Haptic feedback method and vehicle

Abstract

This application provides a haptic feedback method and vehicle, applied in the field of vehicle human-machine interaction technology. The method includes: responding to a user's touch operation on a display screen; acquiring functional attribute information of a target button corresponding to the touch operation, the functional attribute information including the button's danger level and / or importance level; determining a target haptic feedback mode and an initial haptic feedback intensity corresponding to the target haptic feedback mode based on the target button's functional attribute information; acquiring vehicle context information, the vehicle context information including at least one of vehicle operating status information, environmental information, and occupant information; correcting the initial haptic feedback intensity based on the vehicle context information to obtain a target haptic feedback intensity; and executing haptic feedback based on the target haptic feedback intensity. This application can effectively reduce the time the driver's gaze remains on the display screen, reduce the risk of driver distraction, and thus significantly improve driving safety and human-machine interaction experience.

Description

Technical Field

[0001] This application relates to the field of vehicle human-computer interaction technology, specifically to a haptic feedback method and a vehicle. Background Technology

[0002] With the continuous improvement of automotive intelligence, in-vehicle human-machine interaction systems have become an important part of vehicles. Touchscreens, due to their intuitive operation and flexible layout, are gradually replacing traditional physical buttons and becoming the mainstream interaction method for in-vehicle infotainment, vehicle control, and other functions, greatly enriching the functional dimensions of in-vehicle human-machine interaction.

[0003] In current in-vehicle touch interaction scenarios, although different feedback signals can be matched according to the type of touch operation to provide users with differentiated tactile feedback, the intensity of the tactile feedback is a pre-set fixed value. However, the actual driving process of a vehicle is complex, and the vehicle's driving status and external environment are constantly changing. A fixed feedback intensity is difficult to adapt to the needs of various scenarios, making it difficult for drivers to clearly perceive the tactile feedback results. They often need to look down at the screen to confirm whether the operation has taken effect. This behavior distracts the driver from the road, significantly increasing the probability of traffic accidents and posing a serious threat to driving safety. Summary of the Invention

[0004] This application provides a haptic feedback method and vehicle, which can effectively reduce the time the driver's eyes are on the display screen, reduce the risk of driver distraction, and thus significantly improve driving safety and human-computer interaction experience.

[0005] In a first aspect, a haptic feedback method is provided, comprising: responding to a user's touch operation on a display screen, acquiring functional attribute information of a target button corresponding to the touch operation, the functional attribute information of the target button including the button's danger level and / or importance level; determining a target haptic feedback mode and an initial haptic feedback intensity corresponding to the target haptic feedback mode based on the functional attribute information of the target button; acquiring vehicle context information, the vehicle context information including at least one of vehicle operating status information, environmental information, and occupant information; correcting the initial haptic feedback intensity based on the vehicle context information to obtain a target haptic feedback intensity, and performing haptic feedback based on the target haptic feedback intensity.

[0006] Based on the above technical solution, this application embodiment obtains the functional attribute information of the corresponding buttons for touch operation, and can match differentiated tactile feedback modes and initial tactile feedback intensity according to the danger level and / or importance level of the buttons. This allows operations with different functional attributes to have their own unique tactile characteristics, effectively avoiding the problem of single feedback and inability to distinguish operation types in traditional solutions. Simultaneously, by introducing vehicle context information such as vehicle operating status, environment, and occupant information, real-time operating conditions, external environment, and in-vehicle personnel status can be integrated into the adjustment of tactile feedback intensity. This ensures that the final target tactile feedback intensity is adapted to the current driving conditions, guaranteeing that the driver can accurately perceive tactile feedback in different scenarios. This improves the effectiveness and accuracy of tactile feedback, and allows the driver to know the execution result without looking at the screen, effectively reducing the time the driver's gaze stays on the display screen, reducing the risk of driver distraction, and thus significantly improving driving safety and human-computer interaction experience.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, the above-mentioned correction of the initial tactile feedback intensity based on vehicle context information to obtain the target tactile feedback intensity includes: determining a tactile feedback intensity correction coefficient based on vehicle context information; and correcting the initial tactile feedback intensity based on the tactile feedback intensity correction coefficient to obtain the target tactile feedback intensity.

[0008] Based on the above technical solution, this application embodiment determines the tactile feedback intensity correction coefficient according to the vehicle context information. This can transform information from different dimensions such as vehicle speed, environment, and occupants into a unified correction coefficient. Then, the initial tactile feedback intensity is adjusted using this correction coefficient, so that the output tactile feedback intensity is no longer a fixed value, but matches the current driving scenario, driving state, and environmental conditions of the vehicle. This achieves dynamic adaptive adjustment of the tactile feedback intensity, enabling the driver to obtain tactile feedback that is adapted to the current scenario under different working conditions, thereby effectively improving driving safety.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, determining the target tactile feedback mode and the initial tactile feedback intensity corresponding to the target tactile feedback mode based on the functional attribute information of the target button includes: determining the target tactile feedback mode based on a preset mapping relationship according to the danger level and / or importance level of the target button; obtaining the preset tactile feedback intensity of the target tactile feedback mode; and determining the preset tactile feedback intensity as the initial tactile feedback intensity.

[0010] Based on the above technical solution, this application embodiment establishes a mapping relationship between button function attributes and tactile feedback modes in advance. It can directly and quickly match the corresponding tactile feedback form according to the danger level and / or importance level of the button. That is, buttons with different function attributes can obtain differentiated tactile feedback, so that the driver can distinguish the type, importance or risk level of the operation by touch the moment the button is clicked. For example, ordinary operation corresponds to gentle vibration, important operation corresponds to strong vibration, and dangerous operation corresponds to warning vibration. This effectively solves the problem of all buttons having the same feedback in traditional methods, reduces the driver's visual dwell time on the screen during driving, and improves driving safety and human-computer interaction experience.

[0011] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, determining the haptic feedback intensity correction coefficient based on vehicle context information includes: determining a first correction sub-coefficient based on vehicle operating status information; and / or determining a second correction sub-coefficient based on environmental information; and / or determining a third correction sub-coefficient based on occupant information; and determining the haptic feedback intensity correction coefficient based on the first correction sub-coefficient and / or the second correction sub-coefficient and / or the third correction sub-coefficient.

[0012] Based on the above technical solution, this application embodiment determines corresponding correction sub-coefficients according to one or more of the vehicle operating status information, environmental information, and occupant information. This enables precise consideration and reasonable adaptation of various influencing factors. Then, by determining the final tactile feedback intensity correction coefficient through one or more correction sub-coefficients, the effects of various influencing factors can be effectively integrated. This allows the correction coefficient to take into account the influence of a single key factor as well as comprehensively reflect the synergistic effect of multiple factors, effectively improving the rationality and accuracy of the correction coefficient. This provides a reliable basis for subsequent precise correction of the initial tactile feedback intensity based on the correction coefficient, further improving the effectiveness and accuracy of tactile feedback, and enhancing driving safety and human-computer interaction experience.

[0013] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the vehicle operating status information includes vehicle speed and gear position. The above-mentioned determination of the first correction coefficient based on the vehicle operating status information includes: determining the current driving scenario of the vehicle based on the vehicle speed and gear position; and determining the first correction coefficient based on the current driving scenario of the vehicle.

[0014] Based on the above technical solution, this application embodiment determines the current driving scenario of the vehicle by using vehicle speed and gear as joint determination features, and determines the first correction coefficient based on the driving scenario. This can accurately capture the actual scenario differences under different driving conditions, fully consider the influence of the driving scenario reflected by the combination of vehicle speed and gear on tactile perception, avoid the limitations of determining the scenario with a single parameter, make the determination of the first correction coefficient more targeted and accurate, further improve the effectiveness and accuracy of tactile feedback, and effectively improve driving safety and human-computer interaction experience.

[0015] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, determining the current driving scenario of the vehicle based on vehicle speed and gear includes: if the vehicle speed is less than a first speed threshold and the gear is a parking gear, then the current driving scenario is determined to be a parking scenario; if the vehicle speed is less than the first speed threshold and the gear is not a parking gear, then the current driving scenario is determined to be an idling scenario; if the vehicle speed is greater than or equal to the first speed threshold and less than the second speed threshold, then the current driving scenario is determined to be an urban road scenario; if the vehicle speed is greater than or equal to the second speed threshold and less than the third speed threshold, then the current driving scenario is determined to be a suburban road scenario; if the vehicle speed is greater than or equal to the third speed threshold, then the current driving scenario is determined to be a highway scenario, where the second speed threshold is greater than the first speed threshold and less than the third speed threshold.

