Vehicle navigation system integration method and system

Abstract

The present invention discloses an in-vehicle navigation system integration method and system in the field of information technology, comprising: according to the type of vehicle subsystem data that the in-vehicle navigation system needs to obtain, using a data adaptation module to uniformly convert the differences in interface protocols and data formats of different vehicle models to obtain standardized vehicle data, and providing unified data input for subsequent navigation information calculation; in view of the complex environmental interference in the vehicle, electromagnetic shielding, vibration prevention and wide temperature range measures are adopted in the hardware design of the in-vehicle navigation system to improve the reliability of the system, and at the same time, data redundancy and error correction are achieved through software algorithms, so that the accuracy of navigation data can be guaranteed even in an interference environment; obtaining the human-computer interaction design specification of the in-vehicle system, following the same design style and interaction logic when designing the user interface of the in-vehicle navigation system, and optimizing the information display mode and operation process through user behavior analysis to provide a consistent and friendly navigation service experience for the driver.

Description

Technical Field

[0001] The present invention relates to the field of information technology, and in particular to a vehicle navigation system integration method and system. Background Art

[0002] During the production process, in-vehicle navigation systems face technical challenges in integration with onboard systems. On the one hand, the navigation system must acquire data from various vehicle subsystems, such as speed, direction, and fuel level, to provide accurate navigation services. On the other hand, the navigation system must also promptly transmit navigation information to the onboard display, instrument panel, and audio system so that the driver can receive navigation prompts. This requires establishing an efficient and reliable data channel between the navigation system and the onboard systems.

[0003] However, in-vehicle systems vary across different vehicle models in terms of interface protocols, data formats, and communication methods, necessitating navigation systems to adapt to the interface specifications of a wide range of vehicle models. Furthermore, the complex in-vehicle environment, characterized by electromagnetic interference, vibration, and high and low temperatures, places even higher demands on the hardware reliability of navigation systems. Furthermore, the software architecture and operating systems of in-vehicle systems vary, requiring deep integration with these systems to achieve seamless data exchange. Navigation systems also need to consider human-computer interaction design with the in-vehicle system to provide a consistent user experience. In summary, the integration of in-vehicle navigation systems with in-vehicle systems presents numerous technical challenges, including interface adaptation, reliability assurance, software integration, and human-computer interaction, all of which require thorough consideration and resolution during the navigation system's production process. Summary of the Invention

[0004] The present invention provides a method for integrating a vehicle-mounted navigation system, the method comprising the following steps:

[0005] S101. Based on the vehicle subsystem data types required by the in-vehicle navigation system, a data adaptation module is used to uniformly convert the differences in interface protocols and data formats of different vehicle models to obtain standardized vehicle data, thereby providing unified data input for subsequent navigation information calculation.

[0006] S102. Establish in-vehicle system integrated communication middleware to shield differences in communication methods among different vehicle models, provide a unified data transmission channel, and employ encryption and verification measures to ensure the security and integrity of data transmission between the in-vehicle navigation system and the in-vehicle display, instrument panel, and audio system.

[0007] S103. To address the complex in-vehicle environmental interference, the in-vehicle navigation system hardware design incorporates electromagnetic shielding, vibration protection, and a wide operating temperature range to improve system reliability. Furthermore, data redundancy and error correction are implemented through software algorithms to ensure navigation data accuracy even in interference environments.

[0008] S104. When designing the software architecture of the in-vehicle navigation system, adopt a service-oriented architecture, dividing the navigation function into multiple independent service modules that communicate through standard interfaces. This reduces the coupling with different in-vehicle operating systems and enables flexible integration of the navigation software and the in-vehicle system.

[0009] S105. Obtain the human-computer interaction design specifications for the in-vehicle system. When designing the user interface of the in-vehicle navigation system, follow the same design style and interaction logic. Analyze user behavior to optimize information display and operation processes, providing drivers with a consistent and user-friendly navigation service experience.

[0010] S106. Establish an in-vehicle system integration test platform to simulate the data interfaces and communication protocols of different vehicle models, conduct comprehensive testing of the in-vehicle navigation system, and verify the accuracy and stability of the navigation system in data parsing, algorithm processing, and information display through automated test scripts, so as to identify and resolve integration issues early.

[0011] S107. Build an integrated development tool chain for vehicle-mounted systems, provide development assistance functions such as interface adaptation, data simulation, and debugging and tracking, simplify the integrated development process of vehicle-mounted navigation systems, and through the application of the tool chain, accelerate the adaptation of navigation systems to different vehicle models, thereby improving software development efficiency and quality.

[0012] The present invention provides an integrated vehicle navigation system, which mainly includes:

[0013] Data adaptation module, used to uniformly convert interface protocols and data formats of different vehicle models and provide standardized vehicle data;

[0014] Communication middleware module, used to shield communication differences, provide a unified data transmission channel, and ensure data security and integrity;

[0015] Hardware reliability module, used to improve the system's anti-interference capability, adopts electromagnetic shielding, vibration prevention and wide temperature range measures;

[0016] Software architecture module, used to reduce coupling and achieve flexible integration of navigation software and vehicle systems;

[0017] Human-computer interaction module, used to optimize interface design and operation process, and provide a consistent and friendly navigation service experience;

[0018] The testing and development module is used to verify the correctness and stability of the system, simplify the integrated development process, and improve development efficiency.

