Method and control device for determining at least one event data record of a triggering event in a motor vehicle and motor vehicle

Abstract

Method for determining at least one event data record (20) in a motor vehicle (10), wherein each event data record (20) describes a respective trigger event (14) of at least one driver assistance function (11) and includes a location (18') for a trigger location (18) of the trigger event (14), and wherein the event data record (20) is transmitted to a vehicle-external evaluation device (15), characterized by the fact that in the motor vehicle (10) each event data record (20) is provided free of a time indication describing the respective triggering event (14) and the event data record (20) is temporarily stored in a data storage device (24) of the motor vehicle (10) and the transfer of the event data record (20) to the evaluation device (15) takes place in a predetermined transfer process that is temporally separated from the triggering event (14), wherein - the respective transfer process of the respective event data record (20) takes place during a workshop visit of the motor vehicle (10), and - in the data storage (24) several event data records (20) are stored and the respective transfer process of the several event data records (20) takes place after a different number of workshop visits.

Description

[0001] The invention relates to a method for determining at least one event data set in a motor vehicle. Each event data set describes a respective trigger event of a driver assistance function of the motor vehicle. Such a trigger event can, for example, be an intervention of a vehicle dynamics control system. The invention also includes a control device for carrying out the method and a motor vehicle with the control device according to the invention.

[0002] In a motor vehicle, at least one driver assistance system can provide at least one driver assistance function that supports the driver in operating the vehicle (steering, braking, and / or accelerating) if, for example, the driver's reaction time is no longer sufficient to prevent an accident and / or unstable vehicle dynamics. Another example of a driver assistance function is a pedestrian detection system, which automatically performs emergency braking and / or an evasive maneuver without driver intervention if an otherwise imminent collision with a pedestrian is detected. Another possible driver assistance function is piloted or automated driving of the vehicle.

[0003] A driver assistance system or piloted driving function uses sensor data to determine the necessary reaction or intervention. However, the complexity of the various sensor data and their fusion means that predictable or simulable reactions from such driver assistance functions are only possible with limited reliability. In other words, during the development of a driver assistance function, there is no complete overview of how it will react to different possible driving situations in the vehicle's operation. Therefore, an unforeseen incorrect decision by a driver assistance function can occur during operation, for example, if the vehicle is encountering road conditions that are only found in very few locations and therefore could not be considered during the development of the driver assistance function.An example of such a location might be where metallic rails, such as tram tracks, are embedded in the asphalt in such a way that reflections of radar signals can cause a driver assistance system to make an incorrect decision, for example, detecting a supposedly imminent collision and therefore triggering emergency braking. Knowledge of such locations thus improves the possibility of providing a robust driver assistance system that does not make incorrect decisions in these areas because the specific road conditions there could be taken into account during development. Therefore, there is interest in being able to analyze the road conditions or circumstances at such specific locations more precisely in order to consider them in the development or further development of a driver assistance system.

[0004] One approach, therefore, is to determine a corresponding event data record describing a trigger event when a driver assistance function intervenes in the driving process. This event data record can then be transmitted to a central evaluation unit, such as an internet server, which is thus informed that a trigger event occurred at a specific location. This approach is described, for example, in DE 10 2008 012 660 A1. According to this patent, an intervention by an electronic stability program (ESP) is detected, and the location of this event is transmitted to a central unit. DE 10 2013 205 392 A1 discloses that the described event data records are also referred to as FCD (Floating Car Data).

[0005] If a sufficient number of event data sets are collected from different vehicles, a statistical analysis can identify a cluster of trigger events at specific locations. This allows for a systematic examination of whether such a trigger location represents one of the aforementioned specific locations that leads to a trigger event even though no corresponding emergency situation existed, thus causing an incorrect decision by a driver assistance function. Therefore, a cluster of trigger events at a particular trigger location can prompt further analysis.

[0006] The problem with this approach is that storing such event data records from a motor vehicle makes it possible to subsequently track or monitor the movement of that vehicle.

