Vehicle-mounted touch interaction control method and controller

Abstract

The invention provides a vehicle-mounted touch interaction control method and a controller, and relates to the technical field of automobile driving man-machine interaction, and the method comprises the steps: obtaining multi-modal data which comprises touch data and driving state data of a vehicle, the touch data is data generated when a target object performs touch operation on a vehicle-mounted touch screen, and the driving state data is used for reflecting the current driving road condition of the vehicle; the validity of the touch operation is judged according to the multi-modal data and a user preference configuration file, and the user preference configuration file comprises a preset first touch sensitivity threshold value; and responding to the touch operation under the condition that the touch operation is judged to be the effective operation. By implementing the technical scheme provided by the invention, the accuracy of the touch operation is improved, and the effect of improving the user experience is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of human-computer interaction during automobile driving, and in particular to a vehicle-mounted touch interaction control method and controller. Background Art

[0002] With the popularization of intelligent connected cars, in-vehicle touch interaction has become one of the main ways for drivers to communicate with vehicles. The in-vehicle touch interaction method in related technologies mainly relies on a single touch screen input, supplemented by basic gesture recognition functions, so as to improve the convenience of control in the cockpit. However, in a complex driving environment, the above method is easily affected by environmental factors, resulting in problems such as a decrease in touch recognition rate and slow response speed. It can be seen that although the in-vehicle touch system in the related technology simplifies the complexity of operation, it is easily affected by external interference during driving, resulting in false touches or response delays, affecting driving safety and user experience. Summary of the invention

[0003] In order to solve the above technical problems, the present application provides a vehicle-mounted touch interaction control method and controller.

[0004] In a first aspect, the present application provides a vehicle-mounted touch interactive control method, comprising: acquiring multimodal data, wherein the multimodal data includes touch data and vehicle driving status data, the touch data is data generated by a target object performing a touch operation on a vehicle-mounted touch screen, and the driving status data is used to reflect the road condition on which the vehicle is currently traveling; judging the validity of the touch operation based on the multimodal data and a user preference profile, wherein the user preference profile includes a pre-set first touch sensitivity threshold; and responding to the touch operation when the touch operation is judged to be a valid operation.

[0005] Optionally, the validity of the touch operation is judged according to the multimodal data and the user preference profile, including: when the driving status data indicates that the road surface on which the vehicle is currently traveling is a first type of road surface, setting the current touch sensitivity threshold to a first touch sensitivity threshold according to the user preference profile; when the driving status data indicates that the road surface on which the vehicle is currently traveling is a second type of road surface, adjusting the current touch sensitivity threshold to a second touch sensitivity threshold, wherein the second touch sensitivity threshold is greater than the first touch sensitivity threshold; when it is determined that the touch data is greater than or equal to the current touch sensitivity threshold, judging that the touch operation is a valid operation; when it is determined that the touch data is less than the current touch sensitivity threshold, judging that the touch operation is an invalid operation.

[0006] Optionally, multimodal data is obtained, including: obtaining touch data, wherein the touch data is detected by a group of sensors in the vehicle-mounted touch screen; obtaining driving status data, the driving status data includes acceleration data and angular velocity data of the vehicle, wherein the acceleration data is detected by an accelerometer, and the angular velocity data is detected by a gyroscope.

[0007] Optionally, the touch data includes at least one of the following: a pressure value of the touch area; a touch duration; a touch position; and a capacitance value of the touch area.

[0008] Optionally, before determining the validity of the touch operation based on the multimodal data and the user preference profile, the method further includes: determining the condition of the road surface on which the vehicle is currently traveling based on the driving status data; wherein determining the condition of the road surface on which the vehicle is currently traveling based on the driving status data includes: comparing the acceleration data and the angular velocity data with a preset bumpy road surface threshold, wherein the preset bumpy road surface threshold includes a preset acceleration threshold and a preset angular velocity threshold; when the acceleration data is greater than or equal to the preset acceleration threshold or the angular velocity data is greater than or equal to the preset angular velocity threshold, determining that the road surface on which the vehicle is currently traveling is a second-class road surface; and when the acceleration data is less than the preset acceleration threshold and the angular velocity data is less than the preset angular velocity threshold, determining that the road surface on which the vehicle is currently traveling is a first-class road surface.

[0009] Optionally, when it is determined that the touch operation is a valid operation and after responding to the touch operation, the method also includes: using a deep learning model to analyze the historical touch behavior of the target object to obtain the behavior pattern of the target object, and predicting the intention based on the touch operation to obtain a prediction result, wherein the prediction result is used to predict the next operation of the target object; controlling the on-board touch screen to display content corresponding to the prediction result.

[0010] Optionally, judging the validity of the touch operation according to the multimodal data and the user preference profile includes: obtaining biometric information of the target object, wherein the multimodal data also includes the biometric information; authenticating the target object based on the biometric information; when it is determined that the identity authentication of the target object is passed, judging the validity of the touch operation according to the multimodal data and the user preference profile; when it is determined that the identity authentication of the target object is not passed, determining that the touch operation is an invalid operation.

[0011] Optionally, the multimodal data also includes driving environment data; the above method also includes: when the driving environment data indicates that the ambient illumination is less than a first illumination threshold, adjusting the display brightness of the vehicle touch screen to a first preset brightness; when the driving environment data indicates that the ambient illumination is greater than a second illumination threshold, adjusting the display brightness of the vehicle touch screen to a second preset brightness, wherein the second illumination threshold is greater than the first illumination threshold, and the second preset brightness is greater than the first preset brightness.

[0012] In a second aspect of the present application, there is also provided an in-vehicle touch interaction controller for executing any of the aforementioned methods, including: multiple sensor interfaces for receiving multimodal data, wherein the multimodal data includes touch data and driving status data; a microprocessor for comprehensively determining whether a touch operation is valid based on the multimodal data and a user preference profile; and a response module for responding to a touch operation when it is determined that the touch operation is a valid operation.

