Method and device for dynamically switching display of instrument information based on different driving styles

Abstract

The present application provides a method and device for dynamically switching the display of instrument information based on different driving styles, which relates to the field of automotive electronic technology. The technical solution provided by the present application determines the initial priority based on data category division and environmental information analysis, and then compares and analyzes the basic operation information corresponding to the driver's actual operation information and road condition information within a preset period to achieve accurate identification of driving style; finally, the initial priority is adjusted based on the driving style to obtain the target priority, and the driving status information is dynamically displayed in this priority order. It can accurately identify the driver's driving habit characteristics, and give priority to displaying the driving status information that is highly relevant to the habit characteristics on the instrument panel. When it is necessary to switch from automatic driving to manual driving, this personalized information display method enables the driver to quickly obtain important driving status information that conforms to his driving habits, thereby improving the efficiency of automatic driving takeover.

Description

Technical Field

[0001] The present application relates to the field of automotive electronics technology, and in particular to a method and device for dynamically switching the display of instrument information based on different driving styles. Background Art

[0002] With the rapid development of autonomous driving technology, the interaction between users and autonomous driving systems is becoming increasingly important, especially in scenarios where manual override is required. While driving, the instrument panel is the primary way for drivers to obtain driving information, and the rationality of its information display directly affects driving safety.

[0003] In the prior art, vehicle instrument panels generally use a comprehensive display format, simultaneously presenting various vehicle status information (such as surrounding vehicle conditions, current speed, speed limits, speed limit signs, remaining fuel or battery level, system time, ambient temperature, gear position information, etc.). However, when the autonomous driving system requests manual override, the driver often needs to accurately grasp the current driving conditions within a short period of time. However, this display format displays a wide variety of information simultaneously, which takes a long time for the driver to discern and grasp key information, making it difficult to quickly and safely take over the driving. Summary of the Invention

[0004] The present application provides a method and device for dynamically switching the display of instrument information based on different driving styles, which enables the driver to quickly obtain important driving status information, thereby improving the efficiency of automatic driving takeover.

[0005] In a first aspect, the present application provides a method for dynamically switching the display of instrument information based on different driving styles, the method comprising:

[0006] Acquiring vehicle driving status information and vehicle environment information;

[0007] Determining the data category to which the driving status information belongs, and determining the initial priority of displaying different data categories on the instrument panel based on the environmental information;

[0008] Obtaining actual operation information and road condition information of the driver during a preset period when the driver is manually driving;

[0009] comparing basic operation information corresponding to the road condition information with the actual operation information to determine the driver's driving style;

[0010] Adjusting the initial priority according to the driving style to obtain a target priority;

[0011] The driving status information corresponding to the data categories is dynamically displayed on the instrument panel in the order of the target priorities.

[0012] By employing the above technical solution, an initial priority is determined based on data classification and environmental information analysis. Then, by comparing and analyzing the driver's actual operating information within a preset period with basic operating information corresponding to road conditions, accurate driving style identification is achieved. Finally, the initial priority is adjusted based on driving style to obtain a target priority, and driving status information is dynamically displayed according to this priority order. This system accurately identifies the driver's driving habits and prioritizes the display of driving status information highly relevant to those habits on the instrument panel. When transitioning from autonomous driving to manual driving is necessary, this personalized information display allows the driver to quickly access important driving status information that aligns with their driving habits, thereby improving the efficiency of autonomous driving takeover.

[0013] Optionally, the data categories include vehicle general information, autonomous driving information, traffic information, navigation information, and auxiliary information, and determining the data category to which the driving status information belongs and determining the initial priority of displaying different data categories on the instrument panel based on the environmental information includes:

[0014] Constructing a label tree associated with the data category;

[0015] Matching the data label of the driving state information with the label tree to determine the data category to which the driving state information belongs;

[0016] Calculating a driving environment score based on the weather index and visibility index in the environmental information;

[0017] The initial priorities of the different data categories displayed on the instrument panel are determined according to the environmental score interval in which the driving environment score is located, and the environmental score interval corresponds to the preset initial priority.

[0018] By adopting the above technical solution and constructing a label tree associated with data categories, a multi-level data classification system covering general vehicle information, autonomous driving information, traffic information, navigation information, and auxiliary information has been established, providing a structured matching foundation for the precise classification of driving status information. By matching the data labels of driving status information with the label tree, accurate identification of information categories is achieved. At the same time, the solution calculates driving environment scores based on weather and visibility indicators in environmental information, establishes a mechanism to associate environmental factors with display priorities, and determines the initial priority of different data categories by matching driving environment scores with preset environmental score ranges. This information classification method based on label tree matching, combined with an environmental score-driven priority determination mechanism, achieves intelligent classification of driving status information and environmentally adaptive display priority allocation, enabling the system to prioritize information categories that best meet the needs of the actual scenario based on the characteristics of the current driving environment.

[0019] Optionally, the road condition information includes traffic density, the number of bends, and the number of uphill and downhill slopes; the basic operation information includes the number of basic steering operations and the number of basic emergency braking operations; the actual operation information includes the number of actual steering operations and the number of actual emergency braking operations; and comparing the basic operation information corresponding to the road condition information with the actual operation information to determine the driver's initial driving style includes:

[0020] Determining the basic number of steering operations and the basic number of emergency braking operations corresponding to the road condition information according to the traffic density, the number of curves, and the number of uphill and downhill slopes;

[0021] The basic steering operation times and the actual steering operation times, and the basic emergency braking operation times and the actual emergency braking operation times are compared respectively to determine the initial driving style of the driver.

[0022] By adopting the above technical solution, since the road condition information includes traffic density, number of curves, and number of uphill and downhill slopes, it can fully reflect the road driving environment within a preset period during manual driving; based on this road condition information, the corresponding basic steering operation number and basic emergency braking operation number can be determined. This basic operation information represents the standard driving operation frequency under the road conditions within the preset period during manual driving; this basic operation information is then compared with the driver's actual steering operation number and actual emergency braking operation number. Through the comparison and difference between the actual operation and the basic operation, the driver's driving operation characteristics under the road conditions within the preset period during manual driving can be comprehensively and objectively evaluated, thereby accurately determining the driver's initial driving style.

