Vehicle machine interface control method and device, vehicle and medium

Abstract

The invention relates to the field of interface control, and particularly discloses a vehicle machine interface control method and device, a vehicle and a medium, and the method comprises the steps that multi-dimensional driving parameters of the vehicle are obtained, and the multi-dimensional driving parameters comprise at least one of a vehicle speed parameter, a steering angle parameter, a braking state parameter, an acceleration parameter and an auxiliary driving system alarm state; determining the driving complexity of the vehicle based on the multi-dimensional driving parameters; determining an interaction safety level corresponding to the driving complexity; and based on the interaction security level, adjusting the vehicle machine interface parameters. Driving complexity perception is carried out through multiple dimensions such as the vehicle speed, the steering angle, braking, the acceleration and the alarm state, the accuracy of the driving complexity is improved, then the interaction safety level is determined through the driving complexity, the vehicle-mounted terminal interface is switched according to the interaction safety level, it can be guaranteed that when the driving state is complex, the vehicle-mounted terminal interface is simplified step by step, and the user experience is improved. The distraction of the driver is avoided, and the driving safety is improved.

Description

Technical Field

[0001] This application relates to the field of interface control, specifically to a vehicle interface control method, device, vehicle, and medium. Background Technology

[0002] Existing in-vehicle infotainment systems maintain the same interface (such as the in-car music interface) and interaction methods regardless of driving conditions. Whether the vehicle is stationary or traveling at high speed, the system displays the same complex interface, requiring drivers to stare at the screen and click small buttons for extended periods, even in complex driving scenarios. This results in prolonged periods of time with their eyes off the road, posing a serious safety hazard. Summary of the Invention

[0003] In view of the above problems, this disclosure provides a vehicle interface control method, device, vehicle, and medium to overcome or at least partially solve the above problems. The technical solution is as follows: A vehicle infotainment system control method includes: acquiring multi-dimensional driving parameters of a vehicle, the multi-dimensional driving parameters including at least one of vehicle speed parameters, steering angle parameters, braking state parameters, acceleration parameters, and warning states of driver assistance systems; determining the driving complexity of the vehicle based on the multi-dimensional driving parameters; determining the interaction safety level corresponding to the driving complexity; and adjusting the vehicle infotainment system parameters based on the interaction safety level.

[0004] This application perceives driving complexity from multiple dimensions, including vehicle speed, steering angle, braking, acceleration, and warning status, thereby improving the accuracy of driving complexity assessment. It then determines the interaction safety level based on the driving complexity and switches the vehicle interface according to the interaction safety level. This ensures that the vehicle interface is gradually simplified when the driving situation is relatively complex, avoiding driver distraction and improving driving safety.

[0005] In one example, determining the driving complexity of a vehicle based on the multidimensional driving parameters specifically includes: The multi-dimensional driving parameters are preprocessed to obtain intermediate multi-dimensional driving parameters; the preprocessing includes at least one of removing noise from the vehicle speed parameters and smoothing the steering angle parameters and braking state parameters. Determine the vehicle model and current driving mode, and determine a preset weight reassembly based on the vehicle model and the current driving mode; After normalizing the intermediate multidimensional driving parameters, the driving complexity is obtained by weighting them based on the preset weighted recombination.

[0006] This application improves data quality by preprocessing multi-dimensional driving parameters to effectively remove noise and smooth data. Pre-defined weighted reassemblies based on vehicle model and driving mode ensure that the calculation of driving complexity more closely reflects actual driving conditions. Furthermore, setting different parameter weights for different vehicle models and driving modes more accurately reflects driving complexity. Normalizing intermediate multi-dimensional driving parameters before weighting further guarantees the accuracy and rationality of driving complexity calculation. This method of determining driving complexity by integrating multiple parameters and factors improves the accuracy of driving complexity determination and helps to better ensure driving safety.

[0007] In one example, the step of normalizing the intermediate multidimensional driving parameters and then weighting them based on the preset weighting to obtain the driving complexity specifically includes: determining the dynamic weights corresponding to the warning states of the driver assistance system based on a preset dynamic weighting function; determining the dynamic weighting of the multidimensional driving parameters based on the dynamic weights and the preset weighting; and weighting the intermediate multidimensional driving parameters based on the weighting to determine the driving complexity.

[0008] By setting the weights corresponding to the warning states of the driver assistance system as dynamic weights, and updating the dynamic weighting of multi-dimensional driving parameters in real time when the dynamic weights change, the complexity of the current driving state can be reflected more accurately. This dynamic weight adjustment mechanism further enhances the system's adaptability and response speed to complex driving environments, effectively improving driving safety.

[0009] In one example, determining the interaction safety level corresponding to the driving complexity specifically includes: determining the level range corresponding to each interaction safety level and the transition range between adjacent level ranges; in response to the driving complexity not being located within the transition range, taking the interaction safety level corresponding to the level range where the driving complexity is located as the interaction safety level of the vehicle; in response to the driving complexity being located within the transition range, determining the membership degree between the driving complexity and each level range based on the level range and a preset membership function; and determining the interaction safety level corresponding to the driving complexity based on the membership degree.

[0010] This application, by setting transition intervals and preset membership functions, enables a smoother transition to the corresponding interaction safety level when the driving complexity is at the level boundary. This avoids abrupt interface switching caused by sudden changes in level, reduces in-vehicle interface jitter, and improves user experience and driving safety. Simultaneously, the application of fuzzy logic allows the system to better handle uncertainty and ambiguity, more closely resembling the complexities of actual driving situations.

[0011] In one example, the vehicle interface parameters and human-computer interaction methods corresponding to different interaction safety levels are different; the adjustment of vehicle interface parameters based on the interaction safety level specifically includes: in response to the interaction safety level changing from a first interaction safety level to a second interaction safety level, converting the vehicle interface parameters to the vehicle interface parameters corresponding to the second interaction safety level; during the conversion of vehicle interface parameters, a preset progressive animation is used for transition on the vehicle screen, and the playback speed of the preset progressive animation is related to the degree of membership between the current driving complexity and the second level.

