阅读说明：本技术 与机动车的通信 (Communication with a motor vehicle ) 是由 T·赖斯 H·塔斯勒 G·迈尔 M·布罗斯 于 2018-08-03 设计创作，主要内容包括：在一种将任务分配给适合于道路交通的一个或多个机动车的方法中收集车辆数据,其中,所述方法包括：将第一信息从所述机动车之中的第一机动车传递到能够与所述机动车之中的多个机动车通信的后端上；并且根据所述第一信息,将所述任务之中的第一任务通过后端分配到第一机动车上；其中,所述第一任务的执行包括传递第二信息；并且其中,经由无线电链路将所述第一信息从第一机动车传递到后端上和/或经由无线电链路分配第一任务。(Vehicle data is collected in a method of assigning tasks to one or more motor vehicles suitable for road traffic, wherein the method comprises: transmitting first information from a first one of the vehicles to a rear end capable of communicating with a plurality of the vehicles; and distributing a first task among the tasks to a first motor vehicle through a back end according to the first information; wherein the execution of the first task comprises communicating second information; and wherein the first information is transferred from the first motor vehicle to the backend via the radio link and/or the first task is distributed via the radio link.)

1. Method for assigning tasks to one or more motor vehicles (30, 31, 32) suitable for road traffic, wherein the method comprises:

transmitting first information from a first one of the vehicles (30) to a rear end (10) capable of communicating with a plurality of the vehicles (30, 31, 32); and is

Distributing a first task among the tasks to a first motor vehicle (30) through a backend (10) according to the first information;

wherein the execution of the first task comprises communicating second information; and is

Wherein the first information is transmitted from the first motor vehicle (30) to the backend (10) via the radio link (50) and/or the first task is distributed via the radio link (50).

2. The method according to claim 1, wherein the method comprises the step of communicating the second information via a radio link (50).

3. A method according to claim 1 or 2, wherein the execution of the first task comprises passing the second information on the backend (10) or on a unit attached to the backend.

4. Method according to one of the preceding claims, wherein the first motor vehicle (30) is equipped to transmit first information to the rear end (10) during the time the first motor vehicle (30) is in road traffic and/or to obtain a first task distributed by the rear end (10) and/or to transmit second information if necessary.

5. Method according to one of the preceding claims, wherein the second information has data relating to the status of the first motor vehicle (30), in particular the first motor vehicle.

6. Method according to one of the preceding claims, wherein the second information has data relating to the surroundings of the first motor vehicle (30).

7. The method according to one of the preceding claims, wherein the back-end (10) assigns the first task to the first motor vehicle (30) only if the back-end (10) expects the first motor vehicle (30) to be able to perform the first task based on the first information.

8. The method according to claim 7, wherein if the backend (10) ascertains based on the first information: the first motor vehicle (30) fulfils the technical preconditions necessary for performing the first task, the backend (10) expects the first motor vehicle (30) to be able to perform the first task; and/or

Wherein if the backend (10) ascertains, based on the first information: the first motor vehicle (30) is located in or near or in proximity to a geographical area in which the first motor vehicle must be located in order to be able to carry out the first task, the rear end (10) expects that the first motor vehicle (30) is able to carry out the first task.

9. Method according to one of the preceding claims, wherein the load of the first motor vehicle (30) is informed to the rear end (10) by means of the first information.

10. Method according to one of the preceding claims, wherein the rear end (10) compares the first information with corresponding information that has been transmitted from a second one of the vehicles (31, 32) to the rear end (10), and based on said comparison it is decided to: -which of the vehicles (30, 31, 32) the first task is assigned.

11. The method according to one of the preceding claims, wherein the first motor vehicle (30) takes into account data protection settings valid for the first motor vehicle (30) when communicating said first information.

12. Method according to one of the preceding claims, wherein the first and/or second information has a first part and a second part, respectively, wherein the first part is or can be associated with an individual and the second part is or cannot be associated with an individual, wherein in the flow of the method the first and second parts are separated from each other and the second part is used again without using the first part.

13. A motor vehicle (30) having:

means (61) for communicating the first information to the backend (10) via the radio link (50);

means (61) for receiving a first task from a backend (10) via a radio link (50); and

means (60, 61, 62, 63, 64) for executing a first task, wherein the execution of the first task comprises communicating second information.