[0023] Optionally, the comparing the basic steering operation number with the actual steering operation number, and the basic emergency braking operation number with the actual emergency braking operation number, to determine the driver's initial driving style includes:

[0024] calculating a steering operation difference between the actual steering operation number and the basic steering operation number, and calculating a steering operation ratio of the steering operation difference to the basic steering operation number;

[0025] Calculating an emergency braking operation difference between the actual emergency braking operation number and the basic emergency braking operation number, and calculating an emergency braking operation ratio of the emergency braking operation difference to the basic emergency braking operation number;

[0026] The initial driving style of the driver is determined based on the ranges of the steering operation ratio and the sudden braking operation ratio.

[0027] By adopting the above technical solution, the steering operation difference between the actual number of steering operations and the basic number of steering operations and their steering operation ratio are calculated, as well as the emergency braking operation difference between the actual number of emergency braking operations and the basic number of emergency braking operations and their emergency braking operation ratio are calculated, so as to obtain the degree of deviation of the driver's actual operation relative to the basic operation; then, based on the intervals in which the steering operation ratio and the emergency braking operation ratio lie, the driver's initial driving style is determined, and the determination of the driving style is converted into specific numerical calculations and interval divisions, thereby making the determination of the driving style more quantitative and objective.

[0028] Optionally, determining the driver's initial driving style based on the range of the steering operation ratio and the emergency braking operation ratio includes:

[0029] If the steering operation ratio is greater than a preset first threshold, or the emergency braking operation ratio is greater than a preset second threshold, determining the driver's initial driving style as an aggressive driving style;

[0030] If the steering operation ratio is less than or equal to the first threshold, and the emergency braking operation ratio is less than or equal to the second threshold, determining the driver's initial driving style as a conservative driving style;

[0031] If the steering operation ratio and the emergency braking operation ratio are both negative, and the steering operation ratio is less than a preset first negative threshold or the emergency braking operation ratio is less than a preset second negative threshold, the driver's initial driving style is determined to be a cautious driving style.

[0032] By adopting the above technical solution, the steering operation ratio is compared with a preset first threshold, and the emergency braking operation ratio is compared with a preset second threshold. When the steering operation ratio is greater than the preset first threshold or the emergency braking operation ratio is greater than the preset second threshold, it is determined to be an aggressive driving style. When the steering operation ratio and the emergency braking operation ratio are both less than or equal to the corresponding thresholds, it is determined to be a stable driving style. When the steering operation ratio and the emergency braking operation ratio are both negative and less than the preset first negative threshold and the preset second negative threshold respectively, it is determined to be a cautious driving style. The driving styles are accurately divided into three types: aggressive, stable and cautious, making the determination of driving styles more detailed and reasonable.

[0033] Optional,

[0034] The adjusting the initial priority according to the driving style to obtain a target priority includes:

[0035] Obtaining a preset priority weight of the driving style;

[0036] The initial priority is weighted using the priority weight to obtain a target priority.

[0037] By employing this technical solution, a mapping between driving style and priority weights is established, enabling a personalized adjustment mechanism for display priority. By obtaining a preset priority weight corresponding to driving style and applying it to the initial priority weighting process, the target priority is tailored to the driver's individual driving characteristics. This dynamic adjustment method based on priority weights quantifies driving style characteristics into specific weight values. Through weighted calculations, a precise conversion from initial priority to target priority is achieved, enabling adaptive adjustment of information display priority based on the driver's driving habits.

[0038] Optionally, dynamically displaying the driving status information corresponding to the data categories on the instrument panel in the order of the target priorities includes:

[0039] Dividing the instrument panel into a primary display area and a secondary display area;

[0040] determining, in descending order of the target priorities, first driving status information corresponding to the data category in the primary display area and second driving status information corresponding to the data category in the secondary display area;

[0041] The first driving status information is displayed in an enlarged font, and the second driving status information is displayed in a rotation manner.

[0042] By employing the above technical solution, the instrument panel is divided into a primary and secondary display area, establishing a hierarchical information display layout. Driving status information corresponding to data categories is assigned to different display areas based on target priority, achieving a hierarchical spatial presentation of information. By enlarging the font size of the first driving status information in the primary display area and rotating the second driving status information in the secondary display area, a differentiated information presentation mechanism is established. This zone-based display layout, combined with differentiated font enlargement and rotation, allows higher-priority information to be highlighted in the primary display area through enlarged font size, while more secondary information is dynamically presented in the secondary display area through rotation. This improves the efficiency of the instrument panel's display space and the hierarchical nature of information delivery, allowing the driver to more intuitively and quickly access important driving status information.

[0043] In a second aspect, the present application provides a device for dynamically switching the display of instrument information based on different driving styles, the device comprising:

[0044] A first data acquisition module is used to acquire the driving state information of the vehicle and the environment information of the vehicle;

[0045] a priority determination module, configured to determine the data category to which the driving status information belongs, and determine the initial priority of different data categories displayed on the instrument panel according to the environmental information;

[0046] The second data acquisition module is used to obtain the actual operation information and road condition information of the driver during manual driving within a preset period;

[0047] a driving style determination module, configured to compare basic operation information corresponding to the road condition information with the actual operation information to determine the driver's driving style;

[0048] a priority adjustment module, configured to adjust the initial priority according to the driving style to obtain a target priority;

[0049] A display module is used to dynamically display the driving status information corresponding to the data category on the instrument panel in the order of the target priority.

[0050] In a third aspect, the present application provides a computer storage medium, which stores a plurality of instructions, and the instructions are suitable for being loaded by a processor and executing any one of the above methods.

[0051] In a fourth aspect, the present application provides an electronic device comprising a processor, a memory and a transceiver, wherein the memory is used to store instructions, the transceiver is used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device performs any one of the above methods.

[0052] In summary, the beneficial effects brought about by the technical solution of this application include:

[0053] By employing the above technical solution, an initial priority is determined based on data classification and environmental information analysis. Then, by comparing and analyzing the driver's actual operating information within a preset period with basic operating information corresponding to road conditions, accurate driving style identification is achieved. Finally, the initial priority is adjusted based on driving style to obtain a target priority, and driving status information is dynamically displayed according to this priority order. This system accurately identifies the driver's driving habits and prioritizes the display of driving status information highly relevant to those habits on the instrument panel. When transitioning from autonomous driving to manual driving is necessary, this personalized information display allows the driver to quickly access important driving status information that aligns with their driving habits, thereby improving the efficiency of autonomous driving takeover. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 This is a flowchart of a method for dynamically switching the display of instrument information based on different driving styles according to an embodiment of the present application;

[0055] Figure 2 This is a schematic structural diagram of a device for dynamically switching the display of instrument information based on different driving styles according to an embodiment of the present application;

[0056] Figure 3 This is a structural diagram of an electronic device provided in an embodiment of the present application.