[0019] The technical solution provided by the embodiment of the present invention may have the following beneficial effects:

[0020] The present invention discloses a method for integrating an in-vehicle navigation system. In view of the differences in interface protocols and data formats among different vehicle models, the present invention adopts a data adapter module to perform unified conversion and obtain standardized vehicle data. By establishing a communication middleware, the differences in communication methods between vehicle models are shielded, and a unified data transmission channel is provided. In order to cope with the interference of the complex environment inside the vehicle, the present invention adopts electromagnetic shielding and other measures in hardware design to improve reliability, and implements data redundancy and error correction through algorithms in software. In the software architecture design, a service-oriented architecture is adopted to reduce the coupling degree with the vehicle operating system. The present invention also establishes an integrated testing platform and a development tool chain, which verifies the correctness and stability of each link of the navigation system by simulating interfaces of different vehicle models, automating test scripts, etc., and simplifying the integrated development process. This method realizes the flexible integration of the in-vehicle navigation system with different vehicle models, improves the compatibility, reliability and development efficiency of the system, and provides users with more stable and accurate navigation services. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 The figure is a flow chart of the vehicle navigation system integration method of the present invention.

[0022] Figure 2 Schematic diagram of the vehicle navigation system integration method and system of the present invention.

[0023] Figure 3 This is another schematic diagram of the vehicle navigation system integration method and system of the present invention. DETAILED DESCRIPTION

[0024] To further understand the content of the present invention, the present invention is described in detail with reference to the accompanying drawings and examples. The present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are intended only to illustrate the relevant invention and are not intended to limit the invention. It should also be noted that, for ease of description, only portions relevant to the invention are shown in the accompanying drawings.

[0025] like Figure 1-3 The vehicle navigation system integration system of this embodiment may specifically include:

[0026] In step S101, according to the vehicle subsystem data type that the vehicle navigation system needs to obtain, a data adaptation module is used to uniformly convert the differences in interface protocols and data formats of different vehicle models to obtain standardized vehicle data, providing unified data input for subsequent navigation information calculation.

[0027] S101 includes: obtaining raw data of vehicle subsystems, the raw data including data formats and interface protocols of different vehicle models; using a data adaptation module to uniformly convert the raw data to obtain standardized vehicle data; preprocessing the standardized vehicle data, including data cleaning and normalization, eliminating data noise and outliers; using feature engineering technology to extract key features required for navigation information calculation from the preprocessed standardized data and construct a feature vector; constructing a machine learning algorithm model based on navigation business scenarios and computing requirements; inputting the feature vector into the machine learning algorithm model for training to obtain a navigation information calculation model; inputting the feature vector of the standardized data to be calculated into the navigation information calculation model, and obtaining the navigation information calculation result through model reasoning; post-processing the navigation information calculation result, including format conversion and data compression; and outputting the post-processed navigation information result to the vehicle navigation system to provide navigation services for users.

[0028] Specifically, the data processing process for an in-vehicle navigation system involves several key steps. First, the data adaptation module is responsible for acquiring raw data from different vehicle models. For example, for an electric vehicle, unique data such as battery charge and mileage may be required, while for a traditional fuel vehicle, information such as fuel consumption and engine speed may be more relevant. A unified data conversion interface converts this heterogeneous data into a standard format. The data preprocessing stage is crucial. Taking vehicle speed data as an example, raw data may contain outliers, such as a sudden jump from 60 km / h to 200 km / h, which clearly does not conform to reality. Methods such as median filtering can effectively remove these outliers and improve data quality. Furthermore, the data collection frequencies of different sensors may be inconsistent, requiring time synchronization and interpolation to ensure data consistency. Feature engineering is key to extracting effective navigation information. For example, for path planning tasks, features such as average speed, acceleration, and steering angle can be extracted from GPS trajectory data. By calculating statistics of these features (such as mean, variance, and kurtosis), feature vectors describing driving behavior and road conditions can be constructed. The selection of machine learning models requires a balance between accuracy and real-time performance. For traffic flow prediction, a long short-term memory (LSTM) model can be used. This model effectively captures the long-term dependencies of time series data. By training the model with historical traffic flow data, traffic conditions can be predicted for a period of time in the future, providing an important reference for route planning. Post-processing of navigation information is equally important. For example, the Douglas-Peucker algorithm can be used to simplify the calculated optimal route, reducing the number of waypoints and lowering data transmission and storage overhead. Compression algorithms such as Huffman coding can also be used to further improve data transmission efficiency. Ultimately, the processed navigation information needs to be presented in a user-friendly manner. For example, complex route information can be converted into clear voice instructions and intuitive map visualizations to help drivers better understand and execute navigation instructions. Real-time updates of road conditions and dynamic adjustments to route suggestions can significantly enhance the user experience and enhance the practicality and reliability of the navigation system. This series of processing steps forms a complete data processing chain. From raw data acquisition to final user interaction, each link has been carefully designed and optimized, collectively building an efficient and accurate in-vehicle navigation system. By continuously improving algorithms and models, the system can adapt to complex and changing traffic environments and provide users with more intelligent and personalized navigation services.

