阅读说明：本技术 用于记录和评价车辆上的碰撞事件的方法和组件 (Method and assembly for recording and evaluating crash events on a vehicle ) 是由 J·阿克曼 J·施奈德 J·菲舍尔 K·雷曼 S·F·赫尔曼 于 2021-04-30 设计创作，主要内容包括：本发明涉及一种用于记录和评价车辆(1)的碰撞事件的方法和组件(10),其中,持续地感测所述车辆(1)的运动信息和/或周围环境信息并且基于所感测的运动信息和/或周围环境信息计算相应的车辆(1)的车身(1A)的当前运动模式,其中,分析评价所述当前运动模式用于探测和感测所述碰撞事件。在此,在所述车身(1A)上探测和感测机械脉冲和/或变形力,其中,基于所感测的机械脉冲和/或所感测的变形力来探测对所述车身(1A)的触碰,其中,基于所计算的运动模式和所探测的对车身(1A)的触碰来记录和评价所述碰撞事件。本发明还涉及一种用于记录和评价车辆(1)上的碰撞事件的组件(10)。(The invention relates to a method and a device (10) for recording and evaluating a crash event of a vehicle (1), wherein movement information and/or ambient information of the vehicle (1) is continuously sensed and a current movement pattern of a body (1A) of the respective vehicle (1) is calculated on the basis of the sensed movement information and/or ambient information, wherein the current movement pattern is evaluated for detecting and sensing the crash event. Here, mechanical impulses and/or deformation forces are detected and sensed on the vehicle body (1A), wherein a touch to the vehicle body (1A) is detected on the basis of the sensed mechanical impulses and/or the sensed deformation forces, wherein the crash event is recorded and evaluated on the basis of the calculated movement pattern and the detected touch to the vehicle body (1A). The invention also relates to an assembly (10) for recording and evaluating crash events on a vehicle (1).)

1. A method (100) for recording and evaluating crash events on a vehicle (1), wherein motion information and/or environmental information of the vehicle (1) is continuously sensed and a current motion pattern of a body (1A) of the respective vehicle (1) is calculated on the basis of the sensed motion information and/or environmental information, wherein the current motion pattern is evaluated for detecting and sensing the crash event, characterized in that mechanical impulses and/or deformation forces are detected and sensed on the body (1A), wherein a touch to the body (1A) is detected on the basis of the sensed mechanical impulses and/or deformation forces, wherein the crash event is recorded and evaluated on the basis of the calculated motion pattern and the detected touch to the body (1A).

2. The method (100) according to claim 1, wherein a Recording Function (RF) records and continuously stores the collision event.

3. The method (100) according to claim 1 or 2, characterized in that different collision types are distinguished and identified when the evaluation is made according to at least one defined threshold value or according to at least one defined pattern.

4. A method (100) according to claim 3, characterized in that the collision types are distinguished by the size of the contact surface and/or by the collision partner characteristics.

5. Method (100) according to any one of claims 2 to 4, characterized in that said Recording Function (RF) is activated when said evaluation results in said sensed mechanical impulse or said sensed deformation force being higher than a defined first threshold value or corresponding to a defined first mode, or when said evaluation results in a centrally measured acceleration of said body (1A) being higher than a defined second threshold value.

6. The method (100) according to any one of claims 1 to 5, wherein for recording and evaluating the collision event a data matrix is created and stored.

7. Method (100) according to claim 6, characterized in that the data matrix comprises parameters relating to the current geographical location and/or the time of collision and/or the body position and/or the magnitude of the mechanical pulse and/or the magnitude of the deformation force and/or the velocity vector of the vehicle (1) in the pulse direction and/or the tire pressure state of the vehicle (1).

8. The method (100) according to claim 6 or 7, characterized in that the data matrix is added with confidence values derived from a comparison of at least one signal source from each sensed signal with a model-based estimate.

9. The method (100) according to any one of claims 2 to 8, characterised in that, depending on the type of collision identified, it activates: an emergency stop function (NSF) to decelerate the vehicle (1) to a standstill and park at a road edge; or a deceleration function (VF) which is implemented to decelerate in a targeted and controlled manner to a standstill in the own lane; or a photographing function (AF) that activates at least one external camera; or a communication function (KF) which establishes a communication connection with the data center and/or the service center; or a remote control function (FSF) requesting remote control of the vehicle (1) through a service center.