[0013] Optionally, the above-mentioned controller also includes: a spare capacitive touch layer, which is set to be in a dormant state under normal circumstances, and is in an activated state when the vehicle main control system detects an abnormal situation, so that the vehicle touch screen allows emergency access.

[0014] In a third aspect of the present application, an electronic device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the program, any of the above method steps is implemented.

[0015] In a fourth aspect of the present application, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores instructions, and when the instructions are executed, any of the above method steps is performed.

[0016] In summary, one or more technical solutions provided in this application have at least the following technical effects or advantages: 1. It can reduce the problem of accidental touches caused by changes in the driving environment, and can dynamically adjust the touch sensitivity according to the user's personalized settings, effectively improving the accuracy of touch operations and achieving the effect of improving user experience; 2. Dynamically adjust the touch sensitivity threshold according to different types of road surfaces to improve the accuracy of touch recognition. By real-time monitoring of driving status data and combining user preference profiles, it can flexibly adapt to different driving environments and enhance the intelligence level of the system; 3. It can accurately judge the current road conditions based on the vehicle's driving status data, and dynamically adjust the touch sensitivity threshold accordingly, thereby effectively reducing false touches caused by road bumps and improving the reliability of the touch system and user experience; 4. Use deep learning models to analyze the historical touch behavior of the target object, obtain the behavior pattern, and predict the intention based on the current touch operation, so as to display the content corresponding to the prediction result in advance, thereby improving the response speed of the in-vehicle touch system. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a flow chart of a vehicle-mounted touch interactive control method provided by an embodiment of the present application; Figure 2 is a framework diagram of a vehicle-mounted touch interaction controller provided in an embodiment of the present application; Figure 3 It is a schematic diagram of the structure of an electronic device disclosed in an embodiment of the present application.

[0018] Description of reference numerals: 300 - electronic device; 301 - processor; 302 - communication bus; 303 - user interface; 304 - network interface; 305 - memory. DETAILED DESCRIPTION

[0019] In order to enable technicians in this field to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments.

[0020] In the description of the embodiments of the present application, words such as "for example" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "for example" or "for example" is intended to present related concepts in a specific way.

[0021] In the description of the embodiments of the present application, the term "plurality" means two or more. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. The terms "include", "comprise", "have" and their variations all mean "including but not limited to", unless otherwise specifically emphasized.

[0022] The following is combined with Figure 1-Figure 3 The embodiments of the present application are described.

[0023] This application provides a vehicle-mounted touch interactive control method, referring to Figure 1 , Figure 1: is a flow chart of a vehicle-mounted touch interactive control method provided by an embodiment of the present application, the method comprising: Step S101, acquiring multimodal data, wherein the multimodal data includes touch data and vehicle driving state data, the touch data is data generated by a target object performing a touch operation on the vehicle touch screen, and the driving state data is used to reflect the road condition on which the vehicle is currently traveling; Step S102, determining the validity of the touch operation according to the multimodal data and the user preference profile, wherein the user preference profile includes a preset first touch sensitivity threshold; Step S103: When it is determined that the touch operation is a valid operation, respond to the touch operation.

[0024] Through the above steps, by obtaining multimodal data, including touch data and driving status data, and combining the user preference profile to judge the effectiveness of the touch operation, the problem of false touch caused by changes in the driving environment (such as bumpy roads) can be reduced. At the same time, this method can also dynamically adjust the touch sensitivity according to the user's personalized settings, thereby achieving the effect of improving the user experience. Finally, after confirming that the touch operation is valid, a timely response is made to ensure the smoothness and safety of the operation during driving. This in-vehicle touch interaction control method can effectively improve the accuracy and reliability of touch operations.

[0025] This embodiment can reduce false touches caused by environmental factors and improve the touch recognition rate by combining touch data and driving status data; personalized touch sensitivity settings can enhance the user experience, make the interaction more in line with personal habits, and improve the convenience and comfort during driving. By introducing the data of the vehicle's driving status as a basis for judgment, it is possible to more accurately distinguish between valid user intentions and false touches caused by vibrations and other reasons. For example, the touch sensitivity is reduced when the vehicle is bumpy to avoid unnecessary responses. Using the user preference profile, the response sensitivity of the touch system can be adjusted according to the habits of different users, thereby improving the user experience and the system's adaptability to the needs of different users. By optimizing the touch recognition algorithm, the system can better cope with the challenges in complex driving environments, ensuring that a high recognition rate can be maintained even when the vehicle is vibrating, thereby improving driving safety. Touch data may include data such as the pressure value of the touch area of ​​the vehicle-mounted touch screen (or touch screen), the capacitance value (or capacitance change value) of the touch area, the touch position, the touch duration and the touch area; driving status data includes data used to reflect the road conditions on which the vehicle is currently traveling, such as the vehicle's acceleration data and the vehicle's angular velocity data. These data can be used to comprehensively judge the road conditions, such as whether it is a bumpy road or a smooth road, etc. The driving status data can also be point cloud data obtained by a vehicle-mounted laser radar, which is used to judge whether the road ahead is a bumpy road.

[0026] In an optional embodiment, the validity of the touch operation is judged according to the multimodal data and the user preference profile, including: when the driving status data indicates that the road surface on which the vehicle is currently traveling is a first type of road surface, setting the current touch sensitivity threshold to a first touch sensitivity threshold according to the user preference profile; when the driving status data indicates that the road surface on which the vehicle is currently traveling is a second type of road surface, adjusting the current touch sensitivity threshold to a second touch sensitivity threshold, wherein the second touch sensitivity threshold is greater than the first touch sensitivity threshold; when it is determined that the touch data is greater than or equal to the current touch sensitivity threshold, judging that the touch operation is a valid operation; and when it is determined that the touch data is less than the current touch sensitivity threshold, judging that the touch operation is an invalid operation.

