WO2023242301A1

WO2023242301A1 - Data processing system for a motor vehicle

Info

Publication number: WO2023242301A1
Application number: PCT/EP2023/066017
Authority: WO
Inventors: Julie Rosier; Gérald MERCIER; Shuibao Qi
Original assignee: Saint-Gobain Glass France
Priority date: 2022-06-15
Filing date: 2023-06-14
Publication date: 2023-12-21
Also published as: EP4293638A1

Abstract

The present invention relates to a data processing system for a motor vehicle, said system comprising: - at least one sensor (21, 22, 23, 30, 40, 50) to be positioned on a surface (11, 12) of a glazing (10) of the vehicle and configured to perform measurements of a physical quantity, - a processing unit (60) configured to post-process at least part of the measurements, so as to convert them into data of a given format usable for the determination of circumstances of an accident or a crash in which the vehicle may be involved.

Description

DATA PROCESSING SYSTEM FOR A MOTOR VEHICLE

Technical field

The present disclosure relates to the general field of data processing for motor vehicles. It relates more specifically to a data processing system for a motor vehicle, said data processing system being configured to output data usable for the determination of circumstances of an accident in which the vehicle may be involved. The invention also relates to a data processing method performed by said data processing system, a glazing system comprising a glazing of a motor vehicle and said data processing system, and a motor vehicle comprising said glazing system.

Description of the Related Art

With the increasing development of automation systems, worldwide significant efforts have been made to improve the protection of vulnerable road users against injuries and deaths, especially for pedestrians. Addressing these issues is even more topical regarding the challenge of future autonomous cars.

For this purpose, it is known to use Event Data Recorder (EDR) devices configured to record and store critical event related vehicle parameters. In practice, an EDR device generally refers to a simple, tamper-proof, read-write memory device taking the form of a housing. Such a housing is for example integrated into an airbag control unit of the vehicle.

Data that EDR devices are capable of recording and storing are provided by suitable sensors, and generally include the vehicle’s speed, braking, position and tilt of the vehicle on the road, the state and rate of activation of all its safety systems, emergency call in-vehicle system, brake activation and relevant input parameters of the on-board active safety and accident avoidance systems, etc.

These data are stored in a standardized format and can be collected (for example by an expert accredited to do so) after a crash or an accident in which vehicles are involved. When analyzed, these data can help determine what the vehicles were doing before, during and after the crash or accident. In other words, the data provided by EDR devices are useful for the reconstruction of a crash or an accident of vehicles.

Thus, in an effort to improve road safety, but also to reduce the downtime of a vehicle due to a post-crash/accident expertise, the use of EDR devices is becoming more and more widespread. In particular, while US legislation has been a pioneer in this respect, more and more other jurisdictions are considering the use of EDR devices with interest. An example of this is the recent decision to equip all new motor vehicles (i.e. passenger cars, multipurpose passenger vehicles, pick-up trucks and vans) with an EDR device in Europe from July 2022 (Ell Regulation 2019/2144, commonly referred to as General Safety Regulation 2 or GSR 2).

Although there have been many technical advances in this context of using EDR devices, it should be noted that there is still a need to improve accuracy and reliability of crash or accident reconstruction.

Summary of the disclosure

The purpose of the present invention is to overcome all or some of the limitations of the prior art, particularly those outlined here above, by providing a solution that allows for a system capable of providing data useful for the reconstruction of a crash or accident of a motor vehicle, so that this reconstruction is more accurate and reliable than that of the solutions of the prior art.

To this end, and according to a first aspect, the invention relates to a data processing system for a motor vehicle, said system comprising:

- at least one sensor to be positioned on a surface of a glazing of the vehicle and configured to perform measurements of a physical quantity,

- a processing unit configured to post-process at least part of the measurements, so as to convert them into data of a given format usable for the determination of circumstances of an accident or a crash in which the vehicle may be involved.

