EP2715679A1 - Procédé de communication avec un véhicule, module d'interface, interface de diagnostic de véhicule, terminal de communication utilisateur, système de réseau de données, et réseau de diagnostic et de commande - Google Patents

Procédé de communication avec un véhicule, module d'interface, interface de diagnostic de véhicule, terminal de communication utilisateur, système de réseau de données, et réseau de diagnostic et de commande

Info

Publication number
EP2715679A1
EP2715679A1 EP12729382.7A EP12729382A EP2715679A1 EP 2715679 A1 EP2715679 A1 EP 2715679A1 EP 12729382 A EP12729382 A EP 12729382A EP 2715679 A1 EP2715679 A1 EP 2715679A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
interface
data
code
diagnostic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12729382.7A
Other languages
German (de)
English (en)
Inventor
Alexander Marten
Stephan Kaufmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FLYCAR INNOVATIONS GmbH
Original Assignee
Augmentation Industries GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Augmentation Industries GmbH filed Critical Augmentation Industries GmbH
Publication of EP2715679A1 publication Critical patent/EP2715679A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W12/00—Security arrangements; Authentication; Protecting privacy or anonymity
    • H04W12/06—Authentication
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/162—Decentralised systems, e.g. inter-vehicle communication event-triggered
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
    • G08G1/205—Indicating the location of the monitored vehicles as destination, e.g. accidents, stolen, rental
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L63/00—Network architectures or network communication protocols for network security
    • H04L63/08—Network architectures or network communication protocols for network security for authentication of entities
    • H04L63/0876—Network architectures or network communication protocols for network security for authentication of entities based on the identity of the terminal or configuration, e.g. MAC address, hardware or software configuration or device fingerprint
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W12/00—Security arrangements; Authentication; Protecting privacy or anonymity
    • H04W12/08—Access security
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W12/00—Security arrangements; Authentication; Protecting privacy or anonymity
    • H04W12/60—Context-dependent security
    • H04W12/69—Identity-dependent
    • H04W12/71—Hardware identity

Definitions

  • the invention relates to a method for vehicle communication by means of a system comprising a vehicle via a vehicle diagnostic interface.
  • the invention also relates to an interface module for a vehicle diagnostic interface as well as the vehicle diagnostic interface.
  • the invention relates to a user communication terminal, a data network system and a diagnostic and control network for a plurality of vehicles.
  • OBD on-board diagnostic
  • all systems in particular exhaust gas-influencing systems, are monitored and, in addition, further important control devices, such as temperature controls or the like, whose data are accessible through their software. Any errors that occur are displayed to the driver via a warning light and stored permanently in the respective control unit. Error messages can then be queried later by a specialist workshop via standardized interfaces or similar vehicle diagnostic interfaces.
  • OBD diagnostic interfaces There are also so-called OBD diagnostic interfaces known, which - as can be seen, for example, the website www.obd-2.de- can connect via a Bluetooth or similar air interface to the vehicle diagnostic interface to vehicle diagnostic data for a smartphone, Android or Pocket PC or the like to provide mobile user communication terminal.
  • Such devices save the passage to the workshop, but are limited to only provide the vehicle diagnostic data to the driver and user of the mobile user communication terminal.
  • the problem with such devices is already the flexibility in terms of usability in relation to the vehicle diagnostic interface.
  • the errors or other codes of the vehicle diagnostic data are standardized (ISO standard 15031-6), they are not the protocol for transmitting them. So far, a separate OBD interface separated from mobile user communication terminals still has to be limited to a specific interpreter chip (eg ELM327).
  • US 2010/0210254 A1 discloses a system which limits the use of a mobile user communications terminal thus coupled to a vehicle diagnostic interface for certain driving situations of the vehicle.
  • blocking software may be configured to receive vehicle diagnostic data and to block the operation of at least one communication function of the mobile user communications terminal based on the received vehicle diagnostic data. This may be, for example, an increased speed or a shift or the like result of a vehicle diagnosis.
  • US 2010/0256861 discloses a system for monitoring the health status of a vehicle having a vehicle monitoring computer system and a cellular phone that can receive vehicle-related diagnostic information of a vehicle.
  • a severity status for vehicle conditions should be automatically determined based on predefined severity status values, and when the severity status for any of the vehicle conditions exceeds a predefined severity threshold, a text message should automatically be transmitted to the mobile phone.
  • a vehicle identification number (FIN) or an identification of the mobile telephone (PIN) can be implemented in a suitable data packet.
  • the mobile phone is wirelessly connected to the vehicle or its environment, and can communicate with the environment via, for example, a communication network or an Internet for vehicle diagnostic data to the network transfer.
  • the mobile phone and the CPU of the vehicle control can thereby go over in a paired state via Bluetooth, without any user intervention is required, so that vehicle diagnostic data is transmitted automatically.
  • the aforementioned air interface-coupled diagnostic connections to a vehicle-implemented vehicle diagnostic system are limited to the evaluation of vehicle diagnostic data, which in this respect can only be transmitted unidirectionally in an uplink from the vehicle-implemented vehicle diagnostic system to the mobile user communications terminal.
  • the systems are limited to either restricting the communication function of the mobile user communications terminal as a result of the vehicle diagnostic data, as in US 2010/0210254 A1, or a message to the mobile user communications terminal merely for the information of the user of the mobile user communications terminal, as in US 2010/0256861 which is not necessarily the driver of the vehicle.
  • Such systems are limited to merely making the pure vehicle diagnostic data transparent to a mobile phone user and, if necessary, avoiding a trip to the workshop.
  • US 2008/0015748 A1 discloses a system and method for displaying and analyzing vehicle diagnostic data of a vehicle diagnostic interface that inter alia has air interface coupling to a mobile user communications terminal such that the vehicle diagnostic data is wirelessly transmissible.
  • geographical position data are also transmitted from the vehicle diagnosis interface to the mobile user communication terminal or a navigation device and forwarded to an Internet server or a Wide Area Network (WAN).
  • WAN Wide Area Network
  • the data may be accessible to end users or software applications may have access to such data in a manner automated by a program.
  • Such a software application can only be dynamically configurably coupled from the network side to the mobile user communication terminal.
  • the vehicle diagnostic data may be provided to an authorized user, namely a towing service.
  • This system is also limited to a unidirectional connection in the context of an uplink from the vehicle-implemented vehicle diagnostic system to the mobile one User communication terminal - to motivate an action of external authorized users based on an analysis using the vehicle diagnostic data.
  • the invention begins, the object of which is to specify a method and a device, in particular an interface module, a vehicle diagnostic interface and a diagnostic network, which is improved beyond an extended diagnosis of vehicle data mentioned above.
  • a functionality of the method and the device should be substantially improved.
  • the data basis of such a method and such a device should be substantially improved.
  • a method for vehicle communication comprising an interface module, which is designed for wireless communication, is provided according to the invention that for authentication in the context of vehicle communication, an authorization code is transmitted wirelessly and the authorization code is based on a combination of at least two codes, the at least two codes are selected from the group comprising:
  • a communication code relating to the mobile user communication terminal an interface code serving the interface identification.
  • the authorization code is particularly preferably based on two codes, namely:
  • the authorization code is particularly preferably based on three codes, namely:
  • a first code in the form of a vehicle identification string and / or number FIN, VIN
  • SIM string and / or number Subscriber Identification Module
  • telephone string and / or number a second code in the form of a SIM string and / or number (Subscriber Identification Module) and / or a telephone string and / or number
  • a third code in the form of a character string and / or number assigned to the interface module.
  • the authorization code is based on at least two codes, wherein the at least two codes are selected from the group further comprising: a user-entered code, an individual user identification string and / or number, an application string and / or number, a Network identification string and / or number (IPv4, IPv6) for identifying a computer and / or a user communication terminal in the network.