[0027] In the above embodiment, when the vehicle is traveling on the first type of road surface (such as a flat road surface), the touch sensitivity threshold is low. At this time, the touch operation can be responded to according to the first touch sensitivity threshold set in the user preference profile, which helps to improve the user's touch experience; when the vehicle is traveling on the second type of road surface (such as a bumpy road surface), the touch sensitivity threshold is high, such as the above second touch sensitivity threshold, which can effectively avoid false touches caused by bumpy roads and ensure the stability and reliability of the system; by real-time monitoring of driving status data and combining user preference profiles, the method can flexibly adapt to different driving environments, enhance the intelligence level of the system, and improve user experience and driving safety. This embodiment can dynamically adjust the touch sensitivity threshold according to different types of road surfaces, thereby improving the accuracy of touch recognition.

[0028] This embodiment dynamically adjusts the touch sensitivity threshold according to different road conditions, solves the problem that a single touch sensitivity setting may not be suitable under variable road conditions, and can dynamically adjust the touch sensitivity according to different types of road conditions to ensure that the best touch response can be obtained in any situation, thereby improving the overall performance of the system. The system will only determine that the touch operation is a valid operation when it is determined that the touch data is greater than or equal to the current touch sensitivity threshold, which can improve the accuracy of the response and avoid false responses caused by slight touches. This embodiment can adjust the sensitivity of the touch screen according to specific driving conditions, so as to more accurately identify the user's intention. For example, on a bumpy road (the second type of road), the system will use a higher touch sensitivity threshold so that slight, unintentional touches will not trigger commands, reducing the possibility of false operations. Users can customize their preferred touch sensitivity through configuration files, which means that the system can better adapt to personal usage habits and provide a more personalized interactive experience; by intelligently adjusting the touch sensitivity, this method helps to ensure that a high recognition accuracy can be maintained even in complex driving environments, thereby improving the reliability of the system and the safety of driving. The first type of road surface mentioned above may be a relatively flat road surface, and the second type of road surface may be a relatively bumpy road surface. This embodiment only takes the first type of road surface and the second type of road surface as examples to distinguish between two types of road surfaces with different road conditions. In practical applications, the road surfaces may be further divided into more types, and different touch sensitivity thresholds may be set for different types of road surfaces. In addition, the touch data mentioned above may be one data, for example, the pressure value of the touch area, or the capacitance value of the touch area, or may include multiple data, such as both the pressure value of the touch area and the capacitance value of the touch area, and may also include the touch duration (or touch duration). Accordingly, the current touch sensitivity threshold may include one threshold or multiple thresholds. The number of thresholds included in the current touch sensitivity threshold corresponds to the number of touch data. For example, the pressure value of the touch area corresponds to one pressure sensitivity threshold, and the capacitance value of the touch area corresponds to one capacitance sensitivity threshold, etc.

[0029] In an optional embodiment, obtaining multimodal data includes: obtaining touch data, wherein the touch data is detected by a group of sensors in a vehicle-mounted touch screen; obtaining driving status data, the driving status data includes acceleration data and angular velocity data of the vehicle, wherein the acceleration data is detected by an accelerometer, and the angular velocity data is detected by a gyroscope.

[0030] In the above embodiment, the touch data is detected by a group of sensors in the vehicle touch screen, and the driving state data includes the acceleration data and angular velocity data of the vehicle, which are detected by the accelerometer and the gyroscope respectively. These data can reduce the problem of false touch caused by external factors such as vibration. This embodiment can accurately obtain multi-modal data of the vehicle touch screen, including touch data and driving state data, which can effectively improve the recognition accuracy and response speed of touch operation, thereby improving the safety and user experience during driving.

[0031] This embodiment uses sensors in the vehicle touch screen to obtain touch data, and uses accelerometers and gyroscopes to obtain acceleration data and angular velocity data of the vehicle. These data can help the system better understand the driving status of the vehicle under different road conditions, thereby optimizing the response of touch interaction. Refining the driving status data into acceleration data and angular velocity data, and specifying that these data are obtained by accelerometers and gyroscopes respectively, can more accurately reflect the driving conditions of the vehicle, such as acceleration, deceleration, turning and other actions, thereby providing a more reliable basis for judging the effectiveness of touch operations. The above-mentioned set of sensors may include capacitive sensors and pressure sensors, and optionally, may also include temperature sensors. Then the touch data may also include data from the temperature sensor, and the temperature data is combined to determine whether it is a valid touch operation.

[0032] In an optional embodiment, the touch data includes at least one of the following: a pressure value of the touch area; a touch duration; a touch position; and a capacitance value of the touch area.

[0033] In the above embodiments, by detecting the pressure value of the touch area, it is possible to distinguish between light touch and heavy press, avoid false touch caused by vibration, and improve the accuracy of touch operation; by analyzing the touch duration, the user's operation intention can be further confirmed, such as the different functions of long press and short press, and the flexibility and diversity of operation can be enhanced. The recording of touch duration helps to distinguish between the user's short false touch and intentional long press operation; accurately obtaining the touch position helps to achieve more refined operation control and improve user experience; by detecting the capacitance value of the touch area, it can better adapt to the touch requirements under different materials and humidity conditions, and improve the robustness and adaptability of the system. This embodiment can collect touch data more comprehensively, including the pressure value of the touch area, the touch duration, the touch position and the capacitance value of the touch area, thereby improving the recognition accuracy and reliability of the touch operation. In this embodiment, by including a variety of touch data such as the pressure value of the touch area, the touch duration, the touch position and the capacitance value of the touch area, the system can more comprehensively understand the user's touch behavior and improve the recognition accuracy of the touch operation. During driving, accurate touch recognition can reduce the driver's operation errors, thereby improving driving safety. Optionally, the touch data may also include contact area, contact speed and direction, etc.