[0012] This application achieves a smooth transition of vehicle interface parameters through preset progressive animations, making interface switching more natural and fluid, and avoiding driver distraction caused by sudden interface changes. Simultaneously, the design linking animation playback speed to driving complexity and hierarchy allows the interface switching speed to be dynamically adjusted according to actual driving conditions, further enhancing driving safety. This user-friendly interface switching method not only improves the user experience but also makes the driving process safer and more comfortable.

[0013] In one example, after adjusting the vehicle interface parameters based on the interaction safety level, the method further includes: in response to receiving an interface rollback command from the direction of the passenger seat, parsing the interface rollback command to obtain the target interaction safety level; and rolling back the current vehicle interface parameters to the vehicle interface parameters corresponding to the target interaction safety level.

[0014] When the passenger in the front seat wants to control the vehicle via the in-vehicle infotainment system, they can issue a "revert" command. Upon receiving this command, the system analyzes it to determine the target interaction safety level. Subsequently, the system quickly and accurately reverts the current in-vehicle interface parameters to those corresponding to the target interaction safety level. This design fully considers the needs of the front passenger, allowing them to easily participate in vehicle control without compromising driving safety. This further enhances the vehicle's intelligence and user-friendliness, providing a more comfortable and convenient experience for passengers.

[0015] In one example, determining the interaction safety level corresponding to the driving complexity specifically includes: acquiring the assisted driving system alarm status at preset intervals, wherein the assisted driving system alarm status includes alarm type and alarm level; in response to the alarm level being a preset alarm level, setting the interaction safety level corresponding to the driving complexity to the preset interaction safety level, and adjusting the current volume parameter to a preset volume value.

[0016] This application acquires the alarm status of the assisted driving system at preset intervals, enabling real-time monitoring of abnormal situations during driving. When the alarm level reaches a preset level, the system quickly sets the interactive safety level to a preset value and adjusts the volume parameters. This measure promptly alerts the driver to potential hazards. For example, in situations that could cause an accident, such as a serious lane departure or excessively close proximity to the vehicle in front, the system reacts quickly by raising the interactive safety level, simplifying the vehicle's interface, and reducing the volume to prevent the driver from missing the system's prompts. This allows the driver to take swift action, effectively preventing accidents and further ensuring driving safety, providing strong support for the lives and property of the driver and passengers.

[0017] This application also provides a vehicle infotainment interface control device, comprising: a multi-dimensional driving parameter acquisition module for acquiring multi-dimensional driving parameters of the vehicle, wherein the multi-dimensional driving parameters include at least one of vehicle speed parameters, steering angle parameters, braking state parameters, acceleration parameters, and warning states of the driver assistance system; a driving complexity determination module for determining the driving complexity of the vehicle based on the multi-dimensional driving parameters; an interaction safety level determination module for determining the interaction safety level corresponding to the driving complexity; and an interface parameter adjustment module for adjusting the vehicle infotainment interface parameters based on the interaction safety level; wherein the vehicle infotainment interface parameters include at least one of the following: vehicle infotainment interface layout, number of function buttons, number of visible items, and size of touch hotspot area.

[0018] This application also provides a vehicle, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to: perform the vehicle interface control method as described above.

[0019] This application also provides a computer-readable storage medium storing computer-executable instructions, the computer-executable instructions being configured to execute the vehicle interface control method as described in any of the above examples.

[0020] By employing the aforementioned technical solutions, the vehicle-mounted interface control method, device, vehicle, and medium disclosed herein can perceive driving complexity from multiple dimensions, including vehicle speed, steering angle, braking, acceleration, and alarm status. This improves the accuracy of determining driving complexity and allows for dynamic adjustment of the vehicle-mounted interface parameters based on driving complexity during vehicle operation. This effectively reduces the driver's operational burden in complex driving scenarios and avoids safety risks caused by driver distraction. Furthermore, the interaction safety level classification implemented through fuzzy logic algorithms enables smoother and more natural interface transitions, reducing interface jitter and enhancing driving safety.

[0021] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0022] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating a vehicle interface control method according to an embodiment of this disclosure is shown. Figure 2 A schematic diagram of the structure of a vehicle interface control device according to an embodiment of the present disclosure is shown; Figure 3 A schematic diagram of the structure of a vehicle according to an embodiment of the present disclosure is shown. Detailed Implementation

[0023] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0024] The technical solutions provided by the various embodiments of this application are described in detail below with reference to the accompanying drawings.

[0025] Existing in-vehicle systems maintain the same interface (such as the in-vehicle music interface) and interaction methods regardless of driving conditions. Whether the vehicle is stationary or traveling at high speed, the system displays the same complex interface, requiring drivers to stare at the screen and click small buttons for extended periods while driving at high speeds, resulting in prolonged periods of time with their eyes off the road, posing a serious safety hazard.

[0026] Specifically, because the existing system does not dynamically adjust the interface according to driving conditions, the interface remains overly complex even in more complex driving scenarios. The touch hotspot is too small and has a fixed size, typically 40-44 density-independent pixels (dp), making it difficult for drivers to accurately click buttons when the vehicle is moving, requiring multiple attempts. In addition, the information density of the interface (taking the in-car music interface as an example) is too high, with most interfaces displaying 6-10 items simultaneously, such as music covers, artist names, album information, etc., which easily increases the visual cognitive burden.

[0027] In addition, the existing interface switching methods are simple and crude. A few existing solutions attempt to adjust the interface according to vehicle speed, but they only use a simple "driving / stationary" dichotomy. For example, they frequently switch at the boundary of about 40km / h, and there is no transition animation when switching, which causes the interface to jump repeatedly and the user experience is extremely poor.