[0016] Based on the above technical solution, this application embodiment constructs a clear driving scenario classification judgment logic by using vehicle speed and gear as joint judgment conditions. It can accurately distinguish different scenarios such as parking, idling, urban roads, suburban roads and highways, avoiding the limitations of single parameter judgment scenarios. This makes the scenario recognition results more consistent with the actual operating state of the vehicle, providing a reliable basis for the accurate determination of the subsequent first correction coefficient, thereby improving the effectiveness and accuracy of tactile feedback and effectively improving driving safety and human-computer interaction experience.

[0017] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the environmental information includes time information. The above determination of the second correction coefficient based on the environmental information includes: determining the time scenario based on the time information; and determining the second correction coefficient based on the time scenario.

[0018] Based on the above technical solution, this application embodiment introduces time information as the basis for determining the environmental dimension, constructs a correspondence between time scene and second correction coefficient, which can accurately adapt to the environmental characteristics under different time periods, making the adjustment of tactile feedback intensity more in line with actual use scenarios, thereby improving the effectiveness of tactile feedback and greatly improving driving safety and human-computer interaction experience.

[0019] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the occupant information includes the number of occupants. The above determination of the third correction sub-coefficient based on the occupant information includes: when the number of occupants is greater than or equal to a preset occupant threshold, determining the first preset correction coefficient as the third correction sub-coefficient; when the number of occupants is less than the preset occupant threshold, determining the second preset correction coefficient as the third correction sub-coefficient.

[0020] Based on the above technical solution, this application embodiment introduces the number of occupants as the criterion for determining the occupant dimension, and constructs a correspondence between the occupant scenario and the third correction coefficient. This can accurately adapt to the riding status under different numbers of occupants in the vehicle, making the adjustment of tactile feedback intensity more in line with actual usage scenarios. It can maintain the clear and perceptible interaction signal when driving alone, and appropriately reduce the intensity when multiple people are riding to avoid vibration interference affecting other occupants. This makes the tactile feedback adjustment more humanized and refined, further improving driving comfort and human-computer interaction experience.

[0021] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the above-mentioned correction of the initial tactile feedback intensity based on the tactile feedback intensity correction coefficient to obtain the target tactile feedback intensity includes: multiplying the tactile feedback intensity correction coefficient by the initial tactile feedback intensity to obtain the target tactile feedback intensity.

[0022] Based on the above technical solution, this embodiment calculates the tactile feedback intensity correction coefficient by multiplying it by the initial tactile feedback intensity. This multiplication factor is formed by fusing three types of information: vehicle operating status, environmental information, and occupant information. This allows for the further layering of the real-time driving scenario's influence onto the basic feedback intensity corresponding to the button's function attribute. The final target tactile feedback intensity simultaneously considers the importance and danger of the operation itself, as well as the vehicle's current driving condition, external environment, and occupant status. This multi-dimensional fusion correction method makes the tactile feedback more closely aligned with actual usage scenarios, ensuring clear perception under different road conditions, time periods, and occupant situations. This effectively improves the effectiveness and accuracy of tactile feedback, thereby enhancing driving safety and the human-computer interaction experience.

[0023] Secondly, a tactile feedback device is provided, the tactile feedback device comprising:

[0024] The information acquisition module is used to respond to the user's touch operation on the display screen and acquire the functional attribute information of the target button corresponding to the touch operation. The functional attribute information of the target button includes the danger level and / or importance level of the button. The pattern determination module is used to determine the target tactile feedback pattern and the initial tactile feedback intensity corresponding to the target tactile feedback pattern based on the functional attribute information of the target button. The context acquisition module is used to acquire vehicle context information, which includes at least one of vehicle operating status information, environmental information, and occupant information. The intensity correction module is used to correct the initial tactile feedback intensity based on vehicle context information to obtain the target tactile feedback intensity, and then execute tactile feedback based on the target tactile feedback intensity.

[0025] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the haptic feedback method of the first aspect or any possible implementation thereof.

[0026] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the haptic feedback method in the first aspect or any possible implementation thereof.

[0027] Fifthly, a computer-readable storage medium is provided, which stores a computer program that, when executed, causes the computer to perform the haptic feedback method described in the first aspect or any possible implementation thereof. Attached Figure Description

[0028] Figure 1 This illustration shows a schematic diagram of an application scenario for haptic feedback provided in an embodiment of this application; Figure 2 A flowchart illustrating a tactile feedback method provided in an embodiment of this application is shown; Figure 3 A schematic diagram of the architecture of a haptic feedback method provided in an embodiment of this application is shown; Figure 4 A schematic flowchart of a haptic feedback method provided in an embodiment of this application is shown; Figure 5 A schematic diagram of the structure of a haptic feedback device provided in an embodiment of this application is shown; Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application is shown. Detailed Implementation

[0029] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0030] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0031] Figure 1 This illustration shows a schematic diagram of an application scenario for haptic feedback provided in an embodiment of this application, such as... Figure 1 As shown, Figure 1 The system includes a vehicle 110 and a vehicle display screen 120. The vehicle 110 is a vehicle equipped with in-vehicle touch interaction functionality, and the vehicle display screen 120 is used to display various function control buttons for the driver to perform touch operations while driving. This provides a typical in-vehicle interaction application scenario for the haptic feedback method and other technical solutions proposed in this application.

[0032] Vehicle 110 is equipped with a haptic feedback device, such as a vibration motor, which provides physical haptic feedback when the driver touches the display screen. Figure 1 As shown, when a driver clicks a button on the display screen such as "Turn off the air conditioner" or "Turn on the air conditioner" while driving, the driver can intuitively judge whether the touch operation has been recognized by the vehicle system and whether it has been successfully executed through the vibration felt by the finger.

[0033] However, in current in-vehicle touch interaction scenarios, although different feedback signals can be matched according to the type of touch operation to provide users with differentiated tactile feedback, the intensity of the tactile feedback is a pre-set fixed value. However, the actual driving process is complex, with vehicle driving status and the external environment constantly changing. A fixed feedback intensity is difficult to adapt to the needs of various scenarios. For example, in scenarios such as high-speed driving and bumpy roads, the vehicle's own vibration and environmental noise are significant, and the fixed feedback intensity is easily masked, making it difficult for the driver to clearly perceive the feedback result of the touch operation. In scenarios such as night driving or when passengers are resting in the vehicle, the same fixed feedback intensity will seem too abrupt, causing unnecessary interference and affecting driving comfort. At the same time, the fixed feedback intensity fails to distinguish the importance and safety of different function buttons, cannot provide more prominent feedback for safety-related operations, and cannot provide targeted prompts when operations fail. Drivers often need to look down at the screen to confirm whether the operation has taken effect, which distracts the driver's attention from the road, significantly increasing the probability of traffic accidents and posing a serious threat to driving safety.

[0034] To address the aforementioned issues, this application provides a haptic feedback method and vehicle. This application can match the corresponding haptic feedback mode based on the functional attributes of the buttons corresponding to the driver's touch operation, enabling buttons with different functional attributes to have differentiated haptic feedback. This avoids the traditional approach where all buttons use a single, undifferentiated feedback format. Simultaneously, it dynamically adjusts the feedback intensity based on contextual information such as vehicle operating status, environment, and occupants, ensuring that the haptic feedback is adapted to the current driving conditions. This allows the driver to obtain the execution result without looking at the screen, effectively reducing the time the driver's gaze spends on the display screen, lowering the risk of driver distraction, and thus significantly improving driving safety and human-computer interaction experience.

[0035] Figure 2 The diagram illustrates a flowchart of a haptic feedback method provided in an embodiment of this application; the haptic feedback method provided in this embodiment is executed by an in-vehicle system, specifically as follows... Figure 2 As shown, the method includes the following steps: S210: In response to a user's touch operation on the display screen, obtain the functional attribute information of the target button corresponding to the touch operation. The functional attribute information of the target button includes the button's danger level and / or importance level.

[0036] In this context, a target button refers to a control on the vehicle's display screen used to trigger a specific function or command, such as a function icon, menu option, switch button, list item, or other common interactive elements. Each button is pre-configured with corresponding functional attribute information during the application development phase. This functional attribute information specifically includes a hazard level and / or an importance level, used to characterize the importance and / or risk level of the operation corresponding to that button.

[0037] Hazard level refers to a classification of the degree of risk in terms of safety associated with the operation corresponding to a button. It characterizes the potential impact of triggering the button's operation on vehicle safety or stability. For example, hazard levels can be divided into safe, warning, dangerous, and severe dangerous levels. Safe level operations refer to function adjustments that have no substantial impact on the vehicle's driving state, such as adjusting the air conditioning temperature or volume. Warning level operations refer to operations that may reset some non-core safety functions or cause data loss, such as restoring factory settings. Danger level operations refer to function adjustments that involve vehicle dynamic control but are not completely irreversible, such as disabling the traction control system. Severe dangerous level operations refer to core function changes that directly affect the vehicle's active safety performance, such as disabling the vehicle stability system or airbags.

