DE102015223139A1 - Method for operating a vehicle-external software application in a motor vehicle - Google Patents

Abstract

The invention relates to a method for operating a non-vehicle software application (210) in a motor vehicle (100), wherein an effect on the motor vehicle (100) is achieved by the non-vehicle software application, wherein, if a countermeasure is performed, which counteracts the effect achieved by the non-vehicle software application (210), determines to what extent this countermeasure counteracts the effect achieved by the non-vehicle software application (210), and wherein the effect achieved by the non-vehicle software application (210) Dependence on the given measure is changed.

Description

The present invention relates to a method for operating a non-vehicle software application in a motor vehicle and to a computing unit and a computer program for its implementation.

State of the art

Software applications, so-called "apps", which are executed on hand-held devices from the class of smart devices, such as smartphones or tablet PCs, are known. Such apps can also be used in the automotive sector. For example, a handset, such as a smartphone, on which the app is running, be connected to a data transfer control device, whereby the app can communicate with the controller. It is also conceivable to load such apps directly into a control unit of the motor vehicle, for example via the Internet or a so-called cloud, and to execute the app from the control unit. Such software applications or apps for motor vehicles are for example in the US 2014/0106726 A1 described.

Disclosure of the invention

According to the invention, a method for operating a vehicle-external software application in a motor vehicle as well as a computing unit and a computer program for carrying it out with the features of the independent patent claims are proposed. Advantageous embodiments are the subject of the dependent claims and the following description.

A non-vehicle software application in this context is a software application to understand, which was not implemented in the course of a manufacturing process in the motor vehicle. The off-board software application was thus not originally present in the motor vehicle and could not be executed by the motor vehicle, as this has left a corresponding production plant and was put into operation. The off-board software application is introduced into the vehicle if it is already in the field.

Such a software application can, for example, be carried out in-vehicle, that is, by a computing unit or a control unit of the motor vehicle, or else by a vehicle outside of a vehicle-external or vehicle-external computing unit. Such a vehicle external computing unit is in particular not fixed or not constructively connected to the motor vehicle and in particular is not an integral part of the motor vehicle. The off-board computing unit, for example, be a (portable) computing unit, such as a handheld device, which carried by a driver of the motor vehicle is, even outside the motor vehicle, or a computing unit, which is located in a remote location, eg Data Center, located.

The non-vehicle software application has an effect on the motor vehicle. The non-vehicle software application can in particular influence vehicle functions or execute them completely. For example, the non-vehicle software application in the course of which actuate actuators of the motor vehicle, such as to change or control a speed of the motor vehicle or to influence the steering of the motor vehicle. For this purpose, the software application external to the vehicle is in communication with components of the motor vehicle, in particular with control devices, in particular via a suitable interface. In particular, the non-vehicle software application sends commands or messages via a communication channel of the motor vehicle, in particular via a bus or fieldbus, in particular CAN (Controller Area Network), and can also receive messages via this.

The effect achieved by the non-vehicle software application can be counteracted by a countermeasure. In particular, this countermeasure is triggered or carried out by a driver of the motor vehicle. For example, the driver can actuate a brake pedal or the brake of the motor vehicle in order to counteract, for example, a speed change, which is achieved as an effect of the vehicle-external software application. By this countermeasure, the driver wants to influence or correct the effect of the software application in particular.

In the context of the invention, a possibility is provided in order to be able to react differently to the effect of the non-vehicle software application. If the countermeasure is carried out, in particular by the driver, the method does not simply disable the off-board software application. Instead, the countermeasure or a counter-effect achieved by the countermeasure are examined and, depending on the strength of the countermeasure taken, the non-vehicle software application is reacted.

For this purpose, the extent to which this countermeasure counteracts the effect achieved by the non-vehicle software application is determined within the scope of the method. As a measure is in particular a strength of To understand the countermeasure or a counter-effect achieved by the countermeasure. For example, as a measure, a (percentage) ratio of the countermeasure taken or the countereffect that has been carried out can be determined in comparison to a maximum achievable countermeasure or a maximum achievable counter effect. For example, when a brake of the motor vehicle is operated as a countermeasure, a ratio of the brake operation to a full braking can be determined as a measure.

In particular, it can be recognized by means of this specific measure how stak is to be influenced by the corresponding countermeasure to the non-vehicle software application. In particular, it can be differentiated to recognize whether the effect of the vehicle-external software application should be corrected only slightly, or whether a serious change is desired or the non-vehicle software application should even be terminated. Therefore, depending on the particular level, the effect achieved by the non-vehicle software application is changed.

