Method for recording data from a communication system of a motor vehicle

Abstract

The present invention relates to a method for recording data from a communication system (2) of a motor vehicle (1) for testing and validating a driver assistance system. For this purpose, a data processing system (3) is connected to the communication system (2) and the motor vehicle (1) is driven in public road traffic, wherein the data processing system (3) receives, temporarily stores and analyses data that are communicated in the communication system (2) during the journey. As soon as data in the received data have been identified (101) that are relevant for a driver assistance function of the driver assistance system to be tested or validated, further data temporally correlated with the relevant data are identified (102) in the received and temporarily stored data and analysed, which further data relate to operating data of the motor vehicle (1) and / or surroundings data of a surroundings sensor system (231, 232, 233) of the motor vehicle (1). If it has been determined (103) that the analysed further data are inconsistent with a correct function of the driver assistance system, a temporal sequence of received and temporarily stored data is identified and stored (104) as a relevant test and validation data set. Furthermore, the present invention relates to a data processing system and to a computer program for carrying out the method.

Description

[0001] Description

[0002] Method for recording data from a motor vehicle communication system

[0003] Technical field

[0004] The invention relates to a method for recording data from a communication system of a motor vehicle, as well as a data processing system and a computer program for this purpose.

[0005] State of the art

[0006] In the automotive industry, it is necessary to continuously test the electrical and electronic systems of a motor vehicle throughout its entire development and product lifecycle in order to gradually validate the functional requirements of individual functions as well as those of the entire vehicle architecture.

[0007] Integration validation in an earlier vehicle development phase essentially aims to provide exemplary proof of functions and their error-free operation according to their functional requirements. The goal of a complete system validation is to demonstrate the function and error-free operation of all functional requirements of a vehicle system for a multitude of test scenarios that are representative of all essential operating scenarios of real-world vehicle operation.

[0008] Testing can be performed, for example, on a test bench, which contains a continuously updated version of all electrical and electronic components, such as control units, wiring harnesses, sensors, actuators, displays, switch panels, etc., with current software and calibration data for the respective vehicle architecture. Test bench-based testing has the advantage over testing prototypes, pre-production vehicles, and production vehicles that a consistent reference implementation can always be used. Furthermore, testing on a test bench can be automated using Hardware-in-the-Loop (HIL) methods, whereby a multitude of specific test scenarios relevant for validating functional requirements can be simulated with a simulation system connected to the HIL test bench.

[0009] A key aspect is acquiring data that correlates with relevant scenarios for testing and validating functions, and which is gathered during real-world test drives with a vehicle. Such recorded data can be used directly for integration validation testing on a test bench or for model building in the simulation system. One challenge in data recording is identifying relevant scenarios where a function malfunctions during a test drive. This issue is particularly relevant for advanced driver assistance systems (ADAS) when an assistance function fails to respond or reacts incorrectly, for example, due to faulty environmental perception or a faulty control algorithm.

[0010] Manually marking or recording corresponding scenarios, for example by a test driver during a test drive, is not very effective, since the driver's primary task is to move through road traffic in compliance with traffic regulations, so that additional continuous monitoring of ADAS functions by the driver is hardly realistic.

[0011] Against this background, the invention aims to provide a solution that automatically identifies ADAS-relevant scenarios during a journey and records corresponding data for validation purposes.

[0012] Accordingly, a method according to the main claim, as well as a device, a computer program, and a computer program product according to the dependent claims, are proposed. Further embodiments are the subject of the respective dependent claims.

[0013] According to a first aspect of the invention, the problem is solved by a method for recording data from a communication system of a motor vehicle for testing and validating a driver assistance system.

[0014] A driver assistance system provides at least one driver assistance function designed to support the driver of a motor vehicle in their driving tasks.

[0015] A given driver assistance function can be provided through the interaction of a multitude of interconnected electronic systems within the vehicle. This means that the algorithm or control logic of the driver assistance function can be implemented across multiple control units and / or software modules within the communication system.

[0016] The procedure involves first connecting a data processing system to the vehicle's communication system. The vehicle is then driven in public traffic, during which time the data processing system receives, temporarily stores, and analyzes data that is communicated via the communication system.

[0017] Once relevant data for a driver assistance function of the driver assistance system to be tested or validated has been identified in the received data, further data that correlate temporally with the relevant data are identified and analyzed in the received and temporarily stored data, relating to the operating data of the vehicle and / or environmental data from the vehicle's environmental sensors.