[0038] Importance levels refer to the classification of the importance of the operation corresponding to a button in terms of functional priority. They characterize the importance of the operation triggered by the button in terms of functional priority or user experience. For example, importance levels can be divided into low importance, moderate importance, high importance, and extremely high importance. Low importance operations refer to auxiliary or information display functions, such as viewing details or learning more. Moderate importance operations refer to routine functions such as confirming, canceling, enabling, or disabling a common function. High importance operations refer to functions that require user attention, such as saving settings or confirming critical commands. Extremely high importance operations refer to core functions related to safety or emergency response, such as emergency calls and fault alarms. Specifically, when a user performs a touch operation on the vehicle's display screen, the vehicle obtains the coordinates of the user's click location through the touch operation and determines the target button clicked on the current interface based on these coordinates. Each target button is pre-configured with corresponding functional attribute information during the application development phase, and this functional attribute information is stored in the vehicle's infotainment system in the form of tags or data. Once the vehicle recognizes the button clicked by the user, it can obtain the hazard level and / or importance level by reading the pre-configured functional attribute data of the target button.

[0039] S220: Based on the functional attribute information of the target button, determine the target tactile feedback mode and the initial tactile feedback intensity corresponding to the target tactile feedback mode.

[0040] The target tactile feedback pattern refers to a specific vibration pattern that matches the functional attribute information (hazard level and / or importance level) of the target button. The initial tactile feedback intensity refers to the pre-calibrated reference vibration intensity value inherent in the target tactile feedback pattern after matching the target button's functional attribute information to the corresponding target tactile feedback pattern. Its value is positively correlated with the hazard level and importance level of the target button; that is, the higher the hazard level or importance level, the greater the corresponding initial tactile feedback intensity.

[0041] Specifically, this application predefines multiple tactile feedback modes. Different tactile feedback modes correspond to different vibration waveforms, durations, and intensity characteristics, used to convey distinctive operation prompts to the driver. This allows the driver to determine the type, importance, or execution result of the current operation based on the different vibration patterns. It should be noted that the tactile feedback process of this application includes two logical stages. The first stage is the touch response stage, where the vehicle system matches the tactile feedback mode solely based on the button's static functional attribute information (hazard / importance level) to confirm that the operation has been recognized. The second stage is the execution result stage. When the vehicle system detects that the operation has actually been completed, it dynamically switches to a specific result feedback mode based on the execution result (success / failure) combined with the original functional attributes to inform the user of the final processing status. Tactile feedback modes may include light touch mode, medium tap mode, heavy tap mode, success mode, error mode, progress mode, and severe warning mode, etc. Furthermore, this application pre-establishes a mapping relationship between functional attribute information and tactile feedback modes, enabling precise matching of the target tactile feedback mode and its corresponding initial tactile feedback intensity based on this mapping relationship.

[0042] Optionally, determining the target haptic feedback mode and the initial haptic feedback intensity corresponding to the target haptic feedback mode based on the functional attribute information of the target button includes the following steps: Based on the danger level and / or importance level of the target button, the target tactile feedback mode is determined according to a preset mapping relationship; Obtain the preset tactile feedback intensity of the target tactile feedback mode, and determine the preset tactile feedback intensity as the initial tactile feedback intensity.

[0043] The preset mapping relationship refers to the one-to-one correspondence between the functional attribute information (hazard level and / or importance level) of the target button and the tactile feedback mode and the corresponding initial tactile feedback intensity, which is pre-configured in the vehicle system. This mapping relationship is stored in the vehicle system in the form of a data form or configuration file. The configuration principle is that the hazard level takes precedence over the importance level. That is, the corresponding tactile feedback mode is matched first according to the hazard level of the target button. When the hazard level is safe, the corresponding tactile feedback mode is matched according to the importance level. Each tactile feedback mode is associated with a unique, pre-calibrated initial tactile feedback intensity in this mapping relationship.

[0044] Specifically, through this preset mapping relationship, the in-vehicle system can quickly and accurately match the corresponding target tactile feedback mode based on the acquired target button function attribute information, and simultaneously retrieve the initial tactile feedback intensity associated with that mode. As shown in Table 1, when the target button's importance level is low or its danger level is safe, a light touch mode is matched. This mode uses a single, short vibration for low-importance or safe-level operations such as ordinary button clicks, providing a gentle tactile confirmation without causing interference. When the target button's importance level is moderate, a medium-click mode is matched. This mode uses a double-click vibration, creating a clear rhythm through two short vibrations, for moderate-importance operations such as tab switching and option selection, conveying a clear sense of operation confirmation. When the target button's importance level is high or its danger level is warning, a heavy-click mode is matched. This mode uses a single, strong, long vibration with high intensity, for scenarios requiring driver attention, such as confirmation dialog boxes, important operations, or warning-level operations, conveying a "need to pay attention" prompt. When the target button's hazard level is "Severe Danger," a "Severe Warning" mode is activated. This mode uses three strong vibrations spaced at rapid intervals, with the vibration intensity at its maximum. It is used for severe or extremely important operations such as disabling the vehicle stability system or issuing emergency warnings, conveying a high-risk warning and prompting immediate alertness from the driver. Furthermore, regarding feedback on the operation's outcome, when the target button's importance level is "Extremely Important" and the operation is successful, a "Success" mode is activated. This mode uses a wavy, gradually increasing vibration, from weak to strong and back to weak, to provide positive feedback on successful operation and task completion, conveying a message of successful execution. When the target button's hazard level is "Danger" and the operation fails, an "Error" mode is activated. This mode uses rapid, continuous, short vibrations to provide negative feedback on dangerous operations such as traction control system malfunction or dynamic control function trigger failure, conveying a message of unsuccessful operation. For various long-running tasks in progress, regardless of their corresponding danger level and / or importance level, a progress mode is matched. This mode uses periodic pulse vibration to provide status prompts during task execution, such as loading, data transmission, and function upgrades, conveying the message that the operation is in progress. The haptic feedback modes in this application embodiment include, but are not limited to, the aforementioned light touch mode, medium tap mode, heavy tap mode, success mode, error mode, progress mode, and critical warning mode. Other haptic feedback modes can also be extended according to actual interaction needs, such as a cancellation mode for operation cancellation and a navigation mode for menu navigation, etc., which are not limited here.

[0045] Through the differentiated vibration characteristic design adapted to the functional attribute information of the target button, the vehicle system can automatically and accurately match the corresponding target tactile feedback mode and initial tactile feedback intensity according to the danger level and / or importance level of the target button, and dynamically switch the feedback mode according to the result after the operation is completed, so that operations of different importance and risk levels have a clear and distinguishable tactile feedback form, providing a stable and reliable benchmark for subsequent dynamic correction of feedback intensity based on vehicle context information.

[0046] For example, when the driver touches buttons for safety-level, low-importance functions such as air conditioning adjustment and volume switching, the vehicle system will use a light touch mode as the haptic feedback mode. This light touch mode uses a single, gentle, short, single-pulse rectangular wave vibration with an initial haptic feedback intensity preset to 50 (range 1-255, approximately 20% of the maximum output intensity of the linear motor), a drive frequency of 150Hz, and a total duration of 10ms. It is only used to gently indicate that the operation has been recognized, avoiding interference with the driver. However, when the driver touches buttons for serious danger-level functions such as disabling the vehicle stability system, the vehicle system will use a serious warning mode. This serious warning mode uses three strong vibrations with intervals of rapid rhythm. Its initial haptic feedback intensity is the maximum value of 55, the drive frequency is 200Hz, and the total duration is 400ms. The rapid rhythm formed by three vibrations and two silent intervals creates a clear warning tactile sensation, allowing the driver to quickly perceive the high risk of the current operation, further improving operational safety during driving.

[0047] Table 1

[0048] Based on the above technical solution, this application embodiment establishes a mapping relationship between button function attributes and tactile feedback modes in advance. It can directly and quickly match the corresponding tactile feedback form according to the danger level and / or importance level of the button. That is, buttons with different function attributes can obtain differentiated tactile feedback, so that the driver can distinguish the type, importance or risk level of the operation by touch the moment the button is clicked. For example, ordinary operation corresponds to gentle vibration, important operation corresponds to strong vibration, and dangerous operation corresponds to warning vibration. This effectively solves the problem of all buttons having the same feedback in traditional methods, reduces the driver's visual dwell time on the screen during driving, and improves driving safety and human-computer interaction experience.

[0049] S230: Obtain vehicle context information, which includes at least one of vehicle operating status information, environmental information, and occupant information.

[0050] Among them, vehicle context information refers to real-time data related to the current operating condition of the vehicle or the internal and external environment of the vehicle, which is used to characterize at least one aspect of the vehicle's driving status, external environmental conditions, and the situation of the occupants.

