart. Depending on the speed and the state of the vehicle, the damage may be scratches, dents or large damage. In particular, underfloor damage occurring during driving, for example through sleepers, may be identified.

[0007] In an exemplary embodiment, the values ​​to be learned for a particular vehicle type are learned using machine learning from already identified damages of the particular vehicle type. For example, these values ​​are learned for a number of different vehicle types. This allows particularly damage to be perceived reliably and / or safely. This preferably allows also smaller damages to be identified, e.g. not exceeding a minimum threshold, in particular an acceleration or angular velocity threshold. Learning can, for example, reduce the probability of erroneous reporting of incorrectly identified damages.

[0008] In a further development, the damage of the first group requires in particular repair of the damage. In particular, the damage of the first group has a greater severity, in particular a greater severity, than the damage of the second group. This makes it possible to determine whether the vehicle can be used further. This makes it possible to reliably determine whether the vehicle requires immediate repair. This makes it possible, in particular, to increase road traffic safety, since it is possible to prevent vehicles with severe damage from being used further in road traffic.

[0009] Advantageously, the first threshold value of the acceleration can be formed as a value of about 2 g to 3 g, in particular 2.3 g to 2.5 g, in particular 2.3 g. This allows a first group of damage to be identified in a particularly safe and reliable manner. Particularly severe damage, which requires repair, can lead to, for example, an impact on road traffic safety. Thus, a safe identification of the first group of severe damage can increase road traffic safety.

[0010] Furthermore, the specific vehicle data may in particular be data on the vehicle geometry and / or axle distance and / or model and / or body type and / or weight of the vehicle. Different vehicle geometries or axle distances of various vehicle types result in characteristic acceleration or angular velocity values ​​that are indicative of specific damage due to an accident. Thus, by incorporating the specific vehicle data, damage, in particular also smaller damage, in particular superficial damage, can be safely and / or reliably identified. In relation to vehicle specifications, such as for example vehicle geometry, axle distance, model, body type and / or weight, the method is preferably more accurate than other methods without reference to the vehicle specifications.

[0011] In a preferred embodiment, the acceleration and / or angular velocity are compared to acceleration and / or angular velocity values ​​learned for a particular vehicle type when the vehicle acceleration is above the second acceleration threshold and below the first acceleration threshold and / or when the vehicle angular velocity is above the second angular velocity threshold and below the first angular velocity threshold, thereby making it possible to identify smaller damages that may have been caused by smaller or less severe accidents.

[0012] Advantageously, the location of the damage on the vehicle can be identified depending on the comparison with the learned values. This allows, in particular, a safe and / or reliable identification of the location of the damage on the vehicle. This location can, in particular, be documented. This allows for facilitating the repair of the vehicle. According to one development, the outer skin of the vehicle can be divided into at least nine different zones, where the location of the damage in one or more of the nine areas on the vehicle is identified depending on the comparison with the learned values. This allows for facilitating further measures, for example the repair of the vehicle, in particular by making it possible to indicate the location of the part of the vehicle that should or needs to be repaired.

[0013] In an exemplary embodiment, if damage is identified in the outer skin of the vehicle, in particular a report is output. This allows the damage to be reported, for example, to a server. Furthermore, the damage can be stored, in particular using the report. The report of the damage can in particular trigger further actions. For example, if severe damage is identified, repairs may be required, in which case this can be reported, for example, to a server. In one development, the report can be used to trigger or request repairs.

[0014] Furthermore, an apparatus for identifying damage in an outer skin of a vehicle is proposed, which apparatus is configured to perform a method for identifying damage in an outer skin of a vehicle.

[0015] In a further development, the device may have an acceleration sensor for determining the acceleration of the vehicle and / or an angular velocity sensor for determining the angular velocity of the vehicle, whereby in particular the current acceleration of the vehicle or the current angular velocity of the vehicle can be determined. By comparing the current acceleration or angular velocity value with a threshold value, it can be determined, in particular in real time, whether damage has been caused to the vehicle.