14. A rear end (10) equipped for assigning tasks to one or more motor vehicles (30, 31, 32) suitable for road traffic, wherein the rear end (10) has:

-means (11, 12a) for receiving first information from a first motor vehicle (30) among said motor vehicles, with which said rear end (10) can communicate; and

-means (11, 12b) for assigning a first task among said tasks to a first motor vehicle (30) based on said first information, wherein performing the first task by the first motor vehicle (30) comprises transmitting second information by the first motor vehicle (30);

wherein the first information is transmitted from the first motor vehicle (30) to the backend (10) via the radio link (50) and/or the first task is distributed via the radio link (50).

15. A system (1) having:

at least one motor vehicle (30) according to claim 13; and

at least one backend (10) according to claim 14.

Technical Field

The invention relates to a method for communicating with a motor vehicle. The invention relates in particular to communication between a backend system (or simply "backend") and one or more motor vehicles, in particular using a radio network. The invention also extends to a suitable motor vehicle and a suitable rear end. The invention also includes a system having one such rear end and one or more such vehicles.

Background

In connection with the present invention, the concept "backend" especially means a device, typically a substantially stationary (i.e. not-as vehicle-moving) device. Such a back-end may have a central processing unit, such as a computer system operated by an enterprise, where such an enterprise may be, for example, a vehicle manufacturer, a service company, or the like.

Embodiments of the invention may be used, for example, to collect vehicle data. In addition, within the scope of the present invention, data detected in a vehicle by a sensing mechanism mounted therein is referred to as vehicle data. The sensor system can detect inputs from the vehicle environment (e.g. objects in the vehicle surroundings detected by a camera), from the driver (e.g. actuating a control lever) and from technical devices installed in the vehicle (e.g. the opening of a throttle). Data can be transmitted over the air interface and over a radio link to a central processing unit (backend).

For special applications (for example updating traffic flow information of maps), systems already known for collecting vehicle data are implemented statically in vehicles. The inventors of the present invention have recognized that the system transmits vehicle data even in the absence of a necessity (e.g., the necessary information has been reported by a sufficient number of vehicles or is not of interest for particular information in a determined geographic area), and the system thus requires resources on the vehicle controller and incurs costs for communicating and processing the data. Furthermore, the inventors have recognized that systems implemented statically, i.e. in native (nativ) software, for collecting vehicle data can only be updated very limitedly due to extensive interaction with other systems in the vehicle. The problems that may arise are examined in detail below:

1) resource demand on a controller of a vehicle

In this regard, resources are, in particular, integrated with the following topics: the processor calculates time, persistent memory space, working memory footprint, and bandwidth used on the communication medium and bus. If the system for collecting vehicle data is fixedly partitioned on one or more controllers, fewer resources are available for other applications (functional impairments) or the resource budget of the controller is chosen too much (unnecessary expenditure).

2) Expense for communicating vehicle data

In transferring vehicle data on a route from the vehicle to a central processing unit (back end), a partial route that generates costs related to use may be passed. The radio network used for all radio transmissions is therefore operated, for example, by a radio provider, which typically determines the cost as a function of the amount of data transmitted. If more or redundant data is unnecessarily transferred, the amount of data increases and thus the accumulated costs increase, without thereby generating a gain.

3) Cost for processing vehicle data

The processing of vehicle data, as is the collection of vehicle data in a vehicle, requires resources such as processor computation time, persistent memory space, working memory footprint, and bandwidth used on the communication medium. In general, the cost for this process monotonically increases with the amount of data.

4) Limited updatability of native systems

If the software for transferring data is implemented locally, this does not allow the range and transmission time to be adjusted or changed within a short period of time (e.g., 1-3 months) in order to preclude interaction with other systems.

Disclosure of Invention

On this background, the object of the invention is to make it possible to manage to efficiently communicate between a rear end and one or more motor vehicles and/or to better take into account the load of one or more motor vehicles in such a communication, for example for the purpose of collecting vehicle data.

According to the present invention, a method, a motor vehicle, a backend and a system according to the independent claims are provided. Advantageous further developments emerge from the dependent claims.