[0057] Description of reference numerals: 300, electronic device; 301, processor; 302, communication bus; 303, user interface; 304, network interface; 305, memory. DETAILED DESCRIPTION

[0058] In order to enable people skilled in the art 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.

[0059] In the description of the embodiments of this application, words such as "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0060] In the description of the embodiments of the present application, the term "multiple" means two or more. For example, multiple devices refer to two or more devices, and multiple screen terminals refer to two or more screen terminals. 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 "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized.

[0061] See Figure 1 This is a flow chart illustrating a method for dynamically switching the display of instrument information based on different driving styles, provided in an embodiment of the present application. This method can be implemented using a computer program, a single-chip microcomputer, or run on a von Neumann architecture-based device for dynamically switching the display of instrument information based on different driving styles. The computer program can be integrated into an application or run as a standalone tool application. The specific steps of the method for dynamically switching the display of instrument information based on different driving styles are described in detail below.

[0062] S101: Acquire vehicle driving status information and vehicle environment information;

[0063] Driving status information refers to various data and information reflecting the vehicle's current operating status. This information can be understood as including basic vehicle parameters such as speed and rotational speed, information about the vehicle's surroundings such as the distance between the front and rear vehicles, and information about the status of the autonomous driving system. This information is used to help the driver understand the vehicle's operating status in real time.

[0064] Environmental information refers to external factors that affect vehicle safety. This includes natural environmental information such as weather conditions, visibility, and lighting conditions, as well as traffic environment information such as road conditions and traffic density. This information is used to assess the complexity of the current driving environment.

[0065] In this embodiment, driving status information is first acquired through various sensors installed on the vehicle. The speed sensor is used to obtain the vehicle's current speed, and the distance sensor is used to obtain distance information to the vehicles ahead and behind. The autonomous driving system then outputs system operating status information via an onboard controller. Simultaneously, environmental information such as weather conditions and current visibility is obtained by recognizing captured driving images. Furthermore, the onboard camera acquires road condition information, thereby providing information about the vehicle's surroundings.

[0066] S102: Determine the data category to which the driving status information belongs, and determine the initial priority of different data categories for display on the instrument panel based on the environmental information;

[0067] Data categories refer to the collection of information types derived from the functional attributes of driving status information. These categories can be understood as including general vehicle information (such as speed and gear position), autonomous driving information, traffic information, navigation information, and auxiliary information. These data categories are used to systematically manage various types of information generated during vehicle operation.

[0068] In this embodiment, since a large amount of driving status information is generated during vehicle operation, it needs to be categorized and managed. Therefore, the acquired driving status information is first divided into different data categories based on functional attributes, such as general vehicle information and autonomous driving information. After the driving status information is categorized, the display of different data categories on the instrument panel is initially prioritized based on current environmental information such as weather conditions and visibility. For example, in rainy and low-visibility environments, data categories directly related to driving safety will be given a higher display priority.

[0069] Based on the above embodiment, as an optional implementation manner, the method of determining the initial priority in step S102 specifically includes steps S201-S204.

[0070] S201: Construct a label tree related to the data category;

[0071] The label tree refers to a hierarchical data feature classification system, which can be understood as a tree structure containing data categories and their corresponding feature labels. For example, the general vehicle information category includes feature labels such as vehicle speed and gear position, while the autonomous driving information category includes feature labels such as system status and takeover prompts. This label tree structure is used to accurately classify driving status information. By matching feature labels, newly collected driving status information can be quickly classified into corresponding data categories, thereby achieving automated classification and management of information.

[0072] In this embodiment, the driving status information that may be generated during the operation of the vehicle is first analyzed to determine the data categories such as vehicle general information, automatic driving information, traffic information, navigation information and auxiliary information. Then, corresponding feature tags are established under each data category. For example, feature tags such as vehicle speed and gear position are established under the vehicle general information category, and feature tags such as system status and takeover prompts are established under the automatic driving information category.

[0073] S202: Matching the data label of the driving status information with the label tree to determine the data category to which the driving status information belongs;

[0074] In practice, data tags are first extracted from the acquired driving status information. Similarity is then calculated between these tags and the feature tags within each data category in the tag tree. When the similarity between a data tag and a feature tag within a data category reaches a preset threshold, the driving status information is classified into the corresponding data category. For example, if the acquired driving status information contains a data tag related to vehicle speed, it can be classified into the general vehicle information category by matching it with the tag tree.

[0075] S203: Calculating a driving environment score based on the weather index and visibility index in the environmental information;

[0076] The Driving Environment Score is a quantitative indicator of environmental complexity derived from a weighted calculation of weather and visibility indicators. It can be understood as an evaluation parameter that numerically represents the complexity of the current driving environment. For example, a rainy day with low visibility would result in a higher Driving Environment Score. This score is used to objectively assess the impact of the driving environment on driving safety.

[0077] In specific implementation, weather and visibility indicators are first extracted from the acquired environmental information. The weather indicator is assigned a corresponding weather coefficient based on different weather conditions, with the worse the weather, the larger the coefficient. The visibility indicator is assigned a corresponding visibility coefficient based on the visibility conditions, with the lower the visibility, the larger the coefficient. The weather coefficient and visibility coefficient are each multiplied by their preset weights and then added together to obtain a driving environment score reflecting the complexity of the current driving environment. This score ranges within a preset interval, with higher scores indicating more complex driving environments.

[0078] S204: Determine initial priorities for displaying different data categories on the instrument panel based on the environmental score interval in which the driving environment score falls. The environmental score intervals correspond to preset initial priorities.

[0079] During specific implementation, the value range of the driving environment score is divided into multiple environmental score intervals. Each environmental score interval is pre-configured with a corresponding initial priority scheme, which includes the display priority configuration of different data categories in the environmental score interval. When the calculated driving environment score falls into a certain environmental score interval, the initial priority configuration scheme corresponding to the interval can be called to assign appropriate display priorities to different data categories based on the complexity of the current driving environment. In intervals with higher environmental scores, data categories directly related to driving safety are configured with higher initial priorities, and data categories of an auxiliary nature are configured with lower initial priorities; while in intervals with lower environmental scores, the differences in initial priorities of various data categories are relatively small.

[0080] S103: Acquire actual operation information and road condition information of the driver during a preset period when the driver is manually driving.