[0028] In addition, the existing vehicle infotainment system lacks an emergency safety intervention mechanism. The existing in-vehicle entertainment system is isolated from the vehicle's advanced driver assistance system (ADAS). When the ADAS detects dangerous situations such as forward collision or lane departure and issues a warning, the music system or video interface continues to play normally. The driver may miss critical warning information because he is operating the music.

[0029] Therefore, this application provides a vehicle interface control method, device, vehicle, and medium, such as Figure 1 The diagram shown is a flowchart illustrating a vehicle infotainment interface control method according to one or more embodiments of this specification. This method can be applied to different vehicle infotainment interfaces, such as in-vehicle navigation interfaces, in-vehicle phone interfaces, in-vehicle video interfaces, in-vehicle game interfaces, and in-vehicle music interfaces. This application uses an in-vehicle music interface as an example. The process can be executed by a control module installed in the vehicle or by a server deployed in the cloud. Certain input parameters or intermediate results in the process can be manually adjusted to help improve accuracy.

[0030] The analysis method involved in the embodiments of this application can be implemented by a terminal device or a server, and this application does not impose any special limitations on it. For ease of understanding and description, the following embodiments are all described in detail using an in-vehicle infotainment system as an example.

[0031] like Figure 1 As shown in the figure, this application provides a vehicle infotainment interface control method, including: S101: Obtain multi-dimensional driving parameters of the vehicle.

[0032] When the vehicle is ignited, the vehicle's infotainment system acquires multi-dimensional driving parameters. These parameters include vehicle speed, steering angle, braking status, acceleration, and driver assistance system (ADAS) warning status. During this acquisition, these parameters are collected in real-time via the vehicle's CAN bus at a fixed sampling frequency (e.g., 100Hz). Vehicle speed is read from the speed sensor, in km / h, representing the vehicle's forward speed. Steering angle is read from the steering sensor, in degrees, ranging from -180° to 180°. A negative steering angle indicates a left turn, while a positive angle indicates a right turn. Braking status is read from the braking system, representing the percentage of braking pressure, ranging from 0-100%. Acceleration is calculated using vehicle speed differential, in m / s². Driver assistance system (ADAS) warning status is read from the ADAS system, with warning types including collision warning, lane departure warning, and blind spot detection, and warning levels including information level, warning level, and severity level.

[0033] S102: Determine the driving complexity of the vehicle based on the multi-dimensional driving parameters.

[0034] After obtaining multi-dimensional driving parameters, the vehicle's infotainment system can accurately assess the vehicle's driving complexity. Driving complexity here represents the level of complexity the vehicle faces in the current driving state, and the assessment comprehensively considers multiple dimensions such as vehicle speed, steering angle, braking status, acceleration, and the status of warnings from driver assistance systems. For example, when the vehicle speed is high, the steering angle changes frequently, the braking status is unstable, and the acceleration changes significantly, it indicates that the vehicle is in a relatively complex driving environment, and the driving complexity is high. Conversely, when the vehicle speed is stable, the steering angle changes little, the braking status is smooth, and the acceleration changes little, the driving complexity is relatively low. This multi-dimensional assessment method can more accurately reflect the vehicle's driving complexity, providing a reliable basis for subsequent adjustments to the infotainment system's parameters.

[0035] S103: Determine the interaction safety level corresponding to the driving complexity.

[0036] Once the driving complexity is obtained, it can be mapped to the corresponding interaction safety level. Here, interaction safety level refers to different safety levels categorized based on driving complexity, used to guide the adjustment of vehicle interface parameters. For example, the interaction safety level can be divided into... , , , , These five levels correspond to low interaction safety levels when driving complexity is low (e.g., ...). , When the driving complexity is moderate, the corresponding interaction safety level (e.g.) When driving complexity is high, a higher level of interactive safety is required (e.g., ...). , ).

[0037] When mapping driving complexity to interaction safety levels, a pre-defined lookup table between interaction safety levels and driving complexity can be used to determine the corresponding interaction safety level based on the magnitude of driving complexity. Alternatively, a fuzzy logic algorithm can be employed to map driving complexity to obtain the corresponding interaction safety level. Furthermore, at level boundaries, the fuzzy logic algorithm can achieve a smooth transition, avoiding the adverse effects of abrupt level changes. Interaction safety levels determined in this way can transition more smoothly to the corresponding interaction safety level when driving complexity is at a level boundary, avoiding abrupt interface transitions caused by level jumps.

[0038] S104: Adjust the vehicle interface parameters based on the aforementioned interactive safety level.

[0039] Once the interaction safety level is obtained, the vehicle interface parameters can be dynamically adjusted based on this level. These parameters include the interface layout, the number of function buttons, the number of visible items, and the size of the touch area. Specifically, a lower interaction safety level indicates lower driving complexity, allowing the vehicle interface to display a relatively rich set of functions and information. For example, in the car music interface, complete album art, artist names, album information, and lyrics can be displayed, with a relatively large number of function buttons and a moderately sized touch area for easy driver operation. As the interaction safety level gradually increases, indicating increased driving complexity, the vehicle interface will be simplified accordingly. For instance, in the car music interface, the number of visible items will gradually decrease, potentially retaining only the most crucial music playback control buttons and basic information about the currently playing music; the number of function buttons will also decrease to prevent driver distraction; and the touch area size will be appropriately increased to improve driver accuracy during bumpy driving conditions and reduce the possibility of accidental operation. By dynamically adjusting the parameters of the vehicle's infotainment system based on the level of interactive safety, the driver's workload in complex driving scenarios can be effectively reduced, allowing the driver to focus more on driving and thus improving driving safety.

[0040] In one embodiment, when determining the driving complexity of a vehicle based on multi-dimensional driving parameters, the raw CAN data collected contains noise and jitter, requiring preprocessing of the raw multi-dimensional driving parameters. Specifically, for vehicle speed parameters, a one-dimensional Kalman filter can be used to remove speed noise. The prediction phase can be represented as:

[0041]

[0042] in, For actual vehicle speed, For a moment, To predict vehicle speed, The error covariance is used to represent the uncertainty of the prediction. The process noise covariance is used to represent the degree of distrust in the prediction model. The larger the value, the less reliable the model. The possible value is 0.01.

