In-depth interpretation of the fourth screen vehicle system

Before Apple released CarPlay, technology media has not yet taken an interest in in-vehicle systems. But in fact, the earliest layout of the in-vehicle system is Microsoft, the monopoly of the PC system industry. In 1995, Microsoft gained insight into the value of the automotive platform and launched the Windows Auto project.

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After more than a decade of evolution, this program has grown into Windows Embedded Automotive, the most famous of which is Ford's SYNC system. In the meantime, the in-vehicle system has also been iteratively upgraded to form three camps.

In this article, let's take a look at the fourth screen of mobile – the car's central control system. From the most primitive single-chip logic circuit to the complex 17-inch large screen of Tesla, the in-vehicle system has completed its own nirvana with the momentum of the computer revolution. Start with the bottom of the car system.

The Windows Auto mentioned above is not an in-vehicle system in itself. It is just the underlying system of an embedded system designed specifically for automotive platforms. A general understanding, you can think of it as a universal solution with a variety of basic computing power and data ports.

But on top of this, automakers, such as Ford, want to unite with Microsoft to personalize their own models. So, you see a lot of in-vehicle systems vary widely, but you may be using the embedded underlying layer of Windows. In addition to Ford's SYNC system, Kia's UVO and Hyundai Blue & Me use Microsoft's bottom layer.

However, the stability, plasticity and expansion functions of Windows embedded systems have gradually disappeared from the era with the rise of the mobile Internet. The most obvious example is that Ford plans to move the SYNC system from Microsoft to QNX in the future.

QNX, an embedded system from BlackBerry. Readers familiar with the BlackBerry know that the BlackBerry BB10 system is built on QNX. Similarly, this flexible system also takes up a large portion of the automotive sector. In fact, QNX has now surpassed Microsoft to become the bottom of the world's largest automotive system, accounting for more than 50%.

According to market research firm ABI, QNX and Microsoft together account for more than 80% of the vehicle system, which means that Microsoft's market share is about 30%. Because of the early start, Microsoft has a strong relationship and solid business in the automotive industry chain, so even though Windows Auto faces many alternatives, it still holds the second place.

At present, BMW's ConnectedDrive, Audi's MMI, and Mercedes-Benz's COMMAND system are all based on QNX. It can be said that basically the in-vehicle system of most mainstream luxury cars is the embedded bottom layer provided by QNX. Super-running like Ferrari is no exception (the car is supplied by Marelli).

The third place? Approximately 20% of the share is the Linux system. For the popularity of Linux systems on the automotive platform, the great and glorious GENIVI Alliance has contributed. GENIVI is jointly launched by OEMs such as BMW, GM, Citroé¾™n, Intel, and parts companies such as Delphi, Marelli, and Visteon to promote the popularity of open source vehicle systems.

With this organization, the Linux Foundation, the main driver of Linux systems, quickly found marketing channels in the automotive arena. As an excellent open source software, Linux naturally becomes the promotion target of GENIVI. At present, Volvo's Sensus system uses the underlying Linux.

It is worth mentioning that Tesla's 17-inch large screen is also a Linux system. This is not the bottom layer, but a complete desktop version of Linux, which is not the same as the Linux Grade Linux Release. Moreover, this Linux version of Tesla is actually Ubuntu, but the UI has been redesigned and specially developed for the CAN bus system of the car.

In addition to the three camps of Windows Auto, QNX, and Linux, the Android system also has a certain presence in the automotive field. The most notable example of using Android as an in-vehicle system is the R-Link system from Renault. In addition, there are few cases in which automakers directly use the Android system to make a car.

Of course, in the Chinese market, Botai's front-loading machine for SAIC's model and Citroen DS Connect is also based on Android-developed systems. But no matter what, Android is still not valued in the eyes of the OEMs, because Google has not launched a special car version of Android for the car, which means that the Android system is put into the car, its security, stability and ease of use. Sex, it is hard to compare with the products built by QNX and other platforms.

All of the above refer to the pre-installation market, while the post-installation market is quite different. In China, for example, the pre-installed systems that are prevalent in the market mainly include Android and WinCE. The former has a higher price, generally in the range of 2,000 to 5,000 yuan, while the latter is mostly at 1,000 yuan or less.

WinCE is the earliest popular car system. Its front and rear solutions are mature, the cost can be controlled very low, and the application is sufficient for basic use. For owners who are not critical of the user experience or interface style, the car is cost effective.

The Android car is booming with the popularity of Android phones. To put it bluntly, an Android car is actually an Android tablet. Simply design an "elderly version" interface for the car scene, and then all other parts are exactly the same as a tablet.

These rear loading machines also have certain entertainment information functions, usually with navigation, music, reversing images, and Bluetooth as the main selling points. But the most important difference with the front loading machine is that the rear loading machine is only an independent subsidiary, and it is not integrated into the entire car's LAN.

The so-called "local area network" is also referred to as the automotive CAN bus system. For example, if you can control the window lift by the car, the general rear loader can't do this. The front loading machine, because of the direct design of the OEM, its operating system can directly talk to the car CAN bus.

An interface of the CAN bus exports information to the vehicle so that the user can control the vehicle on the vehicle. If you have a communication module, you can also use the phone for remote control. Due to the lack of technical support from the OEM, and the CAN bus itself as a heavy-duty technology, its cracking and reverse control have certain difficulties and risks. In the installation, it is necessary to break the line and connect the line. The bus structure of the car. Therefore, most rear-loading machines only provide simple entertainment information.

In addition, some of the vehicle's distinctive design can only be achieved by the front loading machine. For example, BMW's iDrive system can adjust the steering ratio of the vehicle, which requires certain connectivity and cooperation between the vehicle system and hardware control. For example, the Toyota Prius in-vehicle system can check the energy recovery of the battery, which requires the front loading machine to read some core data from the battery BMS and present it on the car screen.

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