NOA module design method and system in intelligent driving vehicle and medium

Abstract

The invention discloses an NOA module design method and system in an intelligent driving vehicle and a medium, and relates to the technical field of intelligent driving vehicle control, and the method comprises the steps: verifying a front service state after a configuration interface is loaded, so as to judge the operability of a switch; in response to the touch operation, further verifying related function states such as positioning and automatic emergency braking, and generating a control instruction only when verification is passed; the instruction is sent to the controller through the vehicle-mounted network, and feedback is monitored; if the feedback is not received within the preset threshold value or the states are inconsistent, the control switch is forcibly rebounded and reset; the method also comprises interlocking control for associated functions, driving style parameter configuration and differentiated rendering logic for lane changing scenes. According to the invention, by constructing a bidirectional closed-loop confirmation and multiple access verification mechanism of the cabin end and the bottom layer controller, the problem of state asynchronization is solved, and the safety of NOA function activation and the display reliability are ensured.

Description

Technical Field

[0001] This application relates to the field of intelligent driving vehicle control technology, and in particular to a design method, system and medium for a NOA module in an intelligent driving vehicle. Background Technology

[0002] With the popularization of intelligent driving technology, navigation-assisted driving (NOA) has become a key function for enhancing the driving experience. However, in existing electronic and electrical architecture designs, data interaction between the cockpit display and the underlying autonomous driving control system often employs open-loop control or non-instantaneous confirmation strategies. Typically, when a user triggers a function switch on the interface, the application layer, in pursuit of a smooth visual response, will immediately flip the displayed switch state before the underlying feedback arrives. When there are delays, packet loss, or busy internal logic processing in the vehicle network, a desynchronization can easily occur where the displayed function is enabled while the underlying controller is actually inactive or has failed to activate. This can lead to misjudgments by the driver regarding the actual takeover status of the vehicle, posing a safety hazard.

[0003] Meanwhile, existing systems have flaws in their functional logic coupling design, lacking strict state verification and interlocking mechanisms between advanced driver assistance functions and basic safety services. Some designs allow users to activate NOA (Noise of Arrival) when positioning accuracy is insufficient or critical safety features (such as automatic emergency braking and blind spot monitoring) are disabled, or do not restrict users from manually disabling these associated safety functions during autonomous driving. This loose logical constraint may cause vehicles to operate without necessary safety redundancy, increasing the risk of accidents in the event of sudden road conditions due to the loss of basic underlying protection.

[0004] Furthermore, in terms of human-computer interaction information presentation, existing display strategies mostly focus on simple indications of functional status, lacking differentiated expressions of algorithm decision-making processes and environmental perception. Especially in dynamic scenarios such as automatic lane changing, when a vehicle initiates a lane-changing command but is obstructed due to vehicles approaching from behind in the target lane, existing interfaces typically only display generic waiting icons or text prompts, failing to intuitively render the restricted area or specific source of danger in the map model. This abstract information feedback makes it difficult for drivers to quickly understand why the vehicle is not executing the action and its current decision-making intent, increasing the driver's cognitive load and decision-making hesitation time in complex road conditions, hindering timely manual intervention in emergency situations. Summary of the Invention

[0005] The purpose of this invention is to provide a design method, system, and medium for NOA modules in intelligent driving vehicles, which solves a technical problem in existing intelligent driving vehicles, namely, unreliable state synchronization between the cockpit display interface and the underlying autonomous driving controller, lack of a closed-loop verification mechanism for functional configuration, and easy occurrence of misoperation and inconsistent state display under abnormal communication environments.

[0006] This invention provides the following solution:

[0007] The first aspect of this invention provides a design method for a NOA module in an intelligent driving vehicle. This method is applied to an electronic and electrical architecture including an onboard cockpit controller and an advanced autonomous driving controller, and includes the following steps:

[0008] S1. System Initialization and State Synchronization: After the NOA configuration interface is loaded on the vehicle cockpit controller, the application layer initiates a state query request to the underlying layer through the adaptation layer and obtains the switch status signal returned by the advanced automated driving controller; the system determines the operable status of the function switch in the NOA configuration interface based on the switch status signal; at the same time, the system checks the activation status of the vehicle's front-end services. If the front-end services are not detected to be activated, the system forcibly disables the function switch to prevent the user's activation operation.

[0009] S2. User command response and logic processing: When the system detects a user's touch operation on the function switch, it first determines the target state corresponding to the touch operation, and then verifies the on / off state of the vehicle's associated functions; if the associated functions are detected to be off, the system outputs a prompt message to guide the user to set them; if all associated functions are detected to be on, the system generates a control command to indicate switching to the target state.

[0010] S3. Signal Transmission and Closed-Loop Feedback: The system sends the control command to the Advanced Automated Driving Controller (ADAC) via the vehicle network and initiates a timed monitoring mechanism to receive feedback signals from the ADAC in response to the control command. If the current state indicated by the received feedback signal is consistent with the target state, the system updates the NOA configuration interface display. If the feedback signal is not received within a preset time threshold, or if the current state indicated by the received feedback signal is inconsistent with the target state, the system controls the function switch to perform a rebound action, forcibly restoring it to the state before operation, and prompts a setting failure message.

[0011] Preferably, the NOA configuration interface includes NOA function enable settings, automatic lane change function settings, and automatic driving style settings; in step S1, the prerequisite services specifically include driver biometric data collection, driver cabin intelligent perception, and location services, which are used as prerequisites for activating the NOA function; in step S2, the associated functions specifically include positioning function, automatic emergency braking, blind spot monitoring, and rearview mirror folding, to provide basic support for the operation of the NOA function.

[0012] Preferably, in step S2, the method further performs interlock control, state memory logic, and disclaimer confirmation. Specifically, the state memory logic is configured as follows: the non-cockpit domain controller corresponding to the associated function remembers the on-state of the associated function after the NOA function is enabled, instead of being remembered by the cockpit controller. The interlock control is configured as follows: when the system detects that a user attempts to disable the associated function while the NOA function is enabled, the system intercepts the disabling operation and outputs a prompt message on the display terminal; and when the NOA function is active and the vehicle is performing automatic assisted driving, the system blocks the disabling operation for the function switch and outputs a takeover prompt, requiring the driver to take over the vehicle before disabling the function. The disclaimer confirmation logic is configured as follows: after determining that the function switch has switched to the on state, a disclaimer pop-up window is output, and in response to the user's confirmation operation, the on state of the function switch is maintained.