  • a code entered by the user may be a numeric code or a scanned code, e.g. Example, a surface code or a picture or the like. As a code can also serve a speech recognition or photo recognition.
  • a user code / ID / hash from a user database of the data combination system in which the user can enter his personal data can also be included as a component.
  • the mobile user communications terminal is associated with the vehicle, in particular the vehicle diagnostic system of the vehicle or at least the vehicle diagnostic interface.
  • the mobile user communication terminal the vehicle such.
  • the vehicle diagnostic interface - also called adapter - the vehicle and the mobile user communication terminal known.
  • the mobile user communications terminal and an application of the adapters are known. All known devices are stored in a database of the data network system and reported to the system.
  • the mobile user communication terminal is assigned to the vehicle by means of the interface module; in particular, ie in the connected case by means of the vehicle diagnostic interface with an interface connector, the interface module and an air interface.
  • a fixed wireless communication link (pairing) between the mobile user communications terminal and an interface (eg, an OBD or SAE interface) of the vehicle diagnostic system may be established via the air interface.
  • vehicle diagnostic data of a vehicle may be transmitted from the vehicle-implemented vehicle diagnostic system of the vehicle over the air interface to a preferably, but not necessarily, predetermined number of multiple mobile user communication terminals; For example, these can also be defined depending on the situation by a driver or other user. Also can be sent to an unknown number that are not assigned to the vehicle.
  • the assigned mobile user communication terminal (s) need not be in the vehicle. However, it has proven advantageous to monitor, diagnose and communicate with regard to vehicle functions when an associated mobile user communications terminal is in the vehicle. In particular, the method proves to be particularly effective when available via the user communication terminal information from the driver or a vehicle occupant, in particular only a single user communication terminal, preferably the driver, in addition to the cockpit displays of the vehicle are available.
  • the vehicle is identified with respect to a vehicle-independent location; in the context of vehicle communication with the vehicle-independent body, an automatic authentication of the vehicle takes place, wherein the authentication is based on an authorization code that is automatically transmitted during vehicle communication.
  • the authorization code is based on a combination of at least two codes, the at least two codes being formed from the group comprising: a vehicle code serving the vehicle identification, a communication code relating to the mobile user communications terminal; an interface code serving the interface identification.
  • the authorization code is based on the combination of at least two codes if the at least two codes in some way enter into a generation of the authorization code from the at least two codes.
  • This can be a mere juxtaposition of the at least two codes.
  • this can also be an expedient type of algorithmic use of the at least two codes for generating a completely new authorization code.
  • a first of the two codes may be used as a random generator to obtain from a second of the two codes by permutation or otherwise the authorization code.
  • An authorization code is based in the broadest sense then on the at least two codes, if the at least two codes in any way comprehensible received in the determination of the authorization code.
  • the development is based on the consideration that a reliable vehicle communication is improved, if not only within the system of user communication terminal, possibly data network system, vehicle and interface module but in particular beyond third vehicle-independent locations, such.
  • a subjective reliability of the data origin is authenticatable.
  • the invention has recognized that a combination of at least two codes is suitable for this purpose, which are to be assigned to at least two of the three, possibly four essential components of the system-namely vehicle, vehicle diagnostic interface and user communication terminal, if appropriate, also data network system.
  • the driver of a vehicle can even be identified via one or more of the given indications, in particular in conjunction with a known combination of FIN, telephone number and UserID.
  • This may, for example, relate to the basic making available of service offers and / or the billability of service offers.
  • the invention has recognized that not only a simple exchange of information is possible by means of authentication with an authorization code, which is composed of codes which inherently have a high degree of reliability, but also a comprehensive range of higher communication levels in vehicle communication is possible ,
  • the development has recognized that it is possible to generate an authorization code which is based on already tested at least two codes.
  • the two codes selected from the group according to the invention include an inherent qualification for the combination "vehicle and vehicle owner" for a high degree of subjective reliability.
  • a renewed authorization check can be omitted as far as possible; namely, since this is done on the basis of the inventive concept already at the reception of the vehicle communication by authentication with the authorization code.
  • the vehicle-independent location comprises one or more locations selected from the group comprising: the user communications terminal and / or the shared data system, a service provider, a restricted access local area, the vehicle diagnostic system of said vehicle and / or another vehicle, a user communications terminal by means of an interface module (12), in particular the vehicle diagnostic interface (10), said vehicle and / or another vehicle is assigned; a road system (RoadSideEquipment, RSE); a user communication terminal, which is assigned to a road user without an interface module, such as a pedestrian, a cyclist or the like.
  • the abovementioned points-namely, a service provider, an access restricted local area, and a vehicle diagnostic system and / or user communications terminal associated with a vehicle other than said vehicle- may be referred to herein as third vehicle-independent locations outside the core components of the existing diagnostic and control network. They are outside of said vehicle and the diagnostic interface associated with said vehicle and the user communication terminal associated with said vehicle.
  • the authentication to such a third party outside the existing core components has to meet an increased level of objective and subjective reliability.
  • an authorization code according to the concept is also suitable for use within the existing diagnostic and control network with the named vehicle, this associated diagnostic interface and this associated user communication terminal.
  • the authorization code can be used to authenticate or make itself known before the data network system of the diagnostic and control network.
  • any two-combination of the three codes named according to the concept is suitable, namely at least one arbitrary combination of two, selected from vehicle code, communication code and interface code; if necessary, a code of the data network system can also be included.
  • an authorization code as a two-combination of vehicle code and communication code has proven to be simple and reliable.
  • the two-combination is suitable Communication code and interface code.
  • the two-combination of interface code and vehicle code is also suitable.
  • an authorization code can be based on the vehicle code, the communication code and the interface code; the aforementioned training using a triple combination of the codes of the group takes into account each core component of the existing diagnostic and control network, namely the components of the vehicle, the vehicle diagnostic interface associated with the vehicle, and the user communications terminal associated with the vehicle.
  • the above-mentioned tripartite combination also makes possible a particularly high variance possibility, for example if the same vehicle is used by different users with different user communication terminals.
  • a logic may be configured to generate an authorization code based on a combination of at least two codes selected from said group of codes, in particular based on three codes of said group.
  • two different authorization codes would be generated if the same vehicle with the same vehicle diagnostic interface were generated by a first driver, e.g. B. the holder of the vehicle, would be used with a first user communication terminal or a second driver with a second user communication terminal.
  • a first driver e.g. B. the holder of the vehicle
  • the vehicle code serving for vehicle identification is a vehicle identification string, in particular a motor vehicle office number (KBA no.) And / or a vehicle identification number, which is known per se by the abbreviation FIN (English: VIN) and is in each case one-to-one Way is assigned.
  • the vehicle identifier string and / or number is suitable in a similar manner.
  • the vehicle identification string and / or number has on average a longer life than, for example, the vehicle identifier string and / or -number. With the length of existence of the vehicle code used is also associated with a higher level of data reliability.
  • the communication code can be a SIM string and / or number assigned to the user communication terminal. It has been shown that even a SIM string and / or number has a comparatively high inventory time and is therefore conducive to a measure of reliability. In addition, it can be assumed that subjective characteristics of a holder of the user communications terminal when a SIM string and / or number with a high inventory time are available are also a quality feature for the user. Likewise, a telephone string and / or number associated with the user communication terminal is suitable. The telephone number is assigned by the network provider. Alternatively one could work with an IP address of the smartphone in the net.
  • a network identification string and / or number for identifying a computer and / or a user communication terminal in a local or supra-local network is basically suitable. Basically, other possibilities of a communication code can be used, as far as it can be assigned to the user communication terminal in any way.