The data processing system according to the invention therefore proposes to collect information, via the measurements made by the sensors positioned on the motor vehicle's glazing.

This advantageously allows the information traditionally obtained by an EDR device to be enhanced. In particular, this allows information directly related to the external and/or internal environment of the car to be provided at the level of said glazing, and therefore to better understand the driving conditions perceived by a driver.

In this way, the data processing system assists in the collection of information which, when post-processed for conversion into a suitable format (typically a format used by an EDR device fitted to the vehicle), increases the accuracy and reliability of the reconstruction of a possible vehicle crash or accident. In general, the greater the number of physical quantities considered, the more accurate and reliable the reconstruction of a crash or accident can be.

In particular embodiments, the data processing system may furthermore include one or more of the following features, taken alone or in any technically feasible combination.

According to particular embodiments, the processing unit is configured to compare the measurements of each physical quantity with a respective given threshold and, in the event of at least one threshold being exceeded, to postprocess the measurements obtained after such exceeding for at least the physical quantity associated with the exceeded threshold, so as to convert them into data of said given format.

According to particular embodiments, said at least one sensor comprises a vibration sensor.

The at least one vibration sensor is used notably to provide measurements from which it is possible to determine precisely where and from which direction an impact on the vehicle takes place.

According to particular embodiments, said at least one sensor comprises two vibration sensors to be respectively positioned on an internal surface and an external surface of said glazing.

According to particular embodiments, said at least one sensor comprises three vibration sensors to be positioned on a same surface of said glazing.

According to particular embodiments, at least one vibration sensor is a microphone and/or a strain gauge and/or an accelerometer, preferably a variable capacitive accelerometer, or a piezo-resistive accelerometer.

According to particular embodiments, said at least one sensor comprises a humidity sensor.

Said humidity sensor is used to provide information for understanding the visibility conditions through the glazing. This is of importance, particularly when the glazing is the windshield through which the driver of the vehicle perceives the road.

According to particular embodiments, said at least one sensor comprises an external vehicle temperature sensor.

Said temperature sensor is used to provide information that can be used, for example, to determine whether the driving conditions of the vehicle are affected, for example, whether it is cold enough for the road and/or the windscreen to become icy. According to particular embodiments, said glazing is a windshield of the vehicle and said at least one sensor comprises a photodetector to be positioned on a surface of the windshield.

Said photodetector is particularly useful in providing information that can be used, for example, to understand the illumination conditions of the windshield. This is particularly advantageous in determining whether the driver is being glared while driving the vehicle, as such glare may be the cause of a crash or an accident.

According to particular embodiments, the data processing system further comprises:

- a camera configured to acquire videos of the vehicle's external environment,

- means for acquiring images of the external environment of the vehicle,

- a LIDAR system, the data processing system further comprising storage means configured to store videos of said camera and/or images of said image acquisition means and/or LIDAR data of said LIDAR system.

Such data (videos, images, LIDAR data) therefore complements the measurements provided by the sensor(s) and advantageously improve the accuracy and reliability of the reconstruction of a possible crash or accident.

According to particular embodiments, the processing unit is configured to transmit the data output in said format to an event data recorder (EDR) device equipping the vehicle.

According to particular embodiments, the processing unit is configured to transmit the data output in said format to an external server and/or computer and/or database via a wireless connection.

According to a second aspect, the invention also relates to a data processing method performed by a data processing system according to the invention.

According to a third aspect, the invention also relates to a glazing system for a motor vehicle, said glazing system comprising a glazing for said vehicle and a data processing system according to the invention.

The glazing system may be provided as a kit comprising the vehicle glazing and the data processing system, the vehicle glazing and the data processing system being separated (i.e. the system is not yet fixed to the glazing). The kit may comprise a notice to assemble the data processing system to the vehicle glazing. Alternatively, the glazing system may be provided with the data processing system fixed to the vehicle glazing, e.g. with the sensors and/or the processing unit fixed to the glazing (e.g. by use of a glue, or by welding) According to particular embodiments, the processing unit is positioned in proximity to the glazing, e.g. in a frame of the glazing.