[0007] German patent DE 196 38 069 A1 discloses a method for collecting traffic data from vehicles that anonymizes the information transmitted from the vehicles to a central server. However, this information is only meaningful if it includes the GPS position (Global Positioning System) to map the collected data. Even so, the described vehicle tracking is still possible, since a vehicle implicitly reveals its current position by transmitting the information.

[0008] Furthermore, a method for identifying and storing location-related problem areas in satellite-based positioning is disclosed in DE 10 2016 007 182 A1. According to this method, the coordinates of a vehicle are determined at various times and transmitted, along with the corresponding timestamps, to an external computing unit. The computing unit then identifies problematic coordinates in satellite-based positioning and enters them, for example, into a coordinate problem area database.

[0009] Furthermore, the publication DE 10 2016 207 984 B3 discloses a method and a device for transmitting route data recorded by a moving vehicle to a central database with improved protection of privacy.

[0010] The invention is based on the objective of recording event data sets for trigger events in at least one motor vehicle and collecting them centrally in an evaluation unit, thereby making it more difficult to track the motor vehicle.

[0011] The problem is solved by the subject matter of the independent claims. Advantageous embodiments of the invention are described by the dependent claims, the following description, and the figures.

[0012] The invention provides a method for determining at least one event data record in a motor vehicle. The method can be carried out in several motor vehicles independently of the other motor vehicles. Therefore, the method is described here only for a single motor vehicle. However, carrying out the method in several motor vehicles is also provided for in the invention.

[0013] Each event data record generated by the motor vehicle describes a respective trigger event of at least one driver assistance function. In connection with the invention, a driver assistance function is defined as described above. It is therefore a function of a driver assistance system or an autopilot and provides for intervention in longitudinal control (acceleration and / or braking) and / or lateral control (steering) that is independent of the driver. A trigger event can be described in an event data record, for example, by specifying an identifier of the driver assistance function (e.g., steering assistance, brake assistance, or electronic stability program (ESP)). Optionally, further descriptive data, such as sensor data and / or environmental conditions, can be specified to describe the trigger event. However, each event data record always contains a location reference to the trigger point of the trigger event.This could involve, for example, geocoordinates such as those determined by a GNSS (Global Navigation Satellite System), such as GPS (Global Positioning System). In a manner known per se, the event data record is also transmitted to an external evaluation unit in this process. The evaluation unit could, for example, be an internet server, i.e., a computer or a network of computers connected to the internet.

[0014] To make tracking the vehicle more difficult, as would be possible due to the location information in the event data record, the invention provides that each event data record in the vehicle is provided without a timestamp describing the respective triggering event. Thus, no timestamp relating to the triggering event is provided or stored in an event data record. Furthermore, the event data record is initially temporarily stored in a data storage device of the vehicle, and the described transfer of the event data record to the vehicle-external evaluation unit takes place in a predetermined transfer process that is temporally separated from the triggering event. In other words, an event data record is not transferred to the evaluation unit immediately after the triggering event. Rather, the transfer process takes place later, namely at the aforementioned time interval. The time interval can be, for example,The event must be longer than one hour. From the perspective of the vehicle's external evaluation unit, the event data record can then be received from the vehicle, and based on the location information contained in the event data record, it can be determined that the vehicle was at the trigger location at some point. However, due to the lack of a time stamp and the time lapse of the transmission process, it is not possible to reconstruct when this occurred or which person was at the trigger location with the vehicle. Nevertheless, the information necessary for developing or further developing a driver assistance function can be used: namely, that a driver assistance function experienced a trigger event at the trigger location.

[0015] The invention offers the advantage that in the motor vehicle, each event data record is transmitted to the evaluation unit without a time stamp and additionally with a time offset from the respective triggering event. This makes it more difficult to reconstruct a route and / or assign the location data to a person.

[0016] The invention also includes embodiments that offer additional advantages.