  • the device string and / or number (IMEI) of the user communications terminal or a telephone string and / or number used on the user communications terminal are also suitable.
  • the interface identification is given via an interface code which is assigned to the interface module and contains a corresponding character string and / or number.
  • a code assigned to the vehicle diagnostic system for example a code of the diagnostic system interface, can also be used, that is to say a code of the OBD-II interface or the like.
  • an authorization code has proven itself which is based on a combination of exactly three or more than three codes, the three codes comprising: the vehicle identification number (FIN or English: VIN), the SIM number assigned to the user communications terminal (English: Subscriber Identification Module) and a number and / or character string assigned to the interface module.
  • the phone number can be used.
  • a user code may also be provided as the fourth code.
  • a vehicle communication system in particular via a vehicle diagnostic system that can be connected to a vehicle, is basically also claimed within the scope of the invention, comprising an interface module that is designed for wireless communication, wherein an authorization code is transmitted wirelessly for authentication as part of the vehicle communication becomes.
  • the authorization code is preferably based on a vehicle identification string and / or number (FIN, VIN), a SIM string and / or number (English: Subscriber Identification Module) and a character string and / or number assigned to the interface module.
  • an authorization code generated in this way for the purpose of authenticating the vehicle can be compared with a stored or generated code as part of an authorization check, or it can be matched to a reference in another appropriate manner.
  • two of the group of named according to the concept codes for generating an authorization code can be used and he third of the group can serve as stored code.
  • the deposited code does not necessarily have to be of the same kind as the authorization code. Rather, the authorization code and the stored code can be used in the manner of a key-lock principle; A comparison of authorization code and stored code is to be understood as meaning "fit together”.
  • the stored code is stored in the data network system and the vehicle-independent body is able to establish a test connection to the data network system as part of the authorization check for authentication of the vehicle.
  • the stored code is stored in the data network system and an assignment to a specific authorization code. If a vehicle is now to be authenticated relative to a vehicle-independent location, the third authority or another authority can set up a test connection to the data network system and query the assignment. If the authorization code and the stored code match, it must be considered a positive comparison and the authentication of the vehicle can be concluded positively.
  • the authorization code can be used in the context of vehicle communication for data encryption.
  • the authorization code can be a firmer code.
  • the authorization code can also be a temporary code in one variant.
  • the authorization code can also be a variable code; e.g. by having a base code based on at least two codes selected from the group comprising: a vehicle code serving the vehicle identification; a communication code concerning the mobile user communication terminal, an interface code serving the interface identification.
  • the base code can be variable to supplement with a user code or an application code or another code from the group further comprising: a user-entered code, an individual user identification string and / or number, an application string and / or number, a network identification string and / or number (IPv4, IPv6) for identifying a computer and / or a user communication terminal in the network.
  • a UserID user code
  • an adapter ID interface code
  • a telephone number communication code
  • the generation of the authorization code on the basis of six codes has proved to be advantageous.
  • a vehicle identification is initially independent of an authorization code and then an authentication based on the authorization code. It has also proved to be particularly advantageous in another variant that a vehicle identification is carried out automatically based on the authorization code. This has the advantage that the vehicle identification and the actual vehicle authentication no longer have to run as separate processes, but rather the identification and authentication of the vehicle coincide; for example, with the comparison of deposited code and authorization code to be implemented.
  • the comparison of authorization code and deposited code does not necessarily have to be done directly; Rather, an indirect comparison can also take place in such a way that, for example, an authorization code is assigned and a comparison is already positive if the assignment matches a stored code or matches an assignment of the stored code.
  • an authorization code for a combination of vehicle, vehicle diagnostic interface and user communications terminal to be generated from at least two codes of the named group according to the concept of the invention the authorization code is identified and authenticated in the case of a service request and in case of positive authentication or authorization a service is offered.
  • the said method has the advantage that, due to the high degree of subjective reliability of the authorization code according to the invention, the implementation of the service can also advantageously take place. Ie.
  • the service provider can assume that the service can be used in advance, also within the framework of the automated procedure, since the requester has a sufficient credit This may, for example, be a decisive time advantage in the handling of a parking lot request, a tank service request or similar value-added services, ultimately benefiting the user and the service provider the actual billing or compensation of the service.Also, the elimination of a cash logistics is already an advantage over previous payment systems.
  • the concept of the invention and the aforementioned developments also lead to an interface module of claim 16, which is designed to implement the method according to claim 1, in particular according to claim 12.
  • the interface module has a memory and logic, which is designed to implement the method are.
  • the concept of the invention also leads to an interface connector with the interface module.
  • the concept of the invention also leads to a user communication terminal advises, which is designed to participate in the method according to the invention or one of the developments.
  • the concept of the invention also leads to a data interconnection system according to claim 20, which is designed to receive vehicle diagnostic data, with the data interconnection system preferably being communicatively connectable to a vehicle-independent location for checking authorization of an authorization code.
  • the concept of the invention also leads to a diagnostic and control network according to claim 21, in particular with the core components of a vehicle, a vehicle diagnostic interface and a user communication terminal.
  • the diagnostic and control network advantageously has the data network system as well as the vehicle-independent location, in particular a third vehicle-independent location.
  • the diagnostic and control network is suitable for connecting proprietary, public or government data systems that transmit an authorization code to the data network system, in particular as part of a verification authorization request, which then compares this authorization code with a stored code and to the connected data systems of the office, in particular the third digit, returns a positive or negative response to the authorization code.
  • a variety of everyday services such as parking space search, fueling, special club membership rights, or the like, may be automated based on the authentication concept based on the authorization code of the present invention.
  • the method of vehicle communication with a vehicle-independent location is not only suitable for vehicle communication with a vehicle-independent location (Car-2- ⁇ ), but also with a location formed by other vehicles (N-2-N).
  • the vehicle communication can be decisively supported by vehicle diagnostic data and / or additional data obtained outside the vehicle diagnostic system.
  • Such and other data may be provided via the data link system, the user communications terminal and the vehicle diagnostic system, but also by third parties (Car-2-X sites) or other vehicles (N-2-N sites).
  • This additional information can, on the one hand, cause to offer certain services, but also cause not to offer certain services.
  • the vehicle diagnostic data is supplemented with additional data obtained outside the vehicle diagnostic system
  • the vehicle diagnostic data and the additional data may be transmitted back to the vehicle diagnostic interface; in a variant, however, only up to the mobile communication terminal.
  • a diagnostic and control network is designed accordingly.
  • a user communication terminal and / or the data network system and / or the vehicle diagnostic interface are configured to supplement the vehicle diagnostic data with additional data obtained outside of the vehicle diagnostic system.
  • the instruction specification that can preferably be created in an open programming environment can be, for example, a software application or another interpreter that is freely usable by a user of the mobile user communication terminal or a user of the communication network.
  • a preferred open programming environment includes an interpreter that is compatible with an operating system of the mobile user communications terminal.
  • a communication network is the Internet or a mobile communication network, and optionally also a WAN (Wide Area Network) network extends over long distances and is not limited in geographical range, nor in the number of computers) or LAN (Local Area Network - network (especially wireless), which is local / geographically limited (about 500 m)).
  • WAN Wide Area Network
  • LAN Local Area Network - network (especially wireless), which is local / geographically limited (about 500 m)).
  • PANs Personal Area Networks
  • WiFi networks and small devices such as PDAs or mobile phones can also be used on an ad hoc basis to build up and break down PicoNets; especially advantageous are wireless networks such as WLAN, WPAN, WiFi networks.
  • the interface connector is an OBD connector (especially for OBDII or OBDIII) or an SAE connector.