[0018] Environmental data can describe the positions and / or movements of objects relative to the vehicle. These objects are continuously detected and classified by environmental sensors in conjunction with object recognition. Data sets containing detected objects in the vehicle's environment are communicated via the communication system. Detectable objects can include other road users, lane markings, and / or traffic signs at the roadside.

[0019] A temporal sequence of received and buffered data is identified and stored as a relevant test and validation dataset if it is determined that the further analyzed data contradicts the proper functioning of the driver assistance system.

[0020] One idea behind the proposed procedure is based on making a response from a driver assistance system plausible by examining the behavior of the vehicle itself and / or the observed surrounding traffic flow.

[0021] Relevant scenarios for testing and validation purposes are identified automatically, so that neither an action nor specific driving behavior from the test driver is necessary to trigger data recording. Furthermore, no ground truth data, such as error-free high-resolution (HD) maps, is required.

[0022] The stored test and validation data set describes a specific scenario in which the driver assistance function of the driver assistance system likely did not function correctly during a test drive. Data recording occurs with appropriate lead and follow-up times, specifically at the point when the relevant data was received and identified by the data processing system.

[0023] The test and validation dataset can be used as a relevant scenario for testing and / or validating a driver assistance system on a test bench.

[0024] According to a further development of the procedure, the operating data of the motor vehicle can contain current movement data of the motor vehicle.

[0025] The operational data can include information about the vehicle's instantaneous movement in the longitudinal and / or lateral direction, such as current speed, acceleration or deceleration, as well as the vehicle's instantaneous steering angle or instantaneous change in steering angle over time. A motion trajectory can be derived from a temporal sequence of movement data, which can potentially be extrapolated beyond the last observed point in time.

[0026] According to a further development of the procedure, the environmental data can describe the current movements of other road users in the vicinity of the motor vehicle.

[0027] Longitudinal and / or lateral movements performed by other vehicles in the immediate vicinity of the vehicle can be detected using environmental sensors and described as trajectories. Based on characteristic movement patterns, intended driving maneuvers can be predicted, allowing the trajectories to be extrapolated.

[0028] If the driver assistance system being tested or validated is, for example, a lane keeping assistant (LKA), a driver overriding a lane keeping intervention can indicate a false positive activation of the system. If comparable driving behavior is detected in other road users in the vicinity of the vehicle using environmental data, the potential false positive activation can be verified as likely.

[0029] One advantage of a plausibility check based on the current movements of other road users compared to movement data of one's own vehicle is that possible driving errors, with regard to the longitudinal and / or lateral control of the vehicle, or the driver's errors, are at least not solely factored into a distinction between relevant and non-relevant scenarios.

[0030] This means that if only the vehicle itself exceeds a lane marking or a speed limit, the driver may have made a driving error, and the driver assistance system may have triggered correctly in such a case. However, if the driver has not made any driving error regarding lane keeping or speed in this situation, the lane keeping assist or traffic sign recognition system has been triggered erroneously.

[0031] Alternatively or additionally, if an analysis of the current movements of other road users in the vicinity of the vehicle is carried out, relevant scenarios with false-positive triggers of an assistance function can be detected more reliably.

[0032] According to a further development of the procedure, the operating data of the motor vehicle can describe an instantaneous driving speed and / or an instantaneous acceleration of the motor vehicle.

[0033] According to a further development of the procedure, the environmental data can also describe current driving speeds and / or current accelerations of other road users in the vicinity of the motor vehicle.

[0034] To detect the speeds and / or accelerations of other road users relative to one's own vehicle, a camera-based object recognition system may be sufficient, which can optionally be supplemented with a radar sensor.

[0035] According to a further development of the procedure, a contradiction to the proper functioning of the driver assistance system can be determined if a physical parameter correlating with the driver assistance function is not within a tolerance range of correlating operating data of the motor vehicle and / or operating data of other road users, which have been determined by means of the environmental sensors.

[0036] According to another aspect of the invention, the problem is solved by a data processing system for recording data from a communication system of a motor vehicle.

[0037] The data processing system is designed, if connected to the motor vehicle's communication system, to receive, temporarily store and analyze data that is communicated in the communication system during a journey of the motor vehicle in public road traffic.