[0043] During the update phase, it can be represented as:

[0044]

[0045]

[0046] in, Kalman gain is used to represent the weight of "trusting the sensor more" or "trusting the prediction model more"; This represents the measurement noise covariance, indicating the degree of distrust in the sensor. The larger the sensor, the less accurate it is. This is the latest uncertainty after incorporating sensor measurements; The measured value includes noise. This represents the residual between the measured and predicted values. After Kalman filtering, the vehicle speed curve is smoother, which can avoid the influence of instantaneous vibrations on the judgment.

[0047] For steering angle and braking parameters, a sliding window averaging algorithm can be used to smooth the data. The steering angle window size can be set to 5 sampling points (50ms), and the braking state window size can be set to 3 sampling points (30ms). The calculation formula is as follows:

[0048] By using a sliding window averaging algorithm, short-term fluctuations in steering angle and braking parameters can be eliminated, preserving the true trend.

[0049] Besides using a one-dimensional Kalman filter to remove vehicle speed noise, other classic filters or smoothers can be used to replace vehicle speed and smoothness of direction and braking data. For example, low-pass filters are suitable for suppressing high-frequency noise and can be designed with a clear cutoff frequency, making them suitable for CAN signals with known frequency characteristics; median filters combat occasional spike noise without excessive delay, and are particularly effective for touch-sensory abrupt changes; exponential moving averages or double exponential smoothing are lighter and faster-responding than simple sliding windows, and can be adjusted by adjusting the attenuation coefficient to strike a balance between smoothness and tracking performance. Kalman filtering is used here to process vehicle speed because it can smooth and track simultaneously while considering process noise and measurement noise (ensuring curve smoothness without excessive delay). Sliding window averaging is used for steering angle / braking data to quickly eliminate short-term jitter, preserve trends, and adapt to changes in driving conditions.

[0050] Therefore, although there are other alternative preprocessing methods, the two mentioned above can balance real-time performance and stability in this scenario: Kalman filtering ensures the judgment of long-term vehicle speed trends, while moving average makes the steering / braking response smoother, meeting the dual requirements of smoothness and rapid perception in driving complexity assessment.

[0051] After preprocessing the multi-dimensional driving parameters to obtain intermediate multi-dimensional driving parameters, it is necessary to determine the vehicle type and current driving mode, and then determine a preset weighted reassembly based on the vehicle type and current driving mode. Here, vehicle type includes sports cars, family cars, and balanced cars, etc.; current driving mode includes at least sport mode and comfort mode; the preset weighted reassembly contains the weights corresponding to the driving parameters of different dimensions, used to represent the importance of different dimensions of driving parameters in assessing driving complexity.

[0052] To calculate driving complexity, the intermediate multi-dimensional driving parameters need to be normalized, mapping each parameter to a standard score of 0-100.

[0053] Among them, in the process of measuring vehicle speed During normalization, a piecewise linear mapping can be used to differentiate driving behaviors across different speed ranges. When the vehicle speed is 0 km / h, the corresponding speed score is 0 points. For the low-speed range (0-40 km / h), the slope is 0.5, designed to avoid sensitive score changes due to frequent starts and stops or slight speed fluctuations during low-speed urban driving. The score is calculated as speed × 0.5. For the medium-speed range (40-80 km / h), this linear mapping reflects smooth driving, and the score is calculated as 20 + (speed - 40) × 1.0. For the high-speed range (80-120 km / h), the slope is also 1.0, allowing the score to increase rapidly with speed, thus emphasizing high-speed driving safety. The score is calculated as 60 + (speed - 80) × 1.0. When the speed exceeds 120 km / h, the score is set at 100 points.

[0054] Regarding steering angle parameters When performing normalization, it can be based on the absolute value of the steering wheel angle. Calculations are performed to reflect the intensity of steering maneuvers: When the absolute value of the steering wheel angle is ≤10°, it is considered a minor steering adjustment and is not counted as an aggressive maneuver; the corresponding steering angle score is 0 points. When the absolute value of the steering wheel angle is a small-angle turn (10°-90°), this range is allocated 50 points to common steering maneuvers, with a score of ( - 10) / 80×50. When the absolute value of the steering wheel angle is a large-angle turn (90°-180°), this range is allocated an additional 50 points, corresponding to sharp turning behaviors such as U-turns and sharp turns. The score is 50+( -90) / 90×50. (Note: when When the angle is 180°, the steering angle score reaches 100 points. In the braking state parameters When performing normalization, it can be based on the brake pedal opening. (Percentage) is used for tiered scoring, based on the brake pedal opening. <10% indicates no braking or very slight braking, in which case the braking status score is 0 points; when 10% ≤ brake pedal opening When the brake pedal opening is less than 50%, it indicates that the vehicle is applying slight braking, and the braking score is 30 points; when the brake pedal opening is less than or equal to 50%, it indicates that the vehicle is applying slight braking, and the braking score is 30 points. When the brake pedal opening is less than 80%, it indicates that the vehicle is undergoing moderate braking, and the braking performance score is 60 points. When the braking rate is ≥80%, it indicates that the vehicle is undergoing emergency braking, and the braking status score is 100 points.

[0055] In terms of acceleration parameters When performing normalization, the absolute value of acceleration can be used. (Unit: m / s²) A stepped scoring method should be used, taking into account both rapid acceleration and rapid deceleration. When <1.0 m / s² indicates the vehicle is traveling at or near a constant speed, in which case the acceleration parameter score is 0; when 1.0 ≤ A value less than 2.5 indicates that the vehicle is accelerating or decelerating normally, and the acceleration parameter score is 30 points; when 2.5 ≤ <5.0 indicates the vehicle is accelerating or decelerating rapidly, at which point the acceleration parameter score is 60 points; when A value of ≥5.0 indicates that the vehicle is undergoing extreme and violent acceleration and deceleration, at which point the acceleration parameter score is 100 points.