[0013] Preferably, for the automatic lane change function setting, the system performs an access status determination. Specifically, the system acquires in real-time the vehicle's current operating mode, the physical power status of the central control screen, and the current activation status of the NOA function; only when the current operating mode belongs to the allowed set, the central control screen is on, and the NOA function is enabled, is the automatic lane change switch determined to be in an interactive state; otherwise, the automatic lane change switch is grayed out, prohibiting user adjustment.

[0014] Preferably, the system provides multiple parameter configuration options for the autonomous driving style settings. The adjustment logic of the parameter configuration options depends on the NOA function being enabled. Each autonomous driving style setting option is associated with a set of underlying control parameters, which specifically include the target following distance, following distance, maximum allowable positive acceleration of the vehicle during following, and frequency threshold coefficient for automatic lane change decisions during adaptive cruise control. The vehicle's dynamic control strategy is adjusted by switching parameter sets.

[0015] Preferably, in step S3, the data interaction is executed based on the Scalable Service-Oriented Middleware Protocol over the Internet Protocol. The control command is encapsulated into a vehicle network message in the communication management module and then sent. The preset time threshold is set to 2 seconds, which is based on the interaction response cycle and covers the downlink transmission time, the controller's internal processing time, and the uplink transmission time.

[0016] Preferably, the method further implements a hierarchical human-machine interaction strategy, including over-control state interaction and alarm interaction. The over-control state interaction logic is configured as follows: when a lateral over-control state signal is received, the control direction is prompted in the guidance window; when a longitudinal over-control state signal is received, the vehicle speed is prompted in the guidance window; when a signal is received indicating a switch from over-control state to active state, a recovery prompt and voice broadcast are output. The alarm interaction logic is configured as follows: when the alarm level is Level 1, a prompt text is displayed overlaid in the guidance window; when the alarm level is Level 2, the display of non-navigation applications is interrupted, and a lane-level navigation interface is forcibly switched, with a warning indicated by a special color outline in the guidance window; when the alarm level is Level 3, the screen edge area is further rendered in a warning color, and a voice command is output; when the alarm level is Level 4 or Level 5, it is determined to be an emergency state, and the area around the screen flashes or remains constantly lit as a warning, and a large pop-up window is displayed, accompanied by continuous alarm sounds, until the vehicle stops.

[0017] Preferably, after the automatic lane change switch is activated, the system performs differentiated rendering based on the driving scenario. In the lane change warning scenario, the map identifies the target object or vehicle ahead that causes the road anomaly and announces the lane change direction via voice. In the lane change execution scenario, the system renders the virtual target position of the lane change and the dynamic guide lines during the lane change process. In the lane-crossing waiting scenario, when a vehicle initiates a lane change but enters a waiting state due to road obstruction, the system renders the target lane area that cannot be entered as a red warning color and hides the regular navigation path guidance lane lines to highlight the warning information.

[0018] A second aspect of the present invention provides a NOA module design system for an intelligent driving vehicle, the system comprising:

[0019] The interactive input module is configured to load the NOA configuration interface containing the automatic lane change switch and respond to the user's touch operation on the function switch, converting the physical touch signal into an operation event signal.

[0020] The logic decision module is configured to execute access verification logic in response to the operation event signal; the logic decision module verifies the vehicle's front-end service activation status and the vehicle's associated function activation status, and generates control commands if the verification passes.

[0021] The logic decision module is also configured to execute interlock control, state memory logic, disclaimer confirmation and parameter configuration logic, and determine the interaction state of the automatic lane change switch in real time according to the vehicle's working mode.

[0022] The communication management module is configured as an extensible service-oriented middleware protocol based on the Internet Protocol. It encapsulates the control commands into vehicle network messages and sends them to the advanced automated driving controller. It is also used to receive feedback signals, alarm signals and over-control status signals from the advanced automated driving controller.

[0023] The communication management module has built-in timing logic. When the feedback signal is not received within a preset time threshold, or when the received feedback signal indicates that the current state is inconsistent with the target state, the function switch is triggered to perform a rebound action.

[0024] The panoramic feedback module is configured to update the interface display status according to the feedback signal, execute a hierarchical human-machine interaction strategy according to the alarm signal level and the over-control status signal, and execute a differentiated rendering strategy according to the current driving scenario after the automatic lane change switch is turned on.

[0025] A third aspect of the present invention provides a medium storing a computer program, which, when executed by a processor, implements the NOA module design method in an intelligent driving vehicle as described in the first aspect.

[0026] The above solution achieves the following beneficial technical effects:

[0027] This invention establishes a closed-loop confirmation mechanism between the cockpit interface and the underlying controller by activating a timed monitoring mechanism after sending control commands to the underlying layer and updating the interface based on the received feedback signals. If no feedback is received within a preset time threshold or the status is inconsistent, the control switch is forcibly retracted. This eliminates false activation states caused by network latency or packet loss, ensuring that the display status of the user interface can accurately and in real time reflect the physical working status of the vehicle's advanced autonomous driving controller, and preventing safety hazards caused by drivers misjudging the function's activation status.

[0028] This invention verifies the status of prior services and associated functions before function activation and executes interlock control logic during function activation, i.e., intercepts the shutdown operation for key safety configurations (such as automatic emergency braking). This ensures that the NOA function can only be activated when all safety redundancy conditions (such as positioning, perception, and braking) are met, and forcibly maintains the safety boundaries required for system operation, preventing the vehicle from losing protection due to the driver accidentally shutting down basic safety functions during autonomous driving.

[0029] This invention uses a tiered alarm interaction strategy and differentiated rendering technology for automatic lane changing scenarios. When a vehicle is blocked from changing lanes and enters a waiting state on the line, the area that cannot be entered is rendered as a warning color. The abstract algorithm decision logic (such as lane change suspension and alarm level) is transformed into intuitive visual symbols, enabling the driver to quickly understand the vehicle's current driving intention and the reason for the restriction in complex road conditions or emergency takeover scenarios, so as to make an accurate takeover response when necessary. Attached Figure Description

[0030] Figure 1 This is a flowchart of a NOA module design method in an intelligent driving vehicle provided by one or more embodiments of the present invention.

[0031] Figure 2 This is a hardware architecture block diagram of a CSC controller resource allocation system provided in one or more embodiments of the present invention.

[0032] Figure 3 This is a schematic diagram of the software layered architecture of an IVI system provided in a specific embodiment of the present invention.

[0033] Figure 4 This is a functional activation path and logic state diagram of the NOA enable module provided in a specific embodiment of the present invention.