According to a fourth aspect, the invention also relates to a motor vehicle comprising a glazing system according to the invention.

Brief description of the drawings

Non-limiting examples will now be described in reference to the accompanying drawings, where:

Figure 1 illustrates a particular embodiment of a data processing system according to the invention,

Figure 2 is a flowchart of the main steps of a data processing method performed by the data processing system of Figure 1 .

Detailed description

Figure 1 illustrates a particular embodiment of a data processing system according to the invention.

The data processing system is configured to be integrated in a motor vehicle. More particularly, it is considered in the following description that the data processing system is already integrated into the vehicle, this integration being achieved through cooperation with a glazing of the motor vehicle as described in more detail later.

Also, and more broadly, said data processing system is part of a glazing system 100 according to the invention itself already integrated into the motor vehicle.

It should be noted, however, that such provisions are not limiting of the invention, and that nothing excludes the glazing system 100 being provided in the form of a kit ready to be assembled, such a kit therefore comprising said data processing system as well as said glazing of the motor vehicle.

For the rest of the description, it is also considered, in a non-limiting way, that the motor vehicle is a car, for example an electric car. Of course, considering a car is only an example of implementation of the invention, no limitation being attached to the nature of the motor vehicle which may be a bus, a truck, a van, etc.

The car is equipped with an EDR device (not shown in Figure 1 ), which EDR device can be positioned at any suitable location on or within the car as is known to the skilled person. For example, the EDR device may be integrated into an airbag control unit of the car.

The glazing with which the data processing system cooperates may be a laminated glazing, i.e. the glazing may comprise two or more layers of glass panels bonded together by an (e.g. plastic) interlayer. Alternatively, the glazing may be a monolithic glazing, i.e. a single lite of glass.

In the embodiment described here with reference to Figure 1 , it is considered that the glazing with which the data processing system cooperates is a laminated windshield 10 of the car. However, such provisions are not limiting of the invention, and nothing excludes considering other examples of glazing, such as a sidelite or a backlite.

The data processing system comprises a set of sensors, each sensor being positioned on a surface of the windshield 10 and configured to perform measurements of a physical quantity.

Regardless of the type of a sensor, said sensor may be attached on the windshield 10 by any suitable manner for fixing a sensor on a glazing, such as, for example, using a glue to weld the sensor on the glazing, or welding the sensor on the glazing.

In the present embodiment, and as shown on Figure 1 in a non-limiting way, said set of sensors comprises three vibration sensors 21 , 22, 23 positioned on the external surface 11 of the windshield 10, respectively at the bottom center, on the left and on the right of the windshield 10.

By “external surface”, one refers here to the surface of the windshield 10 which is in contact with the external environment of the car. More particularly, as the windshield 10 is laminated, said external surface 11 corresponds to the face commonly referred to as “face F1”. However, it should be noted that it is also possible to consider placing the vibration sensors 21 , 22, 23 on the internal surface 12 of the windshield 10. Said “internal surface” classically refers to the face F4 of the windshield 10 which is opposed to the external surface 11 and which is in contact with the internal environment of the car (i.e. with the cabin).

Each vibration sensor 21 , 22, 23 (e.g. all of the vibration sensors or at least a part of them) may be an accelerometer, such as a micro-electromechanical systems (MEMS) accelerometer, such as for example a variable capacitive accelerometer, or a piezo-resistive accelerometer. Such accelerometer may operate along 1-D, 2-D or 3-D axes. Additionally or alternatively, each sensor 3, 4 (e.g. all of the sensors or at least a part of them) may be a microphone. Additionally or alternatively, vibration sensor 21 , 22, 23 (e.g. all of the vibration sensors or at least a part of them) may be a strain gauge (e.g. directly coated on the glazing with Ag coating). In examples, all vibration sensors 21 , 22, 23 are MEMS accelerometers, comprising variable capacitive accelerometers and/or piezo-resistive accelerometers. Alternatively, some of the vibration sensors may be accelerometers, the remaining vibration sensors being microphones and/or strain gauges. Alternatively, all of the vibration sensors 21 , 22, 23 may be microphones. Alternatively, all the vibration sensors 21 , 22, 23 may be strain gauges. Alternatively, some of the vibration sensors may be strain gauges and some of the vibration sensors may be microphones.