[0016] In the drawings, embodiments of the invention are illustrated and are described in detail in the following specification. The same reference numerals are used for elements which act similarly and are illustrated in the various drawings, and a repeated description of these elements is omitted here. [Brief description of the drawings]

[0017] [Figure 1] 1 is a schematic diagram of a method for identifying damage according to one embodiment of the present invention. [Diagram 2] 1 is a schematic diagram of a method for identifying damage according to one embodiment of the present invention. [Diagram 3] FIG. 2 is a schematic diagram of a graph according to an embodiment of the present invention. [Figure 4] 1 shows a schematic diagram of a vehicle equipped with a device according to an embodiment of the invention; [Diagram 5] 1 shows a schematic diagram of a vehicle equipped with a device according to an embodiment of the invention; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] EMBODIMENTS OF THE PRESENTINVENTION In Fig. 1 a schematic diagram of a method 20 for identifying damage according to an embodiment of the invention is shown. The method 20 is arranged to identify damage in the outer skin of a vehicle. The method 20 can in particular be executed on the device by the device according to Fig. 4 and / or Fig. 5. Advantageously, the method 20 is based in particular on driving dynamics data, for example accelerations and / or angular velocities, captured by the device.

[0019] The vehicle is configured in this embodiment as a vehicle of a specific type having specific vehicle data. In an exemplary embodiment, the specific data may be vehicle geometry, model, body type, weight and / or wheelbase vehicle data of the vehicle. In other words, the vehicle for which potential damage is to be identified is a vehicle of a specific vehicle type having specific data. The method can in particular be implemented or optimized for different vehicle types. For this purpose, data or vehicle data of different vehicle types can be learned. In other words, the method can be specifically designed for different vehicle types. Advantageously, the method can distinguish which vehicle is involved in order to optimize the damage identification for a specific vehicle type.

[0020] In a first step 22 of the method 20, the acceleration of the vehicle is determined using an acceleration sensor and / or the angular velocity of the vehicle is determined using an angular velocity sensor. Preferably, the acceleration of the vehicle is measured using an acceleration sensor and / or the angular velocity of the vehicle is measured using an angular velocity sensor. In one development, further influencing quantities can be measured, for example the turning angle. In other words, by using the sensors, it can be captured whether an abnormal acceleration or deceleration has occurred in the vehicle and / or whether the angular velocity of the vehicle has changed compared to the direction of travel. This makes it possible to determine whether damage has occurred in the vehicle.

[0021] In a second step 24 of the method 20, potential damage is identified. The damage can be classified into at least two groups, with the damage of the first group having a greater severity than the damage of the second group. In a preferred embodiment, the damage of the first group requires repair of the damage. The groups can be referred to as damage classes, for example. In the first group, for example, damage with a certain severity, particularly resulting in repair, can be classified. At least a vehicle with identified damage of the first group should not proceed further, particularly without inspection. In the second group, damage with a lesser severity than the damage of the first group can be classified. For example, significant damage or cosmetic damage is acceptable for the second group. In particular, the second group can be further subdivided into a first subgroup including significant damage that should be repaired quickly but allows the vehicle to continue driving, and a second subgroup including cosmetic damage, such as light scratches, that do not require immediate repair. In other words, the damage can be formed as damage in the outer skin of the vehicle. In other words, the captured data is tested and classified using an algorithm.

[0022] Preferably, the damage can be classified into three classes, with a first class of more severe damage, a second class of significant damage, and a third class of superficial damage, such as scratches or dents, in other words, a distinction is made between several classes: superficial damage (scratches, dents), significant damage, and severe damage.

[0023] In order to identify the damage, in particular the current acceleration and / or angular velocity values ​​are compared to stored thresholds. A first group of damage is identified if the acceleration of the vehicle exceeds an acceleration threshold and / or if the angular velocity of the vehicle exceeds an angular velocity threshold.