[0081] Road condition information refers to various types of information and data reflecting the road environment and conditions during vehicle travel. This information and data can comprehensively represent the real-time traffic conditions of the road on which the vehicle is located. In the embodiments of this application, road condition information can be understood as real-time data parameters that can represent the road environment and traffic conditions within a preset period during manual driving. These parameters comprehensively reflect the traffic characteristics of the road section on which the vehicle is traveling.

[0082] The actual operation information refers to the various operational data of the driver's actual control of the vehicle during driving, which directly reflects the driver's actual driving behavior and control habits. In the embodiments of the present application, the actual operation information can be understood as the various types of driver control operation data of the vehicle recorded in real time by the operation detection device on the vehicle. This data can objectively reflect the driver's operating characteristics during actual driving.

[0083] Driving state information refers to various physiological and behavioral data reflecting the driver's physical and mental state while driving. This data can indicate the driver's physical and mental conditions, such as fatigue and attention level. In the embodiments of this application, driving state information can be understood as real-time monitoring data reflecting the driver's driving state, such as facial expressions, blink frequency, and head posture, collected by the in-vehicle driver state monitoring system.

[0084] In this embodiment, to accurately determine the driver's driving style, it is necessary to first obtain basic data information during the driver's driving process. Various sensors, detection devices, and monitoring systems installed on the vehicle collect road condition information, actual operation information, and driving status information within a preset period during manual driving. For example, the preset period can be set to 1 minute. This ensures that the collected data not only reflects the driver's immediate driving characteristics but also has a certain degree of data continuity and stability. Road condition information is collected by on-board sensors in real-time data parameters of the road environment and traffic conditions; actual operation information is recorded by the operation detection device to record the driver's actual control operation data of steering, acceleration, braking, etc.; and driving status information is collected by the driver status monitoring system to collect real-time monitoring data reflecting the driver's driving status, such as facial expressions, blinking frequency, and head posture.

[0085] S104: comparing basic operation information corresponding to the road condition information with the actual operation information to determine the driver's driving style;

[0086] Specifically, the road condition information includes traffic density, number of curves, and number of uphill and downhill slopes, and the basic operation information includes the number of basic steering operations and the number of basic emergency braking operations.

[0087] The initial driving style refers to a preliminary assessment of the driver's basic driving behavior patterns and habitual characteristics, derived through a systematic analysis of the driver's driving characteristic data over a predetermined period. In this embodiment of the present application, the initial driving style can be understood as a basic assessment of the driver's driving characteristics, derived through a comprehensive analysis of road condition information and actual operating information collected over a predetermined period.

[0088] In practice, to accurately determine a driver's driving style, a benchmark needs to be established. This benchmark is the basic operating information determined through road condition information. By comparing the driver's actual operating information with this benchmark, the degree of deviation from standard driving behavior can be determined, thereby determining the driver's initial driving style. Specifically, based on the road condition information within a preset period, the corresponding basic operating information is first determined. This basic operating information reflects the basic operating behavior that a normal driver should have under the road conditions within the preset period when the driver is manually driving. Then, the basic operating information is compared and analyzed with the actual driver operating information collected, and the difference between the two is calculated to determine the driver's driving behavior characteristics. This comparison method can accurately determine the driver's driving characteristics by establishing a benchmark for comparison, thereby determining the driver's initial driving style.

[0089] Based on the above embodiment, as an optional implementation method, the road condition information specifically includes traffic density, the number of curves, and the number of uphill and downhill slopes; the basic operation information includes the number of basic steering operations and the number of basic emergency braking operations; the actual operation information includes the actual number of steering operations and the actual number of emergency braking operations; and step S104 specifically also includes S301-S302.

[0090] S301: Determine the basic number of steering operations and the basic number of emergency braking operations corresponding to the road condition information according to the traffic density, the number of curves, and the number of uphill and downhill slopes.

[0091] In this embodiment, to accurately calculate the basic operational information of a normal driver under road conditions within a preset period during manual driving, the basic number of steering maneuvers and the basic number of emergency braking maneuvers are determined based on the traffic density, number of curves, and number of uphill and downhill slopes in the road condition information. Specifically, the number of curves and uphill and downhill slopes can be obtained from the mapping software based on the driver's route during the preset period during manual driving. Traffic density can be obtained by either acquiring real-time road condition information from the mapping software or by identifying surrounding vehicles using an onboard camera. When traffic density is high, the number of basic emergency braking maneuvers required by a normal driver needs to increase due to the close distances between vehicles. When the number of curves is high, the normal driver needs to steer to maintain the vehicle's trajectory, which increases the number of basic steering maneuvers. When the number of uphill and downhill slopes is high, the gradient changes affect the vehicle's driving state, which also increases the number of basic emergency braking maneuvers required by a normal driver. This road condition information is converted into the corresponding basic number of steering maneuvers and basic emergency braking maneuvers using pre-set calculation rules.

[0092] S302: Compare the basic steering operation times with the actual steering operation times, and the basic emergency braking operation times with the actual emergency braking operation times, respectively, to determine the driver's initial driving style.

[0093] Specifically, the basic steering maneuver count is first compared with the actual steering maneuver count to reflect the driver's steering behavior. The basic emergency braking maneuver count is then compared with the actual emergency braking maneuver count to reflect the driver's speed control behavior. When both the actual steering maneuver count and the actual emergency braking maneuver count are significantly higher than the corresponding basic maneuver count, it indicates that the driver's steering and speed control operations are relatively aggressive, and the driver's initial driving style is determined to be sporty. When both the actual steering maneuver count and the actual emergency braking maneuver count are close to the corresponding basic maneuver count, the driver's operating behavior conforms to normal driving characteristics, and the driver's initial driving style is determined to be steady. When both the actual steering maneuver count and the actual emergency braking maneuver count are significantly lower than the corresponding basic maneuver count, it indicates that the driver's steering and speed control operations are relatively conservative, and the driver's initial driving style is determined to be cautious. This item-by-item comparison method comprehensively reflects the driver's behavioral characteristics across different operational dimensions, thereby accurately determining the driver's initial driving style.

[0094] Based on the above embodiment, as an optional implementation, step S302 specifically further includes S401-S403.

[0095] S401: Calculating a steering operation difference between an actual steering operation number and a basic steering operation number, and calculating a steering operation ratio of the steering operation difference to the basic steering operation number.

