Method and device for a vehicle-related telematics service

State of the art

The invention relates to a method and a device for a vehicle - specific vehicle Telematics service with effect on at least one functionality in a vehicle Via an air interface, eg via a mobile radio network or the communication via A Bluetooth connection. An implementation example of such a service is the Remote diagnosis in the motor vehicle.

The increasing networking of control devices in today's motor vehicles always offers Better effects on vehicle functions, eg better Diagnosis possibilities in the event of a fault or possibilities for the remote control of Functions and / or components of the vehicle. In this context, Concepts, with the help of a mobile radio - based influence reliably and securely on the Functionality in the vehicle over any distances, Reliable and high-quality, for example via remote diagnostics Error analysis by a service center or a remote diagnosis server, which has a Corresponding diagnostic database. According to these approaches Integrated communication systems such as Mobile telephones and / or GSM-based telematics terminals Data transmission between the control devices connected to a vehicle network And / or components and the service center server. One Proposal for such a system species - forming DE 100 26 754 A1. A concrete one Realization of such a system or of the server and terminal devices concerned not specified.

Advantages of the invention

The use of one in the diagnosis of motor vehicle control units anyway Has the advantage that the Diagnostic control units to no other communication standards, For example, communication standards of the Internet. This Therefore, because the service center is using the vehicle using the vehicle Any protocols used. This makes it possible, even today To provide vehicles with a remote access facility without Changes in the control units are required. In general, therefore, Telematics service, a protocol (general application protocol) Which is also in the vehicle for the performance of the corresponding service on site is used.

Particularly advantageous in this connection is a gateway device, which is used in the Vehicle and which is adapted to receive and transmit data via the Air interface and to ensure the additional required Safety functions.

It is particularly advantageous that the protocol used for the remote diagnosis intervention is as described in the Automobile industry largely used as standard accepted protocol KWP2000 Which is not only applied to the vehicle interior, but in the distributed Characterization of remote diagnosis also for communication between the vehicle side And the server.

In a particularly advantageous manner, In accordance with the conditions laid down by the vehicle Air transfer. A particularly advantageous The execution is that the air interface transmits complete messages , Then the vehicle internal or serverintern to the observance of the time conditions Of the transport protocol used.

Further advantages result from the following description of FIG Or from the dependent patent claims.

drawing

The invention will now be described by way of example with reference to the accompanying drawings, in which: Respectively.<sl><li>FIG. 1 shows an overview of a system architecture for remote access.</li><li>FIG. 2 shows a layer model of a gateway device in the vehicle-side part The remote access system and a corresponding gateway facility in the central area Part.</li><li>FIG. 3 shows a flow chart for the message exchange between a to Diagnosing control unit and a service center while in</li><li>FIG. 4 is a flowchart for this message flow at the level of FIG Transport logs.</li></sl>

DESCRIPTION OF EXEMPLARY EMBODIMENTS

FIG. 1 shows an overview of a system for a vehicle-specific system Telematics service, whereby information is transmitted between a vehicle (at least one Terminal) and a server via a mobile radio network or via a data network such as For example, the Internet. The embodiment shown in FIG. 1 as an overview System architecture for a remote access is used in conjunction with functions for the Remote control, remote diagnostics, remote maintenance, software download, etc. Among Remote control or remote sensing is essentially the remote control of Vehicle functions, in particular convenience functions such as switching on the Heating, etc., as well as the querying of vehicle status and / or operating parameters Roger that. In doing so, the user initiates a communication with the vehicle via a Central server or it communicates directly with the vehicle. remote diagnostics The remote reading of diagnostic data from the vehicle, its analysis and analysis If necessary, the creation of a recommendation for further action. analysis The data and the generation of the recommendation is carried out by a central server, Which is connected to the vehicle via a mobile radio network, via a wired network and / or Via a data network such as, for example, the Internet to the motor vehicle stands. Furthermore, in this context, as a function of the so-called software download Or remote flashing, with the help of which a new Program code or parameters on the software configurable systems in the vehicle, For example control units, in order to determine the functionality or the Performance. Here, too, communication takes place via one Mobile network, a wired network and / or, for example, the Internet Outgoing from a central computer (server) or service center. remote maintenance Essentially the monitoring of the vehicle condition and the access to the vehicle Vehicle maintenance data from a central location to check whether, When and which measures are taken to maintain the desired state. On An example of this is the dynamic adjustment of maintenance intervals. General These functionalities are referred to herein as "vehicle-related" Telematics service.