[0029] Step S102, by establishing an in-vehicle system integrated communication middleware, shielding the differences in communication methods of different models, providing a unified data transmission channel, and adopting encryption and verification measures to ensure the security and integrity of data transmission between the in-vehicle navigation system and the in-vehicle display, instrument panel and audio system.

[0030] S102 includes: obtaining configuration information including vehicle type identification, wherein the configuration information stores the communication protocol and data format corresponding to each vehicle type; based on the vehicle type identification, calling the corresponding underlying communication module to convert the upper-layer application data into the corresponding data format; encrypting sensitive data using a symmetric encryption algorithm, and triggering a retransmission mechanism if no heartbeat response is received within a timeout. If multiple retransmissions fail, the connection is deemed invalid.

[0031] Specifically, in-vehicle system integration communication middleware is a key component connecting different vehicle models with upper-layer applications. For example, a luxury car brand's in-vehicle system uses the CAN bus protocol, while economy models may use the LIN bus. The middleware stores these protocol parameters in a configuration file, such as 500kbps baud rate for CAN and 19200bps for LIN. Upon detecting the vehicle model, the middleware dynamically loads the corresponding configuration, enabling seamless adaptation. Within the middleware, a message queue mechanism is used for inter-module communication. For example, the data acquisition module places raw data into a queue, and the data processing module retrieves data from the queue for processing. This decoupled design allows for independent development and upgrades of each module, improving system maintainability. Data security is a key consideration in in-vehicle communications. The middleware uses the AES-256 algorithm to encrypt sensitive information, such as vehicle location. Key management utilizes asymmetric encryption using the RSA-2048 algorithm. This dual encryption mechanism effectively prevents unauthorized data interception and decryption. The SHA-256 algorithm is used for data integrity verification. The sender calculates a hash value for the data packet and appends it to the packet. The receiver compares the calculated hash value with the received hash value to effectively detect data tampering. This is particularly important for critical data such as vehicle control commands. Considering the bandwidth limitations of in-vehicle systems, the middleware incorporates a data compression mechanism. For example, the LZ4 algorithm can compress vehicle diagnostic data to approximately 50% of its original size, significantly improving transmission efficiency. The receiver utilizes parallel processing during decompression to ensure real-time performance. To ensure communication reliability, the middleware implements a heartbeat mechanism and a timeout retransmission mechanism. A heartbeat packet is sent every 5 seconds and contains a timestamp and sequence number. If no heartbeat response is received for three consecutive times, the connection is considered disconnected, triggering a reconnection process. For critical data, if no acknowledgment is received within 200 milliseconds, the data is automatically retransmitted, with a maximum of three retries. The combined application of these technologies enables the in-vehicle system integrated communication middleware to adapt to different vehicle models, ensure data security, improve transmission efficiency, and ensure communication reliability. For example, in a new energy vehicle project, this middleware enabled a smooth transition from traditional internal combustion engine models to electric vehicles, significantly reducing development costs and cycle times. Furthermore, data encryption and integrity verification mechanisms effectively prevented hacker attacks, enhancing vehicle safety. Data compression technology enabled remote diagnostics, which previously required 4G networks, to run smoothly on 3G networks, expanding service coverage. These achievements fully demonstrate the significant value of in-vehicle system integration communication middleware in modern automotive electronics.

[0032] In step S103, to address the complex in-vehicle environment, the in-vehicle navigation system hardware design incorporates electromagnetic shielding, vibration isolation, and a wide operating temperature range to enhance system reliability. Furthermore, software algorithms implement data redundancy and error correction, ensuring navigation data accuracy even in interference environments.

[0033] S103 includes: obtaining the electromagnetic interference intensity, vibration frequency and amplitude, and temperature variation range environmental interference parameters of the vehicle environment in which the vehicle navigation system is located; determining the technical indicators of electromagnetic shielding, vibration resistance, and wide temperature design of the vehicle navigation system hardware based on the environmental interference parameters; applying the technical indicators of electromagnetic shielding, vibration resistance, and wide temperature design to the hardware design of the vehicle navigation system; judging whether the electromagnetic shielding, vibration resistance, and wide temperature measures of the vehicle navigation system hardware meet the preset technical indicators through hardware reliability testing, and if not, optimizing and improving the vehicle navigation system hardware; using data redundancy to determine the key navigation data of the vehicle navigation system. The invention discloses a method for performing multiple backups of the on-board navigation data by using a redundant algorithm; designing a data error correction mechanism to detect and correct errors in the key navigation data; combining the redundant data obtained by the data redundancy algorithm with the data error correction mechanism to construct a navigation data verification model; using the navigation data verification model to perform real-time monitoring and verification of the navigation data of the on-board navigation system; comprehensively evaluating the reliability of the on-board navigation system hardware and the data verification mechanism of the software; and performing targeted optimization on the weak links of the on-board navigation system based on the results of the overall reliability evaluation, so as to continuously improve the reliability of the on-board navigation system and the accuracy of navigation data.