[0096] Specifically, the steering operation difference (the difference between the actual number of steering maneuvers and the baseline number of steering maneuvers) is first calculated. This difference reflects the absolute deviation of the actual maneuver from the baseline. The steering operation difference is then divided by the baseline number of steering maneuvers to obtain the steering operation ratio. Because the baseline number of steering maneuvers can vary due to varying road conditions over time, using only the difference may not accurately reflect the driver's actual driving characteristics due to varying baseline values. The steering operation ratio, on the other hand, standardizes the difference to eliminate the influence of varying baseline values over time, thus more objectively reflecting the driver's steering behavior.

[0097] S402: Calculating an emergency braking operation difference between the actual emergency braking operation times and the basic emergency braking operation times, and calculating an emergency braking operation ratio of the emergency braking operation difference to the basic emergency braking operation times.

[0098] Specifically, the difference between the actual number of emergency braking operations and the baseline number of emergency braking operations is first calculated, i.e., the emergency braking operation difference. This difference reflects the absolute deviation of the actual operation from the baseline. The emergency braking operation difference is then divided by the baseline number of emergency braking operations to obtain the emergency braking operation ratio. Because the baseline number of emergency braking operations may vary due to different road conditions over different time periods, using only the difference for judgment may not accurately reflect the driver's actual driving characteristics due to different baseline values.

[0099] S403: Determine the driver's initial driving style based on the ranges of the steering operation ratio and the emergency braking operation ratio.

[0100] Specifically, the ranges of steering operation ratios and emergency braking operation ratios corresponding to different driving styles are pre-set. When the calculated steering operation ratio and emergency braking operation ratio are both in a higher range, it indicates that the driver's actual operating behavior deviates significantly from the benchmark operation, the driving style is more aggressive, and the driver's initial driving style is judged as aggressive; when the calculated steering operation ratio and emergency braking operation ratio are both in a medium range, it indicates that the driver's actual operating behavior is close to the benchmark operation, the driving style is stable, and the driver's initial driving style is judged as robust; when the calculated steering operation ratio and emergency braking operation ratio are both in a lower range, it indicates that the driver's actual operating behavior is lower than the benchmark operation, the driving style is conservative, and the driver's initial driving style is judged as cautious.

[0101] Based on the above embodiment, as an optional implementation, step S403 determines the driver's initial driving style within a preset period when the driver is manually driving based on the specific steering operation ratio and the emergency braking operation ratio, and specifically includes the following three judgment situations.

[0102] Judgment case 1: If the steering operation ratio is greater than a preset first threshold, or the emergency braking operation ratio is greater than a preset second threshold, the driver's initial driving style is determined to be an aggressive driving style.

[0103] In specific implementations, a preset first and second thresholds are used as the judgment criteria. When the steering operation ratio exceeds the preset first threshold, it indicates that the driver's steering operation is far above the baseline level, indicating frequent turning and overtaking. Alternatively, when the sudden braking operation ratio exceeds the preset second threshold, it indicates that the driver's braking operation is far above the baseline level, indicating sudden braking. Because an aggressive driving style is often manifested by any one or more indicators of steering or braking operation significantly deviating from the baseline, an "OR" judgment logic is adopted. As long as any operation ratio exceeds the corresponding threshold, the driver's initial driving style is judged as aggressive.

[0104] When a driver's initial driving style is determined to be aggressive, the instrument panel display needs to be optimized, highlighting key parameters closely related to aggressive driving behavior. First, engine speed is a key indicator of engine operating status. Aggressive driving is often accompanied by frequent rapid acceleration and deceleration, resulting in rapid fluctuations in engine speed. Therefore, highlighting engine speed information on the instrument panel allows the driver to intuitively perceive the engine load status and help them adjust their driving behavior in a timely manner. Second, instantaneous fuel consumption directly reflects the economic efficiency of driving style. Aggressive driving often leads to a significant increase in instantaneous fuel consumption. By prominently displaying instantaneous fuel consumption data, the driver can clearly understand the fuel waste caused by aggressive driving, thereby encouraging them to adopt a more energy-efficient driving style. Third, engine temperature is a key parameter for measuring engine operating stability. Aggressive driving can easily cause engine temperature to rise. By highlighting engine temperature information, the driver can be promptly informed of the engine's operating status and prevent safety hazards such as engine overheating caused by aggressive driving.

[0105] Judgment situation two: if the steering operation ratio is less than or equal to the first threshold, and the emergency braking operation ratio is less than or equal to the second threshold, the driver's initial driving style is determined to be a conservative driving style.

[0106] Specifically, during the driving style determination process, a conservative driving style is reflected by the driver's operating behavior being closer to the baseline. First, the steering operation ratio is determined to be less than or equal to a first threshold. If so, this indicates that the driver's steering behavior is within a reasonable range and not aggressive. Simultaneously, the sudden braking operation ratio is determined to be less than or equal to a second threshold. If this is true, this indicates that the driver's braking behavior is also within a reasonable range and not aggressive. Because a conservative driving style requires the driver to exhibit smooth characteristics in both steering and braking, an "and" judgment logic is used. That is, if both the steering operation ratio and the sudden braking operation ratio are met, the driver's initial driving style is determined to be conservative.

[0107] Because a conservative driving style results in smooth driver behavior and a stable engine operating state, parameters reflecting dynamic operating conditions, such as engine temperature, are considered non-essential information for this type of driver. Conversely, drivers with a conservative driving style are more focused on overall vehicle performance indicators. For example, average fuel consumption reflects the fuel economy of the entire trip, while remaining range directly impacts the rationality of trip planning. Therefore, by highlighting information like average fuel consumption and remaining range, while downplaying or simplifying the display of non-critical parameters like engine temperature, the instrument panel can provide an information display solution that better meets the actual needs of conservative drivers, avoiding the distraction of redundant information and improving the efficiency of information acquisition.

[0108] Judgment situation three: If the steering operation ratio and the emergency braking operation ratio are both negative, and the steering operation ratio is less than the preset first negative threshold or the emergency braking operation ratio is less than the preset second negative threshold, the driver's initial driving style is determined to be a cautious driving style.

[0109] During the driving style determination process over a period of time, when both the driver's steering operation ratio and the emergency braking operation ratio are negative, this indicates that the driver's actual number of steering and braking operations is lower than the baseline number of operations for that road condition. Based on this, the driver further determines whether the steering operation ratio is less than a preset first negative threshold or whether the emergency braking operation ratio is less than a preset second negative threshold. If the steering operation ratio is less than the preset first negative threshold, this indicates that the driver's steering behavior during that period was significantly lower than the baseline, such as preferring to stay in the current lane even when a normal lane change is possible. If the emergency braking operation ratio is less than the preset second negative threshold, this indicates that the driver's braking behavior during that period was significantly lower than the baseline, such as maintaining a safe distance from the vehicle ahead to avoid emergency braking. Because a cautious driving style requires a negative operation ratio and at least one of the steering or braking dimensions exhibits significant conservative characteristics, a composite judgment logic combining "and" and "or" is used: If both operation ratios are negative, the initial driving style for that period is determined to be cautious as long as either the steering operation ratio is less than the preset first negative threshold or the emergency braking operation ratio is less than the preset second negative threshold.

