Control method and device of in-vehicle infotainment system, vehicle and storage medium

Abstract

The invention provides a control method and device of a vehicle machine system, a vehicle and a storage medium, and the method comprises the steps: determining the stability of the vehicle according to the motion state data of the vehicle; according to the touch operation behavior data corresponding to the touch operation behavior triggered by the user on the vehicle machine system, a user operation behavior result is determined, and the user operation behavior result comprises false touch of the touch operation behavior of the user; determining the anti-shake shielding time and the shake risk level of the vehicle machine system according to the stability and the false touch; and in the anti-shake shielding time, according to the shake risk level and contact data collected on the vehicle-mounted information entertainment system, controlling the vehicle-mounted information entertainment system to execute a corresponding response control strategy. On one hand, response delay in a high-frequency operation scene can be avoided; and on the other hand, the user anti-shake requirements of the vehicle in different driving scenes can be met, and the user experience is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a control method and device of an in-vehicle infotainment system, a vehicle and a storage medium. BACKGROUND

[0002] The in-vehicle infotainment system is an intelligent vehicle platform integrating navigation, communication, intelligent voice, entertainment and vehicle control functions, and as a core component of the intelligent cockpit, it undertakes the function of human-vehicle interaction. In actual application, the in-vehicle infotainment system can interact with the user through the touch screen. However, due to environmental interference and user mis-touch, etc., problems such as touch position jumping and signal jitter may occur.

[0003] In order to avoid the signal jitter problem caused by mechanical vibration and user mis-touch, in the related technology, when the user triggers a touch operation behavior on the touch screen of the in-vehicle infotainment system, a fixed anti-shake shielding time is set. Within the fixed anti-shake shielding time, the in-vehicle infotainment system does not respond to any touch operation.

[0004] However, this method may cause response delay in the user's high-frequency operation scenario, and thus may cause poor user experience. For example, if the anti-shake shielding time is too long, when the user triggers a continuous sliding, rapid touch or other high-frequency operation, the in-vehicle infotainment system needs to respond to the user's touch operation after reaching the anti-shake shielding time, so that the in-vehicle infotainment system responds to the touch operation with delay, and thus causes poor user experience.

[0005] In addition, different road conditions may have different requirements for the anti-shake shielding time. If the road condition does not match the anti-shake shielding time, it may affect the user experience. For example, when the vehicle is driving on a flat road, a longer anti-shake shielding time is set, so that the in-vehicle infotainment system responds to the touch operation with delay, and thus causes poor user experience.

[0006] It should be noted that the information disclosed in the background section of the present application is only intended to deepen the understanding of the general background of the present application, and should not be regarded as acknowledging or implying in any form that the information constitutes prior art known to those skilled in the art. SUMMARY

[0007] The present application provides a control method and device of an in-vehicle infotainment system, a vehicle and a storage medium, to solve the problem that in the related technology, the use of a fixed anti-shake shielding time may cause response delay in the user's high-frequency operation scenario and the road condition does not match the anti-shake shielding time, and thus may cause poor user experience.

[0008] In a first aspect, the embodiments of the present application provide a control method of an in-vehicle infotainment system, comprising: determining the stability of the vehicle according to the motion state data of the vehicle; determine a user operation behavior result according to touch operation behavior data corresponding to the touch operation behavior triggered by the user on the vehicle machine system, the user operation behavior result including a mis-touch nature of the touch operation behavior of the user; determine a jitter shielding time and a jitter risk level of the vehicle machine system according to the stationarity and the mis-touch nature, the jitter shielding time being a time for limiting a response of the vehicle machine system to a touch operation, and the jitter risk level being used to represent a risk degree of a jitter mis-touch of the vehicle machine system; control the vehicle machine system to perform a corresponding response control strategy according to the jitter risk level and touch point data collected on the vehicle machine system within the jitter shielding time.

[0009] In a possible implementation, before the determining the stationarity of the vehicle according to the motion state data of the vehicle, the method further includes: performing filtering algorithm processing on the motion state data of the vehicle to obtain filtered motion state data.

[0010] In a possible implementation, the determining the stationarity of the vehicle according to the motion state data of the vehicle includes: determining a vibration intensity and a vibration frequency of the vehicle according to an acceleration signal and an angular velocity signal in the motion state data of the vehicle; when the vibration intensity is greater than a first preset vibration intensity threshold and the vibration frequency is less than a preset vibration frequency threshold, determining that the stationarity of the vehicle is a first stationarity; when an acceleration corresponding to the acceleration signal is greater than a preset acceleration threshold or an angular velocity corresponding to the angular velocity signal is greater than a preset angular velocity threshold, determining that the stationarity of the vehicle is a second stationarity, the second stationarity corresponding to a higher stationarity degree than a stationarity degree corresponding to the first stationarity.

[0011] In a possible implementation, the motion state data includes a vehicle speed signal of the vehicle, and the method further includes: when the vibration intensity is less than a second preset vibration intensity threshold and a vehicle speed corresponding to the vehicle speed signal is less than a preset vehicle speed threshold, determining that the stationarity of the vehicle is a third stationarity, the second preset vibration intensity threshold being less than or equal to the first preset vibration intensity threshold, and the third stationarity corresponding to a higher stationarity degree than a stationarity degree corresponding to the second stationarity.

[0012] In a possible implementation, the determining a user operation behavior result according to touch operation behavior data corresponding to the touch operation behavior triggered by the user on the vehicle machine system includes: Input the touch operation behavior data corresponding to the touch operation behavior triggered by the user on the car machine system into a user touch operation behavior prediction model, and determine a user operation behavior result.

[0013] In a possible implementation, the method further includes: According to the user operation behavior result, optimize the parameters of the user touch operation behavior prediction model.

[0014] In a possible implementation, the determining, according to the stationarity and the false touch, of the anti-shake shielding time of the car machine system includes: determining a first anti-shake shielding time correction coefficient according to the stationarity, the stationarity and the first anti-shake shielding time correction coefficient being negatively correlated; determining a second anti-shake shielding time correction coefficient according to the false touch, the false touch and the second anti-shake shielding time correction coefficient being positively correlated; correcting a basic anti-shake shielding time of the car machine system according to the vibration intensity, the first anti-shake shielding time correction coefficient and the second anti-shake shielding time correction coefficient, and determining a corrected anti-shake shielding time.

[0015] In a possible implementation, the determining, according to the stationarity, of a first anti-shake shielding time correction coefficient includes: determining a first anti-shake shielding time correction coefficient according to the stationarity and the light intensity, the light intensity and the first anti-shake shielding time correction coefficient being positively correlated.

[0016] In a possible implementation, the method further includes: when the hardware noise of the car machine system is greater than a preset hardware noise threshold, compensating the corrected anti-shake shielding time according to the hardware noise of the car machine system.

[0017] In a possible implementation, the determining, according to the stationarity and the false touch, of the shaking risk level of the car machine system includes: when the stationarity is the third stationarity and the false touch is a first false touch, determining that the shaking risk level of the car machine system is a low shaking risk level, the first false touch being used to represent that the touch operation behavior of the user is a non false touch behavior; when the stationarity is the first stationarity or the second stationarity or the false touch is a second false touch, determining that the shaking risk level of the car machine system is a high shaking risk level, the second false touch being used to represent that the touch operation behavior is a false touch behavior.

[0018] In a possible implementation, the user operation behavior result includes a touch operation type of the user, the touch data includes a plurality of touch points, and the controlling the in-vehicle infotainment system to perform a corresponding response control strategy according to the jitter risk level and the touch data collected on the in-vehicle infotainment system includes the following steps. If the jitter risk level is a low jitter risk level and the touch operation type is a fast tapping operation, the in-vehicle infotainment system is controlled to respond to a touch operation corresponding to an effective touch point, the effective touch point being a first collected touch point in the plurality of touch points. If the jitter risk level is a low jitter risk level and the touch operation type is a sliding operation, the in-vehicle infotainment system is controlled to respond to the sliding operation when a sliding operation speed is greater than a preset sliding speed threshold.

