GB2555604A

GB2555604A - Vehicle inspection methods and apparatus

Info

Publication number: GB2555604A
Application number: GB1618520.9A
Authority: GB
Inventors: David George Rhoades Anthony
Original assignee: PRE CHASM RES Ltd
Current assignee: PRE CHASM RES Ltd
Priority date: 2016-11-03
Filing date: 2016-11-03
Publication date: 2018-05-09
Also published as: WO2018083484A1

Abstract

Apparatus for inspecting vehicles comprises imaging means 13 adapted to be directed at and image parts of a vehicle 12, image processing means 14 operatively connected to the imaging means, control means 15 operatively interconnected with the imaging means, and computing means 16 operatively interconnected with the control means. The computing means have attribute engine capability with stored attributes relevant to vehicles and is programmed to compare imaged attributes with stored attributes for diagnostic purposes. The imaging means may be a digital camera and may be comprised in a smartphone. The imaging device may be mounted on a mobile carrier 17 which may include a pillar on which the imaging means can be positioned at different heights. The mobile carrier may be motorised for automated positioning of the camera at different positions under the control of the control means. The apparatus may include an auxiliary imaging means in the form of a chock 19 for imaging tyres and the apparatus may be used to assess tire wear or damage.

Description

(54) Title of the Invention: Vehicle inspection methods and apparatus Abstract Title: Imaging apparatus for vehicle inspection (57) Apparatus for inspecting vehicles comprises imaging means 13 adapted to be directed at and image parts of a vehicle 12, image processing means 14 operatively connected to the imaging means, control means 15 operatively interconnected with the imaging means, and computing means 16 operatively interconnected with the control means. The computing means have attribute engine capability with stored attributes relevant to vehicles and is programmed to compare imaged attributes with stored attributes for diagnostic purposes. The imaging means may be a digital camera and may be comprised in a smartphone. The imaging device may be mounted on a mobile carrier 17 which may include a pillar on which the imaging means can be positioned at different heights. The mobile carrier may be motorised for automated positioning of the camera at different positions under the control of the control means. The apparatus may include an auxiliary imaging means in the form of a chock 19 for imaging tyres and the apparatus may be used to assess tire wear or damage.

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Vehicle Inspection Methods and Apparatus

This invention relates to vehicle inspection methods and apparatus.

Vehicles need to be inspected for a variety of reasons, some of which relate to roadworthiness, such for example as tyre inflation, wear and damage and windscreen damage, others relating to cosmetic defects, dents and scratches. Various methods are used for inspecting vehicles, depending, usually, on the vehicle attribute being inspected.

Tyre inflation is usually checked using a tyre pressure gauge which is manually connected to the valve of the tyre and the tyre pressure read off a dial. This is a relatively simple procedure for a four wheeled vehicle, which may be carried out once a week with no recordal of measured pressures - the motorist is only concerned to know whether he needs to top up the tyre pressure - it is a more time consuming and difficult task on a multi-axle goods vehicle, where tyre pressures may need to be recorded. Tyre tread is measured most often using a tread gauge that comprises a probe manually inserted into a groove in the tyre tread, again a straightforward task for the motorist, but one taking much more time on a multi-axle vehicle. And this is only a spot check at one or perhaps just a few locations on each tyre. It usually returns a pass/faiI result rather than a millimetre measurement that is recorded.

Tyre damage - cuts, excessive wear patches and scuffs on the tread and/or sidewalls - is assessed by visual inspection. There is no widely accepted set of criteria for judging whether damage renders a tyre unroadworthy or in need of repair. Again, visual inspection of a private automobile is not a problem, although usually not all of the tread or sidewall can be easily accessed. For a larger vehicle, however, and more particularly for a fleet of vehicles, it becomes a substantial problem which is not seriously addressed.

Superficial damage - dents, scratches, scuffs, to bodywork and wheels - is, again, assessed visually. Sometimes, damage is recorded manually on a damage report form. Sometimes, especially when vehicles are valet parked or traded or de-fleeted, damage is recorded photographically, most often using a smartphone, which can easily store and transfer images.

There is currently no provision for rapidly and systematically inspecting fleet vehicles for all these attributes, yet some of them, particularly tyre attributes, are safety sensitive, while all of them affect a vehicle's value and regular assessment could give useful information that could be used to advantage in numerous ways.