It should also be noted that considering three vibration sensors is only one variant of the invention, and nothing excludes considering other variants. For example, the data processing system may comprise a single vibration sensor positioned on the external or internal surface 11 , 12 of the windshield 10.

According to yet another variant, the data processing system may comprise two vibration sensors respectively positioned on the internal surface 12 and the external surface 11 of the windshield 10. Given that there is a vibration sensor positioned on either side of the windshield 10, each vibration sensor can measure the different internal and external vibrations so as to more accurately measure the overall true vibration of the windshield itself that is caused by an impact. Since the impact location may be determined from the vibrations caused by the impact, as known per se in the art, obtaining such a more accurate measure of the vibration waves ultimately allows the determination of the impact location to be more accurate as well. In addition, vibration impact data measured by the internal vibration sensor can be a good reference for the on-track background vibration of the car.

Of course, said another variant does not exclude the presence of vibration sensors positioned on either side of the windscreen 10 with, for example, more than one vibration sensor on the external surface 11 or the internal surface 12 of the windshield 10 (for example, two vibration sensors on the external surface 11 and one vibration sensor on the internal surface 12).

Moreover, whatever one of these other variants, the aspects relating to the nature of the vibration sensors described above are still applicable.

In the embodiment shown on Figure 1 , the data processing system also comprises a humidity sensor 30, preferably positioned on the external surface 11 of the windshield 10, here at the top left of the windshield 10. Having a humidity sensor 30 positioned on the external surface 11 of the windshield 10 advantageously provides data on to the humidity in the car's external environment.

However, this does not exclude the humidity sensor 30 being positioned on the internal surface 12 of the windshield 10. In this way, it is possible to access data relating to the humidity on the internal surface 12 of the windshield 10, which is also relevant to the driving conditions of the car.

Furthermore, while it is considered in this embodiment that the data processing system comprises a single humidity sensor 30, there is in fact no limitation on the number of humidity sensors that can be contemplated. Thus, it can be envisaged to have at least one sensor on each of the external and nternal 11 , 12 surfaces of the windshield 10.

Any known type of humidity sensor 30 can be used to implement the invention, such as a capacitive or resistive humidity sensor. These aspects are well known to the skilled person and are therefore not discussed further here.

In the embodiment shown on Figure 1 , the data processing system also comprises an external car temperature sensor 40. Said external car temperature sensor 40 is positioned on the external surface 11 of the windshield 10, here at the top right of the windshield 10. Furthermore, while it is considered in this embodiment that the data processing system comprises a single external car temperature sensor 40, there is in fact no limitation on the number of external car temperature sensors that can be contemplated.

Any known type of external car temperature sensor 40 can be used to implement the invention, such as a thermocouple, a thermistor, a resistance temperature detector or an infrared sensor. These aspects are well known to the skilled person and are therefore not discussed further here.

In the embodiment shown on Figure 1 , the data processing system also comprises a photodetector 50, preferably positioned on the internal surface 12 of the windshield 10, here at the top center of the windshield 10. Having a photodetector 50 positioned on the internal surface 12 of the windshield 10 advantageously provides data on the condition of brightness, and therefore possible glare, experienced by the driver of the car

However, this does not exclude the photodetector 50 being positioned on the external surface 11 of the windshield 10.