[0034] Figure 5 This is a functional logic and state transition diagram of the automatic lane changing function module provided in a specific embodiment of the present invention. Detailed Implementation

[0035] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] See attached document Figure 1 This embodiment provides a design method for a NOA module in an intelligent driving vehicle. This method is applied to an electronic and electrical architecture that includes a cockpit controller (CSC) and an advanced automated driving controller (HAD).

[0037] Reference Appendix Figure 2The in-vehicle cockpit controller (CSC) adopts a centralized architecture. The hardware layer includes a microcontroller unit (MCU) and a system-on-a-chip (SoC), and connects to peripherals via CAN-FD, Ethernet, and video interfaces. In terms of software architecture, the CSC runs a virtualization platform, on which both the QNX and Android systems run. The Android system layer communicates with the underlying layers through an adaptation layer and a service-oriented architecture (SOA) layer. In this embodiment, the NOA (Normally Access Controller) sets up the application interface and logic processing modules, which are deployed within the Android system's application layer. The advanced automated driving controller (HAD) employs a multi-core architecture (e.g., Infineon Aurix series chips) and runs the AutoSAR software architecture, responsible for performing perception fusion, path planning, and vehicle dynamics control.

[0038] The in-vehicle cockpit controller and the advanced autonomous driving controller are connected via a high-speed in-vehicle Ethernet network, and data exchange is based on the Scalable Service-Oriented Middleware (SOME / IP) protocol over IP. The communication management module and the SOME / IP daemon are responsible for service discovery and packet forwarding.

[0039] See attached document Figure 2 This method includes the following processing steps:

[0040] Step S1: System Initialization and Status Synchronization. After the vehicle starts, the Android system enters working mode. The NOA module loads the NOA configuration interface on the central control screen. The NOA configuration interface contains three core functional sub-modules: NOA function enable settings, automatic lane changing function settings, and autonomous driving style settings.

[0041] When a user enters the NOA settings interface, the application layer initiates a status query request to the lower layer through the adaptation layer. The vehicle cockpit controller determines whether it has received the on / off status signal from the advanced automated driving controller within a preset time threshold (set to 2 seconds in this embodiment).

[0042] If no status signal is received within 2 seconds, or if the received signal is an abnormal value, the NOA function switch, automatic lane change switch, and driving style option on the application layer control interface will be grayed out (Disabled) and user operation will be prohibited.

[0043] If a valid status signal (0 or 1) is received within 2 seconds, the application layer renders the switch status (on or off) based on the signal value.

[0044] In addition, the vehicle cockpit controller also needs to verify whether the driver's biometric data collection, driver's cockpit intelligent sensing, and location services are enabled. If any of these services are not enabled, the NOA function switch will be forcibly grayed out.

[0045] Step S2: User Command Response and Logic Processing. When a user is detected performing a touch operation on a validly active control, the logic decision module executes the following logic:

[0046] Regarding NOA (Noise, Assignment, and Assist) function enable settings: When the user clicks the switch, the logic decision module checks whether the associated settings (including positioning function, automatic emergency braking, blind spot monitoring, and rearview mirror folding) are enabled. If not enabled, a pop-up window prompts the user to set it; if enabled, the vehicle cockpit controller will first display a NOA function disclaimer pop-up window, and only after the user reads and clicks to confirm will the application layer issue an enable command.

[0047] It should be noted that when the NOA function is enabled, the activation status of the associated settings is remembered by the controller of the associated function (not the vehicle cockpit controller). If the user attempts to disable the associated function while NOA is enabled, the logic decision module will intercept the operation and output a message on the display terminal stating that the NOA function is enabled and requesting that the NOA function be disabled first.

[0048] When the NOA function is active (i.e., the vehicle is performing autonomous driving assistance), the logic decision module disables the NOA function switch from being turned off. If a turn-off command is detected, the switch remains on, and the instrument panel and navigation interface output a takeover prompt, forcing the driver to take over the vehicle and exit the NOA activation state before the NOA function switch can be turned off.

[0049] Regarding the automatic lane change function settings: The adjustment of the automatic lane change function depends on the vehicle's operating status. The automatic lane change switch is only interactive when the vehicle is in normal operating mode (Standby, Driving, or Pre-On), the screen is on, and the NOA main function is activated.

[0050] Regarding the autonomous driving style settings: The NOA configuration interface offers three parameter configurations: aggressive, normal, and conservative. Adjusting the autonomous driving style settings also depends on the activation status of the NOA main function.

[0051] Step S3: Signal Transmission and Closed-Loop Feedback. The communication management module uses a closed-loop confirmation mechanism to process control signals. Taking NOA enable setting as an example, the signal flow process is as follows:

[0052] Downlink command transmission: After the user operates and confirms the disclaimer, the application layer generates control commands. The control commands pass through the adaptation layer, SOA interface layer, and communication management module in sequence, and are encapsulated into Ethernet messages and sent to the advanced autonomous driving controller.

[0053] Uplink status feedback (HAD side): After receiving the instruction, the advanced automated driving controller updates its internal status and sends a feedback signal (such as HAD_NOAEnableSwitchSt_NOA) to the vehicle cockpit controller.

[0054] Peer Notification and Interface Refresh (CSC Side): After receiving the feedback signal, the vehicle cockpit controller generates a notification signal (such as Dis_NotifyONChgNOAEnableSwitchSt) to inform the peer IP (i.e., the associated display or control unit) that its status has changed. Simultaneously, the application layer listens for feedback signals within a preset timeout window (2 seconds).

[0055] If the received feedback status matches the target status of the operation, update the interface display;

[0056] If the feedback received within 2 seconds is the same as the original state (i.e., the operation was unsuccessful), or if an abnormal signal is received, the application layer control interface switch will execute a bounce animation to restore the state before the operation and display a setting failure message.

[0057] Through the hardware architecture and logic flow of this embodiment, the present invention achieves highly reliable interaction between the central control interface and the underlying autonomous driving controller, ensuring the accuracy and safety of NOA function configuration in complex in-vehicle network environments.

[0058] See attached document Figure 1 and attached Figure 4 Following step S2, the NOA enable setting module is configured to execute the complete control chain from user input to system state changes. To ensure the safety of the autonomous driving system, the NOA enable setting module first pre-verifies the operability of the function switches based on strict Boolean logic.