FIG. 1 shows an overview of the system architecture for a remote access. I shows the control units to be influenced by the remote access in the Vehicle, as II gateway facilities for protocol transformation and for Security functions and, as III, the service-center-side terminal, for example An operator console, etc. The on-board gateway device 104 is connected via an air interface with a gateway device 100 of a Service centers. Depending on the exemplary embodiment, this is one Bluetooth, GSM, GPRS, or other air interface. The Gateway device 100 is further connected to the service-center-side terminal 102 to Data exchange. This terminal is either one Workshop tester, operator console, or the like. In an alternative embodiment The Gateway facility of the Service Center is not directly connected to the air interface , But is connected to a data network, for example the Internet, with one Service providers, whose servers turn to the air interface connected. In the case of the vehicle-side gateway device 104, According to an exemplary embodiment, a central gateway for the vehicle or a point-to-point gateway, For example, a Bluetooth interface or a GSM module with one CAN subnet of the vehicle. In the exemplary embodiment shown, The reality is also preferred, the gateway device 104 is A central gateway, which is used to receive and transmit data via the Air interface and, where applicable, the guarantee of the additionally required Security functions. On the other hand is the gateway facility 104 via one or different bus systems 106, 108 and 110 with the allocated bus systems 106, 108 and 110 Diagnosing control units in the vehicle 112 to 124. On the buses It is, for example, a comfort and bodybus, for example one Lowspeed-CAN or LIN-Bus, which control units for the air conditioning and the And an infotainment bus, For example, a high-speed CAN, MOST, Firewire bus, etc., which Autoradio And navigation systems, or a high-speed CAN bus or flexray bus, Which controls the control units for the engine control, the brake control, Restraint systems, etc.. Further, the gateway device (in FIG 1 not shown) via a serial or parallel interface (eg UART) GSM module, with the help of which the vehicle data with the service center Exchanged. The gateway device 104 may also include a firewall, by way of example, Which the vehicle subnets are shielded from the outside.

The gateway device 100 on the side of the service center essentially comprises The same functions and elements as the gateway device 104 in the vehicle. The gateway device securely communicates with the terminal 102 as well Serves the air interface. Here, too, in the preferred embodiment, GSM module from the gateway device via a UART driver. Is Provided that the transmission channel is encrypted, find in both gateway facilities The necessary encryption and decryption takes place. In addition, the The necessary protocol transfor- mations, ie The implementation of the received or transmitted data from the Air interface, eg the GSM protocol, to or from the protocol of the Vehicle system, eg the CAN protocol.

To communicate the two gateway facilities with each other via the Air interface is established. In the preferred embodiment This is a GSM connection; in others, others are used Transport protocols. It is essential that in the case illustrated in FIG System architecture for the transmission of a message, which is used in the Case of the diagnosis is also used in the diagnosis of the control units in the vehicle becomes. Such protocols usually operate under certain time constraints. On Such protocol is, for example, the so-called KWP2000 diagnostic protocol, Which may be implemented in variations in a variety of applications Connection with motor vehicles. The subject described herein is But not only to the use of the specific KWP2000 protocol at the Diagnosis, but will also be used in conjunction with other protocols And / or services. As a rule, they are narrow within the motor vehicle Conditions. Basically, a built and Authorized connection between the two gateway units Message exchange performed on the basis of the protocol used. At the same time The gateway device in the vehicle directs incoming messages, for example KWP2000 request messages, to the control unit to be diagnosed Sends its responses, for example, the KWP2000 response messages Gateway in the service center. The gateway in the service center works in analogue Wise. In a preferred embodiment, to the gateway device 104 In the vehicle can also be connected directly to a test device, which is based on the base The same protocol with the control unit to be diagnosed as it is with the Distributed application within the framework of the remote control.