[0034] In an optional embodiment, before determining the validity of the touch operation based on the multimodal data and the user preference profile, the method further includes: determining the condition of the road surface on which the vehicle is currently traveling based on the driving status data; wherein determining the condition of the road surface on which the vehicle is currently traveling based on the driving status data includes: comparing the acceleration data and the angular velocity data with a preset bumpy road surface threshold, wherein the preset bumpy road surface threshold includes a preset acceleration threshold and a preset angular velocity threshold; when the acceleration data is greater than or equal to the preset acceleration threshold or the angular velocity data is greater than or equal to the preset angular velocity threshold, determining that the road surface on which the vehicle is currently traveling is a second type of road surface; and when the acceleration data is less than the preset acceleration threshold and the angular velocity data is less than the preset angular velocity threshold, determining that the road surface on which the vehicle is currently traveling is a first type of road surface.

[0035] In the above embodiment, when the vehicle is traveling on a relatively stable first type of road surface, the current touch sensitivity threshold is set to a lower first touch sensitivity threshold, ensuring the sensitivity and rapid response of the touch operation; when the vehicle is traveling on a severely bumpy second type of road surface, the current touch sensitivity threshold is automatically adjusted to a higher second touch sensitivity threshold, reducing false touch operations caused by vehicle vibrations and improving the anti-interference ability of the touch system. Through real-time monitoring and comparison of acceleration data and angular velocity data, accurate identification of road conditions is achieved, ensuring the reasonable adjustment of the touch sensitivity threshold, and further improving the stability and safety of the touch system. The method can accurately judge the current road conditions based on the vehicle's driving status data, and dynamically adjust the touch sensitivity threshold accordingly, thereby effectively reducing false touches caused by road bumps and improving the reliability of the touch system and user experience.

[0036] By comparing the acceleration data and angular velocity data with the preset bumpy road threshold, it is possible to more accurately determine whether the road the vehicle is currently driving on is a bumpy road (i.e., the second type of road) or a smooth road (i.e., the first type of road). After accurately identifying the road condition, the system can adjust the touch sensitivity threshold according to different road conditions, thereby optimizing the adaptability of touch interaction. For example, on a bumpy road, the system may increase the touch sensitivity threshold to reduce false touches caused by vehicle vibration.

[0037] Optionally, the amplitude and frequency of the acceleration change are determined according to the acceleration data, and the amplitude and frequency of the angular velocity change are determined according to the angular velocity data. By analyzing the data of the accelerometer, the amplitude and frequency of the acceleration change can be calculated. If the amplitude and frequency of the acceleration change exceed the preset threshold, it can be determined that the road surface is bumpy. If the angular velocity detected by the gyroscope changes frequently and with a large amplitude, it means that the vehicle posture is unstable, which may be caused by the bumpy road surface. Combined with the data of the accelerometer, the bumpy condition of the road surface can be more accurately determined. The acceleration data may include acceleration data in multiple directions, or vertical acceleration data. The acceleration data includes acceleration data at multiple moments, for example, acceleration data detected over a period of time. The most direct method of the accelerometer is to measure the acceleration change of the vehicle body in the vertical direction. When the vehicle passes through a bumpy section, the vehicle body will experience rapid up and down movement, which will cause significant vertical acceleration fluctuations. A threshold value can be set for the vertical acceleration based on historical data and a preset safety range; if the detected acceleration exceeds this threshold value, it may mean that a large bump has been encountered. Gyroscopes are mainly used to monitor the angular velocity of a vehicle's attitude, especially changes around the horizontal axis (pitch) and lateral axis (roll). When a vehicle is traveling on an uneven road, it will not only bounce up and down, but may also be accompanied by a certain degree of tilt or sway. By continuously monitoring the pitch and roll angles of the vehicle, the stability of the vehicle's attitude can be evaluated. If a large change in the angle is found in a short period of time, it may be due to an impact caused by a pothole or other obstacle.

[0038] Optionally, the bumpiness of the road surface can be divided into multiple different levels, and the corresponding sensitivity thresholds can be dynamically adjusted according to the different bumpiness levels. For example, different levels of bumpiness correspond to a sensitivity threshold. Optionally, in actual applications, it is also possible to combine the on-board laser radar to determine whether the road ahead is a bumpy road surface. For example, when there is a bumpy road surface within a preset distance (such as 10m, or other distance) ahead, the touch sensitivity threshold can be adjusted in advance, for example, the current touch sensitivity threshold of the on-board touch screen is adjusted to the above-mentioned second touch sensitivity threshold.

[0039] In an optional embodiment, when it is determined that the touch operation is a valid operation and after responding to the touch operation, the method also includes: using a deep learning model to analyze the historical touch behavior of the target object to obtain the behavior pattern of the target object, and predicting the intention based on the touch operation to obtain a prediction result, wherein the prediction result is used to predict the next operation of the target object; controlling the on-board touch screen to display content corresponding to the prediction result.

[0040] In the above embodiment, when it is determined that the touch operation is a valid operation, the deep learning model can be further used to analyze the historical touch behavior of the target object to obtain the behavior pattern, and the intention is predicted according to the current touch operation, so as to display the content corresponding to the prediction result in advance. This not only improves the response speed of the in-vehicle touch system, but also better adapts to the user's operating habits, reduces misoperation, and improves the user experience.