[0034] Specifically, in-vehicle navigation systems face a complex in-vehicle environment and must cope with various interference factors. First, obtaining environmental interference parameters is crucial. For example, electromagnetic interference intensity can be measured using an electromagnetic field strength meter. Common in-vehicle electromagnetic interference sources include onboard electronic devices and the engine ignition system, and interference intensity can reach tens of V / m. Vibration frequency and amplitude can be measured using accelerometers. The vibration frequency of a moving vehicle typically ranges from 10-200 Hz, with amplitudes reaching several g. Temperature fluctuations can be monitored over a long period of time using temperature sensors. In-vehicle temperatures can fluctuate between -20°C and 60°C. Based on these interference parameters, corresponding technical specifications must be determined. For electromagnetic shielding, metal housings and filters can be used to ensure the system can withstand electromagnetic interference exceeding 100 V / m. Vibration isolation can be achieved using damping materials and elastic supports to ensure the system operates properly in environments with vibrations of 200 Hz and 5 g. For a wide-temperature design, components with an operating temperature range of -40°C to 85°C must be selected, and thermal design must be performed to ensure stable operation in extreme temperatures. Hardware reliability testing is a crucial step in verifying the effectiveness of a design. Radiated immunity testing can be conducted in an electromagnetic compatibility (EMC) laboratory to verify the system's performance under strong electromagnetic fields. Vibration testing can be conducted on a vibration table to simulate the vibration conditions of various road conditions. Temperature cycling testing can be conducted in a temperature chamber to verify the system's performance stability under rapid temperature fluctuations. Data redundancy and error correction mechanisms at the software level are equally important. The data redundancy algorithm can utilize triple modular redundancy (TMR) technology, independently calculating and storing three copies of critical navigation data such as position, velocity, and direction, and selecting the correct result through majority voting. Data error correction mechanisms can utilize forward error correction (FEC) codes, such as Reed-Solomon codes, to detect and correct data errors during transmission to a certain extent. Navigation data verification models can combine hardware sensor data with software algorithms. For example, acceleration and angular velocity data from the inertial measurement unit (IMU) can be combined with GPS signals and fused and verified using a Kalman filter algorithm to assess the accuracy of navigation data in real time. When an anomaly is detected, the system can automatically switch to a backup data source or initiate a repositioning process. A comprehensive reliability assessment must consider the combined performance of both hardware and software. Methods such as fault tree analysis (FTA) and failure mode and effects analysis (FMEA) can be used to identify potential system weaknesses. For example, a GPS antenna might be found to be susceptible to interference, resulting in reduced positioning accuracy. Multi-band antennas and adaptive filtering algorithms can be used to improve anti-interference capabilities. Through continuous evaluation and optimization, the reliability and accuracy of the in-vehicle navigation system can be continuously improved, ensuring consistent high performance in the complex and changing in-vehicle environment.

[0035] In step S104, when designing the software architecture of the in-vehicle navigation system, a service-oriented architecture is adopted, dividing the navigation function into multiple independent service modules that communicate through standard interfaces. This reduces the coupling with different in-vehicle operating systems and enables flexible integration of the navigation software and the in-vehicle system.

[0036] S104 includes: defining a unified data model and standard interface specifications for each service module, using the interface description language to clarify the input and output parameters and calling methods of the service interface, and realizing loose coupling between service modules; for inter-service communication, adopting an asynchronous communication mechanism based on a message queue. If the service provider sends the processing result to the designated message queue, the service consumer obtains the processing result from the message queue, realizing service decoupling and asynchronous interaction; for high-availability requirements of services, adopting a service redundant deployment method, distributing service requests to different instances through a load balancing algorithm, and avoiding single point failures.