[0019] In a possible implementation, the touch data includes a position coordinate of each touch point, and the method further includes the following steps. If the jitter risk level is a high jitter risk level, an angle change rate and an Euclidean distance corresponding to each touch point are calculated according to a position coordinate of each touch point, a position coordinate of a first adjacent touch point corresponding to the touch point, and a position coordinate of a second adjacent touch point, the first adjacent touch point being an adjacent touch point collected before the touch point, and the second adjacent touch point being an adjacent touch point collected after the touch point. For each touch point, if the touch point satisfies a preset filtering condition, the touch point is determined as a candidate touch point, the preset filtering condition including that the angle change rate is less than or equal to a preset angle change rate threshold and the Euclidean distance is less than or equal to a preset Euclidean distance threshold. If at least one touch point and the first adjacent touch point and the second adjacent touch point corresponding to the touch point all satisfy the preset filtering condition, each touch point is determined as a candidate touch point. A fitting trajectory is generated according to a position coordinate of each candidate touch point. The in-vehicle infotainment system is controlled to respond to a sliding operation corresponding to the fitting trajectory.

[0020] In a second aspect, an embodiment of the present application provides a control device of an in-vehicle infotainment system, including: A stability determination module is configured to determine a stability of a vehicle according to motion state data of the vehicle. A user operation behavior result determination module is configured to determine a user operation behavior result according to touch operation behavior data corresponding to a touch operation behavior triggered by a user on the in-vehicle infotainment system, the user operation behavior result including a mis-touch property of the touch operation behavior of the user. The anti-shake parameter determination module is configured to determine an anti-shake shielding time and a shaking risk level of the vehicle machine system according to the stationarity and the accidental touch, the anti-shake shielding time being a time for limiting the vehicle machine system to respond to a touch operation, and the shaking risk level being used to represent a risk degree of shaking accidental touch of the vehicle machine system. The control module is configured to control the vehicle machine system to execute a corresponding response control strategy according to the shaking risk level and touch point data collected on the vehicle machine system within the anti-shake shielding time.

[0021] In a third aspect, an embodiment of the present application provides a vehicle, comprising: The controller is configured to execute the method in any one of the first aspect.

[0022] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the method in any one of the first aspect is implemented.

[0023] In the embodiment of the present application, the dynamic anti-shake shielding time is set for the vehicle machine system according to the motion state of the vehicle and the touch operation behavior of the user, and the corresponding response control strategy is executed according to the motion state of the vehicle and the touch operation behavior of the user within the anti-shake shielding time, which can avoid the response delay in the high-frequency operation scene, and meet the user anti-shake demand of the vehicle in different driving scenes, and improve the user experience. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0025] Figure 1 A schematic diagram of an application scenario provided by an embodiment of the present application.

[0026] Figure 2 A flowchart of a control method of a vehicle machine system provided by an embodiment of the present application.

[0027] Figure 3 A flowchart of another control method of a vehicle machine system provided by an embodiment of the present application.

[0028] Figures 4A-4B A schematic diagram of a touch point provided by an embodiment of the present application.

[0029] Figure 5A structural schematic diagram of a control device of a vehicle machine system provided in an embodiment of the present application.

[0030] Figure 6 A structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to better understand the technical solutions of the present application, the embodiments of the present application are described in detail below with reference to the drawings.

[0032] It should be clear that the described embodiments are only some of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0033] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0034] It should be understood that the term "and / or" used herein is only to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are a "or" relationship.

[0035] Referring to Figure 1 A schematic diagram of an application scenario provided in an embodiment of the present application. As Figure 1 shown, the vehicle machine system 100 includes a touch screen 101. It can be understood that the vehicle machine system 100 is an intelligent vehicle platform integrating navigation, communication, intelligent voice, entertainment and vehicle control functions, which is usually used as an intelligent cockpit core component in a vehicle, and undertakes the function of human-vehicle interaction.

[0036] Specifically, the vehicle machine system 100 can interact with the user through the touch screen 101. As Figure 1 shown, there are multiple touch positions in the touch screen 100, for example, touch position 1, touch position 2, …, touch position n, etc. The user can trigger a touch operation, for example, a point operation, a sliding operation, etc. by touching the touch position, so that the vehicle machine system 100 can respond to the touch operation triggered by the user.

[0037] It can be understood that the touch position touched by the user is referred to as a touch point, for example, when the user touches the touch position 1, the touch position 1 is a touch point; when the user touches the touch position 2, the touch position 1 is a touch point. The car machine system 100 can respond to the touch operation triggered by the user according to the touch point.

[0038] It should be noted that, Figure 1 The car machine system 100 and the touch screen 101 shown in the above are only an exemplary description, and should not be regarded as a limitation on the protection scope of the present application. For example, the car machine system 100 can also include other hardware or functions; the touch screen 101 can set other positions and numbers of touch positions.

[0039] As described above, the car machine system can interact with the user through the touch screen. However, due to environmental interference and user mis-touch, etc., it may cause problems such as touch position jumping and signal jitter.

[0040] For example, when the vehicle travels on a bumpy road section, it may cause the screen of the touch screen to vibrate and the actual pressing position of the user when pressing the touch point to fluctuate, so that the touch signal collected by the vehicle fluctuates, thereby causing problems such as touch position jumping and signal jitter.

[0041] In order to avoid the problem of signal jitter caused by mechanical vibration and user mis-touch, in the related art, when the user triggers a touch operation behavior on the touch screen of the car machine system, a fixed anti-jitter shielding time is set. Within the fixed anti-jitter shielding time, the car machine system does not respond to any touch operation.

[0042] However, this method may cause a delay in responding to the user's high-frequency operation scenario, which may further cause a poor user experience. For example, if the anti-jitter touch time is too long, when the user triggers a continuous sliding, rapid touch, or other high-frequency operation, the car machine system needs to respond to the user's touch operation after reaching the anti-jitter shielding time, which causes a delay in the car machine system responding to the touch operation, and further causes a poor user experience.

[0043] In addition, different road conditions may have different requirements for the anti-jitter shielding time. If the road condition does not match the anti-jitter shielding time, it may affect the user experience. For example, when the vehicle travels on a flat road, a longer anti-jitter shielding time is set, which causes a delay in the car machine system responding to the touch operation, and further causes a poor user experience.

[0044] To solve the above problems, in the embodiment of the present application, first, the stability of the vehicle is determined according to the motion state data of the vehicle; second, the user operation behavior result is determined according to the touch operation behavior data corresponding to the touch operation behavior triggered by the user on the vehicle machine system, the user operation behavior result including the mis-touch nature of the touch operation behavior of the user; then, the anti-shake shielding time of the vehicle machine system and the shaking risk level are determined according to the stability and the mis-touch nature; finally, within the anti-shake shielding time, the corresponding response control strategy is executed by the vehicle machine system according to the shaking risk level and the touch point data collected on the vehicle machine system.

[0045] It can be understood that, by the motion state of the vehicle and the touch operation behavior of the user, a dynamic anti-shake shielding time is set for the vehicle machine system, and within the anti-shake shielding time, the corresponding response control strategy is executed according to the motion state of the vehicle and the touch operation behavior of the user, on the one hand, the response delay in the high-frequency operation scene can be avoided, and on the other hand, the user anti-shake demand of the vehicle in different driving scenes can be met, and the user experience is improved.

[0046] Specifically, the following detailed description is made in combination with the drawings and specific embodiments.

[0047] Referring to Figure 2 A flowchart of a control method of a vehicle machine system is provided in the embodiment of the present application. The method can be applied to Figure 1 the application scene as shown in FIG. 1, such as Figure 2 and specifically includes steps S201 to S204.

[0048] Step S201: determining the stability of the vehicle according to the motion state data of the vehicle.