[0051] Specifically, vehicle operating status information refers to data characterizing the vehicle's current dynamic driving characteristics, acquired in real time through the vehicle controller local area network bus, inertial measurement unit, or chassis sensors. This vehicle operating status information includes at least vehicle speed, acceleration (longitudinal and lateral), steering wheel angle and angular velocity, brake pedal opening, gear position, and road surface roughness. Vehicle speed information is acquired in real time through the vehicle's speed sensor and is used to characterize the vehicle's current speed in kilometers per hour (km / h). Gear information is acquired through the vehicle's gear sensor or the vehicle controller local area network bus and is used to characterize the vehicle's current gear position, such as Park (P), Reverse (R), Neutral (N), or Drive (D). Environmental information refers to real-time data related to the vehicle's external physical environment and its surroundings. This information includes at least ambient light intensity, time information (distinguishing between day and night), weather conditions (rain / snow / fog identification), external background noise level, and in-vehicle audio playback volume. It is acquired through in-vehicle cameras, millimeter-wave radar, lidar, light sensors, and the vehicle's in-vehicle clock or satellite navigation system. Occupant information refers to relevant information reflecting the status and identity characteristics of the occupants in the vehicle, including at least the number of occupants, the seating positions of the driver and passengers, whether there are child occupants, the driver's driving status (such as whether they are fatigued or distracted), and the occupants' sensitivity to vibration feedback. This occupant information can be obtained through in-vehicle cameras, seat pressure sensors, seat belt sensors, and historical data collection from human-machine interaction.

[0052] S240: Based on vehicle context information, the initial tactile feedback intensity is corrected to obtain the target tactile feedback intensity, and tactile feedback is executed based on the target tactile feedback intensity.

[0053] Among them, the target tactile feedback intensity refers to the final tactile feedback intensity obtained after adjusting the initial tactile feedback intensity with vehicle context information.

[0054] Specifically, based on at least one of the vehicle context information obtained from vehicle operating status information, environmental information, and occupant information, haptic feedback intensity adjustment parameters adapted to the current vehicle scenario are first determined. These parameters can be haptic feedback intensity correction coefficients or specific haptic feedback intensity correction amounts. Based on these parameters, the initial haptic feedback intensity is dynamically adjusted to enhance, weaken, or maintain its strength, and the target haptic feedback intensity is calculated. Finally, based on this target haptic feedback intensity, a corresponding haptic feedback control command is generated and sent to the vehicle's haptic feedback device, driving the device to perform vibration actions according to the target haptic feedback intensity. This provides the driver with haptic feedback highly adapted to the current scenario, completing the entire haptic feedback execution process.

[0055] Optionally, the above-mentioned correction of the initial tactile feedback intensity based on vehicle context information to obtain the target tactile feedback intensity includes the following steps: Based on vehicle context information, determine the haptic feedback intensity correction coefficient; The initial tactile feedback intensity is corrected based on the tactile feedback intensity correction coefficient to obtain the target tactile feedback intensity.

[0056] The tactile feedback intensity correction coefficient refers to the proportional coefficient used to dynamically adjust the initial tactile feedback intensity based on vehicle context information. It is used to make adaptive corrections to the final tactile feedback intensity based on the initial tactile feedback intensity, combined with the current driving conditions, external environment, and occupant status, so that the actual output tactile feedback intensity matches the current operating scenario of the vehicle.

[0057] Specifically, the haptic feedback intensity correction coefficient is derived from one or more of the following three types of information in the vehicle context: vehicle operating status information, environmental information, and occupant information. In the actual calculation process, for each type of information collected, a pre-calibrated correction coefficient is retrieved based on its current specific state or level. Then, these correction coefficients are combined and calculated according to a preset fusion rule to ultimately obtain the haptic feedback intensity correction coefficient used to adjust the initial haptic feedback intensity. The correction coefficients for each type of information are pre-calibrated according to the actual scenario; different states or levels correspond to different coefficient values, ensuring that the correction coefficient fully matches the actual needs of haptic perception under the current driving conditions, providing reliable support for subsequent precise adjustments to the haptic feedback intensity.

[0058] Based on the above technical solution, this application embodiment determines the tactile feedback intensity correction coefficient according to the vehicle context information. This can transform information from different dimensions such as vehicle speed, environment, and occupants into a unified correction coefficient. Then, the initial tactile feedback intensity is adjusted using this correction coefficient, so that the output tactile feedback intensity is no longer a fixed value, but matches the current driving scenario, driving state, and environmental conditions of the vehicle. This achieves dynamic adaptive adjustment of the tactile feedback intensity, enabling the driver to obtain tactile feedback that is adapted to the current scenario under different working conditions, thereby effectively improving driving safety.

[0059] To achieve the above calculation process, this application provides a specific method for determining the haptic feedback intensity correction coefficient. Specifically, the determination of the haptic feedback intensity correction coefficient based on vehicle context information includes the following steps: The first correction coefficient is determined based on the vehicle operating status information; And / or, based on environmental information, determine the second correction coefficient; And / or, based on occupant information, determine the third correction coefficient; The haptic feedback intensity correction coefficient is determined based on the first correction coefficient and / or the second correction coefficient and / or the third correction coefficient.

[0060] The first correction factor is a correction factor determined based on vehicle operating status information, used to reflect the adjustment requirements of driving conditions for tactile feedback intensity. The second correction factor is a correction factor determined based on environmental information, used to reflect the adjustment requirements of the environment for tactile feedback intensity. The third correction factor is a correction factor determined based on occupant information, used to reflect the adjustment requirements of vehicle occupants for tactile feedback intensity.

[0061] Specifically, the in-vehicle system determines correction coefficients for corresponding dimensions based on real-time acquired vehicle context information. If vehicle operating status information is acquired, a first correction coefficient matching the current driving condition is determined by combining a preset correspondence between vehicle operating status information and correction coefficients. If environmental information is acquired, a second correction coefficient matching the current environment is determined according to a preset correspondence between environmental conditions and correction coefficients. If occupant information is acquired, a third correction coefficient matching the current occupant status is determined based on a preset correspondence between occupant information and correction coefficients. Subsequently, a haptic feedback intensity correction coefficient is determined based on the dimensions of the actually acquired vehicle context information. When only a single dimension of information is acquired, the correction coefficient corresponding to that single dimension is directly used as the haptic feedback intensity correction coefficient. When two or three dimensions of information are acquired, the correction coefficients for the corresponding dimensions are comprehensively calculated according to a preset fusion rule. One specific calculation method is to multiply the various correction coefficients and use the product as the final haptic feedback intensity correction coefficient to achieve adaptive adjustment of the initial haptic feedback intensity.

[0062] For example, if only vehicle operating status information is obtained, the first correction factor is used as the tactile feedback intensity correction factor. If only environmental information is obtained, the second correction factor is used as the tactile feedback intensity correction factor. If only occupant information is obtained, the third correction factor is used as the tactile feedback intensity correction factor. If both vehicle operating status information and environmental information are obtained simultaneously, the first and second correction factors are determined, and the two are combined according to a preset fusion rule (such as multiplication) to obtain the tactile feedback intensity correction factor. If both vehicle operating status information and occupant information are obtained simultaneously, the first and third correction factors are determined, and the two are combined according to a preset fusion rule (such as multiplication) to obtain the tactile feedback intensity correction factor. If both environmental information and occupant information are obtained simultaneously, the second and third correction factors are determined, and the two are combined according to a preset fusion rule (such as multiplication) to obtain the tactile feedback intensity correction factor. If vehicle operating status information, environmental information, and occupant information are obtained simultaneously, the first, second, and third correction coefficients are determined, and the three are combined according to a preset fusion rule (such as multiplication) to obtain the tactile feedback intensity correction coefficient.

[0063] Based on the above technical solution, this application embodiment determines corresponding correction sub-coefficients according to one or more of the vehicle operating status information, environmental information, and occupant information. This enables precise consideration and reasonable adaptation of various influencing factors. Then, by determining the final tactile feedback intensity correction coefficient through one or more correction sub-coefficients, the effects of various influencing factors can be effectively integrated. This allows the correction coefficient to take into account the influence of a single key factor as well as comprehensively reflect the synergistic effect of multiple factors, effectively improving the rationality and accuracy of the correction coefficient. This provides a reliable basis for subsequent precise correction of the initial tactile feedback intensity based on the correction coefficient, further improving the effectiveness and accuracy of tactile feedback, and enhancing driving safety and human-computer interaction experience.

[0064] To further clarify the specific method for determining the first correction coefficient corresponding to vehicle operating status information, this application provides a possible solution. Optionally, the vehicle operating status information includes vehicle speed and gear position. The determination of the first correction coefficient based on the vehicle operating status information includes the following steps: Determine the current driving scenario of the vehicle based on its speed and gear. The first correction coefficient is determined based on the current driving scenario of the vehicle.