[0037] Specifically, applying domain-driven design to in-vehicle navigation systems can improve system modularity and maintainability. For example, the navigation system can be divided into domains such as map data management, route planning, real-time positioning, and user interface. Within the map data management domain, service modules such as map data updates and POI search can be included. This division ensures high cohesion within each domain while maintaining loose coupling between domains. To achieve loose coupling between service modules, standard interfaces can be defined using an interface description language (IDL). For example, for a route planning service, an interface can be defined using IDL, specifying input parameters (such as start and end coordinates) and output parameters (such as a list of route coordinates and estimated time). This allows other service modules to focus solely on the interface definition when calling the route planning service, without having to understand the internal implementation details. A service registration and discovery mechanism can enhance system flexibility and scalability. For example, when a traffic prediction service is added, it registers its information with a central registry. The route planning service can then discover and call the traffic prediction service through the registry, thereby optimizing route planning results. This mechanism allows services to be easily added or removed from the system without affecting other components. Asynchronous communication mechanisms based on message queues can improve system responsiveness and throughput. For example, when a user requests route planning, the system can immediately return a task ID and place the request in a message queue. The route planning service retrieves the request from the queue, processes it, and upon completion, places the result in another queue. The user interface service can asynchronously retrieve the planning results from the result queue. This approach avoids long synchronous wait times and improves the user experience. Redundant service deployment and load balancing can improve system availability and performance. For example, multiple real-time location service instances can be deployed. When a location request is received, the load balancer selects the most suitable instance to handle the request based on the current load of each instance. This not only distributes the load but also ensures service continuity if an instance fails. Service degradation and circuit breaker mechanisms can improve system stability. For example, if the POI search service encounters an anomaly, the system can temporarily return to a preset list of popular POIs rather than completely unresponsive. At the same time, the system will temporarily circuit breaker the POI search service to prevent continued failed requests from impacting overall performance. This mechanism ensures that basic system functionality is maintained even when some services experience issues. Using common data exchange formats such as JSON can improve system interoperability. For example, a real-time location service can encode location information in JSON format:

[0038] {“l at itude”:39.9042,“l ongitude”:116.4074,“accuracy”:10}. This format facilitates data exchange between different modules and also facilitates integration with external systems. Furthermore, by using data compression algorithms, the amount of data transmitted over the network can be reduced, improving communication efficiency, especially in vehicle environments where network bandwidth is limited.

[0039] Step S105: Obtain the human-computer interaction design specifications of the in-vehicle system. When designing the user interface of the in-vehicle navigation system, follow the same design style and interaction logic. Analyze user behavior to optimize information display and operation procedures to provide drivers with a consistent and friendly navigation service experience.

[0040] S105 includes: obtaining the human-computer interaction design specifications of the in-vehicle system, unifying and standardizing the interface design and interaction logic of the navigation system, wherein the behavior data includes common functions, operating habits and incorrect operations, and obtaining the user's behavior characteristics and preferences by performing data mining and user behavior modeling on the behavior data; optimizing the information presentation method of the navigation system according to the user's behavior characteristics and preferences, rationally laying out the interface elements, highlighting important information, reducing visual interference, and improving the readability and comprehensibility of the information of the navigation system.

[0041] Specifically, the human-computer interaction design of in-vehicle navigation systems needs to adhere to unified standards to ensure a consistent user experience across different vehicle models. For example, layout specifications can be established for the navigation interface, specifying the placement and size ratios of elements such as the map display area, action buttons, and information prompts. A unified color scheme and icon design can also be defined to ensure users can quickly identify and operate them across different vehicle models. By collecting user behavior data, we can gain a deeper understanding of user habits and needs. For example, we can analyze the frequency of users' most frequently used functions, such as finding nearby gas stations, restaurants, and other points of interest, and optimize the location of these access points accordingly. We can also analyze the sequence of user actions during navigation, such as adjusting the volume and switching map views, to optimize the design of the operational flow. Based on user behavior analysis, the navigation interface can be optimized. For example, if data shows that most users are more interested in remaining time and distance information during navigation, this information can be placed prominently and displayed in a larger font size. Less frequently used functions can be placed in a secondary menu to simplify the main interface. Furthermore, the interface brightness can be adjusted according to different time periods, such as automatically switching to a dark theme at night to reduce visual fatigue. To improve operational efficiency, shortcuts can be designed. For example, voice control can be implemented, allowing users to set destinations and switch routes using voice commands. Furthermore, gesture controls, such as pinch-to-zoom on maps and single-finger swiping to switch between information pages, can be added to make operations more intuitive and convenient. Intelligent recommendations and personalized customization can significantly enhance the user experience. For example, the system can record a user's frequented locations and automatically recommend routes to work on weekday mornings and leisure destinations on weekends. Route planning strategies can also be automatically adjusted based on the user's driving habits, such as a preference for highways or scenic routes. Differentiated navigation services can be provided to meet the needs of different drivers. For example, novice drivers can receive more detailed voice guidance, including lane change prompts and intersection warnings; while experienced drivers can receive fewer voice prompts and a simpler interface. The system can also adjust font size and contrast based on the driver's age to suit the visual needs of users of different age groups. Establishing a user feedback mechanism is crucial for the continuous optimization of navigation systems. A short evaluation questionnaire can be popped up after the navigation process, allowing users to rate route planning, voice guidance, and other aspects. A feedback portal can also be set up to encourage users to submit suggestions for improvements. By analyzing these feedbacks, we can promptly identify and resolve user pain points, such as optimizing navigation accuracy on specific road sections, improving the operating logic of certain functions, and so on, thereby continuously improving the user experience of the navigation system.

[0042] Step S106: Establish an in-vehicle system integration test platform, simulate the data interfaces and communication protocols of different vehicle models, and conduct comprehensive testing of the in-vehicle navigation system. Through automated test scripts, verify the accuracy and stability of the navigation system in data parsing, algorithm processing, and information display, and identify and resolve integration issues early.