[0041] The in-vehicle touch screen in the related art can usually only respond according to the current touch operation, but cannot predict and analyze according to the historical touch behavior of the target object. This leads to the lack of personalization and intelligence of the in-vehicle system during interaction, and the inability to display the content that may be needed in advance according to the user's habits and behavior patterns. The related art does not make full use of the user's touch history data to improve the interactive experience, resulting in the user may need more clicks and waiting when using the in-vehicle touch screen, affecting the convenience of driving. This embodiment analyzes the historical touch behavior of the target object by using a deep learning model, can learn and identify the user's behavior pattern, and predict the user's next operation based on these patterns, which helps to improve the intelligence level of the in-vehicle touch system and provide users with a more personalized interactive experience. By predicting the user's intention, the touch system (or controller) can pre-load or display the content that the user may need before the user performs a touch operation. This can not only reduce the system's immediate processing burden, but also significantly improve the operating efficiency and response speed, thereby improving the user experience. Based on the learning and prediction of user behavior patterns, the system can continuously adapt to new operating habits and changing needs, increasing the flexibility and adaptability of the system.

[0042] As an example, consider a scenario where a driver often opens a navigation app to check the route a few minutes before approaching a destination. Using historical data analysis, the in-vehicle system can learn this behavior pattern. Therefore, the next time a similar location is approached, the system may load relevant map information in advance and even proactively ask if the route needs to be updated, even if the driver has not explicitly made any request. This advance preparation not only reduces waiting time, but also enhances the smoothness and intelligence of the interactive experience.

[0043] As another example, if the driver often adjusts the volume after using the navigation function, the deep learning model can identify this associated behavior. Based on the results of the behavioral pattern analysis, the deep learning model can predict the user's intention after the current touch event. For example, if the driver is using the navigation function, the deep learning model can predict that the driver may want to adjust the volume and prepare the corresponding function options in advance. Once the deep learning model predicts the user's intention, the controller will respond immediately, start the corresponding function or adjust the corresponding settings. This predictive response can significantly reduce the user's waiting time and improve the response speed of the touch system.

[0044] In an optional embodiment, the validity of the touch operation is judged according to multimodal data and a user preference profile, including: obtaining biometric information of the target object, wherein the multimodal data also includes biometric information; authenticating the target object based on the biometric information; when it is determined that the identity authentication of the target object is passed, judging the validity of the touch operation according to the multimodal data and the user preference profile; when it is determined that the identity authentication of the target object is not passed, determining that the touch operation is an invalid operation.

[0045] In the above embodiment, the target object is authenticated by using biometric information, which ensures that only legitimate users can perform effective operations, prevents unauthorized personnel from accidentally touching or maliciously operating, and enhances the security of the system; when it is determined that the identity authentication of the target object is passed, the validity of the touch operation is further judged according to the multimodal data and the user preference profile, ensuring the reliability and accuracy of the touch operation under different driving conditions; when it is determined that the identity authentication of the target object is not passed, the touch operation is directly determined to be an invalid operation, avoiding the safety hazards caused by illegal operations. The vehicle-mounted touch interactive control method can perform identity authentication in a complex driving environment through multimodal data and user preference profiles combined with biometric information, ensuring that only authenticated target objects can perform effective touch operations, thereby improving the security of the system. This embodiment uses biometric information to perform identity authentication, which can ensure that only authorized users can operate the vehicle-mounted system, thereby improving the safety of the vehicle; the identity authentication mechanism can prevent unauthorized access and protect the user's privacy and vehicle data from being leaked. The biometric information can be fingerprint information or facial expression information.

[0046] In an optional embodiment, the multimodal data also includes driving environment data; the above method also includes: when the driving environment data indicates that the ambient illumination is less than a first illumination threshold, adjusting the display brightness of the vehicle touch screen to a first preset brightness; when the driving environment data indicates that the ambient illumination is greater than a second illumination threshold, adjusting the display brightness of the vehicle touch screen to a second preset brightness, wherein the second illumination threshold is greater than the first illumination threshold, and the second preset brightness is greater than the first preset brightness.

[0047] In the above embodiment, the display brightness of the vehicle touch screen can be dynamically adjusted according to the lighting conditions in the driving environment. When the ambient illumination is low, the display brightness is reduced to reduce interference with the driver's vision and improve the safety and comfort of night driving; when the ambient illumination is high, the display brightness is increased to ensure that the screen content is clearly visible and avoid information reading difficulties caused by the screen being too dark, thereby improving user experience and safety.

[0048] This embodiment realizes automatic adjustment of the display brightness of the vehicle touch screen by introducing driving environment data (such as ambient illumination). When the ambient illumination is low, the screen brightness is adjusted to a lower first preset brightness to reduce glare and visual fatigue; when the ambient illumination is high, the screen brightness is adjusted to a higher second preset brightness to ensure that the information is clear and readable. This automatic adjustment method helps to improve safety and comfort during driving. Users do not need to manually adjust the display brightness of the vehicle touch screen, and the system will automatically adjust it according to changes in the external environment. This intelligent adjustment method not only simplifies the operation process, but also improves the user experience.

[0049] In an optional embodiment, the user preference profile controller is obtained in the following manner: when used for the first time, the controller collects the user's biometric information and builds a personal profile of the user, wherein the user includes a target object; continuously monitors each touch event of the user during use, including the touch point movement trajectory, frequency, and pressure distribution parameters; through iterative training, a user behavior pattern database is constructed, and a user preference profile matching the user is established, wherein the user preference profile is used to dynamically adjust the touch feedback strength, touch sensitivity and menu layout of the vehicle-mounted touch screen.