[0049] In actual application, the road condition usually affects the motion state of the vehicle when driving on the road, and further affects the stability of the vehicle when driving on the road. For example, when the road surface is uneven or the road is congested, the stability of the vehicle is poor.

[0050] Therefore, in the embodiment of the present application, the motion state data of the vehicle can be collected by the sensor, bus and other hardware devices in the vehicle, and then the stability of the vehicle is determined. The motion state data of the vehicle includes but is not limited to acceleration signal, angular velocity signal, vehicle speed signal, etc.

[0051] It should be pointed out that when collecting the motion state data of the vehicle, high-frequency noise caused by instantaneous interference of the road surface may be generated, so that the collected motion state data has noise. Therefore, in one possible implementation, a filtering algorithm can be used to process the motion state data of the vehicle to obtain filtered motion state data.

[0052] Specifically, a low-pass filtering algorithm can be used to filter the high-frequency noise, thereby suppressing the interference of the high-frequency noise. Of course, other filtering algorithms can also be used to filter the high-frequency noise, and the embodiments of the present application do not make specific limitations in this regard.

[0053] In the embodiments of the present application, the smoothness of the vehicle can reflect the driving scene of the vehicle, wherein the driving scene includes but is not limited to a bumpy scene, a sudden change scene (for example, sudden acceleration, sudden braking, sudden turning, etc.), a smooth scene, etc.

[0054] For example, when the smoothness of the vehicle is a first smoothness, it can be considered that the driving scene of the vehicle is a bumpy scene; when the smoothness of the vehicle is a second smoothness, it can be considered that the driving scene of the vehicle is a sudden change scene; when the smoothness of the vehicle is a third smoothness, it can be considered that the driving scene of the vehicle is a smooth scene.

[0055] It can be understood that the smoothness degree of the first smoothness is lower than that of the second smoothness, and the smoothness degree of the second smoothness is lower than that of the third smoothness.

[0056] As described above, the smoothness of the vehicle can be determined according to the motion state data of the vehicle. In order to determine more accurate smoothness of the vehicle, in a possible implementation, the vibration intensity and the vibration frequency of the vehicle can be determined according to the acceleration signal and the angular velocity signal in the motion state data of the vehicle.

[0057] Specifically, the acceleration signal and the angular velocity signal can be processed and analyzed by a motion state data analysis algorithm, so as to calculate the vibration intensity and the vibration frequency of the vehicle.

[0058] For example, the comprehensive intensity data of the multi-dimensional acceleration signal is normalized to the interval [0, 1], and the data scale is unified, so that the data of different dimensions has analyzability; the vibration frequency is extracted through signal analysis, the vibration frequency type is determined according to the vibration frequency interval to which the vibration frequency belongs, and the vibration frequency type includes low-frequency bumping, medium-frequency bumping and high-frequency bumping.

[0059] Further, in order to determine the smoothness of the vehicle, in the embodiments of the present application, a first preset vibration intensity threshold and a preset vibration frequency threshold can be set. When the vibration intensity is greater than the first preset vibration intensity threshold and the vibration frequency is less than the preset vibration frequency threshold, the smoothness of the vehicle is determined to be the first smoothness.

[0060] It can be understood that the vibration intensity of the vehicle can reflect the vibration degree of the vehicle, and the vibration frequency can reflect the speed of the vibration of the vehicle. When the vibration intensity is greater than the first preset vibration intensity threshold and the vibration frequency is less than the preset vibration frequency threshold, it can be considered that the vibration degree of the vehicle is high and the vibration is fast, that is, the vehicle is driving in a bumpy scene. Therefore, it can be determined that the smoothness of the vehicle is the first smoothness.

[0061] As described above, the vibration frequency type can be determined according to the vibration frequency interval to which the vibration frequency belongs. Therefore, the bumpy scene can also be specifically subdivided into a plurality of bumpy sub-scenes, so that the smoothness of the vehicle can be determined more finely.

[0062] It should be noted that the first preset vibration intensity threshold is a preset value, for example, 0.2, 0.3, 0.4, etc. The preset vibration frequency threshold is also a preset value, for example, 25HZ, 30HZ, 35HZ, etc. Those skilled in the art can set other first preset vibration intensity thresholds and preset vibration frequency thresholds according to actual needs, which are not limited in the present application.

[0063] As described above, the driving scene of the vehicle also includes a sudden change scene. Therefore, in one possible implementation, when the acceleration corresponding to the acceleration signal is greater than a preset acceleration threshold or the angular velocity corresponding to the angular velocity signal is greater than a preset angular velocity threshold, the smoothness of the vehicle is determined to be the second smoothness.

[0064] It can be understood that the acceleration can reflect whether the vehicle is accelerating or braking suddenly. The angular velocity can reflect whether the vehicle is turning suddenly. When the acceleration corresponding to the acceleration signal is greater than the preset acceleration threshold, it can be considered that the vehicle may be accelerating or braking suddenly; when the angular velocity corresponding to the angular velocity signal is greater than the preset angular velocity threshold, it can be considered that the vehicle may be turning suddenly. When any of the above situations occurs, it can be considered that the vehicle is driving in a sudden change scene, and therefore the smoothness of the vehicle can be determined to be the second smoothness.

[0065] The smoothness corresponding to the second smoothness is higher than the smoothness corresponding to the first smoothness. It should be noted that the preset acceleration threshold is a preset value, for example, 0.4g (g is the acceleration of gravity), 0.5g, 0.6g, etc. The preset angular velocity threshold is also a preset value, for example, 45° / s, 50° / s, 55° / s, etc. Those skilled in the art can set other preset acceleration thresholds and preset angular velocity thresholds according to actual needs, which are not limited in the present application.

[0066] As described above, the driving scene of the vehicle further includes a stable scene, and the motion state data includes a vehicle speed signal of the vehicle. Therefore, in a possible implementation, when the vibration intensity is less than the second preset vibration intensity threshold and the vehicle speed corresponding to the vehicle speed signal is less than a preset vehicle speed threshold, the stability of the vehicle is determined as a third stability.

[0067] It can be understood that the vehicle speed is closely related to the stability of the vehicle in the driving process. The lower the vehicle speed, the higher the stability of the vehicle. When the vibration intensity is less than the second preset vibration intensity threshold and the vehicle speed corresponding to the vehicle speed signal is less than the preset vehicle speed threshold, it can be considered that the vibration intensity of the vehicle is low and the vehicle speed is slow, that is, the vehicle is driven in a stable scene. Therefore, the stability of the vehicle can be determined as the third stability.

[0068] The second preset vibration intensity threshold is less than or equal to the first preset vibration intensity threshold, and the third stability corresponds to a higher stability level than the second stability.

[0069] It should be noted that the second preset vibration intensity threshold is a preset value, for example, 0.1, 0.2, 0.3, etc. The preset vehicle speed threshold is also a preset value, for example, 45 km / h, 50 km / h, 55 km / h, etc. Those skilled in the art can set other second preset vibration intensity thresholds and preset vehicle speed thresholds according to actual needs, which are not limited in the present application.

[0070] In the embodiments of the present application, the vibration intensity, the vibration frequency and the vehicle speed that can accurately reflect the stability of the vehicle are used to determine a more accurate vehicle stability; based on the more accurate vehicle stability, a more accurate anti-shake shielding time and a shaking risk level can be determined, so as to determine a more accurate response control strategy of the in-vehicle system, and to improve the user experience to a certain extent.

[0071] Step S202: determining a user operation behavior result according to touch operation behavior data corresponding to a touch operation behavior triggered by the user on the in-vehicle system.

[0072] In the embodiments of the present application, the in-vehicle system includes a touch screen. Therefore, the user can trigger a touch operation behavior on the touch screen. Further, touch operation behavior data corresponding to the touch operation behavior can be obtained.

[0073] It can be understood that the touch operation behavior data includes but is not limited to position coordinates of a touch point touched by the user on the touch screen, user operation speed, user touch force, touch time, etc.