According to one embodiment, the invention relates to a method for assigning tasks (e.g., collecting and transmitting vehicle data) to one or more motor vehicles suitable for road traffic. The method includes transmitting first information from a first one of the vehicles to a rear end capable of communicating with a plurality of the vehicles. With this first information, the first motor vehicle can inform the back end of: the first motor vehicle is available for performing a task. As explained in detail below, the first information can have, for example, a description of a vehicle characteristic, a position of the motor vehicle or a load of the motor vehicle. Based on the first information, the back end assigns a first task among the tasks to the first motor vehicle. Thus, in this step, the back-end may decide which task(s) to assign to the first motor vehicle. By this taking place in dependence of the first information, it is possible to avoid allocating tasks unintentionally or unnecessarily. The execution of the first task includes communicating the second information. In particular, vehicle data collected by the motor vehicle in accordance with the assigned task are taken into account as such second information. The first information is transmitted from the first motor vehicle to the backend via the radio link and/or the first task is assigned via the radio link. This embodiment therefore differs from known methods in which the motor vehicle can communicate with a system outside the vehicle only in the case of a workshop visit or the like in order to obtain a (new) task.

According to one embodiment, the method comprises the step of communicating the second information via a radio link. Thus, the collected vehicle data can also be transmitted without a workshop visit for this purpose.

The execution of the first task may comprise passing the second information on to the backend or to a unit attached to the backend, although it is alternatively possible to pass the second information on to another separate unit.

According to one embodiment, the first motor vehicle is equipped to transmit the first information to the rear end during the time the first motor vehicle is in road traffic and/or to obtain the first task distributed by the rear end and/or to transmit the second information if necessary. Thus, it is possible to be tasked in real time and to transfer vehicle data as quickly as possible.

The second information may comprise data relating to the state of the first motor vehicle, in particular the first motor vehicle. Thus, for example, the vehicle manufacturer can be informed of the state of the motor vehicle, which can contribute to an improved further development of the vehicle model, for example.

Additionally or alternatively, the second information may have data relating to the surroundings of the first motor vehicle. Thus, for example, data about traffic signs or data about traffic flow or weather conditions may be collected and communicated.

According to one embodiment, the back-end assigns the first task to the first motor vehicle only if the back-end anticipates that the first motor vehicle is capable of performing the first task based on the first information. Therefore, unnecessary data transfer and processing can be avoided.

For example, if the backend ascertains, based on the first information: the first motor vehicle fulfils the technical prerequisites necessary for performing the first task, the back-end may expect that the first motor vehicle is able to perform the first task. A technical prerequisite for carrying out tasks including the collection of traffic sign data is, for example, that the first motor vehicle is equipped with at least one camera. Preferably, the first information has technical data of the first motor vehicle, so that the technical equipment of the first motor vehicle (for example, the installation of a camera) is informed to the rear end on the basis of the first information. With this information, the backend can ascertain: whether the technical preconditions corresponding to the first task are fulfilled.

Additionally or alternatively, if the backend is ascertained based on the first information: the first vehicle is located in or near or close to a geographical area in which the first vehicle must be located in order to be able to fulfil the first task, the back end may expect that the first vehicle is able to perform the first task. The mission may be limited to a certain geographical area, for example, collecting traffic sign data in a certain city. Preferably, the first information gives an explanation of where the first motor vehicle is located, from which the back-end can ascertain: whether or not the first motor vehicle is considered geographically for the first mission.

According to one embodiment, the load of the first motor vehicle is informed to the rear end by means of said first information. Thus, an "overload" of the first motor vehicle can be avoided, since the first motor vehicle cannot or can only carry out the first task with a delay under load.

According to one embodiment, the rear end compares the first information with corresponding information that has been transmitted from a second of the motor vehicles to the rear end, and the rear end decides which of the motor vehicles to assign the first task to based on the comparison. This can, for example, result in the motor vehicles being loaded better or more uniformly. In this regard, there can be a complete distinction between better and more evenly loaded motor vehicles. A more uniform loading may, for example, lead to a preferred assignment of tasks to such motor vehicles: the load of the motor vehicle is lower than that of other motor vehicles. While a better load may (also) take into account other factors, even if a (slightly) less uniform load is thereby produced. If, for example, from a technical point of view, motor vehicle a is better suited to performing a task than motor vehicle B, the task can be assigned to motor vehicle a, for example, even though motor vehicle B has a lower load. A better technical qualification may consist, for example, in installing sensors of higher quality in motor vehicle a than in motor vehicle B, so that the data ascertained by these sensors in motor vehicle a is also more accurate than in motor vehicle B.

According to one embodiment, the first motor vehicle takes into account the data protection settings valid for the first motor vehicle when communicating said first information. This may be the case, for example: the driver of the first motor vehicle has entered into the first motor vehicle, for example via a user interface, certain data protection settings, which limit the availability of the first motor vehicle for certain data collection commands. The driver can, for example, predetermine that the first motor vehicle can be used to transmit (second) information that can be used to improve the safety of the vehicle, but not to transmit information from which the location of the first motor vehicle can be determined.