[0110] In this driving state, overly cautious and conservative driving can lead to reduced driving efficiency. Therefore, the instrument panel should prominently display information such as energy-saving tips and driving advice. Energy-saving tips can help drivers understand whether the current speed and gear are within the optimal energy consumption range. Driving advice can provide timely guidance, such as suggesting an appropriate increase in speed when traffic is light or providing prompts for appropriate timing when merging lanes. This information display strategy is based on the assessment of cautious driving conditions during the current time period. By providing reasonable driving reference information, it helps drivers improve driving efficiency while ensuring safety.

[0111] S105: Adjusting the initial priority according to the driving style to obtain a target priority;

[0112] Among them, the target priority refers to the final display ranking value of various types of driving status information on the instrument panel after driving style adjustment. In the embodiment of the present application, it can be understood as a dynamic display sequence obtained by combining the priority weight determined by the driver's driving characteristics with the initial priority determined by environmental factors. This target priority is used to reasonably allocate the display resources of the instrument panel to ensure that the information that the driver is most concerned about or most needs is highlighted. For example, for a driver with an aggressive driving style, dynamic performance information such as vehicle speed and speed may receive a higher target priority and be arranged in the main display area with a larger font display, while for a driver with a cautious driving style, auxiliary information such as safety distance and lane departure may receive a higher target priority.

[0113] In this embodiment, it is necessary to obtain the priority weights preset for the current driving style. These weights reflect the attention that different driving styles tend to pay to various types of information. For example, an aggressive driving style may pay more attention to general information related to vehicle dynamic performance, and therefore assign a higher weight; while a cautious driving style may place more emphasis on safety assistance information, and the weight of the corresponding information category will be relatively higher. After obtaining the priority weights, they are weighted with the initial priority previously determined based on environmental information such as weather and visibility, and the final target priority is obtained through weighted calculation. This driving style-based priority adjustment mechanism can integrate the driver's personal driving characteristics into the display logic while ensuring environmental adaptability, ensuring the basic display requirements of driving safety information while providing a personalized information presentation method.

[0114] Based on the above embodiment, as an optional implementation, step S105 specifically further includes steps S501-S502.

[0115] S501: Obtaining a preset priority weight of a driving style;

[0116] In specific implementation, it is necessary to establish a priority weight database for different driving styles. The database pre-stores various information weight parameters corresponding to aggressive driving styles, stable driving styles, and cautious driving styles. These weight parameters are derived based on the analysis of a large amount of driving data, reflecting the driver's focus preferences on data categories such as vehicle general information, autonomous driving information, traffic information, navigation information, and auxiliary information under different driving styles. For example, for an aggressive driving style, a higher weight will be set for vehicle general information because such drivers usually pay more attention to the vehicle's dynamic performance parameters. Through this preset weight mechanism, once the driver's driving style is identified, the corresponding priority weight value can be quickly extracted from the database. These weight values take into account the overall characteristics of the driving style and also include differentiated processing of different data categories.

[0117] S502: Using the priority weight, perform weighted processing on the initial priority to obtain the target priority.

[0118] In specific implementation, the acquired priority weights are weighted together with the initial priority calculated based on environmental information. For each data category, the target priority is determined by multiplying the priority weight by its corresponding initial priority. This weighted approach maintains environmental adaptability while also incorporating the personalized influence of driving style. For example, in complex driving environments, safety-related information will initially have a higher priority. If the driving style is cautious, the target priority of safety-related information will be further increased through weighted processing.

[0119] S106: Dynamically displaying driving status information corresponding to the data categories on the instrument panel in order of target priority.

[0120] During specific implementation, all data categories are first sorted from high to low according to their corresponding target priority values to establish the display order of driving status information. For each data category, the specific driving status information it contains will be displayed on the instrument panel in this display order. When new environmental information or changes in driving style are detected during driving, the target priority will be recalculated and the display order will be updated. The information content on the instrument panel will be dynamically adjusted to ensure that the displayed content is always consistent with the latest target priority. For example, when the target priority of general vehicle information such as speed and rotational speed is higher, this information will be displayed first; and when the driving environment changes, which increases the target priority of traffic information, the relevant traffic condition information will be adjusted to a more prominent position accordingly.

[0121] Based on the above embodiment, as an optional implementation, step S106 specifically further includes steps S601-S603.

[0122] S601: Divide the instrument panel into a primary display area and a secondary display area;

[0123] During implementation, the overall layout of the display interface is determined based on the instrument panel's physical dimensions and ergonomic principles. Based on the center of the driver's normal line of sight, the display interface is divided into an inner and outer area. The inner area is designated as the primary display area, a rectangular display area defined at the center of the instrument panel, ensuring optimal viewing within the driver's normal line of sight. The outer area is designated as the secondary display area, surrounding the primary display area in a circular pattern to optimize utilization of the remaining display space. When determining the area boundaries, it is important to consider both information clarity requirements and visual hierarchy, and to rationally define the boundary between the primary and secondary display areas. The primary display area features a large display area and striking visual effects, enhancing the visual prominence of important information through increased brightness and contrast. The secondary display area uses moderate display parameters, ensuring information legibility while creating visual contrast with the primary display area through reduced brightness and contrast adjustments.

[0124] S602: Determine, in descending order of target priority, first driving status information corresponding to the data category in the primary display area and second driving status information corresponding to the data category in the secondary display area;

[0125] During specific implementation, the current target priority value of each data category is obtained, and the data categories are sorted in order from high to low priority. Then, the driving status information corresponding to the data category with the highest target priority in the sorting result is determined as the first driving status information, and is arranged for display in the main display area; the driving status information corresponding to the data category with a relatively low target priority is determined as the second driving status information, and is arranged for display in the secondary display area. For example, when the target priority of the vehicle speed information is higher than that of the engine speed information, the vehicle speed information is displayed as the first driving status information in the main display area, and the engine speed information is displayed as the second driving status information in the secondary display area. When the target priority of each data category changes during driving, the system will redetermine the composition of the first driving status information and the second driving status information, and adjust their distribution in the main display area and the secondary display area accordingly.