[0024] Advantageously, in one development, the acceleration threshold may be formed as a value that leads to clearly visible damage on the outer skin of the vehicle. Advantageously, in a further development, the acceleration threshold may be formed as a value of about 2g to 3g, in particular 2.3g to 2.5g, in particular 2.3g. Advantageously, the acceleration threshold is a value that does not result from the raw signal, but from a low-pass filtered signal, for example a moving average value over 60 ms. Furthermore, the various signal components can be weighted in the X-direction, the Y-direction and the Z-direction. This means that amplitudes of 2.3g or more than 2.5g, for example 7g, may be formed in the signal, but this does not necessarily mean that the acceleration threshold does not necessarily have to lead to a value of about 2g to 3g, in particular 2.3g to 2.5g, in particular 2.3g.

[0025] Furthermore, the acceleration and / or angular velocity are compared with acceleration and / or angular velocity values ​​learned for a particular vehicle type. The second group of damage is identified if the damage is identified depending on the comparison with the learned values. In other words, the identification of damage in the vehicle is based on two principles, on the one hand on the exceeding of a threshold value of the acceleration or deceleration and / or angular velocity in the vehicle and on the other hand on the comparison with the learned values. In a further development, the first group of damage can be identified if the first group of damage is identified depending on the comparison with the learned values.

[0026] Preferably, the learned value for a specific vehicle type is learned by machine learning from already identified damages of the specific vehicle type. In other words, the value is learned by performing a series of inspections of the specific vehicle type. For this purpose, a series of inspections with different vehicle types can be performed, whereby the method for identifying damages can be performed for a plurality of different vehicle types. To improve the learned value, an algorithm is arranged for a specific vehicle or a specific vehicle type, in particular for damage identification. In other words, the method takes into account which vehicle type is. As vehicle type, for example, the brand and / or size and / or type of vehicle can be understood. Furthermore, specific vehicle data such as length, width, axle distance, weight, etc. are taken into account.

[0027] In other words, the algorithm is trained for a reliable identification of damage. For this purpose, actual field tests were carried out on various vehicle types, in particular different models, equipped with the device. Preferably, the collected data was on the one hand created as a damage database, and on the other hand the algorithm was gradually improved. This type of improvement can preferably be continued in a continuous manner, so that the database is always more extensive and the identification is always more accurate.

[0028] In a preferred embodiment, the acceleration and / or angular velocity may be compared to acceleration and / or angular velocity values ​​learned for a particular vehicle type when the vehicle acceleration is above the second acceleration threshold and below the first acceleration threshold, and / or when the vehicle angular velocity is above the second angular velocity threshold and below the first angular velocity threshold.

[0029] The second step 24 of the method 20 can be performed in the cloud. For this purpose, the captured data, acceleration or angular velocity, is transmitted to the cloud, where in one development the damage can be classified and associated with further influencing factors, for example the speed of the vehicle, in order in particular to determine the location of the damage. In an alternative embodiment, the second step 24 of the method 20 can be executed on the device.

[0030] In a third step 26 of the method 20, in one development, a report can be output if damage is identified in the vehicle skin. For example, if damage is identified, the measured acceleration and / or angular velocity values ​​or further values, such as for example the time point at which the damage was identified, can be output as a report. In one development, the report can be used to transmit further GPS data and thus the position of the vehicle and / or a graph in which the acceleration or angular velocity is displayed over time and / or the probability that the damage is determined and / or the road visibility around the vehicle. The report can in particular be transmitted to a server. In one development, the report can be saved. This report can be saved, for example, locally or on a server. In a preferred embodiment, the report can provide the mobility service provider with information about the damage.

[0031] In other words, in a third step 26 of the method 20, the damage is reported to the vehicle owner. For this purpose, the captured data can in particular be enriched with further information, so that not only the damage class and the damage location are reported, but also, for example, the date and time of the damage. The damage reporting takes place via a push interface between the cloud and the vehicle owner, in particular via the cloud or an e-mail of the vehicle owner. In addition to the transmitted data, the vehicle owner can in one development view additional information on the damage in the customer dashboard. For this purpose, for example, the GPS coordinates or a street view of the place where the damage occurred can be counted. Furthermore, the dashboard can store what speed the vehicle had and it is also possible to add a graph with the acceleration values ​​on all three axes. The vehicle owner can thus trace back when, where and to what extent the damage occurred.