[0043] S106 includes: obtaining data interface and communication protocol specification documents of the vehicle-mounted system; establishing a data interface simulator and a communication protocol simulator based on the specification documents, the data interface simulator being used to simulate data formats of different vehicle models, and the communication protocol simulator being used to simulate communication methods of different vehicle models; designing comprehensive test cases based on the functional requirements of the vehicle-mounted navigation system, the comprehensive test cases covering data parsing, algorithm processing, and information display modules; writing automated test scripts based on the comprehensive test cases; deploying the vehicle-mounted navigation system on an integrated test platform, and connecting the data interface simulator and the communication protocol simulator to simulate a real vehicle-mounted environment; executing the automated test script, wherein the automated test script inputs simulated vehicle-mounted data to the vehicle-mounted navigation system; determining whether the vehicle-mounted navigation system correctly parses the simulated vehicle-mounted data, and if so, passing the parsing results to the algorithm processing module; determining whether the algorithm processing module correctly calculates and analyzes the parsed data, and if so, passing the processing results to the information display module; determining whether the information display module correctly displays navigation information on the vehicle-mounted screen based on the algorithm processing results and is able to respond to user interaction; recording integration issues discovered during the test, determining solutions to the issues, and verifying the repair status of the issues.

[0044] Specifically, the data interface and communication protocol specifications of in-vehicle systems are fundamental to the development and testing of in-vehicle navigation systems. For example, the CAN bus is a commonly used communication protocol for in-vehicle systems, offering high reliability and real-time performance. Based on the CAN protocol specification, a CAN bus simulator can be designed to simulate the transmission of data such as vehicle speed and steering wheel angle. For example, the simulator can transmit vehicle speed data every 100 milliseconds as a 16-bit integer in km / h. A series of test cases can be designed for the navigation system's route planning function. For example, a starting point can be set at Zhongguancun in Haidian District, Beijing, and an end point can be set at Guomao in Chaoyang District, Beijing, to test whether the system can correctly calculate the shortest route. Another example is simulating road construction during navigation to verify whether the system can adjust the route in a timely manner. These test cases can be written into automated scripts and implemented in languages ​​such as Python to improve testing efficiency. On an integrated test platform, the navigation system software can be deployed on hardware that simulates the in-vehicle environment, such as an embedded device with a touchscreen. By connecting to the CAN bus simulator mentioned above, real-world driving data input can be simulated. For example, a vehicle can be simulated traveling at 80 km / h on the Fifth Ring Road to verify whether the navigation system can correctly display the current location and speed. Testing the data parsing module is crucial. Assuming the vehicle speed data sent via the CAN bus is hexadecimal 0x1388, the test script should verify that the navigation system can correctly interpret the speed as 50 km / h. This process not only tests the accuracy of the data parsing but also indirectly verifies the system's support for the CAN protocol. Testing the algorithm processing module can focus on the accuracy and real-time performance of route planning. For example, by simulating morning rush hour congestion in downtown Beijing, the system can be tested to see whether it can adjust the route based on real-time traffic conditions to avoid congested sections. This not only tests the correctness of the algorithm but also verifies the system's ability to process large amounts of data. Testing the information display module focuses on the intuitiveness of the interface and the smoothness of the interaction. Simulating user actions such as searching for destinations and zooming in and out of the map while driving can verify the system's responsiveness and the clarity of the display. For example, the screen's readability can be tested in direct sunlight to ensure that the driver can clearly see the navigation information. Integration issues may be discovered during testing. For example, when a vehicle's speed suddenly drops from 80 km / h to 0 km / h, the navigation system may experience a brief position jump. This issue may be caused by insufficient data smoothing. Through communication with the development team, we can optimize the data processing algorithm, add outlier filtering, and improve system stability. Through this continuous testing and optimization process, we can continuously improve the quality of the in-vehicle navigation system and the user experience.

[0045] Step S107: Build a vehicle-mounted system integrated development tool chain, providing development-assistance functions such as interface adaptation, data simulation, and debugging and tracing, simplifying the integrated development process of the vehicle-mounted navigation system. By utilizing this tool chain, the navigation system's integration with different vehicle models is accelerated, improving software development efficiency and quality.

[0046] S107 includes: obtaining predefined interface specifications and data formats of the in-vehicle navigation system, using a preset interface adaptation template to automatically generate an interface conversion code that matches the target vehicle model based on the hardware interface differences of different vehicle models; constructing a data simulation model for the input data of the navigation system to generate simulated data similar to real scenarios; using an automated testing tool to simulate usage scenarios under different vehicle speeds and road conditions according to a preset navigation system performance test standard, obtaining performance data, generating a performance report, and performing optimization if the performance data does not reach a preset threshold.