It is problematic that the diagnostic protocol used in the vehicle, for example the KWP2000, concerning the communication with the connected test device in the Usually stipulate very tight time conditions. If these time conditions are not Is met, the diagnostic process is terminated. The time conditions are so That this is due to the air interface over the air interface Transmission delay can not be fulfilled. Therefore, as follows Described the synchronous connection in the illustrated distributed application Between control unit and test device is decoupled and it becomes asynchronous Connection via the air interface. Within the The synchronous connection, here between the gateway device And the control unit to be diagnosed, as well The service center page, where a synchronous link between service center gateway And test equipment. The air interface connection is against it Asynchronous and does not respect the time conditions of the diagnostic protocol used, But only to those of the Protocol applied there. The gateway setup in the Vehicle and / or the service center is thus designed in such a way that it on the one hand The connection to the service center, on the other hand the time-critical connection to Of the control unit to be diagnosed.

FIG. 2 shows a layer model of the gateway device 104 in the vehicle Respectively. The gateway device 100 in the service center is designed accordingly. The gateway device 104 in the vehicle integrates all necessary layers of a A communication system for coupling at least one vehicle subnetwork and To communicate with a service center via an air interface. in the Illustrated in FIG. 2, connects the gateway device 104 A total of three vehicle sub-units 106, 108 and 110, already described with reference to FIG , And integrates a GSM protocol stack for data exchange A service center. The layering model describes the communication system I As well as the application system II of the gateway. In the lowest layer of the Communication system I are in the preferred exemplary embodiment for each vehicle Subsystem drivers, preferably CAN drivers 106a, 108a and 110a, are provided. The As a second layer, a CAN switching layer 126, which, To implement the data received from the individual subsystems and to individual ones Subsystems or messages to be distributed to the air interface. The Is responsible for in - vehicle routing of messages, in the Execution example CAN messages. Above the switching layer are the A transport protocol layer, preferably a CAN transport protocol layer, Respective subsystem. This transport protocol is used to send Messages about the respective subsystem are necessary, which are longer than the maximum Data length of the subsystem, more than 8 data bytes for CAN applications. in the Application system II is, for example, the security services 128, which are used, for example, for the Encryption, authentication and authorization of remote access. Further, there are the remote services 130, which provide the vehicle to the outside. These are, for example, remote diagnostics services, remote control services, Remote maintenance services, software download services, etc. All inquiries about the Air interface are always routed to one of these remote services. This Decides whether a message is forwarded to the vehicle. Through this coupling In the application system one can meet the highest security requirements. Is this Gateway itself can be diagnosed, in addition to the diagnostic application 132, the Diagnostic assistance service KWP2000. In addition to the elements mentioned, Vehicle gateway also provides network management as well as local and global Management of operating conditions and system diagnostics, which are not discussed below Is considered. In addition, a real-time operating system (eg an OSEK design) OS) and a monitoring module (134) are provided. To operate the Air interface, a GSM transport protocol is also provided in the gateway 104, GSM switching layer 136 as well as a UART driver 138, which has an SPI interface 140 is connected to a GSM module.

The gateway device 100 in the service center is designed accordingly. It couples From GSM to a subsystem, preferably CAN, and vice versa. Therefore here is a GSM module is connected to a UART driver 144 via an interface 142. Above is a GSM switching layer 146 as well as a GSM transport protocol Respectively. The security services 148 correspond to those in the vehicle gateway 104. A service set 152 or a console is connected via a CAN subsystem 150. The CAN connection is also implemented here via a CAN transport protocol, a CAN switching layer 154 and a CAN driver 156 are provided. The coupling of GSM to a CAN bus system in the service center allows the direct connection of the Diagnostic tester 152, or the forwarding of the data to a PC which contains this Correspondingly evaluated. Should remote diagnosis data be made available over the Internet , A coupling to IP-based protocols will be carried out in the gateway 100. In Another diagnostic service results in the service center in one Database and then made available to a service on the Internet. The In any case, mapping to IP-based communication takes place at a central location In the service center and not in any vehicle.

The remote service remote diagnostics is shown in FIG. 2 in FIG. 130 as a left oval. These Applications shall include programs designed to be used by a Incoming diagnostic request to decide whether this requirement applies to the Or whether this is intended for a control device, Which is located on one of the connected buses. For this purpose is a table In which the control unit configurations of the vehicle (such as, for example, Identification number, error memory to be read out, etc.) are listed The incoming message is transmitted to the corresponding bus. At the Therefore, change the control unit configurations.

