WO2009146921A1

WO2009146921A1 - Method and system for making remote diagnoses on motor vehicles

Info

Publication number: WO2009146921A1
Application number: PCT/EP2009/004027
Authority: WO
Inventors: Matthias Lydike
Original assignee: Efkon Germany Gmbh
Priority date: 2008-06-05
Filing date: 2009-06-05
Publication date: 2009-12-10
Also published as: RU2010154162A; AT507032B1; AT507032A1; EP2283468A1

Abstract

In order to make remote diagnoses on motor vehicles, diagnostic data available at least at one diagnostic data interface, e.g. a diagnostic plug-in connector (5), in the respective motor vehicle is transmitted to an automatic diagnostic device (11; 42) and is evaluated there, the diagnostic data being transmitted in a wireless manner to a service system (9) comprising a direct or indirect diagnostic device (11; 42). For this purpose, the diagnostic data is retrieved in the motor vehicle by a vehicle device (6) equipped with a communication modem (12) at the diagnostic data interface (5) once an authenticated secure connection has been established between the vehicle device (6) and the service system (9) on the basis of a company card (21) on which a key (25) is stored that is used for authenticating the connection between the vehicle device (6) and the service system (9) and for authorization purposes, whereupon the diagnostic data is directly transmitted from the vehicle device (6) to the service system (9) without being temporarily stored in on-board control devices.

Description

Method and system for the creation of motor vehicle remote diagnostics

The invention relates generally to the reading of data from sensors or from the memory of vehicle-own systems via a manufacturer-defined interface for performing a vehicle diagnosis, for example, to determine and exploit the maximum possible range of mileage until the next service stay.

More particularly, the invention relates to a method and a system for the preparation of automotive remote diagnostics according to the introductory parts of the independent claims.

The rapidly increasing complexity of automotive drive and control systems is driving up the cost and cost of training, technology and equipment for garages, with the result that certain services focus on fewer and fewer service outlets. This in turn has longer journeys and thus additional costs as well as increased logistical requirements not only for e.g. a forwarder: Particularly in structurally weak regions, the risk of loss of use also increases if disruptions occur within the already significantly extended service intervals, especially those that require special equipment for diagnosis alone. To remedy this problem is a concern of the present invention.

Today's powertrains and controls in motor vehicles have a considerable number of sensors, which are used on the one hand, the optimal dynamic setting of all controllable parameters for drive and power transmission, on the other hand, but also for the connection of complex diagnostic technology use, especially if the resulting Data volumes that would exceed the storage, transmission and processing capacities available in the motor vehicle (motor vehicle). These are, in particular, data that accumulate per engine revolution and, on detailed analysis, provide information about the state of wear a) of operating equipment (such as engine oil, filters, etc.), b) of the engine itself and its aggregates and c) can give the subsequent power transmission. These data are made available for diagnostic purposes via an appropriate connector provided as a diagnostic data interface through which workshops can connect their diagnostic equipment.

From WO 2003/027629 Al a remote diagnostics system for motor vehicles is known in which a service center with an associated mobile radio gateway can exchange data with a vehicle diagnostic module. The motor vehicle diagnostic module has an interface, in particular a CAN bus interface, via which data can be transmitted to a mobile radio gateway of the vehicle and further to the service center. To carry out a remote diagnosis, vehicle identification data is transmitted from the vehicle to the service center, which determines suitable diagnostic mechanisms or diagnostic parameters and transmits them to the vehicle. In cooperation with a control and / or regulating device, the diagnostic module determines diagnostic data, which are transmitted to the service center for evaluation.

In WO 2006/008527 A2 a digital tachograph is described, which has a vehicle device, a speed sensor and a smart card interface. To communicate with a remote Recher over mobile Internet (WAP etc.), the tachograph also has a communication interface. With the aid of the wireless communication connection, data from the tachograph and the smart card inserted in the interface can be requested and transmitted starting from the computer, which is preferably arranged in a logistics center of a transport company. Each smart card is assigned to a driver and is used to uniquely authenticate the driver so that the vehicle can be put into operation. In addition, further driver-related data, such as working hours and the like, can be stored on this driver card.

In WO 2006/133722 a method for communication between a motor vehicle and a remote diagnostic unit is disclosed, in which the diagnostic unit is connected to a vehicle key assigned to the vehicle and the authorization tion of the diagnostic unit is checked by means of authorization data stored in the vehicle key.