[0074] In the embodiments of the present application, the user operation behavior result includes the mis-touch property of the touch operation behavior of the user. The mis-touch property of the touch operation behavior of the user is a first mis-touch property or a second mis-touch property. The first mis-touch property is used to represent that the touch operation behavior of the user is a non-mis-touch behavior, and the second mis-touch property is used to represent that the touch operation behavior of the user is a mis-touch behavior.

[0075] It can be understood that the mis-touch property of the touch operation behavior of the user can reflect the touch operation demand of the user. When the touch operation behavior of the user is a non-mis-touch behavior, it usually means that the user may want to trigger a continuous operation, for example, a fast tapping operation, a sliding operation, etc. When the touch operation behavior of the user is a mis-touch behavior, it usually means that the user may have performed an unconscious touch operation due to the vibration of the vehicle.

[0076] In actual application, the mis-touch property of the touch operation behavior of the user is closely related to the position coordinates of the touch point of the user on the touch screen, the operation speed of the user, etc. Therefore, in the embodiments of the present application, the user operation behavior result can be determined through the touch operation behavior data.

[0077] In a possible implementation manner, the touch operation behavior data corresponding to the touch operation behavior triggered by the user on the vehicle machine system can be input into the user touch operation behavior prediction model to determine the user operation behavior result.

[0078] Specifically, the user touch operation behavior prediction model can first determine the touch operation characteristics corresponding to the touch operation behavior of the user, for example, the average touch duration, the commonly used sliding speed, the pressure threshold of the touch touch position, the average effective operation pressure, the touch interval, the touch speed (i.e., the operation speed of the user), the sliding trajectory curvature, the touch operation type, etc. The touch operation type includes a fast tapping operation and a sliding operation.

[0079] It can be understood that the touch interval refers to the time difference between two continuous touch operations. The touch speed refers to the time interval from when the user touches the screen to when the vehicle machine system receives the signal and starts to respond. The sliding trajectory curvature is used to represent the bending degree of the touch operation path of the user.

[0080] In the embodiments of the present application, when the touch interval is less than a preset touch interval threshold and the touch speed is less than a preset touch speed threshold, it can be considered that the user may have performed a fast tapping operation, and therefore the touch operation type is a fast tapping operation. When the sliding trajectory curvature is less than a preset trajectory curvature threshold, it can be considered that the user may have performed a sliding operation, and the touch operation type is a sliding operation.

[0081] It should be noted that the preset touch interval threshold is a preset value, for example, 250 ms, 300 ms, 350 ms, etc. The preset touch speed threshold is also a preset value, for example, 90 ms, 100 ms, 110 ms, etc. The preset trajectory curvature threshold is also a preset value, for example, 0.05 rad / px, 0.1 rad / px, 0.2 rad / px, etc. Those skilled in the art can set other preset touch interval thresholds, preset touch speed thresholds, and preset trajectory curvature thresholds according to actual needs, which are not limited in the present application.

[0082] In addition, in the embodiments of the present application, the user touch operation behavior prediction model can be trained through historical touch operation behavior data, so that the user touch operation behavior prediction model can more accurately determine the touch operation feature. The historical touch operation behavior data includes but is not limited to the position coordinates of the touch point corresponding to the preset number of touch operation behaviors and the user operation speed.

[0083] It should be noted that the preset number is a preset value, for example, 500 times, 1000 times, 1500 times, etc. Those skilled in the art can set other preset numbers according to actual needs, which are not limited in the present application.

[0084] In the embodiments of the present application, after determining the touch operation feature, the user touch operation behavior prediction model can predict the first probability and the second probability. The first probability is the probability that the user's touch operation behavior is the first mis-touch, i.e., the probability that the user's touch operation behavior is a non-mis-touch behavior; the second probability is the probability that the user's touch operation behavior is the second mis-touch, i.e., the probability that the user's touch operation behavior is a mis-touch behavior.

[0085] Then, the user touch operation behavior prediction model compares the first probability and the second probability, and outputs the mis-touch of the user's touch operation behavior. If the first probability is greater than the second probability, the mis-touch of the user's touch operation behavior is the first mis-touch; on the contrary, if the first probability is less than the second probability, the mis-touch of the user's touch operation behavior is the second mis-touch.

[0086] In the embodiments of the present application, the user touch operation behavior prediction model can predict more accurate user operation behavior results; based on more accurate user operation behavior results, more accurate anti-shake shielding time and jitter risk level can be determined, so as to determine more accurate response control strategy of the car machine system, which improves the user experience to a certain extent.

[0087] In addition, in order to improve the accuracy of the user touch operation behavior prediction model, in a possible implementation, the parameters of the user touch operation behavior prediction model are optimized according to the user operation behavior result. Specifically, the adjustment direction of the parameters of the user touch operation behavior prediction model can be determined by the error between the user operation behavior result and the real user operation behavior result, and the error between the two is minimized, thereby improving the performance of the user touch operation behavior prediction model.

[0088] Step S203: Determine the anti-shake shielding time and the shaking risk level of the car machine system according to the stationarity and the false touch.

[0089] It can be understood that the anti-shake shielding time is the time for limiting the response of the car machine system to the touch operation. In actual application, the anti-shake shielding time required by the car machine system is closely related to the stationarity of the vehicle and the false touch behavior of the user. Therefore, the anti-shake shielding time of the car machine system can be determined according to the stationarity of the vehicle and the false touch of the user.

[0090] Referring to Figure 3 Another flowchart of a control method of a car machine system provided by the embodiment of the present application is provided. As Figure 3 shown, the embodiment of the present application is based on the embodiment shown in Figure 2 The step S203 specifically includes steps S301-S304.

[0091] Step S301: Determine a first anti-shake shielding time correction coefficient according to the stationarity.

[0092] In actual application, a basic anti-shake shielding time is usually set for the vehicle. In the embodiment of the present application, the basic anti-shake shielding time is usually determined according to the hardware noise characteristics of the touch screen of the car machine system. The first anti-shake shielding time correction coefficient is intended to correct the basic anti-shake shielding time, so that the corrected anti-shake shielding time matches the road conditions.

[0093] As described above, the stationarity of the vehicle can reflect the driving scene of the vehicle. Therefore, in the embodiment of the present application, the stationarity of the vehicle and the first anti-shake shielding time correction coefficient are negatively correlated.

[0094] It can be understood that the higher the stationarity of the vehicle (i.e., the more stable the vehicle), the lower the possibility of the car machine system identifying the error of the user touch operation, and the shorter the anti-shake shielding time required by the car machine system, and therefore the smaller the corresponding first anti-shake shielding time correction coefficient.

[0095] In order to determine the first anti-shake shielding time correction coefficient, the corresponding relationship between the stationarity of the vehicle and the first anti-shake shielding time correction coefficient can be pre-stored in the related control module.

[0096] For example, the first anti-shake shielding time correction coefficient a > the first anti-shake shielding time correction coefficient b > the first anti-shake shielding time correction coefficient c. The correspondence between the smoothness of the vehicle and the first anti-shake shielding time correction coefficient is shown in Table 1. It can be understood that when the smoothness of the vehicle is the first smoothness, the vehicle is driven in a bumpy scene, and therefore the first anti-shake shielding time correction coefficient is the first anti-shake shielding time correction coefficient a; when the smoothness of the vehicle is the second smoothness, the vehicle is driven in a rapidly changing scene, and therefore the first anti-shake shielding time correction coefficient is the first anti-shake shielding time correction coefficient b; when the smoothness of the vehicle is the third smoothness, the vehicle is driven in a smooth scene, and therefore the first anti-shake shielding time correction coefficient is the first anti-shake shielding time correction coefficient c.