If the countermeasure or its counter effect is comparatively strong, the effect of the software application can also be comparatively strongly changed or even deactivated. If the countermeasure turns out to be weak, the effect of the software application is changed only comparatively weak in particular.

The non-vehicle software application may in particular be a so-called "app". In particular, the app can be loaded onto the appropriate computing device on which it is running via the Internet or a convenient network. In particular, rechargeable motor vehicle functions can be realized by means of the vehicle-external software application, which can be introduced into the motor vehicle if this is already in the field.

In particular, the method makes it possible to implement such rechargeable software applications optimally in the motor vehicle. In particular, it can be prevented that the software application is disabled in the driver's intervention unfounded temporarily or even permanently, although the driver only wants a slight correction.

The method provides a means for safely executing such a rechargeable software application while ensuring the functional safety of the motor vehicle. In particular, it can be ensured that security requirements or safety-critical requirements according to eg ISO standard 26262 fulfilled or respected.

Advantageously, the countermeasure is carried out by the driver of the motor vehicle. Preferably, as a countermeasure, a pedal, in particular a brake pedal, can be actuated by the driver. The driver can, for example, also change the steering of the motor vehicle or actuate a switch as a countermeasure. In particular, the particular measure describes how much the driver performs the respective action, in particular how much the driver operates the pedal, how much he corrects the steering or how much he presses the respective switch.

According to a preferred embodiment, a gradient of a time course of the countermeasure is determined as a measure. For example, it is thus determined as a measure how much the counter-effect achieved by the countermeasure changes over a predefined time interval. In particular, the larger the gradient, the greater the effect achieved by the non-vehicle software application.

Preferably, the effect achieved by the non-vehicle software application is reduced in proportion to the particular measure. The strength of the counteraction caused by the countermeasure is thus translated directly into a corresponding reduction of the effect of the software application.

Advantageously, the effect achieved by the vehicle-external software application is changed in such a way that a predetermined effect is achieved. In particular, when the measure reaches a threshold value, the software application can be driven, for example, according to a defined, predefined substitute value, so that the predetermined effect is achieved.

Preferably, it is checked whether a strength of the countermeasure reaches a threshold value. In particular, this check is performed additionally or simultaneously to determine the measure. If the strength of the countermeasure reaches the threshold value, the non-vehicle software application is preferably deactivated. Thus, a differentiated distinction is in particular made as to whether the countermeasure is carried out so strongly that the software application is to be deactivated, or whether the countermeasure is carried out only comparatively easily and accordingly only a corresponding change of the achieved effect is carried out.

According to a preferred embodiment, an error counter is increased if the non-vehicle Software application is disabled. Deactivation indicates in particular a malfunction or malfunction of the software application or that the software application does not function reliably or in the driver's sense. In particular, when the error counter reaches a maximum value, the software application may be permanently disabled.

Preferably, the error counter can also be reduced if the non-vehicle software application is not deactivated, for example over a defined time interval or in the course of a procedure performed. Thus, the error counter can also be reduced again if the software application works reliably and in the driver's sense.

Preferably, a driver assistance function is performed by the vehicle external software application. Such a driver assistance function serves, in particular, to assist the driver of the vehicle and can warn them, for example, of dangerous situations. For example, the driver can be notified acoustically and / or visually in hazardous situations, for example, by lighting a signal light in the dashboard area or in a head-up display. In particular, a driver assistance function can also defuse or counteract dangerous situations. Driver assistance functions can perceive the environment, in particular via sensors, and actuate actuators based on corresponding sensor data. Preferably, a speed of the motor vehicle can be changed, controlled or regulated by the non-vehicle software application as the effect achieved, preferably in the course of such a driver assistance function. As a countermeasure, preferably a brake of the motor vehicle is actuated, preferably in order to counteract or to correct this driving assistance function.

Examples of such driver assistance functions are adaptive cruise control (ACC), curve assistant, parking assistant, lane departure warning, autonomous longitudinal guidance, attention and fatigue detection, electronic stability program (ESP), engine drag torque control (MSR), traction control (ASR), Anti-lock braking system (ABS) as well as functions in the course of automated driving.