From WO 2007/098844 Al a motor vehicle diagnostic system is known, with which diagnostic data of individual control devices from a vehicle via a communication channel to a computer connected to a diagnostic center in a service workshop can be transmitted. For this purpose, a diagnostic control unit is provided in the vehicle, which serves as a gateway for accessing the control units located in the vehicle. The access conditions for the onboard system can be defined via a configuration interface of the diagnostic control unit. The diagnostic control unit also has a communication module, with which the diagnostic data is transmitted to a corresponding offboard communication module in the service center, wherein an identifier is exchanged between the communication partners to establish a secure and authenticated connection.

DE 10 2004 052 782 A1 describes a diagnostic portal which allows workshops to offer vehicle diagnosis as a service without the purchase of expensive diagnostic devices. This is made possible by a diagnostic device directly reading out the sensors in the workshop, which in turn can be accessed via a broadband Internet connection, such as the Internet. DSL, connected to the diagnostic portal. The diagnosis portal then takes over the actual execution of the diagnosis. Even system maintenance and maintenance as well as update service can be designed without much effort.

US 2005/0060070 A1 describes a network of services which include, inter alia, direct access to vehicle-related data required during (partially restricted) vehicle operation via corresponding bus systems of the vehicle, which are for example directly connected to the engine and / or transmission control enable automatic and driver-independent detection of faults and service requirements. In particular, an application service is provided which basically allows a large variety of types to be treated centrally and in a uniform manner. Under the name E-TRIP, an on-board device for the North American market was also approved and distributed in 2003, which includes vehicle-specific data on position (GPS), speed, engine speed, cooling water temperature, oil pressure, etc. via SAE standardized bus J1708. Oil temperature, fuel consumption, etc. read and correlated with current GPS data and time. Depending on the requirements, this data can be transmitted "securely" via satellite, GSM or a cost-neutral PSRR connection (2.4 GHz) to a stationary server, which is also capable of recording working time data by means of driver cards and managing fleet management.

Non-prepublished PCT / EP2007 / 010161 discloses a method and system for securely downloading sensitive data, e.g. concerning position, toll, etc., described from a mobile device. In order to be able to realize a data download, authentication must be carried out as remote authentication via a correspondingly secure connection, which must be able to determine without doubt that the respective communication partners are, with absolute certainty, also those whom they claim to be.

Object of the present invention is therefore to provide a method or system as mentioned above, with which it is possible to send a potential vehicle customers any mobile usable or acceptable service that helps, the service intervals so far it is necessary to expand, or to clearly indicate disturbances within the service intervals with the help of a comprehensive diagnostic technique, which is normally available only in a stationary manner, and to remedy them within the framework of a normal logistical planning. Analogous to the normal customer traffic of a workshop, digital contracts for all services provided in this context should be able to be concluded via M2M interfaces (machine to machine), which are provided with authentications and signatures for later reviews of all involved pages.

To solve this problem, the invention provides a method or a system as specified in the independent claims. Advantageous embodiments and further developments are defined in the dependent claims.

In the present technique, an authenticated and authorized connection is established between the vehicle device and the central service system before commencing the diagnostics necessary data from various sensors in the vehicle, hereafter called diagnostic data for short. This diagnostic data is taken from the vehicle device of the diagnostic data interface and transmitted directly to the central service system via the vehicle device, after the authentication and authorization has been secured on the basis of a previously read in the service system company card. A key stored on the company card can be used for this purpose, and a VPN connection is set up between the vehicle unit and the service system, after which the vehicle unit is used to locally insert (and read out) a company card by means of a company card administration set up in the service system - in the vehicle unit - is simulated. After verifying the authenticity of the vehicle device and the company card, it is also possible to check whether company data stored on the company card corresponds to corresponding company data stored in the vehicle device, before the diagnostic data is transmitted from the vehicle device to the service system.

It is not absolutely necessary that the central service system itself contain a diagnostic device, which is usually formed by a computer with a corresponding database for carrying out the corresponding comparisons and calculations and for outputting determination results, but it can also be used in a workshop, In particular, in one of several workshops, and in this case, for the purpose of creating the remote diagnosis from the service system to the workshop, eg based on a workshop card, under legitimacy ^¬ test an authenticated connection for the transmission of diagnostic data to the workshop and result data from the Workshop built back to the service system. It can also from the service system before the data transmission Key to the workshop to provide a secure connection and to allow later generation and verification of signatures.