[0056] Alarm status of driver assistance system During normalization, scores can be assigned based on the warning levels issued by the Advanced Driver Assistance System (ADAS): When there are no warnings, the ADAS warning status score is 0. When the warning level is an informational warning (e.g., proximity warning), the ADAS warning status score is 20. When the warning level is a cautionary warning (e.g., lane departure warning), the ADAS warning status score is 60. When the warning level is a critical warning (e.g., forward collision warning), the ADAS warning status score is 100.

[0057] After normalizing the intermediate multi-dimensional driving parameters, the driving complexity can be calculated by weighting based on a preset weighting system. Specifically, the driving complexity score can be determined using the following formula:

[0058] in, , , , , This refers to the weights of each dimension of driving parameters within a pre-defined weighted set. It can be understood that the constraints of the aforementioned pre-defined weighted set are: In one example, for a balanced vehicle or the default weight configuration, the preset weight set values ​​can be: , , , , For sports vehicles, the preset weighted set of values ​​can be: , , , , For family-use vehicles, the preset weighted set of values ​​can be: , , , , .

[0059] This section provides a calculation example, simulating a low-speed turn in an urban area at a vehicle speed of 30 km / h. The vehicle speed can then be calculated. = 15, the steering angle is 25°, so the steering angle can be obtained. =19, at this time the braking state is 20%, and the braking state parameters can be obtained. =30, at this point the acceleration is -1.2 m / s², and the acceleration parameters can be obtained. =30, if the driver assistance system alarm status is no alarms, the driver assistance system alarm status can be obtained. =0. If the default weight configuration is used, the driving complexity is 0.35×15+0.20×19+0.15×30+0.15×30+0.15×0=5.25+3.8+4.5+4.5+0=18.05 points.

[0060] In one embodiment, since vehicle safety should be the top priority during vehicle operation, it is necessary to activate the warning status of the driver assistance system. Corresponding weights While setting a high weighting, it's also necessary to consider the impact of other driving parameters on driving complexity to avoid over-reliance on driver assistance system (ADAS) warnings and neglecting other important factors. For example, in certain special driving scenarios, even if the ADAS doesn't issue a warning, changes in parameters such as vehicle speed, steering angle, braking status, and acceleration may indicate high driving complexity. In such cases, calculating driving complexity solely based on the weights corresponding to ADAS warnings might lead to inaccurate evaluation results. Therefore, when setting preset weights, the ADAS warning status can be considered as a factor. Corresponding weights Set to dynamic weights, for example, set to The size is set to match the warning status of the driver assistance system. Linear correlation. At this point, the dynamic weighting function can be obtained:

[0061] in, Dynamic weights corresponding to the alarm states of the driver assistance system. As the initial weights, This is a dynamic adjustment coefficient (default value is 0.1). The dynamic weight will vary depending on the warning status of the driver assistance system. When there is no alarm When the alarm level is no alarm, When the alarm level is no alarm, When the alarm level is no alarm, By setting dynamic weights, it is possible to ensure that the vehicle maintains its basic weight when there are no warnings, avoiding excessive impact on normal driving, and to promptly trigger high-complexity scoring when serious warnings occur, thereby improving safety response.

[0062] In one embodiment, to avoid frequent fluctuations at boundaries when determining the interaction safety level corresponding to driving complexity, fuzzy logic is used. This involves first determining the level range corresponding to each interaction safety level and the transition range between adjacent level ranges. For example, if the interaction safety level is divided into... , , , , In these five levels, it is possible to The grade range corresponding to each level is set to [0, 20 points]. The corresponding grade range is set to [20, 40 points]. The corresponding grade range is set to [40, 60 points]. The corresponding grade range is set to [60, 80 points]. The corresponding grade range is set to [80, 100 points]. The transition range between adjacent grade ranges can be set to ±5 points, at which point there is a core range. [0,15] - Transition interval [15,25] - Core interval [25,35] - Transition interval [35,45]. When determining the interaction safety level corresponding to driving complexity, if the driving complexity is not located within the transition interval (i.e., within the core interval), the interaction safety level corresponding to the level interval where the driving complexity is located can be used as the interaction safety level of the vehicle; if the driving complexity is located within the transition interval, it is necessary to determine the membership degree between the driving complexity and each level interval based on the level interval and the preset membership function; and if the membership degree of the next interaction safety level is higher than the preset threshold (e.g., 0.6), the current driving complexity is considered to belong to the next interaction safety level, otherwise the current driving complexity is considered to belong to the previous interaction safety level.

[0063] by , Taking the transition interval [15, 25] as an example: when the driving complexity is within [15, 25], The membership degree is: , The membership degree is: .if If the complexity is greater than 0.6, then the corresponding interaction safety level is: Otherwise For example, if Then at this time , At this point, the interaction safety level corresponding to the driving complexity is ( It did not exceed the preset threshold of 0.6).

[0064] In one embodiment, after obtaining the interaction safety level corresponding to the driving complexity, when adjusting the vehicle interface parameters based on the interaction safety level, if a change in the interaction safety level is detected, such as a change from the first interaction safety level to the second interaction safety level, then the vehicle interface parameters should be converted to the vehicle interface parameters corresponding to the second interaction safety level.

[0065] In one example, the vehicle infotainment interface policies corresponding to different interaction safety levels are shown in the table below:

[0066] Here, "project" refers to the UI element that displays information, status, or is clickable. The specific interface configuration and interaction logic for each level are detailed below: When the interaction security level is At Level 1 (applicable when the vehicle is stationary or parked), the system provides a full-featured interactive experience. Specific interface configurations include: album art display size of 120 dp; content display using a 6-column grid layout; complete display of subtitle information, such as artist and album names; up to 5 function buttons, such as search, playlist, settings, sound effect adjustment, and sharing; and user-defined functionality allowing all available interface operations without limitations.