10. An assembly (10) for recording and evaluating crash events on a vehicle (1), the assembly having: a first subsystem (20) comprising at least one first sensing device (22) and embodied for continuously sensing motion information and/or environmental information; and an evaluation and control unit (11) which is designed to calculate a current movement pattern of a body (1A) of the respective vehicle (1) on the basis of the movement information and/or the environmental information, characterized in that the assembly has a second subsystem (30) which comprises at least one second sensor device (32) and is designed to detect and sense mechanical impulses and/or deformation forces on the body (1A), wherein the evaluation and control unit (11) is designed to carry out the method according to one of claims 1 to 9 and to detect a touch to the body (1A) on the basis of the sensed mechanical impulses and/or the sensed deformation forces, wherein the evaluation and control unit (11) is further designed to record and to detect a touch to the body (1A) on the basis of the calculated movement pattern and the detected touch to the body (1A) The collision event is evaluated.

11. Assembly (10) according to claim 10, characterized in that the analysis evaluation and control unit (11) is implemented for implementing at least one Recording Function (RF) according to the identified crash type, the recording function being implemented for recording and storing the crash event in at least one memory (14).

12. Assembly (10) according to claim 11, characterized in that the analysis evaluation and control unit (11) is implemented for implementing an emergency stop function (NSF) or a deceleration function (VF) or a shooting function (AF) or a communication function (KF) or a remote control function (FSF) depending on the identified collision type.

13. Assembly (10) according to one of claims 10 to 12, characterized in that the first subsystem (20) is constructed modularly and the at least one first sensor device (22) comprises a wheel speed sensor device (22A) and/or an acceleration sensor device (22B) and/or a steering angle sensor device (22C) and/or an environment sensor device (22D) and/or a speed sensor device (22E) and/or a sensor device (22F) for sensing a traction request and/or a braking request and/or a positioning system (22G) for finding a current geographical position.

14. The assembly (10) according to any one of claims 10 to 13, wherein the second subsystem (30) is modularly constructed and the at least one second sensing device (32) comprises: a touch sensing device (32A) comprising a touch sensitive surface; and/or a light-guiding mesh (32B) adapted to change the light intensity and/or light wavelength when a force acts; and/or a knock sensing device (32C) adapted to sense mechanical and/or acoustic vibrations; and/or acceleration sensing means (32D) adapted to sense effective acceleration in different spatial directions; and/or a pressure sensing device (32E) adapted to sense pressure shocks caused by the collision.

15. Assembly (10) according to one of claims 10 to 14, characterized in that the evaluation and control unit (11) is embodied for receiving additional sensor information from other vehicle systems and evaluating the additional sensor information analytically, wherein the additional sensor information relates to movement information and/or environmental information and/or touch information.

Technical Field

The invention relates to a method or a component for recording and evaluating crash events on a vehicle.

Background

In a vehicle collision with a high level of automation, reliable evidence for evaluating legal conditions is of great importance. The driving responsibilities of these vehicles are largely or entirely taken care of by operators who do not directly occur in the event of a collision. The manufacturers of these vehicle systems are also parties in the scope of product liability. There may be situations where: human witnesses do not exist or provide conflicting statements, so the proof-taking responsibility after a collision is an "electronic witness".

A system and a method for collision determination are known from US 2018/0012429 a 1. Here, the vehicle remote control device includes a processor and a memory storing a collision determination application, wherein upon execution of the collision determination application, the processor is instructed to obtain sensor data from at least one sensor installed in the vehicle, to calculate resulting peak result data based on the sensor data, and to generate collision evaluation data and a set of collision curve data for the vehicle based on the peak result data. The peak result data describes the acceleration of the vehicle over a first period of time. The accident assessment data describes a likelihood of the vehicle being involved in an accident based on the characteristics of the vehicle and the sensor data, and if the accident assessment data exceeds an accident threshold, the obtained sensor data is provided to a remote server system. The vehicle remote control device is equipped with one or more sensors that can determine the speed and/or acceleration of the vehicle. Further, the vehicle remote control device is coupled to the vehicle data bus such that the vehicle remote control device can obtain data from a plurality of vehicle devices connected to the vehicle data bus. Vehicle devices may include, but are not limited to, engine sensors, Electronic Control Units (ECUs), alternator sensors, vibration sensors, voltage sensors, oxygen sensors, GPS receivers (Global Positioning System), ignition devices, weight sensors, and/or appliances or acceleration determination devices. The vehicle speed can be calculated from information provided by a GPS receiver (Global Positioning System). The GPS receiver may also use the received signals to determine the location of the vehicle and/or the route of the vehicle.