The vehicle-side system is preferably provided with a running as a tachograph vehicle unit, which in turn has a broadband communication device, and which is connected to the diagnostic interface in the vehicle such that a complete transmission of all required for a regular (normally stationary maximum) diagnosis data becomes possible and at the request of the central service system after an authentication a (cyclic) diagnosis can be made on the basis of the completely transmitted data sequences. It is particularly important here that the transmission path is able to transmit the data read from the various sensors simultaneously and without interruption, since caching in the on-board control units would cause problems due to the high data volumes. It is irrelevant whether the vehicle is on the road or whether this service is used anywhere within the scope of a workshop visit. However, the vehicle must be in service for this service in any case.

The central service system may be constructed with distributed components, and the vehicle and the central service system are connected by wireless, sufficiently broadband communication so as to establish both a permanent and an authenticated connection through the use of corporate cards can. Accordingly, the vehicle and the central service system each have facilities for both wireless communication and secure connection and authentication; Furthermore, diagnostic equipment is assigned exclusively to the central service system.

The central service system informs about the condition of the respective servited vehicle the corresponding contracting owner or owner of the vehicle, which in turn then based on the notified recommendations for the vehicle then the plan or planning an unscheduled service stay in a workshop. Parallel to the scheduling of the workshops, the procurement of the necessary spare parts, which may now have been procured from a central warehouse at the planned date, and as precisely as possible to the planned date, here too expensive warehousing or unnecessarily long stays of the vehicles for parts procurement necessary to avoid.

Another advantage of the invention results from the now almost unlimited possibilities of using the expensive diagnostic devices, which are always involved in the "remote" system or their capacity can always be rented to the remote system when in normal workshop operation no need for it In this way, the technology can be used almost around the clock for the early detection of damages and errors on the road.

The already mentioned authentication and authorization check required before the data transmission can take place as an example as follows. The cards issued by the competent authorities within the European Community (in the case of existing remote diagnostics, primarily business cards are used) have, inter alia, keys derived from a master key for secure authentication. The card readers in the vehicle devices are in turn connected to a security module, which also has a key derived from this master key. Thanks to the connection between the vehicle device and the central service system, which is protected by the VPN, the company card can now be simulated as plugged in via the company card management system in the central service system, instead of having to plug it directly on site. A process known as key-pairing verifies that the vehicle and company card are "real", ie unmanipulated and issued or monitored by the authorities mentioned above, and if so, the next step is to see if the company data contained in the company card are the same as those stored in the vehicle equipment, and it is only by agreement at this point that it is ensured that the customer (in the central service system) and vehicle owners are identical, so here have access rights, and that - which is at least as important - the service associated with access the right vehicle owner / client can be charged.

For establishing a connection with a decentralized diagnostic device, as mentioned, a workshop card is preferably used to ensure authenticity and access rights. The workshop is generally entitled to use the workshop card issued by the competent authorities for acts related to the operation of a tachograph. Via the workshop's personalized data of the workshop, the contract status can be checked with the central service system. Only when all these tests are positive, the diagnostic service is used or the services provided may be billed to the workshops.

The invention will be further elucidated on the basis of preferred embodiments, to which, however, it should not be restricted, and with reference to the drawing. In detail in the drawing:

Fig. 1 shows schematically in the form of a block diagram a system with a vehicle device, which is connected to a vehicle-side diagnostic data interface, and with a central service system;

2 schematically shows the structure of an exemplary vehicle device;

FIG. 3 shows schematically a chip card which can be used as a driver card, company card or workshop card with the modules contained therein; FIG.

Fig. 4 shows schematically in the form of a block diagram the construction of a preferred embodiment of the central service system; and

Fig. 5 shows schematically in the form of a block diagram the structure a workshop device with diagnostic device as decentralized (indirect) diagnostic capacity for the central service system according to FIG. 4.

In Fig. 1, a motor vehicle drive unit 1 with a sensor array Ia, a power transmission block 2 with an associated sensor array 2a, together also referred to as the drive train 3, further includes a controller 4 for the drive train 3 and a diagnostic connector 5 as a diagnostic data Interface 5, for connecting diagnostic devices of workshops. About the diagnostic connector 5, a vehicle device 6 is fixedly connected to the sensors and storing the components 1, Ia, 2 and 2a.