  • the interface in the form of a CARB or OBD socket is in turn exactly to the ZGW via CAN and in the future via Ethernet (DolP) z. B. connected via an RJ connector.
  • the still-discussed vehicle diagnostic interface with a compatible interface connector can be adapted and coupled accordingly and is therefore also referred to here in part shortened as an adapter
  • the logic is configured to implement an instruction set established in a preferred open programming environment and compatible with the mobile user communications terminal, the instruction set being configured to predetermine relevant additional data for the acute driving situation of the vehicle.
  • the memory is configured to store the vehicle diagnostic data and / or the relevant additional data, wherein the interface module can be connected to an interface connector and / or an air interface of the vehicle diagnostic interface or integrated.
  • the vehicle diagnostic data and the additional data are stored on the interface module of the vehicle diagnosis interface and can bidirectionally, ie in an uplink to the mobile user communication terminal and a downlink from the mobile user communication terminal, via the interface module be communicated with a vehicle controller and an external environment.
  • the vehicle diagnostic data and the additional data are stored only on the interface module, so that in principle in the form of a plug existing interface of the vehicle diagnostic interface as such does not need to be changed.
  • both the additional data and also the vehicle diagnostic data enriched with the additional data are again available at the vehicle diagnostic interface via the interface module, ie are available to the vehicle-implemented vehicle diagnostic system as well as to the vehicle control system.
  • the concept of the particularly preferred development is thus in essentials beyond a directly or indirectly extended mere vehicle diagnosis merely due to vehicle diagnostic data.
  • the particularly preferred development has recognized that vehicle diagnostic data can also be supplemented in many respects with additional data obtained outside of the vehicle diagnostic system.
  • the database of the diagnostic and control network or the method for vehicle diagnosis, as recognized by the invention significantly expanded and can be used to not only allow an extended vehicle diagnosis, but also to take over a beneficial for the vehicle owner targeted control function.
  • the particularly preferred development in a second aspect provides that the vehicle diagnostic data and the additional data are transmitted back to the vehicle diagnostic interface.
  • the connection between a mobile user communications terminal and the vehicle diagnostic interface is preferably bidirectional in terms of data transmission. Vehicle diagnostic data may be transmitted (as part of an uplink) from the vehicle diagnostic interface to the mobile user communications terminal.
  • vehicle diagnostic data not only this vehicle diagnostic data, but above all enriched with suitable additional data vehicle diagnostic data from the mobile user communication terminal (as part of a downlink) are transmitted to the vehicle diagnostic interface.
  • the vehicle diagnostic system and / or a vehicle control system also has access to the additional data and can initiate vehicle control measures based thereon, if appropriate. For example, this allows a template z. B. od of an application APP, a third party provider or the basic data network system explained here. The like. Part Infrastructure, or by the interface module itself as part of the vehicle diagnostic interface with an interface connector, an interface module and an air interface.
  • the concept of further education is not limited to a mere vehicle diagnosis, but goes beyond that.
  • the concept is directed to an enhanced vehicle control using the vehicle diagnostic data and additional data relevant for it, which has been obtained externally by the vehicle diagnostic system (eg via a so-called roadside equipment, RSE) and the like. a. are provided via the mobile user communication terminal of the vehicle controller.
  • the relevance of the additional data for the acute driving situation of the vehicle is predetermined in an instruction specification.
  • the instruction specification in an open programming environment can be created and compatible with the mobile user communication terminal. This eliminates, on the one hand, previous compatibility problems with regard to the transmission protocol.
  • any software application or the like computer program product implementing the instruction instruction is relatively easy to create in the open programming environment.
  • a user of the mobile user communications terminal can, using comparatively simple programming instructions, create an instruction instruction which is individually adapted for him on a mobile user communications terminal.
  • the logic of a vehicle diagnostic interface is designed to implement an instruction specification which predetermines the relevance of the additional data for the acute driving situation of the vehicle.
  • the logic of the interface module is designed to execute a software module with an application protocol (Application Protocol Interface, API) for implementing an instruction specification.
  • the memory of an interface module is designed to store vehicle diagnostic data and / or relevant additional data and to maintain it for a vehicle diagnostic system and / or vehicle control.
  • data is transmitted to the stationary data network system via a communication network with a long range and / or data relating to the mobile vehicle
  • the diagnostic interface from the vehicle is preferably transmitted via a communication network with a shorter range. Preferred may
  • a communication network in particular an Internet
  • a communication network in particular a local area network such as a Wi-Fi or LAN network
  • PANs Personal Area Networks
  • WiFi networks and small devices such as PDAs or mobile phones can also be used on an ad hoc basis to build up and break down PicoNets; especially advantageous are wireless networks such as WLAN, WPAN, WiFi networks.
  • data enrichment and / or buffering can take place at each communication node.
  • additional data and / or data buffering of at least the additional data may be performed on at least one of the components selected from the group comprising: vehicle diagnostic interface, user communication terminal, data interconnection system, proprietary data systems, and open data systems.
  • the interface module and / or the vehicle diagnostic interface is designed to carry out a data enrichment.
  • the additional data of the interface module at least include: time and date;
  • location data preferably obtained from a communication network, a global positioning system (GPS) or the like, includes location-time data, in particular in the form of uninfluenced additional data, which are designed as verification data for verification of a vehicle time and / or location.
  • GPS global positioning system
  • a user communication terminal and / or the data combination system are configured to supplement the vehicle diagnostic data with additional data obtained outside of the vehicle diagnostic system.
  • the vehicle diagnostic data and the additional data obtained outside the vehicle diagnostic system are assigned to each other by means of the for the acute driving situation of Vehicle in a directive.
  • the vehicle diagnostic data and the additional data obtained outside the vehicle diagnostic system can be communicated independently of one another and / or communicated to different components of a diagnostic and control network. It has also proved to be advantageous to communicate the vehicle diagnostic data and the additional data obtained outside the vehicle diagnostic system in a data packet, in particular in a data packet which contains all or part of the vehicle diagnostic data and additional data assigned to one another by means of the instruction instruction.
  • the determination and enrichment of the vehicle diagnostic data takes place in real time and continuously, which allows a particularly good support of the vehicle driver in an acute driving situation.
  • continuous means any process that works in the determination and enrichment of vehicle diagnostic data in a situation-appropriate manner. If a data connection is interrupted depending on the situation, a continuous process z. B. caching all or relevant data provide so that not one or important events are lost. Such a process runs in real time when an interrupt of the data update is sufficiently fast against a change in the driving situation.
  • An interrupt can be designed with a basically short clock rate in the sub-Hz range, as is customary for communication networks. Nevertheless, an interrupt can also be characterized by much longer minutes or even hours of cycles, if the driving situation permits this.
  • the additional data are advantageously available from the communication network and / or the data network system.
  • the additional data can advantageously be used both by the mobile user communications terminal and / or by the communications network and / or by the data network system and / or by an external sensor system for enriching the pure vehicle diagnostic data.
  • the data combination system advantageously comprises a database and a number of proprietary, public and / or government data systems connected thereto.
  • the additional data can be obtained from additional modules of the mobile user communications terminal.
  • these are modules implemented in the user communications terminal.
  • modules or sensors that are available externally from the user communications terminal.
  • the mobile user communications terminal has plug-ins that are selected but not limited to the group of modules from: GPS, clock, motion module, gyroscope, camera, video camera, microphone, speakers, light area.
  • additional data such as position, time, state of motion, local proximity, acoustic environment, temperature, humidity or the like can be comparatively easily recorded, in particular with the user communication terminal and depending on relevance for an acute driving situation by an instruction rule to enrich the vehicle diagnostic data.