Disclosure of Invention

The inventive method for recording and evaluating crash events on a vehicle and the inventive assembly for recording and evaluating crash events on a vehicle have the following advantages: two data sets are sensed and correlated in the sense of an "electronic witness" in order to record and evaluate a collision event.

In this case, the first data set provides the current movement pattern and the second data set provides information about a touch on the body. In evaluating legal conditions, the fully sensed collision moment vehicle body movement pattern plays an important role. A "complete movement pattern" is understood here to mean a vectorial sensing of the body speed at the time of a crash in all spatial directions, with direction and magnitude. In this way, the current driving direction, lateral slip or sliding (e.g. on slippery roads, ice) and in particular also the vehicle standstill at the time of the collision can be detected and recorded taking into account the steering angle. Detecting and sensing mechanical impulses or deformation forces on critical parts of the body as information about a touch on the body, e.g. based on individual sensitivity of the sensors used on the bumper, side sill, side part, outer part of the door and/or other suitable body part based on threshold values or by pattern recognition methods

Embodiments of the invention make it possible to distinguish in an advantageous manner whether a collision is caused by a moving vehicle or by a moving collision partner or object. This makes it possible to distinguish between a crash in the direction of travel at the speed of the vehicle and a crash not triggered by the movement of the vehicle, for example a lateral crash or a crash on a limited surface, for example a kick to the body or a throw of an object, or a crash from behind at a high speed of the vehicle.

Embodiments of the present invention provide a method for recording and evaluating crash events on a vehicle, wherein motion information and/or environmental information of the vehicle is continuously sensed. A current movement pattern of the body of the respective vehicle is calculated based on the sensed movement information and/or environmental information, wherein the current movement pattern is evaluated for analysis to detect and sense a collision event. Here, mechanical impulses and/or deformation forces are detected and sensed on the vehicle body, wherein a touch on the vehicle body is detected on the basis of the sensed mechanical impulses and/or the sensed deformation forces. A collision event is recorded and evaluated based on the calculated motion pattern and the detected touch to the body.

Furthermore, an assembly for recording and evaluating crash events on a vehicle is proposed. The assembly includes: a first subsystem comprising at least one first sensing device and embodied for continuously sensing motion information and/or environmental information; and an evaluation and control unit which is designed to calculate the current movement pattern of the body of the respective vehicle on the basis of the movement information and/or the environmental information. The second subsystem comprises at least one second sensor device and is designed to detect and sense mechanical impulses and/or deformation forces on the vehicle body. The evaluation and control unit is designed to carry out the inventive method for recording and evaluating crash events on a vehicle and to detect a touch on the vehicle body on the basis of the sensed mechanical impulses and/or the sensed deformation forces, wherein the evaluation and control unit is further designed to record and evaluate crash events on the basis of the calculated movement pattern and the detected touch on the vehicle body.

An "evaluation and control unit" is understood to mean an electrical device, such as a control unit, which processes or evaluates the sensed sensor signals. For this purpose, the evaluation and control unit can have at least one computing unit, at least one memory and at least one interface, which can be designed in hardware and/or software. In the case of a hardware configuration, the interface can be, for example, a part of a so-called system ASIC which contains the various functions of the evaluation and control unit. However, it is also possible for the interface to be an integrated circuit of its own or to be composed at least partially of discrete components. In the case of a software configuration, the interface can be a software module which is present on the microcontroller, for example together with other software modules. A computer program product having program code which is stored on a machine-readable carrier, for example a semiconductor memory, a hard disk memory or an optical memory, and is used to carry out the recording and evaluation of crash events on the vehicle when the program is executed by the evaluation and control unit is also advantageous.

A "sensor device" is understood to mean a structural unit comprising at least one sensor element which directly or indirectly senses a physical variable or a change in a physical variable and preferably converts it into an electrical sensor signal. This can be achieved, for example, by transmitting and/or receiving acoustic and/or electromagnetic waves and/or by magnetic fields or changes in magnetic fields and/or by receiving satellite signals, for example GPS signals.

The individual sensor elements can be embodied, for example, as so-called "MEMS" (Micro-Electro-Mechanical systems). MEMS are tiny structural elements that can integrate logic elements and micromechanical structures in a chip and that can process and relay mechanical and electrical information.