The vehicle apparatus 6 has two card readers 6a and 6b for receiving and reading out, e.g. Driver cards, and it is connected via a communication modem with an antenna 6 c with a heterogeneous IP-based communication network 7. Also connected to this communication network 7 via a communication module 8 is a central service system 9, which has a company card management 10 and associated diagnostic facilities 11.

2 shows an exemplary structure of the vehicle device 6 according to ISO16844, including the card readers 6a and 6b, with a communication modem 12 with the antenna 6c, and with a security module 13 for establishing secure and authentic communication connections, as well as for secure and signed storage of data in a memory 14, which is assigned to a CPU 15 of the vehicle device 6. The security module 13 of the vehicle device 6 is constructed analogously to a smart card 21 shown in FIG. 3 and, similar to this, contains keys for authentication and secure communication. In addition to the standard equipment in accordance with ISO 16844, the vehicle device 6 has a sensor box 16 which itself has a number of different sensors, eg for detecting the current position even in the event of GPS failure, for example with the aid of acceleration sensors and / or rotary encoders and / or magnetic sensors, the latter for reasons of influence by the metal of the driver's cab also outside may be appropriate. The sensor box 16 is a Interface 16a for connecting additional, external sensors assigned. In addition, but belonging to the standard equipment according to ISO16844, the vehicle unit 6 includes an operator interface 17. The vehicle unit 6 has, for example, an EAL4 + safety approval according to ISO / IEC 15408.

In Fig. 3, a smart card 21 is shown, which may be a company card, workshop card or driver card according to ISO16844. This smart card 21 includes a contact pad 22, via which it can be connected to the card readers 6a or 6b of the vehicle device 6 or the company card management 10 of the central service system 9. Furthermore, this chip card 21 is equipped with a processor 23 and a secure memory 24. The secure memory 24 stores keys 25 which are used for symmetric and asymmetric encryptions for realizing a secure communication and for authenticating each connection to be made. In addition, 24 personalization data 26 are kept in the secure memory. The chip card 21 has an EAL4 + safety approval according to ISO / IEC 15408.

The central service system 9 is shown in more detail in Fig. 4, wherein the communication module 8, the company card management 10 for receiving various smart cards 21, also the - real or virtual - diagnostic capacity 11 and a computing unit 33, with a CPU 31 and a associated memory 32 and various peripherals 33a for connecting the components associated with the central service system 9 components, can be seen. In addition, a central database 34 and a provider interface 35 belong to the central service system 9. The provider interface 35 has a number of interfaces or accesses 36, 37, 38 via which customers, such as fleet operators (access 36 ) or car rental companies (access 37), etc., or service providers as a subcontractor (access 38), eg landlords of diagnostic capacity 11, are connected to the central service system 9. The diagnostic capacity 11, which is only virtually made available by the central service system 9, for example, is likewise provided physically via the communication module 8, as are the actual services which are presented via the accesses 36 and 37. FIG. 5 shows the equipment of a workshop 40, with a corresponding communication device 8 'for access to the public, IP-based, heterogenous network 7, a converter 41 for inverse transformation of the measurement data for the vehicles determined in FIG a special format suitable for transport over the public network 7. In addition, the converter 41 also contains a signature device 41a, which permits unambiguous conclusions about the workshop 40 whose diagnostic device 42 has been used for the service used. The personalization of this signature device 41a can take place, for example, via an existing workshop card, which can likewise be a chip card 21 officially issued by a corresponding authority. For personalization, the signature device has an associated card reader 41b.

As the basis of any action, the operator of the central service system 9, hereinafter referred to as service provider, concludes with his customers, e.g. Fleet operators, car rental companies or hauliers, a service contract, in the course of which the customer the service provider his company card, ie chip card 21, handed over. This company card 21 is personalized by the issuing authority with the data of the respective company and is plugged into the company card management 10 for the contractual use in the central service system 9. Content of the service under this contract is the maximum provision of mobility for all vehicles included below.