[0065] Specifically, the in-vehicle system collects the vehicle's current speed in real time through a vehicle speed sensor and obtains the current gear signal through the in-vehicle controller's local area network bus. The speed and gear are used as joint judgment conditions and input into a pre-built driving scenario mapping rule. This driving scenario mapping rule, based on the vehicle's actual driving characteristics and the influence of tactile perception, combines different speed ranges and gear states to classify various typical driving scenarios, such as parking, idling, reversing and parking, low-speed driving in urban areas, city cruising, highway driving, and rapid acceleration or deceleration. A corresponding first correction coefficient is pre-calibrated for each type of driving scenario. During real-time operation, the in-vehicle system matches the collected real-time speed and current gear with the preset scenario judgment range to accurately determine the current driving scenario of the vehicle, and then retrieves the corresponding first correction coefficient according to the calibrated correspondence. For example, in parking, reversing, or low-speed crawling scenarios, the vehicle's own vibration is relatively small and external interference is weak. To avoid excessive tactile feedback affecting the driving experience, the in-vehicle system will select a first correction coefficient with a value close to or slightly less than 1. In high-speed scenarios such as highway driving, road bumps, wind noise, and vehicle vibrations can significantly mask tactile feedback signals. In such cases, the onboard system selects a first correction factor greater than 1 to appropriately enhance the tactile feedback intensity, ensuring clear perception for the driver. During rapid acceleration or deceleration, the system prioritizes safety and selects an appropriate first correction factor. This ensures the tactile feedback intensity is effectively perceived without distracting the driver, thus accurately reflecting the impact of different driving conditions on tactile perception and providing a precise basis for subsequent adjustments to the tactile feedback intensity.

[0066] Based on the above technical solution, this application embodiment determines the current driving scenario of the vehicle by using vehicle speed and gear as joint determination features, and determines the first correction coefficient based on the driving scenario. This can accurately capture the actual scenario differences under different driving conditions, fully consider the influence of the driving scenario reflected by the combination of vehicle speed and gear on tactile perception, avoid the limitations of determining the scenario with a single parameter, make the determination of the first correction coefficient more targeted and accurate, further improve the effectiveness and accuracy of tactile feedback, and effectively improve driving safety and human-computer interaction experience.

[0067] Optionally, determining the current driving scenario of the vehicle based on speed and gear includes the following steps: If the vehicle speed is less than the first vehicle speed threshold and the gear is the parking gear, then the current driving scenario is determined to be a parking scenario. If the vehicle speed is less than the first vehicle speed threshold and the gear is not the parking gear, then the current driving scenario is determined to be an idling scenario. If the vehicle speed is greater than or equal to the first vehicle speed threshold and less than the second vehicle speed threshold, then the current driving scenario is determined to be an urban road scenario. If the vehicle speed is greater than or equal to the second speed threshold and less than the third speed threshold, then the current driving scenario is determined to be a suburban road scenario. If the vehicle speed is greater than or equal to the third speed threshold, the current driving scenario is determined to be a highway scenario, where the second speed threshold is greater than the first speed threshold and less than the third speed threshold.

[0068] The first speed threshold refers to the critical speed value used to distinguish between a stationary vehicle and a vehicle operating at low speed. For example, the first speed threshold can be set to 3 km / h. When the vehicle speed is below 3 km / h, it can be considered that the vehicle is stationary or operating at low speed. Combined with gear information, this can further distinguish between parking scenarios and idling scenarios.

[0069] The second speed threshold is a critical speed value used to distinguish between vehicles traveling on urban roads and those traveling on suburban roads. For example, the second speed threshold can be set to 40 km / h. When the vehicle speed is between the first and second speed thresholds, it can be considered that the vehicle is traveling on an urban road.

[0070] The third speed threshold is a critical speed value used to distinguish between suburban road driving and highway driving. For example, the third speed threshold can be set to 80 km / h. When the speed is greater than or equal to 80 km / h, the vehicle can be considered to be in a highway driving scenario. When the speed is between the second speed threshold of 40 km / h and the third speed threshold of 80 km / h, it is determined to be a suburban road driving scenario.

[0071] Specifically, the vehicle system acquires the vehicle's current speed and gear information in real time, compares the speed with a first speed threshold, a second speed threshold, and a third speed threshold, and makes a comprehensive judgment based on whether the current gear is a parking gear. It then matches the information sequentially according to a preset scenario judgment logic to accurately determine the current driving scenario of the vehicle. Based on this driving scenario, it retrieves a pre-calibrated first correction coefficient to achieve adaptive adjustment of driving conditions based on the joint judgment of speed and gear.

[0072] For example, when the vehicle system detects a real-time vehicle speed of 35 km / h, which is greater than the first speed threshold of 3 km / h and less than the second speed threshold of 40 km / h, and the gear is in drive (D), the vehicle system determines that the current driving scenario is an urban road scenario. Based on the preset correspondence between scenarios and the first correction coefficient, the first correction coefficient for the urban road scenario is calibrated to 1.1. Therefore, the vehicle system retrieves the first correction coefficient of 1.1 for this scenario as a correction factor for the vehicle's operating state dimension. As another example, when the vehicle system detects a vehicle speed of 90 km / h, which is greater than the third speed threshold of 80 km / h, and the gear is in drive (D), the vehicle system determines that the current driving scenario is a highway scenario. Based on the preset correspondence between scenarios and the first correction coefficient, the first correction coefficient for the highway scenario is 1.5. Therefore, the vehicle system retrieves 1.5 as the first correction coefficient for this scenario to offset the weakening effect of external interference on the tactile feedback signal during high-speed driving. For example, when the vehicle speed collected by the vehicle system is 0 km / h, which is less than the first speed threshold of 3 km / h, and the gear is in parking gear (P gear), the vehicle system determines that the current driving scenario is a parking scenario. According to the preset scenario and first correction coefficient correspondence, the first correction coefficient corresponding to the parking scenario is 0.8. Therefore, the vehicle system retrieves 0.8 as the first correction coefficient in this scenario to avoid excessive tactile feedback affecting the driving experience when stationary.

[0073] Based on the above technical solution, this application embodiment constructs a clear driving scenario classification judgment logic by using vehicle speed and gear as joint judgment conditions. It can accurately distinguish different scenarios such as parking, idling, urban roads, suburban roads and highways, avoiding the limitations of single parameter judgment scenarios. This makes the scenario recognition results more consistent with the actual operating state of the vehicle, providing a reliable basis for the accurate determination of the subsequent first correction coefficient, thereby improving the effectiveness and accuracy of tactile feedback and effectively improving driving safety and human-computer interaction experience.

[0074] To further clarify the specific method for determining the second correction coefficient corresponding to environmental information, this application provides a possible solution. Optionally, the environmental information includes time information. The determination of the second correction coefficient based on the environmental information includes the following steps: Determine the time context based on time information; The second modifier coefficient is determined based on the time context.

[0075] Specifically, the in-vehicle system obtains the current time information through the in-vehicle clock module or vehicle-to-everything (V2X) time synchronization service and inputs this time information into a preset time scene mapping rule. This mapping rule divides time into typical time scenes such as daytime, nighttime, and evening scenes based on light intensity, driver fatigue, and environmental interference characteristics at different times of day, and pre-calibrates a corresponding second correction coefficient for each time scene. During real-time operation, the in-vehicle system matches the current time with the preset time interval to determine the vehicle's current time scene, and then retrieves the corresponding second correction coefficient according to the calibrated correspondence. For example, in a nighttime scene, the driver's perception threshold for tactile feedback may be lower, and environmental interference is relatively less. The in-vehicle system will select a second correction coefficient with a value slightly less than 1 to avoid excessively strong tactile feedback affecting the comfort of nighttime driving. In scenarios such as strong daylight or rush hour, the driver's attention is easily distracted. The in-vehicle system will select a second correction coefficient with a value slightly greater than 1 to enhance the perceptibility of tactile feedback, ensuring that the driver can promptly capture interaction signals. This allows the second correction coefficient to accurately reflect the impact of the environment on tactile perception in different time scenes.