The present invention provides methods and apparatus by which vehicle inspection may be effectively carried out inter alia to provide safety assessments, to help in maintenance and replacement scheduling, and to identify driving traits.

The invention comprises, in one aspect, apparatus for inspecting vehicles comprising: imaging means adapted to be directed at and image parts of a vehicle;

image processing means operatively connected to the imaging means;

control means operatively interconnected with the imaging means, and computing means operatively interconnected with the control means;

the computing means having attribute engine capability with stored attributes relevant to vehicles and being programmed to compare imaged attributes with stored attributes for diagnostic purposes.

The imaging means may comprise digital camera means, which may have wireless connectivity, and may also have computing capability. A smartphone, or a camera equipped with some of the features of a smartphone, may be used as the imaging means.

The imaging means may be deployed on a mobile carrier adapted to be positioned to direct the imaging means to various parts of the vehicle. The mobile carrier may comprise a pillar on which the imaging means can be deployed at different heights. The pillar may be on wheels or castors, but other methods for deployment may be used, such as a fixed carrier that insets vehicles moving past it, or one mounted from an overhead gantry.

The image processing means may have one or more of edge detection, shape detection, image sharpening, contrast adjustment, and character recognition features. The image processing means may be comprised in the imaging means or may be comprised in the control means, or may be comprised in a remote facility such as a cloud-based computing system accessed wirelessly.

The control means may be deployed on the same mobile carrier as the imaging means, and may be integral with the imaging means, or may be separate from the imaging means so as to be at a height convenient for operator access while the imaging means deploy at different heights. The control means may control deployment of the imaging means and may also control operation of the imaging means, and may comprise a touch screen, tablet computer that can display an image from the imaging means that can be used for alignment and focussing purposes.

The control means may be programmable so as to carry out a sequence of operations, and a mobile carrier may be motorised and capable of positioning the imaging means at various locations in relation to a vehicle under the control of the programmed control means. Such programming may be adaptive, positioning the imaging means appropriately in regard to feature recognition algorithms, for example, detecting the size of a vehicle wheel and positioning the imaging means at an appropriate distance and height.

The computing means may be cloud based and have sufficient memory capacity to store data relevant to numerous vehicle attributes for a fleet or multiple fleets of vehicles.

Attributes may include characteristics of tyres, including manufacturer, type and size data, damage data, inflation data and tread wear data. Manufacturer, type and size data may be derived from manufacturers' sidewall markings. Damage data may be derived from a sidewall image compared with an image of a damage-free sidewall of a comparable tyre.

Inflation data may be derived from edge detection of the tyre outline with a test for roundness as compared with a correctly inflated tyre outline and/or axle height as compared with axle height for a correctly inflated tyre. Inflation data may also be derived from imaging the tyre from front or rear, comparing the 'bulge' profile with that of a correctly inflated tyre. This may also reveal tread damage such as cuts, detected by edge detection and/or by comparison with an image of an undamaged tyre. Such imaging may be done by appropriately positioning the imaging means, or using auxiliary imaging means in the form of a chock.

Auxiliary imaging means for, say, tread wear monitoring, may be carried on vehicles, for example in wheel wells, logging tread measurements in a memory, to be downloaded to the computing means while other inspection procedures are being carried out.

Tread wear data may be derived from imaging the tread by the imaging means appropriately deployed. A pass/faiI test can use edge detection on a tyre wear block, or a chock arrangement may image tread profile using light time-of-flight measurements across the tread pattern. This, together with tyre shoulder measurement, may also indicate asymmetric wear across the tread pattern, which may be flagged as a suspension or wheel alignment problem, or a driver's trait that may call for corrective training.

The imaging means may also detect damage to wheels by comparing an image with an image of an undamaged wheel or by comparing image anomalies against a database of known damage patterns. Likewise, imaging bodywork can detect damage as by dents, scratches and scuffs by comparing an image against a stored image of an undamaged vehicle or against a database of known damage patterns. This may be done using methods disclosed in WO2015/173594.

In particular, the imaging means may image a windscreen or other vehicle glass and assess damage according to criteria determining whether repair or replacement is required.