[0032] In other words, the identified damage can be reported to the vehicle owner in a timely manner, so that the vehicle owner can take action. For this purpose, the damage event can notify the vehicle owner's backend, in particular via the cloud, or can trigger an email notification. The vehicle owner can then decide based on these data whether to have the vehicle repaired or not.

[0033] In one development, the method can be started anew. If damage should not be determined for a longer period, the method, and thus the device on which it is executed, can be put into standby mode. The device can therefore be operated in low power mode, which allows energy to be saved. In other words, the device can be connected to the voltage supply of the vehicle's battery. In order not to overload the battery, the device can have three operating states in an exemplary embodiment: an activation mode while driving, a low power mode when the vehicle is not operated for more than 15 minutes, and an ultra-low power mode when the vehicle is not operated for a period of more than 14 days.

[0034] The method can be preferably implemented during driving or when the vehicle is parked. In other words, the damage identification can be performed during driving and when the vehicle is parked, and therefore can be performed independently of the operating mode. In one development, the method can be started when a predefined acceleration threshold or angular velocity threshold is exceeded.

[0035] In other words, to identify the damage, vehicle driving dynamics data, in particular acceleration and / or angular velocity, are captured. For this purpose, a device, in particular configured as a sensor box, is arranged in the vehicle. This device can test the vehicle driving dynamics with the aid of an algorithm and transmit the sensor data to the cloud if a threshold is exceeded. In the cloud, the data is tested again by the algorithm and classified. If there is severe damage, this is reported to the vehicle owner, in particular to the mobility service provider. If there is significant or superficial damage, the captured data is compared with damage data from a database with learned data so that it is possible to determine which type of damage, in particular superficial or significant damage, exists. In addition to the classification of the damage, in a further development, the location where the damage occurs on the outer skin of the vehicle can be identified.

[0036] Advantageously, the sensor coordinate system, which depends on the mounting position of the device, can be transformed into a central vehicle coordinate system. Using the vehicle-specific mounting information of the device, the acceleration values ​​in combination with the angular velocities can be corrected as if they were measured in the center of the vehicle, in particular due to a rotation through the windscreen or a shift relative to the center of gravity of the vehicle. This can reduce or prevent false triggering of the system. In other words, the transformation of the sensor data measured on the inclined windscreen into a coordinate system at the center of gravity of the vehicle can be performed with the usual longitudinal / lateral / vertical axes there. Advantageously, the filtered acceleration values ​​are continuously compared against an input threshold value, which can in particular be configured as a trigger.

[0037] For classification of damage, values ​​describing the signal characteristics of acceleration and angular velocity can be calculated, which can preferably be in vehicle class specific sub-areas, so that the damage is assigned to a certain class. Furthermore, in particular, the turning angle and the area on the vehicle resulting from this turning angle can be identified. For severe damage, the acceleration values ​​preprocessed with the angular velocity can be compared against a threshold value.

[0038] Additionally, the correction model may be developed to take into account the damage susceptibility of various vehicle regions. Preferably, soft parts of the vehicle may have more damage than hard regions of the vehicle when subjected to a similar action, and hard regions may have less damage than soft regions when subjected to a similar action. For example, a soft corner may have more damage than a hard bumper when subjected to a similar action, and a hard bumper may have less damage than a soft corner when subjected to a similar action.

[0039] In Fig. 2 a schematic diagram of a method 20 for identifying damage according to an embodiment of the invention is shown. The method 20 is configured to identify damage in an outer skin of a vehicle. The method 20 can in particular be executed by or on an apparatus according to Fig. 4 and / or Fig. 5. The method 20 can comprise the steps of the method 20 according to Fig. 1 and therefore can comprise a first step 22, a second step 24 and a third step 26.