[0017] According to one embodiment, the transmission process for each event data record is even selected to be temporally separated from the journey during which the triggering event occurred. In other words, the event data record is not transmitted during the same journey during which the triggering event itself took place. The transmission of the event data record occurs after the journey, preferably after at least one further journey. If more than one triggering event occurs during a journey, more than one event data record is generated. If these are then transmitted after the journey, at least the sequence in which the vehicle passed the respective triggering locations can no longer be reconstructed.

[0018] One embodiment provides that the respective transfer process of the at least one event data record currently stored in the data storage device, intended for transfer, takes place at or after predetermined time intervals, each of which is greater than a predetermined minimum duration. In other words, each event data record is stored in the data storage device at least until the time interval has elapsed, i.e., until the end of an interval. The duration of the time interval, i.e., the time intervals for the transfer, is preferably greater than one week, and in particular greater than one month. For example, the data storage device can be emptied after each time interval, such as every month or every three months. Thus, temporal tracking of the vehicle's location is only possible with a temporal resolution corresponding to the duration of the time intervals.By setting the duration of the time intervals, the temporal resolution can be defined or limited.

[0019] One embodiment provides that the respective transmission process of the respective event data record occurs at the earliest when the event data record has been temporarily stored in the data storage for a predetermined minimum storage period. Thus, if an event data record is saved, for example, immediately before the expiration or end of the current time interval just described, it will still not be transmitted to the evaluation unit at the end of the time interval if the minimum storage period has not yet expired. The minimum storage period is preferably longer than one week, preferably longer than one month. This has the advantage that, based on an event data record, the evaluation unit only receives location data from the vehicle that is older than the minimum storage period. Therefore, it is not possible to deduce the current location of the vehicle.

[0020] The invention further provides that the respective transmission process of the event data record takes place during a workshop visit of the vehicle. This offers the advantage that the vehicle does not transmit at least one event data record during private or business use, which would allow the vehicle's location to be deduced because the transmission location could be identified. Since the vehicle's location is already known during a workshop visit, no additional location information is disclosed by the transmission process.

[0021] The invention further provides that multiple event data records are stored in the data storage device, and that the respective transfer process for each event data record occurs after a varying number of workshop visits. Thus, an event data record may not be transferred immediately after its creation during the next workshop visit, but only after at least one workshop visit. For another event data record, a different number of workshop visits may apply. Consequently, event data records are mixed during a workshop visit by selecting event data records from different time intervals. This makes it more difficult to reconstruct the vehicle's location between two workshop visits.

[0022] One embodiment provides that the data storage unit stores multiple event data records generated during journeys by different drivers. These event data records are transmitted in a single transmission process. This prevents the evaluation unit from determining which driver might have been at which trigger point. This is particularly advantageous for fleet vehicles, such as rental or company cars.

[0023] One embodiment provides that multiple event data records are determined and that the order in which the event data records are transmitted differs from the chronological order of the trigger events described by the event data records. This advantageously makes it more difficult to reconstruct the vehicle's travel route.

[0024] The invention also includes a control device for a motor vehicle. The control device comprises a processor unit configured to carry out an embodiment of the method according to the invention. For this purpose, the processor unit can comprise at least one microcontroller and / or at least one microprocessor. The processor unit can include program code configured to carry out the embodiment of the method according to the invention when executed by the processor unit. The program code can be stored in a data memory of the control device. The method can therefore be executed by the control device according to the invention.

[0025] The invention also includes a motor vehicle with an embodiment of the control device according to the invention. The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck. By means of the motor vehicle according to the invention, at least one event data set can be determined for a respective trigger event of at least one driver assistance function, thereby making it more difficult for the evaluation unit to track or reconstruct the vehicle's route as described above.

[0026] The invention also includes combinations of the described embodiments.

[0027] The following are exemplary embodiments of the invention described. This is illustrated by: Fig. 1 a schematic representation of an embodiment of the motor vehicle according to the invention; and Fig. 2 a flowchart of an embodiment of the method according to the invention.