[0059] Switch validity determination logic. During the system operation cycle, the vehicle cockpit controller periodically acquires the status bits of each vehicle subsystem and calculates the validity flag bit of the NOA enable switch. Only when When the value is True, the NOA soft switch on the central control screen will respond to the touch event; otherwise, it will remain grayed out. The switch validity determination logic follows the following formula:

[0060] ;

[0061] in, This is a control signal indicating the validity of the NOA enable switch. A value of 1 allows the switch to interact, while a value of 0 grays out the switch. Represents the logical AND operation; symbol This indicates that it belongs to set operations; This indicates the current operating mode status value of the vehicle power supply and domain controller; This represents the set of system states that allow NOA to be enabled, corresponding to Standby, Driving, and Pre-On states, respectively. This indicates the hardware power supply and display status of the central control screen. A value of 1 indicates that the screen is on (ScreenOn), and a value of 0 indicates that the screen is off. This indicates the status bit of the driver biometric data collection service; a value of 1 indicates that the service is normally enabled. This indicates the status of the intelligent sensing service in the cockpit; a value of 1 indicates that the service is normally enabled. This indicates the status bit of the high-precision location service; a value of 1 indicates that the service is normally enabled.

[0062] Interlocking control, disclaimer confirmation, and state memory logic. When the condition is true and the user triggers the activation command, the logic decision module enters the interlock detection and command issuance process. The vehicle cockpit controller first checks the current status of the associated function set (including high-precision positioning, automatic emergency braking, blind spot monitoring, and automatic folding rearview mirrors). If there are any unactivated items in the associated function set, the application layer generates a pop-up window prompting the user to go to the settings; if all are activated, the application layer outputs a disclaimer pop-up window and responds to the user's confirmation operation, maintaining the activation request status of the function switch, and then sends an activation signal downward through the application layer.

[0063] In the signal transmission link, the control signal generated by the user's operation of the NOA switch is encapsulated by the adaptation layer, sent to the communication management module via the SOA interface, and finally sent to the Advanced Automated Driving Controller (HAD) in the form of an Ethernet message. Upon receiving the control signal, the HAD sends a HAD_NOAEnableSwitchSt_NOA signal to the vehicle cockpit controller. Upon receiving the feedback signal, the vehicle cockpit controller generates a Dis_NotifyONChgNOAEnableSwitchSt signal to notify the peer IP to synchronize its state.

[0064] This embodiment employs a distributed state memory strategy: the vehicle cockpit controller only acts as a display and command initiator and is not responsible for remembering the activation status of associated functions. That is, when the NOA function is activated, forcibly activating associated functions such as automatic emergency braking and blind spot monitoring, the activation status of these associated functions is non-volatilely stored by their respective chassis domain controller or intelligent driving domain controller. If the user attempts to disable an associated function while NOA is active, the vehicle cockpit controller will intercept the operation request and will not issue a disable command. Simultaneously, it will display a text message on the human-machine interface indicating that the NOA function is activated, requesting the user to disable the NOA function first, followed by disabling this function, and will trigger a prompt sound until the NOA main switch is turned off.

[0065] Activation-State Protection and Override Logic. When the NOA function transitions from the ON state to the OFF state (i.e., the vehicle has taken over lateral and longitudinal control), the logic decision module executes the misoperation protection logic. At this time, if the user attempts to disable the function by clicking the NOA switch on the central control interface, the application layer will ignore the disabling command, maintain the switch display as ON, and trigger a voice announcement: "NOA function is active. Please take over the vehicle and exit NOA to disable this function." The logic mandates that the driver must first physically deactivate the system (by turning the steering wheel, pressing the brake, or pressing the physical exit button) before attempting to disable the function at the software level.

[0066] The NOA module defines four core operating states and their corresponding display logic:

[0067] Standby mode: When the planned navigation route includes NOA available sections, the panoramic feedback module marks the available sections on the map layer in the form of dots.

[0068] Activation Status: When an activation signal is received from the Advanced Autopilot Controller, the navigation interface switches to lane-level rendering mode and displays a text prompt that the NOA function can be activated in the current area for a duration consistent with the signal duration (maximum 5 seconds).

[0069] Activation Status: The interface displays the NOA activation icon. If a valid navigation route exists, the voice prompt will announce that NOA is activated; please release the steering wheel and accelerator pedal. If there is no navigation route (cruising only), the prompt will announce that NOA is partially activated; please be aware of lane changes.

[0070] Overtaking Status: The panoramic feedback module distinguishes between lateral and longitudinal overtaking. When it receives a lateral overtaking signal from HAD, the guidance window displays "Please pay attention to control direction"; when it receives a longitudinal overtaking signal, it displays "Please pay attention to control speed". When overtaking ends and reactivates, the panoramic feedback module announces that NOA has been restored.

[0071] Alarm tiered processing mechanism. The panoramic feedback module executes a tiered human-machine interaction strategy based on the received alarm signal level. Let the current alarm level be... Interactive actions performed by the panoramic feedback module Follow the logical description below:

[0072] when When a Level 1 alarm is triggered, the panoramic feedback module displays a prompt text overlaid on the NOA guidance window, which includes messages such as "Please pay attention to road conditions" or "Please pay attention to traffic signs."

[0073] when When a Level 2 alarm is triggered, the panoramic feedback module immediately interrupts the display of all non-navigation applications, forcibly switches to the lane-level navigation interface, and issues a warning by outlining the guidance window with a special color (such as yellow), while simultaneously playing a voice prompt requesting vehicle control.

[0074] when (Level 3 alarm) In addition to the Level 2 alarm, the panoramic feedback module renders the edge area of ​​the central control screen in a warning color (such as orange) and outputs a high-priority voice command to take over the vehicle immediately. If the alarm signal lasts for more than 5 seconds, the prompt message will automatically disappear.

[0075] when When a Level 4 or Level 5 alarm occurs, the logic decision module determines it to be an emergency. The area around the control screen of the vehicle's cockpit controller flashes frequently or remains constantly red as a warning. The navigation application exits high-precision map rendering mode and displays a large pop-up window requesting immediate takeover. Simultaneously, the panoramic feedback module outputs continuous alarm sounds in conjunction with the acoustic channel and provides a reminder in conjunction with multimodal alarms. At this time, the vehicle's underlying control system executes a pullover or lane-keeping maneuver. Once the vehicle speed drops to 0, the interface prompt changes to "Vehicle has stopped, please take over immediately." In this emergency state, if the communication management module receives a NOA exit signal, it immediately clears all alarm display layers and restores the normal interface.

[0076] See attached document Figure 1 and attached Figure 5 After completing the NOA function enabling steps, the NOA module enters the automatic lane changing function configuration and monitoring steps.

