EP4392293A1 - Procédé d'identification des dommages causés à une coque externe d'un véhicule - Google Patents

Procédé d'identification des dommages causés à une coque externe d'un véhicule

Info

Publication number
EP4392293A1
EP4392293A1 EP22764337.6A EP22764337A EP4392293A1 EP 4392293 A1 EP4392293 A1 EP 4392293A1 EP 22764337 A EP22764337 A EP 22764337A EP 4392293 A1 EP4392293 A1 EP 4392293A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
damage
acceleration
yaw rate
values
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22764337.6A
Other languages
German (de)
English (en)
Inventor
Yannick Fischer
Simon Koenig
Klaus Heyer
Martin Klein
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4392293A1 publication Critical patent/EP4392293A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
    • B60R16/0234—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions related to maintenance or repairing of vehicles
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
    • G06N20/00—Machine learning
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/304—Acceleration sensors

Definitions

  • a method for detecting damage to an outer shell of a vehicle the vehicle being designed as a vehicle of a specific type with specific vehicle data, damage being divided into at least two groups, damage in a first group having a greater severity of damage as a damage of a second group.
  • an acceleration of the vehicle is determined by means of an acceleration sensor and/or a yaw rate of the vehicle is determined by means of a yaw rate sensor. Damage to the first group is determined when the acceleration of the vehicle exceeds an acceleration threshold value and/or when the yaw rate of the vehicle exceeds a yaw rate threshold value.
  • the acceleration and/or the yaw rate are compared to values of an acceleration and/or a yaw rate learned for the specific vehicle type, damage to the second group being determined when damage is detected as a function of the comparison with the learned values.
  • any damage that has occurred can be assigned directly to a driver who is driving the vehicle at the moment.
  • This is particularly advantageous when using the method in vehicles that can be rented by different people, for example vehicles from mobility service providers.
  • a driver can be prosecuted for the violation or for the damage caused.
  • damage to vehicles can be detected and thus remedied, as a result of which the vehicles can be kept in a safe state or in a comfortable state, in particular even when there is a frequent change of driver.
  • the vehicle can be designed as a passenger car.
  • Damage can take the form of damage to the outer shell of the vehicle. Damage can occur, for example, in an accident, for example when a vehicle hits another object. Damage to an outer hull of a vehicle can in particular include dents, scratches in the paint or other damage to the vehicle.
  • Damage in the first group can include, for example, damage to the rear or front area caused by a rear-end collision or a detached side mirror.
  • Damage in the second group can include, for example, a scratch in the paintwork or a small dent in the sheet metal. Damage can occur while driving, for example when one vehicle crashes into another vehicle, when parked, for example when the bumper hits the curb, or when parked, for example damage caused by a shopping cart impact. Depending on the speed and the condition of the vehicle, the damage can be a scratch, a dent or severe damage. In particular, damage to the underbody can be determined that occurs while driving, for example over a speed bump.
  • the values learned for the specific vehicle type are learned from damage already detected in the specific vehicle type by means of machine learning.
  • the values for several different vehicle types are learned.
  • damage in particular can be detected reliably and/or safely.
  • smaller damage can advantageously also be detected which, for example, does not lie above a minimum threshold, in particular a threshold of the acceleration or yaw rate.
  • the probability of error messages from incorrectly identified damage can be reduced.
  • damage to a first group requires the damage to be repaired in particular.
  • the damage in the first group has in particular a higher severity, in particular a higher damage severity, in particular in relation to damage in the second group. This makes it possible to determine whether the vehicle can continue to be used or not. It can thus be reliably determined whether the vehicle needs to be repaired immediately. In this way, in particular, road safety can be increased, since it can be prevented that vehicles with severe damage are still used in road traffic.
  • the first threshold value of the acceleration can advantageously be in the form of a value of approximately 2 g to 3 g, in particular 2.3 g to 2.5 g, in particular 2.3 g be.
  • the specific vehicle data can in particular be data on a vehicle geometry and/or a wheelbase and/or a model and/or a body type and/or a weight of the vehicle.
  • the different vehicle geometry and wheelbases of the different vehicle types result in characteristic acceleration and yaw rate values, which indicate specific damage caused by accidents.
  • damage in particular also minor damage, in particular cosmetic damage, can be detected safely and/or reliably.
  • the vehicle specifics such as the vehicle geometry, the wheelbase, the model, the body type and/or the weight, the method is advantageously more precise than other methods without reference to the vehicle specifics.
  • the acceleration and/or the yaw rate are compared with values of an acceleration and/or a yaw rate learned for the specific vehicle type when the acceleration of the vehicle exceeds a second acceleration threshold value and falls below a first acceleration threshold value and/or when the yaw rate of the vehicle exceeds a first yaw rate threshold value and falls below a first yaw rate threshold value.
  • minor damage which was caused in particular by minor or less serious accidents, can also be detected.
  • a position of the damage on the vehicle can advantageously be identified as a function of the comparison with the learned values.
  • a position of the damage on the vehicle can be detected in particular safely and/or reliably.
  • the position can be documented.
  • repair of the vehicle can be simplified.
