Optimize the human-car interface through the automotive intelligent information service system

summary

After the technical competitions of the past few decades, the automotive system has been greatly improved in terms of engine control, automatic anti-locking and the like.

All cars are constantly adding value to meet the driver experience, meeting government standards and cutting production costs, so that they can stand out from the competition. Further technological developments will focus on synthesizing information from different systems so that each system can use other systems' data or external information to improve performance. For example, if the Global Positioning System (GPS) tracks that the car is at 1600 meters above sea level in Denver, the engine control system will automatically reduce the fuel injection. The air bag system with optional scheduling function can reduce the pressure level.

However, automotive systems are still the most energy-intensive products involved in huge repair and maintenance costs. Of course, the industry can improve the reliability of the power system or the aerodynamic design of the body through better design, but these improvements may be destroyed by the abnormal behavior of other systems. Of course, the other systems mentioned here are the drivers themselves. Therefore, future improvements will focus on improving the driver's own behavior by combining information inside and outside the vehicle and providing them with an easy-to-use user interface.

For example, if the information system can tell the driver that baby food or coffee is out of stock, then he does not need to go to the supermarket to avoid a waste of gas and time. In addition, the system can also alert the driver to replace the damaged engine. The optimization technology brought about by the integration of this information has been introduced, and the basic technology of this human-car interface revolution is the gateway processor, which provides a central access point for wired and wireless networks. By using standard hardware interfaces and communication protocols, a technology platform suitable for different applications can be built to fully exploit the potential existing in automotive and wireless telephone networks.

Development trend of automotive telematics system devices

Three technologies for new telematics applications have emerged and can be used as stand-alone solutions in automotive design.

Hands-free car device - Focusing on the safety of making a phone call while driving, has stimulated the development of hands-free devices for car phones. This hands-free device is equipped with a loudspeaker and a speaker mounted on the car to access the mobile phone via Bluetooth short-range radio waves. This hands-free device controls the external mobile phone and connects to the cellular network through it, while replacing other functions, including voice input/output, dialing and hooking control. In addition, some of the features already have high-quality application solutions, including speech recognition and echo cancellation that require digital signal processors (DSPs).

GSM module - A more advanced design is the GSM module installed in the car, which can access the cellular network. When the phone is in a charging state, the car's power system can power the cellular radio receiver. In addition, the antenna mounted on the car is more stable than the antenna of the mobile phone. Moreover, the reception of the mobile phone antenna is often affected by the metal body, so the reception of the antenna on the car is more stable, and it is not easy to break. In addition, the GSM module can be configured to work directly with a Bluetooth headset or onboard loudspeakers and speakers. However, the GSM module still needs a mechanism to identify the user's identity to the cellular network. This problem can actually be solved by providing a separate SIM card and user account. However, the current Bluetooth technology already has a standard access method for extracting SIM card data from the mobile phone, so the GSM module can indirectly confirm the identity of the mobile phone user.

In-vehicle network - The wiring harness can be replaced by a controller area network (CAN) two-wire differential pair, and the cost of electrical wiring can be greatly reduced. In general, there are several CAN networks in the in-vehicle network: low-speed networks are used exclusively for service devices such as door locks and taillights to reduce wiring; high-speed networks are used for important high-performance functions such as power control. The current BMW 7 Series car implements three CAN networks, of which the CAN power network and the CAN body network are connected to the central portal module, and the central portal module is connected to the Byteflight star network. The Byteflight star coupler is a safety critical control and information module. As for the third network, the car access system (CAS) is connected to the door control unit and the seat controller (up to 11 units can be supported). The CAS also provides an interface to the CAN body network, which can contain up to 20 nodes.

The basis of the car telematics device is the gateway processor, which provides transparent access to all of the different wired and wireless networks in the car. A gateway processor that handles car wired networks, Bluetooth wireless networks, and hands-free car devices.

Since various networks have different levels of reliability and bandwidth, there will be several types of in-vehicle networks in the future. There is now a new array of emerging automotive networks that can support the evolving automotive electronics architecture. For example, multimedia devices, CD/DVD players, and digital TVs in today's cars need to be paired with some large-bandwidth networks. Other applications may require wireless networks or have other special requirements. Future in-car networks may include:

Bluetooth Piconet - A medium-bandwidth wireless network that has been standardized in mobile phones and laptops.

Low frequency wide RF network - low overhead wireless network for simple sensor and control applications such as tire pressure sensors and door locks.