In the case of the need for data protection, provision is also made for the first and/or second information to have a first and a second part, respectively, wherein the first part is or can be associated with an individual and the second part is or cannot be associated with an individual. Typically, a person-related or person-capable part is necessary in order to be able to enable communication via the radio network. However, in the flow of the method, the first part and the second part are separated from each other. The second portion continues to be used and the first portion is not used again. This separation of the first and second portions is preferably performed in the back end. It may thus be brought about that data protection provisions can be taken into account, wherein the first motor vehicle can still contribute to the execution of the task.

According to one embodiment, the task(s) are preferably assigned one or more priorities, e.g. execution priority and/or transmission priority, by the back-end. The priority(s) may affect the order in which tasks are performed and/or second information is communicated.

According to one embodiment, the invention also relates to a motor vehicle that can be used in the method described above. The motor vehicle has a device for transmitting the first information via a radio link to a backend, in particular a radio (transceiver) with which the motor vehicle can gain access to the radio network, and an associated data processing device which stores the first information or queries the vehicle for the first information and forwards it to the radio. Furthermore, the motor vehicle has a device for receiving a first task from a rear end via a radio link. The apparatus may also have a radio (transceiver), wherein the means for communicating the first information and the means for receiving the first task may at least partially coincide. That is, the (same) transceiver is fully available for communicating the first information and receiving the first task. The motor vehicle also has a device for executing a first task, wherein the execution of the first task comprises the transmission of second information. The transfer of the second information may again be achieved via a radio device (transceiver), e.g. by the same transceiver as used for receiving the first task and/or transferring the second information.

According to another embodiment, the invention relates to a rear end equipped for assigning tasks to one or more motor vehicles suitable for road traffic. The backend has means for receiving first information from a first vehicle among the vehicles with which the backend can communicate. The rear end also has a device for assigning a first task of the tasks to the first motor vehicle based on the first information, wherein executing the first task by the first motor vehicle includes transmitting the second information by the first motor vehicle. The first information is transmitted from the first motor vehicle to the backend via the radio link and/or the first task is assigned via the radio link. The means for receiving or assigning may also have a radio device (transceiver), wherein the same transceiver may be used for receiving and assigning.

According to another embodiment, the invention relates to a system having at least one motor vehicle as described above and a rear end as described above.

Drawings

Further advantages, features and application possibilities of the invention emerge from the following description in conjunction with the figures.

Fig. 1 schematically shows a system for communicating with a motor vehicle according to an embodiment of the invention;

FIG. 2 shows an exemplary schematic view of a motor vehicle according to an embodiment of the invention;

FIG. 3 illustrates an exemplary schematic diagram of a backend according to an embodiment of the present invention; and

fig. 4 shows a flow chart of a method for communicating with a motor vehicle according to an embodiment of the invention.

Detailed Description

The system 1 shown in fig. 1 for communicating with a respective motor vehicle has a rear end 10, which is connected to a plurality of vehicles 30, 31, 32 via a radio network 20. For the sake of clarity, the radio network is representatively provided with reference numeral 20 in fig. 1, wherein a radio link 50 between the radio network 20 and the first motor vehicle 30 is shown, although the radio link 50 may be considered to be part of the radio network 20 in the first place. The connection 40 between the backend 10 and the radio network 20 may be, for example, a connection via a cable or other radio link.

Fig. 2 shows a communication device of the first motor vehicle 30 that is relevant for the exemplary embodiment according to the invention. In particular, a data processing unit 60 is included here, which is connected to an air interface 61. Via the air interface 61, the motor vehicle 30 can communicate with the radio network 20. The data processing unit 60 is also connected to one or more entities 62, 63, 64. The entities may be functionally independent and collect different types of vehicle data. The first entity 62 may, for example, have a camera mounted on the motor vehicle 30, by means of which traffic sign data can be collected. The second entity 63 can have, for example, a measuring device, with which the engine speed of the motor vehicle 30 can be ascertained. The entities 62, 63, 64 can transmit the ascertained vehicle data to the data processing unit 60, where they can be preprocessed if necessary before being transmitted over the radio network 20 via the air interface 61.

By using the (central) data processing unit 60, a unified framework for collecting vehicle data is provided. Some of the already known solutions have the following advantages: not every entity involved in collecting vehicle data must establish a separate connection with the radio network 20.