[0076] For example, if the current system time is 10:30, falling within the range of 6:00 to 18:59, the vehicle system determines that the current time scenario is a daytime scenario. The vehicle system queries a pre-stored correspondence table, where the second correction coefficient for daytime scenarios is calibrated to 1.0. Therefore, the vehicle system retrieves 1.0 as the second correction coefficient for this scenario to maintain the normal intensity of haptic feedback. As another example, if the current system time is 22:10, falling within the range of 19:00 to 22:59, the vehicle system determines that the current time scenario is an evening scenario. The vehicle system queries a pre-stored correspondence table, where the second correction coefficient for evening scenarios is calibrated to 1.1. Therefore, the vehicle system retrieves 1.1 as the second correction coefficient for this scenario to enhance the perceptibility of haptic feedback and ensure that the driver can clearly and promptly perceive the interaction signals during periods when their attention is easily distracted. For example, if the current system time is 0:15, which falls within the range of 23:00 to 5:59 the next day, the vehicle system determines that the current time scenario is a nighttime scenario. The vehicle system queries the pre-stored corresponding relationship table, where the second correction coefficient for the nighttime scenario is calibrated as 0.7. Therefore, the vehicle system retrieves 0.7 as the second correction coefficient for this scenario to appropriately reduce the intensity of tactile feedback and avoid causing unnecessary interference to drivers and passengers at night.

[0077] Based on the above technical solution, this application embodiment introduces time information as the basis for determining the environmental dimension, constructs a correspondence between time scene and second correction coefficient, which can accurately adapt to the environmental characteristics under different time periods, making the adjustment of tactile feedback intensity more in line with actual use scenarios, thereby improving the effectiveness of tactile feedback and greatly improving driving safety and human-computer interaction experience.

[0078] To further clarify the specific method for determining the third correction coefficient corresponding to occupant information, this application provides a possible solution. Optionally, the occupant information includes the number of occupants. The above-mentioned determination of the third correction coefficient based on the occupant information includes the following steps: When the number of occupants is greater than or equal to the preset occupant threshold, the first preset correction coefficient is determined as the third correction sub-coefficient; If the number of occupants is less than the preset occupant threshold, the second preset correction coefficient will be determined as the third correction sub-coefficient.

[0079] The preset occupant threshold refers to a critical number value used to distinguish the density of occupants inside the vehicle. This preset occupant threshold can be calibrated according to the number of seats in the vehicle and the actual application scenario. For example, it can be set to 2 to determine whether the vehicle is occupied by only the driver or other passengers. When the number of occupants reaches or exceeds the preset occupant threshold, it indicates that the vehicle is occupied by multiple people, and the interference of tactile feedback on passengers needs to be considered. When the number of occupants is below the threshold, it indicates that the vehicle is occupied by only the driver or a few people, and the restriction on the intensity of tactile feedback is less.

[0080] The first preset correction coefficient refers to the correction coefficient value used when the number of occupants is greater than or equal to a preset occupant threshold. This first preset correction coefficient is usually less than 1 and is used to appropriately reduce the intensity of tactile feedback in multi-occupant scenarios to avoid unnecessary interference from vibration to other occupants in the vehicle. For example, when the number of occupants is greater than or equal to 2, it is determined to be a multi-passenger scenario, and the corresponding third correction sub-coefficient is 0.8, that is, the first preset correction coefficient can be exemplarily set to 0.8.

[0081] The second preset correction factor refers to the correction factor value used when the number of occupants is less than the preset occupant threshold. This second preset correction factor is usually equal to 1 and is used to maintain the normal intensity of tactile feedback in scenarios with only the driver or few passengers.

[0082] Specifically, the in-vehicle system obtains the current number of occupants in the vehicle in real time through in-vehicle seat pressure sensors, occupant monitoring systems, or door opening / closing signals. It compares the number of occupants with a preset occupant threshold, determines the current occupant seating status based on the comparison result, and then selects the corresponding preset correction coefficient as the third correction coefficient according to a pre-built correspondence between occupant scenarios and a third correction coefficient. This correspondence is pre-stored in the in-vehicle system's storage module. When the number of occupants is greater than or equal to the preset occupant threshold, it corresponds to the first preset correction coefficient; when the number of occupants is less than the preset occupant threshold, it corresponds to the second preset correction coefficient. After determining the occupant seating status, the in-vehicle system directly queries this correspondence to determine and retrieve the corresponding third correction coefficient.

[0083] For example, if the current number of occupants in the vehicle is 4, which is greater than the preset occupant threshold of 2, the vehicle system determines that there are multiple passengers and sets the first preset correction coefficient of 0.8 as the third correction sub-coefficient to appropriately reduce the intensity of tactile feedback and avoid vibration interference affecting other occupants. If the current number of occupants in the vehicle is 1, which is less than the preset occupant threshold of 2, the vehicle system determines that there is only the driver and sets the second preset correction coefficient of 1.0 as the third correction sub-coefficient to maintain the normal intensity of tactile feedback.

[0084] Based on the above technical solution, this application embodiment introduces the number of occupants as the criterion for determining the occupant dimension, and constructs a correspondence between the occupant scenario and the third correction coefficient. This can accurately adapt to the riding status under different numbers of occupants in the vehicle, making the adjustment of tactile feedback intensity more in line with actual usage scenarios. It can maintain the clear and perceptible interaction signal when driving alone, and appropriately reduce the intensity when multiple people are riding to avoid vibration interference affecting other occupants. This makes the tactile feedback adjustment more humanized and refined, further improving driving comfort and human-computer interaction experience.

[0085] Through the above methods, the embodiments of this application can determine the corresponding dimension correction coefficient based solely on a single dimension of vehicle context information (vehicle operating status information, environmental information, or occupant information) and directly use this correction coefficient as the tactile feedback intensity correction coefficient. Alternatively, they can determine the corresponding correction coefficient based on any two types of vehicle context information and multiply the two types of correction coefficients to obtain the tactile feedback intensity correction coefficient. Furthermore, they can determine the first, second, and third correction coefficients based on vehicle operating status information, environmental information, and occupant information respectively, and multiply them to obtain the tactile feedback intensity correction coefficient. This correction coefficient can comprehensively reflect the combined influence of the current driving conditions, external environment, and in-vehicle occupant situation on tactile perception, achieving multi-dimensional and scenario-based adaptive adjustment of the initial tactile feedback intensity. To prevent the tactile feedback intensity from being too weak for the user to perceive, or too strong exceeding the hardware safety range, the in-vehicle system will limit the calculated tactile feedback intensity correction coefficient within a preset range [A, B]. Where A is the lower threshold of the haptic feedback intensity correction coefficient, representing the lowest intensity level that the user can clearly perceive, and can be set to 0.5. B is the upper threshold of the haptic feedback intensity correction coefficient, representing the highest intensity level that hardware safety allows, and can be set to 2.0. If the calculated correction coefficient is less than A, it is automatically corrected to the lower threshold A; if the calculated correction coefficient is greater than B, it is automatically corrected to the upper threshold B, to ensure that the haptic feedback intensity is always within a reasonable and safe range. After completing the calculation and range limitation of the haptic feedback intensity correction coefficient, the vehicle system will enter a special rule judgment step to additionally check whether the haptic feedback disabling rule has been triggered. When the three conditions of nighttime scenario, multiple passengers scenario, and parking scenario are met simultaneously, the vehicle system will completely disable haptic feedback to avoid vibrations in the car disturbing resting passengers at night, further improving driving comfort and user-friendly experience.

[0086] For example, when a vehicle is traveling at 105.3 km / h on a highway, in drive, with only the driver in the vehicle and the system time is 14:30, the vehicle system determines the first correction factor for the highway scenario to be 1.5 based on the vehicle speed and gear information, the second correction factor for the daytime scenario to be 1.0 based on the time information, and the third correction factor for the driver-only scenario to be 1.0 based on the number of occupants. Multiplying these three factors together yields a comprehensive correction factor of 1.5, which is within a reasonable range of 0.5 to 2.0 and requires no correction. At the same time, this scenario does not meet the disabling conditions, and the vehicle system outputs haptic feedback at 1.5 times the intensity to ensure that the driver can clearly perceive the interaction signal in a high-speed environment.

[0087] When the vehicle is parked, at 0 km / h, in park, with four occupants and the system time is 01:30, the vehicle system determines the first correction factor for the parking scenario to be 0.8, the second correction factor for the nighttime scenario to be 0.7, and the third correction factor for the multiple passenger scenario to be 0.8. Multiplying these three factors together yields a comprehensive correction factor of 0.448, which is lower than the lower limit threshold of 0.5. Therefore, it is corrected to 0.5. Since this scenario simultaneously meets the three conditions of nighttime, multiple passengers, and parking, the vehicle system directly triggers the disabling rule, completely shutting down haptic feedback to prevent vibration from disturbing the passengers' rest.