[0077] The Cockpit Controller (CSC) monitors the vehicle's system status, screen status, and the activation status of the NOA (No-Action Assist) main function in real time through the application layer to determine the access conditions for the automatic lane changing function. To accurately quantify the access logic, a formula for determining the operable state of the automatic lane changing function is defined. as follows:

[0078] ;

[0079] in, This indicates the activation status of the automatic lane change setting soft switch. When the calculation result is 1, the automatic lane change adjustment soft button on the central control screen is in a clickable and highlighted state. When the calculation result is 0, the button is grayed out and cannot be clicked. This represents the current operating mode of the vehicle system, and its valid value set is: These correspond to standby mode, driving mode, and pre-activation mode, respectively; This indicates the physical power status of the central control screen. A value of 1 indicates that the screen is on (ScreenOn), and a value of 0 indicates that the screen is off. This indicates the current activation status of the NOA function. A value of 1 indicates that the NOA function is enabled, which is a necessary prerequisite for the automatic lane changing function to take effect.

[0080] When the user presses the automatic lane change adjustment soft button, the application layer executes strict signal transmission and status feedback verification logic. The specific signal transmission path is as follows: the control command generated by the application layer passes through the adaptation layer, SOA service layer, communication management module, SOME / IP daemon process in sequence, and is finally transmitted to the Advanced Automated Driving Controller (HAD) via the vehicle Ethernet.

[0081] During the signal feedback phase, the application layer starts a timer. Perform status confirmation. Assume the current switch display status is... The uplink feedback signal status is The specific interaction logic is as follows:

[0082] like If no feedback signal is received, or if the received feedback signal is marked as abnormal, the setting is determined to be unsuccessful, and the automatic lane change switch is grayed out.

[0083] If a feedback signal is received within 2 seconds, but If the feedback status is consistent with the status before the operation, it is determined that the setting has not taken effect, the control switch status will bounce back to the value before the operation, and the setting failure will be displayed;

[0084] If a valid feedback signal is received and the status is updated (i.e., the HAD_ALCSwitchSt_NOA signal is received), the CSC will then send a Dis_NotifyONChgAutoLaneChangeSwitchSt notification to the peer IP to complete the interface status refresh.

[0085] After the automatic lane change function is activated, the panoramic feedback module executes differentiated rendering strategies on the central control navigation interface based on different driving scenarios and lane change stages. The rendering logic is mainly divided into three stages: lane change warning, lane change execution, and waiting for lane departure.

[0086] Phase 1: Lane Change Warning Scenario. When the NOA module plans a lane change intention, the interface will display the following indicators based on the trigger source:

[0087] If the triggering source is a road anomaly (such as construction or an accident), a red box will be generated on the map to mark the target object causing the anomaly, and the target lane to be switched into will be highlighted, while the direction of lane switching will be announced via voice.

[0088] If the trigger is the vehicle in front slowing down, the icon of the vehicle in front and the target lane will be highlighted on the map.

[0089] If the triggering source is a large vehicle (in front or behind), the large vehicle and the target lane will be highlighted on the map.

[0090] If the triggering source is navigation planning or traffic efficiency requirements, the voice broadcast will change lanes in the navigation direction and render the target lane on the map.

[0091] Phase Two: Lane Change Execution Scenario. When the vehicle begins to perform a steering maneuver, the panoramic feedback module calculates the virtual target position and guide trajectory. The interface renders highlighted models of related objects causing the lane change (such as the vehicle in front, large vehicles, and abnormal targets) in real time, keeping these highlighted models constantly lit until the lane change is complete. Simultaneously, the expected cut-in position (virtual target position icon) calculated by the NOA module is displayed on the interface in a semi-transparent or dashed frame format, and a dynamically smooth guide line connecting the vehicle's current position to the virtual target position is drawn to indicate the driving trajectory.

[0092] Phase 3: Lane-crossing waiting scenario. When a vehicle initiates a lane change but enters a waiting state due to road conditions (such as oncoming traffic or insufficient space), the panoramic feedback module executes specific warning rendering logic. At this time, the HMI interface must implement a navigation lane hiding strategy to highlight the warning information.

[0093] The specific rendering strategy is as follows: When the NOA module enters the automatic lane changing waiting state, such as due to road abnormalities, vehicle slowing down in front, large vehicles, or insufficient space caused by navigation needs, the panoramic feedback module will render the target lane area that cannot be entered temporarily as a red warning color, and hide the regular navigation path guidance lane lines until the lane changing action is completed or canceled, so as to avoid visual interference.

[0094] Meanwhile, the panoramic feedback module will display a pop-up message on the interface indicating that the road conditions are complex and that it is continuing to try or that the current scene space is insufficient and it will continue to try. It will also highlight the conflicting objects that prevent it from changing lanes (such as vehicles in the target lane).

[0095] See attached document Figure 5 After completing the configuration steps for the automatic lane-changing function via the central control screen, the NOA module enters the personalized configuration for executing the autonomous driving style.

[0096] The personalized configuration of the autonomous driving style is designed to respond to user requests to adjust the autonomous driving behavior mode. The application layer pre-configures the autonomous driving style configuration interface at the NOA (No Automation) settings level of the central control interface. This interface is associated with a set of parameters of the underlying control algorithm. To ensure the rigor of the functional logic, the in-vehicle cockpit controller (CSC) calculates the permissible state logic values ​​for the style setting function in real time through the application layer.

[0097] ;

[0098] in, This indicates the interaction permission status of the autonomous driving style setting options. When the calculation result is 1, the three radio buttons on the interface—Aggressive, Normal, and Conservative—are highlighted and interactive. When the calculation result is 0, all style option controls are forcibly locked in a grayed-out state, prohibiting input. This indicates the readiness status of the vehicle's power supply and control system. Its value is determined by the following logic: when the vehicle is in any of the Standby, Driving, or PreOn modes, the value is 1; otherwise, it is 0. This indicates the physical working status of the central control display screen. The value is 1 when the screen is lit up and displaying normally. This indicates the state of the NOA main function switch. The logic decision module only allows the adjustment of the driving style in the sub-functions if the user has turned on the NOA main enable switch (i.e., the value is 1).

[0099] In satisfying Under these conditions, when the user clicks the style switch option, the application layer sends a setting request to the Advanced Autonomous Driving Controller (HAD) through the adaptation layer and SOA middleware, and starts a 2-second timer. After receiving the request, the HAD sends back the current actual status signal HAD_DCLCSwitchSt_NOA. The CSC verifies the feedback signal: if feedback is received within 2 seconds and the feedback value matches the requested value, the setting is confirmed as successful and a notification signal Dis_NotifyONChgNOALeverLaneChangeSwitchSt is sent to synchronize the status display; if no feedback is received within the timeout or the feedback value does not match the request, the setting is determined to have failed, the interface options automatically revert to the state before the operation and are grayed out to indicate to the user that the current communication or function is abnormal.