Regular inspection of vehicles can accumulate data facilitating assessment of driver traits, maintenance and repair scheduling, tyre replacement scheduling. Fleet vehicles can be inspected according to a schedule or on leaving and/or returning to a depot. Evidence of continuous roadworthiness may have vehicle certification and insurance significance.

Using apparatus according to the invention, inspections can be specific to certain aspects, such, for example as tyres and windscreens, which are safety-sensitive, or extend to cosmetic aspects, that are value-related, and, using the attribute engine, inspections can be objective - repeatable and systematic, not reliant on human interpretation. Expert systems and artificial intelligence can achieve consistency while adapting to changing circumstances. Data generated over time can facilitate comparison between tyre manufacturers in terms of cost of tyre per unit distance travelled, and can facilitate route selection and provide longer term data advising civil engineers about road surfacing.

Programming to handle large amounts of data and multiple functionality may comprise an expert system and may benefit from comprising aspect of artificial intelligence, particularly in regard to operator interfacing and adaptive processing, where results from one measurement set may influence the overall course of inspection. For example, if measurement of treads on a sample two from a set of, say, sixteen vehicle tyres shows that they are in substantially new condition, then the programming may 'assume' the other fourteen are similar and curtail tread wear measurement and move on to another task.

Apparatus for inspecting vehicles according to the invention will now be described with reference to the accompanying drawings, in which:

Figure 1 is a diagrammatic general view of a first embodiment of apparatus deployed with respect to a vehicle:

Figure 2 is a diagrammatic side elevation of a chock apparatus in position to assess a tyre tread;

Figure 3 is a plan view of the apparatus of Figure 2;

Figure 4 is a view like Figure 2 showing a calibration plate;

Figure 5 is a view showing a sensor array in position to assess a tyre;

Figure 1 illustrates apparatus 11 for inspecting a vehicle 12, comprising:

imaging means 13 adapted to be directed at and image parts ofthe vehicle 12;

image processing means 14 operatively connected to the imaging means 13;

control means 15 operatively interconnected with the imaging means 13, and computing means 16 operatively interconnected with the control means 15;

the computing means 16 having attribute engine capability with stored attributes relevant to vehicles and being programmed to compare imaged attributes with stored attributes for diagnostic purposes.

The imaging means 13 comprise digital camera means, which have wireless connectivity, and also have computing capability. A smartphone, or a camera equipped with some of the features of a smartphone, can be used as the imaging means 13.

The imaging means 13 are deployed on a mobile carrier 17 adapted to be positioned to direct the imaging means 13 to various parts ofthe vehicle 12. The mobile carrier 17 comprises a pillar 17a on which the imaging means can be deployed at different heights. The pillar 17a is on wheels or castors 18.

The image processing means 14 have one or more of edge detection, shape detection, image sharpening, contrast adjustment, and character recognition features. The image processing means 14 are comprised in the imaging means 13; otherwise they can be comprised in the control means 15, or in a remote facility such as a cloud-based computing system 16 accessed wirelessly.

The control means 15 are deployed on the same mobile carrier 17 as the imaging means 13, and are separate from the imaging means 13 so as to be at a height convenient for operator access while the imaging means 13 deploy at different heights. The control means 15 can control deployment of the imaging means 13, for which the imaging means can be on a bracket driven up and down on the carrier 17 by a motor-driven screw; otherwise, the imaging means can be releasably clamped in the carrier 17 and manually adjusted for height and pointing. The control means 15 can also control operation of the imaging means 13 via a wired or wireless link.

The control means 15 can comprise a touch screen, tablet computer that can display an image from the imaging means 13 that can be used for alignment and focussing purposes.

The control means 15 can be programmable so as to carry out a sequence of operations, and the mobile carrier 17 can be motorised and capable of positioning the imaging means 13 at various locations in relation to the vehicle 12 under the control of the programmed control means 15. Such programming can be adaptive, positioning the imaging means appropriately in regard to feature recognition algorithms, for example, detecting the size of a vehicle wheel and positioning the imaging means 13 at an appropriate distance and height.