The vehicle-external software application is preferably executed by an in-vehicle computing unit, preferably by a control unit or an on-board computer of the motor vehicle. The off-board software application may, for example, be transmitted over the Internet or e.g. be loaded via a so-called "cloud" in the control unit or the on-board computer. A cloud, or so-called cloud computing, is a remote, distributed computing unit system in communication with the motor vehicle over a network (e.g., over cellular networks (e.g., 3G, 4G, etc.), WLAN, or Bluetooth, etc.).

Alternatively or additionally, the vehicle-external software application can preferably also be executed by a vehicle-external or vehicle-external computing unit. Advantageously, the vehicle-external computing unit is designed as a hand-held device from the class of smart devices, preferably as a smartphone or as a tablet PC. The handset is in particular a mobile handset, which is in the possession of the driver and is also carried by this outside the vehicle. The off-board computing unit may preferably be in wired communication (e.g., USB, etc.) or wireless (e.g., WLAN, Bluetooth, GSM, 3G, 4G, etc.) or over the Internet to the motor vehicle or control devices of the motor vehicle in data transmitting communication. For example, the vehicle-external computing unit may also be designed as a PC or as a server, for example in a data center. Preferably, the vehicle-external computing unit is designed as a remote, distributed computing unit system (cloud).

An arithmetic unit according to the invention, e.g. a control device of a motor vehicle is, in particular programmatically, configured to perform a method according to the invention.

Also, the implementation of the method in the form of a computer program is advantageous because this causes very low costs, especially if an executive controller is still used for other tasks and therefore already exists. Suitable data carriers for providing the computer program are in particular magnetic, optical and electrical memories, such as e.g. Hard drives, flash memory, EEPROMs, DVDs, etc. It is also possible to download a program via computer networks (Internet, intranet, etc.).

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

The invention is illustrated schematically by means of embodiments in the drawing and will be described below with reference to the drawing.

Brief description of the drawings

1 schematically shows a motor vehicle, which is adapted to carry out a preferred embodiment of a method according to the invention.

2 schematically shows a preferred embodiment of a method according to the invention as a block diagram.

Embodiment (s) of the invention

In 1 is a motor vehicle 100 schematically illustrated, which is adapted to perform a preferred embodiment of a method according to the invention. Identical reference numerals in the 1a and 1b designate identical or structurally identical elements.

The car 100 in the 1a and 1b each includes a control unit 110 , which via a communication channel 120 , In particular a bus, such as a CAN bus, with a sensor 130 and an actor 140 connected is.

The sensor 130 For example, may be a distance sensor, which is a distance of the motor vehicle 100 to a preceding vehicle. For example, the actuator 140 for speed control of the motor vehicle 100 be used.

By means of a vehicle-external software application 210 , a so-called "App", is subsequently a driver assistance system in the motor vehicle 100 reloaded if this is already in the field.

In 1a is a first example shown how such an app 210 in the motor vehicle 100 can be recharged. In the motor vehicle 100 In this example, there is an off-board computing unit 200 in the form of a smartphone 220 , For example, the smartphone 220 carried by a driver of the motor vehicle.

The app 210 is in the smartphone 220 stored and is executed by this. The smartphone 220 stands with the control unit 110 in data-transmitting connection 230 , for example via WLAN or Bluetooth.

A second example to an app 210 in the motor vehicle 100 to reload is in 1b shown. The control unit 110 in this example is a mobile network 250 with a non-vehicle computing unit 200 in the form of a remote distributed computing unit system 240 in the sense of cloud computing in connection. The app 210 is in the arithmetic unit system 240 deposited and can via the so-called cloud via the mobile network 250 in the control unit 110 be transmitted. The app 210 is then in the controller 110 stored and can be executed by this.

For example, a Adaptive Cruise Control (ACC) as a recharged driver assistance system by the App 210 be executed. For this purpose, the app reads 210 Sensor data of the distance sensor 130 and thus determines the distance of the motor vehicle 100 to the vehicle in front. Depending on this distance, the app determines 210 a target speed of the motor vehicle 100 , by means of which a predetermined minimum distance to the preceding vehicle can be maintained. The app 210 controls the actuator 140 on, so that the motor vehicle complies with the specific target speed. The app 210 thus achieves the effect that the speed of the motor vehicle is changed.

If a driver presses the brake or the brake pedal of the vehicle, he thus carries out a countermeasure, which this effect effect of the app 210 counteracts. In the course of the invention, the app 210 not necessarily disabled in such intervention of the driver. Instead, the countermeasure carried out by the driver is differentiated and, depending on this, is differentiated to the one of the app 210 achieved effect.