Furthermore, the at least one first sensor device may comprise an inertial sensor, which spatially combines a plurality of inertial sensors, for example an acceleration sensor and/or a rotational speed sensor. Such inertial sensors may, for example, sense up to six possible degrees of kinematic freedom. For this purpose, the inertial sensors comprise up to three acceleration sensors (translation sensors) which are respectively orthogonal to one another for sensing translational movements in the x or y or z direction and up to three rotational speed sensors (gyro sensors) which are mounted orthogonally to one another for sensing rotational (encircling) movements about the x or y or z axis. Such an inertial measurement unit provides as measurement values three linear acceleration values of the translational movement and three angular velocities of the rotational speed.

Also possible are camera systems for sensing the surroundings of the vehicle, for example with a camera panel (Fotoplatte) and/or a phosphor screen and/or a semiconductor, or optical sensor elements which detect the impact or intensity, wavelength, frequency, angle, etc. of the received waves, for example infrared sensor elements. Acoustic sensor elements, such as ultrasonic sensor elements and/or high-frequency sensor elements and/or radar sensor elements and/or sensor elements that react to magnetic fields, such as hall sensor elements and/or magnetoresistive sensor elements and/or inductive sensor elements, which record magnetic field changes, for example, by means of voltages generated by magnetic induction, are also conceivable. Furthermore, capacitive touch sensors, piezoelectric films, piezoelectric "cables, wires", film sensors whose resistance changes as a result of force action, can be used as touch-sensitive surface systems and/or membrane systems or strain gauges (individually or as a network) on critical and easily deformable body parts for measuring reversible and irreversible deformations. The light guide screen in and/or under the vehicle finish can also be used for touch detection. In this case, a light intensity change or a wavelength change is achieved when a force is applied. The knock sensing device may be used to sense mechanical vibrations and/or acoustic vibrations. Microphones with frequency selective analysis evaluation can also be used to identify a scratching process or a blunt impact. At the time of manufacture, channels filled with air or gel can be integrated into the plastic body part, which channels enable the pressure impact caused by a collision to be evaluated by pressure sensor analysis.

The additional possible information acquisition about the type of crash and about the crash counter-part characteristics is dependent not only on the type and number of sensors selected but also on the analytical evaluation algorithm used. Here, in the design, the cost/benefit balance is individually weighed against the system.

The method according to the invention for recording and evaluating crash events on a vehicle and the assembly according to the invention for recording and evaluating crash events on a vehicle can be advantageously improved by the measures and further developments listed in the preferred embodiments.

It is particularly advantageous that the recording function can record and continuously store crash events. This enables a simple and low-cost implementation of an "electronic witness".

In an advantageous embodiment of the method, different crash types can be distinguished and identified when the evaluation is carried out according to at least one defined threshold value or according to at least one defined mode. In this case, the collision types can be differentiated, for example, according to the size of the contact surface and/or according to the collision partner characteristics.

In a further advantageous embodiment of the method, the recording function can be activated and the crash event can be stored continuously if the evaluation results in the sensed mechanical impulse or the sensed deformation force being above a defined first threshold value or corresponding to a defined first pattern. Thus, the first threshold for pulse detection can have a trigger threshold of about 0.025 newton seconds, for example, or the first threshold for force detection can have a trigger threshold of about 0.5 newton, for example. Additionally or alternatively, a recording function may be activated and the crash event stored continuously when the evaluation results in the measured central body acceleration being above a defined second threshold value. The second threshold value may correspond to a trigger threshold value of-1.1 g, for example.

In a further advantageous embodiment of the method, a data matrix can be created and stored for recording and evaluating the crash event. The data matrix may comprise parameters relating to the current geographical location, the time of the collision, the body position, the magnitude of the mechanical impulse and/or the magnitude of the deformation force, and the velocity vector of the vehicle in the direction of the impulse and/or the tire pressure state of the vehicle, for example. Furthermore, a confidence value may be added to the data matrix, which may be derived from at least one signal source from a comparison of each sensed signal with the model-based estimate.