  • Under close environment is initially meant in particular the vehicle interior and the immediate vicinity of the vehicle environment.
  • the local area but also a further neighborhood, such. B. by the range of a WLAN, WiFi and / or the closer traffic environment given-preferably to at least 500 m- include.
  • Additional data may also include user input or the like entered via an MMI (Man Machine Interface) or other suitable interface between the user and a device, in particular the user communication terminal, smartphone and / or the data network system.
  • MMI Man Machine Interface
  • HUD head-up display
  • a display field in the direction in which the important information for the user are projected into his field of view or a so-called data glasses (projection glass) on, for example, information from the Internet into their own field of view can be recorded and which can be operated, for example, with spoken commands or gestures.
  • the additional data can come from an external sensor and can be transmitted directly to the vehicle diagnostic interface.
  • the additional data can then be transmitted to the user communication terminal and / or transmitted directly to the user communication terminal.
  • the user communication terminal is thus used as a control unit in order to monitor an external sensor system in addition to a vehicle sensor system or to enrich corresponding diagnostic data with additional data.
  • Additional data may also be provided by RSE (Road Side Equipment) such as traffic lights, toll booths, particulate matter control points, etc.
  • RSE Raad Side Equipment
  • broadcast vehicle diagnostic data of a vehicle from the vehicle-implemented vehicle diagnostic system of the vehicle over the air interface to an air interface of another vehicle broadcasting and vehicle diagnostic data in the other vehicle to a mobile user communication terminal and, if necessary.
  • a data network system are assigned, which is assigned to the other vehicle.
  • a transmission can also be made via WLAN or a WiFi interface. This can be used for accident warning by z.
  • the drivers of the other vehicles may thus have the opportunity to react early or to accept a proposal for a vehicle control function explained below.
  • the additional data may also include data from other vehicles with which the diagnostic data of the diagnostic system of a vehicle can be enriched.
  • a package of vehicle diagnostic data and additional data for a particular acute driving situation may be used to make a verifiable proposal for a vehicle control function.
  • the proposal for a vehicle control function can be submitted via the vehicle control system to the vehicle owner for verification.
  • the verification may, for example, via a vehicle identification number (FIN) and / or an identification number of the mobile user communication terminal or the user (PIN, SIM number, device number or contract number or phone number of the mobile customer) or a connector PIN of the interface connector, such as an OBD or SAE connector or an RJ connector for connection to an ETHERNET of the vehicle diagnostic system.
  • FIN vehicle identification number
  • PIN SIM number, device number or contract number or phone number of the mobile customer
  • a connector PIN of the interface connector such as an OBD or SAE connector or an RJ connector for connection to an ETHERNET of the vehicle diagnostic system.
  • a verification can also be permanently established. This can be provided, for example, by a practically fixed, no longer detachable, coupling between the interface connector and the interface module; for example, by storing a key using the numbers of the verification in a non-volatile memory of the interface connector and the interface module, for example an EPROM or the like.
  • the interface module is provided in a particularly preferred manner with a powerful logic; z. B. the equivalent of a smartphone or similar and the interface module preferably has sufficient memory, z. For example, a few gigabytes of an EPROM or persistent memory.
  • the memory is used inter alia for storing matrices or the like information masks for addressing the interface to the vehicle diagnostic system.
  • the memory is preferably also used to store vehicle diagnostic data and the additional data.
  • An instruction instruction which is suitable for the acute driving situation can advantageously be created within the scope of a programmed software application or contain such.
  • the instruction instruction can be designed for different functions, in particular vehicle control functions.
  • the instruction specification advantageously provides not only an uplink transmission and / or determination of vehicle diagnostic data, but advantageously additionally a downlink transmission and / or determination of data, namely in particular a package of vehicle diagnosis data and additional data.
  • Vehicle control functions are not limited to the group of functions consisting of:
  • the first-mentioned vehicle control function (vehicle control proposal, route setting, vehicle passport data update, driving behavior control) relates respectively to the downlink transmission of vehicle diagnostic data and additional data in a package which is adapted to the acute driving situation of the vehicle. For example, by a vehicle control proposal and / or repair, such as by importing an emergency software or removal of an electronic lock a vehicle be temporarily trained in an emergency situation to drive to the nearest workshop.
  • FIG. 1 is a schematic overview of a diagnostic and control network for a plurality of vehicles, each with a vehicle-implemented vehicle diagnostic system, according to the concept of a mobile assisted driving assistance
  • 2 shows in view (A) a simplified diagram for illustrating the core components of a diagnostic and control network, namely a vehicle, a vehicle diagnostic interface and a user communications terminal, as well as, if necessary, a data network system (not shown);
  • in view (B) is a simplified schematic illustration illustrating a method for vehicle communication, are supplemented in the vehicle diagnostic data with additional data obtained outside the vehicle diagnostic system, the additional data beyond vehicle diagnostic data go;
  • 3 shows a basic diagram which shows that a plurality of vehicles with a plurality of vehicle diagnostic interfaces can be assigned to a mobile user communications terminal (upper part) and likewise a plurality of mobile user communications terminals can be assigned to a vehicle (lower part) - depending on the type and number of such connections represented by communication links, a so-called N-2-N system shown in view
  • FIG. 4 shows in view (A) a schematic representation of a particularly preferred authorization code, composed of two to possibly six codes (vehicle ID, SteckerID, WegID, NetzID, AppID, User ID), here optionally preferably three codes, comprising an interface number, a SIM number and a vehicle identification number FIN; in view (B), a process scheme for authenticating a vehicle to a third party;
  • FIG. 5 is a simplified, more general diagram illustrating the concept of vehicle communication with authentication of a vehicle to vehicle independent or other locations;
  • FIG. 6 shows a concretization of the method for vehicle communication, wherein in particular in the context of an end-to-end data flow at each station of the data flow, data enrichment with additional data and / or data buffering can take place (view (A) or view (B)) the scheme in FIG. 6 provides the specification with the necessary integration of the user communication terminal, but, as shown in FIG. 5, it can be modified in such a way that a data flow takes place directly from the vehicle diagnostic interface to the data combination system;
  • FIG. 7 is an exemplary illustration of a vehicle communication under authentication with an authentication code (such as one of the authentication codes of FIG. 4) consisting of codes of the essential core components of a diagnostic and control network-namely the vehicle, the user communications terminal, and the vehicle diagnostic interface module. is based on, or based on and using a service; here a parking service is used.
  • an authentication code such as one of the authentication codes of FIG. 4
  • the vehicle 1 shows a diagnostic and control network 100 for a plurality of vehicles, of which a single vehicle 1 is shown symbolically.
  • the vehicle 1 includes a vehicle control system 2 including a vehicle controller ECU and a vehicle diagnostic system 3. Both the vehicle control ECU and the vehicle diagnostic system 3 have control and / or data access to an engine 4 of the vehicle 1, so that engine data can be transmitted from the vehicle control system 2 to a vehicle system interface 5 -here an OBD-II interface.
  • OBD-II interface In addition to the engine data, exhaust gas-related vehicle data of the vehicle diagnostic system 3 are also available at the vehicle system interface 5.
  • the vehicle system interface 5 is presently designed as an OBD-II interface, but may also be a further development of the same as an OBD-III or an alternative interface such as an SAE interface.
  • FIG. 1 The following explanation of the preferred embodiment as shown in Fig. 1 is made by way of example of an OBD-II system as a vehicle-implemented vehicle diagnostic system 3 without limitation - basically, this may be any OBD based or SAE based system or even an Ethernet based system with my RJ interface.
  • An interface preferably connects to a CAN bus of a vehicle.