Furthermore, while it is considered in this embodiment that the data processing system comprises a single photodetector 50, there is in fact no limitation on the number of photodetectors that can be contemplated. For example, a photodetector positioned on either side of the windshield 10 may allow comparison of the light level and light spectrum between the external and internal surfaces 11 , 12 of the windshield 10.

Any known type of photodetector can be used to implement the invention, such as a PIN silicon photodiode or a photovoltaic module. These aspects are well known to the skilled person and are therefore not discussed further here. The measurements of the various sensors 21 , 22, 23, 30, 40, 50 improve the knowledge of the external environment of the car and the impacts it is likely to encounter. Such arrangements are therefore particularly advantageous for crash or accident reconstruction.

Thus, so that the measurements performed by the sensors can be properly exploited for crash or accident reconstruction, the data processing system also comprises a processing unit 60 configured to perform processing based on said measurements.

In order to transmit the measurements made, each sensor 21 , 22, 23, 30, 40, 50 may be connected to the processing unit 60 by a wire connection or a conductive coating wired connection. In other words, the wired connection may comprise a conductive coating (i.e. any conductive coating that is used for electronic connection, such as, but not limited to, data transfer, power supply, or GND (ground)). This may be advantageous in optimizing the overall conductivity of the data processing system. The conductive coating wired connection may be an Ag coating wired connection. Alternatively, the conductive coating wired connection may be any other type of conductive coating wired connection, such as for example, a Cu conductive coating wired connection. Alternatively, the conductive coating wired connection may be a transparent conductive coating wired connection that may be applied to substrates such as glass, such as for example an ITO (indium tin oxide) coating wired connection. A transparent conductive coating wired connection may be advantageous not only from an aesthetic aspect, but also in terms of safety for assisting optimal visibility for the driver. Alternatively, the wired connection may be a wire, and may be, for example, routed via the CAN (Controller Area Network) bus of the car. Alternatively, the processing unit 60 may be connected to the sensors 21 , 22, 23, 30, 40, 50 by a wireless connection and thus receive measurements from the sensors 21 , 22, 23, 30, 40, 50 via this wireless connection, such as, for example, a Bluetooth connection or a Wi-Fi connection.

Moreover, there is no limitation on how the sensors 21 , 22, 23, 30, 40, 50 and processing unit 60 are powered. For example, the sensors 21 , 22, 23, 30, 40, 50 and processing unit 60 may be connected to a power supply. The power supply may be configured to provide a power supply of, for example +5 V or +12 V DC. The power supply may for example be one of a readily available power supply (for example, a windshield camera power supply), a local battery, or an energy harvesting system, e.g. based on solar energy or vibration energy. The power supply may be positioned anywhere on or within the car. The processing unit 60 refers to a computer system comprising one or more CPU’s (central processing units), also referred to as processors, along with memory and programmable input/output variables. The processing unit 60 may be a microcontroller. Alternatively, any suitable hardware-configured means can be considered, such as, for example FGPA, ASICS, and/or PLD. The one or more CPU are coupled with a memory, the memory having recorded thereon a computer program comprising instructions which, when the program is executed by the processing unit 60, cause the processing unit 60 to perform processing based on the measurements.

The computer program may comprise instructions executable by a computer, the instructions comprising means for causing the above processing unit 60 to perform processing based on the measurements. The program may be recordable on any data storage medium, including the memory of the processing unit 60. The program may for example be implemented in digital electronic circuitry, or in computer hardware, firmware, software, or in combinations of them. The program may be implemented as an apparatus, for example a product tangibly embodied in a machine-readable storage device for execution by a programmable processor. Processing steps may be performed by a programmable processor executing a program of instructions to perform functions of the processing by operating on input data (e.g. in the form of signals measured by the sensors and transmitted to the processing unit 60) and generating output. The processor may thus be programmable and coupled to receive data and instructions from, and to transmit data and instructions to, a data storage system, at least one input device, and at least one output device. The application program may be implemented in a high-level procedural or object-oriented programming language, or in assembly or machine language if desired. In any case, the language may be a compiled or interpreted language. The program may be a full installation program or an update program. Application of the program on the system results in any case in instructions for performing the processing based on the measurements.