[0040] Furthermore, the method 20 according to FIG. 2 comprises a fourth step 28, which can be performed in parallel to the second step 24 or can be performed together with the second step 24. In the fourth step 28 of the method 20, the location of the damage on the vehicle is identified depending on the comparison with the learned values. In other words, the location of the damage on the skin of the vehicle can be identified using the learned values ​​and using the acceleration and / or angular velocity values. For this, the skin of the vehicle can be divided in a preferred embodiment, for example according to the embodiment according to FIG. 5, into at least nine different zones, where the location of the damage in one or more of the nine areas on the vehicle is identified depending on the comparison with the learned values. In other words, in addition to the damage class or damage severity, it is identified which location the damage is present at. In other words, by using the method, the location or position on the vehicle where the damage is occurring can be identified. Advantageously, the location or position of the identified damage can be determined by a comparison of the current acceleration and / or angular velocity values ​​with stored threshold values.

[0041] Preferably, the location or position where the damage is identified may be output, stored and / or transmitted to a server using a report according to a third step 26 .

[0042] 3 shows a schematic diagram of a graph 30 according to an embodiment of the present invention. In the graph 30, a function of the acceleration of the vehicle is shown with respect to time. In particular, a function of the acceleration of the vehicle 32 is shown in the X-direction of the vehicle, i.e. in the direction of travel. Furthermore, a function of the acceleration of the vehicle 34 is shown in the Y-direction of the vehicle, i.e. perpendicular to the direction of travel, in particular to the right and to the left with respect to the direction of travel. Furthermore, a function of the acceleration of the vehicle 36 is shown in the Z-direction of the vehicle, i.e. upwards and downwards with respect to the direction of travel.

[0043] At time 38, in particular an increase in the deviation of the three functions 32, 34, 36 can be identified, which allows damage to be identified and in particular classified into various groups or damage classes by comparing the deviations of the functions with threshold values ​​and / or by comparing the deviations with learned values.

[0044] In Fig. 4, a schematic diagram of a vehicle 40, e.g. an automobile, e.g. a passenger car, is shown having a vehicle occupant 42. The vehicle 40 has an apparatus 44 for identifying damage in the outer skin of the vehicle 40. On the apparatus 44, in particular the method can be implemented according to the method according to Fig. 1 and / or Fig. 2. The outer skin of the vehicle 40 can for example be referred to as the exterior area of ​​the vehicle 40.

[0045] For this purpose, the device 44 may in particular have an acceleration sensor for determining the acceleration of the vehicle and / or an angular velocity sensor for determining the angular velocity of the vehicle. Alternatively or additionally, the acceleration sensor and / or the angular velocity sensor may be arranged in the vehicle, in which case data determined by means of the sensors in the vehicle are transmitted to or received by the device 44.

[0046] The device 44 may, for example, be arranged on a windshield 46 of the vehicle 40. Alternatively or additionally, the device or further devices may be arranged on a vehicle roof 48. In a further development, the device 44 may be arranged materially connected to the windshield 46, for example by means of an adhesive, for example by means of an adhesive pad, in particular a double-sided adhesive tape or an adhesive pad. Alternatively, the device 44 may also be arranged on the vehicle roof 48 in a positive and / or frictional manner. In an alternative embodiment, the device 44 may be arranged on the dashboard or in the instrument cluster of the vehicle 40. In one development, the device 44 may be arranged on a pillar of the vehicle 40 or in the center of the vehicle 40, for example in an armrest.

[0047] Preferably, the device 44 is connectable to a battery 50 of the vehicle 40 for a voltage supply. In other words, the device 44 is connectable, for example, to the vehicle battery 50, in particular for operating the device 44.

[0048] In one development, the device 44 comprises a mobile transmission unit, which is configured to transmit data externally or outside the vehicle, for example to an external service provider and / or to a server and / or to the cloud.

[0049] In other words, the device 44 may be configured as a sensor box. The sensor box is configured as hardware that can be attached, for example, to the windshield of a vehicle. The sensor box includes one or more acceleration sensors and / or one or more angular velocity sensors. Furthermore, the device 44 may have a modem and / or a SIM card, which allows the box to transmit increased data autonomously, preferably to the cloud.

[0050] Preferably, the device is connected to a voltage supply 50 of the vehicle 40. In other words, the device is supplied with voltage from the vehicle, for example from the vehicle's battery.