[0067] When the interaction security level is At Level 1, the system begins to simplify the interface to reduce the risk of driver distraction. Specific interface configurations include: increasing album art size to 140 dp for improved visual clarity; simplifying the grid layout to 4 columns to reduce information density; hiding subtitles (such as artist names) and retaining only core information; reducing function buttons to 3, such as retaining search, playlist, and voice assistant buttons; and disabling some complex editing operations, such as playlist creation and editing. When the interaction security level is At level 1, the system significantly enhances guidance for voice interaction. Specific interface configurations include: further increasing album cover size to 180 dp; simplifying the grid layout to 3 columns; retaining only one voice assistant button; clearly displaying voice prompts in the interface, such as "Please use voice control"; and disabling functions such as search and settings that require precise touch or prolonged attention.

[0068] When the interaction security level is At this level, the system provides an extremely simplified interface and forces users to use voice commands. Specific interface configurations include: album art size significantly increased to 240 dp; grid layout simplified to a single column displaying only currently playing content; three extra-large (e.g., 80 dp) basic control buttons, typically "Previous Track," "Play / Pause," and "Next Track"; forced guidance and prioritization of voice interaction; and disabling all content browsing functions, preventing users from turning pages or selecting items via touch.

[0069] When the interaction security level is Level 1 (applicable when the system detects the vehicle is in an emergency or high-risk driving scenario): At this level, the system prioritizes driving safety and implements strict interaction restrictions: completely locks the user interface and disables all touch operations; automatically reduces media volume to 30% of maximum volume; displays safety warning messages in a prominent position on the interface, such as: "Dangerous driving detected, please be careful"; if video content is currently playing, the system will automatically pause playback; the system will continuously monitor the warning status of the Advanced Driver Assistance System (ADAS) and will only automatically restore the UI to the previous interaction safety level after confirming that the risk has been eliminated.

[0070] In one embodiment, when the vehicle interface parameters change due to a change in the interaction safety level (e.g., from a first interaction safety level to a second interaction safety level), a preset progressive animation (duration 300-500ms) can be used on the vehicle screen to transition the interface. The playback speed of the preset progressive animation is related to the degree of membership between the current driving complexity and the second interaction safety level. This application, through the transition effect of the preset progressive animation, makes the adjustment of vehicle interface parameters smoother and more natural, avoiding additional interference to the driver caused by sudden interface changes. Specifically, the playback speed of the animation can be dynamically adjusted according to the degree of membership between the current driving complexity and the second interaction safety level. When the membership is high, it means the driving complexity is closer to the second level, and the animation playback speed can be relatively fast to quickly reflect the change in interface parameters; while when the membership is low, it means the driving complexity is still in a transitional state, and the animation playback speed can be relatively slow, giving the driver sufficient adaptation time. This design not only improves the user experience but also further enhances driving safety.

[0071] In one embodiment, when the driving scenario is complex and the interaction safety level is high, the vehicle interface is simplified, omitting some features, and the control method may only support voice control. In this situation, the driver may not have time to operate the vehicle through the vehicle interface. For example, when the interaction safety level is... At the first level, the system will forcefully guide and prioritize the use of voice interaction; all content browsing functions will be disabled, and users will not be able to turn pages or select lists via touch. If the front passenger or other users want to control the vehicle via the in-vehicle buttons, they can send an interface rollback command to the in-vehicle system. Upon receiving the interface rollback command, the in-vehicle system will first verify the identity of the user sending the command to ensure that they have the corresponding operating permissions. After successful verification, the system will determine whether to allow interface rollback based on the current interaction safety level and preset rollback rules. If the current interaction safety level allows the interface to roll back to a lower level (e.g., from L3 to L2), the system will gradually adjust the in-vehicle interface parameters to the parameter configuration corresponding to the lower level according to preset progressive animation effects. During this process, the system will continuously monitor driving complexity and the alarm status of the driver assistance system to ensure that interface rollback will not adversely affect driving safety. If the current interaction safety level does not allow interface rollback (e.g., from L3 to L0), the system will reject the interface rollback command and display a corresponding prompt message on the in-vehicle screen, informing the user that the interface rollback operation is currently not possible. This design satisfies the vehicle control needs of the co-pilot or other users in complex driving scenarios while ensuring that driving safety is not compromised.

[0072] In one embodiment, when determining the interaction safety level, if a high alarm level is detected in the assisted driving system's alarm status, the current vehicle interface should be simplified as much as possible to avoid distracting the user. Therefore, an interface simplification trigger mechanism directly related to the assisted driving system alarm level can be set. Specifically, when the assisted driving system issues a high-level alarm (such as forward collision warning, severe lane departure warning, etc.), the system immediately and automatically raises the interaction safety level to the highest level (e.g., Level 4) or at least to a preset high safety level (e.g., Level 3) to ensure that the driver's attention can quickly focus on the driving task and reduce the risk of distraction caused by operating the vehicle interface. During this process, the system will quickly execute a series of interface simplification operations, including but not limited to: disabling all unnecessary touch functions, locking the menu structure, retaining only the most basic and necessary voice interaction controls, and automatically adjusting the media volume to a safe level. Simultaneously, the system will also display emergency safety prompts in a prominent position on the interface to intuitively remind the driver of the current high-risk driving situation.

[0073] Furthermore, if the alarm status of the driver assistance system is subsequently cleared (e.g., if the alarm status is read as no alarm three times in a row, then the alarm is determined to be cleared) or reduced, the system will not immediately restore the interaction safety level to the previous level. Instead, it will comprehensively evaluate and gradually and cautiously adjust the interaction safety level based on multiple factors such as the current driving complexity, vehicle speed, and road environment, to ensure that the adjustment of interface parameters is both smooth and natural, and will not pose any potential threat to driving safety.