  • Other BUS systems in the vehicle such as K-Line, L-Line, SAE J1708, LIN, PWM, Flexray, CAN, TT-CAN, TTP and MOST or the like can also be connected to the appropriate interfaces. These are usually (not always) controlled by the ZGW (Central GateWay).
  • ZGW Central GateWay
  • FIG. 1 shows a diagnostic and control network 100 with the components explained below.
  • a vehicle diagnostic interface 10 is embodied in the present case with an interface connector 1 1, an interface module 12 and an air interface 13.
  • the air interface 13 has a first antenna module 13.1, which is designed for wireless bidirectional network communication in a near area;
  • the first antenna module 13.1 is implemented in the context of a WiFi interface, but not limited thereto.
  • the first antenna module 13.1 of the air interface 13 can also be realized within the framework of a Bluetooth, LAN, Wi-Fi, in particular WLAN, WPAN or PicNet or the like, locally limited air interface, which has a suitable antenna or the like for this purpose.
  • the air interface 13 also has a second antenna module 13.2, which is designed to carry out a unidirectional broadcast function, ie to transmit messages, at least in a near range of up to at least 500 m or so.
  • the broadcast function can be used, for example, for a "Car-2-Car” messaging explained in more detail in FIG. 3.
  • the broadcast function can also be used, for example, for a further "Car-2-X" message transmission.
  • the network 100 further includes a mobile user communications terminal 20, which in the present case is implemented as a smartphone. Via the air interface 13, the vehicle diagnostic data I obtained from the OBD-II interface can be sent to the vehicle in real time User communication terminal 20 continuously transferable; the vehicle diagnostic data I are thus available to the smartphone in real time and continuously.
  • the smartphone has a number of additional data II, which can be obtained via one or more modules, such as a GPS module, the smartphone.
  • the additional data II can also be obtained via an Internet connection of the smartphone.
  • a position 11.1 obtainable via the GPS module or a map II.2 or cost center II.3 or parking situation II.4 or multimedia data II.5 such as audio and video data or other image data available as additional data II are available via the Internet available.
  • additional additional data IV from an external sensor 50 can also be made available to the network 100, an example of which will be explained below with reference to FIG. 4.
  • the external sensor system 50 may include, but is not limited to, a sensor for the vehicle (including a vehicle implemented).
  • the external sensor system 50 comprises, in particular, a system of external vehicle sensors, which can supply, for example, multimedia data, in particular video data or the like, but also temperature values or the like, environmental data.
  • an aforementioned external vehicle sensor system can be easily retrofitted to the vehicle.
  • Further additional data from an external sensor 50 can be provided as additional data IV.1 best directly the air interface 13 are available.
  • additional data IV.2 can also be made available to the mobile user communications terminal 20.
  • the additional data IV.1, IV.2 can come from the same or different sensors of the sensor 50.
  • the vehicle diagnostic data I enriched with a selection of such additional data II, if necessary also IV, or additional data of further or other type, are transmitted as a package of vehicle diagnostic data I and additional data II, as well as possibly IV, to a data interconnection system 40 via a communications network 30.
  • the communication network 30 is, for example, a wireless internet.
  • the additional data II and IV are thus present completely outside the vehicle diagnostic system 2, in particular outside the vehicle control system 2 via the mobile user communication terminal 20 or an external sensor 50, won.
  • the data combination system 40 has a database 41 in which the packages from vehicle diagnostic data I and additional data II, IV are available for later retrieval in a memory 42.
  • the memory 42 has a plurality of memory units, of which a memory unit 43 is assigned to the vehicle 1.
  • the assignment takes place here via an identification of the vehicle 1 via a vehicle identification number FIN and an identification of the smartphone via a user identification number (PIN or SIM number) and a connector number SN.
  • a combination of the numbers FIN, SN, PIN and / or SIM is also used as a key to establish a secure uplink UL between the vehicle system interface 5 and the data link system 40 for transmitting the data packet from vehicle diagnostic data I and the additional data II, IV.
  • the uplink UL also extends to proprietary data systems 45 connected to the database 41, of which in the present case the systems of a police 45.1, an OEM 45.2, a tollbooth 45.3, an automobile assistance service 45.4 or a governmental institution 45.5 are shown ,
  • the data packets (I, II, IV) stored in an individualized database unit 43 are thus available for different evaluations and user-oriented uses.
  • the data packet (I, II, IV) from vehicle diagnostic data I and additional data II, IV can be supplemented by additional data III of another type.
  • additional data III of another type may be, for example, data of the proprietary data systems 45 (for example the availability of spare parts or toll costs or assistance services or federal legislation or police regulations), which are obtained directly from the proprietary data systems 45 or stored in the database 41 of the data combination system 40.
  • a downlink connection DL from the data interconnection system 40 via the mobile user communication terminal 20 and the vehicle diagnosis interface 10 to the vehicle control system 2 via the vehicle system interface 5 is shown here.
  • the downlink connection DL is designed according to the concept of the invention not only the vehicle diagnostic data I, but a data packet (I, II, III, IV) from the vehicle diagnostic data I enriched by the additional data II, if necessary. IV, and / or enriched by the additional additional data III. Again, this is done largely in real-time and continuously as far as the wireless connections of the communication network 30 and the wireless air connection 13 allow in the frame of the data transmission rate.
  • the diagnostic and control network 100 shown in FIG. 1 thus enables a mobile-assisted control of the vehicle 1 be it fully automatically or semi-automatically with verification of vehicle control functions by the vehicle driver.
  • the diagnostic and control network 100 is thus designed in terms of its functionality and data availability in a substantial way beyond conventional diagnostic systems.
  • an instruction specification for determining the relevance of additional data for an acute driving situation in the context of an open programming environment, for example on the smartphone can be created, for.
  • this can be implemented as part of a programmed software application, for example an interpreter programming for an iPad, an Android, a Blackberry or a Windows-compatible device.
  • FIG. 2 schematically shows, in view A, the core components of the diagnostic and control network 100 which are described here in detail by way of example in FIG. 1.
  • the core components 110 comprise the vehicle 1, the interface module 12 or the vehicle diagnostic interface 10 for connection to the vehicle diagnostic system 3 to an OBD_ll connector of the same or a similar connector of comparable vehicle diagnostic systems, wherein the vehicle diagnostic interface 10, the interface module 12, an interface connector 1 1 and an air interface 13 includes.
  • the core components 1 10 relate or in particular, identify the vehicle 1, the vehicle diagnostic interface 10, and a user communications terminal 20 that can wirelessly communicate with the vehicle diagnostic interface 10.
  • FIG. 2 schematically shows vehicle diagnostic data I and schematically additional data II, which are provided by a user communication terminal 20, in this case a smartphone.
  • the vehicle diagnostic data I and the additional data II can be combined to form a common set of data, as symbolized in FIG. 2, view (B).
  • the vehicle diagnostic data I include, for example, the vehicle identification number VIN, a speed indication in real time, a mileage in real time and a fuel gauge in real time.
  • the additional data II include, for example, data available on a smartphone, such as a GPS position, a gyroscope-measurable acceleration indication, other data of a data memory, an audio stream recorded by a microphone, a video stream recorded by a camera, or other multimedia - Records that may be conducive to an acute driving situation.
  • the user communication terminal 20 in the form of the smartphone can be an extended monitor console, possibly also a control console for the car; A complete implementation of advanced control, monitor and monitor features in a vehicle implemented multimedia system can be easily bypassed or supplemented.
  • the present concept offers the possibility of not only providing useful information to the driver and vehicle owner, but also to providing third parties that are vehicle-independent. This can then be used to set up a customized service offer for the vehicle owner, who in turn can make use of services in a simplified manner.
  • the user communications terminal 20 is in addition to the control console of the vehicle.