[0097] Table 1:

[0098] It should be noted that the above table is only an exemplary description of the correspondence between the smoothness of the vehicle and the first anti-shake shielding time correction coefficient. In actual application, a person skilled in the art can set other correspondences between the smoothness of the vehicle and the first anti-shake shielding time correction coefficient, such as a correspondence curve or a correspondence model between the smoothness of the vehicle and the first anti-shake shielding time correction coefficient.

[0099] In actual application, the light intensity affects the sensitivity of the touch screen, thereby reducing the stability and reliability of the touch operation. Under different light intensities, the user's anti-shake demand may be different.

[0100] For example, when the vehicle is in a strong light scene, the touch screen may reflect light, making it more difficult for the user to see the touch icon or position, and finger operation is prone to deviation or mispressing. Therefore, the user may expect to reduce the mispressing caused by reflection. When the vehicle is in a weak light scene, the user can focus on the screen more clearly, and the finger operation precision is relatively higher. Therefore, the user may expect the vehicle system to quickly respond to the touch operation to reduce the driver's attention on the touch operation and reduce the risk of distraction.

[0101] Therefore, in a possible implementation, the first anti-shake shielding time correction coefficient is determined according to the smoothness and the light intensity. In the embodiment of the present application, the light intensity is positively correlated with the first anti-shake shielding time correction coefficient.

[0102] It can be understood that the stronger the light intensity, the larger the first anti-shake shielding time correction coefficient, so as to prolong the anti-shake shielding time, thereby being able to filter the unconscious sliding or mispressing of the user caused by visual interference; the weaker the light intensity, the smaller the first anti-shake shielding time correction coefficient, so as to shorten the anti-shake shielding time, thereby being able to enable the vehicle system to quickly respond to the touch operation.

[0103] To determine the first anti-shake shielding time correction coefficient, a corresponding relationship between the vehicle stability and the light intensity and the first anti-shake shielding time correction coefficient can be pre-stored in the related control module. For example, a corresponding relationship table, a corresponding relationship curve or a corresponding relationship model of the vehicle stability and the light intensity and the first anti-shake shielding time correction coefficient, etc. For the sake of brevity, the present application embodiment will not repeat it here.

[0104] In the present application embodiment, the first anti-shake shielding time correction coefficient is determined by the vehicle stability and the light intensity to correct the basic anti-shake shielding time. On the one hand, the final anti-shake shielding time can be matched with the driving scene and the environmental condition of the vehicle; on the other hand, the user anti-shake demand of the vehicle in different driving scenes can be met, and the user experience can be improved.

[0105] Step S302: determining the second anti-shake shielding time correction coefficient according to the mis-touch property.

[0106] In the present application embodiment, the second anti-shake shielding time correction coefficient aims to correct the basic anti-shake shielding time, so that the corrected anti-shake shielding time can be matched with the user touch operation demand.

[0107] As described above, the mis-touch property of the user touch operation behavior can reflect the user touch operation demand. Therefore, in the present application embodiment, the mis-touch property of the user touch operation behavior and the second anti-shake shielding time correction coefficient are positively correlated.

[0108] It can be understood that the higher the mis-touch property of the user touch operation behavior is, the greater the possibility that the user touch operation behavior is caused by the unconscious touch operation of the user due to the vehicle vibration is, and the longer the anti-shake shielding time required by the car machine system is, and therefore, the greater the corresponding second anti-shake shielding time correction coefficient is.

[0109] To determine the second anti-shake shielding time correction coefficient, a corresponding relationship between the mis-touch property of the user touch operation behavior and the second anti-shake shielding time correction coefficient can be pre-stored in the related control module.

[0110] For example, the second anti-shake shielding time correction coefficient a < the second anti-shake shielding time correction coefficient b. The corresponding relationship between the mis-touch property of the user's touch operation behavior and the second anti-shake shielding time correction coefficient is shown in Table 2. It can be understood that when the mis-touch property of the user's touch operation behavior is the first mis-touch property, it means that the user may want to trigger a continuous operation, and therefore the second anti-shake shielding time correction coefficient is the second anti-shake shielding time correction coefficient a; when the mis-touch property of the user's touch operation behavior is the second mis-touch property, it means that the user has performed an unintentional touch operation due to vehicle vibration, and therefore the second anti-shake shielding time correction coefficient is the second anti-shake shielding time correction coefficient b.

[0111] Table 2:

[0112] It should be noted that the above table is only an exemplary description of the corresponding relationship between the mis-touch property of the user's touch operation behavior and the second anti-shake shielding time correction coefficient. In actual application, a person skilled in the art can set other corresponding relationships between the mis-touch property of the user's touch operation behavior and the second anti-shake shielding time correction coefficient, such as a corresponding relationship curve or a corresponding relationship model between the mis-touch property of the user's touch operation behavior and the second anti-shake shielding time correction coefficient.

[0113] Step S303: correcting the basic anti-shake shielding time of the vehicle machine system according to the vibration intensity, the first anti-shake shielding time correction coefficient, and the second anti-shake shielding time correction coefficient, and determining the corrected anti-shake shielding time.

[0114] Specifically, the corrected anti-shake shielding time can be determined according to the formula: , wherein T is the basic anti-shake time; a is a vibration weight coefficient, which can usually be set corresponding to different driving scenes to measure the influence of vibration intensity in different driving scenes; A is the vibration intensity; (1-β×S) is the second anti-shake shielding time correction coefficient; β is a user speed weight coefficient, which can be determined corresponding to the mis-touch property of the user's touch operation behavior, and β is negatively correlated with the mis-touch property of the user's touch operation behavior; S is a user operation speed coefficient, that is, the ratio of the user operation speed to the maximum user operation speed supported by the vehicle machine system; and γ is the first anti-shake shielding time correction coefficient.

[0115] It can be understood that the vibration intensity and the corrected anti-shake shielding time are positively correlated. The smaller the vibration intensity of the vehicle (i.e., the more stable the vehicle), the lower the possibility of the vehicle machine system recognizing the error of the user's touch operation, and the shorter the anti-shake shielding time required by the vehicle machine system.

[0116] In addition, the first anti-shake shielding time correction coefficient is positively correlated with the corrected anti-shake shielding time. It can be understood that the smaller the first anti-shake shielding time correction coefficient is, the higher the stability of the vehicle is, the lower the possibility of the car machine system identifying the user touch operation error is, and thus the shorter the anti-shake shielding time required by the car machine system is.

[0117] The second anti-shake shielding time correction coefficient is positively correlated with the corrected anti-shake shielding time. It can be understood that the greater the second anti-shake shielding time correction coefficient is, the greater the possibility of the user performing an unconscious touch operation due to vehicle vibration is, and thus the longer the anti-shake shielding time required by the car machine system is.

[0118] In the embodiments of the present application, the base anti-shake shielding time is corrected according to the vibration intensity of the vehicle, the stability of the vehicle, and the false touch of the user touch operation behavior, so that the anti-shake shielding time matched with the road condition and the user touch operation demand can be determined.

[0119] In actual application, the car machine system can monitor the hardware state of the touch screen in real time, such as temperature, capacitance drift, etc. The hardware noise of the touch screen under different hardware states is different. When the hardware noise is high, it may cause the touch signal to drift, so that the car machine system cannot accurately identify the touch operation. For example, when the temperature of the car machine system is higher than 60℃, it may intensify the electronic noise of the internal circuit, so that the car machine system misidentifies or misjudges the touch point.

[0120] Therefore, in a possible implementation, when the hardware noise of the car machine system is greater than a preset hardware noise threshold, the corrected anti-shake shielding time is compensated according to the hardware noise of the car machine system.

[0121] Specifically, the corrected anti-shake shielding time can be compensated according to the anti-shake shielding compensation time corresponding to the hardware noise of the car machine system, so as to increase the anti-shake shielding time, so as to filter out more accurate and effective touch signals within the anti-shake shielding time.