[0100] In terms of technical implementation, switching autonomous driving styles essentially involves a complete switch of the control parameter set. To fully disclose the specific impact of different styles on vehicle dynamics, an autonomous driving style control parameter vector is defined. as follows:

[0101] ;

[0102] in, This represents the set of underlying control parameters corresponding to the currently selected autonomous driving style; This indicates the target following distance during adaptive cruise control, i.e., the time interval maintained between the vehicle in front and the vehicle in front. This indicates the following distance, which is the physical distance between your vehicle and the vehicle in front after your vehicle has come to a complete stop in congested or red light situations. This indicates the maximum positive acceleration allowed for the vehicle while following another vehicle or regaining speed. This represents the frequency threshold coefficient for automatic lane-changing decisions, used to regulate the incentive for vehicles to initiate overtaking and lane-changing maneuvers.

[0103] The advanced autonomous driving controller calls pre-stored parameters based on the user's selection of an aggressive, normal, or conservative mode. Numerical value. In aggressive mode, and Take the smaller value to closely follow the car in front, while and The larger value is selected to provide a stronger sense of acceleration and more frequent overtaking strategies; the conservative mode, on the other hand, prioritizes driving stability and safety redundancy.

[0104] See attached document Figure 1 In NOA function enabling, automatic lane changing function and autonomous driving style settings, every touch operation of the user on the central control screen needs to be converted into specific control commands through the underlying communication link and sent to the advanced autonomous driving controller (HAD). At the same time, it relies on the data interaction timing closed loop to update the interface state.

[0105] This embodiment employs a service-oriented architecture (SOA) communication mechanism based on in-vehicle Ethernet. When a user triggers NOA (Noise of Assist), automatic lane changing, or any switch control in the autonomous driving mode at the application layer, the application layer does not directly generate network data packets. Instead, it first maps the user's UI operation events into standardized service interface calls through the adaptation layer. Subsequently, the communication management module in the SOA middleware calls the daemon process of the SOME / IP protocol stack to serialize the instructions and send them to the HAD controller corresponding to the peer IP address through the Ethernet physical interface of the hardware layer.

[0106] To ensure consistency between the status displayed on the central control screen and the actual status of the vehicle at the underlying level, the communication management module has a 2-second timeout threshold. This time threshold is based on an end-to-end interaction response cycle model, defining the closed-loop response time of a single control interaction. as follows:

[0107] ;

[0108] in, This indicates the total time required from when the user taps the screen switch until the application layer receives a valid feedback signal and refreshes the UI; This represents the downlink transmission time, which includes the processing time from the application layer to the adaptation layer on the CSC side, the SOME / IP serialization time, and the network latency for transmission to the HAD via Ethernet. This indicates the internal processing time of the HAD controller, which refers to the time slice consumed by the HAD after receiving an instruction to perform security verification, policy calculation, and state machine transitions. This represents the uplink transmission time, which is the time it takes for HAD to feed back the latest status signal to CSC and for it to be deserialized and parsed.

[0109] The timeout threshold (2 seconds) designed for the communication management module must be greater than that under normal operating conditions. The maximum value is set to accommodate network fluctuations. In actual operation, for the NOA enabling setting, when the user clicks the switch, the application layer records the current timestamp and starts the timer. HAD, acting as the server, after completing its internal logic processing, sends a feedback signal HAD_NOAEnableSwitchSt_NOA via Ethernet. The CSC application layer performs verification upon receiving the feedback signal: if... If the signal value is valid (0 or 1), the setting is considered successful. At this time, CSC not only updates the local UI display, but also sends a notification signal Dis_NotifyONChgNOAEnableSwitchSt to the other end to synchronize the NOA enable status of the entire vehicle (such as the instrument panel and HUD).

[0110] Similarly, for the automatic lane changing function in step S2, the communication link monitors the HAD_ALCSwitchSt_NOA signal fed back by HAD. If CSC receives this signal within 2 seconds, it sends a Dis_NotifyONChgAutoLaneChangeSwitchSt request signal to confirm the state change. For the autonomous driving style setting in step S3, the communication management module monitors the HAD_DCLCSwitchSt_NOA signal fed back by HAD. This signal contains three state values ​​(0, 1, 2): aggressive, normal, and conservative. After CSC verifies the value, it sends Dis_NotifyONChgNOALeverLaneChangeSwitchSt to complete the setting loop.

[0111] If during any process of enabling NOA function, automatic lane changing function, or autonomous driving style, If no feedback is received within a timeout period (i.e., no feedback is received within a timeout period), or if the received uplink signal is an abnormal value, the application layer will execute rollback logic, forcibly restoring the switch state on the interface to its state before the operation, and graying out the control to prevent users from mistakenly believing that the function is enabled. This communication mechanism based on strict timing verification ensures the high reliability and security of the NOA module in complex network environments.

[0112] See attached document Figure 3 The system's physical architecture relies on the hardware platform of the Cockpit Controller (CSC), which includes a microcontroller unit (MCU) and a system-on-a-chip (SOC). The MCU connects to the vehicle's underlying network via a CANFD interface, responsible for maintaining the communication link in Standby, Driving, or Pre-On power modes. The SOC runs the QNX and Android operating systems, handling IVI application layer logic and graphics rendering tasks. The CSC temporarily stores runtime data using onboard volatile memory and records user-defined NOA (Noise, Arrival, and Availability) function states and driving style parameters using non-volatile memory.

[0113] The logical architecture of this system is based on a service-oriented architecture (SOA) design, specifically including an interactive input unit, a logical decision-making unit, a communication management unit, and a panoramic feedback unit.

[0114] The interactive input unit captures the user's click coordinates through the capacitive touch layer of the central control screen. When it detects that the user has triggered a function switch (such as NOA enable, automatic lane change, or driving style switching) in the NOA settings interface, the interactive input unit converts the physical touch signal into a software event and transmits it to the logic decision unit.

[0115] The logic decision unit (LDU) is located between the application layer and the adaptation layer of the IVI system. Its core function is to perform logical checks on multiple conditional AND gates. Upon receiving an activation request, the LDU must simultaneously detect that all of the following conditions are true before generating an activation command: the vehicle is in normal operating power, the screen is on, the driver's biometric data collection function is enabled, the in-cabin intelligent sensing function is enabled, and the location service function is enabled. If any of these prerequisites are not met, the LDU will directly control the interface controls to be grayed out, prohibiting user operation. If it detects that only related settings (such as location services) are not enabled, a pop-up window will prompt the user to navigate to the settings.