The computing means 16 are cloud based and have sufficient memory capacity to store data relevant to numerous vehicle attributes for a fleet or multiple fleets of vehicles,

Attributes can include characteristics of tyres, including manufacturer, type and size data, which are derived by the imaging means 13 imaging sidewall markings, the image processing means 14 being used to sharpen the image, adjust contrast and otherwise improve the image quality for a character recognition application. Damage data can be derived from the image, as well as inflation data and tread wear data. Damage data can be derived from a sidewall image compared in the computing facility with an image of a damage-free sidewall of a comparable tyre, or with a previous image of the same tyre to reveal damage propagation or driver traits that might require corrective training.

Inflation data can be derived from edge or shape detection of the tyre outline with a test for roundness as compared with the wheel or with a correctly inflated tyre outline and/or axle height as compared with axle height for a correctly inflated tyre. Inflation data can also be derived from imaging the tyre from front or rear, comparing the 'bulge' profile with that of a correctly inflated tyre. This can also reveal tread damage such as cuts, detected by edge detection and/or by comparison with an image of an undamaged tyre. Such imaging can be done by appropriately positioning the imaging means 13, or using auxiliary imagine means in the form of a chock 19.

Figures 2 to 5 illustrate a chock tyre assessment apparatus 21 comprising an array 22 of tread depth sensors 23 adapted to measure distance from a tyre surface 24 whether tread surface 24a or groove surface 24b, and recording means 25 adapted to record the measurements from the individual sensors 23.

The sensors 23 are uniformly spaced in the array 22 and aligned so that they sense across the width of the tread 24. For good tread assessment, measurements can be taken more closely than the sensors 23 can be mounted. To this end, the sensors 23 are mounted on a threaded rail 26, Figure 5, that can be stepped across the tread 24 by a fraction of the sensor spacing. Figure 5 shows an array of twenty sensors 23 each having a width of 10mm, and so spaced to form an array 200mm wide. By rotating the rod 26 in steps, the array 22 can be stepped across the width of the tread in 1mm steps, and arranged to effect a measurement each step. In this way, a highly accurate assessment of the tyre treads can be made.

An array capable of measuring most tyre sizes will have a width of 315mm. If each sensor is 10mm wide, there may be thirty one of them in the array. However, a smaller array can be used with provision for traversing across wider tyres. The fact that there are numerous sensors in the array means that the entire tread width can be assessed in a short time, as only ten steps will be required. Truck tyres can be larger, of course, and a wider array may be desirable for rapid inspection.

The sensors are fired in turn under the control of software in the recording means 25, shown here as a laptop computer, and the distance measurement from each sensor logged in a file held in memory of the computer from which, using appropriate software, when all measurements have been taken, a graphical output can be derived from which the tyre profile can be visualised. Further software can analyse the measurement data to give a tyre assessment, which might be a simple pass/fail indication or a more critical assessment that can indicate differential wear across the tread that might indicate suspension problems, driver traits, road surface condition or other factors, or can be combined with other data to yield data on tread wear per unit distance travelled that can be used for tyre replacement scheduling and other purposes.

The apparatus 21 can be used to sense around the tyre as by the tyre's being rotated relative to the sensor array. This can be done when the tyre is on a wheel fitted to a vehicle by rolling the vehicle 12. The apparatus 21 is comprised in a housing 27 that can be deployed on the ground adjacent a wheel and adjusted for height by a threaded column 28 to space the array 22 at a suitable operating distance from the tyre tread 24.

The apparatus comprises a calibration means for calibrating the sensors which simply comprises a cover plate 29 that sits a known distance from the sensor array 22. The plate 29 is removed for use with a tyre.

Appropriate sensors are time-of-flight sensors comprising an infra-red diode or laser emitting a brief light pulse towards the tyre surface 14 and a photosensitive device receiving a reflection from the tyre surface 24. Software measures the difference in time taken for the light to be reflected from the face 24a and the groove base 24b and calculates the groove depth from the time difference. The emitted pulse is made needle-fine by a pinhole lens, and can measure even thin grooves 24c as well as wide grooves 24d. The apparatus 21 can measure even at the rounded edges of the tread 24, although the light may not 'see' the base of the edge grooves, being blocked by some of the tread. Bending the array 22 to better conform to the tread profile might improve edge measurement capability, but, of course, all tyres are different, and one profile for the array may not suit all tyres to the same extent. However, the array may be made flexible at its ends and automatically adjust its profile to be equidistant from the tread surface.