[0038] The data processing system is further designed to identify data in the received data that is relevant for a driver assistance function of the driver assistance system to be tested or validated, and, once relevant data has been identified, to identify and analyze further data in the received and cached data that correlates temporally with the relevant data, relating to the operating data of the motor vehicle and / or environmental data from environmental sensors of the motor vehicle.

[0039] Furthermore, the data processing system is designed to identify and store a temporal sequence of received and temporarily stored data as a relevant test and validation data set if it has been determined that the further analyzed data contradicts the proper functioning of the driver assistance system.

[0040] According to another aspect of the invention, the problem is solved by a computer program which, when executed on a computing unit within the data processing system, directs the respective computing unit to execute process aspects of a method according to the first aspect of the invention that relate to the data processing system.

[0041] According to another aspect of the invention, the problem is solved by a computer program product with a program code for carrying out process aspects relating to the data processing system, which is stored on a computer-readable medium.

[0042] Brief description of the drawing figures

[0043] Further features and details will become apparent from the following description, in which – possibly with reference to the drawing – at least one embodiment is described in detail. The features described and / or illustrated constitute the subject matter individually or in any meaningful combination, possibly also independently of the claims, and may in particular also be the subject matter of one or more separate applications. Identical, similar, and / or functionally equivalent parts are designated with the same reference numerals. These include:

[0044] Figure 1 shows a motor vehicle with a communication system;

[0045] Figure 2 shows a data processing system;

[0046] Figure 3 shows a method for analyzing and recording data from the communication system;

[0047] Figure 4 shows a first and a second scenario;

[0048] Figure 5 shows a third scenario.

[0049] Description of the execution types

[0050] Figure 1 shows a motor vehicle 1 with a communication system 2 of an E / E vehicle architecture. The communication system 2 has a number of networks connected to a gateway 20. These networks include, for example, a powertrain control network 21, an infotainment network 22, a driver assistance network 23, and another network 24, for example, for controlling body and / or chassis components. The gateway 20 has an interface 26 that allows data access to all networks 21, 22, 23, and 24 of the communication system 2 in the motor vehicle 1.

[0051] The drive control network 21 includes a data line, for example a CAN (Controller Area Network) bus line, to which an engine control unit 211 and, by way of example, at least one actuator 212 and a sensor 213 of a drive system of the motor vehicle 1 are connected.

[0052] A driver information display 221, comprising at least one graphic display with an associated microprocessor system, is connected to a data line of the infotainment network 22. The driver information display 221 can interact with an infotainment system (not shown) that provides navigation and entertainment functions as well as a graphical user interface (GUI) for various vehicle functions. The driver information display 221 is configured to receive messages containing data from the communication system 2 via the infotainment network 22. For example, current speed measurement data from the drive control network 21 can be received. This data can be graphically processed and displayed as speed information on the driver information display 221. Furthermore, a receiver for a global navigation satellite system (GPS) is included.global navigation satellite system (GNSS) 222 connected to the infotainment network 22, so that data with current GNSS information can be transmitted in the communication system 2.

[0053] The driver assistance network 23 comprises a number of environmental sensors 231, 232, and 233, which scan the current vehicle environment in the direction of travel in front of the vehicle 1. The environmental sensor system includes a camera-based object recognition system 231 with a camera and an associated computing unit. A lidar sensor 232 and a radar sensor 233 each supplement the image-based environmental perception with more precise distance data between objects in the vehicle's front environment and the vehicle 1. Furthermore, the driver assistance network 23 includes an electronic control unit 235 of a driver assistance system (Advanced Driver Assistance System, ADAS).

[0054] The camera-based object recognition system 231 can generate a sequence of current object lists from a sequence of current video images from its camera. These lists are communicated as a data set via a data line in the driver assistance network 23. Each object list contains information about a number of objects that have been detected in a current video image, with parameters relating to the classification of the respective object as well as a distance and / or a relative position to the vehicle 1.

[0055] From a series of object lists, parameters concerning the movements of the vehicle in relation to the roadway or road boundaries and / or relative to other road users can be determined. Furthermore, a camera-based object recognition system 231 can be configured to detect traffic signs in the vicinity of a currently driven road segment and to classify the traffic signs identified on the respective signs. Data containing information about the classified traffic signs, along with relative position data of the respective traffic signs, are communicated as a current object list.