CAN Network - A medium-bandwidth, highly reliable wired network that has been standardized in the automotive industry.

Audio/Video Network - A high-bandwidth wired network designed for entertainment media. There are already multiple communication protocols competing in this network application, including the local data bus (D2B), FireWire (IEEE 1394), Media Oriented System Transport (MOST), and Mobile Media Chain (MML).

Low-overhead networking - UART-based wired networks (LIN), such as circuit-to-chip buses such as circuits, SPI, and Microwire, specifically support low-cost interfaces to buttons, displays, and sensors.

The next big opportunity: mobile database access

When a car can access a global database through a cellular network, it will lead to endless new applications. A successful solution will combine information from different sources and filter out unwanted content, providing an efficient user interface that can make decisions quickly. These sources of information include multiple public, private, and personal databases.

The global database can include:

Voicemail and email - connect to the internet and mobile phone services;

Traffic/Weather/Navigation - Information updates and suggestions issued by government agencies, fee-based subscriber services, etc.;

Software Update - Manufacturer bug removal service, specified partial engine performance optimization;

Personal database - a shopping list of everyday items, such as toilet paper and dog food. In addition, individual user preferences such as seat position, radio station and car handling characteristics can be met.

An effective user interface combines this information as described above. For example, OnStar, a subsidiary of General Motors (GM), recently announced the launch of the Onstar Automotive Self-Test System, which automates hundreds of inspections, including power, anti-lock braking and other systems, and emails. Notify the user. Since it is not difficult to lay out this information on the navigation display, the location of these service centers is displayed when the consumer is driving.

Since these display data will be the main factors affecting car purchases, they can attract specific products or upstream distributors. It is a purely consumer-driven market model that provides price comparisons and stocks of required products; Market-driven models may conceal this information or add additional packaging information that can affect the itinerary. But there is still no application support standard to support the above two market models. In other words, there is no standard way to find the price of an item with a UPC X code in the Y store.

The diagnostic system can be connected to the in-vehicle network through the gateway processor. Hierarchical protocols and programming languages ​​such as HTML provide a standard interface for web browsers, web servers, and other applications.

In this design, the diagnostic system looks at the information displayed by the server running on the gateway processor through a web browser. By placing a server in the gateway, car manufacturers can provide a diagnostic interface that does not require any car-specific software support. In addition, the gateway can be used to establish a firewall for the in-vehicle network to prevent hackers from using these diagnostic facilities to interfere with the operation of the car or affect security. The advanced drivers in each CAN node implement an application-specific protocol that reacts to requests from the server. The driver is responsible for analyzing and decoding Protocol Data Units (PDUs) and generating the required local tasks to accommodate the actions required by the PDU. Once the local task is completed, the results generated by the task are formatted and transmitted back to the server via the CAN bus.

The Dynamic Node Configuration (DNS) server maintains a succession of valid nodes. When a node is added to the CAN network (which can be "hot" or "cold"), it immediately publishes the configuration requirements to the DNC server running on the gateway, and the dynamic mastering used by most computers The configuration protocol (DHCP) automatically obtains the network configuration by modeling, after which a similar (simplified) protocol is implemented to allow the CAN node to obtain some of the required network configuration data. With this mechanism, nodes can be added or removed from the CAN at any time, such as in a plug-and-play form on a computer. The CAN node uses DNS requirements to advertise its randomly generated node identity (ID) - used as a pseudonym for the name or "address" on the CAN network, so that it is not confused with information-based filtering and other IDs used on CAN networks. .

When the gateway's DNS server receives a DNS request, it first checks if the ID required by the node is valid, and whether it has a conflict with the ID on the current network. The server then checks if there is enough storage space to put it. The node's configuration table is added to the list of its valid nodes. Finally, if everything is in place, the DNC server will confirm the request and assign a specific number to the node as the name when it came into effect. The node's identity ID will also be added to the server's list of valid nodes. All subsequent communications to this node will use this protocol ID. If the requested ID fails, the gateway rejects the request and causes the node to request another ID until the ID is accepted.

The gateway processor can be thought of as the master of a CAN network because the CAN nodes themselves do not run protocol stacks. When a web browser needs to access a CAN node, it communicates with the web server, which translates the actions required by the browser and generates communications on the CAN network to achieve the desired action. In addition, the gateway can serve as additional masters, including external analog and digital inputs/outputs, as well as external peripherals connected to low-cost chip-to-chip networks.

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