Software carried in the recording means 25, which might comprise, for example, a smartphone, can give instructions to a user stepping through a sequence of operations and measurements that can cover all the wheels of a vehicle, and log the results of the measurements.

Tread wear data can also be derived from imaging the tread by the imaging means 13 appropriately deployed. A pass/fail test can use edge detection on a tyre wear block.

Tread wear measurement may also indicate asymmetric wear across the tread pattern and at the tyre shoulders, which may be flagged as a suspension or wheel alignment problem, or put down to a driver trait.

The imaging means 13 can also detect damage to wheels by comparing an image with an image of an undamaged wheel or by comparing image anomalies against a database of known damage patterns. Likewise, imaging bodywork can detect damage as by dents, scratches and scuffs by comparing an image against a stored image of an undamaged vehicle or against a database of known damage patterns, which may include manufacturing faults as well as road-encountered damage. This may be done using methods disclosed in WO2015/173594, the contents of which are incorporated herein by reference.

In particular, the imaging means 13 can image a windscreen or other vehicle glass and assess damage according to criteria determining whether repair or replacement is required.

Regular inspection of vehicles can accumulate data facilitating assessment of driver traits, maintenance and repair scheduling, tyre replacement scheduling. Fleet vehicles can be inspected according to a schedule or on leaving and/or returning to a depot.

Using apparatus according to the invention, inspections can be specific to certain aspects, such, for example as tyres and windscreens, which are safety-sensitive, or extend to cosmetic aspects, that are value-related, and, using the attribute engine, inspections can be objective. Data generated over time can facilitate comparison between tyre manufacturers in terms of cost of tyre per unit distance travelled.

In other possible embodiments, two or more or indeed all ofthe imaging means, image processing means, control means and computing means, can be comprised in a suitablyapped smartphone or tablet, which can be useful for motorists or small fleet managers. At least some components can be incorporated in a wearable, such as a jacket or tabard. A camera could be helmet-mounted, and control commands could be spoken.

Claims

Claims:

1 Apparatus for inspecting vehicles comprising:

imaging means adapted to be directed at and image parts of a vehicle;

image processing means operatively connected to the imaging means;

2 Apparatus according to claim 1, in which the imaging means comprise digital camera means.

3 Apparatus according to claim 2, in which the digital camera means have wireless connectivity.

4 Apparatus according to claim 2 or claim 3, in which the digital camera means have computing capability.

5 Apparatus according to any one of claims 1 to 4, in which the imaging means are comprised in a smartphone.

6 Apparatus according to any one of claims 1 to 4, in which the imaging means comprise a camera equipped with some of the features of a smartphone.

7 Apparatus according to any one of claims 1 to 6, in which the imaging means are deployed on a mobile carrier adapted to be positioned to direct the imaging means to various parts of the vehicle.

8 Apparatus according to claim 7, in which the mobile carrier comprises a pillar on which the imaging means can be deployed at different heights.

9 Apparatus according to claim 7, in which the pillar is on wheels or castors.

10 Apparatus according to any one of claims 1 to 9, in which the image processing has one or more of edge detection, shape detection, image sharpening, contrast adjustment, and character recognition features.

11 Apparatus according to claim 10, in which the image processing means are comprised in the imaging means.

12 Apparatus according to claim 10, in which the image processing means are comprised in the control means.

13 Apparatus according to claim 10, in which the image processing means are comprised in a remote facility such as a cloud-based computing system accessed wirelessly.

14 Apparatus according to any one of claims 1 to 13, in which the control means are deployed on the same mobile carrier as the imaging means.

15 Apparatus according to any one of claims 1 to 14, in which the image processing means are integral with the imaging means.

16 Apparatus according to any claim 14, in which the image processing means are separate from the imaging means so as to be at a height convenient for operator access while the imaging means deploy at different heights.

17 Apparatus according to any one of claims 1 to 16, in which the control means control deployment of the imaging means.

18 Apparatus according to any one of claims 1 to 17, in which the control means control operation of the imaging means.

19 Apparatus according to any one of claims 1 to 18, in which the control means comprise a touch screen, tablet computer that can display an image from the imaging means that can be used for alignment and focussing purposes.