  • the outer shell of the vehicle can be divided into at least nine different zones are divided, with a position of the damage being recognized in one or more of the nine areas on the vehicle depending on the comparison with the learned values.
  • the further procedure for example the repair of the vehicle, can be simplified in that in particular the position where the vehicle should or must be repaired can be specified.
  • a message is output in particular when damage to an outer shell of the vehicle is detected.
  • damage can be reported to a server, for example.
  • the damage can be saved, in particular by means of the report.
  • further actions can be triggered by reporting the damage. For example, if severe damage is detected, a repair may be necessary, and this may be reported to a server, for example.
  • the repair can be triggered or requested by means of the message.
  • the device can have an acceleration sensor for determining an acceleration of the vehicle and/or a yaw rate sensor for determining a yaw rate of the vehicle.
  • an acceleration sensor for determining an acceleration of the vehicle
  • a yaw rate sensor for determining a yaw rate of the vehicle.
  • FIG. 1 shows a schematic representation of a method for detecting damage according to an embodiment of the present invention
  • FIG. 2 shows a schematic representation of a method for detecting damage according to an embodiment of the present invention
  • Method 20 is designed to detect damage to an outer shell of a vehicle.
  • the method 20 can be carried out in particular on a device according to the device according to FIG. 5 and/or according to FIG. 6 .
  • Method 20 is preferably based in particular on the driving dynamics data, for example an acceleration and/or a yaw rate, which are recorded by the device.
  • the vehicle is designed as a vehicle of a specific type with specific vehicle data.
  • the specific data can be vehicle data relating to a vehicle geometry, a model, a body type, a weight and/or a wheelbase of the vehicle.
  • the vehicle whose potential damage is to be detected is a vehicle of a specific vehicle type with specific data.
  • the procedure can be carried out or optimized in particular for different vehicle types.
  • the data or the vehicle data of different vehicle types can be taught.
  • the method can be designed specifically for different vehicle types. The method is preferably able to distinguish which vehicle is involved in order to optimize the damage detection for a specific vehicle type.
  • 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.
  • the acceleration of the vehicle is preferably measured using an acceleration sensor and/or the yaw rate of the vehicle is measured using a yaw rate sensor.
  • other influencing variables such as the steering angle, can be measured.
  • the sensors can be used to detect whether there was an unusual acceleration or deceleration on the vehicle and/or whether the rate of rotation of the vehicle has changed compared to the direction of travel. This can be used to determine whether damage has occurred to the vehicle.
  • the current acceleration values and/or yaw rate values are compared with stored threshold values to determine the damage. Damage to the first group is determined when the acceleration of the vehicle exceeds an acceleration threshold value and/or when the yaw rate of the vehicle exceeds a yaw rate threshold value.
  • the signal can have an amplitude of more than 2.3 g or 2.5 g, for example 7 g, but this does not have to result in the acceleration threshold being a value of approximately 2 g to 3 g, in particular 2.3 g to 2.5 g, in particular 2.3 g, is achieved.
  • FIG. 2 shows a schematic representation of a method 20 for detecting damage according to an exemplary embodiment of the present invention.
  • Method 20 is designed to detect damage to an outer shell of a vehicle.
  • the method 20 can be carried out in particular on a device according to the device according to FIG. 5 and/or according to FIG. 6 .
  • the method 20 can have the steps of the method 20 according to FIG. 1, thus a first step 22, a second step 24 and a third step 26.
  • the method 20 according to FIG. 2 has a fourth step 28, it being possible for the fourth step 28 to be carried out in parallel with the second step 24 or together with the second step 24.
  • a position of the damage is identified detected on the vehicle depending on the comparison with the learned values.
  • a position of the damage on an outer shell of the vehicle can be identified using the learned values and using the acceleration values and/or the yaw rate values.
  • the outer shell of the vehicle can be divided into at least nine different zones in an advantageous embodiment, for example according to the embodiment according to FIG. 5, and a position of the damage in one or more of the nine areas on the vehicle depending on the comparison with learned values are recognized.
  • FIG. 3 shows a schematic representation of a diagram 30 according to an exemplary embodiment of the present invention.
  • Diagram 30 shows a function of the acceleration of the vehicle over time.
  • a function 32 of the acceleration of the vehicle in the X direction of the vehicle ie in the direction of travel
  • a function 34 of the acceleration of the vehicle in the Y direction of the vehicle ie perpendicular to the direction of travel, in particular to the right and left in relation to the direction of travel
  • a function 36 of the acceleration of the vehicle in the Z direction of the vehicle ie in particular upwards and downwards in relation to the direction of travel, is shown.
  • a detected damage can preferably be detected or localized in one of the areas 52 to 68 .
  • damage can be assigned to one of the areas 52 to 68. This makes it easier to find damage, especially during an inspection. For example, this can also enable the damage and the position of the damage to be saved.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Software Systems (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Evolutionary Computation (AREA)
  • Computing Systems (AREA)
  • General Engineering & Computer Science (AREA)
  • Medical Informatics (AREA)
  • Mathematical Physics (AREA)
  • Data Mining & Analysis (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Artificial Intelligence (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Traffic Control Systems (AREA)
  • Time Recorders, Dirve Recorders, Access Control (AREA)