In the present embodiment, the processing unit 60 is more particularly configured to compare the measurements of each physical quantity with a respective given threshold. Of course, each threshold is chosen according to the physical quantity to which it relates. There are no limitations on the choice of a threshold, as this choice may be determined, for example, according to regulatory aspects in the geographical area in which the car is manufactured, or according to the car manufacturer's own criteria. The processing unit 60 is also configured, in the event of at least one threshold being exceeded, to post-process the measurements obtained after such exceeding for at least the physical quantity associated with the exceeded threshold, so as to convert them into data of a given format usable for the determination of circumstances of an accident or a crash in which the car may be involved.

By way of an example, if only one threshold is exceeded at a given time, only the measurements associated with the physical quantity for which the threshold is exceeded are post-processed by the processing unit 60 after said threshold has been exceeded.

However, this does not exclude other embodiments according to which still other measurements associated with other physical quantities, possibly all measurements provided by all sensors fitted to the windshield 10, may be postprocessed by the processing unit 60 after the threshold has been exceeded.

In general, the greater the number of physical quantities considered, the more accurate and reliable the reconstruction of a crash or accident can be.

In the embodiment shown on Figure 1 , the processing unit 60 is a microprocessor positioned in proximity to the windshield 10, more specifically in the frame of the windshield 10. As a microprocessor, the processing unit 60 forms a compact unit, which is particularly advantageous when it comes to integration in the car.

However, this does not exclude the possibility of other locations for the processing unit 60. For example, the processing unit 60 may be positioned on the windshield 10, for example on the internal surface 12. This may allow for the processing unit 60 to be protected from external elements and therefore less prone to damage. According to still another examples, the processing unit 60 may be positioned at any location which is in proximity to the windshield 10, e.g. on the frame of the car. By “in proximity to the windshield 10”, one refers here to a processing unit 60 positioned inside the car, at a distance to the side of the windshield 10 which is lower than a predefined maximal distance.

Overall, there is no limitation on the position of the processing unit 60 on or within the car. In particular, different criteria can be taken into account when deciding on this position. For example, the positioning of the processing unit 60 may be chosen to result in a more simplified connection between the processing unit 60 and the sensors 21 , 22, 23, 30, 40, 50, it being understood that the closer the processing unit 60 is to the sensors 21 , 22, 23, 30, 40, 50, the better to simplify the measurement transmissions. The positioning the processing unit 60 may also depend on the design and function of the glazing. For example, it may be desired to position the processing unit 60 on the windshield 10 in order to meet certain safety, aesthetic and/or practical preferences. Alternatively, it may for example be desired to position the processing unit 60 in proximity to the windshield 10 in order to maximize available windshield 10 space for other safety, aesthetic and/or practical preferences, such as using the space for other components and/or maximizing visibility for the driver and passengers. This may be beneficial when little space is available on the windshield 10 for multiple components.

In the present embodiment, the processing unit 60 is configured to transmit data output in said given format (i.e. data generated after post-processing of the measurements received by the sensors in the case of exceeding at least one threshold) to the EDR device equipping the car. Accordingly, the format of the data output by the processing unit 60 is, in this embodiment, consistent with the format expected by the EDR device. For example, said format corresponds to a format prescribed by regulatory provisions relating to the use of EDR devices in the geographical area in which the car is manufactured. By way of a more specific example, the data format may be compliant with a European standard, such as that prescribed in Ell Regulation 2019/2144 (commonly referred to as General Safety Regulation 2 or GSR 2).

Data transmission between the processing unit 60 and the EDR device uses connection means with similar features to those described above with reference to the connection between the sensors 21 , 22, 23, 30, 40, 50 and the processing unit 60.