The architecture according to the embodiment shown in fig. 2 can also be implemented such that the executable script is received by the data processing unit 60 via the air interface 61. Thereby, the collection of vehicle data can be adapted to the current demand.

Fig. 3 shows a communication device of the backend 10 that is important for an embodiment according to the invention. In particular, a data processing unit 12 is included here, which is connected to the communication interface 11. The backend 10 may communicate with a radio network 20 via a communication interface 11. The communication interface 11 may be a connection terminal for a cable or air interface depending on whether the backend 10 is connected to the radio network 20 via a cable or via a radio link.

The data processing unit 12 may be functionally and/or structurally divided into two (or more) part- areas 12a and 12 b.

The first subregion 12a can be responsible, for example, for receiving and processing data of the motor vehicle 30 via the radio network 20 and the communication interface 11. On the one hand, such data comprise information (also referred to herein as "first information") with which the motor vehicle 30 can be "registered" in the rear end 10. Such first information may have, for example, technical data or a location specification of the motor vehicle 30. On the other hand, such data also includes information (also referred to herein as "second information"): the information has vehicle data that is or may be of interest when collecting vehicle data in accordance with embodiments of the present invention.

The second subregion 12b can be responsible, for example, for distributing tasks to the motor vehicle 30 via the communication interface 11 and the radio network 20.

As is clear to the person skilled in the art on the basis of the present description, the partial regions 12a and 12b may coincide, i.e. some or all of the tasks described in connection with the partial regions 12a and 12b may be performed by means of a unique structural unit. It is also possible that the partial regions 12a and 12b may be structurally separated from one another over a greater distance. This may be the case, for example: for example, a first company is responsible for assigning tasks to the motor vehicle 30, but a second company receives and further processes the second information.

The flowchart shown in fig. 4 shows an exemplary method according to the invention for collecting vehicle data. In a first method step 110, the motor vehicle 30 is prompted by the data processing unit 60 to transmit first information to the backend 10 via the air interface 61 and the radio network 20. By transmitting the first information, the motor vehicle 30 informs the rear end 10 of: the vehicle 30 may be used for collecting vehicle data. This first method step 110 may be preceded by further substeps (not shown in fig. 4) in which the data processing unit 60 of the motor vehicle 30 requests possible data protection settings, which may have an effect on the transmission of the first information. The first information may have a corresponding prompt for such data protection settings.

In a second method step 120, the rear end 10 receives the first information and assigns a first task to the motor vehicle 30 on the basis of the first information. This second method step can in turn be divided into a plurality of substeps (not shown in fig. 4). First, the backend 10 checks the hint of the data protection settings contained in the first information, if necessary. The rear end 10 now determines, on the basis of the first information, which tasks the motor vehicle 30 can be adapted to. Furthermore, the backend 10 may consider the following description or information for this purpose:

the technical equipment of the motor vehicle 30,

the position and/or the driving direction of the motor vehicle 30,

the load of the motor vehicle 30 (e.g. data processing capacity, already assigned tasks),

whether the further vehicle 31, 32 is better suited to perform the determined task (e.g. based on the technical equipment, location, direction of travel or load of the further vehicle).

After checking the data protection settings and other specifications contained in the first information (wherein the checking thereof can also be performed in reverse order), the backend 10 assigns a first task to the first motor vehicle 30. The task is transmitted to the motor vehicle 30 via the communication interface 11 and the radio network 20.

In a third method step 130, the motor vehicle 30 executes a first task. Furthermore, performing the first task comprises collecting vehicle data and transferring said vehicle data as "second information" via the air interface 61 and the radio network 20 onto the backend 10. According to the data protection provision, the backend 10 can process the second information such that the first part related or associable to the person and the second part not related or not related to the person are separated and the first part is no longer used. Thus, the second portion having the vehicle data of original interest may be used for collection of the vehicle data, taking into account the data protection provision.

The methods described herein may be used when the vehicle 30 is in road traffic. This does not necessarily mean that the motor vehicle 30 must be located on a public road and/or must be in motion. Preferably, the concept "in road traffic" means: the motor vehicle 30 is not located in or in the immediate vicinity of the shop floor. Accordingly, the methods described herein are fully applicable when the vehicle 30 is located at a private location (e.g., residential, garage, parking lot, etc.) and/or is not in motion.

In the case of the application of an application-specific preprocessing that is suitable for this time or even optimized, the embodiment according to the invention makes it possible to collect a suitable or even optimized range of vehicle data and thus indirectly reduce the unnecessarily transmitted data and the costs associated therewith.