[0126] S603: Enlarging the font size of the first driving status information and rotating the display of the second driving status information.

[0127] In specific implementations, the primary driving status information displayed in the main display area is displayed in enlarged font size, enhancing the visual quality of the information and ensuring that the driver can quickly and accurately identify important information. Simultaneously, the secondary driving status information displayed in the secondary display area is displayed in a rotating manner, switching between different information contents in a predetermined sequence at preset intervals. This allows more secondary information to be displayed within the limited display space. For example, when vehicle speed information is used as the primary driving status information, the current speed value is highlighted in a larger font size. When engine speed, remaining fuel level, and other secondary driving status information are displayed, these parameters are displayed in a rotating manner.

[0128] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0129] See Figure 2 , which shows a schematic diagram of the structure of an apparatus for dynamically switching the display of instrument information based on different driving styles, provided by an exemplary embodiment of the present application. This apparatus can be implemented as all or part of a device through software, hardware, or a combination of both. The apparatus for dynamically switching the display of instrument information based on different driving styles includes:

[0130] A first data acquisition module is used to acquire the vehicle's driving state information and the vehicle's environment information;

[0131] a priority determination module, used to determine the data category to which the driving status information belongs, and to determine the initial priority of different data categories displayed on the instrument panel based on environmental information;

[0132] The second data acquisition module is used to obtain the actual operation information and road condition information of the driver during manual driving within a preset period;

[0133] A driving style determination module is used to compare basic operation information corresponding to road condition information with actual operation information to determine the driver's driving style;

[0134] A priority adjustment module is used to adjust the initial priority according to the driving style to obtain the target priority;

[0135] The display module is used to dynamically display the driving status information corresponding to the data category on the instrument panel in the order of target priority.

[0136] Based on the above embodiment, as an optional embodiment, the priority determination module is also used to construct a label tree related to the data category; match the data label of the driving status information with the label tree to determine the data category to which the driving status information belongs; calculate the driving environment score based on the weather indicators and visibility indicators in the environmental information; determine the initial priority of different data categories displayed on the dashboard based on the environmental score range in which the driving environment score is located, and the environmental score range corresponds to a preset initial priority.

[0137] Based on the above embodiment, as an optional embodiment, the driving style determination module is further used to determine the basic number of steering operations and the basic number of emergency braking operations corresponding to the road condition information based on the traffic density, the number of curves, and the number of uphill and downhill slopes; and to compare the basic number of steering operations with the actual number of steering operations, and the basic number of emergency braking operations with the actual number of emergency braking operations, to determine the driver's initial driving style.

[0138] Based on the above embodiment, as an optional embodiment, the driving style determination module is further used to calculate the steering operation difference between the actual number of steering operations and the basic number of steering operations, and calculate the steering operation ratio of the steering operation difference to the basic number of steering operations; calculate the emergency braking operation difference between the actual number of emergency braking operations and the basic number of emergency braking operations, and calculate the emergency braking operation ratio of the emergency braking operation difference to the basic number of emergency braking operations; determine the driver's initial driving style based on the steering operation ratio and the interval of the emergency braking operation ratio.

[0139] Based on the above embodiment, as an optional embodiment, the driving style determination module is further used to determine the driver's initial driving style as an aggressive driving style if the steering operation ratio is greater than a preset first threshold, or the emergency braking operation ratio is greater than a preset second threshold; if the steering operation ratio is less than or equal to the first threshold, and the emergency braking operation ratio is less than or equal to the second threshold, then the driver's initial driving style is determined to be a stable driving style; if the steering operation ratio and the emergency braking operation ratio are both negative values, and the steering operation ratio is less than the preset first negative threshold, or the emergency braking operation ratio is less than the preset second negative threshold, then the driver's initial driving style is determined to be a cautious driving style.

[0140] Based on the above embodiment, as an optional embodiment, the priority adjustment module is further used to obtain a priority weight preset for the driving style; and use the priority weight to perform weighted processing on the initial priority to obtain a target priority.

[0141] Based on the above embodiment, as an optional embodiment, the display module is also used to divide the instrument panel into a main display area and a secondary display area; determine the first driving status information corresponding to the data category in the main display area and the second driving status information corresponding to the data category in the secondary display area in order of target priority from large to small; enlarge the font display of the first driving status information, and rotate the display of the second driving status information.

[0142] An embodiment of the present application also provides a computer storage medium that can store multiple instructions. The instructions are suitable for being loaded by a processor and executed by the method of dynamically switching the display of instrument information based on different driving styles in the above embodiment. The specific execution process can be found in the specific description of the embodiment and will not be repeated here.

[0143] See Figure 3 , is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 3 As shown, the electronic device 300 may include: at least one processor 301 , at least one network interface 304 , a user interface 303 , a memory 305 , and at least one communication bus 302 .

[0144] The communication bus 302 is used to implement the connection and communication between these components.

[0145] The user interface 303 may include a standard display screen and a camera.

[0146] The network interface 304 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0147] The processor 301 may include one or more processing cores. Using various interfaces and circuits, the processor 301 connects to various components within the server. It executes instructions, programs, code sets, or instruction sets stored in the memory 305, as well as accesses data stored in the memory 305, to perform various server functions and process data. Optionally, the processor 301 may be implemented using at least one of the following hardware forms: a digital signal processing (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The processor 301 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. The CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing content displayed on the display screen; and the modem handles wireless communications. It is understood that the modem may not be integrated into the processor 301 but implemented as a separate chip.

[0148] Among them, the memory 305 may include a random access memory (RAM) or 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 also be optionally at least one storage device located away from the aforementioned processor 301. As Figure 3 As shown, 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 for a method for dynamically switching the display of instrument information based on different driving styles.

[0149] 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 data input by the user; and the processor 301 can be used to call an application stored in the memory 305, which provides a method for dynamically switching the display of instrument information based on different driving styles. When executed by one or more processors, the electronic device executes one or more methods in the above embodiments.

[0150] An electronic device readable storage medium stores instructions, which, when executed by one or more processors, enable the electronic device to execute one or more methods in the above embodiments.

[0151] It should be noted that for the aforementioned method embodiments, for simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that this application is not limited by the order of the actions described, because according to this 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 this application.

[0152] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0153] In the several embodiments provided in this application, it should be understood that the disclosed devices can be implemented in other ways. For example, the device embodiments described above are merely schematic, such as the division of units, which is only a logical function division. In actual implementation, there may be other division methods, 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 interface, and the indirect coupling or communication connection of devices or units can be electrical or other forms.