For this purpose, for example, the control unit 110 , in particular programmatically, adapted to perform a preferred embodiment of a method according to the invention, which in 2 is shown schematically as a block diagram.

In one step 301 becomes the actor 140 from the app 210 driven and the app 210 thus controls the speed of the motor vehicle 100 ,

In one step 302 the driver presses the brake pedal as a countermeasure. In one step 303 is checked to see if the driver moves the brake pedal beyond a predetermined threshold pressure. Thus, in step 303 checks whether the strength of the countermeasure reaches a threshold value.

If the driver presses the accelerator pedal beyond this pressure threshold and the driver thus wants to brake hard, this indicates an unreliable operation of the app 210 out. When the pressure threshold is exceeded, the app 210 in step 310 therefore disabled.

After disabling the app 210 will be in step 311 an error counter increases. Then in step 312 checks whether the error counter reaches a maximum value. If not, the app will 210 Restart and it will be again at step 301 began.

However, if the error counter exceeds the maximum value, this indicates a permanent, unreliable operation of the app 210 go and the app 210 will be in step 313 permanently disabled. The driver of the motor vehicle 100 can about this permanent deactivation of the app 210 be notified.

If the accelerator pedal is not pressed beyond the threshold, this indicates that the driver is using the app 210 Do not want to disable, but the effect of the app 210 just want to change easily.

In step 304 Therefore, a measure of the countermeasure is determined. Preferably, a gradient of a time course of the countermeasure is determined, that is to say in particular how much the driver actuates the brake pedal over a predefined time interval.

The from the app 120 achieved effect is in step 305 changed depending on that particular level. In particular, from the app 210 as a function of the determined measure changes the target speed, according to which the motor vehicle is to move. Accordingly, the actuator is also 140 from the app 120 changed triggered. The target speed is changed in proportion to the strength of the operation of the brake pedal.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2014/0106726 A1 [0002]

Cited non-patent literature

• ISO standard 26262 [0014]

Claims (13)

Method for operating a non-vehicle software application ( 210 ) in a motor vehicle ( 100 ), wherein the vehicle-external software application has an effect on the motor vehicle ( 100 ), wherein, when a countermeasure is performed, which corresponds to that of the non-vehicle software application ( 210 ) counteracts the effect achieved ( 302 ), to what extent this countermeasure is taken by the non-vehicle software application ( 210 ) counteracts the effect achieved ( 304 ), and the software used by the non-vehicle software application ( 210 ) is changed depending on the measure ( 305 ). The method of claim 1, wherein the countermeasure is by a driver of the motor vehicle ( 100 ) is carried out. Method according to Claim 2, in which a pedal is actuated by the driver as a countermeasure ( 302 ). Method according to one of the preceding claims, wherein a gradient of a time course of the countermeasure is determined as a measure ( 304 ). Method according to one of the preceding claims, wherein the software application used by the non-vehicle software ( 210 ) is reduced in proportion to the measure ( 305 ). Method according to one of the preceding claims, wherein the software application used by the non-vehicle software ( 210 ) is changed in such a way that the non-vehicle software application ( 210 ) a predetermined effect is achieved. Method according to one of the preceding claims, wherein it is checked whether a strength of the countermeasure reaches a threshold value ( 303 ), and wherein the non-vehicle software application ( 210 ) is deactivated when the strength of the countermeasure reaches the threshold ( 310 ). The method of claim 7, wherein an error counter is incremented ( 311 ), if the non-vehicle software application ( 210 ) is deactivated, and / or wherein the error counter is reduced when the non-vehicle software application ( 210 ) is not deactivated. Method according to one of the preceding claims, wherein the non-vehicle software application ( 210 ) a driving assistance function is executed. Method according to one of the preceding claims, wherein the non-vehicle software application ( 210 ) as the effect achieved a speed of the motor vehicle ( 100 ) is changed and as a countermeasure a brake of the motor vehicle ( 100 ) is pressed. Arithmetic unit ( 110 ), which is adapted to perform a method according to any one of the preceding claims. Computer program comprising a computing unit ( 110 ) to perform a method according to any one of claims 1 to 10, when it on the computing unit ( 110 ) is performed. A machine-readable storage medium having a computer program stored thereon according to claim 12.

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