The use of a unified framework for collecting vehicle data can also result in a reduction in development costs. Likewise, the collection of vehicle data can be dynamically adapted to the demand situation in the shortest time.

Although (partial) implementation (in terms of RAM/CPU load) based on executable scripts is resource intensive, it allows the required data to be transferred as desired even after delivery of the vehicle to the user. Thus, an increase in flexibility and adaptation to requirements can be achieved according to some embodiments.

While, according to some embodiments, sending the executable script from the back end to the vehicle may be forgone. Such an implementation may provide that the vehicle is pre-programmed or otherwise prepared to perform a certain task (type). It may then be sufficient to transmit certain parameters to the vehicle, which parameters can be used to switch on or off already existing functions for carrying out a task or to configure such functions.

In this regard, only an example of such "configuration by passing parameters" is described briefly. The vehicle may be equipped with a camera or other sensor, for example, in order to identify traffic signs. The vehicle also includes a control system and communication device that have been pre-programmed-to interact with the camera/sensor for collecting traffic sign data. In this ready state, the vehicle can in principle recognize all types of traffic signs and transmit corresponding traffic sign data to the rear end. However, in this example, if only one certain type of traffic sign (e.g., speed limit, no stop, pedestrian crossing … …) should be detected, it may be sufficient to give the vehicle an interest in informing which type of traffic sign. This can be achieved, for example, by: picture information representing one or more examples of such traffic sign images is communicated to the vehicle. It is therefore also possible for the vehicle to carry out the execution of the task by transmitting data or parameters (in particular relating to the configuration of the vehicle or of its control system), without the executable script having to be transmitted to the vehicle for this purpose. Thus, according to some embodiments, a certain flexibility can be achieved without requiring a particularly large data transfer rate for this purpose.

However, it is also possible within the scope of the invention to implement the distribution of tasks partly by transferring the executable script to the vehicle and partly without transferring the executable script. Thus, for example, the distribution of some tasks may require the transfer of executable scripts to the vehicle, while the transfer of executable scripts may be abandoned for other tasks.

In one embodiment of the invention, different tasks can be assigned different transmission priorities, and the transmission priorities can be taken into account when delivering the second information. Thus, in case of radio shortage it can be ensured that: the importance or urgency of the tasks and corresponding vehicle data may affect the order of delivery.

In a similar manner, different tasks may be assigned different execution priorities, which are taken into account when executing the tasks. In this way it can be ensured that: the importance or urgency of the tasks and corresponding vehicle data may affect the order of execution. This is then advantageous, for example, when the vehicle does not have sufficient resources (for example due to memory space occupation or CPU load) to execute all tasks assigned to the vehicle in time.

The execution priority and the transmission priority do not necessarily have to be allocated separately. Alternatively, they may be integrated into an overall priority that may affect the order in which tasks are performed and second information is communicated.

Even if one or more tasks are assigned to the vehicle, the vehicle may "drop", i.e., not perform, one or more tasks. This in turn may occur due to a lack of sufficient resources (bandwidth, CPU load, memory space, etc.). The decision of which task(s) to drop may also be based on the assigned priority(s).

Furthermore, a maximum "lifetime" of the data may be defined (e.g., when assigning tasks and/or when communicating second information). The lifetime determines how long the information is valid (e.g., local hazard alarms may no longer be considered valid after a few minutes, while accident data may be valid for many months, for example).

At least one exemplary embodiment has been described above, however, it should be noted that a large number of variations exist for this. It should also be noted herein that the described exemplary embodiments are merely non-limiting examples and are not intended to limit the scope, applicability, or configuration of the devices and methods described herein. Rather, the foregoing description will provide those skilled in the art with a guidance for implementing at least one exemplary embodiment, wherein it is clear that different changes may be made in the operation and arrangement of the elements described in the exemplary embodiment without thereby departing from the technical solutions and their legal equivalents respectively specified in the dependent claims. Each feature disclosed in the application text or in the drawings may be regarded as an aspect of the invention, either individually or in combination with other features disclosed in the application text or in the drawings.

List of reference numerals

1 communication system

10 rear end

11 communication interface of backend 10

12 data processing unit of backend 10

12a, b partial area of the data processing unit 12

20 radio network

30. 31, 32 motor vehicle

40. 50 radio link

60 data processing unit of a motor vehicle 30

61 air interface for motor vehicle 30

62. 63, 64 (for collecting vehicle data)