[0074] When restoring the interactive safety level, the restoration process can be as follows: the volume will fade back within a preset time (e.g., 2 seconds), the vehicle's infotainment interface will be unlocked simultaneously, the interactive safety level will be restored to the level before it was deactivated, and a message will be displayed on the vehicle's screen: "Safety status has been restored".

[0075] In one embodiment, this application defines the weight coefficients, level thresholds, and vehicle interface parameters for different vehicle models using an Extensible Markup Language (XML) configuration file. This allows for flexible adjustment and optimization of the vehicle interface control strategy for different models during remote updates by pushing new XML configuration files. This XML-based configuration method offers high scalability and maintainability, enabling manufacturers to quickly respond to market demands and customize differentiated interactive experiences for different models and markets. For example, for high-end models, more nuanced dynamic weight adjustment strategies and richer, more diverse interface interaction elements can be configured; while for economy models, a simpler and more efficient configuration scheme can be adopted to reduce system resource consumption and improve overall performance. Furthermore, the XML configuration file supports version control, allowing manufacturers to track the specific content of each update and ensure a rapid rollback to a stable version in case of problems, guaranteeing the continuity of the user experience.

[0076] In summary, this application achieves precise matching between vehicle interface parameters and driving scenarios by comprehensively utilizing technologies such as dynamic weight adjustment, fuzzy logic judgment, multi-level interactive safety strategies, and progressive animation transitions. On the one hand, the impact weight of the assisted driving system alarm status on the interactive safety level is quantified through a dynamic weight function, enabling the interface adjustment strategy to be dynamically optimized according to the real-time risk level. On the other hand, fuzzy logic is used to handle the boundary ambiguity of driving complexity, and frequent interface jitter caused by traditional binary judgment is avoided by pre-setting transition intervals and membership functions. Simultaneously, the constructed multi-level interactive safety level system covers all driving scenarios from stationary to emergency states. Each level defines core interface parameters such as touch hotspot size and function menu hierarchy, and a smooth transition is achieved when switching levels through progressive animation. The specially designed interface rollback mechanism and recovery strategy after alarm clearance not only meet the control needs of passengers such as the front passenger but also ensure that the recovery process does not trigger secondary risks through multi-dimensional safety assessments.

[0077] In addition, such as Figure 2 As shown, Figure 2 This is a schematic diagram of a vehicle infotainment interface control device provided in an embodiment of this application. The device includes: The multi-dimensional driving parameter acquisition module 201 acquires multi-dimensional driving parameters of the vehicle, including at least one of vehicle speed parameters, steering angle parameters, braking status parameters, acceleration parameters, and warning status of the driver assistance system.

[0078] The driving complexity determination module 202 determines the driving complexity of the vehicle based on the multi-dimensional driving parameters.

[0079] The interaction safety level determination module 203 determines the interaction safety level corresponding to the driving complexity.

[0080] The interface parameter adjustment module 204 adjusts the vehicle interface parameters based on the aforementioned interaction safety level.

[0081] In one specific embodiment, the driving complexity determination module 202 includes: preprocessing the multi-dimensional driving parameters to obtain intermediate multi-dimensional driving parameters; the preprocessing includes at least one of removing noise from the vehicle speed parameters and smoothing the steering angle parameters and braking state parameters; determining the vehicle model and the current driving mode, and determining a preset weighted reassembly based on the vehicle model and the current driving mode; normalizing the intermediate multi-dimensional driving parameters, and then weighting them based on the preset weighted reassembly to obtain the driving complexity.

[0082] In one specific embodiment, the driving complexity determination module 202 includes: determining the dynamic weight corresponding to the alarm state of the assisted driving system based on a preset dynamic weight function; determining the dynamic weight reassembly of multi-dimensional driving parameters based on the dynamic weight and a preset weight reassembly; and weighting the intermediate multi-dimensional driving parameters based on the weight reassembly to determine the driving complexity.

[0083] In one specific embodiment, the interaction safety level determination module 203 includes: determining the level interval corresponding to each interaction safety level and the transition interval between adjacent level intervals; in response to the driving complexity not being located within the transition interval, taking the interaction safety level corresponding to the level interval where the driving complexity is located as the interaction safety level of the vehicle; in response to the driving complexity being located within the transition interval, determining the membership degree between the driving complexity and each level interval based on the level interval and a preset membership function; and determining the interaction safety level corresponding to the driving complexity based on the membership degree.

[0084] In one specific embodiment, the vehicle interface parameters and human-computer interaction methods corresponding to different interaction safety levels are different; the vehicle interface parameters include at least one of the following: vehicle interface layout, number of function buttons, number of visible items, and size of touch hot area; the interface parameter adjustment module 204 includes: in response to the interaction safety level changing from a first interaction safety level to a second interaction safety level, converting the vehicle interface parameters into vehicle interface parameters corresponding to the second interaction safety level; when converting the vehicle interface parameters, a preset progressive animation is used for transition on the vehicle screen, and the playback speed of the preset progressive animation is related to the degree of membership between the current driving complexity and the second level.

[0085] In one specific embodiment, the interface parameter adjustment module 204 includes: responding to receiving an interface rollback command from the direction of the passenger seat, parsing the interface rollback command to obtain a target interaction safety level; and rolling back the current vehicle interface parameters to the vehicle interface parameters corresponding to the target interaction safety level.

[0086] In one specific embodiment, the interaction safety level determination module 203 includes: acquiring the assisted driving system alarm status of the assisted driving system at preset intervals, wherein the assisted driving system alarm status includes alarm type and alarm level; in response to the alarm level being a preset alarm level, setting the interaction safety level corresponding to the driving complexity to the preset interaction safety level, and adjusting the current volume parameter to a preset volume value.

[0087] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0088] Figure 3 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0089] For example, such as Figure 3 As shown, the vehicle includes a memory 301 and a processor 302. The memory 301 stores executable program code 3011, and the processor 302 is used to call and execute the executable program code 3011 to perform the vehicle interface control method.