[0056] For example, data from various environmental sensors can be received, synchronized, and fused into a data set for an environmental model by the control unit 235 in the driver assistance network 23.

[0057] The control unit 235 provides control logic for at least one ADAS function, which, based on input data received from the environmental sensors of the driver assistance network 23, can generate output data and communicate it in the communication system 2. A message containing the generated output data, directed to the engine control unit 221, can be transmitted via the perception network 23, gateway 20, and the powertrain control network 21. Alternatively, the control unit 235 can also be connected to the powertrain control network 21 via an additional interface, allowing direct communication.

[0058] Messages containing output data from the control unit 235, relating to information for playback to a driver, can be routed via the gateway 20 to the driver information display 221.

[0059] A data processing system 3 is connected to interface 26 of gateway 20, which is designed to record data from communication system 2.

[0060] Figure 2 outlines an exemplary configuration of the data processing system 3. The data processing system 3 has a processor (CPU) with an associated read / write memory (MEM) and an internal input / output (I / O) bus. Data can be stored on a mass storage device (HDD) via the I / O bus. The data processing system 3 also includes a number of network adapters, which are connected via interface 26 to an associated network 21, 22, 23, and 24 of the communication system 2 in the vehicle 1.

[0061] The networks of communication system 2 are preferably implemented as a CAN bus, although other network types or transmission protocols can also be used depending on the application or requirements of an electronic vehicle architecture. For example, Ethernet-based networks are increasingly being used. Therefore, in addition to a number of CAN adapters, an Ethernet adapter is also shown as a representative example.

[0062] The data processing system 3 can additionally be connected to at least one further sensor 311, which can be temporarily attached to or in the motor vehicle 1.

[0063] Data is continuously received via the CAN adapters and / or LAN adapters connected to a respective network 21, 22, 23, or 24 of the communication system 2. This data was communicated within the communication system 2 during the journey. The data processing system 3 comprises a computer program that is loaded into the main memory MEM and executed. The program instructs the processor CPU to temporarily store the received data in the main memory MEM for a defined period of time.

[0064] The computer program further instructs the processor CPU to execute a procedure sequence shown in Figure 3. In a first identification step 101, the received and temporarily stored data are checked to determine whether data relevant to a driver assistance function of a driver assistance system under test can be identified.

[0065] Once relevant data has been identified, in a second step 102 further data is identified in the cached data which correlate temporally with the relevant data and relate to the operating data of the motor vehicle 1 and / or environmental data of the environmental sensors 231 , 232 and / or 233 of the motor vehicle 1.

[0066] In a third step 103, it is analyzed whether the further data contradict a proper functioning of the driver assistance system or not.

[0067] If, in the third step 103, it is determined that the analyzed additional data contradicts proper functioning, a temporal sequence of received and cached data is identified as a relevant test data set in a fourth step 104 and stored on the non-volatile mass storage HDD. If the analysis shows that the additional data does not contradict the proper functioning of the driver assistance system, no test data set is stored.

[0068] The process shown in Figure 3 is illustrated below with reference to Figure 4 using two practical examples.

[0069] A driver assistance system to be tested can, for example, include traffic sign recognition, which is provided by a communication-based interaction between the camera-based object recognition system 231 and the driver information display 221. The functional requirement for this system is to recognize a traffic sign indicating a maximum speed limit in a lane traveled by the motor vehicle 1 and to display information about the maximum speed limit on the driver information display 221.

[0070] In the scenario shown in Figure 4a, it can be seen that the motor vehicle 1 is traveling on a three-lane motorway. At time tO, the motor vehicle 1 passed a traffic sign 41, which indicates a maximum permitted speed of 80 km / h.

[0071] The camera-based object recognition system 231 recognizes the sign indicating 80 km / h as the current maximum permitted speed at time tO and communicates an object list containing object data about the recognized sign. The data record is received by the gateway 20 and forwarded to the infotainment network 22. Furthermore, the data record with the object data is received via interface 26 by the connected data processing system 3.

[0072] In this example, the object data represents a trigger condition (TC) for traffic sign recognition, which should result in the reproduction of corresponding information.

[0073] The data processing system 3 identifies, in accordance with procedure step 101, data that are relevant for the driver assistance system with traffic sign recognition to be tested.