[0116] Furthermore, the logic decision unit is equipped with forced linkage and interlocking logic: when the main switch of the NOA function is turned on, the logic decision unit will automatically retrieve the status of the positioning function, automatic emergency braking, and rearview mirror folding function. If they are off, it will forcibly switch them to the on state, and this will be memorized by the hand controller. At the same time, the logic decision module locks the disabling permissions of these sub-functions. If the user attempts to disable the associated functions while the NOA is active, the logic decision unit will intercept the request and trigger a prompt message on the instrument panel and navigation output stating that the NOA function is enabled and cannot be disabled.

[0117] The Communication Management Unit (CMS) is responsible for data interaction between the Control Controller System (CSC) and the Advanced Automated Driving Controller (HAD). The CMS uses the SOME / IP protocol to encapsulate and send control signals generated by the logic decision unit to the HAD via Ethernet. The CMS employs a strict closed-loop feedback mechanism: after a control signal is issued, the CMS immediately initiates a 2-second timer. The CMS must receive a confirmation feedback signal from the HAD within this 2-second window. If feedback is successfully received within 2 seconds and the status matches the request, the application layer confirms the operation was successful. If no feedback is received after 2 seconds, or if the received feedback signal is abnormal, the CMS determines that communication has timed out or failed. In this case, the instruction logic decision unit reverts the switch state to its pre-operation state and displays a failure message on the interface to prevent discrepancies between the interface display and the underlying actual state.

[0118] The panoramic feedback unit is responsible for adjusting the display content of the central control screen, instrument panel, and HUD in real time according to the system status. After the NOA function is activated, the panoramic feedback unit drives the navigation application to switch to the lane-level navigation interface. The panoramic feedback unit is also responsible for executing the visual presentation logic of graded alarms: when a level 1 alarm signal is received, only a text prompt is displayed in the guidance window; when a level 2 or 3 alarm signal is received, the panoramic feedback unit forces the central control interface to switch from lane-level navigation back to the regular navigation display and outlines the NOA guidance window with a special color; when a level 4 or 5 alarm signal, the highest level, is received, the panoramic feedback unit controls the central control screen to display a red warning border, exits the high-definition map state, and plays a voice prompt requesting immediate takeover in conjunction with the voice interaction module, until the system confirms that the vehicle has pulled over or the driver has taken over the vehicle.

[0119] The electronic device provided in this embodiment of the invention is specifically an in-vehicle cockpit controller (CSC), which is configured to execute the NOA module design method.

[0120] The electronic device employs a heterogeneous computing architecture at the hardware level, integrating a microcontroller unit (MCU) and a system-on-a-chip (SOC). The MCU connects to the vehicle network via a CANFD interface and is configured to monitor the vehicle's power status (Standby, Driving, Pre-On). The SOC is only allowed to load NOA-related functional modules when the MCU detects that the vehicle is in one of these normal operating power states. The SOC, as the main computing unit, runs both the QNX and Android operating systems and communicates with the MCU via an internal high-speed bus. The device is equipped with both non-volatile and volatile storage media. The non-volatile storage media stores the operating system image and user-defined NOA configuration files, while the volatile storage media temporarily stores high-frequency data exchanged between the application layer and the underlying network during system operation.

[0121] In terms of software architecture and communication links, electronic devices implement the issuance and feedback of NOA commands through a specific protocol stack. When a user triggers the NOA function switch on the interactive interface, the command is first generated at the application layer, then sequentially penetrates the adaptation layer and the Service-Oriented Architecture (SOA) layer, and is finally encapsulated into a SOME / IP protocol message by the communication management module. This message is sent to the Advanced Automated Driving Controller (HAD) via the vehicle's Ethernet interface. In the specific communication process, the electronic device sends the Dis_NotifyONChgNOAEnableSwitchSt signal to inform the peer of the state change request and listens for the HAD_NOAEnableSwitchSt_NOA signal fed back by the peer.

[0122] This embodiment also provides a computer-readable storage medium storing computer program instructions. When the computer program instructions are executed by a processor, the following specific logic control flow is implemented:

[0123] First, a strict closed-loop verification logic for the on / off state is executed. After sending an on request to the HAD, the communication management module starts a monitoring timer with a duration of 2 seconds. If a feedback signal is received within 2 seconds and the value is valid (0 or 1), the application layer updates the interface display; if no feedback signal is received within 2 seconds, or if the received feedback signal is an abnormal value, the instruction logic will force the interface on / off state to bounce back to the state before the operation and gray out the control display to prevent inconsistency between the HMI display and the actual underlying state.

[0124] Secondly, the interlock control logic for the forced association function is executed. When the NOA function is detected to be enabled, the instruction sequence automatically retrieves the status of automatic emergency braking, blind spot monitoring, rearview mirror folding, and positioning functions. If any of these functions are disabled, the logic decision module automatically switches them to the enabled state and locks the disabling permissions for these functions. If the user attempts to disable the association function during NOA activation, the logic decision module will intercept the operation request and output a prompt message through the instrument and navigation interface stating that the NOA function is enabled and requesting the user to disable the NOA function before disabling this function, accompanied by a buzzer sound.

[0125] Finally, the multimodal feedback logic for graded alarms is executed. The instruction sequence calls different output resources according to the received alarm level signal: when a level 1 alarm signal is received, only a text prompt is displayed in the guidance window; when a level 2 or 3 alarm signal is received, the map display is forcibly switched from high-definition map mode back to the lane-level navigation regular interface, and the guidance window is outlined with a special color; when a level 4 or 5 alarm signal is received, the panoramic feedback module controls the central control screen to display a red warning border around it, pauses the entertainment media sound, and plays a voice prompt asking for immediate takeover until the system confirms that the vehicle has pulled over or the driver has taken over the vehicle.

[0126] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A design method for a NOA module in an intelligent driving vehicle, characterized in that, Includes the following steps: S1. After loading the NOA configuration interface, initiate a status query request to the underlying layer and obtain the returned switch status signal. Determine the operable status of the function switch in the NOA configuration interface based on the switch status signal. Simultaneously check the activation status of the vehicle's front-end services; if the front-end services are not activated, forcibly disable the function switch. S2. When a touch operation is detected on the function switch, determine the target state corresponding to the touch operation and verify the activation state of the associated functions of the vehicle. If the associated function is disabled, a prompt message will be output. If the associated function is enabled, a control command is generated to indicate switching to the target state. S3. Send the control command to the advanced automated driving controller and receive the feedback signal from the advanced automated driving controller in response to the control command; If the current state indicated by the received feedback signal is consistent with the target state, update the NOA configuration interface display; When the conditions selected from not receiving the feedback signal within a preset time threshold and the current state indicated by the received feedback signal being inconsistent with the target state are met, the function switch is controlled to perform a rebound action to restore the state before operation.