[0047] Specifically, the integrated test platform for in-vehicle navigation systems needs to consider multiple aspects to ensure system reliability and stability. First, predefined interface adaptation templates can be used to address the differences in hardware interfaces between different vehicle models. For example, a standard template can be predefined for the CAN bus interface of a specific vehicle model, containing information such as the CAN ID and data format. When adapting to a new vehicle model, developers simply fill in the corresponding parameters to automatically generate the corresponding interface conversion code, significantly improving development efficiency. Regarding data simulation, simulation data based on real-world scenarios can be constructed. For example, a simulated urban road trip can be used to generate a data stream containing GPS coordinates, vehicle speed, direction, and other information. This data reflects real-world road conditions, such as traffic lights, turns, acceleration, and deceleration, providing a realistic testing environment for navigation software. This allows for comprehensive verification of the navigation system's functionality and performance without requiring actual vehicle testing. The use of instrumentation technology can significantly improve debugging efficiency. For example, logging functions can be inserted at key nodes in the path planning algorithm to record each step of the calculation process and intermediate results. When an anomaly occurs, developers can quickly identify the problem by analyzing these detailed logs without the need for repeated actual vehicle testing. Performance testing is a critical step in ensuring navigation system quality. A standardized set of test scenarios can be designed, simulating diverse environments such as highways, city streets, and mountain roads. Within these scenarios, testing tools can automatically record key metrics such as system startup time, route planning time, and map rendering frame rate. By comparing performance data from different versions, optimization results can be intuitively assessed, guiding subsequent development efforts. The development of integrated configuration tools can greatly simplify system deployment. For example, a graphical interface can be designed that allows users to select information such as vehicle model and navigation software version through drop-down menus. Based on these selections, the tool's backend automatically generates matching configuration files and completes the setup of the hardware and software environment. This not only simplifies operation but also reduces the potential for human error. Hardware-in-the-loop simulation technology can provide a more realistic testing environment. For example, actual in-vehicle hardware, such as displays and buttons, can be connected to the simulation environment to simulate vehicle driving under various road conditions. This allows comprehensive verification of all navigation system functions, including user interface-related tests such as touch response and voice interaction, ensuring system stability in real-world use. Finally, establishing a feedback and resolution mechanism for issues can continuously improve system quality. For example, analyzing user feedback revealed that certain vehicle models are prone to positioning deviations under specific road conditions. Big data analysis revealed that this is related to the impact of the vehicle's body materials on GPS signals. Based on this finding, corresponding compensation algorithms can be added to the solution library, providing a reference for the development of subsequent new models, thereby improving overall development efficiency and system quality.

[0048] The description of the above embodiments is only used to help understand the technical solutions and core ideas of this application; ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for integrating a vehicle navigation system, characterized in that: The method comprises the following steps: S101. According to the vehicle subsystem data type that the vehicle navigation system needs to obtain, a data adaptation module is used to uniformly convert the differences in interface protocols and data formats of different vehicle models to obtain standardized vehicle data, thereby providing a unified data input for subsequent navigation information calculation; S102. By establishing an in-vehicle system integrated communication middleware, the differences in communication methods among different vehicle models are shielded, a unified data transmission channel is provided, and encryption and verification measures are adopted to ensure the security and integrity of data transmission between the in-vehicle navigation system and the in-vehicle display screen, instrument panel and audio system; S103. In view of the complex environmental interference in the car, electromagnetic shielding, vibration prevention and wide temperature range measures are adopted in the hardware design of the vehicle navigation system to improve the reliability of the system. At the same time, data redundancy and error correction are achieved through software algorithms to ensure the accuracy of navigation data even in interference environments. S104. When designing the software architecture of the vehicle navigation system, a service-oriented architecture is adopted to divide the navigation function into multiple independent service modules, which communicate through standard interfaces. This can reduce the coupling degree with different vehicle operating systems and realize flexible integration of the navigation software and the vehicle system. S105. Obtain the human-computer interaction design specifications of the vehicle-mounted system, follow the same design style and interaction logic when designing the user interface of the vehicle-mounted navigation system, and optimize the information display method and operation process through user behavior analysis to provide the driver with a consistent and friendly navigation service experience; S106. Establish an in-vehicle system integration test platform, simulate the data interface and communication protocol of different vehicle models, conduct comprehensive tests on the in-vehicle navigation system, and verify the correctness and stability of the navigation system in data analysis, algorithm processing and information display through automated test scripts, so as to discover and solve integration problems as early as possible; S107. Build an integrated development tool chain for vehicle-mounted systems, provide development assistance functions such as interface adaptation, data simulation, and debugging and tracking, simplify the integrated development process of the vehicle-mounted navigation system, and through the application of the tool chain, speed up the adaptation of the navigation system to different vehicle models and improve software development efficiency and quality.

2. The vehicle navigation system integration method according to claim 1, characterized in that: The S101 also includes: Acquire raw data of vehicle subsystems, the raw data including data formats and interface protocols of different vehicle models; The raw data is uniformly converted and processed by using a data adaptation module to obtain standardized vehicle data; Preprocessing the standardized vehicle data, including data cleaning and normalization, and eliminating data noise and outliers; Using feature engineering technology to extract key features required for navigation information calculation from the preprocessed standardized data, and construct a feature vector; Build machine learning algorithm models based on navigation business scenarios and computing requirements; Inputting the feature vector into the machine learning algorithm model for training to obtain a navigation information calculation model; Inputting the feature vector of the standardized data to be calculated into the navigation information calculation model, and obtaining the navigation information calculation result through model reasoning; Post-processing the navigation information calculation results, including format conversion and data compression; The post-processed navigation information results are output to the in-vehicle navigation system to provide navigation services for users.