As mentioned above, the individual control units in the vehicle are diagnosed Diagnostic protocol, which works in tight time frames. Furthermore, Generally, the bus systems used in the vehicle have a limited message length. The In the diagnosis protocol are usually one of them Deviating maximum length. For example, KWP2000 news is currently available A maximum length of 255 bytes was provided while the vehicle interior was used CAN protocol has a limit of 8 bytes. Further, in each control device, Which is diagnosed via KWP2000 and CAN, a transport protocol is integrated, Which comprises several timing conditions in the range of a few msec. The Transmission delay over GSM is at least 600 msec. A transparent Transfer of CAN messages from the control unit to be diagnosed to the service center Is not possible for this reason. The use of a special transport protocol Within the gateway device is therefore unavoidable. This must be After execution, decoupling over time and / or an adaptation of the data lengths carry out. For compliance with the timing conditions in the transport layer of the to Are the partner instances of the transport layer in the Safety gateway of the vehicle and accordingly ensures the Transport layer in the Gateway of the Service Center for compliance with the timing conditions In the partner instances of the transport layer of the tester. Furthermore, the Transport layer in the gateway, by fragmenting the data Defragmented. For the transmission of complete messages, eg KWP2000 messages, An arbitrary transport protocol can be used via GSM.

FIG. 3 shows a flow chart illustrating the message exchange Between the components involved in the utilization phase of the remote diagnosis for the Is used as the diagnostic protocol KWP2000. The message exchange is shown Between the service center (eg tester 200), the gateway 100 of the service center, The gateway 104 of the vehicle, and the control unit 202 to be diagnosed First message is sent out from the tester 200 via the gateway 100 to a KWP2000 message Via the air interface, which is the control unit to be diagnosed After forwarding through the gateway 104, into the diagnostic mode. The KWP2000 messages are encrypted transparently by the service center GSM connection between the gateways. The implementation of the message on The other protocols take place in the transport layers of the gateways. After that Follow out from the tester cyclical so-called tester-present messages, the Are necessary in order to keep the control device to be diagnosed in diagnosis mode. As soon as the control unit to be diagnosed is in the diagnosis mode, the control unit starts Actual diagnosis in which messages with user data from the service center to the Control unit and vice versa (KWP2000 diagnostic request and response messages) Should be provided.

The latter is shown in the flowchart of FIG. 4, which shows a Exemplary diagnostic requests and the associated response to the data exchange Between tester 200 and control unit 202 via the air interface and the Corresponding gateways at the level of the transport protocols. In this The decoupling over the transport protocols is clearly visible. It No single CAN frames are sent over the GSM route, but instead Complete KWP2000 messages. These are, if necessary, sent before the Air interface is encrypted and decrypted at reception. Thus takes place in the gateway 100 before defragmenting the CAN frames and in the vehicle gateway 104 is a fragmentation of the complete diagnostic protocol message in CAN frames Or vice versa in the case of the response. The values ​​specified by the operator or by the operator Run program of the tester 200 will be transmitted via The CAN connection to the gateway 100 in the CAN frames 204, 206, 208 and 210 transmitted. The transport layer in the gateway device 100 operates in the frame Of the time conditions of the data exchange between tester and gateway Feedback messages 212 and 214. Further, the transport layer defragments the gateway device 100 the incoming messages and transmitted via the GSM interface A long, composite diagnostic message 216 via the ISO transport protocol The gateway device 104 receives this message and that There transport protocol fragments these messages and sends them over The CAN bus as individual CAN frames to the diagnosing control unit 202 (Messages 218, 220, 222, 224). Furthermore, the transport layer secures the gateway device 104 as well as the corresponding transport layer in the to be diagnosed The time conditions are transmitted by transmitting acknowledgment signals 226, 228 This communication. Similarly, when sending data from the to Diagnostic control unit to the service center. Also here the Long diagnosis message 230, which is then sent over the GSM connection, in Individual fragments 228, 230, 232, 234, 236 from the control device to be diagnosed Gateway 104. The transport layer sets these fragments Diagnosis message and transmits acknowledgment signals 238 for keeping the Time constraints. The full diagnostic message is then sent to the service center (Gateway 100). The transport layer of the gateway 100 fragments the transport layer And sends them in fragments according to the transport protocols Of the tester at these (frames 240, 242, 244, 246, 248). The Transport layer of the tester assures compliance with the Time constraints.

The procedure outlined above will be applied to all vehicle - related vehicles Telematics services with long-distance effects, where the aforementioned requirement Are fulfilled.