[0050] In the above embodiment, the user's biometric information is collected when used for the first time to build a personal profile to ensure the uniqueness and security of the user's identity. The user's touch behavior during use is continuously monitored, including the contact point movement trajectory, frequency and pressure distribution parameters, and the user's behavior pattern database is built through iterative training to form a preference profile that matches the user. This not only improves the intelligence level of the system, but also enhances the user experience, making the touch operation more in line with the user's habits and needs. The touch feedback strength, touch sensitivity and menu layout of the vehicle-mounted touch screen are dynamically adjusted according to the user's preference profile, so that the system can adapt to the user's operating habits and preferences in real time, further improve the accuracy and response speed of the touch operation, reduce the possibility of misoperation, and improve driving safety and driving comfort. This embodiment introduces an adaptive user identification mechanism, which continuously learns and adapts to the unique behavior pattern of each driver through machine learning to achieve a personalized touch operation experience. This mechanism allows the system to automatically identify who is operating, and even if multiple users take turns driving the same car, it can ensure seamless switching to the most familiar interaction mode for each user, greatly improving the level of customization and driving satisfaction.

[0051] The present application also provides a vehicle-mounted touch interaction controller, which is applied to the vehicle-mounted touch interaction control method of any of the above embodiments, such as Figure 2 As shown, Figure 2 : is a framework diagram of a vehicle-mounted touch interaction controller provided in an embodiment of the present application, and the controller includes: A plurality of sensor interfaces for receiving multimodal data, wherein the multimodal data includes touch data and driving status data; A microprocessor, configured to comprehensively determine whether the touch operation is valid based on the multimodal data and the user preference profile; The response module is used to respond to the touch operation when it is determined that the touch operation is a valid operation.

[0052] In the above embodiment, multiple sensor interfaces receive multimodal data, including touch data and driving status data, so that the system can fully understand the user's touch behavior and the current driving condition of the vehicle, so as to more accurately judge the effectiveness of the touch operation; the microprocessor comprehensively judges the effectiveness of the touch operation based on the multimodal data and the user preference profile, and can dynamically adjust the touch sensitivity threshold in different driving environments to reduce the false touch phenomenon caused by factors such as vehicle vibration and road bumps, and ensure the reliability of the touch operation; the response module responds to the user's instructions in a timely manner when it is judged that the touch operation is a valid operation, thereby improving the system's response speed and user experience. The vehicle-mounted touch interactive controller significantly improves the accuracy and response speed of the touch operation through the comprehensive processing of multimodal data, improves the user experience during driving, and enhances driving safety.

[0053] In an optional embodiment, the above-mentioned controller also includes: a backup capacitive touch layer, which is set to be in a dormant state under normal circumstances, and is in an activated state when the vehicle main control system detects an abnormal situation, so that the vehicle touch screen allows emergency access.

[0054] In the above embodiment, the vehicle-mounted touch interactive controller maintains low power consumption under normal circumstances. When the vehicle-mounted main control system detects an abnormal situation, it can quickly activate the spare capacitive touch layer to ensure that the driver can still quickly and reliably access the vehicle-mounted touch screen in an emergency, thereby improving the reliability and safety of the system. That is, the spare capacitive touch layer will not consume too much energy in the dormant state, and once emergency access is required, it can be immediately switched to the activated state, ensuring the immediate availability of the touch screen and improving the user experience.

[0055] In an optional embodiment, the controller further includes: a deep learning module, configured to train a deep learning model through historical touch data to identify user behavior patterns and predict intentions.

[0056] In an optional embodiment, the controller further includes: an accelerometer and a gyroscope, wherein the accelerometer is used to detect the acceleration data of the vehicle, the gyroscope is used to detect the angular velocity data of the vehicle, and the driving status data includes acceleration data and angular velocity data. In the above embodiment, the accelerometer and the gyroscope can detect the acceleration data and angular velocity data of the vehicle in real time, so as to obtain the driving status data more accurately. These data not only help to judge the road conditions on which the vehicle is currently driving, but also improve the effectiveness and response speed of touch operations in complex driving environments, reduce false touches and response delays, and thus improve driving safety and user experience. The accelerometer and gyroscope can be built into the controller, or they can be set in other locations of the vehicle, such as near the center of mass of the vehicle.

[0057] The present application also provides a vehicle-mounted touch interactive control system, comprising the controller and the vehicle-mounted touch screen in any of the above embodiments. The specific interactive control method of the control system is the same as the interactive control method in the above embodiments, which will not be repeated here.

[0058] Obviously, the above-described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application will be described in detail below in conjunction with specific embodiments.

[0059] The embodiments of the present application provide a vehicle-mounted touch interaction control method, a controller and a vehicle control system. The embodiments of the present application are described in detail below.

[0060] In order to solve the problems of in-vehicle touch interaction accuracy and response speed, the following solution is proposed: First, the controller receives data fusion from multiple sensors, including contact information on the touch screen (corresponding to the aforementioned contact data), driving status data (such as vehicle speed, road conditions), and user biometric information (such as fingerprints, facial expressions) to comprehensively determine effective touch commands.

[0061] Secondly, the controller adjusts touch sensitivity based on a preset user preference profile, allowing the system to automatically adjust in different driving scenarios, avoiding false triggers while maintaining a high level of sensitivity.

[0062] Again, when a touch event is received, the controller analyzes the user's behavior patterns through a deep learning model, predicts intentions, and responds quickly, maintaining a stable operating experience even when driving at high speeds or in severe weather conditions.

[0063] Finally, the controller uses a low-latency wireless communication protocol to update touch feedback in real time, ensuring that every interaction is instantly confirmed, reinforcing driver confidence.

[0064] The controller is designed to integrate a high-performance microprocessor, multiple sensor interfaces (such as optical, pressure sensing, and biometric recognition), and a high-speed communication module, giving it powerful data processing capabilities and stable network connection performance.

[0065] At the hardware level, the controller has built-in accelerometers and gyroscopes to detect dynamic changes in the vehicle, thereby intelligently adjusting the sensitivity threshold of the touch system to prevent invalid triggering under bumpy road conditions.

[0066] In addition, the controller’s front end is integrated with a high-precision touch screen, and the surface is covered with an anti-glare and anti-scratch protective film, which not only enhances durability but also improves visual comfort, ensuring a clear and visual operating interface in all environments.