3. The vehicle navigation system integration method according to claim 1, characterized in that: The S103 also includes: Obtain the electromagnetic interference intensity, vibration frequency and amplitude, and temperature variation range environmental interference parameters of the in-vehicle environment where the vehicle navigation system is located; Determine the technical indicators of electromagnetic shielding, vibration prevention and wide temperature design of the vehicle navigation system hardware according to the environmental interference parameters; Applying the technical indicators of electromagnetic shielding, vibration prevention and wide temperature design to the hardware design of the vehicle navigation system; Through hardware reliability testing, determine whether the electromagnetic shielding, vibration prevention and wide temperature range measures of the vehicle navigation system hardware meet the preset technical indicators. If not, optimize and improve the vehicle navigation system hardware; For the key navigation data of the vehicle navigation system, multiple copies are backed up using a data redundancy algorithm; Designing a data error correction mechanism to detect and correct errors in the critical navigation data; Combining the redundant data obtained by the data redundancy algorithm with the data error correction mechanism to construct a navigation data verification model; Using the navigation data verification model to monitor and verify the navigation data of the vehicle navigation system in real time; Comprehensively evaluating the reliability of the vehicle navigation system hardware and the data verification mechanism of the software; According to the overall reliability evaluation result, targeted optimization is performed on the weak links of the vehicle navigation system to continuously improve the reliability of the vehicle navigation system and the accuracy of navigation data.

4. The vehicle navigation system integration method according to claim 1, characterized in that: The S105 includes: Obtaining the human-computer interaction design specification of the vehicle-mounted system, unifying and standardizing the interface design and interaction logic of the navigation system, wherein the behavior data includes common functions, operating habits and erroneous operations, and obtaining the user's behavior characteristics and preferences by performing data mining and user behavior modeling on the behavior data; According to the user behavior characteristics and preferences, the information presentation method of the navigation system is optimized, the interface elements are reasonably laid out, important information is highlighted, visual interference is reduced, and the information readability and comprehensibility of the navigation system are improved.

5. The vehicle navigation system integration method according to any one of claims 1 to 4, characterized in that: The S106 includes: Obtain the data interface and communication protocol specification documents of the vehicle system; Establishing a data interface simulator and a communication protocol simulator according to the specification document, wherein the data interface simulator is used to simulate the data formats of different vehicle models, and the communication protocol simulator is used to simulate the communication modes of different vehicle models; Design comprehensive test cases based on the functional requirements of the vehicle navigation system, which cover data analysis, algorithm processing and information display modules; Write automated test scripts based on the comprehensive test cases; Deploy the vehicle navigation system on the integrated test platform, and connect the data interface simulator and the communication protocol simulator to simulate a real vehicle environment; Executing the automated test script, wherein the automated test script inputs simulated vehicle data to the vehicle navigation system; Determining whether the vehicle navigation system correctly parses the simulated vehicle data, and if so, passing the parsing result to an algorithm processing module; Determine whether the algorithm processing module performs correct calculation and analysis based on the parsed data, and if so, pass the processing result to the information display module; Determining whether the information display module correctly displays navigation information on the vehicle screen according to the algorithm processing result and is able to respond to the user's interactive operation; Document integration issues found during testing, determine solutions to the issues, and verify that the issues are fixed.

6. The vehicle navigation system integration method according to any one of claims 1 to 4, characterized in that: The S107 includes: Obtaining the predefined interface specification and data format of the vehicle navigation system, and using a preset interface adaptation template to automatically generate an interface conversion code matching the target vehicle model according to the hardware interface differences of different vehicle models; Constructing a data simulation model for the input data of the navigation system to generate simulation data similar to the real scene; According to the preset navigation system performance test standards, automated testing tools are used to simulate usage scenarios under different vehicle speeds and road conditions, obtain performance data, and generate performance reports. If the performance data does not reach the preset threshold, optimization is performed.

7. The vehicle navigation system integration system is characterized by: The system is established by the vehicle navigation system integration method according to any one of claims 1 to 6, and the system comprises: Data adapter module, used to uniformly convert interface protocols and data formats of different vehicle models and provide standardized vehicle data; Communication middleware module, used to shield communication differences, provide a unified data transmission channel, and ensure data security and integrity; Hardware reliability module, used to improve the system's anti-interference ability, adopts electromagnetic shielding, vibration prevention and wide temperature range measures; Software architecture module, used to reduce coupling and achieve flexible integration of navigation software and vehicle systems; Human-computer interaction module, used to optimize interface design and operation process, and provide a consistent and friendly navigation service experience; The testing and development module is used to verify the correctness and stability of the system, simplify the integrated development process, and improve development efficiency.

Images