The vehicles of the contractor (customer), at least those used for commercial freight transport, are equipped, according to the applicable EU Directive EEC 1360/2002, with a tachograph vehicle device 6, here additionally shown, as shown in FIG. is connected to the controller 4 of the drive train 3 and has a Kommunikationssein ^¬ direction 12 (Fig. 2), which can be reached as a normal subscriber in the public network. The service provider also concludes subcontractor contracts with workshops 40 (FIG. 5) via the use of diagnostic capacity 42 available there. As part of these contracts, the workshops 40 are equipped with the required communication devices 8 'and the associated converters 41. Alternatively, the service provider can also operate their own physical diagnostic devices 11 with appropriate equipment, so then no workshop 40 is needed.

Before the service provider can use the diagnostic capacity 42 of a workshop 40, this is integrated with the process of personalization in the central service system 9. For this purpose, a workshop card 21 of the workshop 40 is inserted into the card reader 41b of the converter 41 for the first time after delivery of the workshop equipment. The data of the workshop 40 are read therefrom and transmitted to the central service system 9 after establishing a connection. There they are compared with the data of the present contract. If these match, the central service system 9 transmits suitably prepared keys to the workshop equipment signature facility 41a, which serve to generate and verify the signatures of the later exchanged data and are used to establish a secure communication with the central service system 9. In return, the workshop equipment now sends the unique ID (identification) of the signature device 41a, which serves the central service system 9 from then on to authenticate the workshop equipment assigned to exactly this workshop 40. Thus the operational readiness is manufactured.

To fulfill its obligations to its customers, the service provider now cyclically switches according to the agreed service level, the customer vehicles to the diagnostic devices 42 or 10, so as to determine the marginal use ranges for supplies and consumables for each vehicle continuously or unscheduled disturbances and errors. In detail, the procedure is as follows:

Since all communication required for the provision of services is provided through the public network infrastructure 7, a number of measures are needed to ensure that that only those requests and actions are made which are expressly necessary for the fulfillment of the contract, but on the other hand all other (unauthorized) actions are definitely excluded. For this purpose, based on the company card management 10 with the security module 13 of the addressed vehicle device 6, a secure connection of the VPN (Virtual Private Network - VPN) type is established, via which an authentication is carried out. In the context of this authentication, the identity of the other communication partner is unequivocally determined on the one hand, and, on the other hand, it is determined whether the service provider has the authorization for the data access via the vehicle unit 6 via the company card 21 in the company card management 10, since Also, the vehicle device 6 is associated with at least one company in the context of personalization. If this authentication process is successfully completed, the vehicle device 6 releases the connection or the access to the correspondingly requested data sources (via the diagnostic data interface 5).

For example, the following motor vehicle data are determined or read out for the determination of the marginal use ranges for consumables and wearing parts:

- Engine: oil sludge, lubricant particle concentration, lubricant viscosity, oil pressure, oil temperature, exhaust temperature, exhaust composition and concentration, NH ₃ concentration, AdBlue level, injection quantity, injection timing, Ausblasgasdruck, knock sensors, acoustic and vibration sensors, rotation sensors from the crankshaft & camshaft, water & Particle separator in the fuel system, ...

- Transmission / output: oil pressure, oil temperature, tire pressure, ...

For a number of these parameters, history curves can be read from the memory of the controller 4, but for most of these parameters, not enough memory is available in the controllers 4 for the course curves. Relatively short readout intervals are advantageous here in order to be able to create 9 progress curves for each monitored vehicle in the central service system. It is thus preferred that these curves, which reflect the wear of components and / or supplies, created on the basis of cyclically interrogated sensors. If the standard data are read out from the memories and sensors 1a, 2a, a simultaneous data transmission is performed from those sensors to the diagnostic devices whose data volume does not allow temporary storage. For speed-dependent parameters usually a readout frequency of 40..60 Hz is required, the same applies approximately to the rotational speed in the entire power transmission. For acoustic and vibration analyzes, on the other hand, read-out frequencies of several kHz are required. If further services are to be handled in parallel via the communication device 12 of the vehicle device 6, modules are required for the data transmission which preferably serve the EDGE standard or even higher-rate standards.

If this data has now been successfully transmitted to the central service system 9, then the vehicle device 6 generates and transmits a service-acknowledge record signed by functions of the security module 13, which in addition to the vehicle-device ID, the date, the time, possibly the driver ID from the driver card, possibly the GPS position, if a corresponding GPS device contained in the system and connected to the vehicle device 6, a characteristic of the transmitted data contains. This signed service-acknowledge record serves the service provider as a statement of account and electronic signature for the services rendered on the vehicle.