In the present embodiment, the processing unit 60 is also configured to transmit the data output in said format to an external server and/or computer and/or database 70 via a wireless connection. This enables the data processing system to serve in Internet of Things (loT) applications, such as for example, connecting and exchanging with other systems and devices of the car, or other systems and devices external to the car. Such a wireless connection means may include a 4G or 5G chip. The wireless connection means may be configured to transfer data by Hypertext Transfer Protocol (HTTP Port 80). Alternatively, the wireless connection means may be configured to transfer data by Hypertext Transfer Protocol Secure (HTTPS). Additionally, whether the processing unit 60 transfers data securely or not, the data may be encrypted, such as, for example, via RSA encryption. The wireless connection means may alternatively use other types of data connection such as GPRS (General Packet Radio Service), Bluetooth (for example, connected to the vehicle or to a smartphone) or Wi-Fi.

Being able to transmit the data output by the processing unit 60 to an external server and/or computer and/or database 70 via a wireless connection can have advantages, such as typically ensuring redundancy of the EDR device of the car in case it fails.

It should be noted, however, that the invention also covers embodiments in which the data output by the processing unit 60 are only transmitted to the EDR device fitted to the car. Alternatively, the car is not equipped with an EDR device and the data output by the processing unit 60 are only transmitted to an external server and/or computer and/or database 70. In this case, this is equivalent to considering that an EDR device is remotely located from the car.

Said data processing method comprises steps of:

- acquiring (E10) measurements by the sensors 21 , 22, 23, 30, 40, 50,

- comparing (E20) the measurements with the thresholds,

- in the event of at least one threshold being exceeded (E30), postprocessing (E50) the measurements obtained (E40) after such exceeding for at least the physical quantity associated with the exceeded threshold, so as to convert them into data of a given format usable for the determination of circumstances of an accident or a crash in which the car may be involved.

Said comparison and post-processing steps are performed by the processing unit 60 in a closed-loop manner.

The comparison step is, for example, carried out on the frequency at which measurements are acquired and received from the sensors 21 , 22, 23, 30, 40, 50. According to another example, said frequency may be distinct from the one at which measurements are performed, the processing unit 60 being able to store measurements received for a specific period of time (in the manner of a buffer memory) and only perform comparisons after this period.

In addition, it should be observed that there is no limitation on the length of time that measurements are post-processed after at least one threshold has been exceeded. Nevertheless, it is understood that this duration is constrained by the size of the memory of the processing unit 60. In addition, this duration is conventionally chosen to be of sufficient size to cover the instants preceding but also following a possible crash or accident of the car. Such aspects are well known to the skilled person insofar as EDR devices are already programmed in a similar way, i.e. to receive measurements from sensors and store them for a determined period of time that is suitable for the analysis of a vehicle crash or accident.

The invention has been described so far considering that the data processing system comprises said plurality of sensors 21 , 22, 23, 30, 40, 50. However, such arrangements are not limiting of the invention, and it is possible to contemplate embodiments according to which the data processing system comprises only a subset of said sensors 21 , 22, 23, 30, 40, 50, for example a single sensor.

Furthermore, regardless of the number of sensors considered, there is no limitation on their location on the windshield 10. As a general rule, the skilled person skilled knows how to place a sensor on a glazing according to the nature of said sensor.

By way of a more specific example, the sensors may be located close to the windshield camera zone, using an opaque black serigraphy to be invisible from both interior and exterior side. This location allows the distance and number of wire connections to be reduced.

Again, regardless of the number of sensors considered, the invention also covers embodiments in which the data processing system comprises at least one of:

- a camera configured to acquire videos of the vehicle's external environment,

- means for acquiring images of the external environment of the vehicle.

- a LIDAR system.

According to these embodiments, the data processing system further comprises storage means configured (e.g. a memory of the processing unit 60, a remote memory in the cloud, etc.) to store videos of said camera and/or images of said image acquisition means and/or LIDAR data of said LIDAR system in the event of at least one threshold being exceeded. Such data (videos, images, LIDAR data) therefore complements the measurements provided by the sensor(s) and advantageously improve the accuracy and reliability of the reconstruction of a possible crash or accident.