[0122] In actual application, if the anti-shake shielding time is too large, it may cause the car machine system to respond to the user touch operation for a long time, and the user experience is poor. If the anti-shake shielding time is too small, it may cause the car machine system to misidentify the touch operation, so that the response strategy of the car machine system may not match the actual operation demand of the user, and the user experience is poor.

[0123] Therefore, in a possible implementation, a preset anti-shake shielding time interval can be set for the car machine system to constrain the anti-shake shielding time, that is, the corrected anti-shake shielding time needs to be within the preset anti-shake shielding time interval, so as to avoid that the corrected anti-shake shielding time is too large or too small.

[0124] It should be noted that the preset anti-shake shielding time interval is a preset interval. Those skilled in the art can set other preset anti-shake shielding time intervals according to actual needs, and the present application does not make specific limitations thereto.

[0125] Step S304: Determine the anti-shake risk level of the car machine system according to the smoothness and the mis-touch.

[0126] It can be understood that the shaking risk level is used to represent the risk degree of the shaking mis-touch of the car machine system. In actual application, the shaking risk level of the car machine system is closely related to the smoothness of the vehicle and whether the user has mis-touch behavior. Therefore, the shaking risk level of the car machine system can be determined according to the smoothness of the vehicle and the mis-touch of the user.

[0127] In one possible implementation, when the smoothness is the third smoothness and the mis-touch is the first mis-touch, the shaking risk level of the car machine system is determined as a low shaking risk level. The first mis-touch is used to represent that the touch operation behavior of the user is a non-mis-touch behavior.

[0128] As described above, when the smoothness of the vehicle is the third smoothness, it can be considered that the driving scene of the vehicle is a smooth scene. It can be understood that when the smoothness is the third smoothness and the mis-touch is the first mis-touch, it can be considered that the possibility of the mis-touch shaking of the user's touch operation due to the shaking of the vehicle is low. Therefore, when this situation occurs, the shaking risk level of the car machine system is determined as a low shaking risk level.

[0129] In addition, when the smoothness is the first smoothness or the second smoothness or the mis-touch is the second mis-touch, the shaking risk level of the car machine system is determined as a high shaking risk level, and the second mis-touch is used to represent that the touch operation behavior is a mis-touch behavior.

[0130] As described above, when the smoothness of the vehicle is the first smoothness, it can be considered that the driving scene of the vehicle is a bumpy scene; when the smoothness of the vehicle is the second smoothness, it can be considered that the driving scene of the vehicle is an abrupt scene. It can be understood that when the smoothness is the first smoothness or the second smoothness, it can be considered that the possibility of the mis-touch shaking of the user's touch operation due to the shaking of the vehicle is high. When the mis-touch is the second mis-touch, it means that the possibility of the mis-touch operation of the user due to the shaking of the vehicle or environmental factors is high. Therefore, when these two situations occur, the shaking risk level of the car machine system is determined as a high shaking risk level.

[0131] Step S204: In the anti-shake shielding time, according to the shaking risk level and the touch point data collected on the car machine system, the car machine system is controlled to execute the corresponding response control strategy.

[0132] As described above, the anti-shake shielding time is a time for limiting the response of the in-vehicle system to the touch operation. During the anti-shake shielding time, the user can trigger the touch operation, at which time the user expects the in-vehicle system to respond to the touch operation in a timely manner. In order to avoid response delay in a high-frequency operation scenario, the in-vehicle system can control the in-vehicle system to execute a corresponding response control strategy according to the shaking risk level and the touch point data collected on the in-vehicle system.

[0133] In the embodiments of the present application, the touch point data includes, but is not limited to, the position coordinates of the touch point, the number of times or speed of the touch point being touched by the touch module, and the like. When the user touches a touch position on the touch screen, the in-vehicle system can collect the touch point data corresponding to the touched touch position, thereby providing data support for determining the corresponding response control strategy.

[0134] In actual applications, the touch operation of the user usually includes fast tapping, sliding operation, and the like. Therefore, during the anti-shake shielding time, the user can trigger a fast tapping operation or a sliding operation. Therefore, in the embodiments of the present application, the touch point data includes multiple touch points.

[0135] As described above, the user touch operation behavior prediction model can determine the touch operation type of the touch behavior of the user. In the embodiments of the present application, the user operation behavior result includes the touch operation type of the user, and the touch operation type is a fast tapping operation or a sliding operation.

[0136] In order to enable the in-vehicle system to respond to the touch operation of the user more accurately during the anti-shake shielding time, in a possible implementation manner, if the shaking risk level is a low shaking risk level and the touch operation type is a fast tapping operation, the in-vehicle system is controlled to respond to the touch operation corresponding to the effective touch point. The effective touch point is the first collected touch point in the multiple touch points.

[0137] Referring to Figures 4A-4B , a schematic diagram of a touch point is provided for the embodiments of the present application. As shown in Figure 4A , the touch point a-touch point b are three touch points collected by the in-vehicle system in sequence during the anti-shake shielding time. The touch point a is the first collected touch point, the touch point b is the second collected touch point, and the touch point c is the third collected touch point. When the shaking risk level is a low shaking risk level and the touch operation type is a fast tapping operation, the touch point a can be considered as an effective touch point, and the touch point b and the touch point c can be considered as ineffective touch points. Further, the in-vehicle system responds to the touch operation corresponding to the touch point 1.

[0138] It can be understood that when the shaking risk level is a low shaking risk level and the touch operation type is a fast tapping operation, it can be considered that the user expects the in-vehicle system to respond to the fast tapping operation. In this case, the effective touch point is usually the touch position that the user actually wants to touch. Therefore, the in-vehicle system is controlled to respond to the touch operation corresponding to the effective touch point.

[0139] As described above, the touch operation type can be a sliding operation. Therefore, in the embodiments of the present application, if the shaking risk level is a low shaking risk level and the touch operation type is a sliding operation, the vehicle control system is controlled to respond to the sliding operation when the sliding operation speed is greater than a preset sliding speed threshold.

[0140] It can be understood that if the shaking risk level is a low shaking risk level and the touch operation type is a sliding operation, it can be considered that the user expects the vehicle control system to respond to the sliding operation. Further, when the sliding operation speed is greater than the preset sliding speed threshold, it can be considered that the user can expect the vehicle control system to respond to the sliding operation quickly, and therefore, the anti-shaking shielding is removed in advance, so that the vehicle control system responds to the sliding operation.

[0141] It should be noted that when the shaking risk level is a low shaking risk level, the touch operation type is a fast tapping operation, and the sliding operation speed is greater than the preset sliding speed threshold, the vehicle can generate the next touch position that the user is likely to touch in advance by predicting the sliding direction.

[0142] As described above, the shaking risk level can also be a high shaking risk level. In one possible implementation, if the shaking risk level is a high shaking risk level, the angle change rate and the Euclidean distance corresponding to each touch point are calculated according to the position coordinates of each touch point, the position coordinates of the first adjacent touch point corresponding to the touch point, and the position coordinates of the second adjacent touch point; for each touch point, if the touch point satisfies a preset filtering condition, the touch point is determined as a candidate touch point; if at least one touch point and the first adjacent touch point and the second adjacent touch point corresponding to the touch point all satisfy the preset filtering condition, each touch point is determined as a candidate touch point; a fitting trajectory is output according to the position coordinates of each candidate touch point; and the vehicle control system is controlled to respond to the touch operation corresponding to the fitting trajectory.

[0143] To facilitate understanding, the related concepts will be described in detail first. As shown in FIG. 1, the touch points 1-5 are five touch points collected by the vehicle control system in sequence. Except for the touch points 1 and 5, each touch point has a first adjacent touch point and a second adjacent touch point. The first adjacent touch point is an adjacent touch point collected before the touch point, and the second adjacent touch point is an adjacent touch point collected after the touch point. Figure 4B

[0144] For example, the second adjacent touch point of the touch point 1 is the touch point 2; the first adjacent touch point of the touch point 2 is the touch point 1, and the second adjacent touch point is the touch point 3; the first adjacent touch point of the touch point 3 is the touch point 2, and the second adjacent touch point is the touch point 4; the first adjacent touch point of the touch point 4 is the touch point 3, and the second adjacent touch point is the touch point 5; and the first adjacent touch point of the touch point 5 is the touch point 4.