For the evaluation of the data, either devices, components or software modules (diagnostic devices 11) of the central service system 9 are used, or else the leased diagnostic capacity 42 is used by contracted workshops 40.

If the service is provided by such contracted workshops 40, a signed service-acknowledge record is also generated during the transmission of the diagnostic results, which on the one hand indicates a correct evaluation by the digital signature (see signature device 41a), on the other hand is also the basis for billing the services of the subcontractor (workshop 40). In addition, these records are also a basis for the regulation and use of warranties, since in this way the service providers (workshop 40, possibly central service system 9) of each partial service remain unequivocally identifiable.

If the data are finally evaluated in the central service system 9, they are prepared for the corresponding customer access 36, 37 in a kind of form and made available. In addition to a number of conditions for different, subject to normal wear subassemblies or subsystems, there is a measured by miles, current marginal use statement to the next service with workshop visit, the customer can currently incorporate in his normal tour planning, if he cyclically this data at his entrance 36, 37 reads out. In addition to the marginal utility statement, there may be a number of component replacement recommendations and / or other marginal use statements for components that are at some risk for continued use until the next service visit. If the vehicle is e.g. subsequently used in structurally weak regions, a prophylactic exchange can help prevent time-consuming failures. This additional information can be made available to the customer at the commissioning of the workshops directly via the access, which is itself in a position to generate ready-made order forms for the customer or ultimately the workshops. In addition, garages are able to procure the necessary replacement parts in advance and process the service case without any surprises on schedule.

For customers, there is another advantage: even workshops 40, especially those that might "benefit" due to their regional location language barriers, it is now difficult to present the customer surprising repairs, as usually occurring in the workshops and possibly Expensive repairs triggering diagnoses were already made in advance and the results of the vehicle owner are already known in advance.

In a further advantageous embodiment, mobile Workshops, ie vehicles with appropriate workshop and spare parts equipment to be placed at appropriately planned stops in position to provide there any repairs or services, preferably in legally prescribed for the vehicle operator rest periods. In this way, the vehicle no separate time spent on the repairs. In these rest periods, the driver can spend his rest, for example, in the workshop vehicle when working on his own vehicle, so as to ensure an actual rest or relaxation.

Advantageously, several maintenance and repairs can be planned for the workshop vehicle at a location once planned, if this makes sense from the overall data acquisition and its evaluation.

Depending on the level of service and compensation used, the customer may be provided with more extensive wear curves, in particular e.g. those that can be correlated directly with driving times and specific drivers, or with specific regions, seasons, workshops, etc.

Billing to customers and subcontractors takes place on the basis of the signed proof of performance, which, due to the procedures used and the correspondingly safety-certified components, can be regarded as legally secure against tampering and tampering.

To avoid resource conflicts in the workshops 40, it is advantageous to install in the central service system 9 a resource manager software that can plan a rational, economical use of the diagnostic devices 11 and 42. Such automated utilization planning, with a "timeslicing" method, in which usage times for the present remote diagnosis creation on the one hand and for workshop diagnoses for other customers are allotted, enables high utilization rates. For example, in subcontractor contracts, the factory 40 conditions of use are set, among other things, to ensure that during normal office hours and the workshop 40 can access their diagnostic device 42. For this purpose, rules are set up, for example, such that the usage times of the diagnostic device 42 for the central service system 9 are generally limited to eg 50% between 7.00 and 18.00 h. These 50% can be used in eg 30-minute blocks from the central service system 9. The respective remaining useful life is displayed by the device, so that the workshop personnel can set up accordingly. After the end of such a block, the diagnostic device 42 then has to be available to the workshop for another 30 minutes.

With the known duration of a diagnostic process and the available capacity, the resource manager can now accurately plan and execute the process and utilization.

A further advantageous possibility is to provide a "virtual" company card and / or workshop card: these cards (21 in FIG. 3) are required for the authentication, and they are read out by a software module on first use, and the data In particular, the security features are stored, after which the physical availability of the card is no longer necessary, but the stored "virtual" cards are used. In particular, the SW module has an EAL4 + safety approval.