Abstract

L'invention concerne un procédé (20) pour identifier les dommages causés à une coque externe d'un véhicule (40), le véhicule (40) étant conçu sous la forme d'un véhicule (40) d'un type spécifique avec des données de véhicule spécifiques, les dommages pouvant être divisés en au moins deux groupes, les dommages d'un premier groupe ayant une plus grande gravité que les dommages d'un second groupe. Une accélération du véhicule (40) est déterminée au moyen d'un capteur d'accélération et/ou une vitesse de rotation du véhicule (40) est déterminée au moyen d'un capteur de vitesse de rotation. Les dommages du premier groupe sont déterminés si l'accélération du véhicule (40) dépasse une valeur de seuil pour l'accélération et/ou si la vitesse de rotation du véhicule (40) dépasse une valeur de seuil pour la vitesse de rotation. L'accélération et/ou la vitesse de rotation sont comparées à des valeurs pour une accélération et/ou une vitesse de rotation qui sont apprises pour le type de véhicule spécifique et les dommages du second groupe étant déterminés si les dommages sont identifiés sur la base de la comparaison avec les valeurs apprises.
EP22764337.6A 2021-08-24 2022-08-05 Procédé d'identification des dommages causés à une coque externe d'un véhicule Pending EP4392293A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021209257.8A DE102021209257B4 (de) 2021-08-24 2021-08-24 Verfahren zum Erkennen eines Schadens an einer Außenhülle eines Fahrzeugs
PCT/EP2022/072084 WO2023025568A1 (fr) 2021-08-24 2022-08-05 Procédé d'identification des dommages causés à une coque externe d'un véhicule

Publications (1)

Publication Number Publication Date
EP4392293A1 true EP4392293A1 (fr) 2024-07-03

Family

ID=83188350

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22764337.6A Pending EP4392293A1 (fr) 2021-08-24 2022-08-05 Procédé d'identification des dommages causés à une coque externe d'un véhicule

Country Status (6)

Country Link
US (1) US20240336212A1 (fr)
EP (1) EP4392293A1 (fr)
KR (1) KR20240051206A (fr)
CN (1) CN117897308A (fr)
DE (1) DE102021209257B4 (fr)
WO (1) WO2023025568A1 (fr)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0627710A1 (fr) 1993-06-01 1994-12-07 Mannesmann Kienzle GmbH Dispositif de notification à une centrale d'une collision anormale d'un véhicule
DE102012018521A1 (de) 2012-09-18 2013-03-21 Daimler Ag Verfahren zur Schadenserkennung in einem ein Steuergerät und wenigstens eine Sensorvorrichtung aufweisenden Kraftfahrzeug
DE102014002992A1 (de) 2014-02-28 2014-08-14 Daimler Ag Verfahren zur Information eines Fahrzeugnutzers über eine Beschädigung eines geparkten Kraftfahrzeuges und ein Kraftfahrzeug
GB2527781A (en) * 2014-07-01 2016-01-06 David Green S-detekt
DE102015203673B4 (de) * 2015-03-02 2022-06-02 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung und Verfahren zur Erkennung eines etwaigen Fahrzeugschadens
NO342828B1 (en) * 2016-02-03 2018-08-13 Abax As Device for detection of external damage to chassis of a vehicle
DE102016006037A1 (de) 2016-05-18 2016-11-17 Daimler Ag Verfahren zur Erfassung einer Umgebung eines Fahrzeugs
DE102017208403A1 (de) 2017-05-18 2018-11-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Unfallerkennung in einem Fahrzeug
DE102017221891B4 (de) * 2017-12-05 2020-03-19 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Bestimmen eines Schadens, der bei einem Unfall zwischen einem Fahrzeug und einem Stoßpartner an dem Fahrzeug auftritt
DE102019105535A1 (de) * 2019-03-05 2020-09-10 Controlexpert Gmbh Automatisches Erfassen eines Fahrzeugschadens bei einem Unfall
DE102019130486B4 (de) 2019-11-12 2021-09-30 Audi Ag Verfahren zum Betreiben einer Sensoreinheit und Sensorvorrichtung
DE102019218951A1 (de) 2019-12-05 2021-06-10 Robert Bosch Gmbh Verfahren und Steuergerät zum Erkennen eines Schadens an einem Fahrzeug

Also Published As

Publication number Publication date
DE102021209257B4 (de) 2023-05-11
CN117897308A (zh) 2024-04-16
WO2023025568A1 (fr) 2023-03-02
DE102021209257A1 (de) 2023-03-02
US20240336212A1 (en) 2024-10-10
KR20240051206A (ko) 2024-04-19

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