[0028] The exemplary embodiments described below are preferred embodiments of the invention. In these exemplary embodiments, the described components each represent individual features of the invention that can be considered independently of one another. Each of these features further develops the invention independently and can therefore be considered part of the invention individually or in a combination other than that shown. Furthermore, the described embodiments can also be supplemented by other features of the invention already described.

[0029] In the figures, functionally identical elements are each provided with the same reference symbols.

[0030] Fig. Figure 1 shows a motor vehicle 10, which may be a car, in particular a passenger car or a truck. The motor vehicle 10 may have at least one driver assistance function 11, which may be implemented, for example, by a driver assistance system or an autopilot. In the example shown, the driver assistance function 11 may detect a traffic object 13 in the vicinity 12 of the motor vehicle 10, for example, a pedestrian or another motor vehicle, and then intervene in the driving operation of the motor vehicle 10 independently of a driver, for example, to avoid a collision. This is referred to below as the trigger event 14.

[0031] Driver assistance function 11 can make an incorrect decision in this case. Fig. Figure 1 illustrates that the traffic object 13 is not actually present, but was detected by the driver assistance function 11 as supposedly or erroneously existing based on sensor data. This is a so-called ghost or phantom detection. Thus, the trigger event 14 is a false trigger.

[0032] There may also be multiple driver assistance functions available, for each of which the steps described below can be performed.

[0033] An evaluation unit 15 may be provided which, for example, maps trigger events 14 on a digital road map 16 for a road network 17 and thereby collects trigger locations 18 of trigger events 14 on the road map 16. Based on a cluster 19 of trigger events 14 at a trigger location 18, the need for further development of the driver assistance function 11 can then be identified, since it cannot be assumed that many motor vehicles are always in the same traffic situation that causes a trigger event 14. An increased probability of a ghost appearance and thus of a false trigger is therefore indicated for the trigger location 18. This was already described at the beginning.

[0034] In order to map the trigger events 14 by the evaluation unit 15, the motor vehicle 10 is designed to generate an event data record 20 for each trigger event 14, describing the trigger event 14. However, the event data record 20 does not contain a timestamp. It is therefore time-free. The event data record 20 can be generated, for example, by a control device 21 of the motor vehicle 10. The event data record 20 can be transmitted to the evaluation unit 15 via a communication device 22, which can provide a communication connection 23 to the evaluation unit 15. The evaluation unit 15 can, for example, be configured as an internet server. The communication connection 23 can, for example, be an internet connection.

[0035] Furthermore, the vehicle 10 is designed so that the control device 21 does not transmit the event data set 20 to the evaluation unit 15 via the communication link 23 immediately following the trigger event 14. This would allow the evaluation unit 15 to determine the current location of the vehicle 10, since the vehicle 10 must be at the trigger location 18. Thus, based on several trigger events 14, it would even be possible to track or reconstruct the route of the vehicle 10.

[0036] In the case of the motor vehicle 10, it is provided that the control device 21 first temporarily stores the event data set 20 in a data storage device 24 and that the transmission or transfer process of the event data set 20 via the communication link 23 takes place at a later time.

[0037] The evaluation unit 15 can thus receive event data records such as event data record 20 via the communication link 23 and further communication links 25 to other motor vehicles and map their trigger locations 18 on the road map 16. However, from the perspective of the evaluation unit 15, it is not possible to deduce the current location of any of the motor vehicles, since it is unknown at what time the respective motor vehicle 10 was located at the trigger location 18.

[0038] However, event data record 20 describes the trigger location 18 by means of a location specification 18', for example geocoordinates of the trigger location 18.

[0039] Fig. Section 2 summarizes the process steps that can be carried out by the control device 21.