  • FIG. 3 shows in view (A) schematically the possibility of a so-called N-2-N system for vehicle communication, in which the vehicle 1 described above is connected via a vehicle diagnostic interface 10 to the previously described user communication terminal 20, ie within the core components 110. can communicate.
  • communication paths to other user communication terminals for example a further ren user communication terminal 21, which is assigned to the aforementioned vehicle 1 and can serve as an additional extended console in addition to the user communication terminal 20.
  • a further user communication terminal or a multiplicity of such even further user communication terminals 20 ' can also be provided, to which in turn one or more vehicles 1', 1 ", 1"'are connected via corresponding vehicle diagnostic interfaces 10', 10 ", 10". 'tethered.
  • FIG. 3 shows the possibility communicatively connect the aforementioned vehicle 1 with such and other vehicles V or with the aforementioned user communication terminal 20 of the driver or vehicle owner via the vehicle diagnostic interface 10 with the aforementioned interface module 12.
  • this Car-2-X system allows-unlike the N-2-N system of FIG Fig. 3 (A) ⁇ not only a communication to other vehicles 1 'but also to vehicle-independent points, such as service providers II.6 (police), II.7 (OEM vehicle manufacturer), II.8 (toll for motorways or the like) , II.9 (ADAC or similar car assistance services).
  • service providers II.6 police
  • II.7 OEM vehicle manufacturer
  • II.8 toll for motorways or the like
  • II.9 ADAC or similar car assistance services
  • FIG. 4 shows in view (A) a particularly preferred embodiment of an authorization code 130 symbolized as a key, which is based on five or six, preferably at least two, preferably three or four, codes in the present case.
  • the codes include interface code 120 for interface identification having a string and / or number associated with interface module 12, referred to herein as an adapter ID.
  • the codes also include a vehicle code 121 for vehicle identification, here a vehicle identifier string and / or number 121.2, and a vehicle identification string and / or number 121.1 (also referred to as FIN).
  • the codes further comprise a communication code 122 relating to the mobile user communication terminal, namely a telephone string and / or number 122.1 and / or a SIM string and / or number 122.2.
  • authorization code 130 is also based on a user password or other user identification as user code 123, which is designated here as a user ID.
  • the authorization code 130 can be obtained from the abovementioned codes with any simple or complex cryptographic or other algorithms or methods and used for authentication in the context of vehicle communication. That is, in principle, other codes, such as the already mentioned user ID / code / hash / phone number of a smartphone, the network ID, IP address or the like of the smartphone, a credit card code, a date of birth or the like are used for authentication.
  • An assignment to the authorization code can take place from all codes and / or components of the codes in the form of the keys, but at least two keys and not necessarily from all listed keys.
  • this three codes which are respectively assigned to a component of the core components 110 of the diagnostic and control network 100, namely in a particularly preferred manner the vehicle identification number VIN (121 .1), a telephone number ( 122.1) or SIM number (122.2) and an adapter identification number (120).
  • view (B) shows not only the core components 110 vehicle 1, interface module 12 or vehicle diagnostic interface 10 and user communication terminal 20, but also the other essential components of the diagnostic and control network 100, namely the Data link system 40 and a vehicle-independent location 60 or 45-for example one of the points 45.1, 45.2, 45.3, 45.4, 45.5 of FIG. 1 or one of the points II.6. to II.9 of FIG. 3.
  • the data interconnection system 40 is connected via a wireless communication network 30 to the vehicle-independent points 60, namely in particular data systems 45 of FIG.
  • this connection is described via the communication network 30 for authorization checking in the context of the authentication of a vehicle 1 for the purpose of using a service.
  • the authorization code 130 shown in view (A) of FIG. 4 is checked in the context of the communication connections designated K5, K6 and K7.
  • the vehicle 1 is authenticated by means of a vehicle identification number VIN with respect to the vehicle diagnostic interface 10 referred to here as adapter.
  • the user communication terminal 20 is authenticated to the vehicle diagnostic interface 10; Specifically, this authentication takes place within the scope of a first communication connection K2.1 by means of a telephone number and / or within the scope of a second communication connection K2.2 by means of a SIM number; both numbers can be assigned to the user communication terminal 20 be.
  • other additional or alternative communication codes 122 can also be used for authentication.
  • an authentication attempt can be made on the data combination system 40 using a authorization code 130 or 130 ', ie at least comprising the VIN 121.1, the SIM 122.2 and the adapter ID 120 of the adapter become.
  • a authorization code 130 or 130 ' ie at least comprising the VIN 121.1, the SIM 122.2 and the adapter ID 120 of the adapter become.
  • individual codes relating to the authorization code 130, 130 ', the customer-name, telephone number, provider, billing modalities and the like can be stored in the data combination system 40 as an authentication access.
  • the codes not used in the present example such as license plates, as well as the codes used, such as VIN, SIM and adapter ID can be deposited.
  • the - possibly temporary - possibly also limited in time, but in any case adequate - release of the authentication takes place.
  • the authorization code for example, by passing a passcode or the like and / or assigned to the correction code.
  • a passcode can be stored for the authorization code or assigned to the authorization code without the authorization code 130, 130 'being deposited.
  • the adapter i. the vehicle interface module 12 then stores either the authorization code 130, 130 'or the passcode, depending on what is stored in the data network system 40.
  • the adapter can then use the passcode or the authorization code 130, 130 'to identify and authenticate at a third vehicle-independent location 60.
  • the passcode can be kept in the adapter memory.
  • the adapter may also have logic which is able to generate the authorization code in the case of a service request from the VIN, the SIM and the adapter ID (in the present case) and to the service provider 60 as part of the communication request K5 to transfer.
  • supplementary data II explained in connection with FIGS. 1, 2 (B) are also available in addition to vehicle diagnostic data I and can be included in the approval or non-admission of a service, since all these data are for the communication connections K5, K6 , K7 are available.
  • FIG. 5 shows a particularly preferred, simplified embodiment of the system described in FIG.
  • the vehicle 1 is connected via the vehicle diagnostic interface 10 or the interface module 12 of the same via an air interface in the downlink DL or UL Uplink- with the user communication terminal 20 or via a communication network 30 directly to a data network system 40.
  • the communication connections K4, K5 shown in FIG. 4 can be routed via the communication network 30, while the downlink and uplink communication connections K2.1, K2.2 between the adapter and the user communication terminal 20 are routed via the air interface can be.
  • the communication network 30 is bidirectionally also for connecting the user communications terminal 20 to the adapter and / or the data interconnection system 40.
  • the identification key results from the adapter ID (120) in a combination in step SO, from the VIN (121 .1) in step S1, and from the telephone number and / or the SIM in step S2 ,
  • a user ID for example, from the communication connection K3 can additionally be used to provide the authorization code 130 as an identification key.
  • the authorization code 130 can be used not only for authentication at all interfaces, but also, if necessary, for concrete data encryption.
  • FIG. 6 shows the core components 110 shown in FIG. 5, namely the vehicle 1, the vehicle diagnostic interface 10 and the user communication terminal 20 together with the data combination system 40 and the proprietary data systems 45, as already described with reference to FIG.
  • data buffering here denoted by D1, D2, D3, can take place on each component, in particular the vehicle diagnostic interface 10, the user communication terminal 20 and the data interconnection system 40.
  • the connection between the vehicle 1 and the data combination system 40 or the proprietary data system 45 is presently a fully bidirectional end-to-end data connection DEE.
  • this is not necessarily the case, as for example the embodiment of FIG. 5 shows, in which by means of the connections V1, V2, V3, a bypass to the data communication terminal 20 is possible.
  • a return transmission from the data combination system via V3, V4 to the user communication terminal 20 may end without having to return all the data to the vehicle diagnostic interface 10 or the vehicle.