In a further advantageous embodiment of the method, it is possible to activate, depending on the type of collision identified: an emergency stop function that decelerates a vehicle to a stationary state and parks at a road edge; or a deceleration function, which decelerates the vehicle in the own lane in a targeted and controlled manner to a standstill; or a camera function, said camera function activating at least one external camera; or a communication function, which establishes a communication connection with a data center and/or a service center; or a remote control function that requests remote control of the vehicle through the service center. Thus, for example, an emergency stop function or a deceleration function can be activated in the event of a collision in the direction of travel at its own speed. In the case of a collision that is lateral to the direction of travel, on a limited surface, and is not caused by the movement of the vehicle, which collision may be triggered, for example, by kicking (Tritt) the body of the vehicle or throwing of an object, for example, a camera function may be activated in order to capture the surroundings of the vehicle. In the event of a collision from behind when the own speed is high, the deceleration function may also be activated and controlled braking in the own lane may be implemented. By implementing at least one of these functions or a combination of several of these functions, the method can be easily adapted to different requirements and vehicle models.

In an advantageous embodiment of the assembly, the evaluation and control unit can carry out at least one recording function depending on the type of crash identified, which recording function is designed to record and store crash events in at least one memory. In addition, the evaluation and control unit can carry out an emergency stop function or a deceleration function or a recording function or a communication function or a remote control function depending on the type of collision identified. For this purpose, the evaluation and control unit can actuate further vehicle systems as a function of the crash type identified in order to carry out an emergency stop of the vehicle or to carry out a targeted and controlled deceleration in the own lane to a standstill, or to activate at least one external camera or to establish a communication link with a data center and/or a service center, or to request a remote control of the vehicle via the service center. The evaluation and control unit can thus communicate, for example, via a data bus, with an airbag control unit, which carries out accident detection for triggering the restraint system, and/or with a brake control unit, which carries out various braking functions and driving dynamics control, such as anti-lock functions, electronic stability programs, anti-skid control, etc., and/or with a communication system, which can establish an external communication link with a data center and/or a service center, and/or with a comfort system, which can carry out an automatic parking process or automatic distance control, for example, and/or with other suitable vehicle systems. In order to evaluate different crash events, the evaluation and control unit can implement a plurality of different algorithms for signal analysis, plausibility checking and interpretation and/or a model-based estimator for reconstructing the common pulse profiles in the vehicle for cross-validation of the detected signals.

In a further advantageous embodiment of the assembly, the first subsystem can be constructed in a modular manner and the at least one first sensor device can comprise, for example, a wheel speed sensor device and/or an acceleration sensor device and/or a steering angle sensor device and/or an environment sensor device and/or a speed sensor device and/or a sensor device for sensing a traction request and/or a braking request and/or a locating system for determining the current geographical position.

In a further advantageous embodiment of the assembly, the second subsystem can be constructed in a modular manner and the at least one second sensor device can comprise: a touch sensing device comprising a touch sensitive surface; and/or a light-guiding network adapted to change the light intensity and/or light wavelength upon the action of a force; and/or a knock sensing device adapted to sense mechanical and/or acoustic vibrations; and/or acceleration sensing means adapted to sense effective acceleration in different spatial directions; and/or a pressure sensing device adapted to sense pressure caused by the collision.

The modular construction makes it possible to configure the first and second subsystems independently of one another and to supplement and optimize them, if necessary, without influencing other vehicle systems. Furthermore, these subsystems can be adapted to different requirements and vehicle types simply and inexpensively.

In a further advantageous embodiment of the assembly, the evaluation and control unit can receive additional sensor information from other vehicle systems and evaluate the additional sensor information in an evaluation manner, wherein the additional sensor information relates to movement information and/or environmental information and/or touch information.

Drawings

Embodiments of the invention are illustrated in the drawings and are explained in detail in the following description. In the drawings, the same reference numerals denote parts or elements performing the same or similar functions.

FIG. 1 illustrates a schematic flow chart diagram of one embodiment of a method of the present invention for recording and evaluating crash events on a vehicle;

FIG. 2 shows a schematic block diagram of a vehicle having one embodiment of the inventive assembly for recording and evaluating crash events on the vehicle.

Detailed Description

As can be seen from fig. 1, the illustrated exemplary embodiment of the method 100 according to the present invention for recording and evaluating a crash event of the vehicle 1 illustrated in fig. 2 comprises a step S100A, in which motion information and/or environmental information is continuously sensed in a step S100A. In step S110A, a current movement pattern of the vehicle body 1A of the respective vehicle 1 is calculated based on the sensed movement information and/or environmental information, wherein the current movement pattern is analyzed and evaluated for detecting and sensing a collision event. Here, a mechanical impulse and/or a deformation force is detected and sensed on the vehicle body 1A in step S100B, wherein a touch to the vehicle body 1A is detected based on the mechanical impulse and/or the deformation force sensed in step S110B. In step S120, a collision event is recorded and evaluated based on the calculated movement pattern and the detected touch to the vehicle body 1A. In the illustrated embodiment, steps S100A and S110A are implemented in parallel with steps S100B and S110B. Of course, steps S100A and S110A and steps S100B and S110B may be performed sequentially.