[0040] In response to the trigger event 14, in step S10, the event data record 20 can be generated, which describes the respective trigger event 14 of the driver assistance function 11 and contains the location 18' of the trigger location 18 of the trigger event 14. In step S11, the event data record 20 is then provided without a specific time reference relating to the trigger event 14. In step S12, the event data record 20 can be temporarily stored in the data storage 24 of the motor vehicle 10, for example, a data storage 24 of the control device 21 itself. In step S13, the event data record 20 can then be transferred to the evaluation unit 15, whereby this occurs in a predetermined transfer process that is temporally separated from the trigger event 14. To carry out the procedure, the control device 21 can use a processor unit 26 (see Fig. 1) exhibit.

[0041] The idea is to save geolocation data (e.g., GPS data) in case a trigger event occurs. However, no timestamps are recorded. Thus, while the relevant function of the location and the type of event are captured, tracking the vehicle at a specific point in time is not possible. This is advantageous with regard to data protection and the protection of the driver's personal data, and opens up new possibilities for data storage.

[0042] In this case, further descriptive data of the vehicle, as described above, could also be transmitted, since the timestamps are missing and a certain degree of protection of specific driving profile data is ensured.

[0043] It is also important that the transmission process of each saved event data record does not occur immediately. Otherwise, reconstruction would be possible.

[0044] A defined time for the data transmission process is advantageous. The time interval between two transmissions of the current event data record(s) is preferably chosen to be sufficiently long (e.g., 1 month). This ensures that, only in the event of triggering events that lead to data storage, information about the possible location of the vehicle within this time period can be provided. This limitation is particularly necessary for online data transmission.

[0045] When transmitting data during workshop visits, the time interval between two data transmissions of the current event data records can theoretically be disregarded. This way, it is known where the vehicle may have been between two workshop visits.

[0046] The advantages are: - Expansion of online diagnostics in accordance with modern data protection laws and the - Opportunity to obtain more robust field data for the further development of driver assistance functions.

[0047] Overall, the examples show how the invention can increase the robustness of driver assistance functions while taking data protection into account.

Claims

[1] Method for determining at least one event data record (20) in a motor vehicle (10), wherein each event data record (20) describes a respective trigger event (14) of at least one driver assistance function (11) and includes a location (18') for a trigger location (18) of the trigger event (14) and wherein the event data record (20) is transmitted to an external evaluation unit (15), characterized by , that in the motor vehicle (10) each event data record (20) is provided free of a time indication describing the respective triggering event (14) and the event data record (20) is temporarily stored in a data storage device (24) of the motor vehicle (10) and the transfer of the event data record (20) to the evaluation device (15) takes place in a predetermined transfer process that is temporally separated from the triggering event (14), wherein - the respective transfer process of the respective event data record (20) takes place during a workshop visit of the motor vehicle (10), and - in the data storage (24) several event data records (20) are stored and the respective transfer process of the several event data records (20) takes place after a different number of workshop visits. [2] Method according to claim 1, wherein for the respective event data set (20) the transmission process is selected at a time interval from a journey during which the triggering event (14) took place. [3] Method according to one of the preceding claims, wherein the respective transfer process of the at least one event data set (20) currently temporarily stored in the data storage (24) is carried out at predetermined time intervals, each of which is greater than a predetermined minimum duration. [4] Method according to one of the preceding claims, wherein the respective transfer process of the respective event data set (20) takes place at the earliest when the event data set (20) has been temporarily stored in the data storage (24) for a predetermined minimum storage period. [5] Method according to one of the preceding claims, wherein several event data sets (20) generated during journeys by different drivers are stored in the data storage (24), and event data sets (20) of different drivers are transferred in a common transfer process. [6] Method according to one of the preceding claims, wherein several event data sets (20) are determined and an order in which the event data sets (20) are transferred is set differently from a temporal order of the trigger events (14) described by the event data sets (20). [7] Control device (21) for a motor vehicle (10), wherein the control device (21) comprises a processor unit (26) configured to perform a method according to any of the preceding claims. [8] Motor vehicle (10) with a control device (21) according to claim 7.

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