[0067] Specific example: Suppose an autonomous electric car is driving on a rainy night, and the driver wants to adjust the seat heating level through the touch screen. Traditional touch systems may cause false touches due to raindrops falling on the screen, or may cause difficulty in recognition due to reduced brightness when driving at night. At this time, the on-board controller using the embodiment of the present application can intelligently distinguish between real touch actions and external interference, such as rain, to ensure that every step of the driver's operation is accurately captured. The controller will also automatically adjust the touch sensitivity, taking into account the current driving conditions (such as low visibility) and personal preferences, so that the operation is smooth even when wearing gloves or with poor vision. In addition, the intention recognition mechanism based on deep learning can predict the driver's possible next action and prepare corresponding function options in advance, significantly improving the response speed and user experience.

[0068] Furthermore, in order to solve the differences in touch experience caused by physiological differences between different drivers, an adaptive user recognition mechanism is introduced to continuously learn and adapt to the unique behavior patterns of each driver through machine learning to achieve a personalized touch operation experience.

[0069] How it works: When the controller is first powered on, it collects and records basic biometrics of the user, such as finger size, touch pressure, etc., to build a preliminary personal profile.

[0070] During subsequent use, the controller continuously monitors each touch event, including parameters such as contact movement trajectory, frequency, pressure distribution, and performs data analysis based on driving preferences (such as frequently used functions and preferred volume levels).

[0071] Through iterative training, the controller gradually builds a database of behavior patterns unique to each driver, which is used to dynamically adjust the touch panel's response characteristics, such as tactile feedback, sliding resistance, shortcut menu layout, etc. This mechanism allows the system to automatically identify who is operating, and even if multiple users take turns driving the same car, they can ensure seamless switching to the interaction mode that they are most familiar with, greatly improving the level of customization and driving satisfaction.

[0072] Furthermore, to address touch challenges in extreme driving situations, such as severe shaking or sudden loss of power, the controller is equipped with a redundant control strategy that enables alternate capacitive touch backup to ensure that even if the main system fails, critical driving operations can still be accessed via touch for emergency, ensuring driving safety.

[0073] Implementation method: During the design phase, the controller integrates a spare capacitive touch layer, which is in a dormant state under normal circumstances to save power resources.

[0074] When the main system detects an abnormal situation, such as a system crash warning or battery power running out, the capacitive touch backup is immediately activated as the last line of defense.

[0075] The touch panel in backup mode is streamlined to the most basic navigation, brake assist and emergency communication functions, and can respond quickly to emergency commands even in the lowest power state.

[0076] To avoid confusion in the event of an accident, the controller also has a built-in emergency guide that uses speech synthesis technology to guide the driver to complete the necessary operating steps until the vehicle stops safely or rescue arrives.

[0077] Compared with the related art, the embodiments of the present application have at least the following technical effects: 1) Because the data fusion algorithm is used to evaluate touch events in multiple dimensions, the touch accuracy is improved and the possibility of misoperation is reduced, especially in complex environments; 2) Through adaptive user recognition and personalized configuration, a driver-friendly touch experience upgrade is achieved, which not only enhances the adaptability between individuals, but also greatly shortens the learning curve, allowing every driver to easily master the various functions of the vehicle; 3) The introduction of real-time touch feedback mechanism and low-latency wireless communication technology greatly improves the operation response speed, and can promptly reflect the driver's instructions even at high speeds to ensure driving safety; 4) The redundant control strategy in extreme driving situations provides users with a reliable safety barrier, especially in the face of sudden failures, while still maintaining the necessary touch function availability and reducing the risk of accidents.

[0078] The present application also provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed, any one of the method steps described above is executed.

[0079] In an exemplary embodiment, the computer-readable storage medium may include, but is not limited to, various media that can store computer programs, such as a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk.

[0080] The present application also discloses an electronic device. Figure 3 As shown, Figure 3 The electronic device 300 may include: at least one processor 301 , at least one communication bus 302 , a user interface 303 , at least one network interface 304 , and a memory 305 .

[0081] The communication bus 302 is used to realize the connection and communication between these components.

[0082] The user interface 303 may include a display screen (Display) and a camera (Camera). Optionally, the user interface 303 may also include a standard wired interface and a wireless interface.

[0083] The network interface 304 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0084] Among them, the processor 301 may include one or more processing cores. The processor 301 uses various interfaces and lines to connect various parts of the entire electronic device (such as a server), and executes various functions of the server and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory 305, and calling data stored in the memory 305. Optionally, the processor 301 can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor 301 can integrate one or a combination of a central processing unit (Central Processing Unit, CPU), a graphics processing unit (Graphics Processing Unit, GPU) and a modem. Among them, the CPU mainly processes the operating system, user interface and application programs; the GPU is responsible for rendering and drawing the content to be displayed on the display screen; the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor 301, and it can be implemented separately through a chip.

[0085] Among them, the memory 305 may include a random access memory (Random Access Memory, RAM) and may also include a read-only memory (Read-Only Memory). Optionally, the memory 305 includes a non-transitory computer-readable storage medium. The memory 305 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 305 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc.; the data storage area may store data involved in the above-mentioned various method embodiments, etc. The memory 305 may optionally also be at least one storage device located away from the aforementioned processor 301. Refer to Figure 3 , the memory 305 as a computer storage medium may include an operating system, a network communication module, a user interface module and an application program of a vehicle-mounted touch interactive control method.

[0086] exist Figure 3In the electronic device 300 shown, the user interface 303 is mainly used to provide an input interface for the user and obtain the data input by the user; and the processor 301 can be used to call an application of a vehicle-mounted touch interactive control method stored in the memory 305. When executed by one or more processors 301, the electronic device 300 executes one or more of the methods described in the above embodiments. It should be noted that for the aforementioned method embodiments, for the sake of simple description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited to the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required for the present application.