By vectorially sensing the body speed of the body 1A at the time of the collision in all spatial directions with direction and magnitude as a complete movement pattern, it is possible to detect and record the current driving direction, lateral slip or sliding (e.g. on slippery roads, ice) taking into account the steering angle and in particular also the vehicle standstill at the time of the collision. Thereby, it is possible to distinguish whether the collision is caused by the vehicle 1 moving by itself or by a moving collision partner or moving object. This makes it possible to distinguish between a crash, for example, at the speed of the vehicle, in the direction of travel, or a crash that is not triggered by the movement of the vehicle, for example, a lateral crash or a crash on a limited surface, for example, a kick to the body or a throw of an object, or a crash from behind if the speed of the vehicle is high.

In the illustrated exemplary embodiment of method 100, in step S120, different crash types are distinguished and identified when the evaluation is carried out according to at least one defined threshold value or according to at least one defined pattern. Here, the collision type is distinguished according to the size of the contact surface and/or according to the collision partner characteristic. The size of the touch surface sensed can distinguish: whether the collision is caused by another vehicle or by kicking against the body or by throwing of an object.

In the illustrated embodiment of the method 100, a recording function RF is implemented, which records and continuously stores crash events. Here, when the evaluation results in the sensed mechanical impulse or the sensed deformation force being above a defined first threshold value or corresponding to a defined first mode, a recording function RF or "electronic witness" is activated and the crash event is stored continuously. Additionally or alternatively, when the evaluation results in the measured central acceleration of the body 1A being above a defined second threshold value, the recording function RF is activated and the crash event is stored continuously.

In an alternative embodiment of the method, not shown, only the recording function RF or "electronic witness" is activated and the crash event is stored continuously, when the evaluation results in the sensed mechanical impulse or the sensed deformation force being above a defined first threshold or corresponding to a defined first mode. In a further, not illustrated alternative embodiment of the method, only the recording function RF or "electronic witness" is activated and the crash event is stored continuously when the evaluation results in a centrally measured acceleration of the body 1A above a defined second threshold value.

To record and evaluate a collision event, a data matrix is created and stored. In the exemplary embodiment shown, the data matrix comprises at least parameters relating to the current geographical location, the time of the collision, the body position, the magnitude of the mechanical impulse and/or the magnitude of the deformation force, and the velocity vector of the vehicle 1 in the direction of the impulse. Of course, the data matrix may also comprise other combinations with more or fewer parameters or may also comprise other suitable parameters, such as the tire pressure state of the vehicle 1. In the illustrated embodiment, the data matrix is augmented with a confidence value derived from at least one signal source from a comparison of each sensed signal with a model-based estimate.

In the illustrated exemplary embodiment of the method 100, if the vehicle 1 has its own speed at the time of the collision, depending on the type of collision identified, an emergency stop function NSF or a deceleration function VF is activated, which decelerates the vehicle 1 to a standstill and parks it at the edge of the road, which decelerates the vehicle 1 in the own lane to a standstill in a targeted and controlled manner. Furthermore, if the collision is evaluated as a kicking of the vehicle body 1A or a throwing of an object, a photographing function AF is activated, which activates at least one external camera in order to photograph the vehicle environment. Furthermore, if a collision is evaluated as particularly serious on the basis of the movement pattern, a communication function KF can be activated, which establishes a communication connection with the data center and/or the service center. Furthermore, a remote control function FSF may be activated, which requests remote control of the vehicle 1 by a service center. Of course, alternative embodiments of the method 100 for recording and evaluating crash events, not shown, can also implement fewer or different functions than those listed, depending on the crash type identified, in order to be able to adapt optimally to the respective vehicle 1 and its existing vehicle systems.

The method can be implemented, for example, in software or hardware or in a hybrid form of software and hardware, for example, in the evaluation and control unit 11.