[0051] In Fig. 5 a schematic plan view of a vehicle 40, e.g. an automobile, e.g. a passenger car, is shown with an apparatus 44 for identifying damage in the outer skin of the vehicle 40. The vehicle 40 according to Fig. 4 may be constructed according to the vehicle 40 according to Fig. 5. The apparatus 44 may in particular be constructed by the apparatus 44 according to Fig. 5. On the apparatus 44 the method can be carried out in particular according to the method according to Fig. 1 and / or Fig. 2.

[0052] In this preferred embodiment, the vehicle 40 or the skin of the vehicle 40 is divided into nine regions. Preferably, the vehicle 40 may have a first region 52 located in front of the front region of the vehicle. Furthermore, the vehicle 40 may have a second region 54 located in the left front part of the front region of the vehicle 40 and located at the transition to the side. In the left side region, the vehicle 40 may have a third region 56. In the rear left rear region, the vehicle 40 may have a fourth region 58 extending from the rear side region to the rear region. Preferably, the vehicle has a fifth region 60 in the rear region. In the rear right rear region, the vehicle 40 may have a sixth region 62. In the right side region, the vehicle 40 may have a seventh region 64. In the front area to the right of the front area of ​​the vehicle 40, the vehicle 40 can have an eighth area 66. Furthermore, the vehicle 40 has a ninth area 68, whereby the ninth area 68 is arranged below the vehicle in the lower area.

[0053] Advantageously, the identified damage can be identified or located in one of the regions 52 to 68. In other words, the damage can be associated with one of the regions 52 to 68. This allows the damage to be easily found, especially during an inspection. For example, this may allow for storage of the damage and storage of the location of the damage.

Claims

1. A method (20) for identifying damage in an exterior skin of a vehicle (40), comprising: the vehicle (40) is configured as a vehicle (40) of a particular vehicle type having particular vehicle data; The injuries are classified into at least two groups, the first group of injuries having a greater severity of injury than the second group of injuries; The acceleration of the vehicle (40) is determined using an acceleration sensor, and / or the angular velocity of the vehicle (40) is determined using an angular velocity sensor; the first group of damage is identified when an acceleration of the vehicle (40) exceeds an acceleration threshold and / or when an angular velocity of the vehicle (40) exceeds an angular velocity threshold; the acceleration and / or the angular velocity are compared to learned acceleration and / or angular velocity values ​​for the particular vehicle type; The method (20), wherein the second group of lesions is identified if the lesions are identified in dependence on a comparison with the learned values.

2. The method of claim 1 , wherein the learned value for the specific vehicle type is learned using machine learning from damage already identified for the specific vehicle type.

3. The method (20) of claim 1, wherein the first group of damage requires repair of the damage.

4. 2. The method (20) of claim 1, wherein the first acceleration threshold is formed as a value between 2g and 3g.

5. The method (20) of claim 1, wherein the specific vehicle data is vehicle geometry and / or wheelbase and / or model and / or body type and / or weight data of the vehicle (40).

6. 2. The method (20) of claim 1, wherein the acceleration and / or the angular velocity are compared to acceleration and / or angular velocity values ​​learned for the particular vehicle type when the acceleration of the vehicle (40) is above the second acceleration threshold and below the first acceleration threshold and / or when the angular velocity of the vehicle (40) is above the second angular velocity threshold and below the first angular velocity threshold.

7. The method (20) of claim 1, wherein a location of damage on the vehicle (40) is identified depending on the comparison with learned values.

8. 2. The method (20) of claim 1, wherein the exterior skin of the vehicle (40) is divided into at least nine different zones, and the location of damage in one or more of the nine regions in the vehicle (40) is identified depending on a comparison with learned values.

9. The method (20) of claim 1, wherein if damage is identified in the skin of the vehicle (40), a report is output.

10. 1. A device (44) for identifying damage in an exterior skin of the vehicle (40), comprising: The apparatus (44) is configured to perform the method (20) of claim 1.

11. The apparatus (44) of claim 10, wherein the apparatus (44) comprises an acceleration sensor for determining an acceleration of the vehicle (40) and / or an angular velocity sensor for determining an angular velocity of the vehicle.

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