[0154] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0155] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0156] If the integrated unit is implemented as 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 this application, or the portion that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions for causing 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 method of this application. The aforementioned memory includes various media that can store program code, such as USB flash drives, mobile hard drives, magnetic disks, or optical disks.

[0157] The above are merely exemplary embodiments of the present disclosure and are not intended to limit the scope of the present disclosure. That is, any equivalent changes and modifications made in accordance with the teachings of the present disclosure are still within the scope of the present disclosure. After considering the disclosure of the specification and the truth of practice, those skilled in the art will easily think of other embodiments of the present disclosure. This application is intended to cover any variations, uses or adaptive changes of the present disclosure, which follow the general principles of the present disclosure and include common knowledge or customary technical means in the field of the present disclosure that are not recorded in the present disclosure.

Claims

1. A method for dynamically switching the display of instrument information based on different driving styles, characterized in that: The method comprises: Acquiring vehicle driving status information and vehicle environment information; Determining the data category to which the driving status information belongs, and determining the initial priority of displaying different data categories on the instrument panel based on the environmental information, the data categories including vehicle general information, autonomous driving information, traffic information, navigation information, and auxiliary information; Determining the data category to which the driving status information belongs, and determining the initial priorities of different data categories displayed on the instrument panel according to the environmental information, includes: Constructing a label tree associated with the data category; Matching the data tag of the driving state information with the tag tree to determine the data category to which the driving state information belongs; Calculating a driving environment score based on the weather index and visibility index in the environmental information; Determining the initial priorities of different data categories displayed on the instrument panel according to the environmental score interval in which the driving environment score lies, the environmental score interval corresponding to the preset initial priority; Obtaining actual operation information and road condition information of the driver during a preset period when the driver is manually driving; comparing basic operation information corresponding to the road condition information with the actual operation information to determine the driver's driving style; Adjusting the initial priority according to the driving style to obtain a target priority; The driving status information corresponding to the data categories is dynamically displayed on the instrument panel in the order of the target priorities.

2. The method according to claim 1, characterized in that The road condition information includes traffic density, number of curves, and number of uphill and downhill slopes; the basic operation information includes number of basic steering operations and number of basic emergency braking operations; the actual operation information includes number of actual steering operations and number of actual emergency braking operations; and comparing the basic operation information corresponding to the road condition information with the actual operation information to determine the driver's initial driving style includes: Determining the basic number of steering operations and the basic number of emergency braking operations corresponding to the road condition information according to the traffic density, the number of curves, and the number of uphill and downhill slopes; The basic steering operation times and the actual steering operation times, and the basic emergency braking operation times and the actual emergency braking operation times are compared respectively to determine the initial driving style of the driver.

3. The method according to claim 2, characterized in that The comparing the basic steering operation number with the actual steering operation number, and the basic emergency braking operation number with the actual emergency braking operation number, to determine the driver's initial driving style includes: calculating a steering operation difference between the actual steering operation number and the basic steering operation number, and calculating a steering operation ratio of the steering operation difference to the basic steering operation number; Calculating an emergency braking operation difference between the actual emergency braking operation number and the basic emergency braking operation number, and calculating an emergency braking operation ratio of the emergency braking operation difference to the basic emergency braking operation number; The initial driving style of the driver is determined based on the ranges of the steering operation ratio and the sudden braking operation ratio.

4. The method according to claim 3, characterized in that The determining the initial driving style of the driver based on the range of the steering operation ratio and the emergency braking operation ratio includes: If the steering operation ratio is greater than a preset first threshold, or the emergency braking operation ratio is greater than a preset second threshold, determining the driver's initial driving style as an aggressive driving style; If the steering operation ratio is less than or equal to the first threshold, and the emergency braking operation ratio is less than or equal to the second threshold, determining the driver's initial driving style as a conservative driving style; If the steering operation ratio and the emergency braking operation ratio are both negative, and the steering operation ratio is less than a preset first negative threshold or the emergency braking operation ratio is less than a preset second negative threshold, the driver's initial driving style is determined to be a cautious driving style.

5. The method according to claim 1, wherein The adjusting the initial priority according to the driving style to obtain a target priority includes: Obtaining a preset priority weight of the driving style; The initial priority is weighted using the priority weight to obtain a target priority.

6. The method according to claim 1, wherein The dynamically displaying the driving status information corresponding to the data categories on the instrument panel in the order of the target priorities includes: Dividing the instrument panel into a primary display area and a secondary display area; determining, in descending order of the target priorities, first driving status information corresponding to the data category in the primary display area and second driving status information corresponding to the data category in the secondary display area; The first driving status information is displayed in an enlarged font, and the second driving status information is displayed in a rotation manner.

7. A device for dynamically switching the display of instrument information based on different driving styles, characterized in that: The device comprises: A first data acquisition module is used to acquire the driving state information of the vehicle and the environment information of the vehicle; A priority determination module is used to determine the data category to which the driving status information belongs, and to determine the initial priorities of different data categories displayed on the instrument panel based on the environmental information; the data categories include vehicle general information, automatic driving information, traffic information, navigation information and auxiliary information; determining the data category to which the driving status information belongs, and determining the initial priorities of different data categories displayed on the instrument panel based on the environmental information, includes: constructing a label tree related to the data category; matching the data label of the driving status information with the label tree to determine the data category to which the driving status information belongs; calculating the driving environment score based on the weather index and visibility index in the environmental information; determining the initial priorities of different data categories displayed on the instrument panel based on the environmental score interval in which the driving environment score is located, and the environmental score interval corresponds to the preset initial priority; The second data acquisition module is used to obtain the actual operation information and road condition information of the driver during manual driving within a preset period; a driving style determination module, configured to compare basic operation information corresponding to the road condition information with the actual operation information to determine the driver's driving style; a priority adjustment module, configured to adjust the initial priority according to the driving style to obtain a target priority; A display module is used to dynamically display the driving status information corresponding to the data category on the instrument panel in the order of the target priority.

8. A computer storage medium, characterized in that The computer storage medium stores a plurality of instructions, and the instructions are suitable for being loaded by a processor and executing the method according to any one of claims 1 to 6.

9. An electronic device, characterized in that: The electronic device comprises a processor, a memory and a transceiver, wherein the memory is used to store instructions, the transceiver is used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device executes the method according to any one of claims 1 to 6.

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