As can be further seen from fig. 2, the illustrated exemplary embodiment of an assembly 10 for recording and evaluating a crash event of a vehicle 1 comprises: a first subsystem 20 with at least one first sensing device 22, which is embodied for continuously sensing motion information and/or environmental information; a second subsystem 30 having at least one second sensor device 32, which is embodied for detecting and sensing mechanical impulses and/or deformation forces on the body 1A of the vehicle 1; and an analysis evaluation and control unit 11. In the illustrated exemplary embodiment of the assembly 10, the evaluation and control unit 11 is designed to carry out the method 100 according to the invention for recording and evaluating crash events on the vehicle 1. For this purpose, the evaluation and control unit 11 calculates the current movement pattern of the body 1A of the respective vehicle 1 on the basis of the movement information and/or the environmental information. Furthermore, the evaluation and control unit 11 detects a touch to the body 1A on the basis of the sensed mechanical impulse and/or the sensed deformation force. The analysis evaluation and control unit 11 records and evaluates the crash event on the basis of the calculated movement pattern and the detected touch of the vehicle body 1A.

As can be further seen from fig. 2, in the exemplary embodiment shown, the evaluation and control unit 11 comprises a computing unit 12, which is preferably embodied as a microcontroller, and a memory 14. Furthermore, the evaluation and control unit 11 is designed to carry out at least one recording function RF, which is designed to record and store crash events in the memory 14, as a function of the crash type identified.

As can be further seen from fig. 2, the first subsystem 20 is constructed modularly and, in the illustrated embodiment, the at least one second sensor device 32 comprises a wheel speed sensor device 22A, an acceleration sensor device 22B, a steering angle sensor device 22C, an environment sensor device 22D, a speed sensor device 22E for sensing the own speed of the vehicle 1 in all spatial directions, a sensor device 22F for sensing a traction request and/or a braking request and a positioning system 22G for finding the current geographical position. The positioning system 22G may be implemented as a GPS system, for example. Of course, the first subsystem 20 may also include other combinations with more or fewer first sensing devices 22 or may also include other suitable first sensing devices 22.

As can be further seen from fig. 2, the second subsystem 30 is constructed modularly and, in the embodiment shown, the at least one second sensor device 32 comprises: a touch sensor assembly 32A comprising a touch-sensitive surface, for example, formed on a bumper, side sill, side member, exterior door member, and/or other suitable body member; a light guide mesh 32B adapted to change light intensity and/or light wavelength when a force is applied; a knock sensing device 32C adapted to sense mechanical and/or acoustic vibrations; an acceleration sensing device 32D adapted to sense effective accelerations in different spatial directions; and a pressure sensing device 32E adapted to sense pressure shocks caused by the collision. Of course, the second subsystem 30 may also include other combinations with more or fewer second sensing devices 32 or may also include other suitable second sensing devices 32.

In the exemplary embodiment shown, evaluation and control unit 11 receives additional sensor information from other vehicle systems, which relates to movement information and/or environmental information and/or touch information, and evaluates these additional sensor information in an evaluation and evaluation manner. The evaluation and control unit 11 therefore communicates via a data bus, not shown in detail, with the airbag control of the restraint system 3, which carries out accident detection for triggering the restraint means, with the brake control of the brake system 5, which carries out various braking functions and driving dynamics control, such as anti-lock functions, electronic stability programs, anti-skid control, etc., and with the communication system 7, which can establish an external communication link with a data center and/or service center, and with the comfort system 9, which can carry out an automatic parking process or automatic distance control, for example. Of course, the evaluation and control unit 11 can also communicate with other combinations with more or fewer vehicle systems or with other suitable vehicle systems in order to obtain additional sensor information. In order to evaluate the different crash events, the evaluation and control unit 11 can implement a plurality of different algorithms for signal analysis, plausibility checking and interpretation and/or a model-based estimator for reconstructing the usual pulse profiles in the vehicle 1 for cross-validating the detected signals.

Depending on the type of collision identified, the evaluation and control unit 11 controls other vehicle systems, for example the brake system 5 or the comfort system 9, in order to implement the emergency stop function NSF or the deceleration function VF. Furthermore, the evaluation and control unit 11 can activate and control at least one external camera in order to carry out the capture function AF. Furthermore, the evaluation and control unit 11 can operate the communication system 7 in order to carry out a communication function KF and to establish a communication connection with a data center and/or a service center, or in order to carry out a remote control function FSF and to request remote control of the vehicle 1 by means of the service center.