The invention has also been described so far considering that the processing unit 60 and the EDR device are two separate entities. However, this does not exclude other embodiments in which the processing unit 60 is an EDR device or is integrated into an EDR device in the car.

Finally, it has also been considered so far that it is the processor 60 that performs comparisons with thresholds and then processes the measurements so as to convert them into a suitable format. It should be noted, however, that these provisions are in no way limiting of the invention. Indeed, it is entirely possible to envisage that comparisons with one or more thresholds are carried out not by the processor 60 but by one or more other entities. For example, it may be an external computer configured to receive all or part of the measurements and perform comparisons with thresholds relating to the data received. According to another example, or possibly in addition to the previous one, all or part of the sensors may be equipped with hardware and/or software means to implement such comparisons. Moreover, it may also be envisaged that all the measurements made by the sensors are converted into data of a specific format and then transmitted, for example, to an EDR device, which is responsible for storing/deleting them recurrently, in the manner of a buffer memory. The EDR device may then receive one or more signals relating to one or more thresholds being exceeded (e.g. from the sensors or even from the processor 60) so that it only switches to a storage mode (i.e. there is no more data deletion).

Claims

1. A data processing system for a motor vehicle, said system comprising:

- at least one sensor (21 , 22, 23, 30, 40, 50) to be positioned on a surface (11 , 12) of a glazing (10) of the vehicle and configured to perform measurements of a physical quantity,

- a processing unit (60) configured to post-process at least part of the measurements, so as to convert them into data of a given format usable for the determination of circumstances of an accident or a crash in which the vehicle may be involved.

2. The system according to claim 1 , wherein the processing unit (60) is configured to compare the measurements of each physical quantity with a respective given threshold and, in the event of at least one threshold being exceeded, to post-process the measurements obtained after such exceeding for at least the physical quantity associated with the exceeded threshold, so as to convert them into data of said given format.

3. The system according to any one of claims 1 to 2, wherein said at least one sensor comprises a vibration sensor (21 , 22, 23).

4. The system according to claim 3, wherein said at least one sensor comprises two vibration sensors to be respectively positioned on an internal surface and an external surface of said glazing.

5. The system according to claim 3, wherein said at least one sensor comprises three vibration sensors (21 , 22, 23) to be positioned on a same surface (11 ) of said glazing (10).

6. The system according to any one of claims 3 to 5, wherein at least one vibration sensor (21 , 22, 23) is a microphone and/or a strain gauge and/or an accelerometer, preferably a variable capacitive accelerometer, or a piezo-resistive accelerometer.

7. The system according to any one of claims 1 to 6, wherein said at least one sensor comprises a humidity sensor (30).

8. The system according to any one of claims 1 to 7, wherein said at least one sensor comprises an external vehicle temperature sensor (40).

9. The system according to any one of claims 1 to 8, wherein said glazing is a windshield (10) of the vehicle and said at least one sensor comprises a photodetector (50) to be positioned on a surface of the windshield.

10. The system according to any one of claims 1 to 9, said system further comprising at least one of:

- a camera configured to acquire videos of the vehicle's external environment,

- means for acquiring images of the external environment of the vehicle,

11. The system according to any one of claims 1 to 10, wherein the processing unit (60) is configured to transmit the data output in said format to an event data recorder device equipping the vehicle, or to an external server and/or computer and/or database (70) via a wireless connection.

12. A data processing method performed by a data processing system according to any of claims 1 to 11 .

13. A glazing system (100) for a motor vehicle, said system comprising a glazing (10) for said vehicle and a data processing system according to any of claims 1 to 11.

14. A glazing system (100) according to claim 13, wherein the processing unit is positioned in proximity to the glazing.

15. A motor vehicle comprising a glazing system (100) according to any one of claims 13 to 14.