[0088] Specifically, the in-vehicle system first retrieves the initial tactile feedback intensity obtained by matching the target button's functional attributes. This initial tactile feedback intensity is a vibration intensity adapted to the button's danger and importance levels, and is pre-calibrated by the corresponding tactile feedback mode. Then, based on this initial tactile feedback intensity and the tactile feedback intensity that has already completed range limitations, the in-vehicle system calculates a target tactile feedback intensity adapted to the current vehicle operating scenario. Afterward, the in-vehicle system outputs the target tactile feedback intensity to the tactile feedback motors in locations such as the display screen and steering wheel, driving the motors to generate corresponding vibration feedback according to the target intensity, thus completing differentiated and adaptive tactile feedback. This allows the driver to clearly judge whether an operation has been recognized, its importance, and its risk level through touch without needing to look at the screen, effectively reducing the risk of driver distraction. If the current scenario simultaneously meets the three conditions of nighttime, multiple passengers, and parking, the in-vehicle system will directly disable the tactile feedback function, preventing the tactile feedback motor from generating any vibration, avoiding disturbing passengers' rest when the vehicle is parked late at night. Overall, this achieves humanized tactile feedback control that both matches the button's functional attributes and adapts to the actual vehicle scenario.

[0089] Optionally, the above-mentioned correction of the initial tactile feedback intensity based on the tactile feedback intensity correction coefficient to obtain the target tactile feedback intensity includes the following steps: The target tactile feedback intensity is obtained by multiplying the tactile feedback intensity correction factor by the initial tactile feedback intensity.

[0090] Specifically, the in-vehicle system uses the initial haptic feedback intensity as a baseline intensity value. Based on the actual acquired vehicle context information, it determines a corresponding number of correction sub-coefficients and performs a comprehensive calculation using preset fusion rules to obtain a haptic feedback intensity correction coefficient. Subsequently, using this correction coefficient as an adjustment coefficient, the baseline intensity is scaled and adjusted through multiplication to obtain a target haptic feedback intensity adapted to the current scenario. This calculation method directly reflects the superposition or individual influence of various contextual information on the feedback intensity, ensuring that the final output target haptic feedback intensity matches both the button's functional attributes and the actual vehicle operating scenario. Because the haptic feedback intensity correction coefficient is limited to a reasonable range during calculation, the calculated target haptic feedback intensity ensures clear perception by the driver without exceeding the hardware safety operating range of the haptic feedback motor. This enhances interaction recognition while further improving the safety, comfort, and scenario adaptability of the haptic feedback.

[0091] For example, let's illustrate this using the fusion of three types of information. When a driver touches the air conditioning temperature adjustment button on the touchscreen while the vehicle is in motion, this is a safety-level, low-importance operation. The initial tactile feedback intensity corresponding to the light touch mode in the vehicle system is 50. At this time, the vehicle is traveling at 90 km / h on a highway, in drive, the system time is 14:30, and there is only the driver in the car. Based on this, the vehicle system determines the first correction factor to be 1.5, the second correction factor to be 1.0, and the third correction factor to be 1.0. Multiplying these three factors together yields a tactile feedback intensity correction factor of 1.5, which is within the range of 0.5 to 2.0 and requires no correction. The vehicle system multiplies the initial tactile feedback intensity of 50 by the correction factor of 1.5 to obtain a target tactile feedback intensity of 75. Based on this intensity, the tactile feedback motor at the display screen outputs vibration, ensuring that the driver can clearly perceive that the operation has been recognized by the vehicle system under complex conditions such as high-speed driving, and can complete the interaction without looking down at the screen.

[0092] Based on the above technical solution, this embodiment calculates the tactile feedback intensity correction coefficient by multiplying the initial tactile feedback intensity by a combination of three types of information: vehicle operating status, environmental information, and occupant information. This allows for the additional layering of the real-time driving scenario's influence on the basic feedback intensity corresponding to the button's function attribute. The final target tactile feedback intensity simultaneously considers the importance and danger of the operation itself, as well as the vehicle's current driving condition, external environment, and occupant status. This multi-dimensional or single-dimensional fusion correction method makes the tactile feedback more closely aligned with actual usage scenarios, ensuring clear perception under different road conditions, time periods, and occupant situations. This effectively improves the effectiveness and accuracy of tactile feedback, thereby enhancing driving safety and the human-computer interaction experience.

[0093] Based on the above technical solution, this application embodiment obtains the functional attribute information of the corresponding buttons for touch operation, and can match differentiated tactile feedback modes and initial tactile feedback intensity according to the danger level and / or importance level of the buttons. This allows operations with different functional attributes to have their own unique tactile characteristics, effectively avoiding the problem of single feedback and inability to distinguish operation types in traditional solutions. Simultaneously, by introducing vehicle context information such as vehicle operating status, environment, and occupant information, real-time operating conditions, external environment, and in-vehicle personnel status can be integrated into the adjustment of tactile feedback intensity. This ensures that the final target tactile feedback intensity is adapted to the current driving conditions, guaranteeing that the driver can accurately perceive tactile feedback in different scenarios. This improves the effectiveness and accuracy of tactile feedback, and allows the driver to know the execution result without looking at the screen, effectively reducing the time the driver's gaze stays on the display screen, reducing the risk of driver distraction, and thus significantly improving driving safety and human-computer interaction experience.

[0094] Figure 3 This illustration shows a schematic diagram of the architecture of a haptic feedback method provided in an embodiment of this application; as shown. Figure 3 As shown, the haptic feedback architecture mainly includes an application layer, a control layer, and a hardware layer. The application layer, as the core entry point for human-computer interaction, includes user interface buttons, a view model, and operation actuators. The user interface buttons provide drivers with various touch operation carriers such as air conditioning adjustment and vehicle settings. Each button is pre-configured with functional attribute information representing the risk and importance of the operation. The core function of the view model is to identify the position coordinates of the user's touch operation, determine the currently clicked target button through coordinate matching, and synchronize the functional attribute information of the target button to the semantic mapping module. The semantic mapping module has built-in mapping rules between functional attributes and haptic modes. Based on the received functional attribute information, it can match the corresponding basic haptic feedback mode from the haptic mode library. The haptic mode library pre-stores various standardized haptic feedback modes such as light touch, medium tap, heavy tap, success, and error. Each mode is configured with reference parameters such as vibration intensity, duration, and waveform timing. The operation actuator receives the target button operation command transmitted from the view model and executes the vehicle function control logic corresponding to that button.

[0095] The control layer is the processing center of the entire architecture, comprising a haptic feedback management module, a scene perception module, and an adaptive control module. The haptic feedback management module receives haptic feedback patterns from the semantic mapping module that match the functional attributes of the target button. It also interfaces with the application layer actuator to obtain the result information of function execution. Vehicle sensors continuously collect real-time data related to vehicle operating status, environment, and occupants, such as vehicle speed, gear position, time, and number of occupants, forming vehicle context information and transmitting it to the scene perception module. Based on this data, the scene perception module comprehensively determines the driving scene, time scene, and occupant scene, calculates the correction coefficients corresponding to each scene, and obtains a comprehensive haptic feedback intensity correction coefficient after fusion and range limiting. The adaptive control module receives the haptic feedback pattern and the haptic feedback intensity correction coefficient, adaptively adjusts the initial haptic feedback intensity corresponding to the haptic feedback pattern according to the correction coefficient, and obtains the adjusted haptic feedback intensity. It then generates a target haptic feedback control command adapted to the current scene and outputs this target haptic feedback control command to the hardware control interface.

[0096] The hardware control interface acts as a bridge between the control layer and the hardware actuators, converting the control commands generated by the adaptive control module into drive signals that the hardware can recognize. This drives the execution components of the hardware layer, which is the physical execution end of the haptic feedback and includes rotor motors or linear motors. By driving the motors to output corresponding vibration feedback according to the target haptic feedback control commands, the interactive information is transformed into a physical tactile sensation that the driver can perceive, thus completing the entire haptic feedback process.

[0097] Figure 4 A schematic flowchart of a tactile feedback method provided in an embodiment of this application is shown; as follows: Figure 4 As shown, the method includes the following steps: S401, Read button properties; S402, map button properties to haptic feedback mode; S403, confirm the haptic feedback mode corresponding to the button; Specifically, after receiving a touch operation from the driver, the semantic mapping module first reads the attribute information of the triggered button. This attribute information characterizes the danger and importance of the corresponding operation. Then, based on preset mapping rules, the semantic mapping module maps the button attribute information to the corresponding haptic feedback mode. The haptic feedback management module determines the haptic feedback mode corresponding to the touch button based on this mapping result.

[0098] S404, Obtain environment context information; S405 determines the intensity of the target tactile feedback based on vehicle context information; Specifically, the scene perception module acquires vehicle environmental context information, including vehicle operating status, external environment, and occupant status. This context information characterizes the real-time scene conditions in which the vehicle is currently located. The haptic feedback management module combines the established haptic feedback mode with the vehicle context information acquired by the scene perception module, and determines the target haptic feedback intensity suitable for the current scene through preset intensity calculation rules.

[0099] S406, performs adaptive control; S407 controls the motor via a hardware control interface to output tactile feedback based on the intensity of the target tactile feedback. Specifically, the adaptive control module performs adaptive control processing based on the target tactile feedback intensity, generating tactile feedback control commands adapted to the current vehicle scenario. The motor receives the control commands through a hardware control interface and outputs corresponding vibration tactile feedback according to the target tactile feedback intensity.