[0090] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0091] When each functional module is divided according to its corresponding function, the vehicle may include: The multi-dimensional driving parameter acquisition module acquires multi-dimensional driving parameters of the vehicle, including at least one of vehicle speed parameters, steering angle parameters, braking status parameters, acceleration parameters, and warning status of the driver assistance system. The driving complexity determination module determines the driving complexity of the vehicle based on the multi-dimensional driving parameters. The interaction safety level determination module determines the interaction safety level corresponding to the driving complexity. The interface parameter adjustment module adjusts the vehicle interface parameters based on the aforementioned interaction safety level.

[0092] It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0093] The vehicle provided in this embodiment is used to execute the above-described vehicle interface control method, and therefore can achieve the same effect as the above implementation method.

[0094] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0095] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0096] This embodiment also provides a computer-readable storage medium (including but not limited to disk storage, CD-ROM, optical storage, etc.) storing computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement the vehicle interface control method provided in the above embodiment.

[0097] This embodiment also provides a computer program product. When the computer program product is run on a computer, it causes the computer to perform the above-mentioned related steps to realize the vehicle interface control method provided in the above embodiment.

[0098] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0099] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0100] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0101] In the description of this disclosure, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure.

[0102] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0103] The above are merely embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims of this disclosure.

Claims

1. A method for controlling an in-vehicle infotainment interface, the method comprising: The method comprises: acquiring a multi-dimensional driving parameter of a vehicle, the multi-dimensional driving parameter comprising at least one of a vehicle speed parameter, a steering angle parameter, a braking state parameter, an acceleration parameter, and an assisted driving system warning state; determining a driving complexity of the vehicle based on the multi-dimensional driving parameter; determining an interaction safety level corresponding to the driving complexity; adjusting a vehicle-machine interface parameter based on the interaction safety level.

2. The method of claim 1, wherein, The determination of the driving complexity of the vehicle based on the multi-dimensional driving parameter specifically comprises: preprocessing the multi-dimensional driving parameter to obtain an intermediate multi-dimensional driving parameter, the preprocessing comprising at least one of removing noise in the vehicle speed parameter and smoothing the steering angle parameter and the braking state parameter; determining a vehicle model and a current driving mode of the vehicle, and determining a preset weight group based on the vehicle model and the current driving mode; normalizing the intermediate multi-dimensional driving parameter, and weighting based on the preset weight group to obtain the driving complexity.

3. The method of claim 2, wherein, The weighting based on the preset weight group after the normalization of the intermediate multi-dimensional driving parameter to obtain the driving complexity specifically comprises: determining a dynamic weight corresponding to the assisted driving system warning state based on a preset dynamic weight function; determining a dynamic weight group of the multi-dimensional driving parameter based on the dynamic weight and a preset weight group; weighting the intermediate multi-dimensional driving parameter based on the weight group to determine the driving complexity.

4. The method of claim 1, wherein, The determination of the interaction safety level corresponding to the driving complexity specifically comprises: determining a level interval corresponding to each interaction safety level and a transition interval between adjacent level intervals; in response to the driving complexity not being located in the transition interval, taking the interaction safety level corresponding to the level interval in which the driving complexity is located as the interaction safety level of the vehicle; in response to the driving complexity being located in the transition interval, determining a membership degree of the driving complexity to each level interval based on the level interval and a preset membership function; determining the interaction safety level corresponding to the driving complexity based on the membership degree.

5. The method of claim 4, wherein, The vehicle-machine interface parameters and the human-machine interaction modes corresponding to different interaction safety levels are different; the vehicle-machine interface parameters comprise at least one of a vehicle-machine interface layout, a number of function keys, a number of visible items, and a size of a touch hot area; The adjustment of the vehicle-machine interface parameter based on the interaction safety level specifically comprises: in response to the interaction safety level changing from a first interaction safety level to a second interaction safety level, converting the vehicle-machine interface parameter to a vehicle-machine interface parameter corresponding to the second interaction safety level; when the vehicle-machine interface parameter conversion is performed, performing a transition on the vehicle-machine screen in a preset gradual animation, a playing speed of the preset gradual animation being related to a size of a membership degree of the current driving complexity to the second level.

6. The method of claim 1, wherein, After the adjustment of the vehicle-machine interface parameter based on the interaction safety level, the method further comprises: in response to receiving an interface rollback instruction from a front passenger seat direction, analyzing the interface rollback instruction to obtain a target interaction safety level; The current car-machine interface parameter is rolled back to a car-machine interface parameter corresponding to the target interaction security level.

7. The method of claim 1, wherein, The determining the interaction security level corresponding to the driving complexity specifically includes: Every interval of a preset time length, an auxiliary driving system alarm state of the auxiliary driving system is acquired, the auxiliary driving system alarm state including an alarm type and an alarm level; In response to the alarm level being a preset alarm level, the interaction security level corresponding to the driving complexity is set as a preset interaction security level, and a current volume parameter is adjusted to a preset volume value.

8. A car kit interface control device, characterized by, The method comprises: a multi-dimensional driving parameter acquisition module, which acquires multi-dimensional driving parameters of a vehicle, the multi-dimensional driving parameters including at least one of a vehicle speed parameter, a steering angle parameter, a braking state parameter, an acceleration parameter, and an auxiliary driving system alarm state; a driving complexity determination module, which determines a driving complexity of the vehicle based on the multi-dimensional driving parameters; an interaction security level determination module, which determines an interaction security level corresponding to the driving complexity; an interface parameter adjustment module, which adjusts car-machine interface parameters based on the interaction security level, the car-machine interface parameters including at least one of a car-machine interface layout, a number of function keys, a number of visible items, and a touch hot area size.

9. A vehicle characterized by comprising: The method comprises: at least one processor; and a memory in communication connection with the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the car-machine interface control method according to any one of claims 1-7.

10. A computer-readable storage medium storing computer-executable instructions, the computer-executable instructions comprising: The computer executable instructions are configured to perform the car-machine interface control method according to any one of claims 1-7.

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