2. The NOA module design method in an intelligent driving vehicle according to claim 1, characterized in that, The NOA configuration interface includes NOA function enable settings, automatic lane changing function settings, and automatic driving style settings. In step S1, the pre-service includes driver biometrics collection, intelligent sensing in the driver's cabin, and location services; In step S2, the associated functions include positioning, automatic emergency braking, blind spot monitoring, and rearview mirror folding.

3. The NOA module design method in an intelligent driving vehicle according to claim 1, characterized in that, The function switch is used to control the NOA function of the vehicle; In step S2, the method further includes performing interlock control, state memory logic, and disclaimer confirmation, wherein performing interlock control, state memory logic, and disclaimer confirmation specifically includes: The state memory logic is completed by controlling the non-cockpit domain controller corresponding to the associated function to remember the activation state of the associated function after the NOA function is activated. The interlock control is completed by intercepting the closing operation when the user attempts to close the associated function while the NOA function is enabled and outputting a prompt message on the display terminal; and by blocking the closing operation for the function switch and outputting a takeover prompt when the NOA function is active and the vehicle is performing automatic assisted driving. After determining that the function switch is switched to the on state, a disclaimer pop-up window is output, and in response to the user's confirmation operation, the function switch is kept on state, thus completing the disclaimer confirmation logic.

4. The NOA module design method in an intelligent driving vehicle according to claim 2, characterized in that, The automatic lane changing function is set to a corresponding automatic lane changing switch, and the method further includes: By obtaining the vehicle's current operating mode, the physical power status of the central control screen, and the current activation status of the NOA function; The automatic lane change switch is determined to be in an interactive state only when the current working mode belongs to the allowed set, the central control screen is on, and the NOA function is enabled; otherwise, the automatic lane change switch is grayed out to determine the interactive state of the automatic lane change switch.

5. The NOA module design method in an intelligent driving vehicle according to claim 2, characterized in that, The autonomous driving style settings correspond to multiple parameter configuration options, and the method further includes parameter configuration, which specifically includes: The parameter configuration is completed by determining that the adjustment of the parameter configuration option depends on the NOA function being enabled, and configuring the autonomous driving style setting option to associate with a set of underlying control parameters. The underlying control parameter set includes the target following distance, following distance, maximum allowable positive acceleration of the vehicle during following, and frequency threshold coefficient for automatic lane change decision during adaptive cruise control.

6. The NOA module design method in an intelligent driving vehicle according to claim 1, characterized in that, In step S3, the method further includes data interaction, specifically: Data interaction is completed by sending the control commands and receiving the feedback signals through an extensible service-oriented middleware protocol based on Internet Protocol. The preset time threshold is set to 2 seconds; The control command is sent by encapsulating it into a vehicle network message in the communication management module.

7. The NOA module design method in an intelligent driving vehicle according to claim 5, characterized in that, The method further includes a hierarchical human-computer interaction strategy, which includes over-control state interaction and alarm interaction. The over-control state interaction specifically includes: By receiving a lateral overdrive status signal from the advanced autonomous driving controller, the system prompts the control direction in the guidance window; by receiving a longitudinal overdrive status signal from the advanced autonomous driving controller, the system prompts the control speed in the guidance window; and by receiving a signal from the advanced autonomous driving controller indicating a switch from overdrive status to active status, the system outputs a recovery prompt and voice broadcast, thus completing the overdrive status interaction logic. The alarm interaction specifically involves receiving alarm signals from the advanced autonomous driving controller and performing operations according to the level of the alarm signal to complete the hierarchical human-machine interaction strategy. The specific steps of performing the operation based on the alarm signal level include: When the alarm level is Level 1, a prompt text will be displayed over the guidance window. When the alarm level is level 2, the display of non-navigation applications is interrupted, and the lane-level navigation interface is switched. A warning is also given by outlining the guidance window with a special color. When the alarm level is level three, based on the level two alarm, the edge area of ​​the screen will be rendered in a warning color and a voice command will be output. When the alarm level is selected from level four or level five, it is determined to be an emergency state, the area around the control screen will be alerted, and a large pop-up window will be displayed.

8. The NOA module design method in an intelligent driving vehicle according to claim 4, characterized in that, The method also includes differential rendering, which specifically includes: After the automatic lane change switch is turned on, differentiated rendering operations are performed based on lane change warning scenarios, lane change execution scenarios, and lane waiting scenarios. In the lane change warning scenario, the target object or vehicle in front that causes the road abnormality is marked on the map, and the lane change direction is announced by voice. In the lane change execution scenario, the virtual target position of the lane change is rendered and the guide line during the lane change process. In the lane-crossing waiting scenario, when a vehicle initiates a lane change but enters a waiting state due to road obstruction, the target lane area that cannot be entered is rendered as a red warning color, and the regular navigation path guidance lane lines are hidden, thus completing the differentiated rendering operation for the lane-crossing waiting scenario.

9. A NOA module design system for an intelligent driving vehicle, characterized in that, A NOA module design method applied to an intelligent driving vehicle according to any one of claims 1-8 includes: The interactive input module is configured to load the NOA configuration interface containing the automatic lane changer and respond to touch operations on the function switch, outputting operation event signals. The logic decision module is configured to execute access verification logic in response to the operation event signal, and generate control commands by verifying the activation status of the vehicle's front-end services and the activation status of the vehicle's associated functions. The logic decision module is also configured to execute interlock control, state memory logic, disclaimer confirmation and parameter configuration logic, and determine the interaction state of the automatic lane change switch according to the vehicle working mode; The communication management module is configured as an extensible service-oriented middleware protocol based on the Internet Protocol. It encapsulates the control commands into vehicle network messages and sends them to the advanced automated driving controller. It also receives feedback signals from the advanced automated driving controller and alarm signals and over-control status signals from the advanced automated driving controller. When the communication management module meets the conditions selected from not receiving the feedback signal within a preset time threshold or the received feedback signal indicating that the current state is inconsistent with the target state, the function switch is triggered to perform a rebound action. The panoramic feedback module is configured to update the interface display based on the feedback signal, execute a hierarchical human-machine interaction strategy based on the alarm signal level and the over-control status signal, and execute a differentiated rendering strategy based on the driving scenario after the automatic lane change switch is turned on.

10. A medium, characterized in that, The medium stores a computer program, which, when executed by a processor, implements a NOA module design method in an intelligent driving vehicle according to any one of claims 1 to 8.

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