[0074] According to procedure step 102, current speed data of vehicle 1 are identified and analyzed in the received and buffered data, correlating temporally with the relevant data. At time t1, the analysis shows that vehicle 1 is traveling at a speed of 90 km / h and is decelerating slightly. The driver of vehicle 1 has likely recognized the speed limit and is adjusting their speed accordingly.

[0075] According to the third procedural step 103, it is determined that the current speed data of motor vehicle 1 do not contradict the proper functioning of the traffic sign recognition system. The data communicated by the object recognition system 231 regarding the sign with a maximum permissible speed of 80 km / h are therefore plausible.

[0076] Alternatively or additionally, a plausibility check of the captured object data via traffic sign 41 with the sign indicating a maximum speed limit of over 80 km / h can be performed by examining the behavior of other road users in the vicinity of the vehicle 1. For this purpose, the data processing system 3 identifies and analyzes environmental data from the vehicle 1's sensors in the received and temporarily stored data. Based on the data received from the object detection system 231, the lidar 232, and / or radar sensor 233, distances and / or changes in distance to a vehicle 5 traveling in an adjacent lane and to a vehicle 6 ahead can be determined, for example.

[0077] If the analysis of the environmental data shows that the vehicle ahead (6) is traveling at 100 km / h and the adjacent vehicle (6) at 80 km / h, it can also be determined that the behavior of the other road users does not contradict the proper functioning of the traffic sign recognition system. According to this example, no test data set is saved by the data processing system (3).

[0078] In a second example, instead of traffic sign 41, there is a traffic sign 42 shown in figure 3b with a sign and an additional sign, which specify a maximum permissible speed of 60 km / h for motor vehicles with a permissible total weight of 3.5 1.

[0079] In this example, the camera-based object recognition system 231 recognizes the sign indicating a maximum speed of 60 km / h at time tO, but not the supplementary sign stating that the maximum speed applies only to motor vehicles with a maximum permissible weight of 3.5 metric tons. Accordingly, object data concerning a sign indicating a maximum speed of 60 km / h is communicated in the communication system 2 and received by the data processing system 3. The object data is recognized as relevant for traffic sign recognition.

[0080] According to procedure step 102, temporally correlated speed data of the motor vehicle 1 and / or speed data of the neighboring vehicle 5 and the vehicle ahead 6 are analyzed in the received data based on environmental data.

[0081] If the analysis according to procedure step 103 shows that the motor vehicle is following the vehicle in front at a speed of 130 km / h while maintaining or increasing the distance, and if, furthermore, the neighboring vehicle 5 has a speed of 120 km / h, it is determined that there is a contradiction to the proper functioning of the traffic sign recognition.

[0082] The data temporarily stored in the data processing system 3 is saved as a relevant test data set on the non-volatile mass storage HDD at time tO with a suitable lead time and follow time.

[0083] One idea behind the proposed procedure is to validate a recognized speed limit sign based on the behavior of the ego vehicle and / or the observed surrounding traffic flow.

[0084] Data processing system 3 records test data sets describing scenarios that correlate at least with implausible responses from a driver assistance system under test. These test data sets can be used for fault analysis of the driver assistance system. After a software update to one or more components of the system, the corresponding scenarios can be reproduced by feeding the recorded test data sets into a communication system 2 of a motor vehicle set up on a test bench. Furthermore, the test data sets can provide information about scenarios in which traffic flow regularly exceeds the maximum speed limit indicated by traffic signs. Such scenarios can be of interest for the development of ADAS functions.

[0085] Another example is explained below with reference to Figure 5, which shows an image of a two-lane road for one direction of travel, taken by the camera of the camera-based object recognition system 231 in motor vehicle 1. At 5:05 p.m., motor vehicle 1 is traveling at a speed of 50 km / h in the right-hand lane and passes a traffic sign 43. Traffic sign 43 limits the maximum permissible speed for the preceding section of road to 30 km / h between 4 p.m. and 6 p.m.

[0086] The camera-based object recognition system 231 recognizes the traffic sign 43 with the sign indicating a maximum speed of 30 km / h and with the supplementary sign 16-18 h. The corresponding object data are communicated in the driver assistance network 23 and received by the control unit 235 and by the data processing system 3 via the interface 26.

[0087] The control unit 235 is designed to check, based on the current time communicated, for example, by the GNSS receiver 222 in communication system 2, whether the maximum permissible speed limit for the current daytime is valid or not. If the check shows that the speed limit is valid, the control unit 235 communicates a message with data about a currently valid maximum permissible speed of 30 km / h in communication system 2.