[0100] S408 provides haptic feedback to determine the results of touch input.

[0101] Specifically, the driver perceives tactile feedback from vibrations, thereby obtaining the result of the touch operation.

[0102] This application embodiment maps button attributes to haptic feedback modes and performs adaptive control by combining vehicle environmental context information. This enables haptic feedback to accurately match operational risks and real-time driving scenarios, effectively improving the safety and convenience of driver touch interaction, optimizing the vehicle human-machine interaction experience, and ensuring the rationality and adaptability of haptic feedback to meet the interaction needs of different driving scenarios.

[0103] Figure 5 A schematic diagram of the structure of a haptic feedback device provided in an embodiment of this application is shown, as follows: Figure 5 As shown, the haptic feedback device 500 includes: The information acquisition module 510 is used to respond to the user's touch operation on the display screen and acquire the functional attribute information of the target button corresponding to the touch operation. The functional attribute information of the target button includes the danger level and / or importance level of the button. The pattern determination module 520 is used to determine the target tactile feedback mode and the initial tactile feedback intensity corresponding to the target tactile feedback mode based on the functional attribute information of the target button. The context acquisition module 530 is used to acquire vehicle context information, which includes at least one of vehicle operating status information, environmental information, and occupant information. The intensity correction module 540 is used to correct the initial tactile feedback intensity based on vehicle context information to obtain the target tactile feedback intensity, and to perform tactile feedback based on the target tactile feedback intensity.

[0104] In one possible implementation, the intensity correction module 540 is used for: Based on vehicle context information, determine the haptic feedback intensity correction coefficient; The initial tactile feedback intensity is corrected based on the tactile feedback intensity correction coefficient to obtain the target tactile feedback intensity.

[0105] In one possible implementation, the pattern determination module 520 is used for: Based on the danger level and / or importance level of the target button, the target tactile feedback mode is determined according to a preset mapping relationship; Obtain the preset tactile feedback intensity of the target tactile feedback mode, and determine the preset tactile feedback intensity as the initial tactile feedback intensity.

[0106] In one possible implementation, the intensity correction module 540 is used for: The first correction coefficient is determined based on the vehicle operating status information; And / or, based on environmental information, determine the second correction coefficient; And / or, based on occupant information, determine the third correction coefficient; The haptic feedback intensity correction coefficient is determined based on the first correction coefficient and / or the second correction coefficient and / or the third correction coefficient.

[0107] In one possible implementation, the intensity correction module 540 is used for: Determine the current driving scenario of the vehicle based on its speed and gear. The first correction coefficient is determined based on the current driving scenario of the vehicle.

[0108] In one possible implementation, the intensity correction module 540 is used for: If the vehicle speed is less than the first vehicle speed threshold and the gear is the parking gear, then the current driving scenario is determined to be a parking scenario. If the vehicle speed is less than the first vehicle speed threshold and the gear is not the parking gear, then the current driving scenario is determined to be an idling scenario. If the vehicle speed is greater than or equal to the first vehicle speed threshold and less than the second vehicle speed threshold, then the current driving scenario is determined to be an urban road scenario. If the vehicle speed is greater than or equal to the second speed threshold and less than the third speed threshold, then the current driving scenario is determined to be a suburban road scenario. If the vehicle speed is greater than or equal to the third speed threshold, the current driving scenario is determined to be a highway scenario, where the second speed threshold is greater than the first speed threshold and less than the third speed threshold.

[0109] In one possible implementation, the intensity correction module 540 is used for: Determine the time context based on time information; The second modifier coefficient is determined based on the time context.

[0110] In one possible implementation, the intensity correction module 540 is used for: When the number of occupants is greater than or equal to the preset occupant threshold, the first preset correction coefficient is determined as the third correction sub-coefficient; If the number of occupants is less than the preset occupant threshold, the second preset correction coefficient will be determined as the third correction sub-coefficient.

[0111] In one possible implementation, the intensity correction module 540 is used for: The target tactile feedback intensity is obtained by multiplying the tactile feedback intensity correction factor by the initial tactile feedback intensity.

[0112] It should be noted that the haptic feedback device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the haptic feedback method. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the haptic feedback device and the haptic feedback method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this application, please refer to the embodiments of the haptic feedback method of this application, which will not be repeated here.

[0113] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0114] Figure 6 This application provides a schematic diagram of the structure of a vehicle according to an embodiment of the present application. Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602, wherein the memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 for a haptic feedback method.

[0115] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0116] The vehicle provided in this embodiment is used to execute the above-described tactile feedback method, and thus can achieve the same effect as the above-described implementation method.

[0117] The vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module is used to support the vehicle in executing relevant program code and data.

[0118] The processing module may be a processor or a controller, which can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0119] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a haptic feedback method in the above embodiments.

[0120] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a tactile feedback method in the above embodiment.

[0121] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0122] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a tactile feedback method provided in the above embodiment.

[0123] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding tactile feedback method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding tactile feedback method provided above, and will not be repeated here.

[0124] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0125] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0126] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A haptic feedback method, characterized by, The method comprises: in response to a touch operation of a user on a display screen, obtaining function attribute information of a target button corresponding to the touch operation, the function attribute information of the target button comprising a danger level and / or an importance level of the button; based on the function attribute information of the target button, determining a target haptic feedback mode and an initial haptic feedback intensity corresponding to the target haptic feedback mode; obtaining vehicle context information, the vehicle context information comprising at least one of vehicle operating state information, environment information, and occupant information; based on the vehicle context information, correcting the initial haptic feedback intensity to obtain a target haptic feedback intensity, and performing haptic feedback based on the target haptic feedback intensity.

2. The method of claim 1, wherein, The method comprises: based on the vehicle context information, determining a haptic feedback intensity correction coefficient; based on the haptic feedback intensity correction coefficient, correcting the initial haptic feedback intensity to obtain the target haptic feedback intensity.

3. The method of claim 1, wherein, The method comprises: based on the danger level and / or the importance level of the target button, determining a target haptic feedback mode based on a preset mapping relationship; obtaining a preset haptic feedback intensity of the target haptic feedback mode, and determining the preset haptic feedback intensity as the initial haptic feedback intensity.

4. The method of claim 2, wherein, The method comprises: based on the vehicle operating state information, determining a first correction sub-coefficient; and / or, based on the environment information, determining a second correction sub-coefficient; and / or, based on the occupant information, determining a third correction sub-coefficient; based on the first correction sub-coefficient and / or the second correction sub-coefficient and / or the third correction sub-coefficient, determining the haptic feedback intensity correction coefficient.

5. The method of claim 4, wherein, The vehicle operating state information comprises vehicle speed and gear position, and the method comprises: based on the vehicle speed and the gear position, determining a current driving scenario of the vehicle; based on the current driving scenario of the vehicle, determining the first correction sub-coefficient.

6. The method of claim 5, wherein, The method comprises: if the vehicle speed is less than a first vehicle speed threshold and the gear position is a parking gear position, determining that the current driving scenario is a parking scenario; if the vehicle speed is less than a first vehicle speed threshold and the gear position is not a parking gear position, determining that the current driving scenario is an idling scenario; if the vehicle speed is greater than or equal to the first vehicle speed threshold and less than a second vehicle speed threshold, determining that the current driving scenario is an urban road scenario; if the vehicle speed is greater than or equal to the second vehicle speed threshold and less than a third vehicle speed threshold, determining that the current driving scenario is a suburban road scenario; if the vehicle speed is greater than or equal to the third vehicle speed threshold, determining that the current driving scenario is a highway scenario, the second vehicle speed threshold being greater than the first vehicle speed threshold and less than the third vehicle speed threshold.

7. The method of claim 4, wherein, The environment information comprises time information, and determining the second correction sub-coefficient based on the environment information comprises: determining a time scene according to the time information; determining the second correction sub-coefficient according to the time scene.

8. The method of claim 4, wherein, The occupant information comprises an occupant number, and determining the third correction sub-coefficient based on the occupant information comprises: in a case where the occupant number is greater than or equal to a preset occupant threshold, determining a first preset correction coefficient as the third correction sub-coefficient; in a case where the occupant number is less than the preset occupant threshold, determining a second preset correction coefficient as the third correction sub-coefficient.

9. The method of claim 2, wherein, The correction of the initial haptic feedback intensity based on the haptic feedback intensity correction coefficient to obtain the target haptic feedback intensity comprises: multiplying the haptic feedback intensity correction coefficient and the initial haptic feedback intensity to obtain the target haptic feedback intensity.

10. A vehicle characterized by comprising: The vehicle comprises: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the vehicle executes the haptic feedback method according to any one of claims 1 to 9.

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