[0145] ​In this embodiment, the contact data includes multiple contacts and the position coordinates of each contact. The position coordinates of the i-th contact can be represented as (x... i y i ), x i Let y be the horizontal distance of the i-th touch point relative to the origin of the two-dimensional coordinate system established by the vehicle system. i Let be the vertical distance of the i-th touch point relative to the origin of the two-dimensional coordinate system established by the vehicle system.

[0146] For example, such as Figure 4B As shown, contacts 1-5 are five contacts sequentially collected by the vehicle system during the anti-shake shielding time. The position coordinates of contact 1 can be represented as (x1, y1); the position coordinates of contact 2 can be represented as (x2, y2); the position coordinates of contact 3 can be represented as (x3, y3), and so on. This embodiment will not be described in detail here.

[0147] Understandably, when the vibration risk level is high, there may be a large number of invalid contacts due to various factors such as vehicle vibration and accidental touches. Therefore, it is necessary to filter out invalid contacts.

[0148] Specifically, firstly, besides the first and last contact points being sampled, the following formula can be used: Determine the rate of change of angle corresponding to other contacts. Let be the first vector corresponding to the i-th contact point and its first adjacent contact point. The second vector is the corresponding vector of the i-th contact point and its second adjacent contact point; The magnitude of the first vector corresponding to the i-th contact point. Let t be the modulus of the second vector corresponding to the i-th contact point, and t be the time interval between two consecutive contact point acquisitions by the vehicle system.

[0149] It is understandable that the first vector corresponding to the i-th contact point can be represented as: , Let be the horizontal distance between the first adjacent contact of the i-th contact and the origin of the two-dimensional coordinate system established by the vehicle system. The distance in the vertical direction between the first adjacent contact of the i-th contact and the origin of the two-dimensional coordinate system established by the vehicle system.

[0150] Furthermore, the second vector corresponding to the i-th contact point can be represented as: , Let be the horizontal distance between the second adjacent contact of the i-th contact and the origin of the two-dimensional coordinate system established by the vehicle system. The distance in the vertical direction between the second adjacent contact of the i-th contact and the origin of the two-dimensional coordinate system established by the vehicle system.

[0151] As shown in FIG. 2, the first adjacent contact of the contact 2 is the contact 1, and the second adjacent contact of the contact 2 is the contact 3. Thus, the first vector corresponding to the contact 2 can be represented as Figure 4B The second vector corresponding to the contact 2 can be represented as . Then, the Euclidean distance corresponding to each contact can be determined according to the formula: i , where di is the Euclidean distance between the ith contact and its first adjacent contact.

[0152] Further, after determining the angle change rate and the Euclidean distance corresponding to each contact, candidate contacts can be selected from the plurality of contacts. Specifically, it can be determined whether the angle change rate and the Euclidean distance of each contact satisfy a preset filtering condition. If the angle change rate and the Euclidean distance of a contact satisfy the preset filtering condition, the contact is determined as a candidate contact.

[0153] In an embodiment of the present application, the preset filtering condition includes that the angle change rate is less than or equal to a preset angle change rate threshold and the Euclidean distance is less than or equal to a preset Euclidean distance threshold. It can be understood that when the angle change rate of a contact is less than or equal to the preset angle change rate threshold and the Euclidean distance is less than or equal to the preset Euclidean distance threshold, it indicates that the change of the contact and the previous contact is small. Therefore, it can be considered that the contact is likely to be an effective contact on the sliding track corresponding to the sliding operation triggered by the user, and the contact is further determined as a candidate contact.

[0154] Further, if at least one contact and the first adjacent contact and the second adjacent contact corresponding to the contact all satisfy the preset filtering condition, i.e., the angle change rate of each contact in the three continuously collected contacts is less than or equal to the preset angle change rate threshold and the Euclidean distance is less than or equal to the preset Euclidean distance threshold, it indicates that the touch operation of the user is an effective sliding operation. In order to meet the needs of the user triggering the sliding operation, each collected contact is determined as a candidate contact.

[0155] In an embodiment of the present application, after the candidate contacts are selected, a fitting track is generated according to the position coordinates of each candidate contact. As shown in FIG. 3, the contacts 1-5 are the sliding of the navigation map by the user in the bumpy scene. When the candidate contacts are determined as the contacts 1, 3, 4 and 5 according to the method described in the above embodiment, the generated fitting track is the fitting track a. Further, the navigation application updates the map based on the fitting track a.

[0156] In an embodiment of the present application, after the candidate contacts are selected, a fitting track is generated according to the position coordinates of each candidate contact. As shown in FIG. 3, the contacts 1-5 are the sliding of the navigation map by the user in the bumpy scene. When the candidate contacts are determined as the contacts 1, 3, 4 and 5 according to the method described in the above embodiment, the generated fitting track is the fitting track a. Further, the navigation application updates the map based on the fitting track a. Figure 4B

[0157] ​​​​It should be noted that the preset angle change rate threshold is a preset value, for example, 0.2 rad / s, 0.3 rad / s, 0.4 rad / s, etc. The preset Euclidean distance threshold is also a preset value, for example, 0.2 mm, 0.3 mm, 0.4 mm, etc. Those skilled in the art can set other preset angle change rate thresholds and preset Euclidean distance thresholds according to actual needs, which are not limited in the present application.

[0158] In the embodiments of the present application, the angle change rate and the Euclidean distance of the collected touch points within the touch shielding time are used to filter out invalid touch points in high-risk jitter scenarios, so that the actual touch operation of the user can be more accurately responded to, and the user experience is improved to a certain extent.

[0159] In the embodiments of the present application, the dynamic anti-jitter shielding time is set for the vehicle system according to the motion state of the vehicle and the touch operation behavior of the user, and the corresponding response control strategy is executed according to the motion state of the vehicle and the touch operation behavior of the user within the anti-jitter shielding time. On the one hand, it can avoid response delay in high-frequency operation scenarios. On the other hand, it can meet the user anti-jitter needs of the vehicle in different driving scenarios, and improve the user experience.

[0160] Corresponding to the above-mentioned embodiments, the embodiments of the present application also provide a control device of a vehicle system.

[0161] Referring to Figure 5 , a structural schematic diagram of a control device of a vehicle system provided by the embodiments of the present application is shown. As Figure 5 shown, the control device of the vehicle system comprises a stability determination module 501, a user operation behavior result determination module 502, an anti-jitter parameter determination module 503 and a control module 504.

[0162] Specifically, the stability determination module 501 is configured to determine the stability of the vehicle according to the motion state data of the vehicle; the user operation behavior result determination module 502 is configured to determine the user operation behavior result according to the touch operation behavior data corresponding to the touch operation behavior triggered by the user on the vehicle system, the user operation behavior result comprising the mis-touch nature of the touch operation behavior of the user; the anti-jitter parameter determination module 503 is configured to determine the anti-jitter shielding time of the vehicle system and the jitter risk level according to the stability and the mis-touch nature, the anti-jitter shielding time being the time for limiting the response of the vehicle system to the touch operation, and the jitter risk level being used to represent the risk degree of the jitter mis-touch of the vehicle system; and the control module 504 is configured to control the vehicle system to execute the corresponding response control strategy according to the jitter risk level and the touch point data collected on the vehicle system within the anti-jitter shielding time.

[0163] Specific content involved in the embodiments of the present application can be referred to the description of the above method embodiments. For the sake of concise expression, this will not be repeated.

[0164] Corresponding to the above embodiments, the embodiments of the present application also provide a vehicle.