  • the vehicle diagnostic interface 10 can transmit data via its air interface 13, for example in the context of a WLAN connection, to the user communications terminal 20; for example via the communication link V6, V5.
  • a connection via the Internet 30 by means of the connection V2, V4 is possible.
  • the user communication terminal 20 can be connected to the data link system 40 via a mobile internet connection according to the connections V3, V4.
  • the data network system 40 builds an interface V7 to the proprietary data network systems 45, ie essentially data banks in the case of third-party providers.
  • time, date, etc. can be transmitted from the adapter of the vehicle diagnostic interface 10, z. B. to the mobile user communication terminal 20 and / or to the data interconnection system 40.
  • vehicle diagnostic data such as z. B. via the vehicle diagnostic data such as speed, temperature, etc .; but not time and date.
  • vehicle diagnostic data such as speed, temperature, etc .; but not time and date.
  • values such as time, date etc. can be added to any vehicle-related data or vehicle diagnostic data.
  • a date and time stamp may be provided for the vehicle diagnostic data.
  • the enrichment takes place in the interface module 12 of the vehicle diagnostic interface 10; the vehicle usually can not process data such as time and date in an interface. Time and date thus prove to be additional data that can already be enriched in the adapter.
  • V6, V5 or V2, V4 this time-stamped data record can be transmitted to the user communication terminal 20, for example via a WLAN or Internet connection.
  • the position, the movement state, ie in particular acceleration and speed state or the like can be added.
  • values such as petrol station prices, weather etc. can be added.
  • values such as parking lot location, vouchers, etc. can be displayed.
  • additional information can be returned via the interface V7, optionally only up to the data combination system 40 or alternatively only to the user communication terminal 20 or alternatively only to the diagnostic interface module 10 or optionally completely into the vehicle diagnostic system of the vehicle 1.
  • the vehicle diagnostic data I can be supplemented with additional data II, III, IV obtained outside of the vehicle diagnostic system 3, the additional data II, III, IV going beyond vehicle diagnostic data.
  • the data combination system 40, the vehicle diagnostic data I and the additional data II, III, IV are at least made available to the mobile user communication terminal 20 again, in particular authenticated and / or encrypted in the manner described above.
  • a relevance of the additional data II, III, IV for the acute driving situation of the vehicle is in a in fig. 6 predefined APP instruction on the user communication terminal 20.
  • the instruction specification APP may be created in an open programming environment and is compatible with the mobile user communications terminal 20.
  • vehicle diagnostic data I and the additional data II, III, IV are completely dig back into the vehicle diagnostic system of the vehicle 1 can be made after the return of the vehicle diagnostic data I and the additional data II, III, IV to the vehicle diagnostic interface 10, if necessary, a verifiable proposal for a vehicle control function.
  • 7 shows, by way of example, the sequence of a search for a parking space by means of the mobile-assisted vehicle guidance using the core components 110, namely the vehicle 1 of the vehicle diagnostic interface 10 and the user communication terminal 20. These have on the data network system 40 in the context of communication link K4, K3 -wie Fig. 4 explained - authenticated.
  • a communication link K7 between a service provider or another proprietary system 45 between the data interconnection system 40 and the proprietary system 45 here using the example of the service provider of a parking space offer.
  • Uniquely defined for the core components 110 is an authorization code -in the present example the combination based on VIN, SIM or telephone number and adapter ID, ie ID of the vehicle diagnostic interface 10 or of the interface module 12- exchanged via the communication connections K5, K6.
  • the service provider 60 can make an authorization check on the basis of the authorization code in the data combination system 40 via the communication connection K7 and release the service in this case to a parking space for the vehicle 1; in advance. This means that a parking space payment can be made via an established payment system.
  • a payment method can be established in a particularly simple and nevertheless secure manner. More specifically, in the present embodiment, the concrete situation can be provided with the following procedure.
  • a first step P1 the vehicle 1 drives in front of a barrier of the parking garage 61 and identifies itself in a second step P2 by transmitting the authorization code 130.
  • a third step P3 an authorization check of the authorization code takes place via the communication connection K7.
  • the barrier at the parking garage 61 can be opened; the vehicle 1 can retract, with a time stamp and a logbook entry being made at the parking garage 61 (this possibly taking into account the time data, as entered in the adapter, ie the vehicle diagnostic interface 10 or in the interface module 12).
  • a fifth step P5 the vehicle 1 can park in the parking garage 61 as required and in a sixth step P6 the parking garage can be parked. leave house 61 again.
  • the identification and authentication of the vehicle or the core component 1 10 takes place at the barrier and in an eighth step P8 finally the exit under time taking and log entry in a ninth step P9.
  • the service was performed as a result of the reliability test based on the authorization code 130 as well as the vehicle diagnostic data and the additional data without compensation; ie the service provider goes into advance or the vehicle driver has a credit account and the vehicle driver, the payment is simplified. Only in a subsequent tenth step P10 can automatic billing take place via a further established service - the latter on the basis of the subjective reliability check as a result of the reliably selected authorization code 130.

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Abstract

L'invention concerne un procédé de communication avec un véhicule, en particulier via un système de diagnostic de véhicule mis en oeuvre dans le véhicule, système auquel est raccordée une interface de diagnostic de véhicule (10) présentant un connecteur d'interface (11), un module d'interface (12) et une interface radio (13), procédé selon lequel, pour l'authentification lors de la communication avec le véhicule, un code d'autorisation est transmis sans fil, le code d'autorisation étant basé sur une combinaison d'au moins deux codes.
EP12729382.7A 2011-05-27 2012-05-25 Procédé de communication avec un véhicule, module d'interface, interface de diagnostic de véhicule, terminal de communication utilisateur, système de réseau de données, et réseau de diagnostic et de commande Withdrawn EP2715679A1 (fr)

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DE102011076638A DE102011076638A1 (de) 2011-05-27 2011-05-27 Verfahren zur Fahrzeugkommunikation über ein fahrzeugimplementiertes Fahrzeugdiagnosesystem, Schnittstellenmodul sowie Fahrzeugdiagnose-Schnittstelle und Diagnose- und Steuerungsnetz für eine Vielzahl von Fahrzeugen
PCT/EP2012/059921 WO2012163863A1 (fr) 2011-05-27 2012-05-25 Procédé de communication avec un véhicule, module d'interface, interface de diagnostic de véhicule, terminal de communication utilisateur, système de réseau de données, et réseau de diagnostic et de commande

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EP2715679A1 true EP2715679A1 (fr) 2014-04-09

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EP12729382.7A Withdrawn EP2715679A1 (fr) 2011-05-27 2012-05-25 Procédé de communication avec un véhicule, module d'interface, interface de diagnostic de véhicule, terminal de communication utilisateur, système de réseau de données, et réseau de diagnostic et de commande
EP12729381.9A Withdrawn EP2715678A1 (fr) 2011-05-27 2012-05-25 Procédé de communication pour un véhicule par l'intermédiaire d'un système de diagnostic de véhicule mis en oeuvre dans le véhicule, interface de diagnostic de véhicule, module d'interface, terminal de communication d'utilisateur, système de combinaison de données, et réseau de diagnostic et de commande pour une pluralité de véhicules

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EP (2) EP2715679A1 (fr)
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WO2012163863A1 (fr) 2012-12-06
US9538374B2 (en) 2017-01-03
WO2012163862A1 (fr) 2012-12-06
US20140200760A1 (en) 2014-07-17
DE102011076638A1 (de) 2012-11-29
US20140189814A1 (en) 2014-07-03
WO2012163861A1 (fr) 2012-12-06
EP2715678A1 (fr) 2014-04-09

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