20 Apparatus according to any one of claims 1 to 19, in which the control means are programmable so as to carry out a sequence of operations.

21 Apparatus according to claim 20, in which a mobile carrier for the imaging means is motorised and capable of positioning the imaging means at various locations in relation to a vehicle under the control of the programmed control means.

22 Apparatus according to claim 21, in which the control means comprises adaptive programming, whereby to position the imaging means appropriately in regard to feature recognition algorithms.

23 Apparatus according to claim 22, in which the control means detects the size of a vehicle wheel and positions the imaging means at an appropriate distance and height.

24 Apparatus according to any one of claims 1 to 23, in which the computing means are cloud based and have sufficient memory capacity to store data relevant to a plurality of vehicle attributes for a fleet or multiple fleets of vehicles.

25 Apparatus according to claim 24, in which the vehicle attributes comprise at least one of characteristics of tyres, including manufacturer, type and size data, damage data, inflation data and tread wear data.

26 Apparatus according to claim 25, in which manufacturer, type and size data are derived from manufacturers' sidewall markings.

27 Apparatus according to claim 25, in which damage data are derived from a sidewall image compared with an image of a damage-free sidewall of a comparable tyre.

28 Apparatus according to claim 2, in which inflation data are derived from edge detection of the tyre outline with a test for roundness as compared with a correctly inflated tyre outline and/or axle height as compared with axle height for a correctly inflated tyre.

29 Apparatus according to claim 25, in which inflation data are derived from imaging the tyre from front or rear, comparing the 'bulge' profile with that of a correctly inflated tyre.

30 Apparatus according to any one of claims 11 to 29, comprising auxiliary imaging means in the form of a chock positionable to image tyre tread.

31 Apparatus according to claim 30, in which the chock comprises a tyre assessment apparatus comprising an array of tread depth sensors adapted to measure distance from a tyre surface whether tread surface or groove surface, and recording means adapted to record the measurements from the individual sensors.

32 A tyre assessment apparatus according to claim 31, in which the sensors are uniformly spaced in the array and aligned so that they sense across the width of the tread.

33 A tyre assessment apparatus according to claim 31 or claim 32, in which the sensors are mounted on a rail that can be stepped across the tread by a fraction of the sensor spacing.

34 A tyre assessment apparatus according to claim 33, in which the sensors may each have a width of 10mm, and so spaced.

35 A tyre assessment apparatus according to any one of claims 31 to 34,in which the rail can be stepped across the tread in ten steps of 1mm.

26 A tyre assessment apparatus according to any one of claims 31 to 35, having a width of 315mm.

37 A tyre assessment apparatus according to any one of claims 31 to 36, in which the sensors are fired in turn under the control of software.

38 A tyre assessment apparatus according to any one of claims 31 to 37, in which distance measurements are logged in a file from which, when all measurements have been taken, a graphical output can be derived from which the tyre profile can be visualised.

9 A tyre assessment apparatus according to any one of claims 31 to 38, in which software analyses the measurement data to give a tyre assessment.

40 A tyre assessment apparatus according to claim 39, in which the assessment is a simple pass/fail indication.

41 A tyre assessment apparatus according to claim 39, in which the assessment indicates differential wear across the tread.

42 A tyre assessment apparatus according to claim 39, in which the assessment is combined with other data to yield data on tread wear per unit distance travelled.

43 A tyre assessment apparatus according to any one of claims 31 to 42, comprised in a housing that can be deployed on the ground adjacent a wheel and adjusted for height to space the array at a suitable operating distance from the tread of a tyre on a vehicle wheel.

44 A tyre assessment apparatus according to any one of claims 31 to 43, comprising a calibration means for calibrating the sensors.

45 A tyre assessment apparatus according to claim 44, in which the calibration means comprise a cover plate that sits a known distance from the sensor array, which is removed

5 for use with a tyre.

46 A tyre assessment apparatus according to any one of claims 31 to 45, in which the sensors are time-of-flight sensors comprising a laser emitting a brief light pulse towards the tyre surface and a photosensitive device receiving a reflection from the tyre surface, and means measuring the time between emission and detection to evaluate the distance.

Intellectual

Property

Office

Application No: GB1618520.9 Examiner: Mr George Mathews