[0087] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0088] In the several implementation modes provided in this application, it should be understood that the disclosed device or system can be implemented in other ways. For example, the device or system embodiments described above are only schematic, such as the division of units, which is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some service interfaces, and the indirect coupling or communication connection of devices or units can be electrical or other forms.

[0089] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0090] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0091] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a memory and includes several instructions for a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the various embodiments of the present application. The aforementioned memory includes: various media that can store program codes, such as USB flash drives, mobile hard drives, magnetic disks or optical disks.

[0092] The above is only an exemplary embodiment of the present disclosure and cannot be used to limit the scope of the present disclosure. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. After considering the disclosure of the specification and practice, those skilled in the art will easily think of other embodiments of the present disclosure.

[0093] This application is intended to cover any modifications, uses or adaptations of the present disclosure, which follow the general principles of the present disclosure and include common knowledge or customary technical means in the technical field not recorded in the present disclosure.

Claims

1. A vehicle-mounted touch interactive control method, characterized in that: include: Acquiring multimodal data, wherein the multimodal data includes touch data and driving state data of the vehicle, the touch data is data generated by a target object performing a touch operation on a vehicle-mounted touch screen, and the driving state data is used to reflect the road condition on which the vehicle is currently traveling; determining the validity of the touch operation according to the multimodal data and a user preference profile, wherein the user preference profile includes a preset first touch sensitivity threshold; When it is determined that the touch operation is a valid operation, the touch operation is responded to.

2. The method according to claim 1, characterized in that: Determining the validity of the touch operation according to the multimodal data and the user preference profile includes: When the driving state data indicates that the road surface on which the vehicle is currently traveling is a first type of road surface, setting the current touch sensitivity threshold as the first touch sensitivity threshold according to the user preference profile; When the driving state data indicates that the road surface on which the vehicle is currently traveling is a second type of road surface, adjusting the current touch sensitivity threshold to a second touch sensitivity threshold, wherein the second touch sensitivity threshold is greater than the first touch sensitivity threshold; In the case where it is determined that the touch data is greater than or equal to the current touch sensitivity threshold, determining that the touch operation is a valid operation; When it is determined that the touch data is less than the current touch sensitivity threshold, the touch operation is determined to be an invalid operation.

3. The method according to claim 2, characterized in that Acquire multimodal data, including: Acquiring the touch data, wherein the touch data is detected by a group of sensors in the vehicle-mounted touch screen; The driving state data is acquired, wherein the driving state data includes acceleration data and angular velocity data of the vehicle, wherein the acceleration data is detected by an accelerometer, and the angular velocity data is detected by a gyroscope.

4. The method according to claim 3, characterized in that The touch data includes at least one of the following: Pressure value of the touch area; touch duration; touch position; capacitance value of the touch area.

5. The method according to claim 3, characterized in that: Before determining the validity of the touch operation according to the multimodal data and the user preference profile, the method further includes: determining the road condition on which the vehicle is currently traveling according to the driving state data; Wherein, judging the road condition on which the vehicle is currently traveling according to the driving state data includes: Comparing the acceleration data and the angular velocity data with a preset bumpy road threshold, wherein the preset bumpy road threshold includes a preset acceleration threshold and a preset angular velocity threshold; When the acceleration data is greater than or equal to the preset acceleration threshold or the angular velocity data is greater than or equal to the preset angular velocity threshold, determining that the road surface on which the vehicle is currently traveling is the second type of road surface; When the acceleration data is less than the preset acceleration threshold and the angular velocity data is less than the preset angular velocity threshold, it is determined that the road surface on which the vehicle is currently traveling is the first type of road surface.

6. The method according to claim 1, characterized in that In the case where the touch operation is determined to be a valid operation and after responding to the touch operation, the method further includes: Analyze the historical touch behavior of the target object using a deep learning model to obtain the behavior pattern of the target object, and perform intention prediction based on the touch operation to obtain a prediction result, wherein the prediction result is used to predict the next operation of the target object; The vehicle-mounted touch screen is controlled to display content corresponding to the prediction result.

7. The method according to claim 1, characterized in that Determining the validity of the touch operation according to the multimodal data and the user preference profile includes: Acquire biometric information of the target object, wherein the multimodal data also includes the biometric information; authenticating the target object based on the biometric information; In a case where it is determined that the identity authentication of the target object is passed, judging the validity of the touch operation according to the multimodal data and the user preference profile; When it is determined that the identity authentication of the target object has not passed, the touch operation is determined to be an invalid operation.

8. The method according to claim 1, characterized in that: The multimodal data also includes driving environment data; the method further includes: When the driving environment data indicates that the ambient illumination is less than a first illumination threshold, adjusting the display brightness of the vehicle-mounted touch screen to a first preset brightness; When the driving environment data indicates that the ambient illumination is greater than a second illumination threshold, the display brightness of the vehicle-mounted touch screen is adjusted to a second preset brightness, wherein the second illumination threshold is greater than the first illumination threshold, and the second preset brightness is greater than the first preset brightness.

9. A vehicle-mounted touch interactive controller, characterized in that: The method for performing any one of claims 1 to 8 comprises: a plurality of sensor interfaces, for receiving the multimodal data, wherein the multimodal data includes the touch data and the driving state data; a microprocessor, configured to comprehensively determine whether the touch operation is valid based on the multimodal data and the user preference profile; The response module is used to respond to the touch operation when it is determined that the touch operation is a valid operation.

10. The controller according to claim 9, characterized in that: The controller also includes: a spare capacitive touch layer, which is set to be in a dormant state under normal circumstances and in an activated state when the vehicle main control system detects an abnormal situation, so that the vehicle touch screen allows emergency access.

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