Claims

Claims:

1. A method for the creation of motor vehicle remote diagnostics, wherein in the respective motor vehicle diagnostic data on at least one diagnostic data interface, e.g. a diagnosis connector (5), which are wirelessly transmitted to a service system (9) with direct or indirect diagnostic means (11, 42) and evaluated there, characterized in that in the motor vehicle, the diagnostic data from one with a communication modem (12) provided vehicle device (6) at the diagnostic data interface (5) after an authenticated secure connection was made between the vehicle device (6) and the service system (9) based on a company card (21), wherein for authentication of the connection between the vehicle device (6) and the service system (9) and for authorization a key (25) stored on the company card (21) is used, after which the diagnostic data is stored directly, without intermediate storage in vehicle control units ( 6) are transmitted to the service system (9).

2. The method according to claim 1, characterized in that between the vehicle unit (6) and the service system (9) a VPN (virtual private network) connection is established.

3. The method according to claim 1 or 2, characterized in that the vehicle unit (6) by a in the service system (9) set up enterprise card management (10) the local plugging and reading a company card (21) is simulated.

4. The method according to any one of claims 1 to 3, characterized in that after verification of the authenticity of the vehicle unit (6) and the company card (21) is checked whether predetermined company data on the company card (21) with those in the vehicle unit (6) match before the diagnostic data is transferred.

5. The method according to any one of claims 1 to 4, characterized in that in the case of an indirect, decentralized diagnostic device (42), in a workshop (40), from the service system (9) to this workshop (40) based on a workshop card U.N- An authenticated connection is established for the transfer of data to the workshop (40) and from there back to the service system (9).

6. The method according to claim 5, characterized in that the service system (9) before the data transmission, a key to the workshop (40) is transmitted to provide a secure connection and a later generation and verification of signatures.

7. The method according to claim 5 or 6, characterized in that for the central diagnostic device (42) an automated utilization planning is provided with predetermined usage times for the remote diagnosis creation due to the transmitted diagnostic data and usage times for own workshop diagnoses.

8. The method according to any one of claims 1 to 7, characterized in that the diagnostic data cyclically, at predetermined time intervals, from the vehicle unit (6) to the service system (9) or to the diagnostic device (11, 42) are transmitted.

9. The method according to any one of claims 1 to 8, characterized in that the wear of components and / or supplies reproducing waveforms are created based on cyclically transmitted sensor signals.

10. The method according to any one of claims 1 to 9, characterized in that the company card and / or possibly workshop card is initially read and their data, preferably stored in a storage system with security clearance, after which the card is used as a virtual card.

11. System for the generation of motor vehicle remote diagnostics, wherein in the respective motor vehicle diagnostic data on at least one diagnostic data interface, such as a diagnostic connector (5) are available, which are transmitted to a diagnostic device (11, 42), and the motor vehicle with a vehicle unit (6) having a radio communication modem (12) , which is connected to the diagnostic data interface (5), and wherein a central service system (9) with a corresponding radio communication module (8) and a diagnostic device (11) or connection to an external diagnostic device (42) is provided , characterized in that the vehicle device (6) further includes a security module (13) with a key for authentication and secure communication, and that the central service system (9) a company card management (10) and further a computing unit (33 ), which is set up to establish an authenticated, secure connection to the vehicle device (6) based on an associated company card (21), wherein for authentication of the connection between the vehicle device (6) and the service system (9) and for authorization on the company card (21) stored key (25) is used.

12. System according to claim 11, characterized in that the vehicle device (6) has at least one card reader (6a, 6b) for reading out a driver card, which is preferably designed as a chip card (21) with secure memory (24).

13. System according to claim 11 or 12, characterized in that the arithmetic unit (33) is set up in the service system (9) on the basis of the vehicle device (6) received and in the diagnostic device (11; possible mileage to determine the necessary next service stay of the motor vehicle.

A system according to any one of claims 11 to 13, characterized in that the service system (9) has interfaces to its connection, e.g. via radio, with customers, in particular vehicle operators, possibly also with at least one workshop (40) with diagnostic device (42).

15. System according to claim 14, characterized in that the workshop (40) includes a signature device (41a).

16. System according to claim 15, characterized in that a workshop card is provided for personalizing the signature device (41a), which is preferably provided by a chip card (21). with secure memory ('24), wherein the signature device (41a) is connected to a card reader (41b).