[0165] Referring to Figure 6 , a structural schematic diagram of a vehicle provided by the embodiments of the present application is shown. As Figure 6 shown, the vehicle 600 includes a controller 601, which is configured to perform part or all of the steps in the above method embodiments.

[0166] Specific content involved in the embodiments of the present application can be referred to the description of the above method embodiments. For the sake of concise expression, this will not be repeated.

[0167] Corresponding to the above embodiments, the embodiments of the present application also provide a computer readable storage medium, wherein the computer readable storage medium can store a program, wherein the program can control the device where the computer readable storage medium is located to perform part or all of the steps in the above method embodiments when the program is running. In specific implementation, the computer readable storage medium can be a disc, an optical disc, a read-only memory (ROM) or a random access memory (RAM) and the like.

[0168] In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. The "and / or" describes the association relationship of the associated objects, which means that there can be three kinds of relationships, for example, A and / or B, which can represent the existence of A alone, the existence of A and B at the same time, and the existence of B alone. Wherein A and B can be singular or plural. The character " / " generally represents that the associated objects before and after it are in an "or" relationship. "At least one of the following" and the like means any combination of these items, including any combination of single or multiple items. For example, at least one of a, b and c can represent: a, b, c, a-b, a-c, b-c, or a-b-c, wherein a, b, c can be single or multiple.

[0169] Those of ordinary skill in the art can realize that the units and algorithm steps described in the embodiments disclosed herein can be realized by electronic hardware, computer software and a combination of electronic hardware and computer software. Whether the functions are realized in hardware or software mode depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0170] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the system, device and unit described above can refer to the corresponding processes in the foregoing method embodiments, and will not be described here.

[0171] In several embodiments provided in the present application, any function, if realized in the form of a software function unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts of the technical solutions that make contributions to the prior art or the parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0172] The above is merely specific embodiments of the present application, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. The protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method of a car kit system, characterized by, The method comprises: determining the stability of the vehicle according to the motion state data of the vehicle; determining the user operation behavior result according to the touch operation behavior data corresponding to the touch operation behavior triggered by the user on the vehicle system, the user operation behavior result comprising the mis-touch nature of the touch operation behavior of the user; determining the anti-shake shielding time of the vehicle system and the shaking risk level of the vehicle system according to the stability and the mis-touch nature, the anti-shake shielding time being the time for limiting the response of the vehicle system to the touch operation, and the shaking risk level being used to represent the risk degree of shaking mis-touch of the vehicle system; controlling the vehicle system to execute the corresponding response control strategy according to the shaking risk level and the touch point data collected on the vehicle system within the anti-shake shielding time.

2. The method of claim 1, wherein, The method comprises: determining the vibration intensity and the vibration frequency of the vehicle according to the acceleration signal and the angular velocity signal in the motion state data of the vehicle; when the vibration intensity is greater than the first preset vibration intensity threshold and the vibration frequency is less than the preset vibration frequency threshold, determining the stability of the vehicle as the first stability; when the acceleration corresponding to the acceleration signal is greater than the preset acceleration threshold or the angular velocity corresponding to the angular velocity signal is greater than the preset angular velocity threshold, determining the stability of the vehicle as the second stability, the second stability corresponding to a higher stability degree than the first stability.

3. The method of claim 2, wherein, The motion state data comprises the vehicle speed signal of the vehicle, and the method further comprises: when the vibration intensity is less than the second preset vibration intensity threshold and the vehicle speed corresponding to the vehicle speed signal is less than the preset vehicle speed threshold, determining the stability of the vehicle as the third stability, the second preset vibration intensity threshold being less than or equal to the first preset vibration intensity threshold, and the third stability corresponding to a higher stability degree than the second stability.

4. The method of claim 1, wherein, The method comprises: determining the first anti-shake shielding time correction coefficient according to the stability, the stability and the first anti-shake shielding time correction coefficient being negatively correlated; determining the second anti-shake shielding time correction coefficient according to the mis-touch nature, the mis-touch nature and the second anti-shake shielding time correction coefficient being positively correlated; correcting the basic anti-shake shielding time of the vehicle system according to the vibration intensity, the first anti-shake shielding time correction coefficient and the second anti-shake shielding time correction coefficient to determine the corrected anti-shake shielding time.

5. The method of claim 4, wherein, The method comprises: determining the first anti-shake shielding time correction coefficient according to the stability and the illumination intensity, the illumination intensity and the first anti-shake shielding time correction coefficient being positively correlated.

6. The method of claim 4, wherein, The method further comprises: when the hardware noise of the vehicle system is greater than the preset hardware noise threshold, compensating the corrected anti-shake shielding time according to the hardware noise of the vehicle system.

7. The method of claim 3, wherein, The method comprises: determining that the jitter risk level of the car machine system is a low jitter risk level when the stationarity is the third stationarity and the mis-touch is a first mis-touch, the first mis-touch being used to represent that the touch operation behavior of the user is a non-mis-touch behavior; determining that the jitter risk level of the car machine system is a high jitter risk level when the stationarity is the first stationarity or the second stationarity or the mis-touch is a second mis-touch, the second mis-touch being used to represent that the touch operation behavior is a mis-touch behavior.

8. The method of claim 7, wherein, The user operation behavior result includes a touch operation type of the user, the touch point data includes a plurality of touch points, and the control of the car machine system to perform a corresponding response control strategy according to the jitter risk level and the touch point data collected on the car machine system includes: if the jitter risk level is a low jitter risk level and the touch operation type is a fast tapping operation, controlling the car machine system to respond to the touch operation corresponding to an effective touch point, the effective touch point being a first collected touch point in the plurality of touch points; if the jitter risk level is a low jitter risk level and the touch operation type is a sliding operation, when the sliding operation speed is greater than a preset sliding speed threshold, controlling the car machine system to respond to the sliding operation.

9. The method of claim 8, wherein, The touch point data includes position coordinates of each touch point, and the method further includes: if the jitter risk level is a high jitter risk level, calculating an angle change rate and an Euclidean distance corresponding to each touch point according to the position coordinates of each touch point, the position coordinates of a first adjacent touch point corresponding to the touch point, and the position coordinates of a second adjacent touch point corresponding to the touch point, wherein the first adjacent touch point is an adjacent touch point collected before the touch point, and the second adjacent touch point is an adjacent touch point collected after the touch point; for each touch point, if the touch point satisfies a preset filtering condition, determining the touch point as a candidate touch point, the preset filtering condition including that the angle change rate is less than or equal to a preset angle change rate threshold and the Euclidean distance is less than or equal to a preset Euclidean distance threshold; if at least one touch point and the first adjacent touch point and the second adjacent touch point corresponding to the touch point both satisfy the preset filtering condition, determining each touch point as a candidate touch point; generating a fitting trajectory according to the position coordinates of each candidate touch point; controlling the car machine system to respond to a sliding operation corresponding to the fitting trajectory.

10. A control device of a car kit system, characterized by comprising: The method includes: a stationarity determination module configured to determine the stationarity of the vehicle according to motion state data of the vehicle; a user operation behavior result determination module configured to determine a user operation behavior result according to touch operation behavior data corresponding to a touch operation behavior triggered by the user on the car machine system, the user operation behavior result including a mis-touch of the touch operation behavior of the user; a jitter prevention parameter determination module configured to determine a jitter prevention shielding time and a jitter risk level of the car machine system according to the stationarity and the mis-touch, the jitter prevention shielding time being a time for limiting the response of the car machine system to the touch operation, and the jitter risk level being used to represent the risk degree of jitter mis-touch of the car machine system. A control module is configured to control the in-vehicle infotainment system to execute a corresponding response control strategy according to the shaking risk level and touch data collected on the in-vehicle infotainment system during the anti-shaking shield time.

11. A vehicle characterized by comprising: The application relates to a computer program product comprising a computer program. The application relates to a computer program product comprising a computer program.

12. A computer-readable storage medium, characterized in that, The application relates to a computer program product comprising a computer program.

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