[0088] The data communicated by the control unit 235 thus constitutes the trigger condition for traffic sign recognition.

[0089] The data processing system 3 receives both the object data from the camera-based object recognition system 231 and the data from the control unit 235. In process step 101, the object data from the camera-based object recognition system 231 is identified as data relevant for traffic sign recognition.

[0090] In the present example, a malfunction of the driver assistance system for traffic sign recognition can be due to both object recognition by the camera-based object recognition system 231 and time synchronization through the interaction of a timer (e.g. GNSS receiver 222) and the control unit 235.

[0091] As in the previous examples, the plausibility of the traffic sign recognition function is verified by analyzing the driving behavior of the vehicle 1 and / or by analyzing the surrounding traffic flow, i.e., the driving behavior of the neighboring vehicle 5 and / or the vehicle 6 in front.

[0092] Although the subject matter has been illustrated and explained in detail by means of exemplary embodiments, the invention is not limited by the disclosed examples, and other variations can be derived from them by a person skilled in the art. It is therefore clear that a multitude of possible variations exist. It is also clear that the exemplary embodiments mentioned are merely examples and are not to be interpreted in any way as limiting, for example, the scope of protection, the possible applications, or the configuration of the invention.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description.

[0093] List of reference symbols

Claims

Claims 1. Method for recording data from a communication system (2) of a motor vehicle (1) for testing and validating a driver assistance system, wherein a data processing system (3) is connected to the communication system (2), and wherein the motor vehicle (1) is driven in public road traffic, wherein the data processing system (3) receives, buffers and analyzes data that is communicated in the communication system (2) during the journey, such that, as soon as data relevant for a driver assistance function of the driver assistance system to be tested or validated has been identified (101) in the received data, further data temporally correlated to the relevant data is identified (102) and analyzed in the received and buffered data, relating to operational data of the motor vehicle (1) and / or environmental data of an environmental sensor system (231, 232, 233) of the motor vehicle (1).so that a temporal sequence of received and buffered data is identified and stored as a relevant test and validation data set (104) if it has been determined (103) that the further analyzed data are inconsistent with the proper functioning of the driver assistance system.

2. Method according to claim 1, wherein the operating data of the motor vehicle (1) includes instantaneous movement data of the motor vehicle (1).

3. Method according to one of the preceding claims, wherein the environmental data describe momentary movements of other road users in the vicinity of the motor vehicle (1).

4. Method according to one of the preceding claims, wherein the operating data of the motor vehicle (1) describe an instantaneous driving speed (v1) and / or an instantaneous acceleration (Av1 / At) of the motor vehicle (1).

5. Method according to one of the preceding claims, wherein the environmental data describe instantaneous driving speeds (v5, v6) and / or instantaneous accelerations (Av5 / At, Av6 / At) of other road users in the vicinity of the motor vehicle (1).

6. A method according to any of the foregoing claims, wherein there is no contradiction to A proper functioning of the driver assistance system is established when a physical parameter correlated with the driver assistance function is not within a tolerance range of correlated operating data of the motor vehicle (1) and / or operating data of other road users (5, 6) that have been determined by means of the environmental sensors.

7. Data processing system for recording data from a communication system (2) of a motor vehicle (1), which is configured to receive, buffer, and analyze data communicated in the communication system (2) during a journey of the motor vehicle (1) in public road traffic, and wherein the data processing system (3) is further configured to identify data in the received data that are relevant for a driver assistance function of the driver assistance system to be tested or validated, and, once relevant data have been identified, to identify and analyze further data in the received and buffered data that correlate temporally with the relevant data and relate to operational data of the motor vehicle (1) and / or environmental data of an environmental sensor system (231, 232, 233) of the motor vehicle (1).so that a temporal sequence of received and buffered data is identified and stored as a relevant test and validation data set (104) when it has been determined (103) that the further analyzed data are inconsistent with the proper functioning of the driver assistance system.

8. Computer program which, when executed on a computing unit within a data processing system (3), directs the respective computing unit to execute the process aspects relating to the data processing system of a method according to any one of claims 1 to 6.

9. Computer program product comprising program code stored on a computer-readable medium for carrying out process aspects relating to the data processing system, according to any one of claims 1 to 6.

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